JP5640566B2 - Cooling structure for belt type automatic transmission - Google Patents

Description

  The present invention relates to a cooling structure for a belt-type automatic transmission in a scooter type motorcycle. In particular, the present invention relates to a cooling structure that cools a V-belt of a belt-type automatic transmission by introducing outside air into a belt case of the belt-type automatic transmission.

  2. Description of the Related Art A scooter type motorcycle having a belt type automatic transmission using a V belt is known. In the belt type automatic transmission, since the V belt generates heat due to friction between the pulley and the V belt, a cooling structure for cooling the V belt is required. Conventionally, in order to cool the V-belt, a cooling structure in which outside air is introduced into the case of the belt-type automatic transmission via a cooling duct has been adopted (see, for example, Patent Document 1). In such a cooling structure, in order to take in cooler outside air in order to improve the cooling efficiency, there are cases where the inlet of the cooling duct is opened to the side of the vehicle body.

Japanese Patent No. 4134596

When the inlet of the cooling duct is open to the side of the vehicle body, water easily enters the cooling duct during rain or car wash, and the belt type automatic transmission has problems such as belt slip. For this reason, a cover that prevents water from entering the suction port is installed, or a louver is installed at the air intake as disclosed in Patent Document 1, thereby preventing water from entering.
However, when a cover or louver is installed at the suction port, the opening area of the suction port is reduced by the area of the cover or louver, and there is a possibility that the outside air necessary for cooling the V-belt cannot be taken in. There was a problem. In addition, the cover and the louver tend to appear on the exterior and the shape tends to be limited, and thus there is a problem that the design cannot be diversified.

  The present invention has been made in view of the above-described problems, and it is difficult for water and dust to enter the introduction duct when it rains or is washed, and the belt-type automatic transmission can further increase the degree of design freedom. An object of the present invention is to provide a cooling structure.

The present invention introduces outside air into a belt case of the belt-type automatic transmission in a motorcycle including a belt-type automatic transmission that extends from one side to the rear side in the left-right direction of the engine and transmits power to the rear wheels. An inlet of the introduction duct is opened to the side of the vehicle body, a partition plate for closing a part of the introduction port is detachably fixed, and an inner surface of the introduction portion where the introduction port is formed An inclined surface that is inclined with respect to the front-rear direction when viewed is formed, and the inclined surface is inclined in a direction in which the water discharged from the side of the vehicle body is reflected upstream of the introduction duct .
Further, the introduction portion in which the introduction port is formed is fixed to a vehicle body cover that covers the side of the vehicle body frame, and the inner surface of the introduction portion that is not blocked by the partition plate among the introduction ports in the vehicle body side view is It is characterized by being formed substantially parallel to the vehicle body cover.
Also, the partition plate is characterized in that it is fixed to the rear side of the inclined surface in the side view of the vehicle body.

  According to the present invention, it is difficult for water and dust to enter the introduction duct when it rains or is washed, and the degree of freedom in design can be expanded.

1 is a right side view of a scooter type motorcycle according to an embodiment. It is the left view which removed the vehicle body cover of the scooter type motorcycle. Fig. 3 is a right side view of the scooter type motorcycle with a body cover removed. It is a left view of the power unit which concerns on this embodiment. It is a right view of the power unit which concerns on this embodiment. It is a top view of the power unit concerning this embodiment. It is the perspective view which looked at the power unit which concerns on this embodiment from the rear side. It is the perspective view which looked at the power unit concerning this embodiment from the front side. It is the perspective view which looked at the power unit which concerns on this embodiment from the back side and the upper side. It is a perspective view which shows the state which attached the introduction duct to the vehicle body cover which concerns on this embodiment. It is the perspective view which looked at the inlet of the introduction duct concerning this embodiment from the side. It is a perspective view of the introduction box concerning this embodiment. It is a perspective view of the partition plate concerning this embodiment. It is the perspective view which looked at the introduction duct with which the partition plate which concerns on this embodiment was attached from the front side. It is sectional drawing of the introduction duct from which the partition plate was removed. It is sectional drawing of the introduction duct with which the partition plate which concerns on this embodiment was attached.

A preferred embodiment of a scooter type motorcycle having a cooling structure for a belt type automatic transmission according to the present invention will be described below with reference to the drawings.
First, the overall configuration of the scooter type motorcycle 100 will be described with reference to FIGS. 1, 2A and 2B. FIG. 1 is a right side view of a scooter type motorcycle according to the present embodiment. 2A and 2B are a left side view and a right side view with the vehicle body cover and the like removed. In each drawing, the front side of the vehicle body is indicated by arrow Fr, the rear side of the vehicle body is indicated by arrow Rr, the right side of the vehicle body is indicated by arrow R, and the left side of the vehicle body is indicated by arrow L as necessary.

  The scooter type motorcycle 100 (hereinafter referred to as a motorcycle) has a vehicle body skeleton formed of a plurality of vehicle body frames made of steel or aluminum alloy. Specifically, a steering head pipe 101 is disposed at the front of the vehicle body. A down tube 102 is extended substantially obliquely downward and rearward at a substantially central portion of the steering head pipe 101. In the vicinity of the lower end of the down tube 102, a pair of underframes 103 extend substantially rearward. A main frame 104 extends substantially upward at each of the substantially rear ends of the pair of underframes 103. A rear frame 105 is coupled to each of the upper ends of the pair of main frames 104. The pair of rear frames 105 extends obliquely upward to the rear side over the rear side of the vehicle body.

  As shown in FIG. 1, the steering head pipe 101 supports a front fork 106 in a rotatable manner. A handlebar 107 for steering is disposed at the upper end of the front fork 106 along the left-right direction, and a front wheel 108 is rotatably supported at the lower end. The front wheel 108 is covered with a front fender 127.

  A bracket 109 for supporting a power unit including the engine is additionally provided at the rear end of the under frame 103. On the bracket 109, a stay 111 is disposed substantially rearward via a first pivot shaft 110. In addition, a swing type power unit 113 is supported on the stay 111 via a second pivot shaft 112. The power unit 113 can swing up and down around the first pivot shaft 110 and the second pivot shaft 112 (mainly the second pivot shaft 112).

As shown in FIGS. 2A and 2B, the power unit 113 is a unit in which an engine 116 including a cylinder assembly 114 and a crankcase 115 and a belt-type automatic transmission 117 are unitized. Details of the power unit 113 will be described later.
A rear wheel 118 is rotatably supported at the rear portion of the belt-type automatic transmission 117. As shown in FIG. 1, the rear wheel 118 is covered with a rear fender 128. A shock absorber 119 is connected between the belt-type automatic transmission 117 and the rear frame 105. The shock absorber 119 absorbs vertical swing of the rear wheel 118 and the power unit 113.

As shown in FIG. 6 to be described later, an air cleaner box 120 is mounted on the upper side of the belt type automatic transmission 117. The intake air from the air cleaner box 120 is sucked into the cylinder assembly 114 together with the fuel, burned, and then exhausted from the muffler 135 as exhaust gas.
A seat 121 for a rider to sit on is installed on the upper side of the power unit 113. Further, on the upper side of the under frame 103, a step board 122 on which a rider's feet seated on the seat 121 is placed is supported by a step frame 123 (see FIGS. 2A and 2B). A luggage box 124 is disposed between the power unit 113 and the seat 121 as a storage space for storing a helmet or the like.

  As the vehicle body appearance, various vehicle body covers are supported and attached at appropriate places such as a vehicle body frame, and the appearance is adjusted. A front leg shield 125 covers the periphery of the down tube 102 at the front of the vehicle body. A frame cover 126 covers the periphery of the main frame 104 and the rear frame 105 from the center to the rear of the vehicle body. The front leg shield 125 and the frame cover 126 are integrally connected via the step board 122 described above.

Next, the configuration of the power unit 113 will be described with reference to FIGS. 3 is a left side view of the power unit, FIG. 4 is a right side view of the power unit, and FIG. 5 is a plan view of the power unit.
As described above, the power unit 113 includes the engine 116 including the cylinder assembly 114 and the crankcase 115 and the belt-type automatic transmission 117. The cylinder assembly 114 extends so that a piston axis p (not shown) tilts forward from the crankcase 115 to a horizontal state. As the piston in the cylinder assembly 114 reciprocates, the crankshaft in the crankcase 115 rotates in one direction. As shown in FIG. 5, the rotation axis c of the crankshaft is oriented in the width direction (left-right direction) of the vehicle body.

As shown in FIG. 4, a cooling fan (not shown) is provided on the right side of the crankcase 115 so as to face the air inlet 129. The cooling fan is attached to the right end of the crankshaft and rotates in synchronization with the crankshaft. The outer periphery of the cooling fan and the cylinder assembly 114 are covered with a cooling air cowling 130. Therefore, when the cooling fan rotates, outside air is taken into the cooling air cowling 130 to forcibly cool the cylinder assembly 114.
Above the crankcase 115, a starter motor 131 that rotates the crankshaft via a plurality of gears (not shown) when the engine 116 is started is disposed.

  On the left side of the crankcase 115, as shown in FIGS. 3 and 5, a belt-type automatic transmission 117 is extended toward the rear side. In the broken line shown in FIG. 5, the configuration of the belt-type automatic transmission 117 is extracted and shown. As shown in FIG. 5, the belt-type automatic transmission 117 includes a driving pulley 140, a driven pulley 141, and a V-belt 142 wound between the pulleys arranged in a belt case 143.

  The drive pulley 140 is pivotally attached to a crankshaft 144 that extends into the belt case 143. The driving pulley 140 rotates in synchronization with the crankshaft 144, and the effective diameter of the driving pulley 140 is expanded by moving the internal weight roller in the radial direction in accordance with an increase in centrifugal force. On the contrary, since the effective diameter of the driven pulley 141 is reduced, the speed is steplessly changed according to the rotational speed of the crankshaft 144 and transmitted to the driven shaft 145. A centrifugal clutch 146 is provided on the left side of the driven pulley 141. The centrifugal clutch 146 blocks the transmission of rotation from the driven pulley 141 to the driven shaft 145 in the low rotation region of the crankshaft 144.

On the right side of the driven shaft 145, a mission mechanism 147 including a plurality of gears (not shown) is provided. The mission mechanism 147 decelerates the rotation of the driven shaft 145 and transmits it to the rear wheel shaft 148. In this way, the belt-type automatic transmission 117 can automatically change gears in a stepless manner according to the rotational speed of the crankshaft 144.
Further, as shown in FIG. 5, a fan 134 is integrally provided at the left end of the drive pulley 140 for forcibly introducing outside air into the belt case 143 from the outside. Further, on the left side surface of the belt case 143, a discharge hole 149 for discharging outside air introduced into the belt case 143 to the outside is opened as shown in FIG.

  In the belt-type automatic transmission 117 configured as described above, when the effective diameters of the driving pulley 140 and the driven pulley 141 increase or decrease, the V-belt 142 slides on the driving pulley 140 and the driven pulley 141 in the radial direction. That is, friction occurs between the V belt 142 and the driving pulley 140 and the driven pulley 141, and the V belt 142 generates heat. Therefore, the belt type automatic transmission 117 requires a cooling structure for cooling the V belt 142.

Hereinafter, the cooling structure of the belt-type automatic transmission according to the present embodiment will be described.
In this embodiment, the V-belt 142 that has generated heat is cooled by introducing outside air into the belt case 143 of the belt-type automatic transmission 117. When introducing outside air into the belt case 143, it is necessary to arrange an introduction port for taking in outside air from the outside.
At this time, it is conceivable to arrange the introduction port on the front side of the belt-type automatic transmission 117. However, since the belt-type automatic transmission 117 is at a low vehicle height, the front wheel 108 and the rear wheel 118 are connected to the introduction port. The dust and water that are wound up easily enter the belt case 143.
It is also conceivable to arrange the introduction port on the front side and the upper side of the belt type automatic transmission 117. However, in the present embodiment, as shown in the perspective view showing the configuration around the power unit in FIG. 6, the air cleaner box 120 is disposed on the upper side of the belt-type automatic transmission 117, and the air cleaner box 120 faces the front side. An air duct 132 is disposed. Therefore, many parts are arranged on the front side and the upper side of the belt-type automatic transmission 117, and the introduction port cannot be made large.

  Therefore, in this embodiment, the introduction port 167 of the introduction duct 150 is arranged on the right side opposite to the belt-type automatic transmission 117 arranged on the left side in the width direction of the vehicle body. Outside air is sent from the introduction part 165 formed with the introduction port 167 to the belt case 143 of the belt-type automatic transmission 117 using the front and rear duct parts 158 and the transverse duct part 151. Hereinafter, the arrangement of the introduction duct 150 will be described in detail with reference to FIGS. FIG. 7 is a perspective view of the power unit as seen from the front side. FIG. 8 is a perspective view of the power unit as seen from the rear side.

As shown in FIGS. 5, 7, and 8, the introduction duct 150 includes a transverse duct portion 151 that is disposed horizontally from the front portion and the upper portion of the belt case 143 in the width direction of the vehicle body, and the transverse duct portion 151. The front and rear duct portions 158 are orthogonal to the right end of the vehicle body and disposed substantially horizontally toward the front side of the vehicle body, and the introduction portion 165 is disposed at the front end of the front and rear duct portion 158.
The transverse duct portion 151 is disposed so as to cross the vehicle body at the rear and upper side of the crankcase 115. As shown in FIG. 5, the rear edge of the transverse duct portion 151 is arranged to be behind the rear edge 115 a of the crankcase 115. Further, around the transverse duct portion 151, a starter motor 131 is arranged on the front side, a luggage box 124 (see FIG. 6) on the upper side, and a rear wheel 118 on the rear side. Therefore, the space in which the transverse duct portion 151 is disposed is, for example, too small for a passage from the air cleaner box 120 to the cylinder assembly 114, but is a suitable size for a passage for cooling the V-belt 142. .

  Further, the transverse duct portion 151 is composed of a plurality of members, here, a plurality of resin molded products so that it can be formed into a shape according to the assemblability and the required function. Specifically, in the transverse duct portion 151, a first transverse duct member 152 and a second transverse duct member 154 are coupled.

As shown in FIGS. 5, 7, and 8, the first transverse duct member 152 is coupled to an opening 133 that opens toward the right side at an upper portion of the belt case 143 via a locking portion 153. The second transverse duct member 154 is coupled to the right end of the first transverse duct member 152 via a locking portion 155. The first transverse duct member 152 and the second transverse duct member 154 are respectively coupled to the crankcase 115 via fixing bolts (not shown) on the lower side. At this time, the first transverse duct member 152 is coupled to the crankcase 115 with a gap between the lower surface of the first transverse duct member 152 and the rear upper surface of the crankcase 115. Therefore, the surrounding air radiated from the starter motor 131 disposed on the front side of the first transverse duct member 152 can be discharged to the rear side through this gap.
Further, since the first transverse duct member 152 and the second transverse duct member 154 are integrally coupled with the crankcase 115, that is, the power unit 113 as described above, the first pivot shaft 110 and the first pivot shaft 110 together with the power unit 113 are combined. 2 swings up and down around the pivot shaft 112.

  The cross-sectional outer shapes of the first transverse duct member 152 and the second transverse duct member 154 are formed in a flat, substantially rectangular shape whose vertical dimension is shorter than the longitudinal dimension. Moreover, the cross-sectional inner shape is formed in a flat, substantially rectangular shape with a reduced outer shape. The inside of the cross-sectional inner shape becomes a passage through which outside air for cooling the V-belt 142 passes. The passage has a passage cross-sectional area that allows the amount of outside air necessary for cooling the V-belt 142 to flow. Thus, by forming the transverse duct portion 151 in a flat shape, when the transverse duct portion 151 swings up and down together with the power unit 113, the V-belt 142 is cooled without interfering with the luggage box 124 or the like. It is possible to ensure a wide cross-sectional area required for the operation.

  Also, as shown in FIG. 5, the front end of the first transverse duct member 152 is behind the front end of the second transverse duct member 154 so as to avoid interference with the starter motor 131 disposed on the front side. Is located. Further, since the first transverse duct member 152 is positioned at the approximate center in the left-right direction of the vehicle body, the upper side of the first transverse duct member 152 is close to the bottom of the luggage box 124. Therefore, the upper surface of the first transverse duct member 152 is lower than the upper surface of the second transverse duct member 154 so as to avoid interference with the bottom of the luggage box 124 when swinging up and down together with the power unit 113. positioned.

Further, as shown in FIG. 7, at the boundary between the first transverse duct member 152 and the second transverse duct member 154, as shown in FIG. Is formed. The locking projection 156 can be locked with a rear lower fender which is a kind of rear fender. By engaging with the rear lower fender, the first transverse duct member 152, together with the rear lower fender, blocks the splashing of sand and water from the rear wheel 118 to the front side.
Further, the right end of the second transverse duct member 154 is bent so as to be orthogonal to the front side, and the bottom surface of the bent portion is drained to drain the water that has entered from the introduction portion 165 to the outside. A hole 157 is formed (see FIG. 6).

  Next, the front and rear duct portion 158 extends to the front side from the position on the upper right side of the crankcase 115, more precisely, from the position overlapping the cooling air cowling 130 when viewed in plan view as shown in FIG. Are arranged to be. As shown in FIG. 4, the front / rear duct portion 158 extends slightly incline upward toward the front side so as to be substantially parallel to the axis p of the piston. The front end of the front / rear duct portion 158 is integrally provided with an introduction portion 165 formed with an introduction port 167 for taking outside air into the introduction duct 150 from the outside. The introduction portion 165 is attached to the frame cover 126 located outside the vehicle body so that more outside air can be taken in from the outside. The attachment of the introduction part 165 will be described later.

  On the other hand, the front and rear duct portion 158 is made of rubber, and a flexible portion 159 is formed in a part thereof. The flexible portion 159 of the present embodiment has a bellows shape and is coupled to the right end of the second transverse duct member 154 by a band 160. The flexible portion 159 has a function of absorbing relative displacement between the introduction portion 165 coupled to the front side and the transverse duct portion 151 coupled to the rear side. That is, the transverse duct portion 151 swings up and down together with the power unit 113, but the introduction portion 165 does not swing together with the power unit 113 because it is attached to the frame cover 126. Therefore, relative displacement occurs between the transverse duct portion 151 and the introduction portion 165 in accordance with the up and down swing of the power unit 113 that is running. At this time, the flexible portion 159 bends according to the relative displacement between the transverse duct portion 151 and the introduction portion 165, so that the relative displacement between the transverse duct portion 151 and the introduction portion 165 is absorbed. In addition, since the flexible part 159 is a bellows shape, it can be easily bent with a small external force, and since it is made of rubber, it has durability against repeated bending.

  Further, according to the swing of the power unit 113, the right end of the second transverse duct member 154 swings on the swing surface F shown in FIG. At this time, since the flexible portion 159 and the introduction portion 165 are located on the swing surface F, the upper portion and the lower portion of the flexible portion 159 are aligned with the swing of the right end of the second transverse duct member 154. The rocking surfaces F expand and contract with each other. That is, since the flexible portion 159 is not twisted off the swing surface F or sheared in a direction away from the swing surface F, the durability of the flexible portion 159 can be further improved.

  Further, the cross-sectional outer shape of the front and rear duct portion 158 including the flexible portion 159 is formed in a substantially elliptical shape whose left-right dimension (width direction of the vehicle body) is shorter than the vertical dimension. Further, the inner cross-sectional shape is formed in a substantially elliptical shape with a reduced outer shape. The inside of the cross-sectional inner shape becomes a passage through which outside air for cooling the V-belt 142 passes. The passage has a passage cross-sectional area that allows the amount of outside air necessary for cooling the V-belt 142 to flow. In this way, by increasing the vertical dimension of the front and rear duct portion 158, the passage necessary for cooling the V-belt 142 without interfering with the components disposed above the crankcase 115 and the cylinder assembly 114 is provided. A wide cross-sectional area can be secured.

  Next, the introduction portion 165 is attached to the frame cover 126 on the right side and the upper side of the cylinder assembly 114. Further, in a state where the introduction portion 165 is attached to the frame cover 126, the front side and the upper side of the belt case 143 when viewed from the left side in FIG. 3, and the front side of the air intake port 129 of the cooling fan when viewed from the right side of FIG. Located on the upper side. Since this position is the center between the front wheel 108 and the rear wheel 118 and is spaced upward from the traveling surface, it is a clean place where dust, water, etc. wound up by the front wheel 108 and the rear wheel 118 are difficult to reach. It is.

  The introduction part 165 has an introduction box 166 that is integrally coupled to the front end of the front and rear duct part 158 and communicates with the front and rear duct part 158. The introduction box 166 is made of rubber and is formed in an elongated shape along the extending direction of the front / rear duct part 158 from the front end of the front / rear duct part 158. As shown in FIG. 4, the right side of the introduction box 166 has an introduction port 167 for taking in outside air from the outside. A flange 168 is formed on the periphery of the introduction port 167 so as to project outside the introduction box 166. The outer peripheral surface of the flange 168 is gently curved as shown in the plan view of FIG. This curve has a shape that matches the curvature of the inner peripheral surface of the frame cover 126 to be attached. As shown in FIG. 4, a plurality of attachment holes 169 are formed in the flange 168 in order to attach the introduction box 166 to the frame cover 126. In addition, a partition plate 172 that closes a part of the opening is attached to the introduction port 167 in order to adjust the amount of outside air taken in from the outside.

Next, a method for attaching the introduction portion 165 will be described with reference to FIGS. 9 and 10 are perspective views of the state in which the introduction portion is attached to the vehicle body cover, as viewed from the inside and the outside of the vehicle body, respectively.
As shown in FIG. 9, a plurality of mounting shafts 175 project from the inner peripheral surface of the frame cover 126 at positions corresponding to the mounting holes 169 of the introduction box 166. The introduction box 166 is fixed to the frame cover 126 by inserting the attachment shafts 175 into the respective attachment holes 169 of the introduction box 166. The frame cover 126 is coupled to the rear frame 105 using a fixing bolt (not shown). As described above, since the introduction box 166 is attached to the frame cover 126 coupled to the rear frame 105, relative displacement occurs between the introduction box 166 and the transverse duct portion 151 that swings together with the power unit 113.

  Further, as shown in FIG. 10, the frame cover 126 has an opening 176 that communicates with the introduction port 167 in a state where the introduction box 166 is attached. When the introduction box 166 is attached to the frame cover 126, the introduction port 167 is in close contact with the opening 176 of the frame cover 126. Accordingly, the introduction port 167 can take in outside air sucked from the opening 176 of the frame cover 126 without leaking. In FIG. 10, the partition plate 172 attached to the rear side of the introduction port 167 can be visually recognized from the opening 176 of the frame cover 126.

  An operation for cooling the V-belt using the cooling structure configured as described above will be described. First, since the fan 134 arranged in the belt case 143 rotates, the inside of the belt case 143 becomes negative pressure. Therefore, the introduction part 165 arranged on the right side of the vehicle body is cleaned from the introduction port 167 with clean outside air. Capture. The outside air taken in from the introduction port 167 is sent from the introduction box 166 along the front and rear duct portions 158 to the rear side of the vehicle body. Thereafter, the outside air is sent along the transverse duct portion 151 to the left side of the vehicle body, and then introduced into the belt case 143 from above the belt case 143 disposed on the left side of the vehicle body. The outside air introduced into the belt case 143 cools the V-belt 142 and is then discharged outside through a discharge hole 149 formed on the left side surface of the belt case 143.

  Thus, in order to cool the V-belt 142, the introduction portion 165 of the introduction duct 150 for introducing outside air is positioned on the other side of the belt-type automatic transmission 117 disposed on one side in the left-right direction of the vehicle body. Since it is fixed to the frame cover 126, the outside air can be introduced from a clean place. Therefore, since dust and water are not sucked into the belt case 143, the belt type automatic transmission 117 can always be operated satisfactorily without using an air cleaner or the like.

  In the present embodiment, since the introduction port 167 for taking in outside air opens toward the side of the vehicle body, water enters the introduction duct 150 from the introduction port 167 during rain or car wash. There is a fear. Therefore, in this embodiment, the introduction box 166 and the partition plate 172 are used to prevent water from entering the introduction duct 150.

Hereinafter, the detailed structure of the introduction box 166 and the partition plate 172 will be described.
FIG. 11A is a perspective view of the introduction box. FIG. 11B is a perspective view of the partition plate.
As shown in FIG. 11A, the introduction port 167 of the introduction box 166 opens the entire right side of the introduction box 166. In the introduction box 166, a plurality of fastening holes 170 for detachably fixing the partition plate 172 are provided at three locations on the upper surface, the lower surface, and the rear surface.
On the other hand, as shown in FIG. 11B, the partition plate 172 is a resin molded product and is formed in a shape that matches a part of the introduction port 167. Specifically, the partition plate 172 has the same shape as the opening shape from the center to the rear end of the introduction port 167. In addition, a fixing projection 173 inserted into the fixing hole 170 of the introduction box 166 protrudes outward from the front upper portion, the front lower portion, and the rear end.

By inserting the fixing protrusions 173 of the partition plate 172 into the fixing holes 170 of the introduction box, the partition plate 172 can close the rear side of the introduction port 167. FIG. 12 is a perspective view of the introduction part 165 showing a state where the rear side of the introduction port 167 is closed by the partition plate 172. As shown in FIG. 12, since the rear side of the introduction port 167 is blocked, the outside air, water at the time of raining, and at the time of car washing enter only from the front side of the introduction port 167.
Here, by changing the shape of the partition plate 172, the opening area of the introduction port 167 and the opening position can be easily set. Therefore, it is possible to freely set a position where the partition plate 172 blocks water ingress while ensuring a wide opening area. Moreover, the freedom degree of a design becomes high by setting the position and shape which the inlet 167 opens. In addition, since the introduction box 166 is made of rubber, the partition plate 172 can be attached and detached while the introduction box 166 is deformed, so that it can be easily attached and detached.

  Next, the effect | action which interrupts | blocks permeation of water with the partition plate 172 and the introductory box 166 is demonstrated with reference to FIG. 13A and 13B are plan views showing a state where the introduction duct 150 is cut. FIG. 13A shows a state where the partition plate 172 is not attached, and FIG. 13B shows a state where the partition plate 172 is attached.

As shown in FIG. 13A, in a state where the partition plate 172 is not attached, when water is discharged from the range A indicated by the oblique lines toward the front end of the front / rear duct portion 158, water enters the front / rear duct portion 158. .
On the other hand, as shown in FIG. 13B, in the state where the partition plate 172 is attached, the front and rear duct portions are only when water is discharged from the range B narrower than the range A in FIG. 13A toward the front end of the front and rear duct portion 158. Penetration up to 158. That is, by attaching the partition plate 172, the direction in which water enters the introduction duct 150 can be directed to the front side, the range can be set narrow, and the entry of water into the introduction duct 150 can be reduced.

  The introduction box 166 is also formed so as to prevent water from entering. As illustrated in FIG. 13B, an inclined surface 171 is formed on the inner surface (the inner surface on the left side) of the introduction box 166 and on the front side thereof. The position where the inclined surface 171 is formed is the front side of the partition plate 172 when viewed from the side. The inclined surface 171 is substantially parallel to the inner peripheral surface of the frame cover 126 to which the introduction box 166 is attached. Specifically, the inclined surface 171 is inclined toward the left side toward the front side.

  Therefore, as shown by an arrow W in FIG. 13B, even when water is discharged from a direction substantially orthogonal to the inner peripheral surface of the frame cover 126, the discharged water is bounced back by the inclined surface 171 and remains as it is in the introduction box 166. Is discharged outside. In other words, the inclined surface 171 acts so as to bounce off the water discharged from the side of the vehicle body at least on the downstream side of the introduction duct 150 but not on the downstream side. A small amount of water discharged from the range B shown in FIG. 13B and entering the introduction duct 150 is discharged through the drain hole 157 provided in the second transverse duct member 154 described above. The influence on the automatic transmission 117 can be reduced.

  Furthermore, as shown in FIG. 13B, the front side of the inclined surface 171 of the introduction box 166 forms a space 174 surrounded by the upper surface, the lower surface, and the front surface of the introduction box 166. This space 174 functions as a so-called resonator volume chamber. Specifically, the space 174 functions as a resonator to mute the noise generated when the outside air taken in from the introduction port 167 passes through the introduction box 166. At this time, by changing the shape of the partition plate 172, the level at which the noise is silenced can be appropriately changed by changing the opening area of the introduction port 167 and the shape of the opening.

  As described above, according to the present embodiment, a part of the opening of the introduction port 167 of the introduction duct 150 is closed by the removable partition plate 172, so that water can be removed during rainfall or car wash while securing the opening area. Can enter the introduction duct 150 in a narrow range. Moreover, the shape of the partition plate 172 can be changed and it can be easily attached or detached to the introduction port 167, and the opening area of the introduction port 167 and the position to open can be changed freely. Therefore, by changing the opening area and the opening position at the time of designing, etc., it is possible to examine the optimum opening area, the shape of the opening, and the sound deadening level as a resonator.

  Further, as compared with the conventional case where a cover or louver is installed, the opening area can be secured larger, and the shape of the opening of the introduction port 167 can be freely changed by changing the shape of the partition plate 172. Therefore, the degree of freedom of the design surface can be achieved by making it a part of the design. In this embodiment, the belt-type automatic transmission 117 is disposed on the left side of the vehicle body, and the introduction port 167 of the introduction duct 150 is disposed on the right side of the vehicle body. It may be arranged on the right side of the vehicle body, and the introduction port 167 of the introduction duct 150 may be arranged on the left side of the vehicle body.

  100: Motorcycle 101: Steering head pipe 102: Down tube 103: Under frame 104: Main frame 105: Rear frame 110: First pivot shaft 112: Second pivot shaft 113: Power unit 114: Cylinder assembly 115: Crank case 116: Engine 117: Belt-type automatic transmission 118: Rear wheel 120: Air cleaner box 121: Seat 124: Luggage box 125: Front leg shield 126: Frame cover 127: Front fender 128: Rear fender 131: Starter motor 140: Drive Pulley 141: Driven pulley 142: V belt 143: Belt case 144: Crankshaft 147: Mission mechanism 148: Rear Shaft 149: Discharge hole 150: Cooling duct 151: Transverse duct part 152: First transverse duct member 154: Second transverse duct member 158: Front and rear duct part 159: Flexible part 160: Band 165: Introduction part 167: Introduction Port 168: Flange 172: Partition plate 171: Inclined surface

Claims (3)

In a motorcycle including a belt-type automatic transmission that extends from one side to the rear side in the left-right direction of the engine and transmits power to the rear wheels,
Opening an introduction port of an introduction duct for introducing outside air into the belt case of the belt type automatic transmission to the side of the vehicle body, and detachably fixing a partition plate closing a part of the introduction port ;
An inclined surface that is inclined with respect to the front-rear direction in a plan view of the vehicle body is formed on the inner surface of the introduction portion where the introduction port is formed,
The cooling structure for a belt-type automatic transmission , wherein the inclined surface is inclined in a direction of reflecting water discharged from a vehicle body side to the upstream side of the introduction duct . Fixing the introduction part formed with the introduction port to a vehicle body cover that covers the side of the vehicle body frame;
2. The belt-type automatic transmission according to claim 1, wherein an inner surface of the introduction portion that is not blocked by the partition plate is formed substantially parallel to the vehicle body cover in a side view of the vehicle body. Cooling structure. The cooling structure for a belt-type automatic transmission according to claim 1 , wherein the partition plate is fixed to the rear side of the inclined surface in a side view of the vehicle body.

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