JP3730065B2 - OHC V-type 2-cylinder engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an improvement of an OHC type (overhead camshaft type) V-type two-cylinder engine.
[0002]
[Prior art]
As an OHC type V-type two-cylinder engine, for example, “V-type two-cylinder engine” disclosed in Japanese Patent Laid-Open No. 58-167875 (hereinafter referred to as “conventional technology (1)”) is known.
In the prior art {circle around (1)}, as shown in FIG. 4 of the publication, the front and rear cylinder blocks 13 and 13 are mounted on the crankcase 10 (numbers are those cited in the publication; the same applies hereinafter). Is an OHC V-type two-cylinder engine 9 in which a valve mechanism having camshafts 36 and 36 is attached to cylinder heads 28 and 28 provided in the cylinder blocks 13 and 13.
[0003]
Further, in the prior art (1), as shown in FIGS. 5 and 6, the power transmission mechanism before driving the front camshaft 36 and the power transmission after driving the rear camshaft 36 are used. The mechanism is divided and arranged on the left and right of the crankcase 10.
Specifically, as shown in FIG. 5 of the publication, the previous power transmission mechanism meshes the drive gear 44 provided on the crankshaft 19 with the driven gear 45 provided on the pivot shaft 42 on the right side of the crankcase 10, A timing chain 46 is stretched between a camshaft drive gear 43 provided on the pivot 42 and a timing gear 41 provided on the camshaft 36. The pivot 42 is an intermediate shaft that is rotatably attached to the crankcase 10.
Further, the rear power transmission mechanism has the same configuration as that of the front power transmission mechanism on the left side of the crankcase 10 as shown in FIG.
[0004]
Incidentally, a pump-type lubrication mechanism is generally used as a lubrication mechanism for lubricating each valve operating mechanism of such an OHC V-type two-cylinder engine. The pump-type lubrication mechanism sucks the lubricating oil accumulated in the crankcase 10 with a lubricating oil pump, and supplies it to the sliding portion of the valve operating mechanism via the lubricating oil piping.
[0005]
As an OHC V-type engine equipped with a pump-type lubrication mechanism, for example, Japanese Utility Model Laid-Open No. 2-24017 “Lubricating oil passage for V-type engine” (hereinafter referred to as “conventional technology (2)”) is known. It has been.
The prior art {circle around (2)} is an OHC type V-type multi-cylinder engine equipped with a pump-type lubrication mechanism as shown in FIG. The oil is sucked and supplied to the sliding portion of the valve mechanism such as the camshaft 12 through the oil main passage 5, the oil branch passage 9 and the oil passage 11 and lubricated.
[0006]
[Problems to be solved by the invention]
The prior art {circle around (1)} is obtained by distributing a front power transmission mechanism and a rear power transmission mechanism to the left and right of the crankcase 10 in an OHC V-type two-cylinder engine. For this reason, the width of the engine 9 must be increased. Furthermore, as shown in FIGS. 5 and 6 of the same publication, in the crankcase 10, the connecting rods 24, 25 side and the drive gear 44 are partitioned by a partition wall, Therefore, the width of the crankcase 10 is increased. Furthermore, as a power transmission mechanism to the camshaft 36, a two-stage transmission mechanism via the pivot 42 is adopted, and accordingly, the width of the crankcase is increased and the number of parts is increased, resulting in an increase in cost. It becomes a factor.
[0007]
In addition, since the conventional technique {circle around (2)} is an OHC type V-type multi-cylinder engine equipped with a pump type lubrication mechanism, the lubrication mechanism for lubricating each valve operating mechanism is complicated, and the entire engine is large and heavy. become.
On the other hand, since the conventional technique {circle around (1)} is an OHC type V-type two-cylinder engine, it is comparatively smaller than the multi-cylinder engine of the conventional technique (2). If the pump type lubrication mechanism of the prior art {circle around (2)} is simply adopted for such a V-type two-cylinder engine, the degree of enlargement and weight of the engine become even more remarkable.
[0008]
Accordingly, an object of the present invention is to provide a technique capable of simplifying a lubrication mechanism for lubricating each valve operating mechanism of an OHC type V-type two-cylinder engine and reducing the size of the engine.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, according to a first aspect of the present invention, two cylinder blocks each having a cylinder head are provided in a crankcase while being arranged in a V shape, and a valve mechanism having a camshaft is attached to each cylinder head. In the OHC V-type two-cylinder engine in which each camshaft is driven by the crankshaft via the power transmission mechanism, the power transmission mechanism brings the two drive pulleys close to each other in the crankcase. It is integrally formed and attached to the crankshaft, each driven pulley is attached to each camshaft, and two independent belts are stretched over two drive pulleys and two driven pulleys. The lubricating oil in the crankcase is guided to the valve operating mechanism.
[0010]
There is no partition wall for partitioning between the belt and the crankcase hung on each drive pulley. The crankcase can be made smaller accordingly. In addition, the two drive pulleys were mounted close to the crankshaft. The length of the crankshaft can be reduced by the amount of proximity, and the crankcase can be reduced by that much. As a result, the entire OHC V-type two-cylinder engine is reduced in size.
Furthermore, the lubricating oil in the crankcase is guided to the two valve mechanisms by the belt of the power transmission mechanism that drives each camshaft. No special lubrication mechanism such as a lubricating oil pump or lubrication piping for lubricating each valve operating mechanism is required.
[0011]
Further , according to a first aspect of the present invention, there is provided a governor drive gear for disposing a centrifugal governor mechanism in the crankcase, providing a lubricating oil scattering protrusion on an outer peripheral surface of the governor holder of the centrifugal governor mechanism, and driving the governor holder to rotate. It is provided integrally between two drive pulleys and is attached to a crankshaft.
[0012]
The centrifugal governor mechanism also serves to scoop up the lubricant accumulated in the crankcase and scatter it in the crankcase. Since a plurality of functions are integrated, the number of components is reduced, and the entire OHC V-type 2-cylinder engine is reduced in size. Furthermore, the number of parts is reduced by combining one governor drive gear and two drive pulleys into one. Furthermore, the governor drive gear interposed between the two drive pulleys can prevent the belts on the drive pulleys from shifting in the width direction.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the accompanying drawings. Note that “front”, “rear”, “left”, and “right” follow directions viewed from the power take-out side of the crankshaft. The drawings are to be viewed in the direction of the reference numerals.
FIG. 1 is a side sectional view of an OHC V-type two-cylinder engine according to the present invention, and shows that the engine 10 is a vertical type OHC V-type two-cylinder engine.
[0014]
Specifically, the crankcase 11 of the engine 10 is a box-shaped case with the lower part open, the lower open end is closed with a detachable lid 12, and the crankshaft 21 in a substantially vertical direction is accommodated in the internal space and is rotatable. The power take-out portion (PTO) 22 of the crankshaft 21 protrudes downward from the lid 12 and the upper portion 23 of the crankshaft 21 protrudes upward from the upper wall 13.
The crankshaft 21 is formed by connecting two lateral connecting rods 25, 25 via one crankpin 24 at the longitudinal center.
[0015]
Such an engine 10 has a generator 30 and a cooling fan 41 attached to the upper part of a crankcase 11.
The generator 30 is an outer rotor type multi-pole magnet generator in which an outer rotor 33 is attached to the upper portion 23 of the crankshaft 21. Specifically, the generator 30 is fixed to the inner stator 31 attached to the crankcase 11, the coil 32 attached to the inner stator 31, the cup-shaped outer rotor 33 attached to the crankshaft 21, and the inner peripheral surface of the outer rotor 33. It consists of a permanent magnet 34. The outer rotor 33 includes a driven gear 35 that is driven by a drive gear of a starter motor described later.
[0016]
The cooling fan 41 is an engine cooling fin attached to the upper portion 23 of the crankshaft 21 and is disposed above the outer rotor 33.
In summary, the outer rotor 33 and the cooling fan 41 are attached to one end of the crankshaft 21, and the other end of the crankshaft 21 is used as the power take-out portion 22.
In the figure, 26 and 26 are webs, 42 is a spark plug, 43 is an air cleaner, 44 is a carburetor, 45 is a generator case, and 46 is a cover.
[0017]
FIG. 2 is a cross-sectional view of an OHC V-type two-cylinder engine according to the present invention, and shows a cross-sectional structure of the engine 10 as viewed from the direction indicated by the arrow 2 in FIG. In order to facilitate understanding, in this figure, the phase is changed by 90 ° with respect to FIG.
The engine 10 is provided with two left and right cylinder blocks 51L and 51R in the crankcase 11 so that the cylinder shafts Cy and Cy are V-shaped.
For convenience of explanation, the left cylinder block in FIG. 2 is called a left cylinder block 51L, and the right cylinder block is called a right cylinder block 51R.
[0018]
Specifically, the two cylinder blocks 51L and 51R are arranged in a V shape opened at a predetermined angle with the crankshaft 21 as the center (that is, the crank center L1 as the center), and the mounting ends 52L and 52R are connected to the crankshaft. It is fitted to the left and right mounting holes 14L, 14R opened in the case 11, and is attached to the crankcase 11 with bolts 15 (see FIG. 1). Here, the predetermined angle is a bank angle, for example, approximately 90 °.
The left cylinder block 51L and the right cylinder block 51R are arranged so as to be deviated from each other in the longitudinal direction of the crankshaft 21 (the front and back direction in the drawing). This is because the left and right connecting rods 25 are connected to the crankshaft 21 side by side.
[0019]
Here, in the crankcase 11, the surface on the opposite side to the surface on which the two left and right cylinder blocks 51L and 51R are disposed (that is, the surface on which the two left and right mounting holes 14L and 14R are disposed) is the bottom 17. And A straight line perpendicular to the bottom 17 of the crankcase 11 and passing through the crank center L1 is defined as a crankcase center line L2. This figure shows that a starter motor 47 as an auxiliary device is attached to the right side portion of the crankcase 11 with respect to the crankcase center line L2.
[0020]
In the present invention, the right and left sides L3, which are in contact with the right end portion 61a of the right head cover 61R provided in the right cylinder block 51R and the right end portion 47a of the starter motor 47, are parallel to the crankcase center line L2. The cylinder shafts Cy and Cy are rotated around the crank center L1. As a result, the angle from the crankcase center line L2 to the right cylinder axis Cy is θ1, the angle from the crankcase center line L2 to the left cylinder axis Cy is θ2, and the left end from the right end 61a of the right head cover 61R is left. The distance to the left end 61b of the head cover 61L is X.
[0021]
FIG. 3 is a cross-sectional view of a main part of the OHC V-type two-cylinder engine according to the present invention, and shows an enlarged main part of the engine 10 of FIG.
Since the left and right cylinder blocks 51L and 51R and their related members have the same structure, the right cylinder block 51R and its related members will be described as a representative, and the left cylinder block 51L and its related members will be denoted by the same reference numerals. A description thereof will be omitted. However, the left head cover is denoted by reference numeral 61L, and the right head cover is denoted by reference numeral 61R.
[0022]
The right cylinder block 51 </ b> R forms a cylinder 53 centering on the cylinder axis Cy inside, and integrally forms a cylinder head 54 at the tip, and a combustion chamber 55 between the tip of the cylinder 53 and the cylinder head 54. Further, an intake port 56 and an exhaust port 57 are formed in the cylinder head 54. The piston 27 connecting the cylinder 53 to the connecting rod 25 reciprocates.
[0023]
In this figure, the space surrounded by the cylinder head 54 and the head cover 61R is defined as a valve operating chamber 62 by bolting the head cover 61R to the tip of the cylinder head 54, and the valve operating mechanism 70 is disposed in the valve operating chamber 62. It shows that.
The valve operating mechanism 70 includes a cam shaft, an intake valve rocker shaft 72, an intake valve rocker arm 73 and an intake valve 74, an exhaust valve rocker shaft 75, an exhaust valve rocker arm 76 and an exhaust valve 77, which will be described later. It is attached to the cylinder head 54 as a component. 78 and 78 are valve springs, and 79 and 79 are retainers.
[0024]
In the present invention, when an arc Ar is drawn around the crankshaft 21 (crank center L1), the intake port 56 of the right cylinder head 54 and the right cylinder head 54 are counterclockwise along the arc Ar. The left and right cylinder blocks 51L and 51R are arranged so that the exhaust port 57, the intake port 56 of the left cylinder head 54, and the exhaust port 57 of the left cylinder head 54 are in this order.
[0025]
FIG. 4 is an exploded cross-sectional view of the OHC V-type two-cylinder engine according to the present invention, and shows an essential part of the engine 10 of FIG.
In this figure, the mounting ends 52L and 52R of the cylinder blocks 51L and 51R are fitted into the left and right mounting holes 14L and 14R of the crankcase 11, and the block mounting flanges 16L and 16R of the crankcase 11 are It shows that the flanges 58, 58 of each cylinder block 51L, 51R can be overlapped and removably attached with bolts. The head covers 61L and 61R can also be removed from the left and right cylinder heads 54 and 54. Accordingly, the cylinder blocks 51L and 51R and the head covers 61L and 61R can be replaced.
[0026]
FIG. 5 is a side sectional view of the lower half of the OHC V-type two-cylinder engine according to the present invention, and shows the lower half of the engine 10 of FIG.
In this figure, (1) the camshaft 71 of the valve operating mechanism 70 is driven by the crankshaft 21 via the power transmission mechanism 80, and (2) the centrifugal type is applied to the lower part in the crankcase 11. It shows that the governor mechanism 90 is arranged.
[0027]
In the right cylinder block 51R, a camshaft 71 rotatably supported by the cylinder head 54 is provided with a second driven pulley 82R. The second driven pulley 82R includes a cam 85. The cam 85 is displaced in accordance with the rotation of the second driven pulley 82R, whereby the intake / exhaust valve rocker arms 73, 76 of the valve operating mechanism 70 swing. As a result, the intake / exhaust valves 74, 77 are opened and closed in a predetermined manner. It will open and close at the timing. The same applies to the left cylinder block 51L (not shown).
[0028]
FIG. 6 is a side view of the power transmission mechanism according to the present invention, and shows a cross-sectional structure of the power transmission mechanism 80 viewed from the direction of arrow 6 in FIG. In order to facilitate understanding, in this figure, the engine 10 and the power transmission mechanism 80 are represented by changing the phase by 90 ° with respect to FIG.
[0029]
The power transmission mechanism 80 includes two front and rear camshaft driving pulleys (first driving pulley 81L on the front side and second driving pulley 81R on the back side) attached to the crankshaft 21 in the crankcase 11, and left and right cams. It spans between left and right camshaft driven pulleys (left first driven pulley 82L and right second driven pulley 82R), a first drive pulley 81L, and a first driven pulley 82L that are individually attached to the shafts 71, 71. The first belt 83L, and the second belt 83R spanned between the second drive pulley 81R and the second driven pulley 82R. The first belt 83L and the second belt 83R are independent timing belts.
Since the power transmission mechanism 80 is configured as described above, the two driven pulleys 82L and 82R and the two belts 83L and 83R can have the same configuration, so that the parts can be shared. Can be reduced.
[0030]
Returning to FIG. 5 and continuing the description, the centrifugal governor mechanism 90 displaces a flyweight (centrifugal weight) 91 with a centrifugal force corresponding to the number of rotations of the crankshaft 21, so that the fuel of the fuel injection device (not shown) This is a mechanical speed control device that adjusts the engine speed by increasing or decreasing the injection amount.
The fly weight 91 is attached to the governor holder 92 so as to be swingable. The governor holder 92 is a cup-shaped rotating body that is supported on the lid 12 so as to be rotatable in a direction orthogonal to the crankshaft 21, and has a large number of lubricating oil scattering protrusions 93 (oil slinger, only one is shown in the figure). .).
[0031]
A large number of lubricating oil scattering protrusions 93 act to scoop up the lubricating oil J accumulated in the lower part of the crankcase 11 and scatter it into the crankcase 11. Such a combined structure of the numerous lubricating oil splashing projections 93 and the first and second belts 83L and 83R constitutes a lubricating mechanism 94.
The governor drive mechanism 100 that rotationally drives the governor holder 92 includes a governor drive gear 101 attached to the crankshaft 21, an intermediate gear 102 that is rotatably supported on the lid 12 to mesh with the governor drive gear 101, and an intermediate gear 102. And a driven gear 103 provided in the governor holder 92 for meshing.
[0032]
By the way, the power transmission mechanism 80 brings the two first and second drive pulleys 81L and 81R close to each other, and the governor drive gear 101 is provided between the first and second drive pulleys 81L and 81R. The second drive pulleys 81L and 81R and the governor drive gear 101 are integrally formed to form an integrated drive member 111, and the integrated drive member 111 is directly attached to the power take-out portion 22 side of the crankshaft 21. It is characterized by. In other words, the camshaft driving pulleys 81L and 81R are attached to the power take-out portion 22 side of the crankshaft 21.
The pitch between the first and second drive pulleys 81L and 81R corresponds to the pitch between the two connecting rods 25 and 25 arranged in the longitudinal direction of the crankshaft 21.
[0033]
Thus, since the two drive pulleys 81L and 81R and the one governor drive gear 101 are combined into one, the number of parts is reduced. Furthermore, the shift in the width direction of the first and second belts 83L and 83R hung on the first and second drive pulleys 81L and 81R by the governor drive gear 101 interposed between the first and second drive pulleys 81L and 81R. Can be prevented.
28 is a step portion that also serves as a belt guide, 112 is a belt guide, and 113 is a belt passage.
[0034]
Next, the operation of the centrifugal governor mechanism 90 and the lubrication mechanism 94 will be described with reference to FIG. In this figure, only the right head cover 61R, the right valve mechanism 70, and the second driven pulley 82R are shown and described. However, the left head cover 61L and the valve mechanism 70 shown in FIG. The same action is performed for the first driven pulley 82L and the first belt 83L.
[0035]
The driving force of the crankshaft 21 is transmitted to the governor holder 92 via the governor driving gear 101, the intermediate gear 102, and the driven gear 103. For this reason, since the governor holder 92 rotates, the centrifugal governor mechanism 90 performs an engine speed-control action.
[0036]
Further, a large number of lubricating oil scattering protrusions 93 rotate together with the governor holder 92, and the lubricating oil J accumulated in the lower part of the crankcase 11 is scraped and scattered in the crankcase 11. The scattered lubricating oil J adheres directly to the second belt 83R, or adheres to the second belt 83R via the intermediate gear 102 and the governor drive gear 101, and as a result, is carried as oil droplets. When the second belt 83R makes a U-turn by the second driven pulley 82R, the adhering lubricant J is scattered outward by centrifugal force and is atomized by colliding with the inner surface of the head cover 61R. The atomized lubricating oil J diffuses into the valve operating chamber 62 and enters the sliding portions of the members of the valve operating mechanism 70 for lubrication.
[0037]
In this manner, the lubricating oil J in the crankcase 11 can be guided and lubricated by the lubricating oil scattering protrusions 93 and the first and second belts 83L and 83R to each member of the valve mechanism 70. For this reason, the lubricating performance of the valve operating mechanism 70 can be enhanced by the lubricating mechanism 94. It is not necessary to provide a special lubrication mechanism such as a lubricating oil pump or lubrication piping for lubricating the valve operating mechanism 70, and the lubrication structure is simplified, so that the cost is reduced and the OHC V-type two-cylinder engine 10 as a whole is reduced. Smaller and lighter.
Further, the centrifugal governor mechanism 90 also serves to scoop up the lubricating oil J accumulated in the crankcase 11 and scatter it in the crankcase 11. Since a plurality of functions are integrated, the number of parts is reduced and the entire OHC V-type two-cylinder engine 10 is downsized.
[0038]
Next, the operation of the OHC V-type two-cylinder engine 10 having the above configuration will be described with reference to FIG.
There is no partition wall for partitioning the crankcase 11 between the first and second belts 83L and 83R hung on the first and second drive pulleys 81L and 81R. Accordingly, the crankcase 11 can be small. Moreover, the first and second drive pulleys 81L and 81R are attached to the crankshaft 21 in close proximity. The length of the crankshaft 21 can be reduced by the amount of proximity, and the crankcase 11 can be reduced by that amount. As a result, the entire OHC V-type two-cylinder engine 10 is reduced in size.
[0039]
The embodiment of the present invention can be carried out or changed as follows.
(1) The use of the engine 10 is arbitrary, and can be used as various power sources such as a general-purpose engine and a motorcycle engine.
(2) The cylinder blocks 51L and 51R are not limited to the structure in which the cylinder head 54 is integrally formed, but may be a cylinder head 54 that is detachably attached.
(3) In FIG. 2, either of the left and right cylinder blocks 51L and 51R may be arranged in front of the drawing.
[0040]
(4) “Left” and “right” follow the direction viewed from the power take-out side 22 of the crankshaft 21 for convenience of explanation. As a matter of course, when viewed from the upper part 23 side of the crankshaft 21, the above description and "left" and "right" are reversed.
The present invention is sufficiently established even if the configuration shown in FIGS. 2, 3, 4 and 6 is considered to follow the direction viewed from the upper portion 23 side of the crankshaft 21. That is, the configuration may be such that “left” and “right” described in the above embodiment are interchanged according to the direction viewed from the upper part 23 side of the crankshaft 21.
[0041]
【The invention's effect】
The present invention exhibits the following effects by the above configuration.
Since the two drive pulleys for driving the two valve operating mechanisms are attached to the crankshaft in the crankcase, the first embodiment is provided between the belt and the crankcase hung on each drive pulley. There is no partition wall. Accordingly, the crankcase can be made smaller. In addition, since the two drive pulleys are mounted close to the crankshaft in the crankcase, the length of the crankshaft can be reduced by the close amount. As a result, the crankcase can be made small. For this reason, the entire OHC V-type 2-cylinder engine can be reduced in size.
Furthermore, since the two drive pulleys are formed close to each other and integrally formed, the two pulleys can be combined into one to reduce the number of parts, thereby reducing the cost.
[0042]
Furthermore, in the crankcase, two drive pulleys are attached to the crankshaft, each camshaft is individually attached to a driven pulley, and two independent pulleys are attached to the two drive pulleys and the two driven pulleys. Since these belts lead the lubricating oil in the crankcase to the two valve mechanisms, a special lubricating mechanism such as a lubricating oil pump or lubricating piping for lubricating each valve mechanism is provided. There is no need to provide it, the lubrication structure is simplified, and the cost is reduced. In addition, the entire OHC V-type 2-cylinder engine can be reduced in size and weight.
[0043]
Furthermore , since the centrifugal governor mechanism is arranged in the crankcase and the protrusion for lubricating oil scattering is provided on the outer peripheral surface of the governor holder of this centrifugal governor mechanism, the lubricant accumulated in the crankcase is scraped up. The centrifugal governor mechanism can also serve to scatter in the crankcase. By consolidating a plurality of functions in this way, the number of parts can be reduced to reduce costs, and the entire OHC V-type two-cylinder engine can be reduced in size.
[0044]
Furthermore, since the governor drive gear for rotationally driving the governor holder is integrally provided between the two drive pulleys, the three drive members are combined into one to reduce the number of parts and reduce the cost. In addition, the belt can be prevented from shifting in the width direction on each drive pulley with the governor drive gear.
[Brief description of the drawings]
FIG. 1 is a cross-sectional side view of an OHC V-type 2-cylinder engine according to the present invention. FIG. 2 is a cross-sectional view of an OHC V-type 2-cylinder engine according to the present invention. FIG. 4 is an exploded sectional view of an OHC type V two-cylinder engine according to the present invention. FIG. 5 is a side sectional view of a lower half of an OHC type V two cylinder engine according to the present invention. 6] Side view of power transmission mechanism according to the present invention [Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... OHC type V 2 cylinder engine, 11 ... Crank case, 21 ... Crankshaft, 51L, 51R ... Cylinder block, 54 ... Cylinder head, 70 ... Valve mechanism, 71 ... Cam shaft, 80 ... Power transmission mechanism, 81L , 81R: Drive pulley (first / second drive pulley), 82L, 82R: Driven pulley (first / second driven pulley), 83L, 83R ... Belt (first / second belt), 90 ... Centrifugal governor Mechanism: 92 ... Governor holder, 93 ... Lubrication splashing projection, 101 ... Governor drive gear, J ... Lubricating oil.

Claims (1)

Two cylinder blocks having cylinder heads are arranged in a V shape while being arranged in a V shape, and a valve operating mechanism having a camshaft is attached to each cylinder head, so that the crankshaft is connected via a power transmission mechanism. In the OHC type V-type two-cylinder engine that drives each camshaft,
The power transmission mechanism includes two drive pulleys in the crankcase that are integrally formed close to each other and attached to the crankshaft. A separate driven pulley is attached to each camshaft, and the two drive pulleys And two belts that are independent of each other, and the two driven pulleys are used to guide the lubricating oil in the crankcase to the valve mechanism with these belts ,
A centrifugal governor mechanism is disposed in the crankcase, a lubricating oil splashing projection is provided on the outer peripheral surface of the governor holder of the centrifugal governor mechanism, and the two governor drive gears for rotating the governor holder are provided. The OHC V-type two-cylinder engine is provided integrally between the drive pulleys and attached to the crankshaft .

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