JP5147808B2 - Clutch actuator structure in power unit for vehicle - Google Patents

Description

  The present invention relates to a hydraulic clutch interposed in the middle of a power transmission system between a crankshaft and drive wheels so as to switch power transmission / disconnection according to a change in hydraulic pressure in the hydraulic chamber, and a hydraulic pressure in the hydraulic chamber. TECHNICAL FIELD The present invention relates to a vehicle power unit that includes a hydraulic control valve to be controlled and a clutch actuator that is configured to be connected to the hydraulic control valve so as to drive the hydraulic control valve and is attached to an engine body. About.

  A vehicle in which a clutch actuator comprising a hydraulic control valve for controlling the hydraulic pressure in a hydraulic chamber of a hydraulic clutch and an actuator connected to the hydraulic control valve to drive the hydraulic control valve is attached to the engine body The power unit for use is already known as disclosed in Patent Document 1 and Patent Document 2.

JP 2008-057620 A JP 2008-138541 A

  However, in those disclosed in Patent Document 1 and Patent Document 2, the operation sound of the hydraulic control valve in the clutch actuator is transmitted to the outside.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a clutch actuator structure in a vehicle power unit capable of suppressing transmission of an operation sound of a hydraulic control valve to the outside.

  In order to achieve the above object, the present invention provides a hydraulic clutch interposed in the middle of a power transmission system between a crankshaft and a drive wheel so as to switch between power transmission and disconnection according to a change in hydraulic pressure in a hydraulic chamber. And a vehicle power unit comprising a clutch actuator that is attached to the engine main body and includes a hydraulic control valve that controls the hydraulic pressure of the hydraulic chamber and an actuator that is coupled to the hydraulic control valve so as to drive the hydraulic control valve. A lid member for supporting the hydraulic control valve among the clutch actuator is attached to the engine body, and a lid member that forms an oil reservoir covering at least a part of the hydraulic control valve between the valve holder and the valve holder. The first feature is that the valve holder is attached to the engine body in close contact with the valve holder.

  In addition to the structure of the first feature, the present invention has a second feature that an oil passage to which oil from an oil pump is to be supplied is connected to the oil pump via the oil reservoir. .

  In addition to the configuration of the second feature, the third feature of the present invention is that the oil reservoir communicates with a damper chamber provided in the hydraulic control valve.

  In the present invention, in addition to the configuration of the first feature, a plurality of the clutch actuators are arranged side by side, and an upper end and a lowermost portion of the uppermost hydraulic control valve among the hydraulic control valves respectively provided in the clutch actuators A fourth feature is that the oil reservoir is formed between the lower ends of the hydraulic control valve.

  According to the present invention, in addition to any of the first to fourth features, the engine body includes a crankcase that rotatably supports the crankshaft, and the crankcase that covers the crankcase from the side. The engine cover is attached to the engine cover, and the clutch actuator is attached to the engine cover so that its longitudinal direction is along the engine cover.

  According to the present invention, in addition to any of the configurations of the first to fourth features, the clutch actuator is attached to an inner surface of the engine main body, and oil overflowing from the oil reservoir is placed on the upper part of the valve holder. A sixth feature is that a discharge port for discharging is provided.

  In addition to any of the configurations of the first to sixth features, the present invention is a solenoid in which the actuator has a coupler protruding sideways, and the lid member formed so as to cover the solenoid includes: A seventh feature is that an opening for projecting the coupler is provided.

  The eighth feature of the present invention is that, in addition to the configuration of the first feature, the lid member and the valve holder are fastened to the engine body by tightening together with a bolt.

  The ninth feature of the present invention is that, in addition to the configuration of the first feature, an oil pump is connected to the oil reservoir via a throttle means.

  The tenth feature of the present invention is that, in addition to the ninth feature, the throttling means comprises first and second orifices connected in series.

  The first oil pump 75 of the embodiment corresponds to the oil pump of the present invention, the solenoid 95 of the embodiment corresponds to the actuator of the present invention, and the lubricating oil path 102 of the embodiment corresponds to the oil path of the present invention. Correspondingly, the first oil reservoir 131 corresponds to the oil reservoir of the present invention.

  According to the first feature of the present invention, since the oil reservoir is formed between the valve holder and the lid member so as to cover at least a part of the hydraulic control valve, the amount of oil always stored in the oil reservoir is reduced. While reducing, it can suppress that the operation sound of a hydraulic control valve is transmitted outside.

  According to the second feature of the present invention, oil is supplied from the oil reservoir to the oil passage to which oil from the oil pump is to be supplied, and the oil passage is simplified while simplifying the oil passage configuration. Oil can be supplied and the oil reservoir can be prevented from running out of oil.

  According to the third aspect of the present invention, oil can be prevented from running out in the damper chamber by always supplying oil from the oil reservoir to the damper chamber provided in the hydraulic control valve.

  According to the fourth aspect of the present invention, the oil reservoir is formed between the upper end of the uppermost hydraulic control valve and the lower end of the lowermost hydraulic control valve among the hydraulic control valves respectively provided in the plurality of clutch actuators arranged vertically. Therefore, the oil sump can be formed with a minimum capacity corresponding to the plurality of clutch actuators without protruding above and below the plurality of clutch actuators.

  According to the fifth aspect of the present invention, the clutch actuator is attached to the engine cover so that the longitudinal direction thereof is along the engine cover, so that the clutch actuator is compared with the case where the longitudinal direction of the clutch actuator is orthogonal to the engine cover. An increase in the size of the entire engine due to the attachment of the actuator can be avoided.

  According to the sixth aspect of the present invention, the exhaust port for discharging the oil overflowing from the oil reservoir into the engine body is provided in the upper part of the valve holder. The amount of stored oil can be kept appropriate.

  According to the seventh feature of the present invention, the actuator is a solenoid, and the lid member formed so as to cover the solenoid is provided with an opening for projecting the coupler of the solenoid. Compared to the arrangement, the lid member can be arranged closer to the clutch actuator.

  According to the eighth feature of the present invention, since the lid member and the valve holder are fastened together with the engine body, the number of parts for attaching the lid member and the valve holder to the engine body can be reduced.

  According to the ninth feature of the present invention, the oil discharged from the oil pump is depressurized by the throttle means and supplied to the oil reservoir, so that it is not necessary to interpose a seal member between the valve holder and the lid member. Become.

  Furthermore, according to the tenth feature of the present invention, the first and second orifices are connected in series to constitute the throttle means, so that the oil supplied to the oil reservoir can be further reduced in pressure.

It is a side view of the power unit for vehicles of Example 1. FIG. 2 is a sectional view taken along line 2-2 of FIG. FIG. 3 is a sectional view taken along line 3-3 in FIG. 1. FIG. 4 is a sectional view taken along line 4-4 of FIG. FIG. 5 is a sectional view taken along line 5-5 in FIG. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. 4. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 4. FIG. 9 is a view taken in the direction of arrow 9 in FIG. 4. 6 is a front view of a lid member according to Embodiment 2. FIG. It is the 11-11 line sectional view of FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  A first embodiment of the present invention will be described with reference to FIGS. 1 to 9. First, in FIG. 1, a power unit P mounted on a vehicle includes an engine E and a speed change mechanism interposed between the engine E and driving wheels. The engine main body 11 of the engine E includes a crankcase 12 that rotatably supports the crankshaft 17 and a front upper portion of the crankcase 12 that is inclined forwardly upward. A cylinder block 13 coupled to the cylinder block 13, a cylinder head 14 coupled to the upper portion of the cylinder block 13, and a head cover 15 coupled to the upper portion of the cylinder head 14. An oil pan 16 is disposed below the crankcase 12. Combined.

  Referring also to FIG. 2, an engine cover 18 that forms part of the engine body 11 and covers a part of the crankcase 12 is coupled to the right side surface of the crankcase 12. 18, one end portion of the first main shaft 20 is rotatably supported, and the first main shaft 20 includes a second main shaft 21 that coaxially surrounds the first main shaft 20 via a plurality of needle bearings 22. It is supported so that it can rotate freely.

  The transmission includes a plurality of shift stages that can be selectively established between the first and second main shafts 20 and 21 and a countershaft (not shown) having an axis parallel to the main shafts 20 and 21. The gear train (not shown) is provided.

  A plurality of needle bearings 25 are interposed between the first main shaft 20 and a transmission cylinder shaft 24 that coaxially surrounds the first main shaft 20, and are attached to the first main shaft 20 so as to be relatively rotatable. Rotational power from the crankshaft 17 is input to the transmission cylinder shaft 24 via the primary speed reducer 26, the damper spring 28, and the transmission member 29, and the transmission member 29 cannot rotate relative to the transmission cylinder shaft 24. A driven gear 27 that is supported and forms a part of the primary reduction gear 26 is connected to the transmission member 29 via the damper spring 28.

  In the middle of the power transmission system between the crankshaft 17 and the drive wheels, first and second hydraulic clutches 30 and 31 are interposed, and the first hydraulic clutch 30 includes the transmission cylinder shaft 24 and The second hydraulic clutch 31 provided between the first main shafts 20 includes the transmission cylinder shaft 24 and the second main shaft so that the driven gear 27 and the transmission member 29 are sandwiched between the first hydraulic clutch 30 and the second hydraulic clutch 31. 21 is provided.

  The first hydraulic clutch 30 includes an inner cylinder portion 32a that surrounds the transmission cylinder shaft 24 and an outer cylinder portion 32b that coaxially surrounds the inner cylinder portion 32a, and has the transmission member 29 and the driven gear 27 side. A first clutch outer 32 formed in a closed bottomed double cylindrical shape and fixed to the transmission cylinder shaft 24, and coaxially inserted into the inner cylinder portion 32a and the outer cylinder portion 32b of the first clutch outer 32. A first clutch inner 33 fixed to the first main shaft 20 and having a first cylindrical portion 33a, and a plurality of first engaged with the outer cylinder portion 32b of the first clutch outer 32 in a relatively non-rotatable manner. Friction plates 34, and a plurality of second friction plates 35, which are engaged with the first cylindrical portion 33a of the first clutch inner 33 in a relatively non-rotatable manner and alternately arranged with the first friction plates 34, The first ones that are placed on top of each other And the second friction plates 34, 35,... Facing the friction plate (the second friction plate 35 in this embodiment) disposed at the opening end side of the first clutch outer 32. The inner cylinder of the first clutch outer 32 is sandwiched between the pressure receiving plate 36 and the first and second friction plates 34... A ring-shaped first piston 37 that is liquid-tight and slidably fitted to the portion 32a and the outer cylinder portion 32b, and a retainer 39 and a first piston 37 that are engaged to the inner cylinder portion 32a of the first clutch outer 32. A first clutch spring 38 is provided between the first clutch inner 33 and the engine cover 18, and a ball bearing 40 with a seal is interposed between the first clutch inner 33 and the engine cover 18.

  A first hydraulic chamber 41 is formed between the closed end of the first clutch outer 32 and the first piston 37, and the first clutch spring 38 is disposed on the side where the volume of the first hydraulic chamber 41 is reduced. A spring force for energizing one piston 37 is exhibited. Thus, when hydraulic pressure is applied to the first hydraulic chamber 41, the first piston 37 resists the spring force of the first clutch spring 38, and the first and second friction plates 34, 35,. The first and second friction plates 34... 35 are frictionally engaged with each other, that is, between the first clutch outer 32 and the first clutch inner 33, that is, the transmission cylinder shaft 24 and the first Power is transmitted between the main shafts 20.

  The second hydraulic clutch 31 includes an inner cylinder part 42a surrounding the transmission cylinder shaft 24 and an outer cylinder part 42b coaxially surrounding the inner cylinder part 42a, and the transmission member 29 and the driven gear 27 side are arranged. The second clutch outer 42 is formed in a closed bottomed double cylindrical shape and fixed to the transmission cylinder shaft 24, and is inserted coaxially into the inner cylinder part 42a and the outer cylinder part 42b of the second clutch outer 42. A second clutch inner 43 having a second cylindrical portion 43 a and fixed to the second main shaft 21, and a plurality of third frictions engaged with the outer cylinder portion 42 b of the second clutch outer 42 in a relatively non-rotatable manner. A plurality of fourth friction plates 45 which are engaged with the second cylindrical portion 43a of the second clutch inner 43 in a relatively non-rotatable manner and are alternately arranged with the third friction plates 44, respectively. A third and arranged to overlap Out of the second clutch outer 42 facing the friction plate (the fourth friction plate 45 in this embodiment) arranged at the end of the opening end side of the second clutch outer 42 among the four friction plates 44. An inner cylinder part 42a of the second clutch outer 42 is sandwiched between the pressure receiving plate 46 engaged with the cylinder part 42b so as not to rotate relative to the cylinder part 42b, and the third and fourth friction plates 44. And a ring-shaped second piston 47 that is fluid-tightly and slidably fitted to the outer cylinder part 42 b, and a retainer 49 and a second piston 47 that are engaged with the inner cylinder part 42 a of the second clutch outer 42. A second clutch spring 48 which is contracted.

  A second hydraulic chamber 51 is formed between the closed end of the second clutch outer 42 and the second piston 47, and the second clutch spring 48 is disposed on the side where the volume of the second hydraulic chamber 51 is reduced. The spring force that urges the two pistons 47 is exerted. Thus, when hydraulic pressure is applied to the second hydraulic chamber 51, the second piston 47 resists the spring force of the second clutch spring 48, and the third and fourth friction plates 44, 45,. The third and fourth friction plates 44, 45, ... are frictionally engaged with each other so that the second clutch outer 42 and the second clutch inner 43 are connected, that is, the transmission cylinder shaft 24 and the second cylinder shaft 24. Power is transmitted between the main shafts 21.

  The first main shaft 20 is coaxially provided with a center hole 52 that opens one end and closes the inner end at a portion corresponding to the second hydraulic clutch 31. The engine cover 18 is fastened with a first cap 54 that forms a first hydraulic pressure supply chamber 53 between the engine cover 18 and the engine cover 18 and between the engine cover 18 and the first cap 54. The second cap 56 that forms the hydraulic pressure supply chamber 55 is fastened. A recess 57 into which one end of the first main shaft 20 is inserted is provided on the inner surface side of the engine cover 18, and the first clutch inner 33 of the first hydraulic clutch 30 and the recess in the engine cover 18. Since the ball bearing 40 with a seal is interposed between the open end of the engine 57, the oil chamber 58 is formed by the engine cover 18, one end of the first main shaft 20, the first clutch inner 33, and the ball bearing 30. It is formed.

  One end of a first pipe 59 with one end communicating with the first hydraulic pressure supply chamber 53 is inserted into and supported by the engine cover 18, and the other end of the first pipe 59 corresponds to the first hydraulic clutch 30. Until the center hole 52 is inserted. The first cap 54 is inserted and supported at one end of the second pipe 60 with one end communicating with the second hydraulic pressure supply chamber 55, and the other end of the second pipe 60 is connected to the transmission member 29 and the driven gear 27. Is inserted into the center hole 52 up to the portion corresponding to. Thus, an annular first seal member 61 fixed to the outer periphery of the other end of the first pipe 59 is elastically held on the inner periphery of the center hole 52 and is fixed to the outer periphery of the other end of the second pipe 60. Two seal members 62 are elastically held on the inner periphery of the center hole 52, and a first hydraulic pressure supply chamber is provided between the outer periphery of the second pipe 60 and the inner periphery of the center hole 52 and the inner periphery of the first pipe 59. An annular first oil passage 63 that communicates with 53 is formed, and a second oil passage 64 that communicates with the second hydraulic pressure supply chamber 55 is formed by the inner periphery of the second pipe 60 and the inner periphery of the center hole 52. An annular third oil passage 65 communicating with the oil chamber 58 is formed between the outer periphery of the center hole 52 and the inner periphery of the center hole 52.

  Thus, the first main shaft 20, the transmission cylinder shaft 24, and the inner cylinder portion 32 a of the first clutch outer 32 are provided with a first communication passage 66 that allows the first oil passage 63 to communicate with the first hydraulic chamber 41. The first main shaft 20, the transmission cylinder shaft 24, and the inner cylinder portion 42 a of the second clutch outer 42 are provided with a second communication passage 67 that allows the second oil passage 64 to communicate with the second hydraulic chamber 51. Lubricating oil from the third oil passage 65 is guided to the shaft 20 to the needle bearing 25 side interposed between the first main shaft 20 and the transmission cylinder shaft 24 at a portion corresponding to the first hydraulic clutch 30. A third communication path 68 is provided. Further, the first main shaft 20 has a lubricating oil passage 69 in which an inner end blocking portion is disposed at a position spaced from the inner end portion of the center hole 52, and opens to the other end side of the first main shaft 20. In this manner, a portion corresponding to the second hydraulic clutch 31 is provided on the same axis, and is provided for lubrication from the lubricating oil passage 69 to the needle bearing 25 side interposed between the first main shaft 20 and the transmission cylinder shaft 24. A fourth communication passage 70 for guiding the oil is provided in the first main shaft 20.

  Referring also to FIG. 3, a pump shaft 77 having a common first and second oil pumps 75, 76 for sucking hydraulic oil in the oil pan 16 through an oil strainer 74 disposed in the oil pan 16. And is arranged at the lower portion of the crankcase 12, and rotational power is transmitted from the crankshaft 17 to the pump shaft 77.

  The oil discharged from the first oil pump 75 is used to control the operation of the first and second hydraulic clutches 30 and 31, and the oil discharged from the second oil pump 76 is used to lubricate each part of the engine body 11. Used for.

  Referring also to FIG. 4, an oil filter 78 is disposed below the engine cover 18, and a filter case 79 of the oil filter 78 has a concave portion 82 that is recessed inward. A case main portion 80 provided integrally with a lower portion of the engine cover 18 and a lid member 81 fastened to the case main portion 80 so as to close an opening end of the case main portion 80 in a liquid-tight manner. A frame member 84 that holds a ring-shaped filter element 83 is accommodated in 82 so as to be elastically held between the case main portion 80 and the lid member 81, and the filter element 83 is accommodated in the filter case 79. An unpurified chamber 85 outside and a purifying chamber 86 inside the filter element 83 are formed.

  A joint member 89 having a first passage hole 87 communicating with the unpurified chamber 85 and a second passage hole 88 communicating with the purification chamber 86 is fastened to the inner surface of the engine cover 18 at a portion corresponding to the filter case 79. The other end of the first conduit 91 whose one end is connected to the pump case 90 (see FIG. 3) of the first oil pump 74 so as to guide the hydraulic oil discharged from the first oil pump 74 is the first. The joint member 89 is connected so as to communicate with the passage hole 87. One end of a second conduit 92 is connected to the joint member 89 so as to communicate with the second passage hole 88, and the other end of the second conduit 92 is a fourth oil passage provided in the engine cover 18. 93 is connected to the inner surface of the engine cover 18 so as to communicate with the lower end of the engine cover 18.

  As shown in FIG. 1, the fourth oil passage 93 is provided in the engine cover 18 so as to extend vertically between the crankshaft 17 and the first main shaft 20. Moreover, as shown in FIGS. 1 and 4, a plurality of, for example, a pair of upper and lower clutch actuators A <b> 1 and A <b> 2 are arranged on the upper inner surface of the engine cover 18.

  Referring also to FIG. 5, the clutch actuators A1 and A2 are linear solenoid valves in which a solenoid 95 as an actuator for driving the hydraulic control valves 94 is connected to the hydraulic control valves 94. The hydraulic control valves 94 of both clutch actuators A 1 and A 2 are fitted and supported in support holes 97 provided in the valve holder 96, and the hydraulic control is performed so that the solenoid 95 projects from the valve holder 96. Connected to valves 94. Thus, the valve actuator 96 is attached to the inner surface of the engine cover 18 with the separate plate 98 interposed between the inner surface of the engine cover 18 and the clutch actuators A1 and A2 are attached to the engine body 11. In the state of being attached to the engine main body 11, the longitudinal directions of the clutch actuators A 1 and A 2 are substantially horizontal along the inner surface of the engine cover 18.

  In FIG. 6, the hydraulic control valve 94 includes a cylindrical valve case 104, a valve body 105 slidably fitted to the valve case 104, and urges the valve body 105 toward the solenoid 95. And a spring 106. An operating rod 107 of the solenoid 95 is connected to one end of the valve body 105, and a damper formed between the lid member 108 and the valve body 105 that closes the end of the valve case 104 on the side opposite to the solenoid 95. The spring 106 is accommodated in the chamber 109.

  An annular recess 110 is provided at an intermediate portion of the valve body 105, and an oil pressure toward the solenoid 95 is applied to the valve body 105 between the outer surface of the other end side of the valve body 105 and the inner surface of the valve case 104. The feedback hydraulic chamber 111 is formed in an annular shape. The valve case 104 is provided with a drain port 112, an output port 113, an input port 114, a feedback port 115, and a communication port 116 in order from the solenoid 95 side. The output port 113 is always in the annular recess 110. The feedback port 115 always communicates with the feedback hydraulic chamber 111 and communicates with the output port 113 through the orifice 117, and the communication port 116 always communicates with the damper chamber 109.

  Thus, the valve body 105 includes a retracted position where the input port 114 and the output port 113 communicate with each other via the annular recess 110, and between the output port 113 and the drain port 112 via the annular recess 110. Between the forward position (the position shown in FIG. 6) communicating with the solenoid 95, the backward force acting from the solenoid 95, the spring force of the spring 106, and the forward force due to the hydraulic pressure of the feedback hydraulic chamber 111. And move to balance. As a result, a hydraulic pressure proportional to the electromagnetic force exerted by the solenoid 95 is output from the output port 113.

  The engine cover 18 is provided with a fifth oil passage 100 for guiding the hydraulic pressure controlled by the upper clutch actuator A1 so as to communicate with the first hydraulic pressure supply chamber 53, and the hydraulic pressure controlled by the lower clutch actuator A2. Is provided so as to communicate with the second hydraulic pressure supply chamber 55. A lubricating oil passage 102 communicating with the oil chamber 58 is also provided in the engine cover 18 in parallel with the fifth and sixth oil passages 100 and 101.

  In FIG. 7, the inner surface of the engine cover 18 at a portion corresponding to the valve holder 96 and the separation plate 98 communicates with an inlet hole 118 leading to the upper end of the fourth oil passage 93 and the fifth oil passage 100. A first groove 119 and a second groove 120 leading to the sixth oil passage 101 are provided, and the first groove 119 is formed over positions corresponding to the output port 113 and the feedback port 115 of the upper clutch actuator A1, The two grooves 120 are formed over positions corresponding to the output port 113 and the feedback port 115 of the lower clutch actuator A2.

  In FIG. 8, the separator plate 98 has communication holes 121 and 122 that allow the first groove 119 to communicate with the output port 113 and the feedback port 115 of the upper clutch actuator A1, and the second groove 120 of the lower clutch actuator A2. Communication holes 123 and 124 that communicate with the output port 113 and the feedback port 115 and an inlet hole 125 that is coaxially connected to the inlet hole 118 of the engine cover 18 are provided.

  Referring to FIG. 4, a bottomed cylindrical filter case 127 fitted with a filter 126 is fitted and fixed in the engine cover 18 and the inlet holes 118 and 125 of the separate plate 98. A passage hole 128 that faces a part of the case 127 is provided in the valve holder 96 coaxially with the inlet holes 118 and 125, and a first orifice 129 is provided at the closed end of the filter case 127. That is, the passage hole 128 communicates with the fourth oil passage 93 through the first orifice 129, and the passage hole 128 communicates with the input port 113 of the hydraulic control valve 94 in the clutch actuators A1, A2. To do.

  Referring also to FIG. 9, there is a first oil reservoir 131 that covers at least a part of the hydraulic control valves 94 of the clutch actuators A1, A2, that is, in this embodiment 1, most of the hydraulic control valves 94. The valve holder 96 is formed between the valve holder 96 and a flat lid member 132 attached to the engine cover 18 of the engine body 11 in close contact with the valve holder 96.

  The lid member 132 is formed so as to protrude from the valve holder 96 so as to cover the solenoids 95 of the both clutch actuators A1, A2, and surround the solenoids 95 from below. The lid member 132 is fastened by a plurality of, for example, two bolts 134 to a support wall 133 projecting from the inner surface of the engine cover 18. Further, the lid member 132, the valve holder 96, and the separate plate 98 are fastened to the inner surface of the engine cover 18 by joint fastening with a plurality of, for example, four bolts 135 arranged on the outer periphery of the valve holder 96.

  Incidentally, a pair of upper and lower hydraulic control valves 94 are fitted and supported by the valve holder 96, but the first oil reservoir 131 has an upper end of the uppermost hydraulic control valve 94 as shown in FIG. And formed between the lower ends of the lowermost hydraulic control valve 94.

  A fourth oil passage 93 communicating with the first oil pump 75 is connected to the first oil reservoir 131 via a throttle means 130, and the throttle means 130 is provided in a first filter case 127 provided in the filter case 127. 1 orifice 129 and a second orifice 137 provided in the valve holder 96 connecting the passage hole 128 and the first oil reservoir 131, and the throttle means 130 includes the first and second orifices 129 and 137 in series. Connected to.

  The valve holder 96 and the first separate plate 98 are provided with a communication path 136 that communicates with the first oil reservoir 131, and the communication path 136 communicates with the lubricating oil path 102 that opens on the inner surface of the engine cover 18. . That is, the lubricating oil passage 102 to which oil from the first oil pump 75 is to be supplied is connected to the first oil pump 75 via the first oil reservoir 131.

  Further, the valve holder 96 is provided with communication holes 138 for communicating the communication ports 116 of the hydraulic control valves 94 with the first oil reservoir 131. The first oil reservoir 131 is provided in the damper chamber. Communicate with…. A discharge port 139 for discharging oil overflowing from the first oil reservoir 131 into the engine body 11 is provided at the upper part of the valve holder 96.

  The solenoids 95 have couplers 95a projecting sideways. The lid member 132 is provided with openings 140 and 140 for projecting the couplers 95a.

  On the solenoid 95... Side of the valve holder 96, discharge holes 141 and 141 communicating with the drain ports 112 are provided so as to be located outside the first oil sump 131. The valve holder 96 is provided with guide means 142 for guiding oil discharged from the solenoid 95 to the side.

  Thus, the guide means 142 has a central wall 143 disposed in the central portion between the discharge holes 141 and provided in the valve holder 96, and a guide passage from the discharge holes 141 to the solenoid 95. It comprises a pair of upper and lower side walls 144 and 144 formed between the central wall 143.

  Further, between the lid member 132 and the engine cover 18, a second oil sump 145 opened upward with a support wall 133 provided on the engine cover 18 serving as a bottom wall of the solenoid 95. It is formed so as to collect oil around it, and the bottom of the second oil reservoir 145 is disposed below the bottom of the first oil reservoir 131.

  Moreover, the first oil reservoir 131 is disposed adjacent to the second oil reservoir 145 so that oil overflowing from the upper portion thereof can be supplied to the second oil reservoir 145, and is disposed on the upper side surface of the valve holder 96. The recess 147 forming the upper oil reservoir 146 that stores the oil discharged from the upper portion of the first oil reservoir 131 through the discharge port 139 supplies the oil overflowing from the upper reservoir 146 to the second oil reservoir 145. Thus, both side surfaces of the concave portion 147 are smoothly bent and formed.

  Next, the operation of the first embodiment will be described. A valve holder 96 that supports the hydraulic control valves 94 of the clutch actuators A1 and A2 is attached to the engine body 11, and at least a part of the hydraulic control valves 94 (this embodiment). Since the lid member 132 that forms the first oil reservoir 131 that covers the most part in Example 1 with the valve holder 96 is attached to the engine body 11 in close contact with the valve holder 96, the lid member 132 is always attached to the first oil reservoir 131. It is possible to suppress the operating sound of the hydraulic control valves 94 from being transmitted to the outside while reducing the amount of stored oil.

  Further, since the lubricating oil passage 102 to which oil from the first oil pump 75 is to be supplied is connected to the first oil pump 75 via the first oil sump 131, the lubricating oil passage 102 has a first oil sump. Oil is supplied from 131, so that the oil can be supplied to the lubricating oil passage 102 while simplifying the oil passage configuration, and the first oil reservoir 131 can be prevented from running out of oil.

  Further, since the first oil reservoirs 131 are communicated with the damper chambers 109 provided in the hydraulic control valves 94, the oil is constantly supplied from the first oil reservoirs 131 to the damper chambers 109. Oil shortage can be prevented.

  Also, a pair of clutch actuators A1, A2 are arranged side by side, and the upper end of the uppermost hydraulic control valve 94 and the lowermost hydraulic control valve 94 of the hydraulic control valves 94 provided in the clutch actuators A1, A2 respectively. Since the first oil sump 131 is formed between the lower ends of the first oil sump 131, the first oil sump 131 is formed with a minimum capacity corresponding to both the clutch actuators A1 and A2 without protruding up and down the two clutch actuators A1 and A2. can do.

  Further, since the clutch actuators A1 and A2 are attached to the engine cover 18 constituting a part of the engine body 11 so that the longitudinal direction thereof is along the engine cover 18, the longitudinal direction of the clutch actuators A1 and A2 is set to the engine cover. Compared with the case of making it orthogonal to 18, it is possible to avoid an increase in the size of the entire engine E by attaching the clutch actuators A1 and A2.

  Clutch actuators A 1 and A 2 are attached to the inner surface of the engine cover 18 in the engine body 11, and a discharge port 139 for discharging oil overflowing from the first oil reservoir 131 into the engine body 11 is provided above the valve holder 96. Accordingly, the amount of oil stored in the first oil reservoir 131 can be maintained appropriately while allowing air to be released from the first oil reservoir 131.

  The hydraulic control valves 94 are driven by solenoids 95 having laterally projecting couplers 95a, and the couplers 95a are projected on a lid member 132 formed so as to cover the solenoids 95. Since the opening 140 to be fastened is provided, the lid member 132 can be disposed closer to the clutch actuators A1 and A2 than in the case where the coupler 95a is disposed inside the lid member 132.

  Moreover, since the lid member 132 and the valve holder 96 are fastened to the engine cover 18 of the engine body 11 together by fastening with bolts 135, the number of parts for attaching the lid member 132 and the valve holder 96 to the engine body 11 is reduced. be able to.

  The first oil pump 75 is connected to the first oil reservoir 131 via the throttle means 130. The hydraulic pressure of the first oil reservoir 131 is lowered, and a seal member is interposed between the valve holder 96 and the lid member 132. It is not necessary to wear.

  Further, the throttling means 130 includes first and second orifices 129 and 137 connected in series, and the oil supplied to the first oil reservoir 131 can be further depressurized.

  The oil is discharged from the drain port 112 of the hydraulic control valve 94 and the discharge hole 141 of the valve holder 96. The oil is guided to the solenoid 95 by the guide means 142. Since the solenoid 95 is cooled by the oil discharged from the control valve 94, the oil passage for guiding the oil for cooling the solenoid 95 is moved to the oil whose hydraulic pressure is to be controlled by the hydraulic control valve 94. It is not necessary to provide a separate oil passage, and the solenoids 95 can be cooled with a simplified and compact structure.

  Further, since the guide means 142 is provided in the valve holder 96 that supports the hydraulic control valves 94 and is attached to the engine body 11, the hydraulic control is performed with a structure in which the dedicated parts constituting the guide means 142 are not required and the number of parts is reduced. The oil discharged from the valves 94 can be accurately guided to the solenoids 95 without being dispersed.

  Incidentally, a first oil sump 131 for accumulating oil around at least a part of the hydraulic control valves 94 is formed between the valve holder 96 and the lid member 132, and oil discharged from the hydraulic control valves 94. Is formed between the lid member 132 and the engine cover 18 of the engine body 11, so that the operation noise of the hydraulic control valve 94 is externally transmitted by the first oil reservoir 131. The solenoids 95 can be cooled by the oil in the second oil reservoir 145 while suppressing the transmission.

  In addition, since the first oil reservoir 131 is disposed adjacent to the second oil reservoir 145 so that the oil overflowing from the upper portion of the first oil reservoir 131 can be supplied to the second oil reservoir 145, the oil in the second oil reservoir 145 is surely secured. To improve the cooling performance of the solenoids 95.

  Further, the bottom of the second oil reservoir 145 is disposed below the bottom of the first oil reservoir 131, so that more oil can be stored in the second oil reservoir 145 and the cooling performance of the solenoids 45 can be improved.

  In addition, a recess 147 that forms an upper oil reservoir 146 that accumulates oil discharged from the upper portion of the first oil reservoir 131 through the discharge port 139 is formed on the upper side surface of the valve holder 96, so that the oil overflowing from the upper reservoir 146 is removed. 2 is provided so as to be supplied to the oil reservoir 145, and both side surfaces of the concave portion 147 are smoothly bent, so that oil is smoothly supplied from the upper reservoir 146 to the second oil reservoir 145 side, The cooling property of 95 ... can be enhanced.

  Also, by providing the lid member 132 with openings 140 for projecting the couplers 95a, the lid member 132 can be disposed closer to the clutch actuators A1 and A2, and the first and second oil reservoirs 131 are provided. , 145 can be reduced.

  Further, since the pair of clutch actuators A1 and A2 are arranged side by side, oil that has cooled the solenoid 95 of the upper clutch actuator A1 sequentially cools the solenoid 95 of the lower clutch actuator A2 in the second oil reservoir 145. Thus, the cooling performance can be improved.

  A second embodiment of the present invention will be described with reference to FIGS. 10 and 11. In place of the lid member 132 having the openings 140... Described in the first embodiment, the coupler 95a can be accommodated without the opening. The lid member 150 having the bulging portion 150a thus bulging may be used, and the same effects as those of the first embodiment can be achieved by the second embodiment.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. Is possible.

DESCRIPTION OF SYMBOLS 11 ... Engine main body 12 ... Crankcase 17 ... Crankshaft 18 ... Engine cover 30, 31 ... Hydraulic clutch 41, 51 ... Hydraulic chamber 75 ... 1st which is an oil pump Oil pump 94 ... Hydraulic control valve 95 ... Solenoid 95a as actuator ... Coupler 96 ... Valve holder 102 ... Lubricating oil path 109 as oil path ... Damper chamber 129 ... No. 1 orifice 130... Throttling means 131... First oil sump 132, 150... Lid member 135... Bolt 137 .. second orifice 139. Openings A1, A2 ... Clutch actuator P ... Power unit

Claims (10)

  Hydraulic clutches (30, 31) interposed in the middle of the power transmission system between the crankshaft (17) and the drive wheels so as to switch the power transmission / disconnection according to changes in the hydraulic pressure in the hydraulic chambers (41, 51). And a hydraulic control valve (94) for controlling the hydraulic pressure of the hydraulic chamber (41, 51) and an actuator (95) connected to the hydraulic control valve (94) so as to drive the hydraulic control valve (94) In the vehicle power unit including the clutch actuators (A1, A2) that are attached to the engine body (11), a valve holder that supports the hydraulic control valve (94) among the clutch actuators (A1, A2). 96) is attached to the engine body (11), and an oil sump (131) covering at least a part of the hydraulic control valve (94) A clutch actuator structure in a vehicle power unit, wherein a lid member (132, 150) formed between the holder (96) and the valve holder (96) is attached to the engine body (11). .   The vehicle according to claim 1, wherein an oil passage (102) to which oil from an oil pump (75) is to be supplied is connected to the oil pump (75) via the oil reservoir (131). Clutch actuator structure for power unit.   The clutch actuator structure for a vehicle power unit according to claim 2, wherein the oil reservoir (131) is communicated with a damper chamber (109) provided in the hydraulic control valve (94).   A plurality of the clutch actuators (A1, A2) are arranged one above the other, and an upper end of the uppermost hydraulic control valve (94) among the hydraulic control valves (94) provided in the clutch actuators (A1, A2), and The clutch actuator structure in a vehicle power unit according to claim 1, wherein the oil reservoir (131) is formed between the lower ends of the lowermost hydraulic control valve (94).   The engine body (11) includes a crankcase (12) that rotatably supports the crankshaft (17), and an engine cover that covers the crankcase (12) from the side and is attached to the crankcase (12). (18), wherein the clutch actuator (A1, A2) is attached to the engine cover (18) with its longitudinal direction along the engine cover (18). 5. A clutch actuator structure in a vehicle power unit according to any one of 4 above.   The clutch actuator (A1, A2) is attached to the inner surface of the engine body (11), and the oil overflowing from the oil reservoir (131) is placed in the engine body (11) on the valve holder (96). The clutch actuator structure in the vehicle power unit according to any one of claims 1 to 4, further comprising a discharge port (139) for discharging.   The actuator is a solenoid (95) having a coupler (95a) protruding sideways, and the coupler (95a) is protruded from the lid member (132) formed to cover the solenoid (95). The clutch actuator structure in the vehicle power unit according to any one of claims 1 to 6, further comprising an opening (140).   The clutch in the vehicle power unit according to claim 1, wherein the lid member (132, 150) and the valve holder (95) are fastened to the engine body (11) by tightening together with a bolt (135). Actuator structure.   The clutch actuator structure in a vehicle power unit according to claim 1, wherein an oil pump (75) is connected to the oil reservoir (131) via a throttle means (130).   10. The clutch actuator structure in a vehicle power unit according to claim 9, wherein the throttle means (130) comprises first and second orifices (129, 137) connected in series.

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