• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention, in the swing-type power unit provided with a belt continuously variable transmission, the kick shaft of the kick-starter is installed in a position as high as possible so as not to interfere with the main stand, so that it is easy to use, through the main stand (23) Swing-type power unit P freely supported on the vehicle body frame F of the motorcycle which can be supported on the road surface transmits the driving force of the engine E and the engine E to the driving wheel Wr. The transmission T is provided integrally. The kick shaft 26 supporting the kick pedal 27 of the kick starter 25 for starting the engine E is cantilevered and supported by a casing 38 outside the vehicle body of the belt-type continuously variable transmission T. The kick shaft Reference numeral 26 is disposed above the line segment L 1 connecting the center between the drive pulley 54 and the driven pulley 59 of the belt-type continuously variable transmission T. As shown in FIG.
    公开号:KR20000057760A
    申请号:KR1020000001724
    申请日:2000-01-14
    公开日:2000-09-25
    发明作者:세키야요시유키；야가사키아키오；다카다요시오
    申请人:가와모토 노부히코；혼다 기켄 고교 가부시키가이샤；
    IPC主号:
    专利说明:

    SWING-TYPED POWER UNIT AND KICK STARTER OF SCOOTER-TYPED VEHICLE}
    The present invention relates to a swing-type power unit that is freely supported on a vehicle frame by integrally including an engine and a transmission that transmits driving force of the engine to a driving wheel.
    The present invention also relates to an improvement of a kick starter of a scooter type vehicle.
    Such a swing-type power unit is suitable as a simple power source for a small two-wheeled motorcycle or a three-wheeled vehicle, and one example thereof is disclosed in Japanese Unexamined Patent Publication No. 60-33343 and Japanese Unexamined Patent Application Publication No. 1-153395. In Japanese Unexamined Patent Application Publication No. 60-33343, the kick shaft of the kick starter for starting the engine is disposed slightly above the line connecting the center of the driven pulley and the driven pulley of the belt continuously variable transmission. In addition, Japanese Patent Laid-Open No. 1-153395 discloses that the kick shaft of the kick starter is disposed coaxially with the crank shaft of the engine.
    As for the technique related to the kick starter of a scooter type vehicle, there is, for example, Japanese Patent Laid-Open No. 5-180127, "Kick starter of a scooter type vehicle" (a conventional technique).
    According to Fig. 1 of the publication, the conventional technique is provided with a kick lever 13 on the side of the swing engine unit case 2a (the numbers are cited in the publication. The center stand 8 is provided, and the center stand 8 in the stored state serves as a stopper of the kick lever 13. Only when the center stand 8 is upright, the kick lever 13 can be kick operated.
    In addition, the prior art is a line connecting the center of the kick lever 14 of the kick lever 13 to the center of the crankshaft 10 of the engine 6 and the center of the mission drive shaft 11 that transmits power to the rear wheels. It is arrange | positioned below (12). Kick operation of the kick lever 13 by offsetting the center of the kick shaft 14 arrange | positioned on the line 12 so far downward, and extending the kick lever 13 rearwardly upward from the kick shaft 14 You can increase the angle.
    In general, a vehicle equipped with a swing-type power unit has a main stand disposed close to the kick pedal of the kick starter, so that the main stand is not obstructed when the kick pedal is operated, and when the main stand is operated. It is desirable to position the kick shaft as high as possible so that the kick pedal does not interfere.
    However, the Japanese Unexamined Patent Application Publication No. 60-33343 discloses that the kick shaft is supported between the inner casing and the outer casing of the belt continuously variable transmission, so that interference with the V belt of the continuously variable transmission is avoided. There was a problem that the position of the kick shaft could not be moved sufficiently upward.
    Further, Japanese Patent Laid-Open No. 1-153395 discloses that the kick shaft of the kick starter is disposed coaxially with the crank shaft of the engine, so that it is constrained to the position of the crank shaft to sufficiently move the position of the kick shaft upwards. There was a problem that could not.
    By the way, when driving a scooter type vehicle, the engine 6 is started in the state which accommodated the center stand 8 (equivalent to the main stand). When the kick lever 13 (corresponding to the kick arm) is kicked at such a time in the conventional art, the kick lever 13 touches the center stand 8, so that starting operation cannot be performed.
    In order to prevent the center stand 8 from interfering with the kick lever 13, it is conceivable to protrude one side in the vehicle width direction. However, since it protrudes in the vehicle width direction, it is not easy to maintain the external appearance of a scooter type vehicle well.
    SUMMARY OF THE INVENTION The present invention has been made in view of the above-described circumstances, and a first object of the swing-type power unit provided with a belt-type continuously variable transmission is to provide a kick shaft of a kick-starter at a position as high as possible and to facilitate use.
    It is a second object of the present invention to provide a technique for facilitating the starting operation of the engine by allowing the kick operating angle of the kick arm to be increased even when the main stand is stored.
    1 is an overall side view of a scooter type motorcycle;
    2 is an enlarged view illustrating main parts of FIG. 1;
    3 is a cross-sectional view taken along line 3-3 of FIG. 2;
    Figure 4 is a view from the arrow 4-4 of Figure 3,
    5 is a cross-sectional view taken along line 5-5 of FIG. 3;
    6 is a cross-sectional view taken along line 6-6 of FIG. 3;
    7 is a cross-sectional view taken along line 7-7 of FIG. 3;
    8 is an enlarged view illustrating main parts of FIG. 2;
    9 is a sectional view taken along line 9-9 of FIG. 8;
    10 is a left side view of the power unit;
    11 is an explanatory view of the operation at the time of assembling the power unit.
    12 is a left side view of a scooter type vehicle according to the present invention;
    13 is a plan view of a scooter type vehicle according to the present invention;
    14 is an exploded perspective view of a vehicle body frame according to the present invention;
    Fig. 15 is a left side view around the rear frame, the power unit, and the main stand in accordance with the present invention;
    Fig. 16 is a left side sectional view of a main portion of a power unit attachment structure according to the present invention;
    17 is a cross-sectional view taken along line 17-17 of FIG. 16;
    18 is an operation diagram showing the relationship between the kick arm and the main stand according to the present invention.
    <Description of the symbols for the main parts of the drawings>
    E: engine F: body frame
    L 1 : Line segment T: Belt type continuously variable transmission
    Wr: rear wheel (drive wheel) 23: main stand
    25: kick starter 26: kick shaft
    27: kick pedal 32: the first engine block (engine block)
    33: 2nd engine block (engine block) 37: 1st transmission casing (casing)
    38: second transmission casing (casing) 54: drive pulley
    59: driven pulley 75: bolt
    84: boss portion 87: sector gear (gear)
    90: protrusion
    110: scooter type vehicle 111: body frame
    121: power unit 122: engine
    123: electric mechanism 124: rear wheel
    191: swing-type electric case 192: kick arm
    193: kick axis 194: kick pedal
    206: crankshaft 207: drive shaft
    212: main stand
    P1: Swing center of kick arm (center of kick axis)
    P2: center of crankshaft P3: center of drive shaft
    X: center of height of the electric case Y: offset amount
    θa: required starting swing angle θb: kick operating angle
    In order to achieve the above object, according to the invention described in claim 1, the belt freely swings on a vehicle body frame of a motorcycle or an automobile tricycle capable of being supported on a road surface through a main stand, and transmits the engine and the driving force of the engine to the drive wheels. A swing-type power unit having an integral continuously variable transmission, wherein the kick shaft supporting the kick pedal of the kick starter for starting the engine can be supported by a cantilever lever on a casing outside the body of the belt continuously variable transmission, and the kick shaft It is proposed that the swing-type power unit is disposed above the line connecting the center of the drive pulley and the driven pulley of the belt-type continuously variable transmission.
    According to the above configuration, since the kick shaft of the kick starter for starting the engine can be supported by a casing outside the belt type CVT, the V-belt and the kick shaft stored inside the casing of the CVT can be prevented from interfering. . As a result, it is possible to arrange the kick shaft far above the line connecting the center of the driven pulley and driven pulley of the belt continuously variable transmission, so that the kick pedal and the main stand do not interfere with each other and are easy to use.
    In addition, according to the invention of claim 2, in addition to the configuration of claim 1, a boss projecting upwardly is formed on the upper surface of the casing of the belt-type continuously variable transmission, and the boss portion of the bolt which integrally couples the casing to the engine block in the projection. And a swing-type power unit characterized by arranging a gear fixed to the kick shaft of the kick-starter.
    According to the above configuration, the inner space of the protruding portion formed to protrude upward on the upper surface of the belt type CVT casing is fixed to the boss portion of the bolt which integrally couples the casing to the engine block, and to the kick shaft of the kick type starter. Since a gear is arrange | positioned, the said boss | hub part and the said gear can be arrange | positioned compactly, suppressing the enlargement of the casing of a belt type continuously variable transmission to the minimum.
    In order to achieve the second object of the present invention, claim 3 is a scooter-type vehicle in which a kick arm for starting the engine is attached to a swing-type electric case that houses an electric mechanism for transmitting engine power to the rear wheels. In order to increase the kick operating angle of the kick arm in the stored state, it is characterized in that the swing center of the kick arm is offset above the height center of the transmission case.
    The kick arm is separated from the main stand by offsetting the kick arm's swing center above the height center of the transmission case. Even if the main stand or the kick arm does not protrude in the vehicle width direction, the kick operating angle of the kick arm can be increased when the kick arm is operated with the main stand stored. Therefore, the starting operation of the engine is easy.
    Embodiment of the Invention
    EMBODIMENT OF THE INVENTION Hereinafter, embodiment of this invention is described based on the Example of this invention shown in an accompanying drawing.
    1 to 11 show a first embodiment of the present invention, FIG. 1 is an overall side view of a scooter type motorcycle, FIG. 2 is an enlarged view of the main part of FIG. 1, and FIG. 4 is a sectional view taken along line 4-4 of FIG. 3, FIG. 5 is a sectional view taken along line 5-5 of FIG. 3, FIG. 6 is a sectional view taken along line 6-6 of FIG. 3, and FIG. 7 is a sectional view taken along line 7-7 of FIG. 8 is an enlarged view illustrating main parts of FIG. 2, FIG. 9 is a sectional view taken along line 9-9 of FIG. 8, FIG. 10 is a left side view of the power unit, and FIG.
    12 to 18 show a second embodiment of the present invention, FIG. 12 is a left side view of the scooter type vehicle, FIG. 13 is a plan view of the scooter type vehicle, FIG. 14 is an exploded perspective view of the vehicle body frame, and FIG. 15 is a rear side. Fig. 16 is a left side view showing the main part of the power unit attachment structure, Fig. 17 is a sectional view taken along line 17-17 of Fig. 16, and Fig. 18 shows the relationship between the kick arm and the main stand. It is the action figure to show.
    In addition, "front", "after", "left", "right", "up", "down" are Fr front wheels, Rr rear, L left, R right, and CL Indicates the center of the body (body width center). In addition, the figure shall be seen in the sign direction.
    1 and 2, a scooter type motorcycle (V) having a front wheel (Wf) steered by a steering wheel (11) and a rear wheel (Wr) driven by a swing-type power unit (P). ), The vehicle body frame F is divided into a front frame 12, a center frame 13, and a rear frame 14. The front frame 12 is composed of a cast of aluminum alloy integrally provided with a head pipe 12 1 , a down tube 12 2 , and a step floor support 12 3 . The center frame 13 on which the power unit P is freely supported to swing up and down through the pivot 15 is composed of a cast of aluminum alloy and is coupled to the rear end of the front frame 12. The rear frame 14 extending upward from the rear side of the power unit P is composed of an annular pipe material, and the fuel tank 16 is supported on the upper surface thereof. The helmet case 176 is supported by the upper surface of the center frame 13, and the helmet case 17 and the fuel tank 16 are covered by the cover 19 which has the seat 18 integrally, and can be opened and closed freely.
    The power unit P is formed by integrally combining a water-cooled single-cylinder four-cycle engine E in which a cylinder is disposed toward the front of the vehicle body, and a belt-type continuously variable transmission T extending from the left side of the engine E to the rear of the vehicle body. The upper surface of the rear portion of the belt-type continuously variable transmission T is coupled to the rear end of the center frame 13 through the rear cushion 20. The air cleaner 21 and the carburetor 24 are supported on the upper surface of the belt type CVT, the muffler 2 is supported on the right side of the belt type CVT, and is upright on the lower surface of the engine E. The main stand 23 which can be laid on its side is supported. Moreover, the kick shaft 26 of the kick type starter 25 protrudes from the left side surface of the belt type continuously variable transmission T, and the crank kick pedal 27 is provided in the front-end | tip of this kick shaft 26. As shown in FIG.
    As is apparent from FIGS. 3 to 5, the engine E is divided into a first engine block 32 and a second engine block divided by a split surface P 1 extending in the vertical direction along the crankshaft 31. (33), the first engine block (32) constitutes the cylinder block (32 1 ) and the half (32 2 ) of the crankcase, and the second engine block (33) is the other half of the crankcase. Configure The first engine block 32, front end, and a cylinder head 34 coupled via a split face (P 2) of the front end, the head cover 35 through a split surface (P 3) of the cylinder head 34, Is combined. The generator cover 36 is coupled to the right side surfaces of the first and second engine blocks 32 and 33 through a split surface P 4 .
    The belt-type continuously variable transmission T includes a first transmission casing 37 on the right side and a second transmission casing 38 on the left side coupled through the split surface P 5 , and the first transmission casing 37. The front right side of is coupled to the left side of the first and second engine blocks 32, 33 through a surface P 6 split. In addition, the reducer casing 39 is coupled to the rear right side of the first transmission casing 37 through a split surface P 7 .
    As shown in FIG. 3, the piston 42 which freely swings inside the cylinder 41 embedded in the first engine block 32 is connected to the crankshaft 31 via the connecting rod 43. . The cam shaft 44 is rotatably supported by the cylinder head 34, and the intake valve and the exhaust valve which are not shown in the cylinder head 34 are opened and closed-driven by the said cam shaft 44. As shown in FIG. Timing chains 45 housed in chain passages 32 3 provided on the first engine block 32 are driven sprockets 46 and cam shafts 44 installed on the crankshaft 31. It is wound around the rocket 47. Accordingly, the cam shaft 44 rotates once in accordance with two rotations of the crankshaft 31.
    The alternator 48 provided on the right side of the crankshaft 31 is covered by the generator cover 36, and a radiator 49 is provided on the right side of the generator cover 36. Cooling air is supplied to the radiator 49, and a cooling fan 50 fixed to the right end of the crankshaft 31 is disposed between the alternator 48 and the radiator 49. In addition, the thermostat case 52 containing the thermostat 51 therein is coupled to the right side of the cylinder head 34 through a split surface P 8 , and a coolant pump installed at the right end of the cam shaft 44. 53 is accommodated in the space enclosed by the cylinder head 34 and the thermostat case 52.
    At the left end of the crankshaft 31 protruding into the first transmission casing 37 and the second transmission casing 38, a drive pulley 54 serving as an input rotation member of the belt-type continuously variable transmission T is provided. The drive pulley 54 is provided with the fixed side pulley half body 55 fixed to the crankshaft 31, and the movable side pulley half body 56 which can approach and fall with respect to the fixed side pulley half body 55, and is movable The side pulley half body 56 is urged in a direction approaching the fixed side pulley half body 55 by the centrifugal weight portion 57 moving radially outward as the number of rotations of the crankshaft 31 increases.
    The driven pulley 59 provided on the output shaft 58 supported between the rear portion of the first transmission casing 37 and the reducer casing 39 has a fixed side pulley half body 60 rotatably supported on the output shaft 58. And a movable side pulley half body 61 capable of approaching and falling off the fixed side pulley half body 60, and the movable side pulley half body 61 is a spring 62 to force the fixed side pulley half body 60 toward the fixed side pulley half body 60. FIG. At the same time, the oscillation clutch 63 is provided between the fixed side pulley half body 60 and the output shaft 58. An endless V-belt 64 is wound between the drive pulley 54 and the driven pulley 59.
    An intermediate shaft 65 and an axle 66 parallel to the output shaft 58 are supported between the first transmission casing 37 and the reducer casing 39, and these output shafts 58, intermediate shaft 65, and axle shafts are supported. A reduction gear train 67 is provided between the 66's. And the rear wheel Wr is provided in the right end of the axle 66 which penetrates the gear reducer casing 39 to the right side.
    Then, the rotation of the crankshaft 31 of the engine E is transmitted to the drive pulley 54, which is an input member of the belt continuously variable transmission T, from the drive pulley 54, the V belt 64, the driven pulley. (59), through the oscillation clutch (63) and the reduction gear train (67), it is transmitted to the rear wheel (Wr).
    Since the centrifugal force acting on the centrifugal weight part 57 of the drive pulley 54 is small at the time of low speed rotation of the engine E, the fixed side pulley half body 60 and movable by the spring 62 of the driven pulley 59 are movable. The groove width between the side pulley half bodies 61 decreases, and the speed ratio becomes LOW. In this state, if the rotation speed of the crankshaft 31 increases, the centrifugal force acting on the centrifugal weight part 57 increases, and the groove width between the fixed side pulley half body 55 and the movable side pulley half body 56 of the drive pulley 54 is increased. This decreases, and accordingly, the groove width between the fixed pulley half body 60 and the movable pulley half body 61 of the driven pulley 59 increases, so that the speed ratio changes steplessly from LOW to TOP.
    As is apparent from FIGS. 3 and 4, the charge portion of the radiator 49 and the thermostat case cover 5 2 are connected to the coolant pipe 71, and the thermostat case 52 and the first engine block 32 are connected. It is connected to this cooling water piping 72, and the upper part of the rear side of the cylinder head 34 and the radiator 49 is connected to the cooling water piping 73. As shown in FIG.
    The coolant discharged from the coolant pump 52 driven by the camshaft 44 in the state in which the warm-up operation of the engine E is completed passes through the thermostat case 52 and the coolant pipe 72, and then the first engine block 32. ) And the water jacket in the cylinder head 34, and after cooling the engine E, is supplied to the radiator 49 via the coolant pipe 73. The cooling water lowered in temperature while passing through the radiator 49 is returned to the cooling water pump 53 via the cooling water pipe 71 and the thermostat 51. On the other hand, when the engine E is in warm air operation and the cooling water temperature is low, the thermostat 51 is operated, and the cooling water circulates inside the engine E without rapidly passing through the radiator 49, and the temperature rises rapidly.
    In this way, an engine cooling aid such as a radiator 49, a cooling fan 50, a thermostat 51, a coolant pump 53, and a coolant pipe 71, 72, 73 is concentrated on the right side of the engine E. In this way, the auxiliary mechanism and the like can be efficiently removed in one direction without significantly changing the posture of the engine E during assembly or maintenance, and the length of the cooling water pipes 71, 72, and 73 can be minimized. can do.
    In particular, since the belt-type continuously variable transmission (T) is detachable with respect to the engine (E), it is easy to carry or change the arrangement of the engine (E), and the split surface to which the belt-type continuously variable transmission (T) is coupled ( P 6) a can be in a stabilizing an array of support by the engine (E), the auxiliary apparatus such as an engine (E) so as to be easily removable for. In addition, since the timing chain 45 for driving the cam shaft 44 and the coolant pump 53 is also disposed on the right side of the engine E, the timing chain 45 can be attached at the same time when the coolant pump 53 is assembled. Workability is further improved. In addition, it is possible to reduce the cost of casting molds by miniaturizing individual parts compared to the conventional one having an integral structure in which the engine block and the transmission casing can be separated, as well as combining various types of engines and various types of transmissions in various forms. It is possible to improve the versatility.
    Further, the engine block is divided into two parts of the first engine block 32 and the second engine block 33 along the axis line of the crankshaft 31, and the cylinder 41 and the piston ( 42, the connecting rod 43 and the crankshaft 31 can be attached in advance, so that the assembly of the engine E becomes easy.
    As is apparent from FIGS. 3 and 5 to 7, the first and second engine blocks 32 and 33 and the first transmission casing 37 have four bolts screwed from the side of the first transmission casing 37. 74, 74; 75, 75). Before coupling the first transmission casing 37 to the first engine block 32, the tops of two separate bolts 74 and 74 and the first transmission casing 37 to the second engine block 33. The top of one bolt 75 on the lower rear side to be engaged is exposed to the outside of the belt type CVT, and on the upper rear side to couple the first transmission casing 37 to the second engine block 33. The top of one bolt 75 is covered by the second transmission casing 38 so that it is impossible to visually see from the outside of the belt type CVT.
    On the left side of the first and second engine blocks 32, 33, a circular opening 76 (see Fig. 5) is formed around the crankshaft 31, and the crank also has a first transmission casing 37. A circular opening 77 (see FIGS. 6 and 7) is formed centering the shaft 31. An annular seat formed at the main edge of the opening 76 of the first and second engine blocks 32 and 33 when the first and second engine blocks 32 and 33 and the first transmission casing 37 are engaged. The portion 78 and the annular seat portion 79 formed at the main edge of the opening 77 of the first transmission casing 37 abut through the annular seal member 80 (see FIG. 3). The diameter of the opening 77 of the first transmission casing 37 is slightly larger than the maximum outer diameter of the belt-type continuously variable transmission T drive pulley 54, so that the drive pulley 54 is formed of the first transmission casing 37. It is possible to pass through the opening 77.
    In addition, each of the two boss portions 81, 81; 82, 82 through which two bolts 74, 74 pass through the first engine block 32 and the first transmission casing 37 protrudes and is installed. In the second engine block 33 and the first transmission casing 37, two boss portions 83, 83; 84, 84 through which two bolts 75, 75 on the rear side pass, protrude.
    Thus, when coupling the first and second engine blocks 32, 33 to the first transmission casing 37 with four bolts 74, 74; 75, 75, the first and second engine blocks 32, 33. The four boss portions 81, 81; 83, 83 of the abutment) abut against the four boss portions 82, 82; 84, 84 of the first transmission casing 37, respectively. However, in FIG. 5 and FIG. 6, the part which abuts on the 1st, 2nd engine block 32, 33 and the 1st transmission casing 37 is shown with a mesh.
    The seat 78 of the first and second engine blocks 32 and 32, which are in contact with each other, and the seat 79 of the first transmission casing 37, and the first and second engine blocks 32, which are in contact with each other. A space S (see FIG. 3) constituting the thermal insulation air layer is formed between the boss portions 81, 81; 83, 83 of 33) and the boss portions 82, 82; 84, 84 of the first transmission casing 37. . Thus, by forming a space S constituting the thermal insulation air layer between the first and second engine blocks 32 and 33 and the first transmission casing 37, it is possible to transfer heat of the engine E to the belt type CVT. The durability of the V-belt 64 which is weak to heat can be ensured without particularly increasing the cooling function of the belt type CVT.
    As shown in Fig. 11, when assembling the power unit P, the drive pulley 54 of the belt-type continuously variable transmission T is attached to the crankshaft 31 of the engine E assembled in advance as a subassembly. After that, the first and second engine blocks 32 and 33 and the first transmission casing 37 are coupled with four bolts 74, 74; 75, 75. At this time, since the diameter of the opening 77 of the first transmission casing 37 is larger than the maximum outer diameter of the drive pulley 54 attached to the crankshaft 31, the first and second engine blocks 32, 33 are used. And the first transmission casing 37 can be combined without any problems, thereby improving adhesion.
    As is apparent from FIGS. 2 and 3, the kick shaft 26 and the starter shaft 85 of the kick starter 25 are supported cantilevered on a second transmission casing 38 located outside the vehicle body, and the kick shaft 26 protrudes outward from the second transmission casing 38, while the starter shaft 85 is coaxially opposed to the axial end of the crankshaft 31. The sector gear 87, which is fixed to the kick shaft 26, which is forced to the original position by the spring 86, engages with the pinion 88 formed integrally with the starter shaft 85. As shown in FIG. The starter shaft 85 is supported to be able to approach and fall in the axial direction with respect to the crankshaft 31, and when the crankshaft 31 approaches the crankshaft 31 against the spring 86, To the shaft end.
    Then, when the kick pedal 27 is kicked, the rotation of the kick shaft 26 is transmitted to the starter shaft 85 through the sector gear 97 and the pinion 88, and the starter shaft 85 rotates in the axial direction. Move to engage the shaft end of the crankshaft 31. As a result, the crankshaft 31 is cranked by the starter shaft 85, and the engine E is started.
    The kick shaft 26 and the V-belt 64 and the kick shaft 26 housed in the first and second transmission casings 37 and 38 are supported by supporting the kick shaft 26 in a second transmission casing 38 located outside the vehicle body. Since there is no fear of interference, the position of the kick shaft 26 can be sufficiently moved upward. As is apparent from Fig. 2, the position of the kick shaft 26 is the center of the drive pulley 54 of the belt-type continuously variable transmission T (axial center of the crankshaft 31) and the center of the driven pulley 59 (output shaft 58). ) I to the central axis) through the center of the line segment is positioned higher than L 1, the drive pulley 54 for connection to the are disposed on above the road surface and parallel to the straight line L 2, viewed from the side overlapped with the V-belt 64, Since it was supported on the cantilever by the second transmission casing 38, it does not interfere with the V belt 64 (see Fig. 3).
    As shown in FIG. 7, a part of the upper surfaces of the first and second transmission casings 37 and 38 protrudes upward to form the protrusion 90, and the first casing 37 positioned on the protrusion 90. On the inner surface of the boss portion 84 for inserting the upper bolt 75 for coupling the first transmission casing 37 to the second engine block 33 is disposed. In addition, when the kick pedal 27 is kicked and the sector gear 97 is rotated clockwise in FIG. 7 together with the kick shaft 26, the sector gear 97 is accommodated in the protrusion 90 so as to be first. The interference with the upper wall of the second transmission casings 37 and 38 is prevented. Since the bosses 84 of the upper bolt 75 and the sector gear 97 of the kick type starter 25 are accommodated using the protrusions 90 on the upper surfaces of the first and second transmission casings 37 and 38, The boss | hub part 84 and the sector gear 97 can be compactly arrange | positioned, suppressing the enlargement of the 1st, 2nd transmission casings 37 and 38 to the minimum.
    As shown in Figs. 8 and 9, the left and right link plates 93 and 94 are freely fitted to the left and right pair of bolts 92 and 92 supported by the center frame 13 via the rubber bushes 91 and 91. Supported. The stopper levers 96 and 96 are mounted on two box-shaped stopper lever support members 95 and 95 provided on the outer side of the link plate 93 on the left side of the vehicle body, and the stopper lever ( Two support surfaces 13 1 and 13 2 , to which 96 and 96 abut each, are formed. The left and right link plates 93 and 94 are integrally connected to the connecting rod 97 and the pivot 15, and the first engine in which the cylinder block 3 2 1 and the crank case half 2 2 3 are integrally formed. block the crankcase halves (32 2) (98R) right hanger bracket protruding in a front side upward from the upper surface of 32 (see Fig. 5), a left-protruding in a front side upward from the upper surface of the first transmission casing 37, A hanger bracket 98L (see Fig. 6) is supported on the pivot 15 via rubber bushes 99 and 99, respectively.
    The load input to the pivot 15 from the power unit P through the left and right hanger brackets 98L and 98R is absorbed by the elastic deformation of the rubber bushes 99 and 99 supporting the pivot 15. , The link plates 93 and 94 swing around the bolts 92 and 92 so that the stopper levers 96 and 96 are pressed against the support surfaces 13 1 and 13 2 of the center frame 13 to be absorbed by elastic deformation. . The load is also absorbed by the elastic deformation of the rubber bushes 91 and 91 supporting the bolts 92 and 92 to the center frame 13.
    As apparent from Fig. 5, since the right hanger bracket 98R is integrally formed on the half portion 32 2 of the crankcase integrally formed with the cylinder block 32 1 , the right hanger bracket 98R is formed by the cylinder block ( 32 1 ) protrudes upwards to provide sufficient access to the split surface P 2 to which the cylinder head 34 is coupled.
    For example, assuming that the cylinder block and the crankcase are formed as separate members and joined in the splitting surface, the hanger bracket provided in the crankcase is beyond the splitting surface in order to process the splitting surface of the crankcase. This is because it cannot extend to the cylinder block side, and therefore the hanger bracket cannot protrude upward of the cylinder block to approach the cylinder head.
    However, since the left hanger bracket 98L provided on the first transmission casing 37 can extend arbitrarily to the front side of the vehicle body, it is formed symmetrically with respect to the right hanger bracket 98R.
    As described above, since the distance d (see FIG. 5) from the axis of the crankshaft 31 to the pivot 15 extending forward is sufficiently large, the cylinder head 34 of the front end of the engine E from the pivot 15 is secured. ) Distance is small, and when the power unit P swings up and down around the pivot 15, the movement range of the cylinder head 34 portion up and down direction of the engine E becomes small. As a result, the front part of the engine E can be effectively avoided from interfering with other members such as the vehicle body step floor.
    2 and 10, the carburetor 24 arranged to fit between the helmet case 17 and the left and right hanger brackets 98L and 98R is positioned immediately after the pivot 15. As shown in FIG. And since the left and right hanger brackets 98L and 98R and the pivot 15 are provided near the cylinder head 34, the position of the carburettor 24 can approach the cylinder head 34. As shown in FIG. As a result, the length of the intake pipe 40 connecting the carburetor 24 and the cylinder head 34 can be shortened to reduce the intake resistance and contribute to the output of the engine E.
    12 is a left side view of the scooter type vehicle according to the second embodiment of the present invention.
    The scooter type vehicle 110 includes a body frame 111, a front fork 113 attached to the head pipe 112 of the body frame 111, a front wheel 114 and a front fender attached to the front fork 113. 115, a handle 116 connected to the front fork 113, a handle cover 117 covering the handle 116 and an auxiliary attached to the center bottom (lower bottom portion) of the body frame 111. The mechanism storage box 118, the swing-type power unit 121 (combined structure of the engine 122 in the front and the power mechanism 123 in the rear) attached to the upper rear side of the body frame 111, and the power unit ( The rear wheel 124 attached to the rear part of 121, the rear suspension 125 which hangs the power unit 121 on the upper part of the rear part of the body frame 111, and the upper part of the rear part of the body frame 111 were attached. The storage box 126, the seat 127 attached to the upper portion of the storage box 126, and the fuel tank 128 attached to the upper portion of the rear portion of the vehicle body frame 111 from the rear of the storage box 126. And a motorcycle having a main cover 130 that covers the vehicle body frame 111.
    The body cover 130 includes a front cover 131 covering the front part of the head pipe 112, a leg shield 132 for covering the driver's leg, a step floor 133 for placing the driver's foot, and a step The under cover 134 is disposed below the floor 133 to cover the lower portion of the vehicle body frame 111 and the rear cover 135 to cover the rear half of the vehicle body frame 111.
    In the figure, 116a is the grip, 141 is the front suspension, 142 is the headlamp, 143 is the main stand, 144 is the kick arm for starting the engine, 145 is the tail lamp, 146 is the rear fender, 147 is the rear grip, 148 is the air cleaner, 149 is a carburettor.
    Fig. 13 is a plan view of a scooter type vehicle according to the present invention, which shows that the scooter type vehicle 110 is provided with a meter 151, left and right mirrors 152 and 152, a radiator 153 and a muffler 154. . The radiator 153 is integrally installed on the right side of the power unit 121.
    14 is an exploded perspective view of a vehicle body frame according to the present invention.
    The vehicle body frame 111 is a divided frame divided into front and rear three frames into the front frame 111F, the rear frame 111R and the subframe 181 from below the step floor 133 (see FIG. 12).
    The front frame 111F has a head pipe 112, a head pipe post 161 extending downwardly from the head pipe 112, and left and right extending in two branches from the bottom of the head pipe post 161 to the rear. It consists of a pair of main frames 162 and 162 and a rear cross member 163 spanning between the rear ends of the left and right main frames 162 and 162, and in plan view an integrally cast frame of approximately a □ frame, eg aluminum It is a cast of alloy. As seen from the plane, it has a middle part S1 in the center because it is a shape frame.
    As described above, the left and right main frames 162 and 162 are members extending rearward from the head pipe 112, and form an inclined surface that is inclined upward rearward at a lower portion of the rear end thereof, and the inclined surface is the front engaging surfaces 164 and 164. It is. The rear cross member 163 is a U-shaped member whose upper side is opened from the front, and sets the height of the vehicle width center portion below the main frames 162 and 162.
    The rear frame 111R includes a pair of left and right main frames 171 and 171, a front cross member 172 spanning an intermediate portion in the front and rear directions of the left and right main frames 171 and 171, and a left and right main frame 171 and 171. A rear cross member 173 spans the rear end. Integrally cast frames, for example casts of aluminum alloys. The left and right main frames 171 and 171 form an inclined surface that is inclined downward rearward at the lower end of the front end, and the inclined surfaces are the rear engaging surfaces 174 and 174. These main frames 171, 171 extend further rearward, extend upwards from their rear ends, and are substantially inverse Z-shaped members in terms of their sides extending further upwards from their upper ends.
    The vehicle body frame 111 polymerizes the rear engaging surfaces 174, 174 to the front engaging surfaces 164, 164, and then joins the bolt nuts 175 ... (… a plurality of which are the same. The rear frame 111R is integrally coupled to the front frame 111F.
    The rear frame 111R combines the sub-frame 181 with the bolt nut 185... At the rear end. The subframe 181 includes a connection stay 183 which connects the storage box posts 182 and 182 standing up and down and the storage box posts 182 and 182. The engaging portion of the subframe 181, that is, the portion joined by the bolt nut 185... Is provided before and after the rear suspension attachment portion 177, and serves as reinforcement. 176 is a hanger pivot.
    Fig. 15 is a left side view around the rear frame, the power unit, and the main stand according to the present invention.
    The power unit 121 is disposed substantially in the horizontal direction when viewed from the side, and an electric mechanism (including a transmission mechanism) for transmitting the power of the engine 122 to the rear wheel 124 (see FIG. 12) 123 The kick arm 92 for starting the engine is attached to the swing-type transmission case 191 for storing ().
    The engine 122 is an OHC type four-cycle single-cylinder water-cooled engine. The head cover 201 is disposed forward, the head cover 201 is provided with an ignition coil 202, and the cylinder head 203 is ignited. The plug 204 is provided, and these ignition coils 202 and the spark plugs 204 are connected by the high voltage cord 205.
    In addition, this figure shows that the main stand 212 is attached to the rear frame 111R via the bracket 211 so as to swing up and down.
    According to the present invention, in order to increase the kick operating angle of the kick arm 192 in the state in which the main stand 212 is stored, the swing center P1 of the kick arm 192 is moved above the height center of the transmission case 191. It is characterized in that the offset.
    Specifically, let X be the line connecting the center P2 of the crankshaft 206 of the engine 122 and the center P3 of the drive shaft 207 which transfers power to the rear wheel 124. This line X is a substantially horizontal line when viewed from the side and passes through the height center of the transmission case 191. Hereinafter, the line X is called the height center of the transmission case 191.
    The swing center P1 of the kick arm 192, that is, the center of the kick shaft 193, is offset by a predetermined distance (offset amount) Y above the height center X of the transmission case 191, and at the same time, the crankshaft 206 It is located behind the center P2 of). The kick arm 192 extends rearward from the kick shaft 193 and attaches the kick pedal 194 to the tip thereof. The kick pedal 194 is inclined to work just in front of the ground from the storage position shown in the drawing.
    In addition, the kick arm 192 is formed in a substantially wedge shape so as to bypass the tip of the main stand 212 when viewed from the side.
    By the way, the kick arm 192 and the main stand 212 are arrange | positioned in the range which occupies most the width | variety of the rear cover 135 (refer FIG. 13). For this reason, the kick arm 192 and the main stand 212 do not protrude in the vehicle width direction. In the figure, 196 is a cover for a transmission case.
    Fig. 16 is a left side view of the main portion of the power unit attaching structure according to the present invention in cross section. The power unit 121 (see Fig. 15) is swingably attached to the rear frame 111R via the hanger mechanism 220. FIG. Indicates that one did.
    FIG. 17 is a cross-sectional view taken along line 17-17 of FIG.
    The hanger mechanism 220 includes a pair of left and right first pivot axes 222 and 222 attached to the main frames 171 and 171 on the left and right sides of the rear frame 111R via the buffer members 221 and 221, and these pivot shafts ( Left and right link plates 223 and 223 attached to 222 and 222 so as to swing up and down, a connecting rod 224 spanning the front end portions of these link plates 223 and 223, and left and right link plates 223 and 223. And a second pivot shaft 225 spanning the rear end portion of the second pivot shaft 225, and left and right hanger plates 227 and 227 attached to the second pivot shaft 225 so as to swing up and down through the buffer members 226 and 226.
    The left and right first pivot shafts 222 and 222 are bolts and nuts arranged on the same axis center extending in the vehicle width direction. The left and right link plates 223 and 223 are plate members extending in a direction orthogonal to the first pivot axes 222 and 222. The second pivot shaft 225 is a bolt nut arranged in parallel with the first pivot shafts 222, 222. The left and right hanger plates 227 and 227 are hanging members extending from the transmission case 191 (see Fig. 15).
    The left or right link plate 223 includes a front swing restricting portion 228 at the front end and a rear swing restricting portion 229 at the rear end. The front and rear swing restricting sections 228 and 229 are cushioning materials.
    Once back to Fig. 16 and continuing the description, the upper surface of the front swing restricting portion 228 is in contact with the first stopper surface 178 of the main frame 171, and the upper surface of the rear swing restricting portion 229. Is disposed in contact with the second stopper surface 179 of the main frame 171. Therefore, the swing motion of the link plate 223 is restricted by the first and second stopper surfaces 178 and 179. As a result, since the swing amount of the link plate 223 is small, the power unit 221 (see FIG. 15) mainly swings about the second pivot axis 225. As shown in FIG. The height of the second pivot axis 225 is lower than the first pivot axis 222.
    When the impact force acts on the power unit 121, the front and rear swing restricting portions 228 and 229 elastically deform, thereby alleviating the impact force transmitted to the rear frame 111R.
    18 is an operation diagram showing the relationship between the kick arm and the main stand according to the present invention.
    The main stand 212 can swing from the storage position indicated by the solid line to the upright position indicated by the virtual line. The kick arm 192 is capable of swinging clockwise from the neutral position A indicated by the solid line, and automatically returns to the original neutral position A when there is no kick operation force.
    In the neutral position A, when the kick operation is performed by crossing the kick pedal 194, by swinging the kick arm 192 by the angle θa to the position B, the crankshaft 206 is turned to start the engine 122. Can be. The angle &amp;thetas; a is the swing angle of the kick arm 192 which is minimally needed to start the engine 122, i.e. the required starting swing angle of the kick arm 192.
    In the state where the main stand 212 is accommodated, the kick arm 192 can swing until the kick arm 192 touches the tip 213 of the main stand 212. The kick arm 192 is in position C when it is touched. The maximum swing angle at which the kick arm 192 swings from neutral position A to position C, that is, the kick operating angle is θ b.
    The kick operating angle θb is much larger than the required starting swing angle θa. Accordingly, the engine 122 can be easily started by the kick operation of the kick arm 192.
    Since the swing center P1 of the kick arm 192 is offset above the height center X of the transmission case 191, the kick arm 192 can be separated from the main stand 212 as much as the offset. For this reason, even if the kick arm 192 or the main stand 212 is not protruded in the vehicle width direction, the kick of the kick arm 192 when the kick arm 192 is kicked with the main stand 212 stored therein. The operating angle θb can be increased. Therefore, the engine 122 can be easily started up and operated. In addition, since the kick arm 192 and the main stand 212 do not protrude in the vehicle width direction, the appearance of the scooter-type vehicle can be maintained satisfactorily.
    As mentioned above, although the Example of this invention was described above, various design changes are possible for this invention in the range which does not deviate from the summary.
    For example, in the first embodiment, the swing-type power unit P of the motorcycle V is illustrated, but the swing-type power unit P of the present invention can also be applied to a motorcycle. Also, in this embodiment, the kick shaft 26 of the kick starter 25 is placed at a position overlapping the V belt 64 from the side, and the kick shaft 26 is more than the upper edge of the V belt 64. You may arrange | position upwards.
    In addition, in the second embodiment of the present invention, the swing center P1 of the kick arm 192 may be disposed in front of the center P2 of the crankshaft 206.
    In addition, the shape of the kick arm 192 is not limited to what was formed in a U-shape, For example, it may be a straight shape.
    As described above, according to the invention of claim 1, since the kick shaft of the kick type starter for starting the engine is supported by a casing outside the body of the belt type continuously variable transmission, the V belt and the kick shaft stored inside the casing of the belt type continuously variable transmission. There is no fear of interference. As a result, it is possible to arrange the kick shaft far above the line connecting the center of the driven pulley and the driven pulley of the belt continuously variable transmission, and the kick pedal and the main stand are easy to use because they do not interfere with each other.
    Further, according to the invention of claim 2, the boss portion of the bolt which integrally couples the casing to the engine block, and the kick type starter are utilized by utilizing the inner space of the protrusion formed so as to protrude upward on the upper surface of the belt type CVT casing. Since the gear fixed to the kick shaft is arrange | positioned, the said boss | hub part and the gear can be arrange | positioned compactly, suppressing the enlargement of the casing of a belt type continuously variable transmission to the minimum.
    Claim 3 is to offset the swing arm of the kick arm above the center of the height of the transmission case in order to increase the kick operating angle of the kick arm in the state that the main stand is stored, so the kick arm is the main stand as much as offset Can be separated from. For this reason, even if the main stand or the kick arm is not protruded in the vehicle width direction, the kick operating angle of the kick arm can be increased when the kick arm is kicked in the state in which the main stand is stored. Therefore, the engine can be easily started and operated, and the appearance of the scooter-type vehicle can be maintained satisfactorily.
    权利要求:
    Claims (3)
    [1" claim-type="Currently amended] A belt that freely swings on the body frame F of a motorcycle or an automobile tricycle capable of being supported on the road surface through the main stand 23 and transmits the driving force of the engine E and the engine E to the driving wheel Wr. In the swing-type power unit integrally provided with a continuously variable transmission (T),
    While supporting the kick shaft 26 supporting the kick pedal 27 of the kick type starter 25 for starting the engine E to the casing 38 outside the vehicle body of the belt type CVT, the cantilever lever is supported. The kick shaft 26 of the scooter type vehicle, characterized in that disposed above the line (L 1 ) connecting the center between the drive pulley 54 and the driven pulley 59 of the belt-type continuously variable transmission (T). Swing power unit.
    [2" claim-type="Currently amended] The casing 37, 38 of the belt type continuously variable transmission T is formed on the upper surface of the casing 37, 38. The projecting portion 90 protrudes upward, and the casings 37, 38 are disposed in the engine block. The boss portion 84 of the bolt 75 coupled integrally to the 32 and 33 and the gear 87 fixed to the kick shaft 26 of the kick starter 25 are arranged. Swing power unit.
    [3" claim-type="Currently amended] In a scooter-type vehicle in which a kick arm for starting the engine is attached to a swing-type electric case for storing an electric mechanism for transmitting engine power to the rear wheel,
    A kick start device for a scooter type vehicle, characterized in that the swing center of the kick arm is offset above the height center of the electric case in order to increase the kick operating angle of the kick arm while the main stand is stored.
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    同族专利:
    公开号 | 公开日
    ITTO20000028A1|2001-07-13|
    CN1174890C|2004-11-10|
    CN1260295A|2000-07-19|
    IT1319788B1|2003-11-03|
    TW494984U|2002-07-11|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    1999-01-14|Priority to JP00785399A
    1999-01-14|Priority to JP99-007853
    1999-04-28|Priority to JP12318899A
    1999-04-28|Priority to JP99-123188
    2000-01-14|Application filed by 가와모토 노부히코, 혼다 기켄 고교 가부시키가이샤
    2000-09-25|Publication of KR20000057760A
    2002-07-05|Application granted
    2002-07-05|Publication of KR100342970B1
    优先权:
    申请号 | 申请日 | 专利标题
    JP00785399A|JP4036409B2|1999-01-14|1999-01-14|Swing type power unit|
    JP99-007853|1999-01-14|
    JP12318899A|JP4073573B2|1999-04-28|1999-04-28|Scooter type vehicle kick starter|
    JP99-123188|1999-04-28|
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