JP6809106B2 - Starter mechanism for saddle-mounted vehicles - Google Patents

Description

The present invention relates to a starter mechanism for a saddle-mounted vehicle.

Conventionally, a starter mechanism that provides a driving force to a crankshaft when an engine is started is known (see, for example, Patent Document 1). Such a starter mechanism includes, for example, a large number of parts such as a starter motor, a plurality of idle gears, a one-way clutch, and a starter gear. The driving force generated by the starter motor is supplied to the crankshaft via a plurality of idle gears, a one-way clutch and a starter gear.

JP-A-2007-32344

However, the above-mentioned starter mechanism needs to include a large number of components including a starter gear and the like, and has a problem that the structure becomes complicated. Further, it is necessary to secure a space for arranging these components, and there is also a problem that the size of the engine increases in the vehicle width direction.

The present invention has been made in view of this point, and an object of the present invention is to provide a starter mechanism for a saddle-type vehicle capable of making the dimensions of the engine in the vehicle width direction compact and simplifying the structure.

The starter mechanism of the saddle-mounted vehicle of the present invention meshes with a motor that applies a rotational force to the crankshaft when the engine is started, a primary drive gear that is provided integrally with the crankshaft, and the primary drive gear to transmit rotation. The primary driven gear is provided with a rotation transmission member attached to the primary driven gear via a damper member, and the rotational force generated by the motor is transferred to the rotation transmission member, the primary driven gear, and the primary drive gear. The rotation transmission member is composed of a clutch housing, the clutch housing is provided with a ring gear that receives a rotational force from the motor, and the primary driven gear is attached to the clutch housing. characterized Rukoto provided integrally rotated via the damper member.

According to this configuration, the rotational force generated by the motor is transmitted to the crankshaft via the rotational transmission member, the primary driven gear, and the primary drive gear, so that a plurality of gears for transmitting the rotational force of the motor can be transmitted. There is no need to provide it. Therefore, the dimensions of the engine in the vehicle width direction can be made compact and the structure can be simplified.

Further , according to this configuration, since the large-diameter clutch housing constitutes the rotation transmission member from the motor, the reduction ratio of the rotation from the motor to the crankshaft can be set large. As a result, the intermediate gear (idle gear) for ensuring the reduction ratio can be omitted. In addition, since the rotational force of the motor is transmitted to the clutch housing that is attached to the primary driven gear via the damper member, it is dedicated to alleviate the force in the reverse rotation direction according to the compression reaction force when starting the engine. There is no need to provide a damper member. As a result, the structure of the starter mechanism can be further simplified.

The starter mechanism of the saddle-type vehicle of the present invention further includes a slide gear that can move in the axial direction of the motor, and the slide gear moves to a position where it meshes with the ring gear as the motor rotates. Is preferable. According to this configuration, since the slide gear can be moved to a position where it meshes with the ring gear as the motor rotates, the rotational force of the motor can be transmitted to the ring gear only when the starter mechanism is operated. As a result, the one-way clutch required for the conventional starter mechanism can be omitted, and the structure of the starter mechanism can be further simplified.

According to the present invention, it is possible to provide a starter mechanism for a saddle-type vehicle, which can make the dimensions of the engine in the vehicle width direction compact and simplify the structure.

It is a left side view which shows the appearance of the motorcycle which concerns on this embodiment. It is a left side view of the engine unit which concerns on this embodiment. It is a right side view of the engine unit which concerns on this embodiment with the clutch cover removed. It is sectional drawing of the engine unit which concerns on this embodiment. It is sectional drawing around the starter motor incorporated in the engine unit which concerns on this embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following, an example in which the starter mechanism of the saddle-type vehicle according to the present invention is applied to the starter mechanism of an off-road type motorcycle will be described, but the application target is not limited to this and can be changed. .. For example, the starter mechanism of the saddle-type vehicle according to the present invention may be applied to the starter mechanism of another type of saddle-type vehicle (motorcycle, motorcycle, etc.).

The configuration of the entire motorcycle according to the present embodiment will be described. FIG. 1 is a left side view of the motorcycle according to the present embodiment. In the drawings, the front of the vehicle is indicated by the arrow FR, the rear of the vehicle is indicated by the arrow RR, the left side of the vehicle is indicated by the arrow L, and the right side of the vehicle is indicated by the arrow R.

As shown in FIG. 1, the motorcycle 1 includes a body frame 2 made of steel or an aluminum alloy, which mounts each configuration of the motorcycle 1. The main frame 21 of the vehicle body frame 2 is branched to the left and right from the head pipe 22 located at the front end of the vehicle body frame 2 toward the rear, and extends obliquely downward toward the rear of the vehicle body. A pair of left and right body frames extend downward from the rear ends of the left and right main frames 21. Further, the down tube 23 extending substantially downward from the head pipe 22 is branched to the left and right as a lower frame 24 at the lower part of the vehicle body. The left and right lower frames 24 are further downwardly extended and then bent toward the rear of the vehicle body, and their rear ends are connected to the lower ends of the left and right body frames 25.

A front fork 31 is rotatably supported at the front end of the vehicle body frame 2 via a steering shaft (not shown) provided on the head pipe 22. A handlebar 32 is connected to the upper end of the steering shaft, and grips 33 are attached to both ends of the handlebar 32. A clutch lever 34 is arranged on the left front side of the handlebar 32, and a brake lever (not shown) for the front wheel 3 is arranged on the right front side of the handlebar 32. A front wheel 3 is rotatably supported under the front fork 31. The front wheel 3 is provided with a brake disc 35 that constitutes a brake for the front wheel.

A swing arm 41 is swingably connected to the body frame 25 of the vehicle body frame 2 in the vertical direction, and a suspension 42 is attached between the vehicle body frame 2 and the swing arm 41. A rear wheel 4 is rotatably supported at the rear portion of the swing arm 41. A rear sprocket (driven sprocket) 43 is provided on the left side of the rear wheel 4, and the chain 44 is configured to transmit the power of the engine to the rear wheel 4. On the right side of the rear wheel 4, a brake disc (not shown) constituting a brake for the rear wheel is provided.

A water-cooled engine unit 10 as a drive source is mounted at a position closer to the lower side of the space substantially surrounded by the main frame 21, the down tube 23, the lower frame 24, and the body frame 25 of the vehicle body frame 2. A radiator 5 which is a radiator is arranged in front of the engine unit 10, and an air cleaner box 6 provided with a filter for separating and collecting dust in the air is arranged behind the engine unit 10. Further, a fuel tank 7 for storing fuel is arranged above the engine unit 10, and a seat 8 serving as a seat is arranged behind the fuel tank 7. A footrest 81 is provided below the seat 8. A shift pedal 82 is provided in front of the footrest 81 on the left side of the vehicle body, and a brake pedal (not shown) for the rear wheels 4 is provided in front of the footrest 81 on the right side of the vehicle body.

The engine unit 10 is a horizontal crank type 4-stroke (4-cycle) single-cylinder engine in which the rotation axes of the crankshaft 202 (see FIG. 4) described later are arranged parallel to the vehicle width direction, and a transmission (transmission). And a starter mechanism. Air is taken into the engine unit 10 through the air cleaner box 6, the intake pipe, and the like, and the air and fuel are mixed by the fuel injection device and supplied to the combustion chamber. The combustion gas after combustion is discharged as exhaust gas from the muffler 101 via an exhaust pipe (not shown) extending rearward on the right side surface of the engine unit 10.

By the way, a starter mechanism mounted on a general motorcycle is configured to include a large number of parts such as a starter motor, a torque limiter, a plurality of starter idle gears, a starter one-way clutch and a starter clutch gear. In such a starter mechanism, the driving force generated by the starter motor is supplied to the crankshaft via a torque limiter, a plurality of starter idle gears, a starter one-way clutch, and a starter clutch gear.

In such a starter mechanism, it is necessary to include a large number of components including a starter idle gear and the like, which complicates the structure. In addition, it is required to secure a space for arranging these components. Further, a force in the reverse rotation direction according to the compression reaction force at the time of starting the engine (hereinafter, appropriately referred to as "reaction force at the time of starting the engine") is transmitted to the starter idle gear and the starter motor, and the durability of these components is maintained. There may be a situation that adversely affects the engine.

The present inventor has focused on the fact that a path for transmitting the driving force generated by the engine and a path for transmitting the driving force generated by the starter motor to the crankshaft exist separately, which is a factor of the above problem. Further, while a component (for example, a damper member) that relaxes (absorbs) the reaction force at the time of starting the engine is required on the transmission path of the driving force generated by the starter motor, the driving generated by the engine is required. Focusing on the existence of such a component on the force transmission path, the present invention was conceived.

That is, the gist of the present invention is to utilize the transmission path of the driving force generated by the engine from the opposite direction as the transmission path of the driving force generated by the starter motor and transmit it to the crankshaft. Specifically, a motor that applies rotational force to the crankshaft, a primary drive gear that is provided integrally with the crankshaft, a primary driven gear that meshes with the primary drive gear to transmit rotation, and a damper to the primary driven gear. It is provided with a rotation transmission member attached via a member, and the rotational force generated by the motor is transmitted to the crankshaft via the rotation transmission member, the primary driven gear, and the primary drive gear.

According to this configuration, the rotational force generated by the starter motor is transmitted to the crankshaft via the rotational transmission member, the primary driven gear, and the primary drive gear, so that a plurality of idles for transmitting the rotational force of the motor are transmitted. There is no need to provide components such as gears. Further, since the rotation transmission member is attached to the primary driven gear via the damper member, the rotational force is transmitted from the rotation transmission member to the primary driven gear via the damper member. As a result, the reaction force at the time of starting the engine can be alleviated by the damper member. As a result, the dimensions of the engine in the vehicle width direction can be made compact, the structure can be simplified, and the durability of the components can be improved.

Hereinafter, the configuration of the engine unit 10 including the starter mechanism according to the present embodiment will be described with reference to FIGS. 2 to 4. FIG. 2 is a left side view of the engine unit 10 according to the present embodiment. FIG. 3 is a right side view of the engine unit 10 according to the present embodiment with the clutch cover removed. FIG. 4 is a cross-sectional view of the engine unit 10 according to the present embodiment. FIG. 4 shows a cross section passing through the crankshaft 202 and the counter shaft 204, which will be described later. Further, in FIG. 4, for convenience of explanation, the motor unit 220 described later is shown.

As shown in FIGS. 2 and 3, in the engine unit 10, a cylinder 120 having a substantially tubular shape is arranged on the crankcase 110, and a cylinder head 130 and a head cover 140 are attached to the cylinder 120. The crankcase 110 is composed of a right crankcase 110R and a left crankcase 110L which are divided into left and right on a plane perpendicular to the vehicle width direction.

A magneto cover 150 is attached to the left side surface of the crankcase 110. A clutch cover 160 is attached to the right side surface of the crankcase 110 (see FIG. 4). The clutch cover 160 is attached to the end surface of the clutch case 111 provided on the right side surface of the crankcase 110. The clutch case 111 is provided so as to project upward from the crankcase 110 (for example, a mission case) arranged on the left side thereof.

As shown in FIGS. 2 and 3, a starter is placed on the rear side of the cylinder 120 and on the upper surface of the crankcase 110 (more specifically, the crankcase 110 arranged on the left side of the clutch case 111). A starter case 112 that constitutes the housing of the mechanism is provided. The starter case 112 is composed of a motor unit accommodating portion 112a for accommodating the motor unit 220 described later and a drive unit accommodating portion 112b accommodating the drive unit 230 described later. The motor unit accommodating portion 112a is arranged closer to the cylinder 120 than the drive unit accommodating portion 112b. For convenience of explanation, FIG. 2 shows the starter motor 221 and the pinion gear 225 constituting the motor unit 220 with broken lines, and FIG. 3 shows the plunger 232 and the arm 233 constituting the drive unit 230 with broken lines. There is.

As shown in FIG. 4, a crankcase 201 is formed between the right crankcase 110R and the left crankcase 110L. The crankshaft 202 is rotatably supported in the crank chamber 201 so that the rotating shafts are arranged parallel to the vehicle width direction. A primary drive gear 203 is attached to one end (right end) of the crankshaft 202. The primary drive gear 203 is rotationally integrated with the crankshaft 202. A part of the primary drive gear 203 is arranged on the outside (right side) of the right crankcase 110R and is housed in the clutch case 111.

Further, the counter shaft 204 is rotatably supported by the crankcase 110. The counter shaft 204 is arranged on the rear side of the crankshaft 202. One end (right end) of the counter shaft 204 is arranged so as to project to the right side of the crankcase 110. One end (right end) of the counter shaft 204 is housed in a space formed between the clutch case 111 and the clutch cover 160.

A plurality of drive gears 205 are provided on the outer peripheral surface of the counter shaft 204 arranged in the crankcase 110. The drive gear 205 is configured so that the gear selected by the driver's mission operation can rotate integrally with the counter shaft 204. On the other hand, a primary driven gear 206 is attached to the counter shaft 204 protruding to the right from the crankcase 110 via a bearing 204a. The primary driven gear 206 is housed in the clutch case 111 and is arranged at a position where it meshes with the primary drive gear 203.

A clutch unit 207 is arranged on the right side of the primary driven gear 206. The clutch unit 207 is housed in a space formed between the clutch case 111 and the clutch cover 160. The clutch unit 207 includes a clutch housing 208, a clutch disc 209, a pressure plate 210, and a flywheel 211 fixed to a counter shaft 204. In the clutch unit 207, the pressure plate 210 is pressed against the clutch disc 209 in response to the driver's operation on the clutch lever 34, so that the rotation of the clutch housing 208 can be transmitted to the counter shaft 204 via the flywheel 211. Has been done.

In the clutch unit 207, the clutch housing 208 is arranged on the side closest to the crankcase 110. The clutch housing 208 has a disk shape extending in a direction orthogonal to the counter shaft 204. A plurality of bosses 208a are provided so as to project from the surface of the clutch housing 208 on the crankcase 110 side. These bosses 208a have, for example, a cylindrical shape protruding from the left side surface of the clutch housing 208 toward the crankcase 110 side. Note that FIG. 4 shows only one boss 208a out of the plurality of bosses 208a.

The boss 208a is housed in an opening 206a formed in the primary driven gear 206. A primary driven gear damper (hereinafter, simply referred to as “gear damper”) 212 is arranged between the boss 208a and the primary driven gear 206. For example, the gear damper 212 is made of an elastic member such as rubber. The gear damper 212 generally has an annular shape, the inner diameter thereof being slightly smaller than the outer diameter of the boss 208a, and the outer diameter thereof being slightly larger than the inner diameter of the opening 206a of the primary driven gear 206. By attaching a plurality of bosses 208a to the opening 206a of the primary driven gear 206 via the gear damper 212, the clutch housing 208 and the primary driven gear 206 are configured to be integrally rotatable. In other words, the primary driven gear 206 is floatingly supported by the clutch housing 208.

Further, a clutch housing ring gear (hereinafter, simply referred to as “ring gear”) 213 is attached to the outer peripheral portion of the clutch housing 208. The ring gear 213 is fixed to the outer peripheral portion of the clutch housing 208 so as to project in the radial direction of the clutch housing 208. The ring gear 213 is configured to be rotatable integrally with the clutch housing 208.

As shown in FIG. 3, the starter case 112 is arranged on the upper side of the clutch unit 207. In FIG. 4, for convenience of explanation, the motor unit 220 housed in the starter case 112 is shown at a position shifted to the rear side of the vehicle. Here, the configuration inside the starter case 112 will be described with reference to FIG. 5A. FIG. 5 is a cross-sectional view of the periphery of the motor 221 incorporated in the engine unit 10 according to the present embodiment. As shown in FIG. 5, the starter case 112 has a motor unit accommodating portion 112a and a drive unit accommodating portion 112b, the former accommodating the motor unit 220 and the latter accommodating the drive unit 230.

The motor unit 220 includes a starter motor (hereinafter, simply referred to as a “motor”) 221, a speed reducer 222, an output shaft 223, an engaging portion 224, and a pinion gear 225. The motor 221 receives electric power from a battery (not shown) to generate rotational force. The speed reducing device 222 reduces the rotational force of the motor 221. The output shaft 223 rotates according to the rotational force transmitted via the speed reducer 222. The engaging portion 224 and the pinion gear 225 are attached to the output shaft 223 so as to be movable in the axial direction around the outer circumference of the output shaft 223.

The pinion gear 225 is arranged in the motor unit 220 so as to be coaxial with the motor 221. Further, the pinion gear 225 is arranged on the upper side of the ring gear 213 and at a position overlapping the ring gear 213 in a side view (see FIG. 3). As will be described in detail later, the pinion gear 225 moves to a position where it meshes with the ring gear 213 when the motor 221 is driven, and is configured to be retractable from a position where it meshes with the ring gear 213 when the motor 221 is not driven. ..

The drive unit 230 includes a solenoid 231, a plunger 232, and an arm 233. The solenoid 231 sucks and moves the plunger 232 to the left side in response to the energization of the coil. The solenoid 231 operates at the timing when the motor 221 is driven to generate an electromagnetic force for moving the plunger 232.

The plunger 232 is configured to be movable in the left-right direction according to the electromagnetic force generated by the solenoid 231 and the elastic force of the plunger spring 232a. The arm 233 is generally arranged so as to extend in the front-rear direction. The plunger spring 232a is composed of, for example, a coil spring, and imparts an elastic force that pushes the plunger 232 to the right when released from suction by the solenoid 231.

The arm 233 is rotatably supported with a rotation shaft 233a arranged between the motor unit accommodating portion 112a and the drive unit accommodating portion 112b as a fulcrum. One end 233b (upper end shown in FIG. 5A) of the arm 233 is connected between the speed reducer 222 of the motor unit 220 and the engaging portion 224. On the other hand, the other end 233c of the arm 233 (the lower end shown in FIG. 5A) is connected to the tip of the plunger 232. The arm 233 is configured to be rotatable according to the left-right movement of the plunger 232.

Here, the operation in such a starter mechanism will be described. Note that FIG. 5A shows a state in which the motor 221 is not driven (non-driven state). That is, FIG. 5A shows a state in which the driving vehicle does not perform an operation such as starting the engine (for example, a normal running state or an idling state). On the other hand, FIG. 5B shows a state (driving state) in which the motor 221 is driven when the engine is started or the like.

As shown in FIG. 5A, in the non-driving state of the motor 221, the solenoid 231 of the driving unit 230 is not operating, and the plunger 232 is in a state of protruding to the right side. Along with this, the arm 233 is in a state of extending in the front-rear direction of the vehicle. Therefore, the engaging portion 224 and the pinion gear 225 of the motor unit 220 are arranged at positions closer to the motor 221. At this time, the pinion gear 225 is retracted to the left from the position where it meshes with the ring gear 213.

On the other hand, when the motor 221 is driven from the non-driving state of the motor 221 shown in FIG. 5A, the solenoid 231 of the drive unit 230 is operated according to the rotation of the motor 221. As the solenoid 231 operates, the plunger 232 is sucked to the left side (see FIG. 5B). The movement of the plunger 232 pulls the rear end portion 233c (lower end portion shown in FIG. 5) of the arm 233 to the left side. As a result, the arm 233 rotates with the rotation shaft 233a as a rotation fulcrum. When the arm 233 rotates, its front end portion 233b (upper end portion shown in FIG. 5) moves to the right side. Along with this, the engaging portion 224 and the pinion gear 225 of the motor unit 220 are pushed out to the right side, and the pinion gear 225 moves to a position where it meshes with the ring gear 213. As a result, the pinion gear 225 and the ring gear 213 are in mesh with each other.

Hereinafter, the power transmission path in the engine unit 10 having the above configuration will be described. Here, the power transmission path during normal driving and the power transmission path during engine start will be described. In the engine unit 10 according to the present embodiment, components common to the former power transmission path and the latter power transmission path are used.

During normal running, when the crankshaft 202 rotates with the combustion of the combustion gas, the primary drive gear 203 rotates accordingly. Along with this, when the primary driven gear 206 rotates, the clutch housing 208 connected via the boss 208a rotates. The rotation of the clutch housing 208 is transmitted to the flywheel 211 in response to the operation of the clutch lever 34, and the counter shaft 204 to which the flywheel 211 is fixed rotates. As the counter shaft 204 rotates, the drive gear 205 selected by the driver rotates. The rotation of the drive gear 205 is transmitted to the rear wheel 4 via the chain 44 and the drive sprocket 43. In this way, the driving force of the crankshaft 202 is transmitted to the rear wheels 4.

On the other hand, when the engine is started, the motor 221 is driven in response to an instruction from the driver. As the motor 221 rotates, the solenoid 231 operates as described above. The engaging portion 224 and the pinion gear 225 are pushed to the right in response to the movement of the plunger 232 and the rotation of the arm 233 accompanying the operation of the solenoid 231. As a result, the pinion gear 225 meshes with the ring gear 213, and the rotation of the output shaft 223 decelerated by the reduction gear 222 is transmitted to the ring gear 213. Along with this, when the clutch housing 208 to which the ring gear 213 is fixed rotates, the primary driven gear 206 connected via the gear damper 212 rotates integrally. When the primary drive gear 203 rotates according to the rotation of the primary driven gear 206, the crankshaft 202 rotates accordingly. In this way, the driving force of the motor 221 is transmitted to the crankshaft 202.

As described above, in the starter mechanism according to the present embodiment, the rotational force generated by the motor 221 is transmitted to the crankshaft 202 via the clutch housing 208, the primary driven gear 206, and the primary drive gear 203 as rotation transmission members. Therefore, it is not necessary to provide a plurality of components such as idle gears for transmitting the rotational force of the motor 221. Therefore, the dimensions of the engine in the vehicle width direction can be made compact and the structure can be simplified.

Further, the clutch housing 208 is attached to the primary driven gear 206 via a gear damper 212 as a damper member. Therefore, the rotational force is transmitted from the clutch housing 208 to the primary driven gear 206 via the gear damper 212. Thereby, for example, the reaction force at the time of starting the engine (the reaction force acting from the crankshaft 202 to the starter mechanism side) can be relaxed by the gear damper 212. As a result, it is possible to suppress the reaction force at the time of starting the engine from being transmitted to the components of the starter mechanism, and it is possible to improve the durability of the components.

In particular, in the starter mechanism according to the present embodiment, the rotation transmission component that transmits the rotational force of the motor 221 is composed of the clutch housing 208. The clutch housing 208 is provided with a ring gear 213 that receives a rotational force from the motor 221. The primary driven gear 206 is integrally provided on the clutch housing 208 via a gear damper 212. According to this configuration, since the rotational force from the motor 221 can be transmitted by using the large-diameter clutch housing 208, the reduction ratio of the rotation from the motor 221 to the crankshaft 202 can be set large. As a result, the intermediate gear (idle gear) for ensuring the reduction ratio can be omitted. Further, since the gear damper 212 conventionally arranged in the primary driven gear 206 is used, it is not necessary to provide a dedicated damper member for alleviating the reaction force at the time of starting the engine. As a result, the structure of the starter mechanism can be further simplified.

Further, the starter mechanism according to the present embodiment further includes a pinion gear 225 as a slide gear that can move in the axial direction of the motor 221. The pinion gear 225 meshes with the ring gear 213 as the motor 221 rotates. Move to the desired position. As a result, the pinion gear 225 can be moved to a position where it meshes with the ring gear 213 as the motor 221 rotates, so that the rotational force of the motor 221 can be transmitted to the ring gear 213 only when the starter mechanism is activated. it can. As a result, the one-way clutch required for the conventional starter mechanism can be omitted, and the structure of the starter mechanism can be further simplified.

The present invention is not limited to the above embodiment, and can be modified in various ways. In the above embodiment, the size and shape shown in the attached drawings are not limited to this, and can be appropriately changed within the range in which the effects of the present invention are exhibited. In addition, it can be appropriately modified and implemented as long as it does not deviate from the scope of the object of the present invention.

For example, in the above embodiment, the case where the primary driven gear damper 212 is used as the damper member for relaxing the reaction force at the time of starting the engine is described. However, the members constituting such a damper member are not limited to the primary driven gear damper 212, and can be changed as appropriate. For example, a spring or the like may be used on condition that the reaction force at the time of starting the engine is relaxed. Even when it is changed in this way, the same effect as that of the above embodiment can be obtained.

The starter mechanism of the saddle-mounted vehicle according to the present invention can make the dimensions of the engine in the vehicle width direction compact, simplify the structure, and improve the durability of the components, and the compactness of the engine is required. It is useful for the engine of any saddle-type vehicle that is used.

1 Motorcycle 10 Engine unit 110 Crankcase 111 Clutch case 112 Starter case 112a Motor unit housing 112b Drive unit housing 120 Cylinder 130 Cylinder head 160 Clutch cover 202 Crankshaft 203 Primary drive gear 204 Counter shaft 206 Primary driven gear 207 Clutch unit 208 Clutch Housing 212 Primary Driven Gear Damper (Gear Damper)
213 Clutch housing ring gear (ring gear)
220 Motor unit 221 Starter motor (motor)
225 Pinion Gear 230 Drive Unit 231 Solenoid 232 Plunger 233 Arm

Claims (3)

A motor that applies rotational force to the crankshaft when the engine starts,
A primary drive gear that is rotationally integrated with the crankshaft,
A primary driven gear that meshes with the primary drive gear to transmit rotation,
A rotation transmission member attached to the primary driven gear via a damper member is provided.
The rotational force generated by the motor is transmitted to the crankshaft via the rotation transmission member, the primary driven gear, and the primary drive gear .
The rotation transmission member is composed of a clutch housing, and the clutch housing is provided with a ring gear that receives a rotational force from the motor.
The primary driven gear, the starter mechanism of a straddle-type vehicle, wherein Rukoto provided integrally rotated via the damper member to the clutch housing. Further equipped with a slide gear movable in the axial direction of the motor,
The starter mechanism for a saddle-mounted vehicle according to claim 1 , wherein the slide gear moves to a position where it meshes with the ring gear as the motor rotates. The first or second aspect of the present invention, wherein the primary driven gear is arranged inside the ring gear in the vehicle width direction, and the ring gear and the primary drive gear are arranged at positions where they overlap in the vehicle front-rear direction. Starter mechanism for saddle-mounted vehicles.

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