JP5525892B2 - Oil relief valve - Google Patents

Description

  The present invention relates to an oil relief valve that allows oil to escape and restricts oil pressure.

  Conventionally, an internal combustion engine has been provided with an oil pump that supplies lubricating oil into the internal combustion engine, and an oil relief valve is provided on the outlet side of the oil pump to release oil when the oil becomes too high in pressure. (For example, refer to Patent Document 1).

JP-A-1-273812

By the way, when using a configuration in which a variable valve mechanism, a clutch mechanism, or the like is operated by a hydraulic actuator in an internal combustion engine, it is required to suppress the fluctuation of the hydraulic pressure. Therefore, an expensive valve mechanism or a large oil is required to suppress the fluctuation of the hydraulic pressure. There is a problem that a reservoir or the like is necessary and the structure of the apparatus is complicated.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide an oil relief valve that can suppress fluctuations in hydraulic pressure with a simple structure.

In order to achieve the above object, the present invention is provided downstream of an oil pump (50) driven by an internal combustion engine (1), and slides in a cylinder (260) by hydraulic pressure generated by the oil pump (50). And a relief hole (265) provided on the cylinder side surface (260B). When the discharge pressure of the oil pump (50) is higher than a predetermined value, oil is supplied from the relief hole (265). In the oil relief valve for releasing the pressure and limiting the oil pressure, the cylinder end surface (260C) on the back surface of the piston (261) is closed, and the breathing hole (for limiting the sliding of the piston (261) on the cylinder end surface (260C)) 267) is provided, the oil relief valve the hydraulic clutch provided between the internal combustion engine (1) and a transmission (M) (151 151b) is provided downstream of an oil pump (50) for supplying control oil to the control hydraulic circuit (68), and the control oil of the hydraulic clutches (151a, 151b) is the lubricating oil of the internal combustion engine (1). Common oil is used, and the oil pump (50) is provided with a lubricating oil hydraulic pump (80) for supplying lubricating oil and a control oil hydraulic pump (70) for supplying control oil separately, The relief valve is provided downstream of the control oil hydraulic pump (70) .
According to this configuration, the oil relief valve can suppress oil pressure fluctuation with a simple structure because the piston can be restricted by the breathing hole provided in the cylinder of the oil relief valve and the pulsation of the oil relief valve can be suppressed. A valve can be provided.

Further, OIL relief valve, because it is provided downstream of the oil pump for supplying control oil to the control hydraulic circuit of the hydraulic clutch, the pulsation of the control fluid supplied to the hydraulic clutch is suppressed, the control of the hydraulic clutch Can be improved. For this reason, it is possible to improve the start / shift feeling by the hydraulic clutch.

Further, it is possible to share the control oil and lubricating oil of the internal combustion engine.
Control oil is supplied from the control oil hydraulic pump (70) to the hydraulic piston (57) for connecting the hydraulic clutch (151a, 151b), and the lubricating oil is supplied to the canceller chamber (62a, 62b). The lubricating oil from the hydraulic pump (80) may be supplied.
In this case, since the lubricating oil of the internal combustion engine is used as the oil for the canceller chamber that does not require high pressure, the oil passage of the lubricating oil can be shared with the oil passage to the canceller chamber. Further, since the lubricating oil supplied to the canceller chamber does not affect the control oil of the hydraulic piston, the operation of the hydraulic piston can be stabilized.

Further, the lubricating oil supplied to the canceller chamber (62b) is provided in a shaft (41) that supports the hydraulic clutch (151a, 151b), and gears (m1 to m6) provided coaxially with the shaft (41). The lubricating oil may be supplied from the oil passage (65) for supplying the lubricating oil to the canceller chamber (62b).
In this case, since the lubricating oil supplied to the gear provided on the shaft that supports the hydraulic clutch is used as the oil for the canceller chamber that does not require high pressure, the oil passage in the shaft can be shared with the oil passage to the canceller chamber. .

Furthermore, the lubricating oil supplied to the canceller chamber (62a) reduces the hydraulic pressure by inserting an orifice (88) into the oil passage (86a) after lubricating the journal bearing (54a) of the crankshaft (2). Lubricating oil may be used.
In this case, as the oil for the canceller chamber that does not require high pressure, the oil passage in the oil passage after lubricating the journal bearing of the crankshaft is used, so that the oil passage to the canceller chamber can be shared.

The transmission (M) is a twin-clutch type transmission that shifts the gear train (m1 to m6) connected to the two hydraulic clutches (151a, 151b) by switching between the two hydraulic clutches (151a, 151b). It may be a machine.
In this case, the pulsation of the control oil supplied to the hydraulic clutch can be suppressed by the oil relief valve, so that the controllability of the intermittent transmission of the twin clutch type transmission that requires quick switching of the hydraulic clutch can be improved. Feeling can be improved.
Further, the diameter (G1) of the breathing hole may be set to (hole diameter (G1)) / (piston diameter (G2) of oil relief valve) = 0.2 or less.
In this case, since the diameter of the breathing hole / the piston diameter of the oil relief valve is set to 0.2 or less, the hydraulic pulsation can be suppressed by suppressing the movement of the piston by the damping effect.

In the oil relief valve according to the present invention, the sliding of the piston can be restricted by the breathing hole provided in the cylinder of the oil relief valve, and the pulsation of the oil relief valve can be suppressed, so that fluctuation of hydraulic pressure can be suppressed with a simple structure. An oil relief valve can be provided.
Further, since the oil relief valve is provided in the hydraulic circuit for controlling the hydraulic clutch, the pulsation of the control oil of the hydraulic clutch is suppressed, and the controllability of the hydraulic clutch can be improved.

Moreover, the control oil and lubricating oil of an internal combustion engine can be shared.
Furthermore, since the lubricating oil of the internal combustion engine is used as the oil for the canceller chamber, the oil passage for the lubricating oil can be shared with the oil passage to the canceller chamber. Further, since the lubricating oil supplied to the canceller chamber does not affect the control oil of the hydraulic piston, the operation of the hydraulic piston can be stabilized.
Furthermore, since the lubricating oil supplied to the gear provided on the shaft that supports the hydraulic clutch is used as the oil for the canceller chamber, the oil passage in the shaft can be shared with the oil passage to the canceller chamber.

Moreover, since the lubricating oil of the oil path after lubricating the journal bearing is used as the oil for the canceller chamber, the oil path to the canceller chamber can be shared.
In addition, it is possible to improve the controllability of the intermittent transmission of the twin clutch type transmission that requires quick switching of the hydraulic clutch, and to improve the start / shift feeling by the hydraulic clutch.
Furthermore, the pulsation of hydraulic pressure can be suppressed by suppressing the movement of the piston by the damping effect.

1 is a side view showing a motorcycle according to an embodiment of the present invention. It is sectional drawing which shows an internal combustion engine. It is sectional drawing which shows a transmission. It is sectional drawing of a twin clutch. It is a schematic diagram which shows the lubricating device of an internal combustion engine. It is sectional drawing of the vicinity of an oil pump. It is sectional drawing of the vicinity of a control side relief valve.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a side view showing a motorcycle according to an embodiment of the present invention. In the following description, descriptions of directions such as front and rear, left and right and up and down are for the vehicle body.
A body frame 111 of the motorcycle 100 includes a head pipe 112 positioned at the front of the vehicle body, a pair of left and right main frames 114 extending rearward from the head pipe 112 to the center of the vehicle body, and extending downward from a rear end portion of the main frame 114. A pair of left and right pivot plates 115 and a rear frame (not shown) extending from the rear end of the main frame 114 to the rear of the vehicle body are provided. A front fork 116 is rotatably attached to the head pipe 112, and a front wheel 117 is rotatably supported at the lower end of the front fork 116. A steering handle 118 is attached to the upper portion of the head pipe 112.

  Below the main frame 114, a front / rear V-type four-cylinder internal combustion engine 1 is arranged. The internal combustion engine 1 is a horizontally-placed engine in which a crankshaft 2 (crankshaft) is oriented in the horizontal direction, is an OHC type water-cooled type, and includes a crankcase 3. The front bank Bf and the rear bank Br, which are tilted forward and backward, are V-shaped, and each bank angle is a narrow-angle V-type engine smaller than 90 degrees. One end of a pair of left and right exhaust pipes 119 is connected to the exhaust port of the front bank Bf. After extending downward from the exhaust port, the pair of left and right exhausts are routed toward the rear of the vehicle body and extend from the exhaust port of the rear bank Br. The exhaust pipe 120 is connected and assembled, and is connected to a muffler (not shown) provided behind the internal combustion engine 1 via a single exhaust pipe (not shown).

  A pivot shaft 121 is provided behind the internal combustion engine 1, and a rear fork 222 is attached to the pivot shaft 121 so as to be swingable in the vertical direction about the pivot shaft 121. A rear wheel 131 is rotatably supported at the rear end portion of the rear fork 222. The rear wheel 131 and the internal combustion engine 1 are connected by a drive shaft 123 provided in the rear fork 222, and rotational power from the internal combustion engine 1 is transmitted to the rear wheel 131 via the drive shaft 123. A rear cushion 224 that absorbs an impact from the rear fork 222 is suspended between the rear fork 222 and the vehicle body frame 111. A stand 225 for stopping the vehicle body is provided at the rear part of the internal combustion engine 1. A side stand 226 is provided at the lower part of the left side surface of the internal combustion engine 1.

  A fuel tank 241 is mounted on the upper part of the main frame 114 so as to cover the upper part of the internal combustion engine 1. A seat 142 is located behind the fuel tank 241, and the seat 142 is supported by the rear frame. A tail lamp 143 is disposed behind the seat 142, and a rear fender 144 is disposed below the tail lamp 143 so as to cover the rear wheel 131. The motorcycle 100 also has a resin body cover 150 that covers the vehicle body. The vehicle body cover 150 includes a front cover 251 that continuously covers from the front of the vehicle body frame 111 to the front portion of the internal combustion engine 1, and a seat. 142, and a rear cover 252 that covers the lower portion of 142. A pair of left and right mirrors 253 are attached to the top of the front cover 251. Further, a front fender 146 is attached to the front fork 116 so as to cover the front wheel 117.

FIG. 2 is a cross-sectional view showing the internal combustion engine 1. In FIG. 2, the upper and lower sides of the figure are described as the upper and lower sides of the internal combustion engine 1, the left side of the figure is the front side of the internal combustion engine 1, and the right side of the figure is the rear side of the internal combustion engine 1.
Between the front bank Bf and the rear bank Br, a V bank space K which is a space formed in a V shape in a side view is formed.
The crankcase 3 is divided vertically and has an upper crankcase 3U and a lower crankcase 3L. The crankshaft 2 is rotatably supported so as to be sandwiched between the crankcases 3U and 3L. The upper crankcase 3U includes a front cylinder block 3f and a rear cylinder block 3r in which two cylinders are arranged on the left and right, respectively. It extends obliquely upward so as to form a V shape in a side view and is integrally formed.

Below the lower crankcase 3L, an oil pan 3G in which the oil of the internal combustion engine 1 is stored is provided so as to bulge downward. An oil pump 50 that circulates oil in the internal combustion engine 1 is located below the crankshaft 2 in the lower crankcase 3L. A front cylinder head 4f is superimposed on the front cylinder block 3f diagonally forward and fastened by fastening bolts (not shown), and a front cylinder head cover 5f covers the front cylinder head 4f. Similarly, a rear cylinder head 4r is superimposed on the rear cylinder block 3r diagonally rearward and fastened by fastening bolts (not shown), and a rear cylinder head cover 5r covers the rear cylinder head 4r.
The oil pan 3G is provided with an oil temperature gauge 135 that detects the oil temperature of the oil stored in the oil pan 3G and outputs it to the ECU described later. The oil temperature gauge 135 is attached from the outside so as to penetrate the side wall of the oil pan 3G, and a sensor unit for detecting the oil temperature faces the oil pan 3G.

  A cylinder bore 3a is formed in each of the front cylinder block 3f and the rear cylinder block 3r, and a piston 6 that reciprocates in the cylinder bore 3a is disposed in the cylinder bore 3a. Each piston 6 is connected to one crankshaft 2 common to each piston 6 via connecting rods 7f and 7r. Each cylinder block 3f, 3r is provided with a water jacket 8 through which cooling water for cooling each cylinder block 3f, 3r flows so as to surround the cylinder bore 3a. The front cylinder head 4f and the rear cylinder head 4r are provided with a combustion chamber 20, an intake port 21, and an exhaust port 22 located above the cylinder bore 3a.

  Each intake port 21 is connected to a throttle body 23 that adjusts the amount of air-fuel mixture flowing through each intake port 21. Each cylinder head 4f, 4r is provided with a water jacket 9 through which cooling water for cooling the cylinder heads 4f, 4r flows so as to surround the intake port 21 and the exhaust port 22, respectively. Further, in each cylinder head 4f, 4r, a pair of intake valves 11 are urged in a direction (valve closing direction) for closing the intake port 21 by a valve spring 11a so as to be opened and closed, and the pair of exhaust valves 12 is provided. The valve spring 12a is urged in a direction to close the exhaust port 22, and is arranged to be openable and closable. The intake valve 11 and the exhaust valve 12 are driven to open and close by a unicam type valve gear 10 driven by a camshaft 25 provided for each cylinder head 4f, 4r.

  The valve gear 10 is fixed to the cylinder heads 4f and 4r having a cam shaft 25 rotatably supported by the cylinder heads 4f and 4r above the intake valve 11 and an axis parallel to the cam shaft 25. The rocker shaft 26 and a rocker arm 27 that is pivotally supported by the rocker shaft 26 are provided. The camshaft 25 has an intake cam 30 and an exhaust cam 31 that protrude to the outer peripheral side of the camshaft 25, and is rotated in synchronization with the rotation of the crankshaft 2. The intake cam 30 and the exhaust cam 31 have a cam profile in which the distance (radius) from the center to the outer periphery is not constant, and the intake valve 11 and the exhaust valve are changed by the change in radius when the intake cam 30 and the exhaust cam 31 rotate. Move 12 up and down. A valve lifter 13 is provided between the camshaft 25 and the intake valve 11 so as to be slidably fitted to the cylinder heads 4f and 4r below the camshaft 25. One end of a rocker arm 27 that is pivotally supported by the rocker shaft 26 is provided with a roller 27a that is in rolling contact with the exhaust cam 31, and a tappet screw 27b that is in contact with the upper end of the exhaust valve 12 is screwed on the other end to adjust the advance / retreat position. Are combined. When the intake cam 30 and the exhaust cam 31 are rotated integrally with the camshaft 25, the intake cam 30 pushes down the intake valve 11 via the valve lifter 13, and the exhaust cam 31 pushes down the exhaust valve 12 via the rocker arm 27. The intake port 21 and the exhaust port 22 are opened and closed at a predetermined timing determined by the rotation phase of the intake cam 30 and the exhaust cam 31.

  In the crankcase 3, a main shaft 41 (a shaft that supports a hydraulic clutch), a counter shaft 42, and an output shaft 43 that are arranged in parallel with the crankshaft 2 are provided. The crankshaft 2, the main shaft 41, and the countershaft 42 are disposed on the mating surface 3S of the upper crankcase 3U and the lower crankcase 3L, and the output shaft 43 is disposed in front of and below the countershaft 42. That is, the axial centers O1 and O2 of the main shaft 41 and the counter shaft 42 are positioned forward and backward on the mating surface 3S, and the axial center O3 of the output shaft 43 is behind the axial center O1 of the main shaft 41 and is a counter shaft. 42 is located in front of and below the axis O2. A crank-side drive gear 2B is fixed to the end of the crankshaft 2 on the cam chain chamber (not shown) side, and the crank-side drive gear 2B meshes with the main shaft-side driven gear 41A of the main shaft 41. As will be described later, the main shaft-side driven gear 41A is provided on the main shaft 41 so as to be rotatable relative to the main shaft 41, and is connected to a clutch mechanism (not shown in FIG. 2). Thus, transmission of power between the crankshaft 2 and the main shaft 41 can be interrupted. The main shaft-side driven gear 41A is provided with an oil pump drive gear 41B. The oil pump drive gear 41B rotates integrally with the main shaft-side driven gear 41A regardless of whether the clutch mechanism is on or off. The rotation of the crankshaft 2 is transmitted to the driven gear 50B fixed to the shaft 50A via the drive chain 45, and the oil pump 50 is driven.

  The main shaft 41 is provided with drive gears m1 to m6 (gears, gear trains) for six speeds, and the counter shaft 42 is provided with driven gears n1 to n6 for six speeds. The driven gears n1 to n6 are meshed with each other at the corresponding shift speeds, and constitute a shift gear pair (a combination of gears) corresponding to each shift speed.

FIG. 3 is a cross-sectional view showing the transmission M. As shown in FIG.
The transmission M is a twin clutch transmission. The transmission M includes a main shaft 41 having a double structure including an inner shaft 41m and an outer shaft 41n, a counter shaft 42 and an output shaft 43 arranged in parallel with the main shaft 41, a main shaft 41 and a counter shaft 42. The transmission gear groups m1 to m6 and n1 to n6 arranged across the main shaft 41, the twin clutch 126 coaxially arranged at the right end of the main shaft 41, and the control hydraulic circuit for supplying the hydraulic pressure to the twin clutch 126. 68 (see FIG. 5). An assembly including the main shaft 41, the counter shaft 42, the transmission gear groups m1 to m6, n1 to n6, and the output shaft 43 is defined as a transmission.

  The main shaft 41 is formed by inserting the right side portion of the inner shaft 41m extending in the left and right directions into the outer shaft 41n so as to be relatively rotatable. The inner shaft 41m is rotatably supported on the outer shaft 41n via a bearing. On the outer circumference of the inner and outer shafts 41m, 41n, drive gears m1 to m6 for six speeds in the transmission gear group are distributed and arranged. On the other hand, driven gears n1 to n6 for six speeds in the transmission gear group are disposed on the outer periphery of the counter shaft 42. The drive gears m1 to m6 and the driven gears n1 to n6 mesh with each other at the corresponding shift speeds, and constitute a shift gear pair corresponding to each shift speed. Each speed change gear pair has a reduction gear ratio in order from the 1st speed to the 6th speed (becomes a high speed gear).

The left end portion of the inner shaft 41m reaches the left side wall 122a of the mission case 122 and is rotatably supported by the left side wall 122a via a ball bearing 173. On the other hand, the right side portion of the inner shaft 41m passes through the right side wall 122b of the transmission case 122 and faces the clutch housing chamber 125, and the left and right intermediate portions of the inner shaft 41m are also connected to the outer shaft 41n that also passes through the right side wall 122b. It is rotatably supported on the right side wall 122b of the mission case 122 via the left and right intermediate portions and the ball bearing 177. The clutch housing chamber 125 is configured by a clutch cover 128 that covers the twin clutch 126 from the outside.
The outer shaft 41n is shorter than the inner shaft 41m, and the left end of the outer shaft 41n ends at the left and right intermediate portion of the mission case 122. Drive gears m2, m4, and m6 corresponding to even gears (second, fourth, and sixth) are supported at a portion of the outer shaft 41n that is located to the left of the right side wall 122b. On the other hand, drive gears m1, m3, and m5 corresponding to odd-numbered speed stages (first, third, and fifth speeds) are supported at a portion of the inner shaft 41m that is located to the left of the left end portion of the outer shaft 41n.

The left and right end portions of the counter shaft 42 are rotatably supported by the left and right side walls 122 a and 122 b of the mission case 122 via bearings 182 and 186. A gear 183 is connected to the right end portion of the counter shaft 42, and the gear 183 always meshes with the gear 185 of the output shaft 43. The output shaft 43 is rotatably supported on the left and right side walls 122a and 122b of the mission case 122 via bearings 187 and 188. A torque damper 129 is disposed on the output shaft 43. The torque damper 129 relieves torque fluctuation when it is applied, and includes a cylindrical member 152 splined to the output shaft 43 so as to be movable in the axial direction. A spring receiving member 153 is fixed to the output shaft 43, a coil spring 154 is provided between the cylindrical member 152 and the spring receiving member 153, and the cylindrical member 152 is urged toward the gear 185 side. The torque damper 129 includes a cylindrical member 152, a spring receiving member 153, and a coil spring 154.
A driving bevel gear 148 is integrally provided at the left end portion of the output shaft 43, and the driving bevel gear 148 meshes with a driven bevel gear 149 a provided integrally at the front end of the shaft portion 149. The shaft portion 149 is connected to a drive shaft 123 (FIG. 1) extending in the front-rear direction of the vehicle body, whereby the rotation of the output shaft 43 is transmitted to the drive shaft 123.

  On the part of the counter shaft 42 located inside the transmission case 122, the driven gears n1 to n6 corresponding to the respective shift stages in the transmission gear group are supported in the same order as the drive gears m1 to m6. Inside the main shaft 41 (inner shaft 41m) and the counter shaft 42, shaft inner oil passages 65 and 172 for supplying oil from the oil pump 50 are formed, and the shaft inner oil passages 65 and 172 are used to respectively Oil is appropriately supplied to the transmission gear group.

A twin clutch 126 is coaxially arranged at the right end of the main shaft 41. The twin clutch 126 is provided between the crankshaft 2 of the internal combustion engine 1 and the main shaft 41 of the transmission M, and adjusts the connection state between the crankshaft 2 and the main shaft 41.
The twin clutch 126 includes hydraulic first and second disk clutches (hereinafter simply referred to as clutches) 151a and 151b (hydraulic clutches) which are coaxially arranged adjacent to each other, and these clutches 151a and 151b include The inner and outer shafts 41m and 41n are connected coaxially. The first disk clutch 151a is provided on the inner shaft 41m, and the second disk clutch 151b is provided on the outer shaft 41n.
The clutch outer 156 shared by the clutches 151a and 151b is coaxially provided with a primary driven gear 158 that meshes with the primary drive gear 158a of the crankshaft 2. The clutch outer 156 is connected to the clutch outer 156 from the crankshaft 2 via these gears 158 and 158a. A rotational driving force is input. The rotational power input to the clutch outer 156 is individually transmitted to the inner and outer shafts 41m and 41n according to the on / off state of the clutches 151a and 151b.

  The on / off state of each of the clutches 151a and 151b is controlled individually depending on whether or not hydraulic pressure is supplied from the control hydraulic circuit 68 (see FIG. 5). Then, one of the clutches 151a and 151b is set in a connected state and the other is set in a disconnected state, and power is transmitted within the transmission using any one of the transmission gear pairs coupled to one of the inner and outer shafts 41m and 41n. The transmission gear pair connected to the other of the shafts 41m, 41n is selected in advance, and from this state, the clutch 151a, 151b is set to the disconnected state, and the disconnected clutch is set to the connected state. As a result, the transmission of the transmission is switched to that using a previously selected transmission gear pair, and the transmission is shifted up or down.

  The transmission is of a constant meshing type in which the drive gears m1 to m6 and the driven gears n1 to n6 corresponding to each gear are always meshed. Each of the gears m1 to m6 and n1 to n6 includes a fixed gear that can rotate integrally with its support shaft (main shaft 41, counter shaft 42), and a free gear that can rotate relative to the support shaft and cannot move in the axial direction. And a slide gear that can rotate integrally with the support shaft and move in the axial direction. Specifically, the drive gears m1 and m2 are fixed gears, the drive gears m3 and m4 are slide gears, and the drive gears m5 and m6 are free gears. The driven gears n1 to n4 are free gears, and the driven gears n5 and n6 are slide gears. Hereinafter, the gears m3, m4, n5, and n6 are referred to as slide gears, the gears m5 and m6, and n1 to n4 are referred to as free gears.

The slide gear m3 is provided with a dowel D1, and the dowel D1 can be coupled to the dowel hole D2 of the free gear m5. The slide gear n5 is provided with dowels D3 and D5 on both sides. One dowel D3 can be coupled to the dowel hole D4 of the free gear n1, and the other dowel D5 can be coupled to the dowel hole D6 of the free gear n3.
The slide gear m4 is provided with a dowel D7, and the dowel D7 can be coupled to the dowel hole D8 of the free gear m6. The slide gear n6 is provided with dowels D9 and D10 on both sides. One dowel D9 can be coupled to the dowel hole D11 of the free gear n2, and the other dowel D10 can be coupled to the dowel hole D12 of the free gear n4.

The dowels D1, D3, D5, D7, D9, D10 and dowel holes D2, D4, D6, D8, D11, D12 engage with each other so that they cannot rotate relative to each other when the corresponding slide gear and free gear come close to each other. The engagement is released when the slide gear and the free gear are separated from each other. Then, any one of the slide gears and the corresponding free gear are engaged with each other through the dogs so as not to rotate relative to each other, so that any one of the first to sixth transmission gear pairs is provided between the main shaft 41 and the counter shaft 42. The selectively used power transmission becomes possible. In the state where all the engagements between the slide gears and the free gears are released, the power transmission between the main shaft 41 and the counter shaft 42 becomes impossible and the neutral state is established.
Each slide gear is slid by four shift forks (not shown).

  In the present embodiment, the speed change operation of the transmission M is controlled by an ECU as a control unit provided in the motorcycle 100. For example, when the motorcycle 100 travels, the first and second disc clutches 151a and 151b are Only one disk clutch corresponding to the current shift position is in a connected state, and the other is in a disconnected state. As a result, power is transmitted through one of the inner and outer shafts 41m and 41n and any one of the first to sixth transmission gear pairs. When performing a shift change, the ECU creates in advance a state in which power can be transmitted using the gear train corresponding to the next shift position, and controls the operation of the first and second disk clutches 151a and 151b.

  Specifically, if the current shift position (shift stage) is, for example, an odd stage (or even stage), the next shift position is an even stage (or odd stage). A state in which power can be transmitted using the gear train of the stage) is created in advance. At this time, the first disk clutch 151a is in the connected state, but the second disk clutch 151b (or the first disk clutch 151a) is in the disconnected state, and the outer shaft 41n and the even-numbered (or odd-numbered) gear train include the crankshaft. The rotational power of 2 is not transmitted. Thereafter, when the ECU determines that the shift timing has been reached, the first disk clutch 151a (or second disk clutch 151b) is disengaged and the second disk clutch 151b (or first disk clutch 151a) is connected. By setting the state, the power transmission using the gear train corresponding to the next shift position selected in advance is switched. As a result, the actual time required for shifting is only the time required for switching between the first and second disk clutches 151a and 151b, so that a quick and smooth shifting without causing a time lag or interruption at the time of shifting becomes possible.

FIG. 4 is a cross-sectional view of the twin clutch 126.
Hereinafter, the second disk clutch 151b will be described in detail. The first disk clutch 151a has substantially the same structure as the second disk clutch 151b, and is provided on the inner shaft 41m in a symmetrical positional relationship with respect to the second disk clutch 151b. The detailed description of is omitted.
The second disc clutch 151b includes a disc-shaped clutch center 55 fixed to the outer peripheral surface of the outer shaft 41n, a disc-shaped clutch piston guide 56 facing the clutch center 55, and the clutch center 55 and the clutch piston guide 56. A disc-shaped clutch piston 57 (hydraulic piston) provided between the clutch piston 57 and the clutch center 55, a pressure receiving plate portion 55A of the clutch center 55 and the clutch piston 57. A drive friction plate 59 and a driven friction plate 60 provided between the pressure plate portion 57A and the driven friction plate 60 are provided.

The second disk clutch 151b has a second side control hydraulic chamber 61b defined by a clutch piston guide 56 and a clutch piston 57, and the clutch piston 57 is supplied with hydraulic pressure to the second side control hydraulic chamber 61b. This slides toward the clutch center 55 side.
The second disc clutch 151b has a second side canceller chamber 62b (canceller chamber) defined by the clutch piston 57 and the canceller plate 58, and lubricating oil is supplied to the second side canceller chamber 62b. Is done. The second canceller chamber 62b is provided with a plurality of return springs 63 that urge the clutch piston 57 toward the clutch piston guide 56 against the hydraulic pressure of the second control hydraulic chamber 61b.

  The clutch center 55 has a cylindrical portion 55B extending in the axial direction coaxially with the main shaft 41, and the driven friction plate 60 is splined to the outer peripheral surface of the cylindrical portion 55B and rotates integrally with the clutch center 55. The drive friction plate 59 is splined to the inner peripheral surface of the clutch outer 156 and rotates integrally with the clutch outer 156. A plurality of driving friction plates 59 and driven friction plates 60 are alternately arranged between the pressure receiving plate portions 55A and the pressure plate portions 57A, and the hydraulic pressure is supplied to the control hydraulic chamber 61 so that the clutch piston 57 is engaged with the clutch. When sliding to the center 55 side, the driving friction plate 59 and the driven friction plate 60 are pressed and brought into close contact with the pressure plate portion 57A, and the clutch outer 156 and the clutch center 55 are connected to rotate integrally.

The first disk clutch 151a includes a disc-shaped clutch center 55 fixed to the outer peripheral surface of the inner shaft 41m, a clutch piston guide 56, a clutch piston 57, a canceller plate 58, a drive friction plate 59, and a cover. A dynamic friction plate 60, a first-side control hydraulic chamber 61a, a first-side canceller chamber 62a (canceller chamber), and a return spring 63 are provided.
That is, in the twin clutch 126, when the hydraulic pressure is supplied to the first and second side control hydraulic chambers 61a and 61b, the first and second disk clutches 151a and 151b are respectively connected, and the first and second side clutch hydraulic pressure chambers 61a and 61b are connected. When the hydraulic pressure in the control hydraulic chambers 61a and 61b is released, the first and second disk clutches 151a and 151b are disconnected.

Further, since the twin clutch 126 rotates integrally with the main shaft 41, the control oil in the first and second side control hydraulic chambers 61a and 61b receiving the centrifugal force causes the clutch piston 57 to move to the first and second side cancellers. It acts to move the chambers 62a and 62b. On the other hand, the lubricating oil in the first and second canceller chambers 62a and 62b that has received the centrifugal force acts to move the clutch piston 57 toward the first and second control hydraulic chambers 61a and 61b.
As described above, in the twin clutch 126, the force acting on the clutch piston 57 by the control oil in the first and second control hydraulic chambers 61a and 61b receiving the centrifugal force is the same as the first and second receiving the centrifugal force. Since it can be canceled by the force of the lubricating oil in the side canceller chambers 62a and 62b, it is possible to prevent the centrifugal force from affecting the operation of the twin clutch 126. Further, the lubricating oil in the first and second side canceller chambers 62a and 62b is used for applying a centrifugal force and does not need to be at a high pressure, and the first and second side control hydraulic chambers 61a. , 61b is supplied at a pressure lower than the hydraulic pressure of the control oil supplied to the control oil.

As shown in FIG. 4, in the inner shaft 41m, there is a bottomed shaft oil passage 65 (an oil passage for supplying lubricating oil to a gear provided coaxially) with a portion corresponding to the second disk clutch 151b as an inner end. ) Is formed. The lubricating oil supplied to the shaft inner oil passage 65 passes through a plurality of oil passages 66 penetrating the inner and outer shafts 41m and 41n in the radial direction, and the drive gears m1 to m6 provided coaxially with the inner and outer shafts 41m and 41n. , And the primary driven gear 158 and the like.
Further, a canceller oil passage 67 connected to the second side canceller chamber 62b is formed in the inner and outer shafts 41m and 41n, and a part of the lubricating oil in the bottomed shaft inner oil passage 65 is part of the canceller oil passage 67. And then supplied to the second canceller chamber 62b.

  A first oil chamber 201, a second oil chamber 202, and a third oil chamber 203 that are independent of each other are formed between the inner surface of the clutch cover 128 and the end of the inner shaft 41m. The inner shaft 41m is formed with a clutch-side shaft oil passage 204 that extends in the axial direction from the end in the inner shaft 41m. The clutch-side shaft oil passage 204 is formed in a cylindrical first partition member 205. And a cylindrical second partition member 206 that covers the outside of the first partition member 205.

The oil passage in the first partition member 205 includes an oil passage 211 that penetrates radially outward from the clutch-side shaft oil passage 204, an oil passage 212 that penetrates the outer shaft 41n radially outward, and a clutch of the second disk clutch 151b. The oil passage 107 that penetrates the center 55 and the clutch piston 57 is connected to the second-side control hydraulic chamber 61b.
The oil passage in the second partition member 206 includes an oil passage 213 that penetrates radially outward from the clutch-side shaft oil passage 204, an oil passage 155 that penetrates the clutch center 55 and the clutch piston 57 of the first disk clutch 151a. Is connected to the first-side control hydraulic chamber 61a.
Further, the third oil chamber 203 is connected to the first side canceller chamber 62a through an oil passage 159 that penetrates the clutch center 55 of the first disk clutch 151a.

FIG. 5 is a schematic diagram showing a lubricating device for the internal combustion engine 1. A plurality of arrows shown in FIG. 5 indicate directions in which oil flows.
The lubrication device for the internal combustion engine 1 is roughly divided into two hydraulic circuits, a control hydraulic circuit 68 for supplying control oil to the twin clutch 126, the periphery of the crankshaft 2, the transmission M, and the valve operating device. And a lubricating hydraulic circuit 69 for lubricating 10 and the like.

  The control hydraulic circuit 68 sucks and sends out the oil stored in the oil pan 3G, a control-side relief valve 71 (oil relief valve) for limiting the hydraulic pressure of the control hydraulic circuit 68, and a control An oil filter 72 for filtering oil, a first electromagnetic control valve 73a for adjusting the supply of control oil to the first side control hydraulic chamber 61a, and a first for adjusting the supply of control oil to the second side control hydraulic chamber 61b. 2 electromagnetic control valve 73b. The first and second electromagnetic control valves 73a and 73b are linear solenoid valves that change the oil pressure in the first and second control hydraulic chambers 61a and 61b based on the control current value of the ECU.

The control hydraulic circuit 68 includes an oil passage 74 extending from the oil pan 3G to the first and second electromagnetic control valves 73a and 73b, and an inlet of the first and second electromagnetic control valves 73a and 73b branched from the oil passage 74. Branch oil passages 74a and 74b connected to the control oil supply oil passages 75a and 75b connecting the outlets of the first and second electromagnetic control valves 73a and 73b to the first and second control hydraulic chambers 61a and 61b. And have.
The control hydraulic pump 70 is provided in the oil passage 74, and a control-side bypass oil passage 76 connected to the oil pan 3 </ b> G is provided downstream of the control hydraulic pump 70 in the oil passage 74. Is disposed in the control-side bypass oil passage 76. The oil filter 72 is provided on the downstream side of the control hydraulic pump 70.

  The oil sent from the oil pan 3G by the control hydraulic pump 70 passes through the oil filter 72 through the oil passage 74, and passes through the branch oil passages 74a and 74b to the first and second electromagnetic control valves 73a and 73b. After the flow and the hydraulic pressure are controlled by the first and second electromagnetic control valves 73a and 73b, respectively, the first and second control hydraulic chambers 61a and 61b are reached through the control oil supply oil passages 75a and 75b. Then, the clutch pistons 57 are slid according to the hydraulic pressures of the first and second control hydraulic chambers 61a and 61b, and the connection states of the first and second disk clutches 151a and 151b are changed.

  Further, part of the oil delivered by the control hydraulic pump 70 reaches the control side relief valve 71 of the control side bypass oil passage 76, and when the hydraulic pressure acting on the control side relief valve 71 is higher than a predetermined value, the control side It passes through the relief valve 71, flows through the control side bypass oil passage 76 downstream, and returns to the oil pan 3G. That is, when the discharge pressure of the control hydraulic pump 70 is higher than a predetermined value, the control-side relief valve 71 releases oil to the oil pan 3G and restricts the hydraulic pressure of the control hydraulic circuit 68. When the discharge pressure of the control hydraulic pump 70 is lower than a predetermined value, the control-side relief valve 71 does not operate, and the control-side bypass oil passage 76 that flows to the oil pan 3G side is kept closed.

The lubricating hydraulic circuit 69 sucks and sends out the oil stored in the oil pan 3G, a lubricating hydraulic pump 80 that limits the hydraulic pressure of the lubricating hydraulic circuit 69, and oil that filters the lubricating oil A filter 82, an oil cooler 83 for cooling the lubricating oil, and a hydraulic pressure sensor 84 for detecting the hydraulic pressure of the lubricating hydraulic circuit 69 are provided.
The lubrication target to which the lubricating oil is supplied includes the transmission-side lubricated portion 53 and the engine-side lubricated portion 54. The transmission-side lubricated portion 53 includes a main shaft 41 and a counter shaft 42, and oil is supplied to the in-shaft oil passage 65 (see FIG. 4) in the main shaft 41. The engine-side lubricated portion 54 includes a plurality of journal bearings 54 a that support the crankshaft 2, connecting rods 7 f and 7 r, a generator 54 b that rotates integrally with the crankshaft 2, and a piston jet that injects oil into the piston 6. 54c, the camshaft 25, and the like.

  The lubricating hydraulic circuit 69 branches from the oil path 85 connected to the oil pan 3G, the branch oil path 85b branched from the oil path 85 and connected to the transmission-side lubricated portion 53, and the oil path 85. A branch oil passage 85a connected to the engine-side lubricated portion 54, a canceller oil supply oil passage 86b connecting the transmission-side lubricated portion 53 to the second-side canceller chamber 62b, and the engine-side lubricated portion 54 as the first. And a canceller oil supply oil passage 86a (an oil passage after the journal bearing is lubricated) connected to the side canceller chamber 62a. The canceller oil supply oil passage 86a is provided with an orifice 88 for restricting the canceller oil supply oil passage 86a. The oil pressure of the oil flowing through the orifice 88 to the first canceller chamber 62a is the oil flowing through the oil passage 85. The hydraulic pressure is lowered.

  The lubricating hydraulic pump 80 is provided in the oil passage 85, and a lubricating-side bypass oil passage 87 connected to the oil pan 3 </ b> G is provided on the downstream side of the lubricating hydraulic pump 80 in the oil passage 85, and the lubricating-side relief valve 81 is provided. Is disposed in the lubrication-side bypass oil passage 87. The oil filter 82, the oil cooler 83, and the hydraulic sensor 84 are provided on the downstream side of the lubricating hydraulic pump 80.

The oil sent from the oil pan 3G by the lubricating hydraulic pump 80 passes through the oil passage 85, passes through the oil filter 82, the oil cooler 83, and the hydraulic sensor 84, and flows to the branch oil passages 85a and 85b.
The oil that has flowed into the branch oil passage 85b lubricates the transmission-side lubricated portion 53, and then is supplied to the second-side canceller chamber 62b through the canceller oil supply oil passage 86b. Specifically, the shaft internal oil passage 65 and the canceller oil passage 67 shown in FIG. 4 are a part of the canceller oil supply oil passage 86b, and oil is supplied to the second side canceller chamber 62b using the oil passage 65 in the shaft. Is supplied. Since the second side canceller chamber 62b does not require high oil pressure, the oil supplied to the in-shaft oil passage 65 can be used as the oil for the second side canceller chamber 62b.
That is, since the oil is supplied to the second side canceller chamber 62b by the oil passage 65 in the shaft provided for supplying the oil to each of the drive gears m1 to m6, the oil passage can be shared, and the structure of the oil passage is simple. Can be.

The oil that has flowed into the branch oil passage 85a lubricates the engine-side lubricated portion 54, and then is supplied to the first side canceller chamber 62a through the canceller oil supply oil passage 86a and the orifice 88. Since the first side canceller chamber 62a does not require high oil pressure, the oil supplied to the engine side lubricated portion 54 can be used as the oil for the first side canceller chamber 62a. Specifically, the third oil chamber 203 and the oil passage 159 shown in FIG. 4 are a part of the canceller oil supply oil passage 86a, and the oil after lubricating the journal bearing 54a and the like of the engine-side lubricated portion 54 is cancelled. Since oil is supplied to the first side canceller chamber 62a via the oil supply oil passage 86a, the oil passage of the engine side lubricated portion 54 can be shared with the oil passage for the first side canceller chamber 62a, and the structure of the oil passage can be simplified. can do.
In addition, since the hydraulic pressure is reduced by providing the orifice 88 in the canceller oil supply oil passage 86a, it is possible to prevent an unnecessarily high hydraulic pressure from being supplied to the first side canceller chamber 62a.

  A part of the oil delivered by the lubricating hydraulic pump 80 reaches the lubrication-side relief valve 81 of the lubrication-side bypass oil passage 87, and when the oil pressure acting on the lubrication-side relief valve 81 is higher than a predetermined value, the lubrication-side relief valve Passing through 81, flows through the lubrication side bypass oil passage 87 downstream, and returns to the oil pan 3G. That is, when the discharge pressure of the lubrication hydraulic pump 80 is higher than a predetermined value, the lubrication-side relief valve 81 allows oil to escape to the oil pan 3G and restricts the oil pressure of the lubrication hydraulic circuit 69.

In the present embodiment, as shown in FIG. 5, the control hydraulic pump 70 and the lubrication hydraulic pump 80 are provided separately, each delivering oil stored in the same oil pan 3G, and the twin clutch The common oil is used for the control oil for 126 and the lubricating oil supplied to the transmission-side lubricated portion 53, the engine-side lubricated portion 54, and the like. For this reason, it is not necessary to provide a plurality of oil pans, and the structure can be simplified.
The control hydraulic circuit 68 has a control hydraulic pump 70, the lubrication hydraulic circuit 69 has a lubrication hydraulic pump 80, and the control hydraulic circuit 68 and the lubrication hydraulic circuit 69 are independent from each other. It has become. For this reason, it is possible to prevent the hydraulic pressure of the control hydraulic circuit 68 from being affected by fluctuations in the hydraulic pressure of the lubricating hydraulic circuit 69, and to stabilize the operation of the clutch piston 57.

  Furthermore, since the oil temperature gauge 135 is provided in the oil pan 3G in which a large amount of oil is stored, the oil temperature can be accurately detected. Thus, the ECU can control the hydraulic pressure supplied to the first and second control hydraulic chambers 61a and 61b based on the accurately detected oil temperature, and thus can accurately control the twin clutch 126. For example, the oil temperature gauge 135 may be disposed in the control oil supply oil passages 75a and 75b in the vicinity of the first and second electromagnetic control valves 73a and 73b. In this case, the first and second side control oil pressures may be used. Since the flow rate of the oil in the control oil supply oil passages 75a and 75b is smaller than the amount of oil supplied to the chambers 61a and 61b, it is difficult to accurately detect the oil temperature.

  As shown in FIG. 5, the lubricating device for the internal combustion engine 1 includes a scavenging device 90 that sucks oil from the bottom of the crank chamber 2 </ b> C in which the crankshaft 2 is accommodated. The scavenging device 90 includes a scavenging pump 91 and an oil passage 92 connected to the crank chamber 2C. The outlet of the oil passage 92 is provided on the transmission M side, and the oil sucked out from the crank chamber 2C lubricates the transmission M, then falls in the crankcase 3 and returns to the oil pan 3G.

FIG. 6 is a cross-sectional view of the vicinity of the oil pump 50.
As shown in FIG. 6, the oil pump 50 has a pump shaft 50A that is rotated via a drive chain 45 (see FIG. 2), and a pump case 94 that houses the pump shaft 50A. The rotor 95A of the control hydraulic pump 70, the rotor 95B of the lubrication hydraulic pump 80, and the rotor 95C of the scavenging pump 91 are provided in this order from the driven gear 50B side. That is, the oil pump 50 is an oil pump including a control hydraulic pump 70, a lubricating hydraulic pump 80, and a scavenging pump 91 in a pump case 94.

A suction port 50 </ b> C common to the control hydraulic pump 70 and the lubrication hydraulic pump 80 is provided below the pump case 94.
The lubrication side relief valve 81 is provided in the pump case 94 in the vicinity of the rotor 95 B of the lubrication hydraulic pump 80, and slides in the lubrication side cylinder 96 and the lubrication side cylinder 96 provided in the pump case 94. And a lubrication side piston 97.

  The lubrication side cylinder 96 has an introduction port 96A communicating with the lubrication side bypass oil passage 87 at one end in the axial direction, and the lubrication side piston 97 is introduced into the introduction port 96A by a lubrication side coil spring 98 housed in the lubrication side piston 97. Is biased to the side. The lubrication-side cylinder 96 has a plurality of lubrication-side relief holes 99 penetrating the side surface of the lubrication-side cylinder 96, and the lubrication-side relief hole 99 is downstream of the lubrication-side relief valve 81 and on the downstream bypass oil passage 87A (see FIG. 5)).

  When a hydraulic pressure higher than a predetermined hydraulic pressure acts on the top portion 97A of the lubrication side piston 97, the lubrication side piston 97 slides against the lubrication side coil spring 98, and the introduction port 96A and the lubrication side relief hole 99 are connected. Communicate. That is, when a hydraulic pressure higher than a predetermined hydraulic pressure acts on the lubrication-side bypass oil passage 87, the lubrication-side piston 97 is pushed away, the introduction port 96A and the lubrication-side relief hole 99 communicate with each other, and the high-pressure lubrication oil flows downstream. The oil pressure returns to the oil pan 3G through the bypass oil passage 87A, and the oil pressure in the lubricating hydraulic circuit 69 decreases. As a result, an excessively high hydraulic pressure is prevented from acting on the lubricating hydraulic circuit 69.

FIG. 7 is a cross-sectional view of the vicinity of the control side relief valve 71.
As shown in FIGS. 6 and 7, in the pump case 94, in the vicinity of the rotor 95 </ b> A of the control hydraulic pump 70, a relief valve housing portion 254 that houses the control-side relief valve 71 formed in a cylindrical shape is formed. Yes. The relief valve housing portion 254 is a bottomed, substantially cylindrical space, and is provided on the inlet side and receives the control side relief valve 71 in the axial direction and a holding portion 255 that contacts the outer peripheral surface of the control side relief valve 71. There is a bottom portion 256 and a gap portion 257 that forms a gap between the holding portion 255 and the bottom portion 256 and the outer peripheral surface of the control-side relief valve 71.

The gap portion 257 is a part of the downstream bypass oil passage 76B (see FIG. 5) on the downstream side of the control side relief valve 71. The bottom portion 256 has an air hole 256 </ b> A communicating with the crankcase 3. The air hole 256 </ b> A is connected to the control side relief valve 71 such that the control side relief valve 71 is provided in close contact with the bottom portion 256. Yes.
The pump case 94 has a detachable lid 259 that closes the relief valve housing 254, and the control-side relief valve 71 is accommodated in the relief valve housing 254, and then the lid 259 is fixed. It is fixed to the relief valve housing 254. Specifically, the lid 259 has a plurality of ribs 259A, and the control-side relief valve 71 is pressed by the ribs 259A and positioned in the axial direction. A space is formed between the cover body 259 and the rib 259A and the control side relief valve 71, and this space becomes an upstream bypass oil passage 76A connecting the control hydraulic pump 70 and the control side relief valve 71. ing.

The control-side relief valve 71 has a cylindrical control-side cylinder 260 (cylinder) accommodated in the relief-valve accommodating portion 254 and a control-side piston 261 (piston) that slides inside the control-side cylinder 260. .
The control side cylinder 260 has an introduction port 260A communicating with the upstream bypass oil passage 76A at one end in the axial direction, and a restriction pin 263 for restricting the position of the control side piston 261 in the axial direction is provided on the introduction port 260A side. It is provided so as to be orthogonal to the axial direction of the control side cylinder 260.

  An oil seal 264 is provided on the outer peripheral surface of the control side cylinder 260 on the side of the introduction port 260 </ b> A to seal the space between the relief valve housing portion 254 and the holding portion 255. Further, a plurality of control-side relief holes 265 (relief holes) penetrating the cylinder side surface 260B are formed on the cylinder side surface 260B on the introduction port 260A side, and the control-side relief hole 265 passes downstream via the gap portion 257. It is connected to the bypass oil passage 76B. Further, the control side relief hole 265 is located on the bottom 256 side with respect to the regulation pin 263.

  The cylinder end surface 260C at the other end in the axial direction of the control side cylinder 260 is closed, and a breathing hole 267 that penetrates the cylinder end surface 260C and communicates with the air hole 256A is formed in the cylinder end surface 260C. That is, the inside of the control side cylinder 260 communicates with the crankcase 3 through the breath hole 267 and the air hole 256A. The breath piercing hole 267 is a circular hole provided coaxially with the cylindrical control side piston 261, and is formed at one location substantially at the center of the cylinder end surface 260C.

  The control-side piston 261 is a cylindrical hollow piston having a top portion 261A closed at one end and an opening at the other end, and houses a control-side coil spring 266 therein. The control-side piston 261 is always urged toward the introduction port 260A by a control-side coil spring 266 that contacts the top portion 261A from the inside, and the position of the control-side piston 261 is restricted by a restriction pin 263 that contacts the top portion 261A. In this state, the top portion 261A is positioned on the introduction port 260A side with respect to the control side relief hole 265, and the introduction port 260A is not connected to the control side relief hole 265.

The biasing force of the control side coil spring 266 resists the control side coil spring 266 when the pressure of the control oil acting on the top portion 261A becomes higher than the pressure corresponding to the predetermined value of the discharge pressure of the control hydraulic pump 70. Thus, the top portion 261A slides toward the control side relief hole 265, and the introduction port 260A is set to be connected to the control side relief hole 265.
That is, when the pressure of the control oil in the upstream bypass oil passage 76A becomes higher than the predetermined value, the control-side piston 261 is pushed toward the cylinder end surface 260C, and the introduction port 260A communicates with the control-side relief hole 265. The oil returns to the oil pan 3G through the control side relief hole 265, the gap 257, and the downstream bypass oil passage 76B. As a result, the hydraulic pressure of the control hydraulic circuit 68 is lowered, so that an excessively high hydraulic pressure is prevented from acting on the control hydraulic circuit 68.

Further, when the control oil is returned to the oil pan 3G by the control side relief valve 71 and the hydraulic pressure of the upstream bypass oil passage 76A decreases, the control side piston 261 is pushed by the control side coil spring 266 and the upstream bypass oil passage 76A. Return to the side. That is, the control-side piston 261 reciprocates within the control-side cylinder 260 due to pressure fluctuations in the control hydraulic circuit 68.
Here, since the control hydraulic pump 70 of the oil pump 50 is driven in synchronism with the crankshaft 2, the rotation speed frequently fluctuates depending on the operating state of the internal combustion engine 1, and the pressure of the control hydraulic circuit 68 is reduced. Change will be greater. Along with this, a change occurs in the speed and cycle of the reciprocating motion of the control-side piston 261, and pulsation that changes variously may occur in the control oil in the control hydraulic circuit 68.

  When the control side piston 261 reciprocates, the volume of the cylinder inner space S between the control side piston 261 and the cylinder end surface 260C changes, and the air in the cylinder inner space S repeats compression and expansion. In the present embodiment, the cylinder internal space S communicates with the crankcase 3 via the breath connecting hole 267 provided in the cylinder end surface 260C, so that the air is connected to the breath connecting hole 267 as the control piston 261 reciprocates. The reciprocating motion of the control side piston 261 can be attenuated by the resistance when the air passes through the space S in the cylinder S through the air and passes through the breathing hole 267. Thereby, the pulsation generated in the control hydraulic circuit 68 can be suppressed, and the influence of the pulsation on the first and second control hydraulic chambers 61a and 61b can be suppressed, so that the controllability of the twin clutch 126 can be improved.

In particular, in the present embodiment, when the diameter of the breath connecting hole 267 is the diameter G1 (hole diameter) and the diameter of the control side piston 261 is the diameter G2 (piston diameter of the oil relief valve), (diameter G1) / diameter G2 The diameter G1 is set so as to be equal to or less than 0.2. That is, the diameter G1 of the breath connecting hole 267 is set to be 20% or less of the diameter G2 of the control-side piston 261, and the resistance when air passes through the breath connecting hole 267 is relatively large. Thus, the movement of the control side piston 261 can be suppressed, and the hydraulic pulsation can be suppressed.
Further, since the control-side piston 261 is formed hollow and the volume of the cylinder internal space S is ensured, the reciprocating motion of the control-side piston 261 can be stably damped by the resistance of air passing through the breathing hole 267.

As described above, according to the embodiment to which the present invention is applied, the sliding of the control side piston 261 is restricted by the breath connection hole 267 provided in the cylinder end surface 260C on the back side of the control side piston 261 in the control side cylinder 260. And since the pulsation of the control side relief valve 71 can be suppressed, the control side relief valve 71 which can suppress the fluctuation | variation of oil_pressure | hydraulic with a simple structure can be provided.
Since the control-side relief valve 71 is provided downstream of the control hydraulic pump 70 that supplies control oil to the control hydraulic circuit 68 of the first and second disk clutches 151a and 151b, the first and second disk clutches The pulsation of the control oil supplied to 151a and 151b is suppressed, and the controllability of the first and second disk clutches 151a and 151b can be improved. For this reason, it is possible to improve the start / shift feeling by the first and second disk clutches 151a and 151b.

The control oil for the first and second disk clutches 151a and 151b is the same oil as the lubricating oil for the internal combustion engine 1, and the control hydraulic pump 70 and the lubricating hydraulic pump 80 are provided separately. And you can share lubricating oil.
Further, since the lubricating oil of the internal combustion engine 1 supplied by the lubricating hydraulic pump 80 is used as the oil for the first and second side canceller chambers 62a and 62b where high pressure is not required, the lubricating oil passageway is provided in the first passage. And it can share with the oil path to the 2nd side canceller chambers 62a and 62b. Further, since the lubricating oil supplied for the first and second side canceller chambers 62a and 62b does not affect the control oil of the clutch piston 57, the operation of the clutch piston 57 can be stabilized.

Furthermore, as oil for the second side canceller chamber 62b that does not require high pressure, lubrication is supplied to the drive gears m1 to m6 provided on the main shaft 41 that supports the first and second disk clutches 151a and 151b. Since oil is used, the oil passage 65 in the shaft can be shared with the oil passage to the second side canceller chamber 62b.
Further, since the lubricating oil in the canceller oil supply oil passage 86a after the journal bearing 54a of the crankshaft 2 is lubricated is used as the oil for the first canceller chamber 62a that does not require high pressure, the first canceller chamber 62a is used. The oil passage can be shared.

In addition, since the pulsation of the control oil supplied to the first and second disk clutches 151a and 151b can be suppressed by the control-side relief valve 71, the twin clutch 126 that requires quick switching between the first and second disk clutches 151a and 151b is required. Thus, the controllability of the intermittent movement can be improved, and the start / shift feeling by the twin clutch 126 can be improved.
Furthermore, since the diameter G1 is set so that (diameter G1) / diameter G2 = 0.2 or less, the movement of the control side piston 261 can be suppressed by the damping effect, and the hydraulic pulsation can be suppressed.

In addition, the said embodiment shows the one aspect | mode which applied this invention, Comprising: This invention is not limited to the said embodiment.
In the above embodiment, the control-side relief valve 71 has been described as being provided in the control hydraulic circuit 68 that controls the on / off of the twin clutch 126. However, the present invention is not limited to this, and for example, control The side relief valve 71 may be provided in a control hydraulic circuit of a variable valve apparatus that varies the lift amount of the intake and exhaust valves by an actuator driven by hydraulic pressure.
In the above embodiment, the breath connecting hole 267 is a circular hole, and the diameter G1 of the breath connecting hole 267 is 20% or less of the diameter G2 of the control side piston 261. However, the present invention is not limited to this. Is not to be done. The breathing hole has a ratio between the opening area of the breathing hole and the cross-sectional area of the control-side piston 261 in which the diameter G1 of the circular breathing hole 267 is 20% or less of the diameter G2 of the control-side piston 261. Any shape may be used as long as it corresponds to the ratio between the opening area and the cross-sectional area of the control-side piston 261.
Of course, other detailed configurations of the motorcycle 100 can be arbitrarily changed.

1 Internal combustion engine 2 Crankshaft
41 Main shaft (shaft that supports the hydraulic clutch)
50 Oil pump 54a Journal bearing 57 Clutch piston (hydraulic piston)
62a First-side canceller room (canceller room)
62b Second-side canceller room (canceller room)
65 Oil passage in shaft (oil passage for supplying lubricating oil to gears provided coaxially)
68 Hydraulic circuit for control 70 Hydraulic pump for control 71 Control side relief valve (oil relief valve)
80 Hydraulic pump for lubrication 88 Orifice 151a First disc clutch (hydraulic clutch)
151b Second disc clutch (hydraulic clutch)
260 Control side cylinder (cylinder)
260B Cylinder side surface 260C Cylinder end surface 261 Control side piston (piston)
265 Control side relief hole (Relief hole)
267 Breathing hole G1 diameter (hole diameter)
G2 diameter (piston diameter of oil relief valve)
m1 to m6 Drive gear (gear, gear train)
M Transmission (twin clutch transmission)

Claims (6)

A piston (261) that is provided downstream of an oil pump (50) driven by the internal combustion engine (1) and slides in the cylinder (260) by the hydraulic pressure generated by the oil pump (50), and a cylinder side surface (260B) And a relief hole (265) provided in the oil relief valve for limiting oil pressure by allowing oil to escape from the relief hole (265) when the discharge pressure of the oil pump (50) is higher than a predetermined value. ,
The cylinder end surface (260C) on the back surface of the piston (261) is closed and a breathing hole (267) for restricting the sliding of the piston (261) is provided on the cylinder end surface (260C) .
The oil relief valve is an oil pump (50) for supplying control oil to a control hydraulic circuit (68) of a hydraulic clutch (151a, 151b) provided between the internal combustion engine (1) and the transmission (M). Provided downstream of
The control oil of the hydraulic clutch (151a, 151b) is the same oil as the lubricating oil of the internal combustion engine (1), and the oil pump (50) is a lubricating oil hydraulic pump (80) for supplying lubricating oil. And a control oil hydraulic pump (70) for supplying control oil, and the oil relief valve is provided downstream of the control oil hydraulic pump (70) . Control oil is supplied from the control oil hydraulic pump (70) to the hydraulic piston (57) for connecting the hydraulic clutch (151a, 151b), and the lubricant oil pressure is supplied to the canceller chamber (62a, 62b). oil relief valve of claim 1, wherein the lubricating oil from the pump (80) is characterized in that it is supplied. Lubricating oil supplied to the canceller chamber (62b) is provided in a shaft (41) that supports the hydraulic clutch (151a, 151b), and gears (m1 to m6) provided coaxially with the shaft (41). The oil relief valve according to claim 2, wherein the oil is supplied to the canceller chamber (62b) from an oil passage (65) for supplying the oil. The lubricating oil supplied to the canceller chamber (62a) is obtained after inserting the orifice (88) into the oil passage (86a) after lubricating the journal bearing (54a) of the crankshaft (2) and reducing the hydraulic pressure. 4. The oil relief valve according to claim 3 , wherein the oil relief valve is a lubricating oil. The transmission (M) is a twin-clutch transmission that changes the gear train (m1 to m6) connected to the two hydraulic clutches (151a, 151b) by switching between the two hydraulic clutches (151a, 151b). The oil relief valve according to claim 1 , wherein the oil relief valve is provided. Diameter of the breathing hole (G1) can be of any claims 1-5, characterized in that set to (diameter of the hole (G1)) / (diameter of the piston of the oil relief valve (G2)) = 0.2 or less Oil relief valve according to crab.

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