巴西专利BR102012017546B1 internal combustion engine and riding vehicle equipped with the engine

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专利摘要:
INTERNAL COMBUSTION ENGINE AND MOUNTING VEHICLE EQUIPPED WITH THE ENGINE. In a single cylinder internal combustion engine fitted with the stroke sensor, the temperature rise of the stroke sensor is prevented, the reliability of the stroke sensor is improved. A motor (10) has a crankcase (11) accommodating a crankshaft (17), a cylinder block (12) connected to the crankcase (11) and having a cylinder (15) formed in it, a cylinder head (13) connected to the cylinder block (12), a sensor mounting shoulder (40) formed in the cylinder block (12), a strike sensor to detect knock, mounted on the shoulder (40), a fan to guide air to at least the shoulder (4), and an air shield (30).
公开号:BR102012017546B1
申请号:R102012017546-0
申请日:2012-07-16
公开日:2021-03-16
发明作者:Akitoshi Nakajima；Toshinori Inomori
申请人:Yamaha Hatsudoki Kabushiki Kaisha；
IPC主号:

专利说明:

Technical field
[001] The present invention relates to an internal combustion engine fitted with a sensor to detect crash. The invention also relates to a riding vehicle equipped with the engine. Prior art
[002] An internal combustion engine can cause a crash in some cases, depending on its operating conditions. Striking should be avoided as much as possible because it results, for example, in unusual noise and degradation of performance of the internal combustion engine. Conventionally, it is known that a sensor to detect crash, that is, a crash sensor, is embedded in an internal combustion engine. It is also known that, when detecting the strike by the strike sensor, an action is taken to change the ignition timing.
[003] JP 2004-301106 A describes a water-cooled engine in which a stroke sensor is fitted to a cylinder block.
[004] A water-cooled engine needs a flow passage through coolant, that is, a hydraulic jacket, to be formed, for example, in a cylinder block and a cylinder head. It also requires, for example, a pump to carry the refrigerant and a radiator to cool the refrigerant. For this reason, the structure of the water-cooled engine tends to be complicated.
[005] A riding vehicle equipped with a single cylinder internal combustion engine (hereinafter referred to as “single cylinder engine”) is known, as represented by a relatively small motorcycle. The single-cylinder engine has the advantage that it has a simpler structure than a multi-cylinder engine. To fully exploit the advantage, the single cylinder engine is desired to have a relatively simple cooling structure. For this reason, conventionally, at least part of the cylinder block and cylinder head is air-cooled. Summary of the invention Technical problem
[006] In a single cylinder engine, at least part of which is cooled by air, temperature variations can occur locally depending on the flow of air around the engine. In other words, depending on the air flow, there may be a part where the temperature is high in the room and a part where the temperature is low in the room. If the stroke sensor is mounted on the part of the engine where the temperature is high, the stroke sensor is heated by the engine, and the temperature of the stroke sensor is excessively high. As a consequence, the reliability of the strike sensor may become less.
[007] In a water-cooled engine as well, temperature variations can be caused locally depending on the shape or dimensions of the hydraulic jacket, or the coolant flow conditions, and the like. Consequently, the same problem as described above can arise.
[008] It is an objective of the present invention to prevent the temperature rise of the strike sensor and to improve the reliability of the strike sensor in a single cylinder internal combustion engine fitted with a strike sensor. Solution to the Problem
[009] The internal combustion engine according to the present invention is a single cylinder internal combustion engine for a vehicle comprising: a crankcase accommodating a crankshaft; a cylinder block connected to the crankcase and having a cylinder formed therein; a cylinder head connected to the cylinder block; a sensor mounting shoulder formed in the crankcase, the cylinder block, or the cylinder head; a sensor to detect crash, mounted on the shoulder; and an air guide element mounted on at least part of the crankcase, the cylinder block, or the cylinder head, to guide at least the shoulder. Advantageous Effects of the Invention
[010] The present invention makes it possible to prevent the stroke sensor temperature from rising and to improve the stroke sensor reliability in a single cylinder internal combustion engine fitted with a stroke sensor. Brief description of the drawings
[011] Figure 1 is a view of the left side of a motorcycle according to a first modality;
[012] Figure 2 is a cross-sectional view taken along line II-II of Figure 1;
[013] Figure 3 is a view on the right side showing a part of an engine according to the first modality;
[014] Figure 4 is a view on the right side showing a part of an engine according to a second embodiment;
[015] Figure 5 is a view on the right side showing a part of an engine according to a third embodiment;
[016] Figure 6 is a cross-sectional view corresponding to Figure 2, illustrating a motor unit according to a fourth modality. Description of modalities First Mode
[017] As illustrated in Figure 1, the riding vehicle according to the first modality is a scooter-type motorcycle 1. Although motorcycle 1 is an example of the riding vehicle according to the present invention, the vehicle riding vehicle according to the present invention is not limited to scooter-type motorcycle 1. The riding vehicle according to the present invention can be any other type of motorcycle, such as a moped motorcycle, a motorcycle of the off-road type, or a motorcycle of the type on-road. In addition, the riding vehicle according to the present invention is intended to mean any type of vehicle in which a driver rides to get around, and is not limited to a two-wheeled vehicle. The vehicle to be mounted according to the present invention can be, for example, a vehicle with three wheels that changes its direction of travel by tilting the body of the vehicle. The riding vehicle according to the present invention can be another type of riding vehicle such as an ATV (Off-Road Vehicle).
[018] In the following description, the terms “front”, “rear”, “left” and “right” respectively refer to the front, rear, left and right as defined based on the perspective of the motorcycle driver 1. The reference characters F, Re, L and R in the drawings indicate front, rear, left and right, respectively.
[019] Motorcycle 1 has a vehicle body 2, a front wheel 3, a rear wheel 4, and an engine unit 5 for driving the rear wheel 4. vehicle body 2 has a handlebar 6, which is operated by driver, and a seat 7, on which the driver must sit. The motor unit 5 is what is called an oscillating type motor unit, and is supported by a body frame, not shown in the drawings, so that it can pivot around the pivot axis 8. the motor unit is supported so as to be oscillating with respect to the body frame.
[020] Figure 2 is a cross-sectional view taken along line II-II of Figure 1. As illustrated in Figure 2, the engine unit 5 includes an engine 10, which is an example of the internal combustion engine of according to the present invention, and a continuously variable V-belt type transmission (hereinafter referred to as “CVT”) 20. CVT 20 is an example of a transmission. In the present embodiment, engine 10 and CVT 20 integrally form engine unit 5, but it is possible, of course, that engine 10 and a transmission can be separated from each other.
[021] Engine 10 is an engine that has a single cylinder, in other words, a single cylinder engine. Engine 10 is a four-stroke engine, which repeats an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke, one after the other. The engine 10 has a crankcase 11, a cylinder block 12 extending in front of the crankcase 11, a cylinder head 13 connected to a front part of cylinder block 12, and a cylinder head cover 14 connected to a front part cylinder head 13. A cylinder 15 is formed within cylinder block 12.
[022] The cylinder 15 can be formed by a cylinder liner inserted in the body of the cylinder block 12 (that is, in the part of the cylinder block 12 different from the cylinder 15) or can be integrated with the body of the cylinder block 12 In other words, the cylinder 15 can be formed separately or not separately from the body of the cylinder block 12. A piston, not shown in the drawings, is slidably accommodated in the cylinder block 15.
[023] The cylinder head 13 covers a front part of the cylinder 15. A recessed part, not shown in the drawings, and an inlet and an exhaust port, also not shown in the drawings, which are connected in the recessed part are formed on the cylinder head 13. An intake pipe 35 (see Figure 3) is connected to the intake orifice, and an exhaust pipe 38 is connected to the exhaust orifice. The upper face of the piston, the inner circumferential surface of the cylinder 15, and the recessed part together form a combustion chamber, which is not shown in the drawings. The piston is attached to a crankshaft 17 by means of a connecting rod 16. Crankshaft 17 extends left and right. Crankshaft 17 is accommodated in the crankcase 11.
[024] In the present embodiment, the crankcase 11, the cylinder block 12, the cylinder head 13, and the cylinder head cover 14 are separate parts, and are fitted together. However, they may not be separate parts, but they can be integrated with each other when appropriate. For example, the crankcase 11 and cylinder block 12 can be integrally formed, or cylinder block 12 and cylinder head 13 can be integrally formed with each other. Alternatively, the cylinder head 13 and the cylinder head cover 14 can be integrally formed.
[025] CVT 20 has a first pulley 21, which is a driving pulley, a second pulley 22, which is a driven pulley, and a V-belt 23 wrapped around the first pulley 21 and the second pulley 22. One the left end part of the crankshaft 17 protrudes to the left of the crankcase 11. The first pulley 21 is engaged in the left end part of the crankshaft 17. The second pulley 22 is engaged on a main shaft 24. The main shaft 24 is coupled to a rear wheel axle 25 by means of a gear mechanism, which is not shown in the drawings. Figure 2 represents the state in which the transmission ratio for a front part of the first pulley 21 and that for a rear part of the first pulley 21 are different from each other. The second pulley 22 has the same configuration. A gearbox 26 is provided on the left of crankcase 11. CVT 20 is accommodated in gearbox 26.
[026] An alternator 27 is provided on a part of the right side of the crankshaft 17. A fan 28 is attached to a right end part of the crankshaft 17. the fan 28 rotates with the crankshaft 17. The fan 28 is formed to suck air to the left by rotation. An air shield 30 is arranged on the right of the crankcase 11, the cylinder block 12, and the cylinder head 13. Alternator 27 and fan 28 are accommodated in the air shield 30. The air shield 30 covers the minus a part of the cylinder block 12 and the cylinder head 13, and here, the air shield 30 serves mainly to guide the air to the crankcase 11, the cylinder block 2, and the cylinder head 13. A suction 31 is formed in the air shield 30. The suction orifice 31 is positioned on the right of the fan 28. the suction orifice 31 is formed in a position facing the fan 28. More specifically, the fan 28 which is driven by the crankshaft 17 is arranged on one side of the crankcase 11, and the suction port 31 is formed in a position facing the fan 28. As indicated by arrow A in Figure 2, the air sucked by the fan 28 is introduced through the suction port 31 inside the air shield 30 and is supplied, for example, to the have 11, the cylinder block 12 and the cylinder head 13.
[027] Figure 3 is a right side view illustrating a part of the engine 10. As illustrated in Figure 3, the air shield 30 is mounted on the crankcase 11, the cylinder block 12, and the cylinder head 13, and extends forward along the cylinder block 2 and the cylinder head 13. The air shield 30 covers the parts on the right side of the crankcase 11, the cylinder block 12, and the cylinder head 13. In addition, the air shield 30 partially covers the upper and lower parts of cylinder block 2 and cylinder head 13.
[028] As illustrated in Figure 3, the engine 10 according to the present model, is a type of engine in which the cylinder block 12 and the cylinder head 13 extend in a horizontal direction or in an inclined direction. slightly upwards with respect to a horizontal direction in the front direction, that is, what is called a horizontally mounted type motor. The reference character L1 represents the line that passes through the center of the cylinder 15 (see Figure 2, the line is referred to hereinafter as the “cylinder axis”). The cylinder axis L1 extends in a horizontal direction or in a slightly inclined direction from a horizontal direction. It should be noted, however, that the direction of the L1 cylinder axis is not particularly limited. For example, the angle of inclination of the cylinder axis L1 with respect to the horizontal plane can be from 0 ° to 15 °, or it can be greater.
[029] Motor 10 according to the present modality is an air-cooled motor, the entire body of which is cooled by air. As shown in Figure 2, several cooling fins 33 are formed on cylinder block 2 and cylinder head 13. However, motor 10 may be a motor that has cooling fins 33, but a part of which is cooled by soda. In other words, engine 10 may be an engine in which a part of it is cooled by air, but another part is cooled by coolant.
[030] Although the specific shape of the fins 33 is not particularly limited, the fins 33 of the motor 10 according to the present mode are formed in the following format. The fins 33 according to the present embodiment project from the surfaces of the cylinder block 2 and the cylinder head 13 and extend so as to be orthogonal to the cylinder axis L1. In other words, the fins 33 extend in an orthogonal direction to the surfaces of the cylinder block 12 and the cylinder head 13. The fins 33 are arranged in a direction along the axis of the cylinder L1. Spaces are provided between adjacent fins 33. The space between fins 33 may be uniform or may not be uniform.
[031] In the present modality, the fins 33 that are formed in the block of ci-lindro 12 are formed on the upper face 12a, the right face 12b, and the bottom face 12c (see Figure 3) of the cylinder block 12. The fins 33 that are formed in the cylinder head 13 are formed through the upper face 13a, the right face 13b, the bottom face 13c (see Figure 3), and the left face 13d of the cylinder head 13. It should be noted, however, that the position of the fins 33 is not particularly limited. The fins 33 can be formed only on the cylinder block 12 or only on the cylinder head 13.
[032] The thicknesses of the various fins 33 are the same. However, the fins 33 may have different thicknesses from one another. Each of the fins 33 may have a uniform thickness regardless of location or may have a different thickness from one location to another. In other words, the thickness of each of the fins 33 can be locally different.
[033] In the present embodiment, each of the fins 33 can be formed in a flat plate format so that the surface of the fin 33 is a flat surface. However, the fin 33 can be curved, and the fin surface 33 can be a curved surface. In addition, the shape of the fin 33 is not limited to a flat plate format, and the fin 33 can have several other shapes such as needle shapes and hemispherical shapes. When fin 33 is formed in a flat plate format, fin 33 does not need to extend in a direction orthogonal to the cylinder axis L1, but can extend in a direction parallel to the cylinder axis L1. Alternatively, the fin 33 can extend in an inclined direction with respect to the cylinder axis L1. The various fins 33 may extend in the same direction or in different directions from each other.
[034] As shown in Figure 2, a sensor mounting shoulder 40 is formed on the upper face 12a of the cylinder block 12. The shoulder 40 is arranged above the cylinder block 12. In other words, the shoulder 40 is arranged above of the motor body (that is, the motor part 10 excluding the shoulder 40). As seen in plan, the shoulder 40 is arranged in a position that overlaps with the motor body. As will be described later, an intake pipe 35 is connected to the upper face of the cylinder head 13. The shoulder 40 is formed on one face of the cylinder block 12 which corresponds with the face of the cylinder head 13 on which the intake pipe 35 is connected.
[035] In Figure 2, reference numeral 19 is an inlet port. However, as shown in the drawings, the inlet port extends obliquely downward and backward, forming a curve. As shown in Figure 2, the right end of the shoulder 40 is positioned farther to the right than the left end of the intake port 19, and the left end of the shoulder 40 is positioned farther to the left than the end right of the inlet orifice 19. That is, at least a part of the shoulder 40 and at least a part of the inlet orifice 19 are arranged in a position aligned with respect to the left-right direction. In other words, at least a portion of the shoulder 40 and at least a portion of the inlet orifice 19 are aligned, one at the front and one at the rear. Here, when viewed from a direction orthogonal to the axis of the cylinder L1, the center of the shoulder 40 and the center of the inlet orifice 19 are positioned on the axis of the cylinder L1. Thus, at least a portion of the shoulder 40 and at least a portion of the intake port 19 are in a position aligned with respect to the left-right direction so that a strike sensor 41 to be mounted on the shoulder 40 can be protected through the intake hole 19 of a flying stone or similar from the front. In addition, the strike sensor 41 can be protected by the intake pipe 35 mounted in the intake hole 19.
[036] A chain box 99 is provided in a part on the left side of cylinder block 12. A cam chain is arranged inside chain box 99. A mounting part 96 for mounting a cam chain tensioner 97 is supplied in a part of the chain box 99, that is, in a part of the left side of the upper face 12a of the cylinder block 12. The cam chain tensioner 97 is inserted into a hole of the mounting part 96 so as to enter in contact with the cam chain. The rear end of the cam 40 is positioned more towards the rear than the front end of the cam chain tensioner 97, the front end of the cam 40 is positioned more forward than the rear end of the cam chain tensioner 97. That is , at least a portion of the shoulder 40 and at least a portion of the cam chain tensioner 97 are arranged in an alignment position with respect to the front-rear direction. In other words, at least a portion of the shoulder 40 and at least a portion of the cam chain tensioner 97 are aligned, one on the right and one on the left. Thus, by the mounting part 96 and the cam chain tensioner 97, the strike sensor 41 mounted on the shoulder 40 can be protected.
[037] The shoulder 40 is formed in a tubular shape with a large wall thickness. The upper face of the shoulder 40 is formed on a flat surface. It should be noted, however, that the shape of the shoulder 40 is not particularly limited in that the strike sensor 41 can be mounted thereon. In the present modality, the shoulder 40 is continuous with some of the fins 33. In other words, the shoulder 40 is connected to some of the fins 33. More specifically, no space is formed between the shoulder 40 and the high ones 33. The shoulder 40 and those fins 33 are integrally formed with one another.
[038] In the present mode, the shoulder 40 is connected to three of the fins 33. It should be noted, however, that the number of fins 33 that are connected to the shoulder 40 is not limited to three. The shoulder 40 can be connected to either several fins 33 or just one of the fins 33.
[039] In addition, although the shoulder 40 is connected to some of the fins 33 in the present mode, the shoulder 40 may not be connected to the fins 33. The shoulder 40 can be provided on part of the cylinder block 12 and the cylinder head cylinder where fins 33 are not formed.
[040] As shown in Figure 2, the shoulder 40 is formed in a position overlapping the cylinder axis L1, as seen in plan. The shoulder 40 is formed in such a position that an extension line L2 from the center of the shoulder 40 (see Figure 3) intersects with the cylinder axis L1. The shoulder 40, however, can be formed in such a position that the extension line L2 of the center of the shoulder 40 does not intersect with the cylinder axis L1. For example, the shoulder 40 can be formed in a position that overlaps an inner part of the cylinder 15, but does not overlap the axis of the cylinder L1, when life in one direction along the center of the shoulder 40. It is also possible to form the boss 40 in a position that does not overlap with an inner part of the cylinder 15, when viewed from one direction along the center of the boss 40.
[041] The front-rear position of boss 40 is not particularly limited. In the present modality, the center C2 of the shoulder 40 is positioned closer to the lower dead point BDC than the midpoint MC between the upper dead point TDC and the lower dead point BDC of the piston, as shown in Figure 2. It is also possible to arrange the boss 40 even closer to the BDC lower dead center. Conversely, it is also possible to arrange the shoulder 40 so that the center C2 of the shoulder 40 is positioned closer to the upper dead center TDC than the midpoint MC between the upper dead center TDC and the bottom dead center BDC of the piston.
[042] As shown in Figure 3, the height of the shoulder 40 can be the same as the height of the fins 33. Alternatively, the height of the shoulder 40 can be greater than the height of the fins 33. In other words, a part of the shoulder 40n can protrude from the fins 33. Alternatively, the height of the shoulder 40 can be less than the height of the fins 33. The shoulder 40 extends in an orthogonal direction to the upper face 12a of the cylinder block 12. As the fins 33 project in a direction orthogonal to the upper face 12a of the cylinder block 12, the projection direction of the shoulder 40 and the projection direction of the fins 33 are parallel to each other. However, the projection direction of the shoulder 40 is not particularly limited, and the shoulder 40 can project in an inclined direction with respect to the upper face 12a of the cylinder block 12.
[043] As shown in Figure 2, the center C2 of the boss 40 is positioned more than the rear than the center C3 of the cylinder head 13. Note that the term “the center C3 of the cylinder head 13” here means the point between one end of the cylinder head 13 along the cylinder axis L1 and the other end of it. The reference character C3 shown in Figure 2 indicates an approximate position of the center of the cylinder head 13, but does not necessarily indicate the precise center of the cylinder head 13. The center C2 of the boss 40 is closer to the center C1 of the hole suction 31 and the air shield 30 than the C3 center of the cylinder head 13. In other words, the distance between the center C1 of the suction port 31 and the center C2 of the boss 40 is shorter than the distance between the center C1 of the suction orifice 31 and the center C3 of the cylinder head 13.
[044] As shown in Figure 3, the strike sensor 41 to detect the strike is mounted on the shoulder 40. When the strike occurs, the combustion pressure changes abruptly, so that a specific vibration occurs, for example, in the block. cylinder 12 and cylinder head 13. As a beat sensor 41, it may be preferable to use, for example, a sensor that detects vibration and converts the vibration into an electrical signal to emit the signal (for example, a sensor equipped with a piezoelectric element). The type of the strike sensor 41, however, is not particularly limited.
[045] The shape of the beat sensor 41 is not particularly limited. In the present embodiment, however, the strike sensor 41 is formed in an annular shape having a flat top face and a flat bottom face. The strike sensor 41 is mounted on the shoulder 40 by a pin 42. The pin 42 is made of a metal. The material of the pin 42 is not particularly limited and preferred examples include steel and an aluminum alloy. As shown in Figure 4, the strike sensor 41 can be fitted by placing the strike sensor 41 on the shoulder 40, inserting the pin 42 through the strike sensor 41 and the shoulder 40, and then tightening the pin 42. A helical groove which engages with the pin 42 can be formed on an internal circumferential surface of the shoulder 40. In this way, when the pin 42 is rotated, the pin 42 and the shoulder 40 are directly engaged with each other. However, the method for securing pin 42 is not particularly limited. Another possible method is as follows. A pin 42 (which does not have a head, but only has a shaft part) is embedded in a shoulder 40 in advance, then the strike sensor 41 and a nut are fitted to the pin 42 successively, and then, the nut is tightened.
[046] As shown in Figure 3, the intake pipe 35 is connected to the upper face 13a of the cylinder head 13. An accelerator body 36 that accommodates an accelerator valve, which is not shown in the drawings, is connected to the pipe. intake 35. When viewed from the side, the stroke sensor 41 is arranged below the intake pipe 35 or throttle body 36. A fuel injection valve 37 is arranged in front of the intake pipe 35. When viewed from the side on the side, the stroke sensor 41 is arranged on the opposite side of the intake pipe 35 (the left side of Figure 3) to the side on which the fuel injection valve 37 is arranged (the right side of Figure 3 ). The exhaust pipe 38 is connected to the bottom face 13c of the cylinder head 13.
[047] As previously described, the combustion chamber is formed in cylinder block 12 and cylinder head 13. When the combustion chamber is struck, the vibration resulting from the strike propagates from the combustion chamber to the cylinder block. 12, on the cylinder head 13, and so on. In the present embodiment, the strike sensor 41 is mounted on the cylinder block 12. The strike sensor 41 is arranged in the vicinity of the combustion chamber, in other words, in the vicinity of the location in which the strike occurs. As a result, it is possible to detect the beat with high precision by the beat sensor 41.
[048] Although the vicinity of the combustion chamber is a suitable location for knock detection, it is a location where the temperature is high. The temperature of the cylinder block 12 tends to be higher than that of the crankcase 11. For this reason, merely supplying the strike sensor 41 on the cylinder block 2 can cause the strike sensor 41 to be heated by the cylinder block 2 to a temperature high, so there is a risk that the temperature of the strike sensor 41 may become too high. When the temperature of the strike sensor 41 becomes too high, the life of the strike sensor 41 may be shortened.
[049] The heat generated by combustion in the combustion chamber is conducted mainly from the cylinder block 12 via the shoulder 40 to the strike sensor 41. That is, the strike sensor 41 is heated mainly by heat conduction to from the shoulder 40. However, with the motor 10 according to the present embodiment, the air flow is guided to the shoulder 40 by the air shield 30. As a result, the shoulder 40 can be effectively cooled by the air. This means that the cooling capacity of the shoulder 40 is high, preventing the temperature of the shoulder 40 from becoming excessively high. According to the present modality, it is possible to inhibit the temperature rise of the strike sensor 41 because the strike sensor 41 is not easily heated by the shoulder 40.
[050] Furthermore, the air guided by the air shield 30 is supplied in the strike sensor 41, in addition to the shoulder 40. Consequently, the strike sensor 41 itself can also be effectively cooled by air.
[051] The shoulder 40 can be formed in the crankcase 11, but in the present mode, the shoulder 40 is formed in the cylinder block 12. The shoulder 40 is arranged in a location closer to the location where the strike occurs. As a result, the detection accuracy of the beat sensor 41 can be increased. On the other hand, the closer the location where the strike occurs, the higher the temperature. With the present mode, however, the air is guided to the shoulder 40 by the shield 30, so that the temperature rise of the shoulder 40 is prevented. Thus, the improvement in the detection accuracy and the prevention of the temperature rise of the beat sensor 41 can be achieved at the same time.
[052] It is also possible to form the shoulder 40 on the cylinder head 13. In this case, the shoulder 40 is arranged in a location closer to the location where the strike occurs, so the detection accuracy of the strike sensor 41 can be increased . On the other hand, the cylinder head 13 tends to become hotter than the cylinder block 2. With the engine 10 according to the present mode, however, the rise in temperature of the stroke sensor 41 can be suppressed because the boss 40 can be effectively cooled by shield 30.
[053] The cylinder head 13 has an upper face 13a, the right face 13b, the lower face 13c, and the left face 13d. The intake pipe 35 is connected to the upper face 13a, while the exhaust pipe 38 is connected to the lower face 13c. The cylinder block 12 also has the upper face 12a, the right face 12b, the lower face 12c, and the left face 12d. The shoulder 40 is formed on the upper face 12a. More specifically, the shoulder 40 is formed from the faces 12a to 12d of the cylinder block 12, the face 12a that corresponds with the face 13a of the cylinder head 13 to which the intake pipe 35 is connected. Room temperature air flows through the intake pipe 35, while the high temperature exhaust gas after combustion flows through the exhaust pipe 38. Consequently, the intake pipe 35 is cooler than the exhaust pipe 38 , and the upper face 12a and the upper face 13a are cooler than the lower face 12c and the lower face 13c. According to the present embodiment, the shoulder 40 is provided on the upper face 12a, which is cooler. Therefore, the temperature rise of the beat sensor 41 can be further prevented.
[054] The strike sensor 41 is mounted on the shoulder 40 by a pin 42 made of metal. Therefore, the heat from the cylinder block 12 can be transmitted to the shoulder 40 and the pin 42 and released from the pin 42 outwards. Part of the heat from the cylinder block 12 is released without passing through the beat sensor 41. Therefore, the temperature rise of the beat sensor 41 can be prevented and at the same time the cooling capacity of the cylinder block 21 can be prevented. improved.
[055] In the present mode, the intake pipe 35 or the accelerator body 36 is arranged above the stroke sensor 41, as shown in Figure 3. When viewed from the top of the vehicle, the shoulder 40 and the sensor tappets 41 are arranged in positions that overlap with the intake pipe 35 or the throttle body 36. the intake pipe 35 and the throttle body 36 are components that have greater resistance than the tap sensor 41. Even if a object falls from above, the strike sensor 41 can be protected by the intake pipe 35 or the throttle body 36.
[056] When motorcycle 1 travels, an air flow from the front to the back is produced. In the present embodiment, the cylinder block 12 and the cylinder head 13 extend forward and obliquely upward from the crankcase 11. As shown in Figure 3, the cylinder axis L1 is tilted from a horizontal plane. For this reason, without any change in design, air does not flow smoothly over the upper face 12a of the cylinder block 12 compared to the right face 12b, the lower face 12c, and the left face 12d. However, according to the present modality, the air can be supplied in the shoulder 40 by the air shield 30. As a result, although the shoulder 40 is supplied on the upper face 12a, in which the air is unprofitable and not supplied smoothly , the shoulder 40 can be cooled sufficiently, and the temperature rise of the stroke sensor 41 can be prevented.
[057] The air shield 30 covers at least part of the cylinder block 12 and the cylinder head 13. The air shield 30 supplies air not only in the recoil 40, but also in the cylinder block 12, the cylinder head cylinder 13, and so on. As a result, cylinder block 21, cylinder head 13, and so on can be effectively cooled. This also serves to prevent the temperature rise of the shoulder 40 and prevent the temperature rise of the strike sensor 41.
[058] As shown in Figure 2, the shoulder 40 is formed in the cylinder block 12 and is positioned more towards the rear than the cylinder head 13. The air shield 30 is configured in order to guide the air in general to the left and forward. The air shield 30 is configured to guide air successively to the recoil 40 and then to the cylinder head 13 in that order. The cylinder head 13 tends to become hotter than the cylinder block 12. With the present mode, however, the air guided to the boss 40 is the air that is not yet supplied to the cylinder head 13. This means that air with a relatively low temperature that has not yet been heated by the cylinder head 13 is supplied in the shoulder 40. As a result, the shoulder 40 can be cooled more efficiently.
[059] As shown in Figure 2, in the present embodiment, the distance between the center C1 of the suction port 31 and the center C2 of the boss 40 is shorter than the distance between the center C1 of the suction port 31 and the center C3 from cylinder head 13. This means that air with a relatively low temperature that has not yet been heated by cylinder head 13 is generally supplied to boss 40. As a result, boss 40 can be effectively cooled.
[060] As illustrated in Figure 3, the shoulder 40 is formed above the axis of the L1 cylinder, as seen from the side. The air shield 30 is formed in such a way that a part of the air shield 30 that is above the axis of the cylinder L1 has a flow area greater than a part of it that is below the axis of the cylinder L1. For this reason, in the air shield 30, more air flows through the part above the cylinder axis L1 than the part below the cylinder axis L1. To the extent that the shoulder 40 is arranged in a part where the amount of air is greater, the shoulder 40 can be efficiently cooled.
[061] The fins 33 are formed on the cylinder block 12 and the cylinder head 13. As a result, the cooling capacity of the cylinder block 12 and the cylinder head 13 can be improved. In addition, in the motor 10 according to the present modality, the shoulder 40 is connected to some of the fins 33. As a result, the heat of the shoulder 40 does not remain in the shoulder 40 itself, but is released vigorously through the fins 33 The cooling capacity of the shoulder 40 is improved, and the temperature of the shoulder 40 is prevented from becoming excessively high. Therefore, it is possible to additionally prevent the temperature rise of the strike sensor 41.
[062] As shown in Figure 3, the intake pipe 35 and the accelerator body 36 are arranged above the shoulder 40. As a consequence, if the air shield 30 is not provided, there may be cases in which the flow of air era is stagnant in the region around the shoulder 40 and which is above the upper face 12a of the cylinder block 12, due to the influence of the intake pipe 35 and the throttle body 36. However, in the present modality, a good air flow it can be supplied in the shoulder 40, which is positioned below the intake pipe 35 or in the throttle body 36, because the air shield 30 is provided. As a result, the shoulder 40 can be effectively cooled, and the temperature rise of the strike sensor 41 can be prevented.
[063] When motorcycle 1 moves, air flows from front to back. It is also possible to cool the shoulder 40 and so on by the air flow that occurs in association with the displacement of the motorcycle 1, without using the fan 28. However, such air flow does not occur when the motorcycle q temporarily stops, this when idling. According to the present modality, as the crankshaft 17 is rotating, the air can be supplied by the fan 28. Even when idling, the air can be supplied at the shoulder 40 and so on, so that the ascent temperature of the beat sensor 41 can be prevented more efficiently.
[064] As shown in Figure 3, the stop sensor 41 is arranged in a position greater than the fins 33. The projected quantity of the strike sensor 41 of the upper face 12a of the cylinder block 12 is greater than the projected quantity of the fins 33 from the upper face 12a of the cylinder block 12. As a result, air reaches the stroke sensor 41 more easily. The strike sensor 41 itself can be effectively cooled by the air supplied. According to the present embodiment, the heat conduction of the shoulder 40 to the strike sensor 41 can be prevented, and at the same time, the strike sensor 41 itself can be effectively cooled. Therefore, the temperature rise of the beat sensor 41 can be additionally prevented.
[065] While motorcycle 1 is moving, there are cases where chips of stone, dirt and the like are lifted off the ground. If such raised stone chips and the like collide against the strike sensor 41, the mounting condition of the strike sensor 41 may worsen and the detection accuracy may degrade. In addition, the strike sensor 41 may result in a failure. However, according to the present embodiment, the shoulder 40 is provided on the upper face 12a of the cylinder block 12. the upper face 12a of the cylinder block 12 is less likely to be hit by the stone chips and the like that are lifted from the floor than the right face 12b, the bottom face 12c, and the left face 12d. Therefore, the strike sensor 41 can be inhibited from being hit by stone chips and the like.
[066] According to the present embodiment, as shown in Figure 2, the shoulder 40 is arranged in such a position that the extension line L2 from the center of the projection 40 passes through the cylinder 15, particularly in such a position that the extension line L2 intersects the axis of cylinder L1. This means that the strike sensor 41 is arranged in such a position that the strike can be detected more easily. Therefore, the present mode can increase the detection accuracy of the beat sensor 41. Second Mode
[067] As shown in Figure 3, in motor 10 according to the first modality, the shoulder 40 is formed in order to be connected to some of the fins 30. However, it is not absolutely necessary that the shoulder 40 is connected to some of the fins 30. As illustrated in Figure 4, on the motor 10 according to the second mode, the shoulder 40 is independent of the fins 30.
[068] In the present mode, no fin 33 is formed on a base part (in other words, a rear part) 12r of the cylinder block 12. The shoulder 40 is provided on the base part 12r of the upper face of the cylinder block 12, that is, in the part where no fin 33 is formed. However, the shoulder 40 can be provided on any other face of the cylinder block 12 than on the upper face thereof.
[069] In the present embodiment, a thermal insulation material 45 is provided in the shoulder 40. The thermal insulation material 45 is formed in an annular shape. The thermally insulating material 45 is formed of a material having a lower thermal conductivity than the material of the cylinder block 12. However, since the strike sensor 41 is a sensor that detects vibration, it is preferable that the insulation material thermal insulation 45 is formed of a material that does not easily dampen vibration. The material of the thermal insulating material 45 is not particularly limited, but, for example, it is possible to properly use a material that has a thermal conductivity 1/10 or less (preferably 1/100 or less) and a density of 1 / 10 or greater than that of the cylinder block material 12.
[070] The material of the cylinder block 12 is not particularly limited. Exemplary examples include ADC12 (CD material) having a thermal conductivity, as determined according to JIS R1611, of about 96 W / (mK) and a density of 2.68 kg / m3, AC4B (LP) having a conductivity of about 134 W / (mK) and a density of 2.77 kg / m3, FC250 (cast iron) having a thermal conductivity of about 50 W / (mK) and a density of 7.3 kg / m3, and alumina ceramic having a thermal conductivity of about 29W / (mK) and a density of 3.9 kg / m3. A suitable example of the thermal insulating material 45 is phenolic resin. The thermal conductivity of the phenolic resin determined according to JIS A1412 is about 0.2 W / (m.K), which is less than 1/100 of the thermal conductivities of the materials mentioned above. In addition, the density of the phenolic resin is about 1.25 kg / m3, which is greater than 1/10 of the densities of the materials mentioned above.
[071] The thermal insulation material 45 is placed on the shoulder 40, and then the strike sensor 41 is placed on the shoulder 40. After that, pin 42 is inserted through the strike sensor 41, the thermal insulation material 45, and the shoulder 40 from above, and the pin 42 is tightened. In this way, the strike sensor 41 can be secured.
[072] As illustrated in Figure 4, when the fan 28 rotates in association with the rotation of the crankshaft 17, the air outside the air shield 30 is sucked through the suction port 31 into the air shield 30. The air sucked A is generally guided forward, and is supplied at the shoulder 40 and the strike sensor 41. The shoulder 40 and the strike sensor 41 are cooled by this air. The air that cooled the boss 40 and the stroke sensor 41 flows along the cylinder block 12 and from the cylinder head 13 from the front to the left, to cool the cylinder block 12 and the cylinder head 13.
[073] As illustrated in Figure 4, the fins 33 are formed in front of the relief 40. The air shield 30 is configured in order to guide the air successively to the shoulder 40 and then to the fins 33 in that order. The distance between the center C1 of the suction port 31 and the center C2 of the boss 40 is shorter than the minimum distance in having the center C1 of the suction port 31 and the fins 33. Here, the term “the minimum distance between the center C1 of the suction orifice 31 and the fins 33 "means the distance between the center C1 of the suction orifice 31 and the part 33t of the fins 33 that is closer to the center C1 of the suction orifice 31. The air with relative temperature low pressure that is sucked from the suction orifice 31 flows through the region surrounding the boss 40 and the strike sensor 41. At this point, the air is heated by cooling the boss 40 and the strike sensor 41, and the its temperature goes up. The fins 33 are cooled by air, the temperature of which has been raised.
[074] In the present mode also, the temperature rise of the strike sensor 41 can be prevented because the air shield 30 supplies air flow to the shoulder 40 and the strike sensor 41.
[075] In addition, in the present mode, the air shield 30 is configured in order to guide the air successively to the shoulder 40 and then to the fins 33 in that order. For this reason, the shoulder 40 and the strike sensor 41 are supplied with air at a relatively low temperature before the cooling of the fins 33. Thus, the rise in temperature of the strike sensor 41 can be prevented more effectively.
[076] The temperature of the engine 10 becomes higher from the crankcase 11, then the cylinder block 12, then the cylinder head 13, in that order. In the present mode as well, the air shield 30 is configured in order to guide the air successively to the shoulder 4o0 and then to the fins 33, in that order. The air that has not yet been heated by the cylinder head 13 is supplied in the shoulder 40 and the stroke sensor 41. Thus, the rise in temperature of the stroke sensor 41 can be prevented more effectively.
[077] The air shield 30 generally supplies the air to the crankcase 11, then to the cylinder block 12, and then trims the cylinder head 13, in that order. As a result, air generally flows from one part at a low temperature to one part at a high temperature, making it possible to cool the engine 10 efficiently.
[078] Furthermore, in the present embodiment, the thermal insulating material 45 is interposed between the shoulder 40 and the strike sensor 41. this still serves to prevent the strike sensor 41 from being heated by the shoulder 40. As a result, the temperature rise of the beat sensor 41 can be prevented further. Third Mode
[079] In the first and second embodiments, the shoulder 40 is formed in the cylinder block 12. However, the shoulder 40 can be formed in a different part of the cylinder block 12. As illustrated in Figure 5, in the engine 10 according to with the third modality, the shoulder 40 is formed in the crankcase 11.
[080] The position of the shoulder 40 is not particularly limited, but in the present embodiment, the shoulder 40 is formed on a front part of the crankcase 11. In other words, the shoulder 40 is formed on a part of the crankcase 11 near the block of cylinder 12. The shoulder 40 is provided on the upper face 11a of the crankcase 11, and is formed so that it extends forward and obliquely upward.
[081] The rest of the settings are similar to the first mode, and therefore an additional description will be omitted. In the present embodiment also, the air shield 30 is fitted to the crankcase 11, the cylinder block 12 and to the cylinder head 13.
[082] The distance between the center C1 of the suction port 31 of the air shield 30 and the center C2 of the boss 40 is shorter than the distance between the center C1 of the suction port 31 and the center C4 of the cylinder block 12 Note that the term “the center of the cylinder block 12” means the midpoint between one end of the cylinder block 12 along the cylinder axis L1 and the other end of it.
[083] In Figure 5, point MC is a point that is positioned on the axis of cylinder L1 and at the midpoint between the upper dead center and the lower dead center of the step. The distance between the center C1 of the suction port 31 and the center C2 of the boss 40 is shorter than the distance between the center C1 of the suction port 31 and the point MC already described.
[084] The air that is sucked by the fan 28 from the suction port 31 generally flows over the crankcase 11, then the cylinder block 12, and then the cylinder head 13 in that order. The air that cooled the cylinder block 12 and the cylinder head 13 is supplied in the shoulder 40 and the stroke sensor 41. The air that cooled the shoulder 40 and the stroke sensor 41 is thereafter supplied in the cylinder block 12 and in the cylinder head 13, to cool the cylinder block 12 and the cylinder head 13.
[085] In the present mode also, the temperature rise of the strike sensor 41 can be prevented because the air shield 30 supplies the air to the shoulder 40 and the strike sensor 41.
[086] In addition, as previously described, the crankcase 11 has a lower temperature than the cylinder block 12 and the cylinder head 13. Therefore, according to the present modality, the rise in temperature of the shoulder 40 can be prevented further measured, and the temperature rise of the beat sensor 41 can be prevented further.
[087] Air with a relatively low temperature that has not yet been heated by cylinder block 12 or cylinder head 13 is supplied at boss 40 and tap sensor 41. As a result, boss 40 and the pressure sensor beat 41 can be effectively cooled. Fourth Mode
[088] In the first and second embodiments, the shoulder 40 is formed on the upper face 12a of the cylinder block 12. In the third embodiment, the shoulder 40 is formed on the upper face 11a of the crankcase 11. However, the shoulder 40 can be formed , for example, on other faces of the cylinder block 12 than on the upper face 12a thereof. As illustrated in Figure 6, in the engine 10 according to the fourth mode, the shoulder 40 is formed on the right face 12b of the cylinder block 12.
[089] In the present embodiment, no fin 33 is formed on a base part of the cylinder block 12, and the shoulder 40 is formed on the right face 12b of the base part thereof. The shoulder 40 is independent of the fins 33. However, the shoulder 40 can be connected to some of the fins 40 as in the first mode. The other configurations are similar to the first modality, and therefore an additional description of them will be omitted.
[090] In the present mode also, the temperature rise of the strike sensor 41 can be prevented because the air shield 30 supplies air flow to the shoulder 40 and the strike sensor 41.
[091] The shoulder 40 can be formed on a side face of the cylinder block 12 or on the cylinder head 13, in which the suction hole 31 of the air shield 30 is formed. In the present embodiment, the suction port 31 is formed in a part of the right side of the air shield 30, and air is introduced from the right to the left. The shoulder 40 is formed on the right face 12b of the cylinder block 12, and the tapping sensor 41 is arranged on the right of the cylinder block 12. Consequently, the air introduced from the suction port 31 can be supplied immediately to the shoulder 40 and the strike sensor 41. As a result, the shoulder 40 and the strike sensor 41 can be effectively cooled.
[092] When viewed in plan, the fan 28 is opposite the suction orifice 31 and is disposed on the right of the cylinder axis L1. The shoulder 40 is arranged on the right of the cylindrical axis L1, when viewed in plane. That is, the shoulder 40 is arranged closer to the fan 28 with respect to the cylinder axis L1, when viewed in plan. For this reason, the air introduced from the suction port 31, which has a relatively low temperature, can be supplied to the boss 40.
[093] In this mode as well, the shoulder 40 and the strike sensor 41 are supplied with air at a relatively low temperature before cooling the fins 33. As a result, the shoulder 40 and the strike sensor 41 can be cooled. effectively, and the temperature rise of the beat sensor 41 can be sufficiently prevented. Other Modified Modalities
[094] As shown in Figure 2, in the engine 10 according to the first modality, the shoulder 40 is formed in such a position that the extension line L2 of the center of the shoulder 40 intersects the axis of the cylinder L1. However, the position of the shoulder 40 is not particularly limited. For example, it is also possible to allow shoulder 40 to be oriented to the right or left from the axis of cylinder L1.
[095] Motor 10 in the preceding embodiments is a motor of the horizontally mounted type in which the L1 cylinder axis extends in a horizontal direction or in a substantially horizontal direction. The motor 10 can be what is called a motor of the vertically mounted type, in which the cylinder axis L1 extends in a substantially vertical direction. For example, the inclination angle of the L1 cylinder axis from a horizontal plane can be 45 degrees or greater, or 60 degrees or greater.
[096] Motor 10 is not limited to an oscillating type motor that oscillates with respect to the body frame, but it can be a motor that is non-oscillatingly attached to the body frame.
[097] In each of the previous modes, the engine 10 has a fan 28 that rotates with the crankshaft 17. In the previous modes, the fan 28 necessarily supplies the air to the shoulder 40. However, the internal combustion engine according to the present invention it may not necessarily have fan 28. In a riding vehicle, such as a motorcycle 1, air flow from the front to the back is produced when the vehicle travels. The air shield 30 can be configured to supply the flow of air that is produced naturally in association with the displacement of the vehicle. Alternatively, the air shield 30 can be configured to supply the air flow produced by the fan 28 and the air flow produced by the displacement of the vehicle to the shoulder 40 and so on.
[098] In the previous modes, the fan 28 is driven by the crankshaft 17. However, the fan to generate air flow is not limited to one driven by the crankshaft 17. For example, it is also possible to use a fan that is driven by an electric motor. Furthermore, the position, shape, and dimensions of the air shield suction port 31 are not limited by those described in the preceding embodiments.
[099] The shield according to the present invention is not limited to the air shield 30 and covers parts of the cylinder block 12 and so on. The shield is not limited to that formed with a single component, but it can be one in which several components are combined.
[0100] In each of the preceding modalities, engine 10 is an air-cooled engine. However, the internal combustion engine according to the present invention can be a water-cooled engine. Alternatively, it can be an engine, one part of which is cooled by air, but the other part of which is cooled by refrigerant. For example, fins can be formed on the cylinder block and at the same time a hydraulic jacket can be formed on the cylinder head so that the cylinder block can be cooled by air while the cylinder head can be cooled by refrigerant.
[0101] In each of the preceding modalities, engine 10 is a four-stroke engine. However, the internal combustion engine according to the present invention can be a two-stroke engine.
[0102] Although the present invention has been described in detail here above, it should be understood that the foregoing embodiments are merely exemplary of the invention, and various modifications and changes to the examples described above are within the scope of the invention described here. LIST OF REFERENCE SIGNS 1 - motorcycle (riding vehicle) 10 - engine (internal combustion engine) 11 - crankcase 12 - cylinder block 13 - cylinder head 14 - cylinder head cover 15 - cylinder 28 - fan (element air guide) 30 - air shield (air guide element) 31 - suction orifice (inlet) 33 - fin 40 - shoulder (sensor mounting shoulder) 41 - knock sensor (sensor)

权利要求:
Claims (15)
[0001]
1. Single cylinder internal combustion engine (10) for a vehicle (1), comprising: a crankcase (11) accommodating a crankshaft; a cylinder block (12) connected to the housing (11) and having a cylinder (15) formed therein; a cylinder head (13) connected to the cylinder block (12); a sensor mounting shoulder (40) formed in the crankcase (11), the cylinder block (12), or the cylinder head (13); a sensor (41) for detecting strike, mounted on the shoulder (40); CHARACTERIZED by the fact that it also comprises an air guide element (30) mounted on at least part of the housing (11), the cylinder block (12), or the cylinder head (13), to guide the air through the me to the ledge (40).
[0002]
2. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that the shoulder (40) is formed in the cylinder block (12) or in the cylinder head (13).
[0003]
3. Internal combustion engine (10), according to claim 2, CHARACTERIZED by the fact that: each of the cylinder block (12) and the cylinder head (13) has an upper face, a lower face, a left face, and a right face; an intake pipe (35) is connected to one of the upper face, the lower face, the left face, and the right face of the cylinder head (13), and an exhaust pipe (38) is connected to one face opposite where the intake pipe is connected; and the shoulder (40) is formed on the face of the cylinder head (13) to which the inlet pipe (35) is connected or on a face of the cylinder block (12) that color-responds with the face of the cylinder head (13) to which the intake pipe (35) is connected.
[0004]
4. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that the air guide element (30) comprises a shield (30) arranged at least around the shoulder (40), and a fan (28) to introduce air into the shield (30) in association with the rotation of the crankshaft.
[0005]
5. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: a fin (33) is formed in at least part of the cylinder block (12) and in the cylinder head (13) ; and the air guide element (30) is configured to guide air to the boss (40) and the fin (33) in that order.
[0006]
6. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: the shoulder (40) is formed in the crankcase (11) or in the cylinder block (12); and the air guide element (30) is configured to guide air to the boss (40) and to the cylinder head (13), in that order.
[0007]
7. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: the shoulder (40) is formed in the crankcase (11); and the air guide element (30) is configured to guide air to the boss (40) and to the cylinder block (12), in that order.
[0008]
8. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: the shoulder (40) is formed in the crankcase (11) or in the cylinder block (12); the air guide element (30) comprises a shield (30) having an inlet (31) for air to flow and cover at least part of the crankcase (11), the cylinder block (12), and the cylinder head (13), and a fan (28) for introducing air into the shield (30) in association with the rotation of the crankshaft; and the distance between the center of the inlet (31) and the center of the boss (40) is shorter than the distance between the center of the inlet (31) and the center of the cylinder head (13).
[0009]
9. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: the shoulder (40) is formed in the crankcase (11); the air guide element (30) comprises a shield (30) having an inlet (31) for air to flow and cover at least a part of the crankcase (11) and the cylinder block (12), and a fan (28 ) to introduce air into the shield (30) in association with the rotation of the crankshaft; and the distance between the center of the inlet (31) and the center of the boss (40) is shorter than the distance between the center of the inlet (31) and the center of the cylinder block (12).
[0010]
10. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: the shoulder (40) is formed in the crankcase (11) or in the cylinder block (12); a fin (33) is formed on the cylinder block (12); the air guide element (30) comprises a shield (30) having an inlet (31) for air to flow and cover at least part of the crankcase (11), the cylinder block (12), and a fan (28 ) to introduce air into the shield in association with the crankshaft rotation; and the distance between the center of the entrance (31) and the center of the shoulder (40) is shorter than the minimum distance between the center of the entrance (31) and the fin (33).
[0011]
11. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: the shoulder (40) is formed in the crankcase (11) or in the cylinder block (12); and the air guide element (30) comprises a shield having an inlet (31) for air to flow and cover at least a part of the crankcase (11), the cylinder block (12), and the cylinder head (13 ), and a fan (28) to introduce air into the shield in association with the rotation of the crankshaft; and the distance between the center of the inlet (31) and the center of the boss (40) is shorter than the minimum distance between the center of the inlet (31) and a point that is on the cylinder axis and the midpoint between the point upper dead center and lower dead center.
[0012]
12. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: the sensor (40) is mounted on the shoulder by a pin; and the pin is made of metal.
[0013]
13. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: the air guide element (30) comprises a shield having an entrance for the air to flow and cover at least a part of the crankcase (11), the cylinder block (12), and a fan (28) for introducing air into the shield in association with the rotation of the crankshaft; and the shoulder (40) is arranged closer to the fan (28) with respect to the cylinder axis when viewed in plan.
[0014]
14. Internal combustion engine (10), according to claim 1, CHARACTERIZED by the fact that: the air guide element (30) comprises a shield having an entrance for the air to flow and cover at least a part of the crankcase (11), the cylinder block (12), and a fan (28) for introducing air into the shield in association with the rotation of the crankshaft; and the shoulder (40) is formed above the axis of the cylinder when viewed from the side; and a portion of the shield (30) above the cylinder axis has a flow area greater than a portion of the shield below the cylinder axis.
[0015]
15. Mounting vehicle (1), CHARACTERIZED by the fact that it comprises an internal combustion engine (10) as defined in claim 1.

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同族专利:

公开号 | 公开日

CN107035499A|2017-08-11|

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法律状态:
2013-07-02| B03A| Publication of an application: publication of a patent application or of a certificate of addition of invention|

2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

2020-06-23| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

2021-02-02| B09A| Decision: intention to grant|

2021-03-16| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 16/07/2012, OBSERVADAS AS CONDICOES LEGAIS. |

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申请号 | 申请日 | 专利标题

JP2011158622A|JP2013024100A|2011-07-20|2011-07-20|Internal combustion engine and saddle-type vehicle equipped with the same|

JP2011-158622|2011-07-20|

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