The present application claims priority under 35 USC 119 to Japanese Patent Application No. 2003-317444 filed on Sep. 9, 2003 the entire contents of which are hereby incorporated by reference.
1. Field of the Invention
The present invention relates to an exhaust device for a vehicle, for example, a motorcycle.
2. Description of Background Art
Conventionally, exhaust devices are known wherein a muffler positioned at a rear portion of an exhaust system extends rearwardly from an engine and is disposed in a rear cowl. In such exhaust devices the rear cowl may be provided with a bulged portion in the left-right direction. The bulged portion is provided with an air guide portion, while the rear cowl is provided with an air exhaust port at a rear portion thereof. In addition, the muffler is disposed along a cooling passage extending from the air guide port to the air exhaust port. See, for example, Japanese Patent Laid-Open No. Hei 4-35989.
The above-mentioned exhaust device makes it possible to efficiently guide a running airflow and thereby to cool the muffler. However, this exhaust device involves a problem in that the bulged portion must be formed in a large size. Therefore, the designing of the vehicle body is greatly restricted.
In view of this problem, in order to suppress the bulging amount in the width direction without varying the volume of the muffler which affects the noise insulation performance, it may be contemplated to extend a rear portion of the muffler to the rear side so as to suppress the bulging of the vehicle body in the vehicle width direction and enhance the degree of freedom in designing, without spoiling the exhaust noise reducing function. If such an approach is adopted, however, the rear portion of the muffler would project out, thereby spoiling the appearance quality.
Accordingly, it is an object of the present invention to provide an exhaust device which makes it possible to enhance the appearance quality, to secure the degree of freedom in designing and to enhance cooling performance.
In order to solve the above-mentioned problems, the present invention resides in an exhaust device including a second exhaust muffler 155 at a rear portion of an exhaust system 150 extending rearwardly from an engine E. The muffler is disposed in a rear portion of a rear cowl 184 wherein a rear end surface of the muffler is covered with a resin-made muffler rear cover 187.
With this configuration, the continuity on an appearance basis between the muffler projecting toward the rear side of the rear cowl and the vehicle body can be maintained while permitting the noise reducing effect of the exhaust system to be displayed sufficiently.
The present invention resides in an exhaust device including a muffler at a rear portion of an exhaust system extending rearwardly from an engine with the muffler being disposed in a rear portion of a rear cowl. The rear cowl is provided with a muffler protector 197 and a muffler rear cover for covering a rear portion of the muffler that is mounted to the muffler protector.
With this configuration, it is possible to insulate the heat coming from the muffler by the muffler protector and prevent the heat of the muffler from being transmitted directly to the muffler rear cover.
The present invention resides in an exhaust device including a muffler at a rear portion of an exhaust system extending rearwardly from an engine with the muffler being disposed in a rear portion of a rear cowl. A metallic muffler protector is provided for covering a lower surface 201u of a rear fender upper 201 at a position spaced from the rear fender by a predetermined interval. A muffler rear cover is provided for covering an upper surface 155u and both side surfaces 155s of the muffler that is mounted to the muffler protector.
With this configuration, it is possible to insulate the heat coming from the muffler by the muffler protector and to prevent the heat of the muffler from being transmitted directly to the muffler rear cover. In addition, the heat coming from the muffler is cooled by air flowing between the muffler and the muffler protector and along the lower surface of the rear portion of the muffler which is opened.
The present invention provides a plurality of rear portion opening portions 189 of the muffler that are arranged in the vehicle width direction.
With this configuration, it is possible to secure an exhaust gas flow route in the vehicle width direction, to reduce the front-rear length of the muffler, to secure the areas of upper and lower surfaces of the muffler to be large and to achieve effective cooling on the upper and lower surfaces.
According to the present invention, it is possible to maintain the continuity on an appearance basis between the muffler projecting rearwardly from the rear cowl and the vehicle body while permitting the noise reducing effect of the exhaust system to be displayed sufficiently. Therefore, it is possible to enhance the appearance quality and to secure the degree of freedom in designing.
According to the present invention, it is possible to insulate the heat coming from the muffler by the muffler protector and to prevent the heat of the muffler from being transmitted directly to the muffler rear cover. Therefore, it is unnecessary to use a muffler rear cover formed of a heat-resistant special material or to adopt a complicated mode of mounting with a measure against heat. In addition, it is possible to contrive a reduction in cost.
According to the present invention, it is possible to insulate the heat coming from the muffler by the muffler protector and to prevent the heat of the muffler from being transmitted directly to the muffler rear cover. In addition, the heat coming from the muffler is cooled by air flowing between the muffler and the muffler protector and along the lower surface of the rear portion of the muffler which is opened. Thus, the cooling performance for the muffler can be enhanced.
According to the present invention, it is possible to secure an exhaust gas flow route in the vehicle width direction, to reduce the front-rear length of the muffler, to secure the areas of upper and lower surfaces of the muffler to be large and to achieve effective cooling through the upper and lower surfaces. Therefore, it is possible to enhance the appearance quality through restraining the rearward projection of the muffler as much as possible.
Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description.
The present invention will become more fully understood from the detailed description given hereinbelow and the accompanying drawings which are given by way of illustration only, and thus are not limitative of the present invention, and wherein:
Now, a first embodiment of the present invention will be described referring to the drawings.
In
In
For bridgingly disposing the first cross pipe 27 between the front portions of the main frames 23, 23, inside walls of the main frames 23, 23 are coaxially provided with mount holes 32, 32. Both end portions of the first cross pipe 27 passing through the mount holes 32, 32 are welded to the inside walls of both of the main frames 23, 23.
Both of the gussets 22b, 22b of the head pipe 22 are integrally provided with extending portions 22c, 22c extending rearwardly while being disposed on the inner side of front inside walls of the pipe members 31, 31 so as to constitute front inside walls of the main frames 23, 23. The extending portions 22c, 22c are provided respectively with the mount holes 32, 32 for passing both end portions of the first cross pipe 27 therethrough so that both ends are opposed to the front inside walls of the pipe members 31, 31. Both end portions of the first cross pipe 27 are welded to the outside surfaces of both of the extended portions 22c, 22c.
Referring to
Meanwhile, the pipe member 31 is formed in a vertically elongate polygonal tubular shape while having an inside wall 31 a flat over substantially the entire vertical length thereof and an outside wall 31b extending substantially along the inside wall 31a and being bent in a plane PL orthogonal to the inside wall 31a so that an intermediate portion in the longitudinal direction thereof is curved convex to the outer side. In addition, both the pipe members 31, 31 after the bending work are joined to the gussets 22b, 22b of the head pipe 22 in a state of being inclined so that the pipe members 31, 31 approach each other as one goes upwardly.
In
Referring to
Steering handles 40, 40 in the form of left and right individual bars are connected to top portions of both of the shock absorbers 35, 35 on the upper side of the bottom bridge 36. In addition, a steering damper 41 is provided between a front end portion of the vehicle body frame F, i.e., the head pipe 22 and the top bridge 37 in the front fork 21. The steering damper 41 includes a housing 42 fixedly supported on the head pipe 22 while incorporating a hydraulic damping mechanism (not shown) therein. A turnable shaft 43 is disposed on the upper side of and coaxially with the steering shaft 39 and is turnably supported on the housing 42. An arm 44 is provided having a base end portion fixed to the turnable shaft 43 and extending forwardly. An elastic roller 45 is provided that is shaft-supported on the tip end of the arm 44. A recessed portion 46 is provided in an upper surface of a central portion of the top bridge 37 for fitting therein the outer circumferential surface of the elastic roller 45 in a state of frictional contact.
Therefore, turning vibrations about the axis of the steering shaft 39 which are transmitted from the side of the front wheel WF to the top bridge 37 are transmitted through the arm 44, to be damped by the hydraulic damping mechanism in the housing 42.
In
In
In addition, the engine main body 50 is integrally provided with a pair of support arm portions 50a, 50a disposed between both the pivot plates 26, 26 in the state of being spaced from each other in the axial direction of the mount bolt 52. The support arm portions 50a, 50a are coaxially provided with through-holes 56, 56 for passing the mount bolt 52 therethrough.
The pivot plate 26 on the other side is provided at its lower portion with a screw hole 57 coaxial with the passing hole 53 and with a second engaging and fixing portion 58 surrounding the outer end of the screw hole 57. More specifically, the pivot plate 26 on the other side is provided at its lower portion with the screw hole 57 opened in an inside surface thereof and with a second insertion hole 59 larger in diameter than the screw hole 57 and opened in an outside surface thereof. The second engaging and fixing portion 58 is formed between the outer end of the screw hole 57 and the inner end of the second insertion hole 59 as an annular step portion fronting on the side of the second insertion hole 59.
A hollow cylindrical bolt 60 abutting on the engine main body 50 at one end thereof is screw-engaged in the screw hole 57. More specifically, in the condition where the support arm portion 50a on one side is in contact with the inside surface of the pivot plate 26 on one side, the hollow cylindrical bolt 60 is screw-engaged in the screw hole 57 with its one end abutting on the support arm portion 50a on the other side and a stop bolt 61 for preventing the loosening of the hollow cylindrical bolt 60 by abutting on the other end of the hollow cylindrical bolt 60 is screw-engaged in the screw hole 57. In addition, the hollow cylindrical bolt 60 and the stop bolt 61 are screw-engaged with the screw hole 57 so that the other end of the hollow cylindrical bolt 60 and the stop bolt 61 are located on the inner side relative to the second engaging and fixing portion 58 in the condition where the engine main body 50 is clamped between the inside surface of the pivot plate 26 on one side and the one end of the hollow cylindrical bolt 60.
The other end portion of the mount bolt 52, which is passed through the passing hole 53, both the through-holes 56, 56 in the engine main body 50, the hollow cylindrical bolt 60, the stop bolt 61 and the screw hole 57, projects from the screw hole 57. A nut 63, screw-engaged with the mount bolt 52 at the portion projecting from the screw hole 57, is engaged with the second engaging and fixing portion 58, with a washer 62 therebetween.
The support structure of supporting the engine main body 50 on the upper portions of both the pivot plates 26, 26 is basically the same as the support structure of supporting the engine main body 50 on the lower portions of the pivot plates 26, 26, and a detailed description thereof is therefore omitted.
A front end portion of a swing arm 66 is swingably supported, through a support shaft 67, on an intermediate portion in the vertical direction of each of the pivot plates 26, 26 and an axle 68 of a rear wheel WR is rotatably supported on a rear end portion of the swing arm 66.
Power from an output shaft 69 of a transmission incorporated in the engine main body 50 is transmitted to the rear wheel WR through a chain power transmission means 70. The chain power transmission means 70 is composed of a drive sprocket 71 fixed to the output shaft 69, a driven sprocket 72 fixed to the rear wheel WR and an endless chain 73 wound around the sprockets 71 and 72. The chain power transmission means 70 is disposed on the left side of the engine E as viewed from a person facing the forward side of the motorcycle.
A link mechanism 74 is provided between the third cross pipe 29 for connecting between lower portions of both the pivot plates 26, 26 and the swing arm 66. The link mechanism 74 includes a first link 75 connected to the third cross pipe 29 at one end portion thereof while being turnable about the axis of a first connection shaft 77 parallel to the support shaft 67 and a second link 76 which is connected to a lower portion of the swing arm 66 while being turnable about the axis of a second connection shaft 80 parallel to the first connection shaft 77 and which is connected to the other end portion of the first link 75 through a third connection shaft 81 parallel to the first and second connection shafts 77 and 80.
The third cross pipe 29 is integrally provided with a pair of shaft support portions 29a, 29a projecting to the rear side at two positions spaced from each other along the longitudinal direction thereof. The one end portion of the first link 75 is movably supported on a collar 78 mounted to the first connection shaft 77 provided between both the shaft support portions 29a, 29a through a pair of roller bearings 79, 79.
In addition, the other end portion of the first link 75 is connected to a rear portion of the second link 76 through the third connection shaft 81 and a lower end portion of a rear cushion unit 82 having an upper end portion connected to a bracket 66a provided at a front portion of the swing arm 66 is connected to a front portion of the second link 76 through a fourth connection shaft 83.
Referring to
Intake passage portions 92 . . . extending rectilinearly so as to guide cleaned air from the air cleaner 87 on the upper side of the cylinder head 86 are connected to an upper side wall of the cylinder head 86 on a cylinder basis. The intake passage portion 92 includes a funnel 93 having an opened upper end portion projecting into the air cleaner 87 and a throttle body 94 connected to the lower end of the funnel 93. The throttle body 94 is connected to the upper side wall of the cylinder head 86 through an insulator 95.
On the other hand, the air cleaner 87 includes a hollow cylindrical cleaner element 97 fixedly contained in a cleaner case 96. Inside the cleaner case 96, a cleaning chamber 98 into which air cleaned by passing through the cleaner element 97 is formed around the cleaner element 97. The funnels 93 at the upstream ends of the intake passage portions 92 . . . are mounted, side by side, to the cleaner case 96 so as to open into the cleaning chamber 98.
Meanwhile, second injectors 100 for jetting a fuel at the time of high-speed rotation of the engine E are attached to the cleaner case 96 of the air cleaner 87, on the basis of each cylinder of the engine E. The second injectors 100 . . . are disposed on the front side of the center lines C1 . . . of the intake passage portions 92 . . . and are attached to the cleaner case 96 with their axes inclined against the center lines C1 . . . .
In addition, a fuel pump (not shown) is incorporated in the fuel tank 88 and the fuel is supplied from the fuel pump to the second injectors 100 . . . .
In addition, the fuel tank 88 is provided with an oil supply port 101 at a front portion thereof (see
Throttle valves (not shown) for controlling the quantities of intake air flowing through the intake passage portions 92 . . . are incorporated in the throttle bodies 94 . . . in the intake passage portions 92 . . . and a throttle drum 102 connected to each of the throttle valves is disposed on a lateral side of the throttle body 94. In addition, first injectors 103 . . . for jetting the fuel by being supplied with the fuel from the fuel pump in the fuel tank 88 in an operating condition of the engine E are mounted on the rear side of the throttle bodies 94 . . . on the engine E side relative to the throttle valves. The first injector 103 is provided on the opposite side of the layout position of the engine E and is fixed in the state of being inclined to the opposite side of the second injector 100 with respect to the center line C1.
Referring to
The intake duct 105 is composed of a rear duct main body 106 having a roughly triangular cross-sectional shape having a central portion in the width direction projecting to the upper side and being open on the lower side. A front duct main body 107 is substantially the same as the rear duct main body 106 in cross-sectional shape and is joined to a front portion of the rear duct main body 106. A lower lid plate 108 is provided for closing the lower open ends of the front and rear duct main bodies 107 and 106. The intake duct 105 is so formed that the rear portion thereof is inclined rearwardly and upwardly as viewed from the lateral side. The lower lid plate 108 is fastened to the rear duct main body 106 with a plurality of screw members 109 . . . and is fastened to the front duct main body 107 with a plurality of screw members 110 . . . .
Support stays 111, 111 are fixed to front lower surfaces of the pipe members 31, 31 constituting parts of the main frames 23, 23 of the vehicle body frame F with screw members 112 . . . and mount bosses 113, 113 provided at both side lower portions of a front portion of the intake duct 105 are fastened to the support stays 111, 111 with screw members 114, 114, whereby the front portion of the intake duct 105 is supported on the vehicle body frame F. Moreover, positioning pins 113a . . . pass through the support stays 111 . . . and project from the mount bosses 113 . . . .
In addition, the radiator 89 is disposed on the lower side of the intake duct 105 and stays 115, 115 extend upwardly from both sides of the radiator 89. On the other hand, weld nuts 116, 116 are attached to the support stays 111, 111 and bolts 117, 117 pass through the stays 115, 115 and the support stays 111, 111 are screw-engaged with and fastened to the weld nuts 116, 116, whereby the radiator 89 is supported on the vehicle body frame F.
The lower lid plate 108 of the intake duct 105 is integrally provided with a pair of partition walls 118, 118 making contact with the lower surfaces of upper portions of the front and rear duct main bodies 107 and 106. Inside the intake duct 105, a first intake passage 119 of which a central portion in the width direction is disposed on the center line C3 in the width direction of the front wheel WF and a left-right pair of second intake passages 120, 120 disposed on both sides of the first intake passage 119 are formed so that the first intake passage 119 and the second intake passages 120, 120 are partitioned from each other by the partition walls 118, 118. The flow passage area of the first intake passage 119 is set to be greater than the total flow passage area of the pair of second intake passages 120, 120.
Moreover, front portions of both the partition walls 118, 118 are formed in the shape of being inclined away from each other in a forward direction with front end portions of both the partition walls 118, 118 being in contact with the inside surfaces of both side walls of the front duct main body 107. A front portion of the first intake passage 119 is opened in a forward direction at the front end of the intake duct 105 so as to occupy the whole part of a front opening portion of the intake duct 105. In addition, front end opening portions 120a . . . of the second intake passages 120, 120 are formed at a front end portion of the intake duct 105 so as to open in directions different from the opening direction of the front end of the first intake passage 119. In this embodiment, the front duct main body 107 is provided with the front end opening portions 120a . . . so as to open upwardly on both left and right sides of he front end portion of the first intake passage 119.
The front end portion of the intake duct 105 is formed in a roughly triangular shape with its upper edge set along the lower end edges of connection portions between the head pipe 22 and both the main frames 23, 23 and with its lower edge portion set along an upper portion of the radiator 89, as viewed from the front side. A grille 121 is mounted to the front end portion of the intake duct 105.
The grille 121 includes a net-like member 123 with peripheral portion being supported by a frame member 122 having a shape corresponding to the front end opening edge of the intake duct 105. The frame member 122 is integrally provided with baffle plates 122a, 122a disposed at positions spaced from front end opening portions 120a . . . of the second intake passages 120, 120 so as to form gaps between themselves and the front end opening portions 120a . . . . The baffle plates 122a, 122a are fastened to both sides of a front portion of the front duct main body 107 of the intake duct 105 with screw members 124, 124. In addition, positioning pins 125 . . . for inhibiting a lower portion of the frame member 122 from being disengaged from the front end portion of the intake duct 105 project on the front end of the lower lid plate 108 so as to be passed through the lower portion of the frame member 122.
A butterfly-shaped first intake control valve 126 is controlled to be opened and closed according to the rotating speed of the engine E so as to close the first intake passage 119 at the time of low-speed rotation of the engine E and to open the first intake passage 119 at the time of high-speed rotation of the engine E. The butterfly-shaped first intake control valve 126 is disposed inside the first intake passage 119. In addition, the butterfly-shaped second intake control valves 127 . . . that are controlled to be opened and closed according to the rotating speed of the engine E for opening the second intake passages 120 . . . at the time of low-speed rotation of the engine E and for closing the second intake passages 120 . . . at the time of high-speed rotation of the engine E are disposed inside the second intake passages 120 . . . . The first intake control valve 126 and the second intake control valves 127 . . . are fixed in common to a valve shaft 128 turnably supported on the intake duct 105 with its axis set orthogonal to the flow direction of air flowing through the first intake passage 119.
The valve shaft 128 is turnably supported on the partition walls 118, 118 at portions corresponding to the front end opening portions 120a . . . of the second intake passages 120 . . . in the intake duct 105. Of the plurality of screw members 110 . . . for fastening the front duct main body 107 to the lower lid plate 108, two pairs of screw members 110, 110 . . . are screwed into the partition walls 118, 118 at positions on both sides of the valve shaft 128.
The first intake control valve 126 for varying the flow passage area of the first intake passage 119 is fixed to the valve shaft 128 so as to be inclined rearwardly and upwardly in the condition where the first intake passage 119 is closed, as shown in
The second intake control valves 127 . . . for varying the flow passage areas of the second intake passage 120 . . . are fixed to the valve shaft 128 so as to open the front end opening portions 120a . . . of the second intake passages 120 . . . in the condition where the first intake passage 119 is closed by the first intake control valve 126.
A turnable shaft 130 parallel to the valve shaft 128 is disposed on the lower side of the intake duct 105 on the rear side relative to the valve shaft 128. The turnable shaft 130 is turnably supported by a plurality of bearing portions 129 . . . projecting on the lower surface of the intake duct 105, namely, the lower surface of the lower lid plate 108.
The turnable shaft 130 is provided with an arm 130a at a portion corresponding to the first intake passage 119. A connection rod 131 passing through the lower portion of the intake duct 105, namely, through the lower lid plate 108 is connected at its one end to the first intake control valve 126 in the valve closing condition on the upper side relative to the valve shaft 128 and is connected at its other end to the arm 130a. Therefore, attendant on the turning of the turnable shaft 130, the first intake control valve 126 is turned between a valve closing position indicated by a solid line in
Moreover, return springs 132, 132 for generating spring forces to turningly bias the turnable shaft 130 and the valve shaft 128 in such a direction as to put the first intake control valve 126 into the valve closing position are provided between both end portions of the turnable shaft 130 and the intake duct 105. In addition, a connection rod 131 movably passes through a through-hole 133 provided in the lower lid plate 108. The through-hole 133 is formed to be elongated in the front-rear direction, corresponding to the movement in the front-rear direction of the position at which the connection rod 131 passes through the lower lid plate 108 and attendant on the turning of the arm 130a together with the turnable shaft 130.
A driven pulley 134 is fixed to one end of the turnable shaft 130. A turning force is transmitted to the driven pulley 134 from an actuator 141 disposed on the left side of an upper portion of the engine main body 50 while being supported on one of support plate portions 33 . . . provided at rear portions of the main frames 23 . . . , through a first power transmission wire 135.
In
An end portion of the first power transmission wire 135 for transmitting the turning force to the driven pulley 134 on the side of the intake duct 105 is wound around and engaged with the first wire groove 146.
An electronic control unit 149 is connected to the actuator 141 and the electronic control unit 149 controls the operation of the actuator 141 according to the rotating speed of the engine inputted from a sensor (not shown).
As illustrated in
The individual exhaust pipes 151, 151 . . . extend downwardly from the front side of the engine main body 50. The first collection exhaust pipe 152 . . . is disposed to extend substantially in the front-rear direction on the lower side of the engine main body 50. In addition, the second collection exhaust pipe 153 rises while being curved so as to extend from the lower side of the engine main body 50 toward the right side of the vehicle body, between the rear wheel WR and the engine main body 50 and extends rearwardly on the upper side of the rear wheel WR. In addition, the first exhaust muffler 154 is interposed at the rising portion of the second collection exhaust pipe 153 and a rear end exhaust portion of the exhaust system 150, i.e., a downstream end portion of the second exhaust muffler 155 is disposed on the upper side relative to the axle 68 of the rear wheel WR.
Referring to
The exhaust control valve 156 is operated to the closing side for contriving enhancement of the output of the engine E by utilizing the exhaust pulsation effect in the exhaust system 150 in the low- and medium-rotation regions of the engine E, and is operated to the opening side for contriving enhancement of the output of the engine E by reducing the exhaust flow passage resistance in the exhaust system 150 in a high rotation region of the engine E. The exhaust control valve 156 is fixed to a valve shaft 157 turnably supported in the enlarged diameter portion 153a of the second collection exhaust pipe 153.
One end of the valve shaft 157 is movably supported, through a seal member 159, on a bottomed hollow cylindrical bearing housing 158 attached to the enlarged diameter portion 153a. A driven pulley 161 is fixed to the other end portion of the valve shaft 157 projecting from the enlarged diameter portion 153a, with a seal member 160 interposed between the valve shaft 157 and the enlarged diameter portion 153a. A return spring 162 for biasing the valve shaft 157 toward the side of opening the exhaust control valve 156 is provided between the valve shaft 157 and the enlarged diameter portion 153a.
Meanwhile, the portion of the valve shaft 157 projecting from the enlarged diameter portion 153a, the driven pulley 161 and the return spring 162 are contained in a case 165 which is composed of a bowl-shaped case main body 163 fixed to the enlarged diameter portion 153a and a lid plate 164 fastened to the case main body 163 so as to close the open end of the case main body 163.
Inside the case 165, a restriction arm 166 with a tip end portion projecting beyond the outer circumference of the driven pulley 161 is fixed to the valve shaft 157. The case main body 163 of the case 165 is provided on its inside surface with a closing-side stopper 167 for abutting with a tip end portion of the restriction arm 166 so as to restrict the end of turning of the valve shaft 157, namely, the exhaust control valve 156 toward the closing side, and with an opening-side stopper 168 for abutting with the tip end portion of the restriction arm 166 so as to restrict the end of turning of the valve shaft 157, namely, the exhaust control valve 156 toward the opening side.
One end portion of a second power transmission wire 171 for operating the exhaust control valve 156 toward the closing side at the time of traction is wound around and engaged with the driven pulley 161. In addition, one end portion of a third power transmission wire 172 for operating the exhaust control valve 156 toward the opening side at the time of traction is wound around and engaged with the driven pulley 161. As shown in
In other words, the actuator 141 for driving the exhaust control valve 156 which is controlled according to the rotating speed of the engine E is connected to the first intake control valve 126 in the intake duct 105 for the purpose of driving the first intake control valve 126 to rotate.
Meanwhile, of the second collection exhaust pipe 153, the enlarged diameter portion 153a in which the exhaust control valve 156 is disposed is preferably disposed on the lower side of the main seat 90 so as to obviate, as securely as possible, the problem that undesired external forces might be exerted on the second and third power transmission wires 171 and 172 from the upper side. In addition, the case 165 is disposed so as to be exposed to the exterior in a side view, in order to ensure that a running airflow will easily collide against the case 165.
The actuator 141 is desirably disposed on the rear upper side of the engine main body 50 at such a position that the distance between itself and the valve shaft 128 in the intake duct 105 is nearly equal to the distance between itself and the valve shaft 157 of the exhaust control valve 156. With this configuration, it is possible to reduce the number of obstacles interposed between the driven pulley 161 of the exhaust control valve 156 and the actuator 141, and to facilitate the laying of the second and third power transmission wires 171 and 172 for connection between the driven pulley 161 and the actuator 141.
In
The catalyst body 175 has a structure in which a catalyst carrier 177 formed in a cylindrical shape while permitting the flow of the exhaust gas is contained in a hollow cylindrical case 176, with its one end disposed on the inner side relative to one end of the case 176. The case 176 is formed of a material different from the material of the first collection exhaust pipe 152. For example, while the first collection exhaust pipe 152 is formed of titanium, the case 176 and the catalyst carrier 177 of the catalyst body 175 are made of a stainless steel.
A bracket 178 formed of the same material as the first collection exhaust pipe 152, for example, titanium, is welded to the inner circumferential surface of the enlarged diameter portion 152a of the first collection exhaust pipe 152. The bracket 178 integrally includes a large ring portion 178a fitted in the enlarged diameter portion 152a while surrounding one end portion of the case 176, a small ring portion 178b continuous with the large ring portion 178a so that one end of the case 176 is fitted therein and extending arm portions 178c, 178c . . . extending towards the opposite side of the large ring portion 178a from a plurality of locations, for example, four locations equally spaced along the circumferential direction, of the small ring portion 178b.
Through-holes 179 . . . are provided at a plurality of locations in the circumferential direction of the enlarged diameter portion 152a so that the outer circumferential surface of the large ring portion 178a fronts thereon. The large ring portion 178a is welded to the enlarged diameter portion 152a at the through-holes 179 . . . , whereby the bracket 178 is welded to the enlarged diameter portion 152a of the first collection exhaust pipe 152. In addition, each of the extended arm portions 178c, 178c . . . is caulked to one end of the case 176 of the catalyst body 175 and the bracket 178 welded to the enlarged diameter portion 152a of the first collection exhaust pipe 152 is caulked to one end of the case 176 at portions protruding beyond one end of the catalyst carrier 177.
In addition, a ring 180 composed of stainless steel mesh is attached to the outside surface of the other end of the case 176 of the catalyst body 175 by spot welding. The ring 180 is interposed between the enlarged diameter portion 152a of the first collection exhaust pipe 152 and the other end portion of the case 176, whereby the other end side of the catalyst body 175 fixed to the enlarged diameter portion 152a through the bracket 178 on one end side thereof can be slid through thermal expansion. Therefore, it is possible to obviate a problem wherein a stress due to thermal expansion of the catalyst body 175 might be exerted between the one end portion of the catalyst body 175 and the enlarged diameter portion 152a.
As illustrated in
A front fender 185 for covering the upper side of the front wheel WF is mounted to the front fork 21 and a rear fender 186 for covering the upper side of the rear wheel WR is mounted to the seat rail 30.
The second exhaust muffler 155 at a rear portion of the exhaust system 150 extends rearwardly from the engine E and is disposed in a rear portion of the rear cowl 184. A rear end surface of the second exhaust muffler 155 is covered with a resin-made muffler rear cover 187 which will be described later.
As shown in
As shown in
In addition, brackets 191 with weld nuts 190 fixed on the back side thereof are formed at both side portions of the muffler main body 155b and the muffler main body 155b is fixed to the seat rail 30 through the brackets 191.
As shown in
More specifically, a rear portion of the side arm portion 30a is provided with a mount hole 193 at a position corresponding to the bracket 191 of the muffler main body 155b. As shown in
As shown in
The rear fender upper 201 is a member which is exposed to the lower side when the main seat 90 and the pillion seat 91 are removed. As shown in
As shown in
A bracket plate 212 is mounted to a rear portion of the heat insulating portion 197b over the vehicle width direction, and the bracket plate 212 is provided with a total of three mount holes 213, one in a central portion and two respectively on both sides, at positions higher than the mount surface of the bracket plate 212. A weld nut 214 is attached to the back side of each of the mount holes 213 . . . , the central mount hole 213 is attached to the rear fender upper 201 by a bolt 215 and the muffler rear cover 187 which will be described later is attached to the two mount holes 213, 213.
In addition, as shown in
The resin-made muffler rear cover 187 is mounted for covering an upper surface 155u and both side surfaces 155s of a rear end portion of the second exhaust muffler 155 in a manner so as to envelop the muffler protector 197.
As shown in
According to the above embodiment, the rear end portion of the second exhaust muffler 155 is covered with the resin-made muffler rear cover 187, whereby the muffler main body 155b extends rearwardly, and the volume of the muffler main body 155b is increased. This makes it possible to maintain the continuity of the appearance of the vehicle body with the muffler rear cover 187 and the rear cowl 184 while permitting the noise reducing effect of the exhaust system to be displayed sufficiently.
Therefore, it is possible to enhance the appearance quality, and to secure the degree of freedom in designing, as compared with the case where the rear end portion of the muffler main body 155b is directly visible.
In addition, since the heat coming from the second exhaust muffler 155 is insulated by the metallic muffler protector 197, the heat can be prevented from being radiated directly to the upper portion side of the rear fender upper 201 and the muffler rear cover 187. Therefore, it is unnecessary to use heat-resistant special materials for the muffle rear cover 187 and the rear fender upper 201 or to adopt a complicated mode of mounting with a measure against heat. Further, it is possible to achieve a reduction in cost.
Particularly, since the muffler protector 197 covers the lower surface 201u of the rear fender upper 201 at a position spaced from the rear fender upper 201 by a predetermined interval, the heat coming from the muffler main body 155b is cooled by air flowing between the muffler main body 155b and the muffler protector 197. In addition, at the rear end portion of the muffler main body 155b, the heat from the muffler main body 155b is cooled by air flowing through the space portions between the upper surface 155u and both side surfaces 155s of the muffler main body 155b and the muffler protector 197 and along the lower surface of the muffler main body 155b which is opened. Therefore, the cooling performance for cooling the second exhaust muffler 155, principally, the muffler main body 155b, can be enhanced.
Since two rear opening portions of the second exhaust muffler 155, i.e., two tail pipes 188 are disposed in the vehicle width direction, it is possible to secure the exhaust gas flow passage route in the vehicle width direction and to shorten the front-rear length of the second exhaust muffler 155, i.e., the muffler main body 155b. In addition, it is possible to secure the areas of the upper and lower surfaces to be large and to perform effective cooling through the upper and lower surfaces. Therefore, it is possible to suppress the rearward projection of the muffler main body 155b and to enhance the appearance quality.
In addition, since the muffler protector 197 is mounted to the seat rail 30 and the second exhaust muffler 155 is also mounted to the seat rail 30, there is extremely little offset in size between both the components mounted on the basis of the seat rail 30. Therefore, the muffler rear cover 187 mounted to the muffler protector 197 can be mounted without any positional offset in relation to the second exhaust muffler 155. As a result, the appearance quality can be enhanced.
In addition, since the heat of the second exhaust muffler 155 is transmitted to the muffler rear cover 187 via the muffler protector 197, the long heat transmission route reduces the quantity of heat transmitted to the muffler rear cover 187 and the muffler rear cover 187 can be prevented from being exposed to high heat.
The present invention is not limited to the above-described embodiment. For example, while the present invention has been described by taking a motorcycle as an example, the invention is applicable to four-wheel and three-wheel vehicles. Further, the number of the rear opening portions of the muffler is not limited to two but may be three or four.
The present invention can be utilized as a technology for improving an exhaust system in a motorcycle, for example.
The invention being thus described, it will be obvious that the same may be varied in many ways. Such variations are not to be regarded as a departure from the spirit and scope of the invention, and all such modifications as would be obvious to one skilled in the art are intended to be included within the scope of the following claims.
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