JP7615196B2 - Pressure adjustment structure and saddle-type vehicle - Google Patents

Description

The present invention relates to technology for adjusting the pressure inside the crankcase of an engine.

When the internal pressure of an engine's crank chamber increases, the resistance to piston movement increases, which can affect the engine's output characteristics. Therefore, technology has been proposed that can reduce the internal pressure of the crank chamber by providing a structure that releases the internal pressure of the crank chamber (for example, Patent Document 1).

Japanese Patent Application Publication No. 5-149124

Suppressing the rise in internal pressure in the crankcase reduces resistance to piston movement, contributing to improved fuel efficiency. It can also be expected to produce higher output in engines installed in racing vehicles.

The objective of the present invention is to provide a technology that can suppress the increase in internal pressure in the crank chamber.

According to the present invention,
A pressure regulating structure (7, 7A) for regulating the internal pressure of a crank chamber (20) of an engine (1),
a passage forming means (8) for forming a pressure adjustment passage (80) communicating with the crank chamber (20);
the pressure adjustment passage (80) is formed such that a gas (80a) flowing through the pressure adjustment passage (80) merges with an exhaust flow (60a) flowing through an exhaust passage (60) of the engine (1) ;
a downstream portion of the exhaust passage (60) is formed by a pipe member (62) having an opening (EX1) through which the exhaust flow is discharged,
The passage forming means (8) is
a cylindrical cover member (833) that covers the periphery of the end portion of the pipe member (62) on the side of the open port (EX1) and has an opening (EX2) located downstream of the open port (EX1),
the pressure adjustment passage (80) includes a gap (84) between a peripheral wall of the cover member (833) and a peripheral wall of the pipe member (62);
A pressure regulating structure is provided.

The present invention provides technology that can suppress an increase in internal pressure in the crank chamber.

1 is an explanatory diagram of an engine to which a pressure regulating structure according to one embodiment of the present invention is applied; 1 is a side view of a saddle-type vehicle according to an embodiment of the present invention; FIG. FIG. 4 is a partially cutaway view showing the structure around the silencer in FIG. 3 . FIG. 11 is an explanatory diagram showing behavior when outside air is sucked in. 7A and 7B are diagrams showing other configuration examples of the E portion in FIG. 5 .

The embodiments are described in detail below with reference to the attached drawings. Note that the following embodiments do not limit the invention according to the claims, and not all combinations of features described in the embodiments are necessarily essential to the invention. Two or more of the features described in the embodiments may be combined in any desired manner. In addition, the same reference numbers are used for the same or similar configurations, and duplicate descriptions are omitted.

First Embodiment
1 is an explanatory diagram of an engine 1 to which a pressure adjustment structure 7 according to one embodiment of the present invention is applied. The engine 1 is a four-stroke engine including a crankcase 2 forming a crank chamber 20, a cylinder block 3, and a cylinder head 4. The engine 1 may have a single cylinder or multiple cylinders. Here, it is assumed that the engine 1 is a multiple cylinder engine (for example, an in-line four-cylinder engine).

The crankshaft 21 is rotatably supported in the crankcase 2. The crankshaft 21 has a crank arm 22 and a crank pin 23 attached to the crank arm 22, and the crank pin 23 is disposed at a position separated from the center of rotation of the crankshaft 21. A piston 31 is disposed in the bore of the cylinder block 3 so that it can reciprocate. The piston 31 and the crank pin 23 are connected by a connecting rod 32.

The cylinder head 4 defines a combustion chamber 41, and an intake port 42 and an exhaust port 43 for each cylinder that are connected to the combustion chamber 41. The intake port 42 is opened and closed relative to the combustion chamber 41 by an intake valve 44 driven by a valve mechanism 46. The exhaust port 43 is opened and closed relative to the combustion chamber 41 by an exhaust valve 45 driven by a valve mechanism 47.

The intake device 5 forms an intake passage 50 that communicates with the intake port 42. The intake device 5 includes, in order from the upstream side of the air flow, an air cleaner 51 and an intake amount adjustment valve (throttle valve) 52. The intake device 5 also includes a pipe 53 and a pipe (intake manifold) 54.

Fuel is injected into the intake port 42 by a fuel injection valve (injector) 49, and a mixture of fuel and air is supplied to the combustion chamber 41. The mixture is ignited by a spark plug 48 and combusts in the combustion chamber 41.

The exhaust device 6 forms an exhaust passage 60 that communicates with the exhaust port 43. Exhaust gas generated in the combustion chamber 41 is discharged from the exhaust port 43 into the exhaust passage 60. The exhaust device 6 is equipped with a catalyst 61 and a silencer 62, in that order from the upstream side of the exhaust flow. The exhaust device 6 also includes a pipe 63 (exhaust manifold) and a pipe 64. The exhaust gas is purified and silenced by the exhaust device 6 before being released into the atmosphere.

In the engine 1, the pressure inside the crank chamber 20 fluctuates due to the reciprocating motion of the piston 31. The pressure inside the crank chamber 20 becomes a pumping loss. The pressure adjustment structure 7 exhausts the gas inside the crank chamber 20 (hereinafter also referred to as the internal gas) to the outside, suppressing the rise in the internal pressure.

The pressure adjustment structure 7 includes a passage forming unit 8. The passage forming unit 8 forms a pressure adjustment passage 80 that is connected to the crank chamber 20. By discharging the internal gas in the crank chamber 20 to the pressure adjustment passage 80, the pressure rise in the crank chamber 20 can be suppressed.

The passage forming unit 8 includes a passage forming member 81, a gas-liquid separation unit 82, and a passage forming member 83. The passage forming member 81 is a pipe connected to the crankcase 2, and connects the pressure adjustment passage 80 to the crankcase 20. In this embodiment, the passage forming member 81 is configured to be connected to the crankcase 2, but the connection site of the passage forming member 81 is not limited to the crankcase 2 as long as the pressure adjustment passage 80 and the crankcase 2 can be connected to each other. For example, if the crankcase 20 is connected to a passage formed in the cylinder block 3 and the cylinder head 4, the passage forming member 81 may be configured to be connected to the cylinder head, and if the crankcase 20 is connected to the inside of the transmission case (not shown), the passage forming member 81 may be configured to be connected to the transmission case.

The passage forming member 81 connects between the crankcase 2 and the gas-liquid separation unit 82. The gas-liquid separation unit 82 is provided midway through the pressure adjustment passage 80 and is a hollow body with a gas-liquid separation chamber 82a inside. The internal gas in the crank chamber 20 may contain oil mist. The gas-liquid separation unit 82 separates the gas and liquid and exhausts only the gas downstream. In this embodiment, as an example, the structure of the gas-liquid separation chamber 82a is a structure with multiple baffle plates 82a that bend the pressure adjustment passage 80 multiple times. Gas-liquid separation is achieved by the internal gas coming into contact with the baffle plates 82a.

The passage forming member 83 is a pipe that connects the gas-liquid separation unit 82 and the pipe 64. By connecting the passage forming member 83 to the pipe 64, the gas flow 80a of the internal gas flowing in the pressure adjustment passage 80 merges with the exhaust flow 60a flowing in the pipe 64. The gas flow 80a is pulled in the exhaust direction by the exhaust negative pressure of the exhaust flow 60a (Venturi effect).

As a result, the effect of exhausting the internal gas of the crank chamber 20 to the pressure adjustment passage 80 is improved, and the increase in the internal pressure of the crank chamber 20 can be suppressed. In particular, the effect of reducing pumping loss can be obtained when the engine 1 is rotating at high speeds, when the exhaust flow 60a is strong, and the fuel efficiency and power output of the engine 1 can be improved.

Second Embodiment
In the first embodiment, the exhaust flow 60a and the gas flow 80a are joined in the pipe 64 of the exhaust device 6, but the joining portion can be selected at any portion of the exhaust passage 60. In this embodiment, a configuration example in which the present invention is applied to a saddle-type vehicle and the joining portion is the downstream end of the silencer 62 will be described. In the following description, configurations that are functionally common to the first embodiment will be denoted by the same reference numerals, and description thereof may be omitted.

Figure 2 is a side view (right side view) of a saddle-ride type vehicle 100 according to one embodiment of the present invention. The saddle-ride type vehicle 100 is a motorcycle equipped with a front wheel 101 and a rear wheel 102. Note that the present invention can also be applied to other types of saddle-ride type vehicles.

The saddle-type vehicle 100 has a body frame 103 that forms the skeleton of the vehicle. A power unit 104 that drives the rear wheel 102 is supported on the body frame 103. The power unit 104 includes an engine 1, a transmission, and a clutch. The driving force of the power unit 104 is transmitted to the rear wheel 102 via a chain (not shown).

A fuel tank 106 that stores fuel to be supplied to the engine 1 is disposed above the power unit 104. Exhaust gas discharged from the engine 1 of the power unit 104 is silenced by a silencer 62. The silencer 62 is disposed on the side of the vehicle body.

A seat frame 103a that supports a seat 108 on which a rider sits is connected to the rear of the body frame 103. A swing arm 105 is supported at the rear of the body frame 103 so that it can swing freely, and the rear wheel 102 is supported by the swing arm 105 so that it can rotate freely.

The vehicle body frame 103 includes a head pipe (not shown), and a pair of left and right front forks 106 and separate left and right handlebars 107 are supported on the head pipe so as to be freely steerable. The front wheel 101 is supported on the pair of front forks 106 so as to be freely rotatable.

The saddle-type vehicle 100 is equipped with a pressure adjustment structure 7A. The pressure adjustment structure 7A includes a passage forming member 81, a gas-liquid separation unit 82, and a passage forming member 83 as the passage forming unit 8 described in the first embodiment. The passage forming member 81 is a pipe that connects the engine 1 of the power unit 4 and the gas-liquid separation unit 82, and its internal space (pressure adjustment passage 80) communicates with the crank chamber 20 of the engine 1. In this embodiment, the gas-liquid separation unit 82 is disposed below the fuel tank 106.

The passage forming member 83 includes passage forming members 830 to 833. Please refer to Figs. 3 and 4 in addition to Fig. 2. Fig. 3 is a perspective view showing the structure around the silencer 62, and Fig. 4 is a partially cutaway view of the structure around the silencer 62.

The silencer 62 is a cylindrical tubular member having an inlet IN1 at one end, an open port EX1 at the other end, and a peripheral wall 62a. The exhaust flow is introduced into the inlet IN1. The open port EX1 is an exhaust port through which the exhaust flow is discharged to the atmosphere. The internal space of the silencer 62 forms an exhaust passage 60, and the exhaust flow 60a flows through the exhaust passage 60.

Arrow D1 in FIG. 4 indicates the longitudinal direction of the muffler 62, which corresponds to the flow direction of the exhaust flow 60a in this embodiment. In this embodiment, the muffler 62 does not have a structure for bending the exhaust passage 60 inside, but may have such a structure to enhance the muffling effect. In this case, the D1 direction is understood to indicate the overall flow of the exhaust flow 60a inside the muffler 62, and in any case, the side of the inlet IN1 is the upstream side of the exhaust flow 60a in the D1 direction, and the side of the open port EX1 is the downstream side of the exhaust flow 60a in the D1 direction.

The passage forming member 830 is a pipe that connects the gas-liquid separation unit 82 and the passage forming member 832 via a connector 831, and its interior forms the pressure adjustment passage 80.

The passage forming member 833 is a cover member that covers the periphery of the end of the muffler 62 on the side of the open port EX1. In the following description, the passage forming member 833 is also referred to as the cover member 833. The cover member 833 is a cylindrical member with both ends open in the D1 direction, and is integrally formed with the peripheral wall 62a of the muffler 62. The upstream end 833c of the cover member 833 in the D1 direction is connected to the peripheral wall 62a of the muffler 62, and the downstream end 833b forms the opening EX2. The opening EX2 is located downstream of the open port EX1 in the D1 direction. Between the peripheral wall 833a of the cover member 833 and the peripheral wall 62a of the muffler 62, a gap 84 is formed that is closed on the upstream side in the D1 direction and open on the downstream side. The gap 84 functions as a part (downstream part) of the pressure adjustment passage 80.

The passage forming member 832 is a box-shaped member that extends in the D1 direction on the peripheral wall 62a of the silencer 62 and is elongated in the D1 direction. The passage forming member 832 may be a cylindrical member. The downstream end of the passage forming member 832 in the D1 direction overlaps with the cover member 833, and the internal space 832b of the passage forming member 832 is defined by the left and right wall portions, the front and rear wall portions, and the top wall portion of the passage forming member 832, the peripheral wall 62a of the silencer 62, and the peripheral wall 833a of the cover member 833. The internal space 832b functions as part of the pressure adjustment passage 80.

A communication section 832a is formed at the end of the passage forming member 832 on the side of the inlet IN1 (upstream side) in the D1 direction, and the passage forming member 830 is connected to this end via a connector 831. The communication section 832a is a hole that penetrates the wall of the passage forming member 832, and the inside of the passage forming member 831 communicates with the inside of the passage forming member 832 via the communication section 832a.

At the downstream end of the passage forming member 832 in the D1 direction, a communication portion 833d is formed in the peripheral wall 833a of the cover member 833. The communication portion 833d is a hole that penetrates the peripheral wall 833a, and the internal space 832b and the gap 84 communicate with each other via the communication portion 833d.

With the above configuration, the pressure adjustment passage 80 is formed from the gas-liquid separation unit 82 to the opening EX1 of the muffler 62 by the interior of the passage forming member 830, the internal space 832b of the passage forming member 832, and the gap 84. Then, near the opening EX1, the gas flow 80a from the pressure adjustment passage 80 merges with the exhaust flow 60a discharged from the opening EX1. The gas flow 80a is pulled in the direction of discharge by the exhaust negative pressure of the exhaust flow 60a (Venturi effect). Because the merging point is near the opening EX1, the effects of exhaust pulsation can be suppressed and the discharge of the gas flow 80a can be promoted.

As a result, the effect of exhausting the internal gas of the crank chamber 20 to the pressure adjustment passage 80 is improved, and the increase in the internal pressure of the crank chamber 20 can be suppressed. In particular, the effect of reducing pumping loss can be obtained when the engine 1 is rotating at high speeds, when the exhaust flow 60a is strong, and the fuel efficiency and power output of the engine 1 can be improved.

In this embodiment, the cover member 833, the passage forming member 832, and the connector 831 are integrally formed with the muffler 62, and further, the passage forming member 832 is integrally formed with the mounting portion 110 for fixing the muffler 62 to the vehicle body. The pressure adjustment structure 7A is completed by attaching the muffler 62 to the vehicle body and arranging the passage forming member 830, so the number of work steps can be reduced.

<Prevention of foreign matter entering exhaust pulsation>
Due to exhaust pulsation, there may be times when exhaust gas flows backward through the muffler 62, as shown by airflow 60b in Fig. 5. Furthermore, the pressure inside the crank chamber 20 also fluctuates due to the reciprocating motion of the piston 31. Due to these factors, there may be times when a flow flows backward through the pressure adjustment passage 80, as shown by airflow 80b in Fig. 5. At this time, foreign matter such as external pebbles and dust may enter the gap 84 from the opening EX2. It is necessary to prevent foreign matter from entering the engine 1.

In this embodiment, the communication part 833d is located at a position spaced from the end of the gap 84 on the inlet IN1 side (end 833c of the cover member 833) towards the open outlet EX1 side. In other words, the communication part 833d is located at a position midway through the gap 84 in the D1 direction. Therefore, a pocket 84a is formed at the upstream end of the gap 84 in the D1 direction. Even if a foreign object P such as an external pebble or dust enters the gap 84, the force of the entry causes the foreign object P to be contained in the pocket 84a, and the foreign object P can be prevented from entering the internal space 832b of the passage forming member 832 via the communication part 833d.

In addition, since the communication portion 833d is located above the silencer 62, the force of gravity can also prevent foreign matter P from entering the internal space 832b of the passage forming member 832 through the communication portion 833d.

In terms of pressure fluctuations within the crank chamber 20, the volume of the internal space 832b of the passage forming member 832 can absorb the pressure fluctuations and reduce the effects of the pressure fluctuations.

Even if foreign matter P enters the internal space 832b of the passage forming member 832, the passage forming member 830 extends in the vertical direction (Figure 2), so gravity can prevent the foreign matter from entering the gas-liquid separation unit 82. Also, because the pressure adjustment passage 80 is curved inside the gas-liquid separation unit 82 (Figure 1), even if foreign matter P enters the gas-liquid separation unit 82, it can be prevented from entering the engine 1.

To prevent the intrusion of foreign matter P, a structure that bends the pressure adjustment passage 80 may be provided in the internal space 832b of the passage forming member 832. FIG. 6(A) shows one example, which corresponds to an enlarged view of part E in FIG. 5. In the example shown, multiple wall portions 85 are formed in the internal space 832b. Of the multiple wall portions 85, the two wall portions at both ends in the D1 direction have gaps at the top, and the central wall portion has a gap at the bottom. At this portion, the pressure adjustment passage 80 bends up and down. If the airflow 80b is accompanied by foreign matter, the foreign matter will be separated from the airflow 80b as it passes through here.

In addition, in terms of preventing the intrusion of foreign matter P, the communication portion 833d may be configured with multiple small holes 833d' rather than a single hole, as shown in an example in FIG. 6(B). Similarly, although not shown, the communication portion 832a may be configured with multiple small holes rather than a single hole. A combination of the example in FIG. 6(A) and the example in FIG. 6(B) is also possible.

Summary of the embodiment
The above embodiments disclose at least the following pressure adjustment structure and saddle-type vehicle.

Item 1.
A pressure regulating structure (7, 7A) for regulating the internal pressure of a crank chamber (20) of an engine (1),
a passage forming means (8) for forming a pressure adjustment passage (80) communicating with the crank chamber (20);
The pressure adjustment passage (80) is formed so that a gas (80a) flowing through the pressure adjustment passage (80) merges with an exhaust flow (60a) flowing through an exhaust passage (60) of the engine (1).
A pressure adjustment structure characterized by:
According to this embodiment, the gas in the crank chamber can be discharged by utilizing the exhaust negative pressure, and an increase in the internal pressure of the crank chamber can be suppressed.

Item 2.
A pressure adjustment structure (7A) according to item 1,
a downstream portion of the exhaust passage (60) is formed by a pipe member (62) having an opening (EX1) through which the exhaust flow is discharged,
The passage forming means (8) is
a cylindrical cover member (833) that covers the periphery of the end portion of the pipe member (62) on the side of the open port (EX1) and has an opening (EX2) located downstream of the open port (EX1),
the pressure adjustment passage (80) includes a gap (84) between a peripheral wall of the cover member (833) and a peripheral wall of the pipe member (62);
A pressure adjustment structure characterized by:
According to this embodiment, the joining portion is located near the open port, and the gas in the crank chamber can be discharged by utilizing the exhaust negative pressure while suppressing the effects of exhaust pulsation.

Item 3.
A pressure adjustment structure (7A) according to item 2,
The pipe member (62) has an inlet (IN1) through which an exhaust flow is introduced,
The passage forming means (8) is
a passage forming member (832) extending from the introduction port (IN1) side to the open port (EX1) side on a peripheral wall of the pipe member (62) and forming a part of the pressure adjustment passage (80) communicating with the gap (84) therein;
a pipe (830) connected to an end of the passage forming member (832) on the side of the inlet (IN1) and forming a part of the pressure adjustment passage (80) therein;
A pressure adjustment structure characterized by:
According to this embodiment, pressure fluctuations in the crank chamber are absorbed by the internal volume of the passage forming member, making it possible to prevent intrusion of foreign matter from the outside.

Item 4.
Item 3. The pressure adjustment structure according to item 3,
a communication portion (833d) between the internal space (832b) of the passage forming member (832) and the gap (84) is formed at a position spaced from an end (833c) of the gap (84) on the inlet (IN1) side toward the open port (EX1).
A pressure adjustment structure characterized by:
According to this embodiment, since the communication portion is located in the middle of the gap, even if external foreign matter enters the gap, it can be prevented from passing through the communication portion.

Item 5.
The pressure adjustment structure according to item 3 or 4,
A wall portion (85) for bending the pressure adjustment passage (80) is provided inside the passage forming member (832).
A pressure adjustment structure characterized by:
According to this embodiment, even if an external foreign object enters the internal space of the passage forming member, the wall portion can prevent the foreign object from further entering the engine side.

Item 6.
The pressure adjustment structure according to any one of items 3 to 5,
The pipe member (62) constitutes a silencer,
The passage forming member (832) and the cover member (833) are integrally formed with the pipe member (62).
A pressure adjustment structure characterized by:
According to this embodiment, the number of work steps required in assembling the pressure adjustment structure can be reduced.

Item 7.
Item 1: The pressure adjustment structure according to item 1,
The passage forming means (8) includes a gas-liquid separation unit (82) that forms a gas-liquid separation chamber in the middle of the pressure adjustment passage (80).
A pressure adjustment structure characterized by:
According to this embodiment, it is possible to prevent oil and the like from being discharged, and the gas-liquid separation unit can prevent external foreign matter from entering the engine.

Item 8.
A saddle-type vehicle (100) having an engine (104),
a passage forming means (8) for forming a pressure regulating passage (80) communicating with a crank chamber of the engine (104);
The pressure adjustment passage (8) is formed so that a gas (80a) flowing through the pressure adjustment passage (80) joins an exhaust flow (60a) flowing through an exhaust passage (60) of the engine (1).
A saddle-type vehicle characterized by the above.
According to this embodiment, the gas in the crank chamber can be discharged by utilizing the exhaust negative pressure, and an increase in the internal pressure of the crank chamber can be suppressed.

Although the embodiment of the invention has been described above, the invention is not limited to the above embodiment, and various modifications and variations are possible within the scope of the gist of the invention.

7, 7A Pressure adjustment structure, 8 Passage formation structure

Claims (7)

A pressure regulating structure (7, 7A) for regulating the internal pressure of a crank chamber (20) of an engine (1),
a passage forming means (8) for forming a pressure adjustment passage (80) communicating with the crank chamber (20);
the pressure adjustment passage (80) is formed such that a gas (80a) flowing through the pressure adjustment passage (80) merges with an exhaust flow (60a) flowing through an exhaust passage (60) of the engine (1) ;
a downstream portion of the exhaust passage (60) is formed by a pipe member (62) having an opening (EX1) through which the exhaust flow is discharged,
The passage forming means (8) is
a cylindrical cover member (833) that covers the periphery of the end portion of the pipe member (62) on the side of the open port (EX1) and has an opening (EX2) located downstream of the open port (EX1),
the pressure adjustment passage (80) includes a gap (84) between a peripheral wall of the cover member (833) and a peripheral wall of the pipe member (62);
A pressure adjustment structure characterized by: The pressure adjustment structure (7A) according to claim 1 ,
The pipe member (62) has an inlet (IN1) through which an exhaust flow is introduced,
The passage forming means (8) is
a passage forming member (832) extending from the introduction port (IN1) side to the open port (EX1) side on a peripheral wall of the pipe member (62) and forming a part of the pressure adjustment passage (80) communicating with the gap (84) therein;
a pipe (830) connected to an end of the passage forming member (832) on the side of the inlet (IN1) and forming a part of the pressure adjustment passage (80) therein;
A pressure adjustment structure characterized by: The pressure adjusting structure according to claim 2 ,
a communication portion (833d) between the internal space (832b) of the passage forming member (832) and the gap (84) is formed at a position spaced from an end (833c) of the gap (84) on the inlet (IN1) side toward the open port (EX1).
A pressure adjustment structure characterized by: The pressure adjusting structure according to claim 2 ,
A wall portion (85) for bending the pressure adjustment passage (80) is provided inside the passage forming member (832).
A pressure adjustment structure characterized by: The pressure adjusting structure according to claim 2 ,
The pipe member (62) constitutes a silencer,
The passage forming member (832) and the cover member (833) are integrally formed with the pipe member (62).
A pressure adjustment structure characterized by: The pressure adjusting structure according to claim 1,
The passage forming means (8) includes a gas-liquid separation unit (82) that forms a gas-liquid separation chamber in the middle of the pressure adjustment passage (80).
A pressure adjustment structure characterized by: A saddle-type vehicle (100) having an engine (104),
a passage forming means (8) for forming a pressure regulating passage (80) communicating with a crank chamber of the engine (104);
the pressure adjustment passage (8) is formed so that a gas (80a) flowing through the pressure adjustment passage (80) joins an exhaust flow (60a) flowing through an exhaust passage (60) of the engine (1) ;
a downstream portion of the exhaust passage (60) is formed by a pipe member (62) having an opening (EX1) through which the exhaust flow is discharged,
The passage forming means (8) is
a cylindrical cover member (833) that covers the periphery of the end portion of the pipe member (62) on the side of the open port (EX1) and has an opening (EX2) located downstream of the open port (EX1),
the pressure adjustment passage (80) includes a gap (84) between a peripheral wall of the cover member (833) and a peripheral wall of the pipe member (62);
A saddle-type vehicle characterized by the above.

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