internal combustion engine

Abstract

An internal combustion engine is provided, which has a common engine transmission housing, the engine transmission housing having a crankcase chamber and a transmission chamber accommodating a shift transmission, wherein a crankshaft having a longitudinal center axis can be rotatably accommodated in the crankcase chamber, and the internal combustion engine has a longitudinal axis and a vertical axis extending transversely to the longitudinal center axis of the crankshaft, and has at least one working cylinder with a piston working surface and a working piston that can move along the piston working surface in the working cylinder, the working piston is connected to the crankshaft through a connecting rod, and the engine transmission housing has a clutch accommodating chamber in which a clutch device is arranged and a rotor accommodating chamber in which a generator device is arranged, the working piston has a piston head, the piston head has a top surface facing the combustion chamber and a bottom surface facing the crankcase chamber, and the internal combustion engine has an intake valve and an exhaust valve, the intake valve and the exhaust valve face the combustion chamber and are arranged in the cylinder head, and the internal combustion engine is equipped with an operating device for separating the clutch device.

Description

Technical Field

[0001] The present invention relates to an internal combustion engine, comprising a common engine transmission housing, the engine transmission housing comprising a crankcase chamber and a transmission chamber accommodating a shift transmission, wherein a crankshaft having a longitudinal center axis can be rotatably accommodated in the crankcase chamber, and the internal combustion engine has a longitudinal axis and a vertical axis extending transversely to the longitudinal center axis of the crankshaft, and has at least one working cylinder with a piston working surface and a working piston that can move along the piston working surface in the working cylinder, the working piston being connected to the crankshaft via a connecting rod, the engine transmission housing comprising a clutch accommodating chamber in which a clutch device is arranged internally and a rotor accommodating chamber in which a generator device is arranged internally, the working piston having a piston head, the piston head having a top surface facing the combustion chamber and a bottom surface facing the crankcase chamber, the internal combustion engine having an intake valve and an exhaust valve, the intake valve and the exhaust valve facing the combustion chamber and arranged in the cylinder head, the internal combustion engine being provided with an operating device for separating the clutch device, the operating device having an operating shaft and a pulling element for transmitting a separation force to the clutch device, and the internal combustion engine being provided with a clutch cover that closes the clutch accommodating chamber outwardly, the operating device being supported on the clutch cover. Background Art

[0002] Such an internal combustion engine is known, for example, from the applicant and is used, for example, as a drive unit for motorcycles, wherein the installation space for accommodating the internal combustion engine is limited to the motorcycle frame and it is also necessary to make the motorcycle narrow in width direction in order to create an attractive appearance and keep the air resistance of the motorcycle at a low level.

[0003] For this reason, it is preferred that the components extending in the width direction on the motorcycle when the internal combustion engine is installed have a smaller structural width, but these components must meet the strength values ​​required for use in the motorcycle. In addition, the riding comfort of the motorcycle user also needs to be taken into account.

[0004] Although the internal combustion engine disclosed by the applicant has proven to be feasible as a motorcycle drive device in practice, the inventors have realized that there is still room for improvement in the internal combustion engine. Summary of the invention

[0005] In view of this, the object of the present invention is to provide an internal combustion engine which improves the riding comfort of the user, including the acoustic riding comfort, and satisfies the aforementioned requirement for reducing the structural width of the internal combustion engine. The present invention also provides a motorcycle having the internal combustion engine according to the present invention.

[0006] The present invention provides an internal combustion engine, which has a common engine transmission housing, the engine transmission housing having a crankcase chamber and a transmission chamber accommodating a shift transmission, wherein a crankshaft having a longitudinal center axis can be rotatably accommodated in the crankcase chamber, and the internal combustion engine has a longitudinal axis and a vertical axis extending transversely to the longitudinal center axis of the crankshaft, and has at least one working cylinder with a piston working surface and a working piston capable of moving along the piston working surface in the working cylinder, the working piston being connected to the crankshaft through a connecting rod, the engine transmission housing having a clutch accommodating chamber with a clutch device arranged therein and a rotor accommodating chamber with a generator device arranged therein, the working piston having a piston head, the piston head having a top surface facing the combustion chamber and a bottom surface facing the crankcase chamber, and the internal combustion engine having an intake valve and an exhaust valve, the intake valve and the exhaust valve The valve faces the combustion chamber and is arranged in the cylinder head, and the internal combustion engine is equipped with an operating device for separating the clutch device, which has an operating shaft and a pulling element for transmitting the separation force to the clutch device, and the internal combustion engine is equipped with a clutch cover that closes the clutch accommodating chamber outward, and the operating device is supported on the clutch cover, wherein the clutch cover is provided with reinforcement ribs on the inner side of the cover facing the clutch accommodating chamber, and the reinforcement ribs extend from the outer peripheral area of ​​the inner side of the cover toward the center direction of the inner side of the cover, and an elastomeric element with a groove for accommodating the reinforcement rib is arranged on a partial area of ​​the inner side of the cover, and a pre-tensioning element that at least partially bridges the elastomeric element is arranged on the elastomeric element away from the inner side of the cover.

[0007] That is, the main feature of the present invention is that a clutch cover that seals off the clutch accommodating chamber outward is provided with a reinforcing rib on the inner side of the cover facing the clutch accommodating chamber, and the reinforcing rib extends from the outer peripheral area of ​​the inner side of the cover toward the center of the inner side of the cover. An elastic element having a groove for accommodating the reinforcing rib is arranged on a partial area of ​​the inner side of the cover, and a pre-tensioning element that at least partially bridges the elastic element is arranged on the elastic element away from the inner side of the cover.

[0008] The internal combustion engine of the present invention is equipped with an operating device for separating a clutch device, wherein the operating device has an operating shaft and a pulling element for transmitting a separating force to the clutch device. The separating force can be used to open a closed clutch, thereby, for example, causing an interruption of the traction force of the internal combustion engine to perform a shifting operation or a switching operation. The internal combustion engine is equipped with a clutch cover that closes off a clutch accommodation chamber toward the outside, and the operating device is supported on the clutch cover. When the separating force is transmitted to the clutch device to open the clutch, a tensile force is applied to the clutch cover by the operating device supported on the clutch cover, so that the clutch cover is subjected to a tensile force or a pretension, which acts on the cover surface in the direction of the clutch accommodation chamber.

[0009] This tensile force causes the cover surface to tend to perform a deformation movement toward the clutch accommodation chamber. In the case of the internal combustion engine configuration according to the invention, this deformation movement can be avoided in the following manner: the elastomeric element arranged on a partial area of ​​the inner side of the cover is supported on the inner side of the cover, while the reinforcing ribs on the inner side of the cover are accommodated, and the elastomeric element is at least partially bridged on the outer side or back side of the elastomeric element, that is, on the surface facing away from the inner side of the cover, by a pre-tensioning element, which applies a predetermined pre-tensioning force to the elastomeric element in the direction of the inner side of the cover.

[0010] By increasing the bending stiffness of the clutch cover through a component composite consisting of a clutch cover, an elastomeric element and a pre-tensioning element, the deformation path of the clutch cover can be greatly reduced during the clutch disengagement operation, thereby improving the response characteristics of the entire clutch mechanism and further improving the riding comfort of the user of the motorcycle equipped with the internal combustion engine according to the present invention.

[0011] The elastomeric element is pressed against the inner side of the clutch cover by the pretension of the pretensioning element. That is to say, a positive connection is formed between the elastomeric element and the inner side of the cover by means of the reinforcing ribs formed thereon. Another effect of this configuration is that the elastomeric element acts as an airborne and structure-borne sound absorber, thereby also having a positive effect on the noise emissions from the clutch accommodation chamber region perceived by the user. Practice has shown that the frequency range of 1000 Hz to 5000 Hz is particularly important for the subjective auditory perception of the user, and the configuration of the invention achieves a significant reduction in the sound level here, thereby improving the acoustic comfort of the user.

[0012] In particular, the configuration of the invention can suppress annoying frequencies, that is, improve the acoustic riding comfort or user comfort of the user equipped with the internal combustion engine according to the invention. In addition, the noise level perceived by the environment or third parties from the internal combustion engine can be reduced.

[0013] Thus, as previously described, the present invention provides functional integration by increasing the bending stiffness of the clutch cover while improving acoustic riding comfort.

[0014] According to an improved solution of the present invention, at least one locking element is provided on the inner side of the cover, and the pre-tensioning element can be engaged with the locking element, so that the elastomeric element arranged between the locking element and the pre-tensioning element is pressed by the pre-tensioning element.

[0015] The latching element can be, for example, a retaining flange that can be formed on the clutch cover, i.e., on the inner side of the cover, during the manufacturing process of the clutch cover. The clutch cover can be made of, for example, an aluminum alloy, so that the latching element or the retaining flange can be formed during the forming operation of the clutch cover, for example, during the casting process.

[0016] The pre-tensioning element can, for example, be snapped into a recess of a snap-in element or a retaining flange, and by arranging the pre-tensioning element on the inner side of the cover, a defined pressure or pre-tensioning force is applied to the elastomeric element in the direction of the inner side of the cover, thereby simultaneously achieving a shape-matched snap-in between the elastomeric element and the inner side of the cover and the reinforcing ribs of the clutch cover arranged thereon, thereby achieving the aforementioned effect of increasing the bending stiffness.

[0017] According to an improved solution of the present invention, the pretensioning element has a configuration that covers the elastic element on its entire surface. Practice has shown that such a configuration that covers the entire surface can improve both the bending stiffness and the acoustic comfort, and can also significantly reduce the deformation movement of the component complex during the disengagement operation of the clutch device, thereby improving the response characteristics of the entire clutch mechanism.

[0018] According to an improved solution of the present invention, an internal threaded attachment is provided on the inner side surface of the cover, and the pre-tensioning element can be detachably fixed to the inner side of the clutch cover by means of a screw connection element which is detachably engaged with the internal threaded attachment, and through the threaded engagement, a preset pre-tensioning force is applied to the elastomeric element toward the inner side surface of the cover.

[0019] With this configuration, the pre-tensioning element is screwed together with the screwing element by means of an internal threaded attachment, so that the pre-tensioning element is held between the engaging element or the retaining flange or the engaging elements or the retaining flanges, and the elastomeric element is arranged between the inner side of the cover and the pre-tensioning element, so that it is pressed against the inner side of the cover with a defined pre-tensioning force, as viewed from the clutch receiving chamber. The pre-tensioning force is selected such that the elastomeric element bears against the inner side of the cover over its entire surface, and the groove of the elastomeric element bridges (i.e. engages in a form-fitting manner) the reinforcing ribs formed on the inner side of the cover, while the elastomeric element is not over-compressed by the pre-tensioning force.

[0020] The bending stiffness of the component composite consisting of clutch cover, elastomeric element and pretensioning element can thus be increased while the function of the elastomeric element as an airborne and structure-borne sound absorber is maintained. The configuration according to the invention of the internal combustion engine is particularly characterized by its functional integration.

[0021] According to another improvement of the present invention, the groove of the elastomeric element is complementary in shape and surface to the reinforcing rib on the inner side of the cover. With this arrangement, the elastomeric element can rest against the reinforcing rib of the clutch cover with its contact surface formed on the groove over its entire surface, thereby increasing the bending stiffness of the component composite or the arrangement while maintaining the sound insulation properties of the elastomeric element, that is, improving the acoustic comfort.

[0022] According to a further development of the invention, the elastomeric element is formed from acrylate-ethylene rubber and has a Shore A hardness of 70 to 90, in particular 75 to 85, in particular 80.

[0023] A Shore A hardness of 80 is advantageous in particular with regard to achieving acoustic comfort.

[0024] According to a development of the invention, the pretensioning element is designed as a metal component and has a thickness between the flat surfaces of 0.6 to 1.4 millimeters, in particular 0.7 to 1.2 millimeters, in particular 0.8 millimeters.

[0025] A pre-tensioning element thickness of 0.8 mm in combination with an elastomeric element having a Shore A hardness of 80 is particularly advantageous both for increasing the bending stiffness of the aforementioned component composite consisting of clutch cover, elastomeric element and pre-tensioning element and for improving the acoustic comfort.

[0026] By increasing the thickness of the pre-tensioning element, the bending stiffness of the component composite can be further increased.

[0027] According to a further development of the invention, the elastomeric element has a circular arc-shaped configuration and is arranged on the inner side of the cover at a lower region of the clutch cover in the direction of the vertical axis of the internal combustion engine.

[0028] This configuration is advantageous because, on the one hand, a good improvement in acoustic comfort is achieved and, on the other hand, a weight reduction is achieved because the elastomeric element does not completely fill the cover inner side of the clutch cover.

[0029] According to a further development of the present invention, the elastomeric element has a sector angle of 150 to 225 degrees, in particular 175 to 200 degrees, in particular 185 degrees.

[0030] A good improvement in acoustic comfort can be achieved by configuring the elastomeric element with a fan angle of 185 degrees, the larger the fan angle, the greater the increase in the bending stiffness of the component composite while maintaining a high degree of improvement in acoustic comfort, the smaller the fan angle, the greater the weight reduction that can be achieved in this technical solution of the elastomeric element. The reduction in the fan angle of the elastomeric element can be compensated by increasing the thickness of the pre-tensioning element, thereby maintaining the desired increase in the bending stiffness of the component composite.

[0031] According to an improved solution of the present invention, the clutch cover has a protrusion with an inner groove on the inner side of the cover and extends in the direction of the clutch accommodating chamber, wherein the elastomeric element and the pre-tensioning element have corresponding grooves, so that the protrusion is left empty when the elastomeric element and the pre-tensioning element are arranged on the inner side of the cover.

[0032] The protrusion can be provided with an inner groove and used to accommodate a pulling element of the clutch operating device so that the pulling element is pulled toward the inner groove when the operating shaft of the clutch operating device is operated, and the structural space for the pulling element to move will not be hindered by the elastic element or the pre-tensioning element.

[0033] The elastomeric element can be placed against the inner cover side of the clutch cover over the entire surface, for example, at the aforementioned 185 degree sector angle. The inner contour of the clutch cover is directly reflected in the elastomeric element to achieve a form fit. The elastomeric element is arranged in the lower part of the inner cover side of the clutch cover and acts as an airborne and structure-borne sound absorption element due to its 185 degree sector shape, but is much lighter in weight while maintaining the same acoustic comfort compared to elastomeric elements with a sector angle of, for example, 360 degrees.

[0034] The elastomeric element can be covered over its entire surface by the prestressing element, and the effect of such full-surface covering is to uniformly prestress the elastomeric element relative to the cover inner side of the clutch cover.

[0035] When installing the internal combustion engine of the present invention, the elastomeric element can be inserted on the inner side of the clutch cover, and then the pre-tensioning element can be clamped on the retaining flange and screwed on the inner side of the clutch cover by means of the screwing element, so that the elastomeric element is simultaneously pre-tensioned toward the inner side of the clutch cover. The advantage of using the aforementioned retaining flange instead of an attachment or a protrusion with more internal threads mounted on the clutch cover is that the required structural space is reduced, which in turn can reduce the structural width of the clutch cover, thereby reducing the structural width of the internal combustion engine as a whole.

[0036] The pretensioning force used to pretension the elastomeric element can also be influenced by the retaining flange so that the corresponding receiving recess of the retaining flange is closer to the inner side of the cover, thereby increasing the pretensioning force applied to the elastomeric element by the pretensioning element supported on the corresponding retaining flange.

[0037] By applying a pretension to the elastomeric element, the acoustic damping effect of the elastomeric element is increased on the one hand, and the bending stiffness of the component composite consisting of the clutch cover, the elastomeric element and the pretensioning element is increased on the other hand. For example, the elastomeric element and the pretensioning element can be reversibly removed from the inner cover side of the clutch cover at any time for maintenance purposes. In the case of fixing the elastomeric element to the inner side of the clutch cover by means of adhesive connection or vulcanization, for example, it is not possible to remove the elastomeric element smoothly as in the present invention.

[0038] The clutch mechanism is supported on the clutch cover, and a defined tensile force is applied to the clutch cover by the operating shaft of the clutch operating device via a pulling element, which can cause the clutch cover to deform in the direction of the clutch receiving chamber. In other words, the clutch cover is deformed in the direction of the clutch receiving chamber. The advantageous technical solution of the component composite consisting of the clutch cover, the elastomeric element and the pre-tensioning element increases the bending stiffness of the component composite without increasing the wall thickness of the clutch cover, so that the deformation path of the clutch cover can be greatly reduced during the clutch opening or release process, thereby greatly improving the response characteristics of the entire clutch operating device and thus improving the comfort of the user of the motorcycle equipped with the internal combustion engine according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The present invention will be described in detail below with reference to the accompanying drawings, wherein:

[0040] Figure 1 A left side cross-sectional view of an internal combustion engine along the longitudinal direction of the internal combustion engine according to an embodiment of the present invention;

[0041] Figure 2 For along Figure 1 A cross-sectional view taken along the II-II cutting direction;

[0042] Figure 3 An exploded view of a component complex consisting of a clutch cover, an elastomeric element, a pretensioning element and a fastening screw;

[0043] Figure 4 A perspective virtual diagram showing an elastomeric element on the inner cover side of a clutch cover and a pretensioning element arranged thereon;

[0044] Figure 5 An exploded view of the cover having an operating shaft and a pulling element as well as an elastomeric element and a pretensioning element arranged on the inner side of the cover;

[0045] Figure 6 is a perspective view of an elastomeric element;

[0046] Figure 7 is a top view of the inner side with grooves that receive the reinforcing ribs of the clutch cover;

[0047] Figure 8 is a top view of the pre-tensioning element;

[0048] Fig. 9 is a graphical representation of the sound level curves without and with the elastomeric element;

[0049] Fig.10 is a graphical representation of sound level curves at different frequencies without and with an elastomeric element; and

[0050] Fig.11It is a side view of a motorcycle having an internal combustion engine according to the present invention. DETAILED DESCRIPTION

[0051] Figure Figure 1 A side cross-sectional view of an internal combustion engine 1 according to one embodiment of the present invention is shown.

[0052] The internal combustion engine 1 has an engine transmission housing 2 having a crankcase chamber 3 and a crankshaft 5 rotatably arranged in the crankcase chamber and having a longitudinal center axis 4 or rotation axis. In addition, the engine transmission housing 2 has a transmission chamber 18 in which a gearshift transmission 22 is arranged. The engine transmission housing 2 forms a common accommodation housing for the crankcase chamber 3 and the transmission chamber 18, thereby ensuring a compact design so that the internal combustion engine 1 according to the present invention can be used as a transmission in the drawings. Fig.11 The driving engine of the motorcycle 23 is shown.

[0053] The crankshaft 5 of the internal combustion engine 1 with its longitudinal center axis 4 is also shown in the drawing. Figure 2 In the attached picture Figure 2 It is also shown that the internal combustion engine 1 has a longitudinal axis 24 extending transversely to the longitudinal center axis 4 of the crankshaft 5. Figure 1 The vertical axis 25 of the internal combustion engine 1 is indicated by arrow 25 .

[0054] from Figure 1 It can be seen that the vertical axis 25 extends at right angles to the longitudinal center axis 4 of the crankshaft 5, and the Figure 2 It is shown that the longitudinal axis 24 of the internal combustion engine 1 extends transversely to the longitudinal center axis 4, that is, according to Figure 1 The direction of the double-headed arrow 24".

[0055] The term "longitudinal front" refers to the Figure 1 The term "longitudinal rear portion" refers to the direction V of the drawings. Figure 1 Direction H in the figure Figure 1 In the diagram, both directions V and H are adjacent to a double-headed arrow 24" which indicates a longitudinal axis 24 of the internal combustion engine 1 according to the invention.

[0056] Furthermore, the internal combustion engine 1 has at least one working cylinder 6 having a piston working surface 7 and a working piston 8 which is movable in the working cylinder along the piston working surface 7 . Figure 1 The internal combustion engine 1 shown is an exemplary embodiment of an internal combustion engine in the form of a two-cylinder in-line engine.

[0057] The working piston 8 of the internal combustion engine 1 is connected to the crankshaft 5 via a connecting rod 9. The working piston 8 has a Figure 1 The piston head 10 shown in FIG. 1 has a top surface 12 facing the combustion chamber 11 and a bottom surface 13 facing the crankcase chamber 3 .

[0058] In addition, the internal combustion engine 1 has a Figure 1 The gas exchange valve 14 seen in FIG. 1 is in the form of an intake valve 15A and an exhaust valve 15B facing the combustion chamber 11 .

[0059] The intake valve 15A and the exhaust valve 15B are arranged in a cylinder head 16 of the internal combustion engine 1. The cylinder head 16 has a mounting surface 17 which is designed to be detachably fixed to the common engine-transmission housing 2 by means of a screw connection.

[0060] In the illustrated exemplary embodiment of the internal combustion engine 1 , the cylinder head 16 has two camshafts 19 , namely an intake camshaft 20 and an exhaust camshaft 21 , which are provided for actuating the intake valves 15A and the exhaust valves 15B.

[0061] As shown in the attached figure Figure 2 As shown, the engine-transmission housing 2 also has a clutch accommodation chamber 26 , in which a clutch device 27 , which is only schematically shown, is arranged, and a rotor accommodation chamber 28 , in which a generator device 29 , which is also only schematically shown, is arranged.

[0062] Figure Figure 2 It is also shown that the crankshaft 5 Figure 2 In the drawing plane, at the right end region 30, a primary drive pinion 31 is arranged rotationally fixed on the crankshaft 5. The primary drive pinion 31 can be used to transmit the drive power provided by the internal combustion engine 1 to the direction of the gearshift transmission 22 located in the transmission chamber 18.

[0063] The clutch or clutch device 27 has a primary drive gear 34 visible in the region of a clutch basket 32, see FIG. Figure 5 , which is a perspective view of a clutch 27 of an internal combustion engine 1 according to the present invention.

[0064] The gearshift transmission 22 has a transmission input shaft 35, see FIG. Figure 2 .

[0065] The primary drive gear 34 is arranged on a region 36 of the transmission input shaft 35 adjacent to the clutch device 27, see FIG. Figure 2 The clutch device 27 is Figure 5 The hub 37 in the transmission is arranged rotationally fixed on the transmission input shaft 35. Therefore, the primary drive gear 34 is arranged in engagement with the clutch device 27, and the driving power provided by the internal combustion engine can be transmitted to the primary drive gear 34 meshing with the primary drive pinion 31 through the primary drive pinion 31.

[0066] The transmission input shaft 35 has a longitudinal center axis 37 and is rotatably accommodated in a rolling bearing 38 serving as a bearing device 42 .

[0067] At an end region 39 arranged opposite the region 36 , the transmission input shaft 35 is likewise rotatably accommodated in a housing region 41 of the transmission chamber 18 via a rolling bearing 40 .

[0068] Figure Figure 2 A clutch cover 43 is shown which closes the clutch receiving chamber 26 toward the outside and thus covers the clutch arrangement 27 or the clutch 44 .

[0069] Figure Figure 5 It is a perspective view of the clutch 44 with the clutch cover 43 and an actuating device 45 for disengaging the clutch 44 , wherein the actuating device 45 has an actuating shaft 46 and a pulling element 47 .

[0070] The user of the motorcycle 23 equipped with the internal combustion engine 1 according to the present invention can perform a shifting operation or a switching operation in the following manner: the user manipulates (that is, pulls) a clutch lever (not shown in detail) on the handlebar 48 of the motorcycle 23, thereby rotating the operating shaft 46 around the vertical axis 49, thereby rotating the operating shaft 46 along the vertical axis 49. Figure 5 The pulling element or mushroom rod 47 is pulled in the direction of the arrow 50 in order to open the clutch 44 for the gear shifting operation.

[0071] Such manipulation of the clutch 44 to open or disengage the clutch will cause Figure 5 A reaction force is exerted in the direction of the arrow 51 in FIG. 4 , that is, a pulling force is exerted on the clutch cover 43 in the direction toward the clutch accommodating chamber 26 , so that a bending load is exerted on the clutch cover 43 .

[0072] You can also see from the attached figure Figure 4 The clutch cover 43 is shown in more detail in FIG. 4 . As shown in the figure, the clutch cover 43 is provided with reinforcing ribs 53 on its inner cover side 52 facing the clutch accommodation chamber 26 , which extend toward the center 54 of the clutch cover 43 .

[0073] The reinforcement ribs 53 extend from a peripheral region 55 of the cover inner side 52 toward a center 54 .

[0074] Figure 4 FIG. 5 is a virtual diagram of the configuration of the elastic element 56 and the pretensioning element 57 arranged thereon. Figure 6 The perspective view of the accompanying drawings is shown in FIG. Figure 7 The elastomer element 56 is likewise shown starting from the inside, ie from the side facing the reinforcement rib 53 of the clutch cover 43 .

[0075] Obviously, the elastomeric element 56 has a number of grooves 59 on the inner side, which are complementary in shape and surface to the reinforcing ribs 53 of the clutch cover 43. When the component complex consisting of the clutch cover 43, the elastomeric element 56 and the pre-tensioning element 57 is installed, the elastomeric element 56 is placed on the inner cover side 52 of the clutch cover 43, wherein the grooves 59 accommodate the reinforcing ribs 53.

[0076] Thereby, the reinforcing rib 53 is received in the groove 59 of the elastomeric element 56 .

[0077] Figure Figure 5 A pretensioning element 57 is shown, which can be combined with the Figure 4 The virtual diagram in the figure can be seen and combined with the attached drawings Figure 8 and are seen in more detail.

[0078] A pretensioning element 57 is inserted into a corresponding recess 60 of each retaining flange 61 (in this case two retaining flanges 61 are provided), wherein the pretensioning element completely covers the elastomeric element 56 arranged on the inner side 52 of the cover.

[0079] Then, the attached Figure 3 The screw 62 is inserted through the bore 63 of the pretensioning element 57 (see also FIG. Figure 3 The clutch cover 43 is provided with an internal threaded attachment 64 (shown in exploded view) and is inserted into the internal threaded attachment 64 formed on the inner cover side 52 of the clutch cover 43 and is screwed together with the internal thread.

[0080] Thus, the component composite consisting of the clutch cover 43, the elastomeric element 56 and the pretensioning element 57 has the Figure 4 and Figure 5 In the configuration shown, the elastomeric element 56 is located on the cover inner side 52 of the clutch cover 43 and is fully covered by the pretensioning element 57 and is pretensioned in the direction of the cover inner side 52. The pretensioning element 57 also has a sector angle 66 of 185 degrees corresponding to the sector angle 65.

[0081] The effect of this configuration is to fix the elastomeric element 56 with a sector angle 65 of 185 degrees on the inner cover side 52 of the clutch cover 43, wherein the reinforcing ribs 53 of the clutch cover 43 are accommodated in the grooves 59 of the elastomeric element 56 in a complementary shape and surface manner, and the elastomeric element 56 is pre-tensioned in the direction of the inner cover side 52 by the pre-tensioning element 57. This configuration improves the bending rigidity of the component complex composed of the clutch cover 43, the elastomeric element 56 and the pre-tensioning element 57, so that during the disengagement operation of the clutch 44, the deformation of the clutch cover 43 under the reaction force acting in the direction of the arrow 51 is much smaller than the case where the elastomeric element 56 and the pre-tensioning element 57 are not provided. In this way, the response characteristics of the entire clutch mechanism are improved, so that more comfort is obtained for the user of the motorcycle 23 equipped with the internal combustion engine 1 according to the present invention.

[0082] Furthermore, the acoustic comfort can be increased by integrating the elastomeric element 56 and the pretensioning element 57 on the cover inner side 52 of the clutch cover 43 .

[0083] Figure Fig. 9 The time curve of the sound level measurement performed by means of a detector at a certain distance from the clutch cover 43 of the internal combustion engine 1 in a certain predetermined operating state of the internal combustion engine (here the no-load state) is shown.

[0084] The solid line 67 represents the sound level curve at a measurement interval of 10 seconds on the clutch cover 43 without the elastic element and the pre-tensioning element.

[0085] The dashed line 68 represents the sound level curve of the clutch cover 43 provided with the elastic element 56 and the pretensioning element 57 at a measurement interval of 10 seconds under the same measurement conditions (ie, the no-load state of the internal combustion engine).

[0086] Obviously, during the entire measurement interval of 10 seconds, the dotted line 68 showing the attenuation sound level curve is lower than the solid line 67, and the sound level is reduced overall. The absolute volume is reduced by 0.5 dB to 1 dB.

[0087] Figure Fig.10 A graph showing two sound levels plotted over a preset frequency band.

[0088] The solid line 69 represents the sound level curve on the frequency band in the clutch cover 43 without the elastic element and the pre-tensioning element. The dotted line 70 represents the sound level curve measured under the same measurement conditions on the frequency band in the clutch cover 43 with the elastic element 56 and the pre-tensioning element 57. Obviously, the configuration of the present invention can also be used to selectively suppress the sound level of certain frequencies, for example, it can specifically suppress the frequencies that the vehicle user considers annoying, especially the frequencies of 1000 Hz to 5000 Hz.

[0089] Fig.11 It is a side view of a motorcycle 23 having the internal combustion engine 1 described in detail above, which is mounted on a motorcycle frame 71 of the motorcycle 23 and which also has a front wheel 72 and a rear wheel 73 . Fig.11 The user of the motorcycle 23 shown obtains more acoustic comfort through the internal combustion engine configuration of the present invention, thereby obtaining an improvement in riding comfort.

[0090] Reference numerals list

[0091] 1. Internal combustion engine

[0092] 2. Engine transmission housing

[0093] 3. Crankcase chamber

[0094] 4. Longitudinal center axis of the crankshaft

[0095] 5. Crankshaft

[0096] 6. Working cylinder

[0097] 7. Piston working surface

[0098] 8. Working piston

[0099] 9. Connecting rod

[0100] 10. Piston head

[0101] 11. Combustion Chamber

[0102] 12. Top surface

[0103] 13. Bottom surface

[0104] 14. Ventilation valve

[0105] 15A Inlet valve

[0106] 15B Exhaust valve

[0107] 16. Cylinder head

[0108] 17. Mounting surface

[0109] 18. Transmission room

[0110] 19. Camshaft

[0111] 20. Intake camshaft

[0112] 21. Exhaust camshaft

[0113] 22. Shifting transmission

[0114] 23. Motorcycle

[0115] 24. Vertical axis

[0116] 24". Double-headed arrow

[0117] 25. Vertical axis

[0118] 26. Clutch housing chamber

[0119] 27. Clutch device

[0120] 28. Rotor housing chamber

[0121] 29. Generator device

[0122] 30. End area

[0123] 31.Primary drive pinion

[0124] 32. Clutch basket

[0125] 33. Ring

[0126] 34.Primary drive gear

[0127] 35. Transmission input shaft

[0128] 36. Region

[0129] 37. Longitudinal center axis

[0130] 38. Rolling bearings

[0131] 39. End area

[0132] 40. Rolling bearings

[0133] 41. Shell area

[0134] 42. Bearing device

[0135] 43. Clutch cover

[0136] 44. Clutch

[0137] 45. Control device

[0138] 46.Control axis

[0139] 47. Pulling element, mushroom-shaped pull rod

[0140] 48.Handlebars

[0141] 49. Vertical axis of the control axis

[0142] 50. Arrow

[0143] 51. Arrow

[0144] 52.Inside of cover

[0145] 53. Strengthening ribs

[0146] 54. Center

[0147] 55. Peripheral area

[0148] 56. Elastomer elements

[0149] 57.Pre-tensioning elements

[0150] 58.Inside of the elastomeric element

[0151] 59. Groove

[0152] 60. Retaining flange groove

[0153] 61.Retaining flange

[0154] 62. Screws

[0155] 63. Drilling

[0156] 64. Internal thread accessories

[0157] 65. Sector angle of elastic element

[0158] 66. Sector angle of pre-tensioning element

[0159] 67. Lines

[0160] 68. Dashed Line

[0161] 69. Lines

[0162] 70. Dashed Line

[0163] 71. Motorcycle frame

[0164] 72.Front wheel

[0165] 73. Rear wheel

[0166] 74. Groove

[0167] 75. Groove

[0168] 76. Protrusion

Claims

1. An internal combustion engine (1) having a common engine transmission housing (2), the engine transmission housing having a crankcase chamber (3) and a transmission chamber (18) accommodating a shift transmission (22), wherein a crankshaft (5) having a longitudinal center axis (4) is rotatably accommodated in the crankcase chamber (3), and the internal combustion engine (1) has a longitudinal axis (24) extending transversely to the longitudinal center axis (4) of the crankshaft (5) and a vertical axis (25), and has at least one working cylinder (6) with a piston working surface (7) and a working piston (8) that can move in the working cylinder along the piston working surface (7), the working piston being connected to the crankshaft (5) via a connecting rod (9), and the engine transmission housing (2) having a clutch accommodating chamber (26) in which a clutch device (27) is arranged, and a generator device (27) is arranged in the clutch accommodating chamber (26) in which a clutch device (27) is arranged. 9), the working piston (8) having a piston head (10), the piston head having a top surface (12) facing the combustion chamber (11) and a bottom surface (13) facing the crankcase chamber (3), and the internal combustion engine (1) having an intake valve (15A) and an exhaust valve (15B), the intake valve and the exhaust valve facing the combustion chamber (11) and arranged in the cylinder head (16), and the internal combustion engine (1) is equipped with an operating device (45) for separating the clutch device (27), the operating device (45) having an operating shaft (46) and a pulling element (47) for transmitting a separation force to the clutch device (27), and the internal combustion engine (1) is equipped with a clutch cover (43) closing the clutch receiving chamber (26) toward the outside, the operating device (45) being supported on the clutch cover, characterized in that The clutch cover (43) is provided with a reinforcing rib (53) on the inner side surface (52) of the cover facing the clutch accommodation chamber (26), and the reinforcing rib extends from the outer peripheral area (55) of the inner side surface (52) of the cover toward the center (54) of the inner side surface (52) of the cover, and an elastomeric element (56) having a groove (59) for accommodating the reinforcing rib (53) is arranged on a partial area of ​​the inner side surface (52) of the cover, and a pre-tensioning element (57) at least partially bridging the elastomeric element (56) is arranged on the elastomeric element (56) away from the inner side surface (52) of the cover.

2. The internal combustion engine (1) according to claim 1, characterized in that At least one engaging element (61) is provided on the inner side surface (52) of the cover, and the pre-tensioning element (57) can be engaged with the engaging element, so that the elastomeric element (56) arranged between the engaging element (61) and the pre-tensioning element (57) is exerted with pressure by the pre-tensioning element (57).

3. The internal combustion engine (1) according to claim 1 or 2, characterized in that The pretensioning element (57) has a configuration that covers the entire surface of the elastomeric element (56).

4. The internal combustion engine (1) according to claim 1 or 2, characterized in that An internal thread attachment (64) is provided on the inner side surface (52) of the cover, and the pre-tensioning element (57) can be detachably fixed to the inner side of the clutch cover (43) via a screw connection element (62) that can be detachably engaged with the internal thread attachment (64), and through the thread engagement, a preset pre-tensioning force is applied to the elastomeric element (56) toward the inner side surface (52) of the cover.

5. The internal combustion engine (1) according to claim 1 or 2, characterized in that The groove (59) of the elastomeric element (56) and the reinforcing rib (53) on the inner side (52) of the cover are complementary in shape and surface.

6. The internal combustion engine (1) according to claim 1 or 2, characterized in that The elastomeric element (56) is formed of acrylate-ethylene rubber and has a Shore A hardness of 70 to 90.

7. The internal combustion engine (1) according to claim 1 or 2, characterized in that The pretensioning element (57) is designed as a metal component and has a thickness between the flat surfaces of 0.6 to 1.4 mm.

8. The internal combustion engine (1) according to claim 1 or 2, characterized in that The elastomeric element (56) has a circular arc configuration and is arranged on the cover inner side (52) in the lower region of the clutch cover (43) in the direction of the vertical axis (25) of the internal combustion engine (1).

9. The internal combustion engine (1) according to claim 8, characterized in that The elastomeric element (56) has a sector angle (65) of 150 to 225 degrees.

10. The internal combustion engine (1) according to claim 1 or 2, characterized in that The clutch cover (43) has a protrusion (76) with an inner groove extending in the direction of the clutch accommodating chamber (26) on the inner side surface (52) of the cover, wherein the elastomeric element (56) and the pre-tensioning element (57) have corresponding grooves (74, 75), so that the protrusion (76) is left empty when the elastomeric element (56) and the pre-tensioning element (57) are arranged on the inner side surface (52) of the cover.

11. A motorcycle (23) having a front wheel (72) and a rear wheel (73) and an internal combustion engine (1) according to any one of claims 1 to 10.

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