JP2006226262A - Exhaust secondary air introduction structure of motorcycle - Google Patents

Exhaust secondary air introduction structure of motorcycle Download PDF

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JP2006226262A
JP2006226262A JP2005044332A JP2005044332A JP2006226262A JP 2006226262 A JP2006226262 A JP 2006226262A JP 2005044332 A JP2005044332 A JP 2005044332A JP 2005044332 A JP2005044332 A JP 2005044332A JP 2006226262 A JP2006226262 A JP 2006226262A
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exhaust
secondary air
engine
pipe
air introduction
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JP4545013B2 (en
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Shosuke Suzuki
祥介 鈴木
Nobuhiro Shimada
信弘 島田
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Honda Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/04—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for motorcycles

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Abstract

<P>PROBLEM TO BE SOLVED: To maintain highly accurate control by promoting activation of an exhaust catalyst when starting an engine and by preventing control valves from becoming high temperature when the engine becomes high temperature. <P>SOLUTION: Exhaust emission control secondary air is supplied to an exhaust pipe 20 extending from the engine 15 via the first and second control valves 33 and 34 and first and second air introducing pipes 23 and 24 from a secondary air cleaner 22. The first and second air introducing pipes 23 and 24 are laid in a shroud 37 for surrounding the periphery of the engine 15 by forming the respective upper sides as flexible pipe parts 23a and 24a, and forming the respective lower sides as metallic pipe parts 23b and 24b. The exhaust catalyst 41 is arranged in a muffler 21 connected with the rear end of the exhaust pipe 20. When the exhaust gas temperature is a low state when starting the engine, the exhaust gas temperature is raised by heating the metallic pipe parts 23b and 24b by heat of the engine 15, to activate the exhaust catalyst 41. When the exhaust gas temperature becomes sufficiently high, the first and second air introducing pipes 23 and 24 are forcibly cooled by cooling air sent into the shroud 37, to prevent the high temperature rise in the first and second control valves 33 and 34. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

この発明は、自動２輪車における排気２次エア導入構造に関する。   The present invention relates to an exhaust secondary air introduction structure in a motorcycle.

排気ガスを浄化するため、排気管等の排気系へ排気２次エアを供給することは公知である。この排気２次エア導入構造は、２次エアクリーナから、制御バルブ及び２次エア導入管を介して排気管へ排気２次エアを供給するようになっている。また、排気管がパワーユニットと一緒に揺動するスイング式パワーユニットを有する形式では、２次エア導入管をゴムホース等の可撓式とし、上下揺動を吸収するようになっている。
特許３３０２０４７号公報 In order to purify exhaust gas, it is known to supply exhaust secondary air to an exhaust system such as an exhaust pipe. This exhaust secondary air introduction structure supplies exhaust secondary air from the secondary air cleaner to the exhaust pipe via the control valve and the secondary air introduction pipe. Further, in a type having a swing type power unit in which the exhaust pipe swings together with the power unit, the secondary air introduction pipe is made flexible such as a rubber hose so as to absorb the vertical swing.
Japanese Patent No. 3302047

ところで、マフラーに排気触媒がある場合には、これを速やかに活性化するため、できるだけ排気温を高くすることが望まれる。しかし、始動時には排気温が低いので、この段階における排気温を速やかに上昇できるようにすることが望まれる。一方、始動後、十分に排気温が高くなることにより、エア導入管を通して制御バルブが高温化すると、バルブの作動精度が変化する場合があり、高精度の作動を維持するには、排気制御バルブの高温化を防止することが望まれる。そこで本願発明は、排気２次エア導入構造によってこのような要請を実現することを目的とする。   By the way, when there is an exhaust catalyst in the muffler, it is desirable to make the exhaust temperature as high as possible in order to activate it quickly. However, since the exhaust temperature is low at the start, it is desirable to be able to quickly increase the exhaust temperature at this stage. On the other hand, if the control valve temperature rises through the air introduction pipe due to the exhaust gas temperature becoming sufficiently high after startup, the valve operation accuracy may change. To maintain high-precision operation, the exhaust control valve It is desirable to prevent the temperature from rising. Therefore, the present invention has an object to realize such a demand by an exhaust secondary air introduction structure.

上記課題を解決するため自動２輪車の排気２次エア導入構造に係る請求項１の発明は、強制空冷式エンジンを備え、このエンジンの排気管に排気浄化用の２次エアを、２次エアクリーナから制御バルブ及びエア導入管を介して供給するようにした自動２輪車において、
前記強制空冷式エンジンは、エンジンの一部周囲をシュラウドで覆い、その内側へ冷却風を送るように構成するとともに、
前記２次エア導入管の一部をこのシュラウドの内側へ通したことを特徴とする。 In order to solve the above-mentioned problems, the invention according to claim 1 relating to an exhaust secondary air introduction structure for a motorcycle includes a forced air-cooled engine, and the secondary air for exhaust purification is provided in the exhaust pipe of the engine. In a motorcycle that is supplied from an air cleaner through a control valve and an air introduction pipe,
The forced air-cooled engine is configured to cover a part of the engine with a shroud and send cooling air to the inside thereof,
A part of the secondary air introduction pipe is passed inside the shroud.

請求項２の発明は上記請求項１において、前記２次エア導入管は、可撓管部と金属管を備え、この金属管部を前記シュラウドの内側へ通したことを特徴とする。   According to a second aspect of the present invention, in the first aspect, the secondary air introduction tube includes a flexible tube portion and a metal tube, and the metal tube portion is passed inside the shroud.

請求項３の発明は上記請求項１において、前記２次エア導入管を複数設け、これら複数の２次エア導入管を前記シュラウドの内側へそれぞれ通したことを特徴とする。   A third aspect of the present invention is characterized in that, in the first aspect, a plurality of the secondary air introduction pipes are provided, and the plurality of secondary air introduction pipes are respectively passed inside the shroud.

請求項１の発明によれば、エア導入管がシュラウドの内側へ通されているので、 エンジンの始動時にはエンジンの熱により速やかに排気２次エアの温度を上昇させることができる。このため、まだ排気管内の排気温が低い状態でも、エンジンの熱で加温された排気２次エアにより排気温を上昇させることができ、排気触媒がある場合には、これを速やかに活性化させることができる。   According to the first aspect of the invention, since the air introduction pipe is passed through the inside of the shroud, the temperature of the exhaust secondary air can be quickly raised by the heat of the engine when the engine is started. For this reason, even when the exhaust temperature in the exhaust pipe is still low, the exhaust temperature can be raised by the exhaust secondary air heated by the engine heat. If there is an exhaust catalyst, it can be activated quickly. Can be made.

また、始動後、排気温が高温になると、エア導入管はシュラウド内へ送り込まれるエンジンの強制冷却風により冷却される。このため、２次エア導入管を介した排気制御バルブの高温化を防止でき、高精度な制御を維持できる。   Further, after the start, when the exhaust gas temperature becomes high, the air introduction pipe is cooled by the forced cooling air of the engine fed into the shroud. For this reason, it is possible to prevent the exhaust control valve from being heated through the secondary air introduction pipe, and to maintain highly accurate control.

請求項２の発明によれば、エア導入管を可撓管部と金属管部で構成し、金属管部をシュラウドの内側へ通したので、金属管部の熱伝導性の高さを利用して、始動時における排気２次エアの急速加熱、並びにその後のエンジン高温時化に伴う強制冷却時に、この冷却風を利用したエア導入管の冷却を効率化できる。また、可撓管部により金属管部側からの伝熱を遮断するとともに、排気管が揺動してもエア導入管の変形を吸収して、揺動に追随させることができる。   According to the second aspect of the present invention, since the air introduction tube is constituted by the flexible tube portion and the metal tube portion, and the metal tube portion is passed inside the shroud, the high thermal conductivity of the metal tube portion is utilized. Thus, the cooling of the air introduction pipe using the cooling air can be made efficient at the time of rapid heating of the exhaust secondary air at the start and the forced cooling accompanying the subsequent high temperature of the engine. Further, the heat transfer from the metal tube portion side can be blocked by the flexible tube portion, and even if the exhaust pipe swings, the deformation of the air introduction pipe can be absorbed to follow the swing.

請求項３の発明によれば、複数の２次エア導入管の各外側をシュラウドで覆うことになるので、導入される２次エアに対する冷却等の効果を均一化でき、さらに外観を向上させることができる。   According to the invention of claim 3, since the outer sides of the plurality of secondary air introduction pipes are covered with the shroud, effects such as cooling for the introduced secondary air can be made uniform, and the appearance can be further improved. Can do.

以下、スクータ型自動２輪車に適用された一実施例を図面に基づいて説明する。図１は、車体側面のスケルトン図である。前輪１及び後輪２を支持する車体フレーム３は、ダウンフレーム４，メインフレーム５及びリヤフレーム６を備える。ダウンフレーム４の先端にはヘッドパイプ７が設けられ、ここにステアリング軸８が上部のハンドル９により回動自在に支持され、その下方に一体化されたフロントフォーク１０の下端部に前輪１が操向自在に支持されている。   Hereinafter, an embodiment applied to a scooter type motorcycle will be described with reference to the drawings. FIG. 1 is a skeleton diagram of a side surface of a vehicle body. The vehicle body frame 3 that supports the front wheels 1 and the rear wheels 2 includes a down frame 4, a main frame 5, and a rear frame 6. A head pipe 7 is provided at the tip of the down frame 4. A steering shaft 8 is rotatably supported by an upper handle 9, and the front wheel 1 is operated at a lower end portion of a front fork 10 integrated therebelow. It is supported freely.

メインフレーム５はダウンフレーム４の下端部から左右へ分かれてフロア１１の下方を略水平に後方へ延び、同じく左右一対のリヤフレーム６へ連続している。リヤフレーム６は斜め上がりに後方へ延び、ここにスイング式パワーユニット１２が揺動リンク１３を介して上下方向へ揺動自在に支持されている。スイング式パワーユニット１２の後端部とリヤフレーム６の後部間にはリヤサスペンション１４が設けられている。   The main frame 5 is divided from the lower end portion of the down frame 4 to the left and right, extends rearward substantially horizontally below the floor 11, and continues to a pair of left and right rear frames 6. The rear frame 6 extends rearward obliquely upward, and a swing type power unit 12 is supported by a swing link 13 so as to be swingable in the vertical direction. A rear suspension 14 is provided between the rear end portion of the swing type power unit 12 and the rear portion of the rear frame 6.

スイング式パワーユニット１２はエンジン１５及び伝動部１６を備え、伝動部１６の後端部に支持された後輪２を駆動するようになっている。エンジン１５はメインフレーム５とリヤフレーム６の接続部近傍に位置し、伝動部１６の上方に配置されたエアクリーナ１７及び燃料供給装置１８を介してインテークマニホールド１９よりエンジン１５の吸気口（図示省略）へ吸気し、エンジン１５の排気口（図示省略）から下方へ延出する排気管２０より後輪２の側方に位置するマフラー２１を経て外気へ排気される。燃料供給装置１８は、気化器もしくは電子燃料噴射装置のスロットルボデイである。   The swing type power unit 12 includes an engine 15 and a transmission unit 16, and drives the rear wheel 2 supported at the rear end of the transmission unit 16. The engine 15 is located in the vicinity of the connecting portion between the main frame 5 and the rear frame 6, and the intake port (not shown) of the engine 15 from the intake manifold 19 through the air cleaner 17 and the fuel supply device 18 disposed above the transmission portion 16. To the outside through an exhaust pipe 20 extending downward from an exhaust port (not shown) of the engine 15 through a muffler 21 positioned on the side of the rear wheel 2. The fuel supply device 18 is a carburetor or a throttle body of an electronic fuel injection device.

排気管２０のエンジン１５近傍部及びマフラー２１近傍部には、それぞれ第１及び第２エア導入管２３，２４を介して排気浄化用２次エアが２系統で供給され、排気ガスを浄化する。第１及び第２エア導入管２３，２４は、それぞれ第１及び第２制御バルブ３３，３４を介して２次エアクリーナ２２へ接続されている。２次エアクリーナ２２は、吸気用のエアクリーナ１７とは別にリヤフレーム６の前後方向中間部に支持され、２次エアを供給する。   Exhaust gas purification secondary air is supplied to the exhaust pipe 20 near the engine 15 and the muffler 21 via the first and second air introduction pipes 23 and 24, respectively, to purify the exhaust gas. The first and second air introduction pipes 23 and 24 are connected to the secondary air cleaner 22 via first and second control valves 33 and 34, respectively. The secondary air cleaner 22 is supported on the intermediate portion in the front-rear direction of the rear frame 6 separately from the air cleaner 17 for intake air, and supplies secondary air.

２次エアクリーナ２２は、左右のリヤフレーム６間に支持される収納ボックス２５の後ろ側上部側面と重なる位置に配置されている。収納ボックス２５の下方にはインテークマニホールド１９及びエアクリーナ１７の前部がそれぞれ位置する。２次エアクリーナ２２及び収納ボックス２５の後方かつリヤサスペンション１４と一部が重なる位置に燃料タンク２６が配置され、これら収納ボックス２５，燃料タンク２６の上方にシート２７が配置される。   The secondary air cleaner 22 is disposed at a position overlapping the upper rear side surface of the storage box 25 supported between the left and right rear frames 6. Below the storage box 25, the intake manifold 19 and the front part of the air cleaner 17 are respectively positioned. A fuel tank 26 is disposed at a position behind the secondary air cleaner 22 and the storage box 25 and partially overlapping with the rear suspension 14, and a seat 27 is disposed above the storage box 25 and the fuel tank 26.

シート２７は収納ボックス２５の上向きに開放された開口部を開閉自在とする。シート２７より下方の車体後部はリヤカバー２８で覆われる。リヤカバー２８の下端部は斜め下がりに前方へ傾斜し、エアクリーナ１７及び伝動部１６の各前部を横切り、フロア１１へ接続する。符号２９はフロントカバーである。   The seat 27 allows an opening opened upward from the storage box 25 to be freely opened and closed. The rear part of the vehicle body below the seat 27 is covered with a rear cover 28. The lower end portion of the rear cover 28 is inclined forward in a slanting manner, crosses the front portions of the air cleaner 17 and the transmission portion 16, and is connected to the floor 11. Reference numeral 29 denotes a front cover.

図２は図１におけるスイング式パワーユニット１２の近傍部分を拡大した図である。２次エアクリーナ２２は、略コ字形をなすステー３０を介してリヤフレーム６上へ固定される。この位置はエアクリーナ１７の前部及びエアクリーナ１７と気化器１８を結ぶコネクティングチューブ３１の各上方となる位置である。   FIG. 2 is an enlarged view of the vicinity of the swing type power unit 12 in FIG. The secondary air cleaner 22 is fixed onto the rear frame 6 via a stay 30 having a substantially U-shape. This position is a position above each of the front portion of the air cleaner 17 and the connecting tube 31 connecting the air cleaner 17 and the vaporizer 18.

リヤフレーム６のステー３０と反対側となる位置には下向きに別のステー３２が設けられ、ここに第１及び第２制御バルブ３３，３４が着脱自在に取付けられている。第１制御バルブ３３は、２次エアクリーナ２２及び第１エア導入管２３を接続し、第２制御バルブ３４は、２次エアクリーナ２２及び第２エア導入管２４を接続する。   Another stay 32 is provided at a position opposite to the stay 30 on the rear frame 6, and first and second control valves 33 and 34 are detachably attached thereto. The first control valve 33 connects the secondary air cleaner 22 and the first air introduction pipe 23, and the second control valve 34 connects the secondary air cleaner 22 and the second air introduction pipe 24.

第１及び第２制御バルブ３３，３４と２次エアクリーナ２２がゴムチューブ３５，３６で接続され、２次エアクリーナ２２から排気浄化用２次エアが供給される。第１及び第２制御バルブ３３，３４は、それぞれ図示省略の負圧管を介してインテークマニホールド１９へ接続し、インテークマニホールド１９の吸気負圧により開閉制御され、排気浄化用２次エアを第１及び第２エア導入管２３，２４へ制御して流すようになっている。   The first and second control valves 33, 34 and the secondary air cleaner 22 are connected by rubber tubes 35, 36, and secondary air for exhaust purification is supplied from the secondary air cleaner 22. The first and second control valves 33 and 34 are connected to the intake manifold 19 via negative pressure pipes (not shown), respectively, and are controlled to be opened and closed by the intake negative pressure of the intake manifold 19, and the exhaust purification secondary air is supplied to the first and second control valves 33 and 34. The second air introduction pipes 23 and 24 are controlled to flow.

第１及び第２エア導入管２３，２４はそれぞれ、上側の可撓管部２３ａ、２４ａと、下側の金属管部２３ｂ，２４ｂとに上下方向で分割されている。これらの可撓管部２３ａと金属管部２３ｂ及び、可撓管部２４ａと金属管部２４ｂとは、それぞれエンジン１５の側面周囲を覆うシュラウド３７と重なる位置にてジョイント３８，３９にて接続されている。   The first and second air introduction pipes 23 and 24 are respectively divided in the vertical direction into upper flexible pipe parts 23a and 24a and lower metal pipe parts 23b and 24b. The flexible tube portion 23a and the metal tube portion 23b, and the flexible tube portion 24a and the metal tube portion 24b are connected by joints 38 and 39 at positions overlapping with the shroud 37 covering the periphery of the side surface of the engine 15, respectively. ing.

第１制御バルブ３３から下方へ出た第１エア導入管２３の可撓管部２３ａ及び、第２制御バルブ３４から下方へ出た第２エア導入管２４の可撓管部２４ａは、それぞれ２本揃った状態で前方へ斜め下がりに配管され、揺動リンク１３の側方を通過してから下向きに方へ湾曲してシュラウド３７内へ入り、エンジン１５の側方を上から下へ横切る。第１及び第２エア導入管２３，２４はシュラウド３７の内側にてジョイント３８，３９にて金属管部２３ｂ，２４ｂと接続する。   The flexible tube portion 23a of the first air introduction tube 23 exiting downward from the first control valve 33 and the flexible tube portion 24a of the second air introduction tube 24 exiting downward from the second control valve 34 are respectively 2 The pipes are arranged obliquely downward in the forward direction, pass through the side of the swing link 13, then bend downward and enter the shroud 37, and cross the side of the engine 15 from top to bottom. The first and second air introduction pipes 23, 24 are connected to the metal pipe parts 23 b, 24 b by joints 38, 39 inside the shroud 37.

金属管部２３ｂの下部２３ｃはエンジン１５の下部に沿うように略水平に曲がって前方へ延び、排気管２０のエンジン１５に対する接続端２０ａ近傍の屈曲部に形成されている前側注入部２０ｂへ接続している。屈曲部２０ｂは上向きに屈曲し、下向きに開口するエンジン１５の排気口に接続端２０ａが下から接続されている。   A lower part 23c of the metal pipe part 23b bends substantially horizontally along the lower part of the engine 15 and extends forward, and is connected to a front injection part 20b formed in a bent part near the connection end 20a of the exhaust pipe 20 to the engine 15. is doing. The bent portion 20b is bent upward, and the connection end 20a is connected from below to the exhaust port of the engine 15 that opens downward.

金属管部２４ｂの下部２４ｃは、後方へ曲がって排気管２０に沿うように後方へ延び、排気管２０の中間部よりも後方寄り位置に形成されている後側注入部２０ｃにて排気管２０へ側方から接続している。排気管２０の後端部は、固定バンド４０にてマフラー２１と接続される。排気管２０の後端が接続するマフラー２１の入り口部分内側には公知の排気触媒４１が収容され、排気ガスを浄化している。   The lower part 24c of the metal pipe part 24b is bent rearward and extends rearward along the exhaust pipe 20, and the exhaust pipe 20 is formed at the rear injection part 20c formed at a position closer to the rear than the intermediate part of the exhaust pipe 20. Connecting from the side. The rear end portion of the exhaust pipe 20 is connected to the muffler 21 by a fixed band 40. A known exhaust catalyst 41 is accommodated inside the entrance portion of the muffler 21 to which the rear end of the exhaust pipe 20 is connected to purify the exhaust gas.

伝動部１６のケース側面で、金属管部２４ｂの下部２４ｃと排気管２０との接続部近傍となる部分にはルーバー式の冷却風取り入れ口４２が設けられ、ここから取り入れられた外気がシュラウド３７内を流れてエンジン１５を冷却した後、シュラウド３７の前端下部で排気管２０の接続部近傍位置に設けられた出口（図示省略）から下向きに排出される。   A louver type cooling air intake 42 is provided on the side surface of the case of the transmission portion 16 in the vicinity of the connection portion between the lower portion 24c of the metal pipe portion 24b and the exhaust pipe 20, and the outside air taken in from this is shroud 37. After flowing through the interior and cooling the engine 15, the engine 15 is discharged downward from an outlet (not shown) provided near the connecting portion of the exhaust pipe 20 at the lower part of the front end of the shroud 37.

図３は、スイング式パワーユニット１２の平断面を示す。エンジン１５は空冷４サイクル式であり、頭上カム式の動弁機構４３で吸排気制御される。シリンダヘッド４４及びシリンダブロック４５の周囲をシュラウド３７で覆っている。動弁機構４３及びシリンダヘッド４４に下方側にはシュラウド３７との間に図示状態で略３角形の空間４６が形成され、この中に第１エア導入管２３及び第２エア導入管２４の各下部が収容して配管されている。この図では、ジョイント３８、３９より下方の各金属管部における下部２３ｃ及び２４ｃの配管状態を示している。   FIG. 3 shows a flat cross section of the swing type power unit 12. The engine 15 is an air-cooled four-cycle type, and intake and exhaust are controlled by an overhead cam type valve operating mechanism 43. The periphery of the cylinder head 44 and the cylinder block 45 is covered with a shroud 37. A substantially triangular space 46 is formed between the valve operating mechanism 43 and the cylinder head 44 below the shroud 37 in the illustrated state, and each of the first air introduction pipe 23 and the second air introduction pipe 24 is formed therein. The lower part is accommodated and piped. In this figure, the piping state of the lower parts 23c and 24c in each metal pipe part below the joints 38 and 39 is shown.

さらにこの空間４６内には、冷却ファン４７により冷却風取り入れ口４２から取り込まれた外気が導入され、シュラウド３７の前方へ傾斜する壁面３７ａにガイドされてシリンダヘッド４４，シリンダブロック４５の周囲へ流れるようになっている。同時に、第１エア導入管２３及び第２エア導入管２４の各下部で空間４６内へ配管されている部分の周囲へも流れ、特に金属管部分を効果的に冷却する。   Further, the outside air taken in from the cooling air intake port 42 by the cooling fan 47 is introduced into the space 46, and is guided by a wall surface 37 a inclined forward of the shroud 37 to flow around the cylinder head 44 and the cylinder block 45. It is like that. At the same time, it also flows to the periphery of the portion piped into the space 46 at each lower portion of the first air introduction pipe 23 and the second air introduction pipe 24, and in particular, the metal pipe portion is effectively cooled.

冷却ファン４７はクランクシャフト４８の一端に取付けられ、その内側にはＡＣＧ４９が設けられている。クランクシャフト４８の中間部にはコンロッド５０を介してピストン５１が連結される。クランクシャフト４８の他端にはベルト式変速機５２の駆動プーリー５３が設けられている。   The cooling fan 47 is attached to one end of the crankshaft 48, and an ACG 49 is provided inside thereof. A piston 51 is connected to an intermediate portion of the crankshaft 48 via a connecting rod 50. At the other end of the crankshaft 48, a drive pulley 53 of a belt-type transmission 52 is provided.

ベルト式変速機５２は伝動部１６内に配置され、駆動プーリー５３とＶベルト５４を介して接続された従動プーリー５５がファイナルリダクション５６に接続し、伝動部１６の後端へ軸支された駆動車軸５７により後輪２を駆動する。
後輪２は伝動部１６の後部とマフラー２１の間に位置する。 The belt-type transmission 52 is disposed in the transmission unit 16, and a driven pulley 55 connected to the drive pulley 53 via the V-belt 54 is connected to the final reduction 56, and the drive is pivotally supported on the rear end of the transmission unit 16. The rear wheel 2 is driven by the axle 57.
The rear wheel 2 is located between the rear part of the transmission part 16 and the muffler 21.

図４は排気浄化用２次エアの制御系統図である。メインとなる吸気エアは、エアクリーナ１７，コネクティングチューブ３１，燃料供給装置１８及びインテークマニホールド１９を介してシリンダヘッド４４の吸気口へ供給される。
排気はシリンダヘッド４４の排気口から排気管２０及びマフラー２１を通して外気へ排出される。 FIG. 4 is a control system diagram of the secondary air for exhaust purification. The main intake air is supplied to the intake port of the cylinder head 44 via the air cleaner 17, the connecting tube 31, the fuel supply device 18 and the intake manifold 19.
The exhaust is discharged from the exhaust port of the cylinder head 44 to the outside air through the exhaust pipe 20 and the muffler 21.

排気浄化用２次エアは、２系統で供給され、その一つは２次エアクリーナ２２からゴムチューブ３５、第１制御バルブ３３を経て第１エア導入管２３から排気管２０の排気口近傍に位置する前側注入部２０ｂへ供給される。他の一つはゴムチューブ３６，第２制御バルブ３４を経て第２エア導入管２４から排気管２０の後側注入部２０ｃへ供給される。   The secondary air for exhaust purification is supplied in two systems, one of which is located in the vicinity of the exhaust port of the exhaust pipe 20 from the first air introduction pipe 23 through the rubber tube 35 and the first control valve 33 from the secondary air cleaner 22. Is supplied to the front injection part 20b. The other is supplied from the second air introduction pipe 24 to the rear injection part 20c of the exhaust pipe 20 through the rubber tube 36 and the second control valve 34.

第１制御バルブ３３及び第２制御バルブ３４は、インテークマニホールド１９の吸気負圧によって、２次エアクリーナ２２からの排気浄化用２次エアの吸入を制御し、さらにこの排気浄化用２次エアを後述するリードバルブと排気管２０内の排気脈動により排気管２０内へ適時に送り込んで排気を浄化する。   The first control valve 33 and the second control valve 34 control the intake of the secondary air for exhaust purification from the secondary air cleaner 22 by the intake negative pressure of the intake manifold 19, and further this secondary air for exhaust purification is described later. The exhaust gas is purified in time by being fed into the exhaust pipe 20 by the reed valve and the exhaust pulsation in the exhaust pipe 20.

図５は第１制御バルブ３３の断面構造を示す。なお、第２制御バルブ３４も同一構造である。第１制御バルブ３３のハウジング６０は、吸入バルブ６１で開閉される吸入口６２と、リードバルブ６３で開閉される吐出口６４を備える。吸入口６２と吐出口６４は互いに連通している。符号６３ａはリードバルブ６３のストッパである。   FIG. 5 shows a cross-sectional structure of the first control valve 33. The second control valve 34 has the same structure. The housing 60 of the first control valve 33 includes a suction port 62 that is opened and closed by a suction valve 61 and a discharge port 64 that is opened and closed by a reed valve 63. The suction port 62 and the discharge port 64 are in communication with each other. Reference numeral 63 a is a stopper of the reed valve 63.

吸入バルブ６１はハウジング６０を横断するシャフト６５の一端に取付けられ、バネ６６により開放側へリフトされている。シャフト６５の他端は負圧バルブ６７に接続する。負圧バルブ６７はダイアフラム６８を介して負圧室６９内に収容される。負圧室６９はハウジング６０の吸入口６２が設けられている側と反対側の側面部に取付けられた負圧室カバー６９ａの内側に形成され、ジョイントパイプ７０からインテークマニホールド１９へ接続される。インテークマニホールド１９の吸気負圧が負圧室６９内へ及ぶと、負圧バルブ６７をバネ６６に抗して図の右方へ移動させる力を発生するようになっている。   The suction valve 61 is attached to one end of a shaft 65 that traverses the housing 60 and is lifted to the open side by a spring 66. The other end of the shaft 65 is connected to a negative pressure valve 67. The negative pressure valve 67 is accommodated in the negative pressure chamber 69 via the diaphragm 68. The negative pressure chamber 69 is formed inside a negative pressure chamber cover 69 a attached to the side surface of the housing 60 opposite to the side where the suction port 62 is provided, and is connected to the intake manifold 19 from the joint pipe 70. When the intake negative pressure of the intake manifold 19 reaches the negative pressure chamber 69, a force for moving the negative pressure valve 67 to the right in the drawing against the spring 66 is generated.

吸入口６２は、ハウジング６０から突出するジョイントパイプ７１がゴムチューブ３５（図２）を介して２次エアクリーナ２２と接続する。吸入バルブ６１にはリップ７１が設けられ、これが吸入口６２の周囲に形成されたシート部７３へ着座すると吸入口６２を閉じる。吸入口６２と吐出口６４の間は連通路７４で結ばれる。負圧バルブ６７を構成するリップ７５を含めてダイアフラム６８で覆われた空間７６と連通路７４は調圧孔７７で連通されている。７８はリップ７５が着座するシート部である。   In the suction port 62, a joint pipe 71 protruding from the housing 60 is connected to the secondary air cleaner 22 via the rubber tube 35 (FIG. 2). The suction valve 61 is provided with a lip 71, which closes the suction port 62 when seated on a seat portion 73 formed around the suction port 62. The suction port 62 and the discharge port 64 are connected by a communication path 74. The space 76 covered with the diaphragm 68 including the lip 75 constituting the negative pressure valve 67 and the communication passage 74 are communicated with each other through a pressure adjusting hole 77. Reference numeral 78 denotes a seat portion on which the lip 75 is seated.

負圧バルブ６７の負圧室６９内に及ぼされる吸気負圧が所定の大きさになり、バネ６６の弾力に打ち勝って、シャフト６５を図の右方へ移動させると、負圧バルブ６７のリップ７５がシート部７８から離座し、吸入バルブ６１のリップ７１がシート部７２へ着座して吸入口６２を閉じ、２次エアクリーナ２２からの排気浄化用２次エアの吸入を遮断する。   When the intake negative pressure exerted in the negative pressure chamber 69 of the negative pressure valve 67 becomes a predetermined magnitude and overcomes the elasticity of the spring 66 to move the shaft 65 to the right in the figure, the lip of the negative pressure valve 67 75 is separated from the seat portion 78, the lip 71 of the suction valve 61 is seated on the seat portion 72, closes the suction port 62, and shuts off the intake of the secondary air for exhaust purification from the secondary air cleaner 22.

バネ６６は吸入バルブ６１を常時開弁方向へ移動付勢するので、吸入バルブ６１は常開式であり、負圧室６９が所定の吸気負圧レベルになったときのみ閉じ、それ以外のときは２次エアクリーナ２２より排気浄化用２次エアを吸入するようになっている。   Since the spring 66 normally urges the intake valve 61 to move in the valve-opening direction, the intake valve 61 is normally open, and is closed only when the negative pressure chamber 69 reaches a predetermined intake negative pressure level. The secondary air cleaner 22 sucks secondary air for purifying exhaust gas.

図６は図５の６−６線断面を示す。吐出口６４はハウジング６０の下部に設けられて第１エア導入管２３の可撓管部２３ａと接続するジョイントパイプ７９の基部側に拡大形成されたバルブ室８０内に設けられる。このバルブ室８０内にはリードバルブ６３の一端がストッパ６３ａと一緒にネジ８１にて吐出口６４近傍のハウジング６０へ取付けられている。   6 shows a cross section taken along line 6-6 of FIG. The discharge port 64 is provided in a valve chamber 80 which is provided on the lower side of the housing 60 and is enlarged on the base side of the joint pipe 79 connected to the flexible tube portion 23 a of the first air introduction tube 23. In the valve chamber 80, one end of the reed valve 63 is attached to the housing 60 near the discharge port 64 with a screw 81 together with the stopper 63a.

リードバルブ６３は、第１エア導入管２３を介して連通する排気管２０内の排気脈動に応じて開閉し、注入部２０ｂにおける排気圧の正圧時に閉じて排気浄化用２次エアの排気管２０に対する供給を停止し、負圧時に開いて排気管２０内へ排気浄化用２次エアを供給するようになっている。   The reed valve 63 opens and closes according to the exhaust pulsation in the exhaust pipe 20 communicating through the first air introduction pipe 23, and closes when the exhaust pressure in the injection section 20b is positive, and the exhaust pipe of the secondary air for exhaust purification. The supply to the exhaust gas 20 is stopped and opened at the time of negative pressure to supply the exhaust purification secondary air into the exhaust pipe 20.

次に、本実施例の作用を説明する。エンジン１５の始動時において、比較的排気温が低い場合には第１及び第２エア導入管２３，２４の各下部側がシュラウド３７の内側に配管されているので、エンジン１５の熱により、これらの第１及び第２エア導入管２３，２４内における排気浄化用２次エアが速やかに加熱されて排気管２０内へ供給され、排気温を上昇させる。   Next, the operation of this embodiment will be described. When the engine 15 is started, when the exhaust temperature is relatively low, the lower sides of the first and second air introduction pipes 23 and 24 are piped inside the shroud 37. The secondary air for exhaust purification in the first and second air introduction pipes 23 and 24 is quickly heated and supplied into the exhaust pipe 20 to raise the exhaust temperature.

このため、マフラー２１内に設けられている排気触媒４１は、排気温の上昇が速くなるだけ速やかに活性化し、排気触媒４１を活性化し、浄化効率を向上する。このとき、排気管２０に接続する部分は金属管部２３ｂ，２４ｂになっているため伝熱効率が良く、排気浄化用２次エアの加熱を効率化できる。   For this reason, the exhaust catalyst 41 provided in the muffler 21 is activated as quickly as the exhaust temperature rises faster, activates the exhaust catalyst 41, and improves the purification efficiency. At this time, since the portions connected to the exhaust pipe 20 are the metal pipe portions 23b and 24b, heat transfer efficiency is good, and heating of the secondary air for exhaust purification can be made efficient.

なお、排気管２０の前端部において前側注入口２０ｂから排気浄化用２次エアを注入するとともに、より排気触媒４１に近い位置の後側注入部２０ｃからも排気浄化用２次エアを注入することにより、排気触媒４１に接触する排気ガスの排気温を一層効果的に上昇させることができる。   Note that the exhaust purification secondary air is injected from the front injection port 20b at the front end portion of the exhaust pipe 20, and the exhaust purification secondary air is also injected from the rear injection portion 20c closer to the exhaust catalyst 41. Thus, the exhaust temperature of the exhaust gas that contacts the exhaust catalyst 41 can be increased more effectively.

また、運転開始後、ある程度の時間が経過し、排気温が十分に上がると、エンジン１５はシュラウド３７内に送り込まれる冷却風により強制冷却される。このとき、金属管部２３ｂ，２４ｂも同時に強制冷却され、しかも金属のため伝熱効率が良いので速やかに冷却される。その結果、第１及び第２エア導入管２３，２４を通して第１及び第２制御バルブ３３，３４が高温化することを防止でき、排気制御を高精度に維持できるようにする。   Further, when a certain amount of time has elapsed after the start of operation and the exhaust temperature has risen sufficiently, the engine 15 is forcibly cooled by the cooling air sent into the shroud 37. At this time, the metal pipe portions 23b and 24b are also forcedly cooled at the same time, and because the heat transfer efficiency is good because of the metal, the metal tube portions 23b and 24b are quickly cooled. As a result, the first and second control valves 33 and 34 can be prevented from being heated through the first and second air introduction pipes 23 and 24, and the exhaust control can be maintained with high accuracy.

そのうえ、第１及び第２エア導入管２３，２４には、第１及び第２制御バルブ３３，３４側に可撓管部２３ａ、２４ａが設けられ、この部分は金属管部２３ｂ，２４ｂよりも伝熱効率が劣り、断熱性が高くなるので、第１及び第２制御バルブ３３，３４側への伝熱をより一層効果的に阻止できる。そのうえ、可撓管部２３ａ、２４ａの存在により、スイング式パワーユニット１２の揺動に伴う第１及び第２エア導入管２３，２４の変形を良好に吸収できる。   In addition, the first and second air introduction pipes 23, 24 are provided with flexible pipe parts 23a, 24a on the first and second control valves 33, 34 side, and this part is more than the metal pipe parts 23b, 24b. Since the heat transfer efficiency is inferior and the heat insulating property is increased, heat transfer to the first and second control valves 33 and 34 can be more effectively prevented. In addition, due to the presence of the flexible tube portions 23a and 24a, the deformation of the first and second air introduction tubes 23 and 24 accompanying the swing of the swing type power unit 12 can be absorbed well.

さらに、第１及び第２エア導入管２３，２４からなる複数の２次エア導入管の各外側をシュラウド３７で覆うことになるので、導入される２次エアに対する冷却等の効果を均一化でき、しかも外観を向上させることができる。   Further, since the outer sides of the plurality of secondary air introduction pipes composed of the first and second air introduction pipes 23 and 24 are covered with the shroud 37, effects such as cooling on the introduced secondary air can be made uniform. Moreover, the appearance can be improved.

なお、本願発明は上記実施例に限定されず種々に変形や応用が可能であり、例えば、２次エアクリーナ２２は必ずしも独立したものでなくともよく、エアクリーナ１７と一体化してもよい。また、第１及び第２エア導入管２３，２４のいずれか一方側だけを用いた一系統のものでもよい。さらに、スクータ形式以外の自動２輪車にも適用できる。
The present invention is not limited to the above-described embodiments, and various modifications and applications are possible. For example, the secondary air cleaner 22 does not necessarily have to be independent, and may be integrated with the air cleaner 17. Further, a single system using only one of the first and second air introduction pipes 23 and 24 may be used. Furthermore, the present invention can be applied to a motorcycle other than the scooter type.

本願発明の適用された自動２輪車の側面スケルトン図Side skeleton diagram of a motorcycle to which the present invention is applied そのパワーユニット近傍部の拡大図Enlarged view of the vicinity of the power unit パワーユニットの平断面Flat section of power unit 排気浄化用２次エアの制御系統図Control system diagram of secondary air for exhaust purification 第１制御バルブの断面図Cross section of the first control valve 図５の６−６線断面図6-6 sectional view of FIG.

符号の説明Explanation of symbols

１２：スイング式パワーユニット、１５：エンジン、２０：排気管、２１：マフラー、２２：２次エアクリーナ、２３：第１エア導入管、２４：第２エア導入管、２３ａ：可撓管部、２４ａ：可撓管部、２３ｂ：金属管部、２４ｂ：金属管部、３７：シュラウド、４１：排気触媒 12: Swing type power unit, 15: Engine, 20: Exhaust pipe, 21: Muffler, 22: Secondary air cleaner, 23: First air introduction pipe, 24: Second air introduction pipe, 23a: Flexible pipe section, 24a: Flexible tube portion, 23b: metal tube portion, 24b: metal tube portion, 37: shroud, 41: exhaust catalyst

Claims (3)

強制空冷式エンジンを備え、このエンジンの排気管に排気浄化用の２次エアを、２次エアクリーナから制御バルブ及びエア導入管を介して供給するようにした自動２輪車において、
前記強制空冷式エンジンは、エンジンの一部周囲をシュラウドで覆い、その内側へ冷却風を送るように構成するとともに、
前記２次エア導入管の一部をこのシュラウドの内側へ通したことを特徴とする自動２輪車の排気２次エア導入構造。 In a motorcycle equipped with a forced air-cooled engine and supplying secondary air for exhaust purification to the exhaust pipe of the engine from a secondary air cleaner through a control valve and an air introduction pipe,
The forced air-cooled engine is configured to cover a part of the engine with a shroud and send cooling air to the inside thereof,
An exhaust secondary air introduction structure for a motorcycle, wherein a part of the secondary air introduction pipe is passed inside the shroud. 前記２次エア導入管は、可撓管部と金属管を備え、この金属管部を前記シュラウドの内側へ通したことを特徴とする請求項１に記載した自動２輪車の排気２次エア導入構造。 2. The exhaust secondary air of a motorcycle according to claim 1, wherein the secondary air introduction pipe includes a flexible pipe part and a metal pipe, and the metal pipe part is passed inside the shroud. Introduction structure. 前記２次エア導入管を複数設け、これら複数の２次エア導入管を前記シュラウドの内側へそれぞれ通したことを特徴とする請求項１に記載した自動２輪車の排気２次エア導入構造。
2. The exhaust secondary air introduction structure for a motorcycle according to claim 1, wherein a plurality of the secondary air introduction pipes are provided and the plurality of secondary air introduction pipes are respectively passed inside the shroud.
JP2005044332A 2005-02-21 2005-02-21 Exhaust secondary air introduction structure for motorcycles Expired - Fee Related JP4545013B2 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1933010A1 (en) * 2006-12-06 2008-06-18 Yamaha Hatsudoki Kabushiki Kaisha Motorcycle
WO2020202219A1 (en) 2019-04-04 2020-10-08 Tvs Motor Company Limited A discharge system and multi wheeled vehicle thereof

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Publication number Priority date Publication date Assignee Title
JPS5412034A (en) * 1977-06-30 1979-01-29 Suzuki Motor Co Ltd Secondary sir supply equipment for exhaust gas purifying of internal combustion engine
JP2001159312A (en) * 2000-12-11 2001-06-12 Suzuki Motor Corp Secondary air feeding device for forced-air-cooled engine
JP3302047B2 (en) * 1992-06-19 2002-07-15 ヤマハ発動機株式会社 Exhaust gas purification device for motorcycle
JP2004124949A (en) * 2004-01-07 2004-04-22 Suzuki Motor Corp Secondary air supply device for exhaust of scooter type motorcycle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5412034A (en) * 1977-06-30 1979-01-29 Suzuki Motor Co Ltd Secondary sir supply equipment for exhaust gas purifying of internal combustion engine
JP3302047B2 (en) * 1992-06-19 2002-07-15 ヤマハ発動機株式会社 Exhaust gas purification device for motorcycle
JP2001159312A (en) * 2000-12-11 2001-06-12 Suzuki Motor Corp Secondary air feeding device for forced-air-cooled engine
JP2004124949A (en) * 2004-01-07 2004-04-22 Suzuki Motor Corp Secondary air supply device for exhaust of scooter type motorcycle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1933010A1 (en) * 2006-12-06 2008-06-18 Yamaha Hatsudoki Kabushiki Kaisha Motorcycle
US8439142B2 (en) 2006-12-06 2013-05-14 Yamaha Hatsudoki Kabushiki Kaisha Straddle type vehicle
WO2020202219A1 (en) 2019-04-04 2020-10-08 Tvs Motor Company Limited A discharge system and multi wheeled vehicle thereof
CN113631802A (en) * 2019-04-04 2021-11-09 Tvs电机股份有限公司 Exhaust system and multi-wheel vehicle thereof
EP3947929A4 (en) * 2019-04-04 2023-01-18 TVS Motor Company Limited A discharge system and multi wheeled vehicle thereof
CN113631802B (en) * 2019-04-04 2024-04-26 Tvs电机股份有限公司 Emission system and multi-wheel vehicle thereof

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