JP2007170358A - Hydraulic valve drive device, engine and vehicle including same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a small size hydraulic valve drive device capable of performing good start, an engine and a vehicle including the same. <P>SOLUTION: A starter motor 2 is connected to a hydraulic pump 1 via a transmission mechanism 3, and is connected to a crank 15 via a transmission mechanism 5. The crank 15 is connected to the hydraulic pump 1 via a transmission mechanism 6. Rotation force of the starter motor 2 is transmitted to the hydraulic pump 1 via the transmission mechanism 3 (transmission route A1) on one end and is transmitted to the hydraulic pump 1 via the transmission mechanism 5, the crank 15 and the transmission mechanism 6 (transmission route B1) on another end. Reduction ratio of the transmission route A1 is established smaller than reduction ratio of the transmission route B1. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hydraulic valve driving device that drives an engine valve using hydraulic pressure, and an engine and a vehicle including the hydraulic valve driving device.

  2. Description of the Related Art Conventionally, a hydraulic valve driving device that drives an engine valve including an intake valve and an exhaust valve using hydraulic pressure is known (see, for example, Japanese Patent Laid-Open No. 5-202710).

  Such a hydraulic valve driving device is provided with a hydraulic pump for generating hydraulic pressure. In the hydraulic valve driving device disclosed in Japanese Patent Application Laid-Open No. 5-202710, the intake valve and the exhaust valve are prevented from operating until the hydraulic pressure of the hydraulic pump exceeds a predetermined value at the time of starting. The valve and the exhaust valve are configured to operate in a stable state.

By the way, in a hydraulic valve driving device as disclosed in Japanese Patent Laid-Open No. 5-202710, generally, a hydraulic pump is driven by an engine crank.
JP-A-5-202710

  In a hydraulic valve driving device that drives a hydraulic pump by a crank, the rotational speed of the hydraulic pump depends on the rotational speed of the crank. Here, when the engine is started, the rotational speed of the crank is reduced to about a fraction of that when idling. Thereby, the rotational speed of the hydraulic pump is lowered. Therefore, a small hydraulic pump cannot reliably obtain the hydraulic pressure necessary for driving the engine valve. As a result, a good start of the engine cannot be realized.

  On the other hand, a hydraulic pump that can obtain a sufficient hydraulic pressure in a wide range from such a low rotational speed to a high rotational speed during normal traveling is expensive and large. For this reason, the production cost increases, and the downsizing of the engine is hindered. Hereinafter, in the hydraulic pump, a range of rotation speed at which sufficient hydraulic pressure can be obtained is referred to as a dynamic range of the hydraulic pump.

  An object of the present invention is to provide a hydraulic valve drive device that is small and capable of performing a good start, an engine including the same, and a vehicle.

  (1) A hydraulic valve driving device according to a first invention is a hydraulic valve driving device for driving a valve of an engine having a crank, and includes a hydraulic valve actuator for driving the valve, and a hydraulic pressure for the valve actuator. A first hydraulic pump that generates the torque, a motor that generates a rotational force for driving the crank and the first hydraulic pump, and a first hydraulic pump that transmits the rotational force of the motor to the first hydraulic pump without passing through the crank. 1 transmission mechanism, a second transmission mechanism that transmits the rotational force of the motor to the crank, and a third transmission mechanism that transmits the rotational force of the crank to the first hydraulic pump. The reduction ratio of the first power transmission path from the motor to the first hydraulic pump is reached from the motor to the first hydraulic pump through the second transmission mechanism, the crank, and the third transmission mechanism. It is smaller than the reduction ratio of the second power transmission path.

  In the hydraulic valve driving apparatus according to the first aspect of the present invention, hydraulic pressure for the valve actuator is generated by the first hydraulic pump, and the valve of the engine is driven by the valve actuator.

  At the start, the crank is not driven by the combustion of the air-fuel mixture. Therefore, the crank and the first hydraulic pump are driven by the rotational force of the motor.

  At this time, the rotational force of the motor is transmitted to the first hydraulic pump via the first transmission mechanism, and is transmitted to the crank via the second transmission mechanism. Further, the rotational force of the crank is transmitted to the first hydraulic pump via the third transmission mechanism. The reduction ratio of the first power transmission path from the motor to the first hydraulic pump via the first transmission mechanism is the first hydraulic pressure via the second transmission mechanism, the crank and the third transmission mechanism. It is smaller than the reduction ratio of the second power transmission path leading to the pump. Therefore, the rotational speed of the first hydraulic pump through the first power transmission path is higher than the rotational speed of the first hydraulic pump through the second power transmission path.

  Accordingly, the first hydraulic pump is driven by the rotational force transmitted from the motor via the first power transmission path. Therefore, the first hydraulic pump can quickly obtain the necessary hydraulic pressure. As a result, a good start of the engine can be realized.

  In addition, the crank can be driven by one motor, and the first hydraulic pump can be driven. Thereby, the engine can be downsized.

  In addition, since the first hydraulic pump can be driven at a high rotational speed at the time of starting, the first hydraulic pump can be downsized. Therefore, the engine can be miniaturized and the production cost can be reduced.

  (2) The first transmission mechanism includes a first one-way clutch that transmits the rotational force from the motor to the first hydraulic pump and does not transmit the rotational force from the first hydraulic pump to the motor. The mechanism includes a second one-way clutch that transmits the rotational force from the motor to the crank and does not transmit the rotational force from the crank to the motor, and the third transmission mechanism transmits the rotational force from the crank to the first hydraulic pump. In addition, a third one-way clutch that does not transmit rotational force from the first hydraulic pump to the crank may be included.

  In this case, at the time of starting, the third one-way clutch can prevent the rotational force of the first hydraulic pump from being transmitted to the crank via the third transmission mechanism. Thereby, the load applied to the first hydraulic pump is reduced, and the first hydraulic pump can stably rotate at a high rotation speed.

  When the air-fuel mixture is combusted and the crank is driven, the operation shifts to a normal operation in which the first hydraulic pump is driven by the rotational force of the crank. In this case, the second one-way clutch can prevent the crank rotational force from being transmitted to the motor via the second transmission mechanism. In addition, the first one-way clutch can prevent the rotational force of the first hydraulic pump from being transmitted to the motor via the first transmission mechanism. Thereby, over-rotation of the motor can be prevented.

  (3) The second transmission mechanism is intermittently switchable between a first state where the rotational force is transmitted between the motor and the crank and a second state where the rotational force is not transmitted between the motor and the crank. A machine may be included.

  In this case, at the start time when the crank is not driven by the combustion of the air-fuel mixture, the interrupter is maintained in the second state, and when shifting to the normal operation in which the crank is driven by the air-fuel mixture combustion, Is switched from the second state to the first state.

  As a result, the rotational force of the motor is not transmitted to the crank at the initial stage of starting, and the crank is not driven by the motor. Thereby, the load applied to the motor is reduced. Therefore, the motor can rotate at a higher rotation speed. Therefore, the rotational speed of the first hydraulic pump driven by the rotational force of the motor becomes higher. As a result, the first hydraulic pump can obtain the required hydraulic pressure more quickly.

  Further, in the latter stage of starting, the rotational force of the motor is transmitted to the crank, and the crank is reliably driven. Thereafter, the crank is driven by the combustion of the air-fuel mixture. Thereby, the transition from the start to the normal operation is performed stably.

  (4) The hydraulic valve driving device further includes a second hydraulic pump that is driven by the rotational force of the crank and supplies lubricating oil to the engine, and the interrupter is operated by the hydraulic pressure generated by the second hydraulic pump. It may be switched to the first state or the second state.

  In this case, since the hydraulic pressure necessary for supplying the lubricating oil to the engine is lower than the hydraulic pressure necessary for the valve actuator to drive the valve, the hydraulic pressure of the second hydraulic pump is higher than the hydraulic pressure of the first hydraulic pump. Can also be set low. Also, the hydraulic pressure required for switching the state of the interrupter is lower than the hydraulic pressure required for the valve actuator to drive the valve.

  Therefore, by switching the interrupter using the second hydraulic pump, energy loss can be suppressed and the pressure resistance of the hydraulic system can be set low, thereby reducing costs. it can.

  (5) An engine according to a second aspect of the present invention is a cylinder, a cylinder head provided on the cylinder, having a valve, a piston accommodated in the cylinder so as to freely reciprocate, and a reciprocating motion of the piston converted into a rotational motion. A hydraulic valve driving device for driving the valve; a first hydraulic pump for generating hydraulic pressure for the valve actuator; and a crank. And a motor that generates a rotational force for driving the first hydraulic pump, a first transmission mechanism that transmits the rotational force of the motor to the first hydraulic pump without passing through the crank, and the rotational force of the motor A second transmission mechanism for transmitting to the crank; and a third transmission mechanism for transmitting the rotational force of the crank to the first hydraulic pump. The reduction ratio of the first power transmission path leading to the first hydraulic pump through the mechanism is the second reduction ratio from the motor to the first hydraulic pump through the second transmission mechanism, the crank and the third transmission mechanism. It is smaller than the reduction ratio of the power transmission path.

  In the engine according to the second aspect of the invention, the reciprocating motion of the piston is converted into the rotational motion by the crank, and the valve is driven by the hydraulic valve driving device.

  In the hydraulic valve driving device, the first hydraulic pump generates hydraulic pressure for the valve actuator, and the valve of the engine is driven by the valve actuator.

  At the start, the crank is not driven by the combustion of the air-fuel mixture. Therefore, the crank and the first hydraulic pump are driven by the rotational force of the motor.

  At this time, the rotational force of the motor is transmitted to the first hydraulic pump via the first transmission mechanism, and is transmitted to the crank via the second transmission mechanism. Further, the rotational force of the crank is transmitted to the first hydraulic pump via the third transmission mechanism. The reduction ratio of the first power transmission path from the motor to the first hydraulic pump via the first transmission mechanism is the first hydraulic pressure via the second transmission mechanism, the crank and the third transmission mechanism. It is smaller than the reduction ratio of the second power transmission path leading to the pump. Therefore, the rotational speed of the first hydraulic pump through the first power transmission path is higher than the rotational speed of the first hydraulic pump through the second power transmission path.

  Accordingly, the first hydraulic pump is driven by the rotational force transmitted from the motor via the first power transmission path. Therefore, the first hydraulic pump can quickly obtain the necessary hydraulic pressure. As a result, a good start of the engine can be realized.

  In addition, the crank can be driven by one motor, and the first hydraulic pump can be driven. Thereby, the engine can be downsized.

  In addition, since the first hydraulic pump can be driven at a high rotational speed at the time of starting, the first hydraulic pump can be downsized. Therefore, the engine can be miniaturized and the production cost can be reduced.

  (6) The engine operates the motor in response to an instruction by the instruction unit, an instruction unit that instructs the operation of the motor, a detector that detects the hydraulic pressure generated by the first hydraulic pump, and is detected by the detector. And a controller that commands the start of fuel supply and ignition in the cylinder when the hydraulic pressure to be reached reaches a predetermined threshold.

  In this case, the motor operates in response to an instruction from the instruction unit, and the crank and the first hydraulic pump are driven by the motor. The hydraulic pressure generated by the first hydraulic pump is detected by a detector. When the hydraulic pressure detected by the detector reaches a predetermined threshold value, the valve is driven, and fuel supply and ignition in the cylinder are started in response to a command from the control unit, and the mixture is burned. Is called.

  The piston is driven by the combustion of the air-fuel mixture, and the piston reciprocates within the cylinder. The reciprocating motion of the piston is converted into rotational motion by the crank. Thereby, the rotational speed of the crank increases. Therefore, the first hydraulic pump shifts from driving by the motor to driving by the crank. As a result, the start of the engine is completed, and the normal operation is started.

  As described above, when the hydraulic pressure of the first hydraulic pump reaches a value required for the valve actuator, the valve is driven and the fuel supply and ignition start timing in the cylinder are controlled, so that the engine starts well. And is done smoothly.

  (7) A vehicle according to a third aspect of the present invention includes an engine that generates power and drive wheels that are driven by the power generated by the engine, and the engine includes a cylinder and a valve that is provided on the cylinder. A cylinder head, a piston that is reciprocally accommodated in the cylinder, a crank that converts the reciprocating motion of the piston into a rotational motion, and a hydraulic valve driving device that drives the valve. A hydraulic valve actuator for driving the valve, a first hydraulic pump for generating hydraulic pressure for the valve actuator, a motor for generating rotational force for driving the crank and the first hydraulic pump, and the rotational force of the motor A first transmission mechanism that transmits to the first hydraulic pump without passing through the crank, and a second transmission that transmits the rotational force of the motor to the crank And a third transmission mechanism that transmits the rotational force of the crank to the first hydraulic pump, and the reduction ratio of the power transmission path from the motor to the first hydraulic pump via the first transmission mechanism is The reduction ratio of the power transmission path from the motor to the first hydraulic pump via the second transmission mechanism, the crank and the third transmission mechanism is smaller.

  In the vehicle according to the third aspect of the invention, the drive wheels are driven by the power generated by the engine. In the engine, a reciprocating motion of a piston is converted into a rotational motion by a crank, and a valve is driven by a hydraulic valve driving device.

  In the hydraulic valve driving device, the first hydraulic pump generates hydraulic pressure for the valve actuator, and the valve of the engine is driven by the valve actuator.

  At the start, the crank is not driven by the combustion of the air-fuel mixture. Therefore, the crank and the first hydraulic pump are driven by the rotational force of the motor.

  At this time, the rotational force of the motor is transmitted to the first hydraulic pump via the first transmission mechanism, and is transmitted to the crank via the second transmission mechanism. Further, the rotational force of the crank is transmitted to the first hydraulic pump via the third transmission mechanism. The reduction ratio of the first power transmission path from the motor to the first hydraulic pump via the first transmission mechanism is the first hydraulic pressure via the second transmission mechanism, the crank and the third transmission mechanism. It is smaller than the reduction ratio of the second power transmission path leading to the pump. Therefore, the rotational speed of the first hydraulic pump through the first power transmission path is higher than the rotational speed of the first hydraulic pump through the second power transmission path.

  Accordingly, the first hydraulic pump is driven by the rotational force transmitted from the motor via the first power transmission path. Therefore, the first hydraulic pump can quickly obtain the necessary hydraulic pressure. As a result, a good start of the engine can be realized.

  In addition, the crank can be driven by one motor, and the first hydraulic pump can be driven. Thereby, the engine can be downsized.

  Further, since the first hydraulic pump can be driven at a high rotational speed at the time of starting, the dynamic range of the first hydraulic pump can be set narrow. Thereby, the size of the first hydraulic pump can be reduced. Therefore, the engine can be miniaturized and the production cost can be reduced. As a result, the weight of the vehicle can be reduced and the cost can be reduced.

  (8) The engine motor and the first hydraulic pump may be disposed on one side and the other side, respectively, with respect to the center line in the traveling direction of the vehicle.

  In this case, the weight balance of the vehicle is good. Thereby, the vehicle can travel stably.

  According to the present invention, since the first hydraulic pump is driven by the rotational force transmitted from the motor via the first power transmission path having a small reduction ratio, the necessary hydraulic pressure can be quickly obtained. As a result, a good start of the engine can be realized. In addition, the crank can be driven by one motor, and the first hydraulic pump can be driven. Thereby, the engine can be downsized. In addition, since the first hydraulic pump can be driven at a high rotational speed at the time of starting, the first hydraulic pump can be downsized. Therefore, the engine can be miniaturized and the production cost can be reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, a motorcycle will be described as an example of the vehicle of the present invention.

(1) 1st Embodiment Hereinafter, with reference to FIGS. 1-5, the engine containing the hydraulic valve drive device which concerns on the 1st Embodiment of this invention is demonstrated.

(1-1) Configuration of Engine FIG. 1 is a schematic diagram showing an overall configuration of a hydraulic valve driving device for an engine according to a first embodiment of the present invention.

  As shown in FIG. 1, the hydraulic valve driving device of the engine 100 according to the first embodiment includes a hydraulic pump 1, a starter motor 2, a transmission mechanism 3, a transmission mechanism 5, a transmission mechanism 6, an engine lubrication pump 60, An oil tank 7, an engine valve 8, a hydraulic control valve 9, a hydraulic sensor 10, a valve actuator 11, a valve lift sensor 12, a crank position sensor 13, and a controller 14 are provided.

  The starter motor 2 drives the hydraulic pump 1 and performs cranking when the engine 100 is started. The starter motor 2 is driven by pressing a starter switch 160 shown in FIG. The transmission mechanism 3 transmits the driving force of the starter motor 2 to the hydraulic pump 1. The transmission mechanism 5 transmits the driving force of the starter motor 2 to a crank 15 connected to the piston 4. The transmission mechanism 6 transmits the driving force of the crank 15 to the hydraulic pump 1. Here, the driving force of the starter motor 2 and the crank 15 refers to the rotational force of the motor shaft 2a and the crankshaft 15a described later.

  The engine lubrication pump 60 supplies lubricating oil to each part in the engine 100 through a hydraulic path (not shown). The engine lubrication pump 60 is connected to the transmission mechanism 6. The oil tank 7 stores oil. The engine valve 8 includes an intake valve and an exhaust valve. The hydraulic control valve 9 controls the hydraulic pressure by switching the hydraulic passage.

  The hydraulic pressure sensor 10 detects the hydraulic pressure and outputs a hydraulic pressure signal OP indicating the hydraulic pressure. The valve actuator 11 drives the engine valve 8 with hydraulic pressure. The valve lift sensor 12 detects the lift amount of the engine valve 8 and outputs a valve lift signal VL indicating the lift amount. The crank position sensor 13 detects the crank angle of the crank 15 and outputs a crank position signal CP indicating the crank angle.

  Here, the valve lift sensor 12 indirectly detects the lift amount of the engine valve 8 including the intake valve and the exhaust valve by measuring the operation amount of the valve actuator 11.

  Oil is supplied to the hydraulic pump 1 from the oil tank 7 via the hydraulic path A. The hydraulic pump 1 and the hydraulic control valve 9 are connected by a hydraulic path B. The oil accumulated in the oil tank 7 is pressurized by the hydraulic pump 1 and then sent to the hydraulic control valve 9. Oil is supplied to the engine lubrication pump 60 from the oil tank 7 via the hydraulic path G.

  The hydraulic sensor 10 is disposed in the hydraulic path B. The hydraulic control valve 9 is connected to the valve actuator 11 via the hydraulic path D. The hydraulic control valve 9 is configured to open and close the hydraulic path D when a solenoid valve (not shown) is turned on / off by a valve control signal VC output from the controller 14.

  The hydraulic control valve 9 is connected to the oil tank 7 via a return path (hydraulic path) C. When the engine valve 8 is closed, oil is returned from the hydraulic control valve 9 to the oil tank 7 through the return passage C.

  The valve actuator 11 is connected to the engine valve 8 via a mechanical transmission mechanism E, and drives the engine valve 8 with hydraulic pressure controlled by the hydraulic control valve 9.

  The controller 14 is supplied with a hydraulic pressure signal OP output from the hydraulic pressure sensor 10, a valve lift signal VL output from the valve lift sensor 12, a crank position signal CP output from the crank position sensor 13, and the like. The controller 14 gives a motor drive signal MD to the starter motor 20.

  The engine 100 of the present embodiment is a one-cylinder engine and has one cylinder. A piston 4 is provided in the cylinder. An engine valve 8 (an intake valve and an exhaust valve) is provided in the cylinder head of the engine 100.

(1-2) Configuration of Hydraulic Valve Drive Device FIG. 2 is a schematic perspective view for explaining in detail the hydraulic valve drive device of the engine of FIG.

  As shown in FIG. 2, the starter motor 2 has a motor shaft 2a. A gear 2b is attached to the motor shaft 2a. The gear 2 b is connected to the pump shaft 1 a of the hydraulic pump 1 through the transmission mechanism 3, and is connected to the crankshaft 15 a of the crank 15 through the transmission mechanism 5. The crankshaft 15 a of the crank 15 is connected to the pump shaft 1 a of the hydraulic pump 1 through the transmission mechanism 6. As the motor shaft 2a of the starter motor 2 rotates, the gear 2b rotates in the direction of the arrow M2.

  Transmission mechanism 3 includes gears 31, 32, 33 and a one-way clutch 33a. The gear 31 is meshed with the gear 2b. The gear 31 and the gear 32 are connected by a connecting shaft 3a. The gear 32 is meshed with the gear 33. The gear 33 is attached to the pump shaft 1a via a one-way clutch 33a.

  Thereby, the rotational force of the motor shaft 2a of the starter motor 2 is transmitted to the pump shaft 1a of the hydraulic pump 1 through the gears 31, 32, 33 and the one-way clutch 33a. At this time, the gear 33 rotates in the direction of the arrow M1.

  The one-way clutch 33a is configured to transmit a rotational force from the starter motor 2 side to the hydraulic pump 1 side and not to transmit a rotational force from the hydraulic pump 1 side to the starter motor 2 side.

  Transmission mechanism 5 includes gears 51, 52, 53, 54, 55 and a one-way clutch 55a. The gear 51 is meshed with the gear 2b. The gear 51 and the gear 52 are connected by a connecting shaft 5a. The gear 52 is meshed with the gear 53. The gear 53 and the gear 54 are connected by a connecting shaft 5b. The gear 54 is meshed with the gear 55. The gear 55 is attached to one end of the crankshaft 15a via a one-way clutch 55a.

  Thereby, the rotational force of the motor shaft 2a of the starter motor 2 is transmitted to the crankshaft 15a of the crank 15 via the gears 51, 52, 53, 54, 55 and the one-way clutch 55a. At this time, the gear 55 rotates in the direction of the arrow M5.

  The one-way clutch 55a is configured to transmit a rotational force from the starter motor 2 side to the crank 15 side, and not to transmit a rotational force from the crank 15 side to the starter motor 2 side.

  The transmission mechanism 6 includes an engine output gear 61, gears 62 and 63, an idle gear 64 and a gear 65. The engine output gear 61 is attached to the other end of the crankshaft 15a. The gear 62 is meshed with the engine output gear 61. The gear 62 and the gear 63 are connected by a connecting shaft 6a. A one-way clutch 63a is provided between the gear 63 and the connecting shaft 6a. The idle gear 64 is meshed with the gear 63 and the gear 65. The gear 65 is attached to the pump shaft 1 a of the hydraulic pump 1.

  Thereby, the rotational force of the crankshaft 15a of the crank 15 is transmitted to the pump shaft 1a of the hydraulic pump 1 via the engine output gear 61, the gear 62, the one-way clutch 63a, the gear 63, the idle gear 64, and the gear 65. At this time, the gear 65 rotates in the direction of the arrow M11. The rotation direction of the pump shaft 1a by the gear 65 is equal to the rotation direction of the pump shaft 1a by the gear 33 described above.

  The one-way clutch 63a is configured to transmit a rotational force from the crank 15 side to the hydraulic pump 1 side, and not to transmit a rotational force from the hydraulic pump 1 side to the crank 15 side.

  With such a configuration, the rotational force of the motor shaft 2 a of the starter motor 2 is transmitted to the pump shaft 1 a of the hydraulic pump 1 via the transmission mechanism 3 and to the crankshaft 15 a of the crank 15 via the transmission mechanism 5. Communicated. Further, the rotational force of the crankshaft 15 a of the crank 15 is transmitted to the pump shaft 1 a of the hydraulic pump 1 through the transmission mechanism 6.

  That is, the rotational force of the motor shaft 2 a of the starter motor 2 is transmitted to the hydraulic pump 1 on the one hand via the transmission mechanism 3, and on the other hand to the hydraulic pump 1 via the transmission mechanism 5, the crank 15 and the transmission mechanism 6. Communicated. Hereinafter, in order to clearly distinguish the two transmission paths, the transmission path including the transmission mechanism 3 is referred to as a transmission path A1, and the transmission path including the transmission mechanism 5, the crank 15, and the transmission mechanism 6 is referred to as a transmission path B1.

  The reduction ratio of the transmission path A1 is set to be smaller than the reduction ratio of the transmission path B1. Here, the reduction ratio of the transmission paths A1 and B1 is represented by the ratio between the rotational speed of the motor shaft 2a and the rotational speed of the pump shaft 1a as in the following equation (1).

Reduction ratio = rotational speed of motor shaft 2a / rotational speed of pump shaft 1a (1)
For example, the reduction ratio of the transmission path A1 is set to about one third of the reduction ratio of the transmission path B1.

  An engine lubrication pump 60 is connected to the gear 63 via a gear 60a. Thereby, the rotational force of the crankshaft 15a is transmitted to the engine lubrication pump 60, and the engine lubrication pump 60 is driven. Note that the hydraulic pressure generated by the engine lubrication pump 60 is lower than the hydraulic pressure generated by the hydraulic pump 1 described later.

(1-3) Control Method of Hydraulic Valve Drive Device FIG. 3 is a flowchart for explaining a control method of the hydraulic valve drive device of the engine by the controller 14 of FIG. Next, a control method of the hydraulic valve driving device will be described in detail with reference to FIGS.

  In the initial state, the engine mode is set to the stop mode. First, the controller 14 determines the engine mode (step S1). When the engine 100 is stopped, the controller 14 determines that the engine mode is the stop mode, and proceeds to the process of step S2.

  Next, the controller 14 determines whether or not the engine 100 is in a start start state (step S2). When the motorcycle driver turns on a main switch 150 and a starter switch 160 shown in FIG. 9, which will be described later, the engine 100 is started. When the engine 100 is not in the start start state, the process returns to step S1.

  When the engine 100 is in the start start state, the controller 14 shifts the engine mode to the start mode (step S3). At this time, the controller 14 drives the starter motor 2 by the motor drive signal MD (step S4) and drives the engine valve 8 (see FIG. 1) in the start operation mode by the valve control signal VC (step S5). . Details of the operation of the engine valve 8 will be described later. Thereafter, the process returns to step S1.

  Here, in the start mode, fuel injection and spark ignition of engine 100 are not performed. As a result, the piston 4 is not driven by the combustion of the air-fuel mixture in the combustion chamber of the engine 100. In this case, the hydraulic pump 1 and the crank 15 are driven by the rotational force of the starter motor 2. When the hydraulic pump 1 is driven, the hydraulic pressure of the hydraulic pump 1 increases. Hereinafter, driving of the hydraulic pump 1 by the rotational force of the starter motor 2 is referred to as motor driving of the hydraulic pump 1. In addition, driving of the hydraulic pump 1 by the rotational force of the crank 15 is referred to as crank driving of the hydraulic pump 1. Details of the mechanical operations of the hydraulic pump 1, the starter motor 2, and the crank 15 will be described later.

  Further, in the start mode, as will be described later, the engine valve 8 of FIG. 1 is held open. Thereby, even if the piston 4 reciprocates in the cylinder as the crank 15 rotates, the pressure in the cylinder does not increase. Therefore, the load applied to the crank 15 is reduced. Therefore, the rotation of the crank 15 is stabilized and a decrease in the rotation speed of the starter motor 2, the crank 15 and the hydraulic pump 1 can be suppressed.

  If the controller 14 determines in step S1 that the engine mode is the start mode, the controller 14 proceeds to the process of step S6.

  The controller 14 determines whether or not the hydraulic pressure of the hydraulic pump 1 is equal to or higher than a threshold value based on the hydraulic pressure signal OP from the hydraulic pressure sensor 10 (see FIG. 1) (step S6). The threshold is set in advance, for example, to about 2 MPa to about 3 MPa.

  If the hydraulic pressure of the hydraulic pump 1 is not greater than or equal to the threshold value, the controller 14 maintains the engine mode in the start mode (step S7) and returns to the process of step S1.

  When the hydraulic pressure of the hydraulic pump 1 becomes equal to or greater than the threshold value in step S6, the controller 14 shifts the engine mode from the start mode to the normal operation mode (step S8).

  The controller 14 drives the engine valve 8 (see FIG. 1) in the normal operation mode by the valve control signal VC (step S9). The engine valve 8 is driven by the hydraulic pump 1.

  Here, in the normal operation mode, fuel injection and spark ignition are performed in the engine 100 as will be described later. In this case, the piston 4 is driven by the combustion of the air-fuel mixture in the combustion chamber. Therefore, the crank 15 connected to the piston 4 is driven. In this case, the rotational speed of the crank 15 is significantly increased as compared with the case where the crank 15 is driven by the starter motor 2.

  The rotational force of the crank 15 is transmitted to the hydraulic pump 1 through the transmission mechanism 6. Here, when the crank 15 is driven by the combustion of the air-fuel mixture, the rotational speed of the hydraulic pump 1 driven by the rotational force of the crank 15 is greater than the rotational speed of the hydraulic pump 1 driven by the rotational force of the starter motor 2. The reduction ratio of the transmission mechanism 6 is set so as to be higher. In this case, when the rotational speed of the hydraulic pump 1 by the crank 15 becomes higher than the rotational speed of the starter motor 2, the motor drive of the hydraulic pump 1 is automatically switched to the crank drive (step S10). Thereafter, the process returns to step S1.

  If the controller 14 determines in step S1 that the engine mode is the normal operation mode, the controller 14 proceeds to the process of step S11.

  Thereafter, the controller 14 determines whether or not the rotational speed of the engine 100 has become lower than the threshold based on the crank position signal CP from the crank position sensor 13 (step S11).

  If the rotation speed of the engine 100 is not lower than the threshold value, the process returns to step S1. On the other hand, when the rotational speed of the engine 100 becomes lower than the threshold value in step S11, the controller 14 shifts the engine mode to the stop mode (step S12) and ends the process.

(1-4) Operation of Piston and Engine Valve of Hydraulic Valve Driving Device Here, referring to FIG. 4, piston 4 (crank 15) and engine valve 8 (intake valve and exhaust in step S3 to step S10 in FIG. 3) The operation of the valve will be described.

  FIG. 4 is a diagram for explaining the operation of the piston 4 and the engine valve 8 of the hydraulic valve driving device of the engine 100 of FIG. The vertical axis in FIG. 4 represents the position of the piston 4 in the cylinder and the lift amount of the engine valve 8, and the horizontal axis represents time.

  First, when cranking is started by shifting from the stop mode to the start mode at time t1, at least one of the intake valve and the exhaust valve is opened at time t2. In this case, the engine valve 8 opens with a maximum lift amount W that does not collide with the piston 4.

  In the start mode, instead of opening the engine valve 8 with the lift amount W by the hydraulic pressure of the hydraulic pump 1, the engine valve 8 may be opened by operating a decompressor (decompressor). Here, decompression refers to a device that forcibly opens and closes an exhaust valve by an electromagnetic solenoid, for example.

  After the engine valve 8 is opened, the maximum lift amount W of the intake valve and the exhaust valve is kept constant until cranking in the start mode is completed.

  Note that as the number of engine valves 8 (intake valves and exhaust valves) to be opened increases, the pump loss can be reduced, while the energy for operating the engine valve 8 increases. Therefore, it is necessary to set the engine valve 8 to be opened in consideration of these points.

  Next, at time t3, the mode is shifted from the start mode to the normal operation mode. Thereby, the engine valve 8 is closed when the position of the piston 4 reaches the first top dead center.

  Then, intake, fuel injection, and ignition are started in order, the engine valve 8 performs a lift operation, and the engine 100 operates. Here, the lift operation of the engine valve 8 means opening and closing of the intake port and the exhaust port of the cylinder head by the vertical movement of the intake valve and the exhaust valve of the engine valve 8. In the normal operation mode, the hydraulic pump 1 (see FIG. 1) is driven by the rotational force of the crank 15 caused by the operation of the engine 100.

  In FIG. 4, the operation speed of the piston 4 is constant even after the transition to the normal operation mode. However, in practice, the rotational speed of the crank 15 increases from time t3, and accordingly, the piston 4 The operating speed is also increased. Further, the speed of the lift operation of the engine valve 8 is similarly increased.

(1-5) Mechanical Operation when Engine 100 is Started FIG. 5 is a diagram showing changes in the rotational speeds of the starter motor 2, the crank 15 and the hydraulic pump 1 when the engine 100 is started. Next, with reference to FIG. 2 and FIG. 5, the change in the rotational speed of the starter motor 2, the crank 15 and the hydraulic pump 1 and the details of the mechanical operation in steps S3 to S10 will be described.

  In FIG. 5, the vertical axis indicates the rotation speed, and the horizontal axis indicates time. The solid line P1 indicates the rotational speed of the motor shaft 2a of the starter motor 2, the solid line P2 indicates the rotational speed of the crankshaft 15a of the crank 15, and the solid line P3 indicates the rotational speed of the pump shaft 1a of the hydraulic pump 1.

  As shown in FIG. 5, the starter motor 2 is driven by pushing a starter switch 160 of FIG. 9 described later at time t1, and the motor shaft 2a of the starter motor 2 rotates at a predetermined rotational speed R1. Thereby, the stop mode is shifted to the start mode.

  The rotational force of the motor shaft 2 a of the starter motor 2 is transmitted to the crank shaft 15 a of the crank 15 via the transmission mechanism 5. Here, as described above, in the starting mode, the piston 4 is not driven by the combustion of the air-fuel mixture. Therefore, the crank 15 is driven by the rotational force transmitted from the starter motor 2. In this case, the crankshaft 15a of the crank 15 rotates at a rotational speed R2 that depends on the rotational speed R1 of the motor shaft 2a of the starter motor 2.

  At the same time, the rotational force of the motor shaft 2 a of the starter motor 2 is transmitted to the pump shaft 1 a of the hydraulic pump 1 via the transmission mechanism 3, and the rotational force of the crankshaft 15 a of the crank 15 is transmitted via the transmission mechanism 6. Communicated. In this case, the rotational force transmitted from the crank 15 to the hydraulic pump 1 is equal to the rotational force transmitted from the starter motor 2 via the transmission mechanism 5, the crank 15 and the transmission mechanism 6.

  That is, the rotational force of the motor shaft 2a of the starter motor 2 is transmitted to the pump shaft 1a of the hydraulic pump 1 via the transmission path A1 and the transmission path B1.

  Here, as described above, the reduction ratio of the transmission path A1 is smaller than the reduction ratio of the transmission path B1. In this case, due to the functions of the one-way clutch 33a and the one-way clutch 63a, the hydraulic pump 1 is driven by the rotational force transmitted from the starter motor 2 via the transmission path A1. Details are shown below. In FIG. 5, a dotted line Q3 indicates the rotational speed of the pump shaft 1a when the idle gear 64 of the transmission mechanism 6 rotates the gear 65.

  The gear 32 of the transmission mechanism 3 rotates the gear 33 at a rotational speed R3 that depends on the rotational speed R1 of the motor shaft 2a of the starter motor 2. Here, the rotational speed R3 corresponds to the product of the rotational speed R1 and the inverse of the reduction ratio of the transmission path A1. As described above, the one-way clutch 33a transmits the rotational force on the starter motor 2 side to the hydraulic pump 1 side. That is, the rotational force of the gear 33 is transmitted to the pump shaft 1a. Thereby, the pump shaft 1a rotates at the rotation speed R3.

  On the other hand, the idle gear 64 of the transmission mechanism 6 tries to rotate the gear 65 at a rotational speed R4 that depends on the rotational speed R1 of the motor shaft 2a of the starter motor 2. Here, the rotational speed R4 corresponds to the product of the rotational speed R1 and the inverse of the reduction ratio of the transmission path B1. However, the gear 65 rotates at the rotation speed R3 as the pump shaft 1a rotates. Since the reduction ratio of the transmission path B1 is larger than the reduction ratio of the transmission path A1, the rotation speed R4 is lower than the rotation speed R3.

  In this case, the rotational force of the gear 65 is transmitted to the idle gear 64 in reverse. Further, the rotational force of the idle gear 64 is transmitted to the gear 63. However, the one-way clutch 63a does not transmit the rotational force on the hydraulic pump 1 side to the crank 15 side. Therefore, the rotational force of the gear 63 is not transmitted to the gear 62. That is, the gear 63 idles at one end of the connecting shaft 6a.

  Thus, the hydraulic pump 1 is driven by the rotational force transmitted from the starter motor 2 via the transmission path A1, and the pump shaft 1a rotates at the rotational speed R3.

  Next, when the start mode is shifted to the normal operation mode at time t3, the engine valve 8 starts the lift operation and the air-fuel mixture is combusted in the combustion chamber. As a result, the piston 4 is driven, and the rotational speed of the crankshaft 15a of the crank 15 is increased. At this time, due to the function of the one-way clutch 55a, the rotational force of the crankshaft 15a is not transmitted to the starter motor 2 side.

  On the other hand, the rotational force of the crankshaft 15a is transmitted to the hydraulic pump 1 side by the function of the one-way clutch 63a. Thereby, the rotational speed of the pump shaft 1a of the hydraulic pump 1 increases. At this time, due to the function of the one-way clutch 33a, the rotational force of the pump shaft 1a of the hydraulic pump 1 is not transmitted to the starter motor 2 side.

  Thus, the crank 15 is driven by the combustion of the air-fuel mixture in the combustion chamber, so that the rotational speed of the crankshaft 15a of the crank 15 becomes higher than the rotational speed R2 that depends on the rotational speed R1 of the starter motor 2. As a result, as indicated by a dotted line Q3 in FIG. 5, the rotational speed of the gear 65 by the idle gear 64 of the transmission mechanism 6 increases, and is higher than the rotational speed R3 of the gear 33 by the gear 32 of the transmission mechanism 3 at time t4. Become. Thereby, the rotational force of the idle gear 64 is transmitted to the gear 65, and the pump shaft 1a of the hydraulic pump 1 rotates at a rotational speed that depends on the rotational speed of the crank shaft 15a of the crank 15.

  Therefore, the drive source of the hydraulic pump 1 is switched from the starter motor 2 to the crank 15. Thus, when the start mode is completely shifted to the normal operation mode, the driving of the hydraulic pump 1 by the starter motor 2 is stopped when the motorcycle driver finishes pressing a starter switch 160 described later.

  When the rotational speed of the crankshaft 15a of the crank 15 increases to a predetermined value, the engine 100 shifts to an idling state, and the rotational speeds of the crankshaft 15a and the pump shaft 1a become constant.

(1-6) Effects of the First Embodiment In the first embodiment, the motor of the starter motor 2 in a state where the air-fuel mixture is not burned in the cylinder when the engine 100 is started as described above. The hydraulic pump 1 and the crank 15 are driven by the rotational force of the shaft 2a.

  At this time, since the reduction ratio of the transmission path A1 is smaller than the reduction ratio of the transmission path B1, the rotational force of the motor shaft 2a of the starter motor 2 is transmitted to the pump shaft 1a of the hydraulic pump 1 via the transmission mechanism 3. The

  Therefore, the hydraulic pump 1 is driven by the rotational force transmitted from the starter motor 2 via the transmission path A1.

  In this case, the rotational speed of the pump shaft 1a by the transmission path A1 is higher than the rotational speed of the pump shaft 1a by the transmission path B1. Therefore, the hydraulic pump 1 can quickly generate the necessary hydraulic pressure. As a result, a good start of engine 100 can be realized.

  In addition, the crank 15 can be driven by one starter motor 2 and the hydraulic pump 1 can be driven. Thereby, the engine 100 can be downsized.

  Further, since the hydraulic pump 1 can be driven at a high rotational speed at the time of starting, the dynamic range of the first hydraulic pump can be set narrow. Thereby, the size of the first hydraulic pump can be reduced. Therefore, the engine 100 can be downsized and the production cost can be reduced.

(2) Second Embodiment Hereinafter, an engine including a hydraulic valve driving device according to a second embodiment of the present invention will be described with reference to FIGS.

(2-1) Configuration of Hydraulic Valve Drive Device FIG. 6 is a schematic perspective view for explaining in detail the hydraulic valve drive device for an engine according to the second embodiment.

  In the second embodiment, a start clutch 71 is interposed between the gear 51 and the gear 52 of the transmission mechanism 5. The start clutch 71 can be switched between a connected state where the rotational force is transmitted between the starter motor 2 and the crank 15 or a disconnected state where the rotational force is not transmitted.

  Oil is supplied to the starting clutch 71 from the engine lubrication pump 60 via the hydraulic path F. In the hydraulic path F, an electromagnetic valve F1 is inserted. The controller 14 (FIG. 1) controls the opening degree of the electromagnetic valve F1 by giving an opening degree signal OD to the electromagnetic valve F1. Thereby, the hydraulic pressure supplied from the engine lubrication pump 60 to the start clutch 71 is adjusted, and the start clutch 71 is switched to the connected state or the disconnected state. The remaining configuration of the second embodiment is the same as that of the first embodiment.

(2-2) Control Method of Hydraulic Valve Drive Device FIG. 7 is a flowchart for explaining a control method of the hydraulic valve drive device of the engine of FIG. Next, a control method of the hydraulic valve driving device will be described in detail with reference to FIGS. FIG. 7 shows the processing in the start mode. The processing in the stop mode and the normal operation mode is the same as the processing shown in FIG. In the stop mode, the start clutch 71 is in a disconnected state.

  In the second embodiment, as shown in FIG. 7, when the controller 14 determines in step S1 that the engine mode is the start mode, the process proceeds to step S21.

  The controller 14 determines whether or not the hydraulic pressure of the hydraulic pump 1 is equal to or higher than a threshold based on the hydraulic pressure signal OP from the hydraulic pressure sensor 10 (see FIG. 1) (step S21).

  If the hydraulic pressure of the hydraulic pump 1 is not greater than or equal to the threshold value, the controller 14 maintains the engine mode in the start mode (step S22) and returns to the process of step S1.

  When the hydraulic pressure of the hydraulic pump 1 becomes equal to or greater than the threshold value in step S21, the controller 14 shifts the engine mode from the start mode to the normal operation mode (step S23).

  Next, the controller 14 adjusts the opening degree of the electromagnetic valve F1 by the opening degree signal OD, and switches the starting clutch 71 from the disconnected state to the connected state (step S24).

  Next, the controller 14 drives the engine valve 8 (see FIG. 1) in the normal operation mode by the valve control signal VC (step S25). The engine valve 8 is driven by the hydraulic pump 1.

  Next, the air-fuel mixture is combusted in the combustion chamber, and the motor drive of the hydraulic pump 1 is switched to the crank drive (step S26).

  Next, the controller 14 determines whether or not the rotational speed of the crank 15 is equal to or higher than a threshold based on the crank position signal CP from the crank position sensor 13 (step S27).

  If the rotation speed of the crank 15 is equal to or greater than the threshold value, the controller 14 adjusts the opening degree of the electromagnetic valve F1 with the opening degree signal OD and switches the start clutch 71 from the connected state to the disconnected state (step S28). . Thereafter, the process returns to step S1.

  When the rotational speed of the crank 15 is not equal to or higher than the threshold, the controller 14 repeats the determination in step S27 until the rotational speed of the crank 15 is equal to or higher than the threshold.

  The operations of the piston 4 and the engine valve 8 are the same as the operations shown in FIG. 4 of the first embodiment.

(2-3) Mechanical Operation of Hydraulic Valve Drive Device FIG. 8 is a diagram showing the state of the starting clutch 71 in FIG. 6 and changes in the rotational speeds of the starter motor 2, the crank 15 and the hydraulic pump 1. In FIG. 8, the vertical axis indicates the state of the starting clutch 71 and the rotational speeds of the starter motor 2, the crank 15 and the hydraulic pump 1. The horizontal axis indicates time.

  In FIG. 8, a solid line P4 indicates the state of the starting clutch 71, and solid lines P1, P2, and P3 indicate rotational speeds of the starter motor 2, the crank 15, and the hydraulic pump 1, as in the first embodiment.

  Hereinafter, with reference to FIG. 6 and FIG. 8, the switching state of the starting clutch 71, the change in rotational speed of the starter motor 2, the hydraulic pump 1, and the crank 15 and the details of the mechanical operation will be described.

  In the second embodiment, as shown in FIG. 8, in the start mode (from time t1 to time t3), the start clutch 71 is in a disconnected state. In this case, since the rotational force of the motor shaft 2a of the starter motor 2 is not transmitted to the crankshaft 15a of the crank 15, the crank 15 is not driven. Thereby, the load applied to the starter motor 2 is reduced. Therefore, the rotational speed R5 of the motor shaft 2a of the starter motor 2 is higher than the rotational speed R1 (FIG. 5) of the motor shaft 2a of the starter motor 2 in the first embodiment.

  The rotational force of the motor shaft 2 a of the starter motor 2 is transmitted to the pump shaft 1 a of the hydraulic pump 1 via the transmission mechanism 3. As a result, the pump shaft 1a of the hydraulic pump 1 rotates at a rotational speed R6 that depends on the rotational speed R5 of the motor shaft 2a of the starter motor 2. Here, the rotational speed R6 corresponds to the product of the rotational speed R5 and the inverse of the reduction ratio of the transmission path A1 (FIG. 2). In this case, the rotational speed R6 is higher than the rotational speed R3 (FIG. 5) of the first embodiment.

  Next, when the start mode is shifted to the normal operation mode at time t3, the start clutch 71 is switched from the disconnected state to the connected state. Thereby, the rotational force of the motor shaft 2 a of the starter motor 2 is transmitted to the crank shaft 15 a of the crank 15 via the transmission mechanism 5. Therefore, the crank 15 is driven by the rotational force transmitted from the starter motor 2.

  Further, the engine valve 8 starts the lift operation, and the air-fuel mixture is combusted in the combustion chamber. As a result, the piston 4 is driven, and the rotational speed of the crankshaft 15a of the crank 15 is increased.

  Therefore, at time t5, the motor drive of the hydraulic pump 1 is switched to the crank drive, and the pump shaft 1a of the hydraulic pump 1 rotates at a rotation speed that depends on the rotation speed of the crankshaft 15a of the crank 15.

  Thereafter, at time t6, when the rotational speed of the crank 15 becomes higher than a predetermined rotational speed R7, the start clutch 71 is switched from the connected state to the disconnected state. At this time, since the crank 15 is driven by the reciprocating motion of the piston 4, the switching of the start clutch 71 to the disconnected state does not affect the rotational speed of the crankshaft 15a. Further, since the hydraulic pump 1 is driven by the crank 15, the switching of the start clutch 71 to the disconnected state does not affect the rotational speed of the pump shaft 1a.

  Thereafter, as in the first embodiment, when the rotational speed of the crankshaft 15a of the crank 15 increases to a predetermined value, the engine 100 shifts to an idling state, and the rotational speeds of the crankshaft 15a and the pump shaft 1a are constant. become. The other operations in the second embodiment are the same as those in the first embodiment.

(2-4) Effects of the Second Embodiment In the second embodiment, as described above, the start clutch 71 is in the disconnected state in the start mode, and when the start mode is shifted to the normal operation mode, The starting clutch 71 is switched from the disconnected state to the connected state.

  In this case, since the crank 15 is not driven by the starter motor 2 in the start mode, the load applied to the motor shaft 2a is reduced. Thereby, the motor shaft 2a can be rotated at a higher rotational speed. Therefore, the rotational speed of the pump shaft 1a due to the rotational force of the motor shaft 2a becomes higher. As a result, the hydraulic pump 1 can obtain the required hydraulic pressure more quickly.

  The connection state and disconnection state of the start clutch 71 are switched by adjusting the hydraulic pressure supplied from the engine lubrication pump 60 to the start clutch 71. Here, the hydraulic pressure required for switching the state of the start clutch 71 is lower than the hydraulic pressure required for driving the engine valve 8. Therefore, by switching the state of the start clutch 71 using the engine lubrication pump 60, energy loss is reduced as compared with the case where the state of the start clutch 71 is switched using the hydraulic pump 1 that generates high hydraulic pressure. Less. Moreover, since the pressure resistance of the hydraulic system can be set low, the cost can be reduced.

(3) Motorcycle FIG. 9 is a side view showing an example of a motorcycle including the engine 100 according to the above embodiment.

  In the motorcycle shown in FIG. 9, the front end of the main frame 102 and the down tube 103 is connected to the head pipe 101. The main frame 102 is formed so as to extend obliquely downward in the rear. Further, the down tube 103 is disposed on the front side and the lower side of the main frame 102 and is disposed so as to extend downward in the rear. The main frame 102 and the down tube 103 are connected by a backstay 104 and a pivot shaft support member 105.

  A seat rail 106 is connected to the central portion of the main frame 102. A backstay 107 is connected between the rear end portion of the main frame 102 and the rear portion of the seat rail 106.

  A pair of front forks 108 is disposed below the head pipe 101. A front wheel 109 is rotatably attached to the lower part of the pair of front forks 108. A front fender 110 is disposed so as to cover the upper part of the front wheel 109.

  A handle 111 is rotatably attached to the upper end portion of the head pipe 101. A main switch 150 is provided at the center of the handle 111, and a starter switch 160 is provided at the grip of the handle 111. A front cowl 113 and a headlight 114 are disposed in front of the handle 111.

  A fuel tank 115 is attached to the main frame 102 so as to straddle the main frame 102. Below the main frame 102, the engine 100 according to the above embodiment is arranged.

  A pivot shaft 135 is provided on the pivot shaft shaft support member 105 connected to the main frame 102. The front end of the rear arm 136 is supported by the pivot shaft 135 so as to be swingable up and down. A shock absorber 137 for attenuating the impact of the rear arm 136 is provided inside the rear arm 136.

  A rear wheel 133 is rotatably attached to the rear end portion of the rear arm 136. The rotational force of the drive shaft of engine 100 is transmitted to rear wheel 133 via the transmission and the chain.

  A seat 138 is disposed on the upper portion of the seat rail 106. A vehicle body cover 139 is attached so as to cover the fuel tank 115 and the seat rail 106.

  Since the motorcycle shown in FIG. 9 includes the engine 100 according to the above embodiment, it is possible to perform a quick and good start.

  Next, an arrangement example of the hydraulic valve driving device in the engine 100 of FIG. 9 will be described.

  FIG. 10 is a schematic cross-sectional view of engine 100 of FIG. 9 as viewed from the upper surface side. In addition, the one-dot chain line of FIG. 10 shows the center line J of the traveling direction of the motorcycle of FIG.

  As shown in FIG. 10, a cylinder 70 is arranged in the engine 100 along the traveling direction of the motorcycle shown in FIG. 9. A cylinder head 71 is provided on the cylinder 70. A piston 4 is provided in the cylinder 70 so as to be able to reciprocate. The piston 4 is connected to a crank 15.

  Further, in FIG. 10, the transmission mechanisms 3, 5 and 6 of FIGS. 2 and 6 are simplified and shown by thick broken lines.

  The starter motor 2 is disposed on one side of the cylinder 70, and the hydraulic pump 1 is disposed on the other side. The starter motor 2 is connected to the hydraulic pump 1 via the transmission mechanism 3 and is connected to the crank 15 via the transmission mechanism 5. The hydraulic pump 1 is connected to the crank 15 via the transmission mechanism 6.

  As described above, the starter motor 2 and the hydraulic pump 1 are arranged on one side and the other side with respect to the center line J in the traveling direction of the motorcycle, whereby the weight balance of the engine 100 is improved. Thereby, the motorcycle can travel stably.

(4) Other Embodiments In the first and second embodiments, the engine mode is shifted from the start mode to the normal operation mode when the hydraulic pressure of the hydraulic pump 1 reaches a preset threshold value. However, the present invention is not limited to this. For example, the elapsed time from the start of operation of the starter motor 2 may be measured by a timer, and the engine mode may be shifted from the start mode to the normal operation mode when a preset predetermined time has elapsed.

  In the above-described embodiment, the one-cylinder engine 100 having one cylinder and one piston 4 has been described. However, the present invention is not limited to this, and is applied to the engine 100 having a plurality of cylinders and pistons 4. Also good.

  Furthermore, in the above embodiment, a motorcycle is shown as an example of a vehicle on which the engine 100 including the hydraulic valve driving device of the present invention is mounted. However, the present invention is not limited to this, and includes a hydraulic valve driving device. Any vehicle equipped with an engine can be applied to other vehicles such as automobiles, tricycles, and ATVs (All Terrain Vehicles). The engine including the hydraulic valve driving device of the present invention may be applied to a mechanical device such as a generator other than a vehicle.

  In the first embodiment, it is preferable to perform fuel injection using a fuel injection device that can electrically control the injection timing. Further, in the second embodiment, since the crank 15 is not driven at the time of starting, a carburetor that is mechanically supplied with fuel according to the intake pressure can be used in addition to the fuel injection device described above.

(5) Correspondence between each constituent element of claim and each part of the embodiment Hereinafter, an example of correspondence between each constituent element of the claim and each part of the embodiment will be described, but the present invention is limited to the following example. Not.

  In the above embodiment, the engine valve 8 corresponds to a valve, the valve actuator 11 corresponds to a hydraulic valve actuator, the hydraulic pump 1 corresponds to a first hydraulic pump, the starter motor 2 corresponds to a motor, The transmission mechanism 3 corresponds to the first transmission mechanism, the transmission mechanism 5 corresponds to the second transmission mechanism, the transmission mechanism 6 corresponds to the third transmission mechanism, and the transmission path A1 becomes the first power transmission path. The transmission path B1 corresponds to the second power transmission path.

  The one-way clutch 33a corresponds to the first one-way clutch, the one-way clutch 55a corresponds to the second one-way clutch, the one-way clutch 63a corresponds to the third one-way clutch, the start clutch 71 corresponds to the interrupter, and the connection The state corresponds to the first state, the disconnected state corresponds to the second state, and the engine lubrication pump 60 corresponds to the second hydraulic pump.

  The starter switch 160 corresponds to an instruction unit, the hydraulic sensor 10 corresponds to a detector, the controller 14 corresponds to a control unit, the motorcycle corresponds to a vehicle, and the rear wheel 133 corresponds to a drive wheel.

  The present invention can be used for various vehicles and ships equipped with engines such as motorcycles and four-wheeled vehicles.

1 is a schematic diagram showing an overall configuration of an engine hydraulic valve driving apparatus according to a first embodiment of the present invention. It is a schematic perspective view for demonstrating in detail the hydraulic valve drive device of the engine of FIG. 2 is a flowchart for explaining a control method of a hydraulic valve driving device for an engine by the controller of FIG. 1. It is a figure for demonstrating operation | movement of the piston and engine valve of the hydraulic valve drive device of the engine of FIG. It is a figure which shows the change of the rotational speed of a starter motor, a crank, and a hydraulic pump at the time of engine starting. It is a schematic perspective view for demonstrating in detail the hydraulic valve drive device of the engine which concerns on 2nd Embodiment. It is a flowchart for demonstrating the control method of the hydraulic valve drive device of the engine of FIG. It is a figure which shows the state of the starting clutch of FIG. 6, and the change of the rotational speed of a starter motor, a crank, and a hydraulic pump. It is a side view showing an example of a motorcycle provided with an engine according to the first and second embodiments. FIG. 10 is a schematic cross-sectional view of the engine of FIG. 9 as viewed from the upper surface side.

Explanation of symbols

1 Hydraulic pump 2 Starter motor
3, 5, 6 Transmission mechanism
4 piston 8 engine valve 9 hydraulic control valve 10 hydraulic sensor 11 valve actuator 14 controller 33a, 55a, 63a one-way clutch 71 start clutch 60 engine lubrication pump 100 engine 160 starter switch A1, B1 transmission path

Claims (8)

A hydraulic valve driving device for driving a valve of an engine having a crank,
A hydraulic valve actuator for driving the valve;
A first hydraulic pump for generating hydraulic pressure for the valve actuator;
A motor for generating a rotational force for driving the crank and the first hydraulic pump;
A first transmission mechanism for transmitting the rotational force of the motor to the first hydraulic pump without passing through the crank;
A second transmission mechanism for transmitting the rotational force of the motor to the crank;
A third transmission mechanism for transmitting the rotational force of the crank to the first hydraulic pump,
The reduction ratio of the first power transmission path from the motor through the first transmission mechanism to the first hydraulic pump is such that the motor, the second transmission mechanism, the crank, and the third transmission mechanism. A hydraulic valve drive device characterized by being smaller than the reduction ratio of the second power transmission path leading to the first hydraulic pump via the. The first transmission mechanism includes:
Including a first one-way clutch that transmits rotational force from the motor to the first hydraulic pump and does not transmit rotational force from the first hydraulic pump to the motor;
The second transmission mechanism is
A second one-way clutch that transmits rotational force from the motor to the crank and does not transmit rotational force from the crank to the motor;
The third transmission mechanism is
The hydraulic pressure according to claim 1, further comprising a third one-way clutch that transmits a rotational force from the crank to the first hydraulic pump and does not transmit a rotational force from the first hydraulic pump to the crank. Valve drive device. The second transmission mechanism can be switched between a first state in which rotational force is transmitted between the motor and the crank and a second state in which rotational force is not transmitted between the motor and the crank. The hydraulic valve driving device according to claim 1, further comprising an intermittent device. A second hydraulic pump that is driven by the rotational force of the crank and supplies lubricating oil to the engine;
4. The hydraulic valve driving device according to claim 3, wherein the interrupter is switched to the first state or the second state by a hydraulic pressure generated by the second hydraulic pump. A cylinder,
A cylinder head provided on the cylinder and having a valve;
A piston reciprocally accommodated in the cylinder;
A crank for converting the reciprocating motion of the piston into a rotational motion;
A hydraulic valve driving device for driving the valve;
The hydraulic valve driving device is:
A hydraulic valve actuator for driving the valve;
A first hydraulic pump for generating hydraulic pressure for the valve actuator;
A motor for generating a rotational force for driving the crank and the first hydraulic pump;
A first transmission mechanism for transmitting the rotational force of the motor to the first hydraulic pump without passing through the crank;
A second transmission mechanism for transmitting the rotational force of the motor to the crank;
A third transmission mechanism for transmitting the rotational force of the crank to the first hydraulic pump,
The reduction ratio of the first power transmission path from the motor through the first transmission mechanism to the first hydraulic pump is such that the motor, the second transmission mechanism, the crank, and the third transmission mechanism. An engine having a reduction ratio smaller than a reduction ratio of a second power transmission path that reaches the first hydraulic pump through the engine. An instruction unit for instructing the operation of the motor;
A detector for detecting a hydraulic pressure generated by the first hydraulic pump;
A control unit that operates the motor in response to an instruction from the instruction unit, and commands the start of fuel supply and ignition in the cylinder when a hydraulic pressure detected by the detector reaches a predetermined threshold value; The engine according to claim 5, further comprising: An engine that generates power,
Driving wheels driven by power generated by the engine,
The engine is
A cylinder,
A cylinder head provided on the cylinder and having a valve;
A piston reciprocally accommodated in the cylinder;
A crank for converting the reciprocating motion of the piston into a rotational motion;
A hydraulic valve driving device for driving the valve;
The hydraulic valve driving device is:
A hydraulic valve actuator for driving the valve;
A first hydraulic pump for generating hydraulic pressure for the valve actuator;
A motor for generating a rotational force for driving the crank and the first hydraulic pump;
A first transmission mechanism for transmitting the rotational force of the motor to the first hydraulic pump without passing through the crank;
A second transmission mechanism for transmitting the rotational force of the motor to the crank;
A third transmission mechanism for transmitting the rotational force of the crank to the first hydraulic pump,
The reduction ratio of the first power transmission path from the motor through the first transmission mechanism to the first hydraulic pump is such that the motor, the second transmission mechanism, the crank, and the third transmission mechanism. A vehicle having a reduction ratio smaller than a reduction ratio of a second power transmission path that reaches the first hydraulic pump via the first hydraulic pump. The vehicle according to claim 7, wherein the motor and the first hydraulic pump of the engine are arranged on one side and the other side, respectively, with a center line in the traveling direction of the vehicle as a reference.

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