JPH01211623A - V-engine - Google Patents
V-engineInfo
- Publication number
- JPH01211623A JPH01211623A JP3532988A JP3532988A JPH01211623A JP H01211623 A JPH01211623 A JP H01211623A JP 3532988 A JP3532988 A JP 3532988A JP 3532988 A JP3532988 A JP 3532988A JP H01211623 A JPH01211623 A JP H01211623A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- generator
- engine
- exhaust pipe
- rear cylinder
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 6
- 230000005611 electricity Effects 0.000 claims 1
- 238000001816 cooling Methods 0.000 abstract description 5
- 238000000034 method Methods 0.000 abstract 1
- 230000005540 biological transmission Effects 0.000 description 3
- 230000002411 adverse Effects 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1808—Number of cylinders two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F2200/00—Manufacturing
- F02F2200/06—Casting
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、頭上カム軸式の一対の前・後気筒が側面視路
Ｖ型を形成し、自動二輪車などの車輌に適するＶ型エン
ジンに関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a V-type engine in which a pair of front and rear cylinders of an overhead camshaft type form a V-shaped path in side view, and is suitable for vehicles such as motorcycles. It is something.
（発明の背景）
自動二輪車などにおいて、前後一対の気筒が略Ｖ型（Ｌ
型を含む）を形成するいわゆる■型エンジンが知られて
いる。この種のエンジンでは前後容気筒の排気管をでき
るだけ同じ長さに近付け、各気筒の性能バランスを良く
することが望ましい。(Background of the invention) In motorcycles, etc., a pair of front and rear cylinders are approximately V-shaped (L
A so-called type engine is known, which forms a type (including a type). In this type of engine, it is desirable to make the exhaust pipes of the front and rear cylinders as close to the same length as possible to improve the performance balance of each cylinder.
例えば後気筒の排気管を前気筒側方に出し、クランク軸
端の発電機の前方を通ってエンジン下方に導くものが知
られている。また後気筒の排気管を後気筒の後面に出し
、クランクケースの上側方を前方に向って通しクラッチ
前方で反転させてクランクケース下側方に導くように、
はぼＳ字型に折曲したものも知られている（例えば特公
昭６２−３３８号）。For example, it is known that the exhaust pipe of the rear cylinder is brought out to the side of the front cylinder and guided below the engine through the front of the generator at the end of the crankshaft. Also, the exhaust pipe of the rear cylinder is brought out to the rear of the rear cylinder, passed through the upper side of the crankcase toward the front, reversed in front of the clutch, and guided to the lower side of the crankcase.
It is also known that the blade is bent into an S-shape (for example, Japanese Patent Publication No. 338/1983).
しかし前者のものにあっては後気筒の排気管はクランク
軸端の発電機の前方を通るため前・後気筒の排気管長の
差が大きくなるばかりでなく、発電機が排気管に接近す
るために発電機が加熱されその耐久性が低下するという
問題が生じる。However, in the former case, the exhaust pipe of the rear cylinder passes in front of the generator at the end of the crankshaft, which not only increases the difference in exhaust pipe length between the front and rear cylinders, but also because the generator approaches the exhaust pipe. A problem arises in that the generator is heated and its durability is reduced.
また後者のものでは、前・後気筒の排気管長の差が増大
するばかりでなく、エンジン幅が増大して特に自動二輪
車では搭載性が悪くなり、さらに後気筒の排気管に走行
風が当たりにくくその冷却性も悪くなるという問題があ
った。Furthermore, with the latter, not only does the difference in exhaust pipe length between the front and rear cylinders increase, but the engine width also increases, making it difficult to install, especially on motorcycles, and it is also difficult for the running wind to hit the exhaust pipes of the rear cylinders. There was a problem in that the cooling performance also deteriorated.
（発明の目的）
本発明はこのような事情に鑑みなされたものであり、エ
ンジン幅を増大させることなく、また発電機が熱による
悪影響を受けることなく前後排気管長の差を減少させ、
同時に後気筒の排気管の冷却性も良好にすることが可能
なＶ型エンジンを提供することを目的とする。(Object of the Invention) The present invention was made in view of the above circumstances, and it reduces the difference in the length of the front and rear exhaust pipes without increasing the engine width or causing the generator to be adversely affected by heat.
It is an object of the present invention to provide a V-type engine that can also improve the cooling performance of the exhaust pipe of a rear cylinder.
（発明の構成）
本発明によればこの目的は、頭上カム軸式の一゛ 対の
前後気筒が側面視路Ｖ型を形成し、クランク軸の一端に
発電機を配設したＶ型エンジンにおいて、後気筒を前気
筒に対し前記発電機と反対側に偏位させ、前気筒のカム
軸駆動機構を前記発電機と同側に配設する一方、後気筒
の排気管を後気筒の前面から前気筒の側方に導き出しク
ランクケースの下側方を通して後方へ導いたことを特徴
とするＶ型エンジンにより達成される。(Structure of the Invention) According to the present invention, this object is achieved in a V-type engine in which a pair of front and rear cylinders of an overhead camshaft type form a V-type path in side view, and a generator is disposed at one end of the crankshaft. , the rear cylinder is offset from the front cylinder to the side opposite to the generator, and the camshaft drive mechanism of the front cylinder is arranged on the same side as the generator, while the exhaust pipe of the rear cylinder is arranged from the front of the rear cylinder. This is achieved by a V-type engine that is characterized by being guided to the side of the front cylinder and guided to the rear through the lower side of the crankcase.
（実施例）
第１図は本発明の一実施例であるＶ型エンジンを搭載し
た自動二輪車の側面図、第２図はそのエンジンの側面図
、第３図はその■−■線断面図、第４図は同じ＜ＩＶ−
ＩＶ線断面図、また第５図は排気管配置を示す平面図で
ある。(Example) Fig. 1 is a side view of a motorcycle equipped with a V-type engine which is an embodiment of the present invention, Fig. 2 is a side view of the engine, and Fig. 3 is a sectional view taken along the line ■-■. Figure 4 shows the same <IV-
A sectional view taken along the line IV, and FIG. 5 is a plan view showing the exhaust pipe arrangement.
第１図において符号１０は車体フレームであり、操向軸
筒１２からほぼ水平に後方へのびる左右一対の主フレー
ム１４と、斜め下後方へのびるダウンフレーム１６（一
方のみ図示）とを備える。主フレーム１４の後端は下方
へ折曲され、この折曲部には下方へのびるブラケッ）１
８が固着されている。In FIG. 1, reference numeral 10 denotes a vehicle body frame, which includes a pair of left and right main frames 14 extending substantially horizontally rearward from a steering shaft tube 12, and a down frame 16 (only one shown) extending obliquely downward and rearward. The rear end of the main frame 14 is bent downward, and this bent part has a bracket (1) extending downward.
8 is fixed.
２０は空冷式のＬ型エンジンであり、このエンジン２０
のクランクケース２２は前記主フレーム１４の下端と、
ダウンフレーム１６の下端と、プラケッ）１８の下端と
でフレーム１０に取付けられている。このエンジン２０
の前気筒２４は後記の発電機８０側（左側）に偏位して
クランクケース２２から前方へのび、後気筒２６は発電
機８０と反対側へ偏位して上方へのびている。前気筒２
４の気化器２８は前気筒２４の上面に取付けられ、後気
筒２６の気化器３０は後気筒２６の後面に接続されてい
る。また前気筒２４の排気管３２は前気筒２４の下面か
らクランクケース２２の右下方を通り後方へ導かれる。20 is an air-cooled L-type engine, and this engine 20
The crankcase 22 is connected to the lower end of the main frame 14,
It is attached to the frame 10 at the lower end of the down frame 16 and the lower end of the plaque 18. This engine 20
The front cylinder 24 is offset toward the generator 80 (to be described later) side (left side) and extends forward from the crankcase 22, and the rear cylinder 26 is offset toward the side opposite to the generator 80 and extends upward. front cylinder 2
The four carburetors 28 are attached to the upper surface of the front cylinder 24, and the carburetor 30 of the rear cylinder 26 is connected to the rear surface of the rear cylinder 26. Further, the exhaust pipe 32 of the front cylinder 24 is guided rearward from the lower surface of the front cylinder 24 through the lower right side of the crankcase 22.
後気筒２６の排気管３４は後気筒２６の前面から前気筒
２４の右側すなわち後記の発電機８０と反対側（右側）
に導かれ、さらにクランクケース２２の右下方を通って
後方へ導かれる。再排気管３２．３４はさらにエンジン
後下方で集合し消音器３６に導かれる。The exhaust pipe 34 of the rear cylinder 26 extends from the front of the rear cylinder 26 to the right side of the front cylinder 24, that is, the side opposite to the generator 80 (described later) (right side).
and is further guided rearward through the lower right side of the crankcase 22. The re-exhaust pipes 32, 34 further converge at the rear and lower part of the engine and are led to a muffler 36.
４０は後輪であり、この後輪４０を保持するリヤアーム
４２の前端はブラケット１８に軸着されている。このブ
ラケット１８の下端にはレバー４４の前端が軸着され、
このレバー４４の中間位置はリンク４６でリャーム４２
にピン結合されている。またこのレバー４４の後端はク
ツションユニット４８の下端にビン結合されている。こ
の結果後輪４０の上下動は、リンク４６、レバー４８を
介してクツションユニット４８に伝えられこれを伸縮さ
せる。40 is a rear wheel, and the front end of a rear arm 42 that holds this rear wheel 40 is pivoted to the bracket 18. The front end of a lever 44 is pivoted to the lower end of this bracket 18,
The intermediate position of this lever 44 is a link 46 that connects the rear arm 42.
is connected to the pin. Further, the rear end of this lever 44 is coupled to the lower end of a cushion unit 48 via a pin. As a result, the vertical movement of the rear wheel 40 is transmitted to the cushion unit 48 via the link 46 and the lever 48, causing it to expand and contract.
なお第１図で５０は前フオーク、５２は操向前輪、５４
は操向バーハンドル、５６は燃料タンク、５８は運転シ
ートである。In Fig. 1, 50 is the front fork, 52 is the steering front wheel, and 54 is the front fork.
56 is a steering bar handle, 56 is a fuel tank, and 58 is a driver's seat.
このエンジン２０のクランクケース２２は左右割りであ
ってクランク軸６０、クラッチ軸６２、変速副軸６４等
を保持する。すなわちこれら各軸６０．６２．６４はク
ランクケース２２の各半休の軸受壁２２ａ、２２ｂに保
持されている。The crankcase 22 of this engine 20 is divided into left and right parts, and holds a crankshaft 60, a clutch shaft 62, a speed change subshaft 64, and the like. That is, each of these shafts 60, 62, 64 is held by each half-bearing wall 22a, 22b of the crankcase 22.
クランク軸には前後気筒２４．２６のコンロ、。On the crankshaft is a stove with 24.26 cylinders in the front and rear.
ド２４Ａ、２６Ａによりピストン２４Ｂ、２６Ｂが連結
されるが、前気筒２４のコンロッド２４Ａおよびピスト
ン２４Ｂは後気筒２６のこれらに対し左側すなわち後記
発電機８０側に偏位している。Pistons 24B and 26B are connected by rods 24A and 26A, but the connecting rod 24A and piston 24B of the front cylinder 24 are offset to the left side of the rear cylinder 26, that is, to the side of the generator 80 described later.
クラッチ軸６２の右端には公知の湿式多板クラッチ６６
が配設され、クランク軸６０の回転はその右端の減速小
歯車６８からクラッチ６６の減速大歯車７０に伝えられ
る。クラッチ軸６２および変速副軸６４には常時噛合式
変速機７２を形成する歯車郡が軸装されている。すなわ
ちクラッチ軸６２はこの変速機７２の主軸ともなってい
る。A known wet multi-disc clutch 66 is mounted on the right end of the clutch shaft 62.
The rotation of the crankshaft 60 is transmitted from the reduction gear 68 at the right end to the reduction gear 70 of the clutch 66. A group of gears forming a constant-mesh type transmission 72 are mounted on the clutch shaft 62 and the sub-shift shaft 64 . That is, the clutch shaft 62 also serves as the main shaft of this transmission 72.
クラッチ６６は、クラッチ軸６２の左端に臨むクラッチ
カム（図示せず）により押されるブツシュロッド７４の
進退動により断続され、大歯車７０からクラッチ軸６２
への回転伝達が断続される。副軸６４の左端にはスプロ
ケット７６が取付けられ、このスプロケット７６０回転
がチェーン７８により後輪４０に伝えられる。The clutch 66 is engaged and engaged by the forward and backward movement of a bushing rod 74 pushed by a clutch cam (not shown) facing the left end of the clutch shaft 62, and the clutch 66 is connected to the clutch shaft 62 from the large gear 70.
Rotation transmission to is interrupted. A sprocket 76 is attached to the left end of the subshaft 64, and rotation of this sprocket 760 is transmitted to the rear wheel 40 by a chain 78.
クランク軸６０の左端には発電機８０が取付けられ、こ
のクランク軸６０の発電機８０と左軸受壁２２ａとの間
にはカム駆動用スプロケット８２．８４が形成されてい
る（第３図、５発、包砿８０側のスプロケット８２は、
前気筒２４の頭上カム８６をタイミングチェーン８８を
介して駆動する。軸受壁２２ａ側のスプロケット８４は
、後気筒２６の頭上カム軸９０をタイミングチェーン９
２を介して駆動する。すなわち前気筒２４のカム軸駆動
機構は前気筒２４の発電機８０側に配設′ されている
。A generator 80 is attached to the left end of the crankshaft 60, and cam drive sprockets 82 and 84 are formed between the generator 80 of the crankshaft 60 and the left bearing wall 22a (Figs. 3 and 5). From the start, the sprocket 82 on the side of the wrapper 80 is
An overhead cam 86 of the front cylinder 24 is driven via a timing chain 88. The sprocket 84 on the bearing wall 22a side connects the overhead camshaft 90 of the rear cylinder 26 to the timing chain 9.
Drive via 2. That is, the camshaft drive mechanism of the front cylinder 24 is arranged on the generator 80 side of the front cylinder 24.
クランク軸６０の右端には前記の減速小歯車６８が取付
けられ、この小歯車６８と右軸受壁２２ｂとの間に始動
用歯車９４およびワンウェイクラッチ９６が配設されて
いる。始動時には、スタータモータ９８（第２図）の小
歯車１００の回転は、アイドル歯車１０２（第３図）で
減速されて歯車９４に伝えられ、クラッチ９６を介して
クランク軸６０に伝えられる。The aforementioned reduction gear 68 is attached to the right end of the crankshaft 60, and a starting gear 94 and a one-way clutch 96 are disposed between the gear 68 and the right bearing wall 22b. At startup, the rotation of small gear 100 of starter motor 98 (FIG. 2) is decelerated by idle gear 102 (FIG. 3) and transmitted to gear 94, and then transmitted to crankshaft 60 via clutch 96.
このクラッチ６６と軸受壁２２ｂとの間のクラッチ軸６
２上には、ポンプ駆動歯車１０４が軸装されている。こ
の歯車１０４は減速大歯車７０に結合されて一体に回転
し、クランクケース２２内の下部のオイルポンプ１０６
を駆動しオイル（潤滑油）をエンジン各部に圧送する。Clutch shaft 6 between this clutch 66 and bearing wall 22b
2, a pump drive gear 104 is mounted on the shaft. This gear 104 is connected to a large reduction gear 70 and rotates together with the oil pump 104 located in the lower part of the crankcase 22.
drives the engine and pumps oil (lubricating oil) to each part of the engine.
（発明の効果）
本発明は以上のように前気筒を発電機側に偏位させ、そ
のカム軸駆動機構も同側に配設したので、前気筒の発電
機と反対側が空き、ここに後気筒の排気管を通して下降
させるから、後気筒の排気管を十分に短くでき、前気筒
の排気管の長さの差を十分小さくすることができる。ま
た前気筒の発電機と反対側の空間を通り走行風が後気筒
の排気管に良好に当たるから、その冷却性もよくなる。(Effects of the Invention) As described above, the present invention deviates the front cylinder toward the generator side, and its camshaft drive mechanism is also arranged on the same side, so the opposite side of the front cylinder to the generator is free, and this is where the rear cylinder is located. Since the exhaust pipes are lowered through the exhaust pipes of the cylinders, the exhaust pipes of the rear cylinders can be made sufficiently short, and the difference in length between the exhaust pipes of the front cylinders can be made sufficiently small. In addition, the wind passing through the space on the opposite side of the front cylinder's generator hits the exhaust pipe of the rear cylinder, improving its cooling performance.
またこの後気筒の排気管は前気筒を挾んで発電機と反対
側に位置するから、発電機が熱による悪影響を受けるこ
とがない。さらに後気筒の排気管はクランクケース側面
を通るものでもないから、エンジン幅が増大することも
ない。よって所期の目的が達成される。Furthermore, since the exhaust pipe of the rear cylinder is located on the opposite side of the generator from the front cylinder, the generator is not adversely affected by heat. Furthermore, the exhaust pipes of the rear cylinders do not pass through the side of the crankcase, so the engine width does not increase. Therefore, the intended purpose is achieved.
第１図は本発明の一実施例である■型エンジンを搭載し
た自動二輪車の側面図、８２図はそのエンジンの側面図
、第３図はそのｍ−■線断面図、第４図は同じ＜ ＴＶ
−１’Ｖ線断面図、また第５図は排気管配置を示す平面
図である。
２０・・・エンジン、
２２・・・クランクケース、
２４・・・前気筒、
２６・・・後気筒、
３２・・・前気筒の排気管、
３４・・・後気筒の排気管、
８０・・・発電機。
特許出願人 ヤマノ＼発動機株式会社Fig. 1 is a side view of a motorcycle equipped with a ■ type engine which is an embodiment of the present invention, Fig. 82 is a side view of the engine, Fig. 3 is a sectional view taken along the line m-■, and Fig. 4 is the same. <TV
-1'V line sectional view, and FIG. 5 is a plan view showing the exhaust pipe arrangement. 20... Engine, 22... Crankcase, 24... Front cylinder, 26... Rear cylinder, 32... Exhaust pipe of front cylinder, 34... Exhaust pipe of rear cylinder, 80... ·Generator. Patent applicant Yamano\Motor Co., Ltd.
Claims (1)
、クランク軸の一端に発電機を配設したＶ型エンジンに
おいて、 後気筒を前気筒に対し前記発電機と反対側に偏位させ、
前気筒のカム軸駆動機構を前記発電機と同側に配設する
一方、後気筒の排気管を後気筒の前面から前気筒の側方
に導き出しクランクケースの下側方を通して後方へ導い
たことを特徴とするＶ型エンジン。[Scope of Claims] In a V-type engine in which a pair of front and rear cylinders of an overhead camshaft type form a substantially V-shape when viewed from the side, and a generator is disposed at one end of the crankshaft, the rear cylinder generates the electricity with respect to the front cylinder. deviate to the side opposite to the machine,
The camshaft drive mechanism of the front cylinder is disposed on the same side as the generator, while the exhaust pipe of the rear cylinder is guided from the front of the rear cylinder to the side of the front cylinder and guided rearward through the lower side of the crankcase. A V-type engine featuring
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63035329A JP2654957B2 (en) | 1988-02-19 | 1988-02-19 | V-type 2-cylinder 4-cycle engine |
| US07/311,637 US4903483A (en) | 1988-02-17 | 1989-02-16 | Exhaust system for V-type engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63035329A JP2654957B2 (en) | 1988-02-19 | 1988-02-19 | V-type 2-cylinder 4-cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01211623A true JPH01211623A (en) | 1989-08-24 |
| JP2654957B2 JP2654957B2 (en) | 1997-09-17 |
Family
ID=12438787
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63035329A Expired - Fee Related JP2654957B2 (en) | 1988-02-17 | 1988-02-19 | V-type 2-cylinder 4-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2654957B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100508233B1 (en) * | 1999-10-15 | 2005-08-17 | 혼다 기켄 고교 가부시키가이샤 | Overhead camshaft v-2 engine |
| JP2008223657A (en) * | 2007-03-14 | 2008-09-25 | Mazda Motor Corp | Free-piston engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56118506A (en) * | 1980-02-21 | 1981-09-17 | Yamaha Motor Co Ltd | Cylinder block of v-engine with over head cam shaft |
| JPS6153417A (en) * | 1984-08-18 | 1986-03-17 | Yamaha Motor Co Ltd | V-type internal-combustion engine for vehicle |
-
1988
- 1988-02-19 JP JP63035329A patent/JP2654957B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56118506A (en) * | 1980-02-21 | 1981-09-17 | Yamaha Motor Co Ltd | Cylinder block of v-engine with over head cam shaft |
| JPS6153417A (en) * | 1984-08-18 | 1986-03-17 | Yamaha Motor Co Ltd | V-type internal-combustion engine for vehicle |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100508233B1 (en) * | 1999-10-15 | 2005-08-17 | 혼다 기켄 고교 가부시키가이샤 | Overhead camshaft v-2 engine |
| JP2008223657A (en) * | 2007-03-14 | 2008-09-25 | Mazda Motor Corp | Free-piston engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2654957B2 (en) | 1997-09-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP3986760B2 (en) | Motorcycle engine | |
| JP3829585B2 (en) | Motorcycle power unit | |
| JP6170109B2 (en) | Power unit with cam chain tensioner pivot mechanism | |
| US9988978B2 (en) | Four-cycle multi-cylinder engine | |
| JP4529642B2 (en) | Scooter type motorcycle | |
| JP3580012B2 (en) | V-type engine crankshaft bearing device | |
| EP1221560A2 (en) | Engine for a vehicle | |
| JP2002122028A (en) | Secondary balancer support structure for motorcycle | |
| JPH01211623A (en) | V-engine | |
| JP3975144B2 (en) | Power unit with 4-cycle single cylinder engine | |
| JP2005248966A (en) | Secondary balancer support structure for motorcycle | |
| JPH01211619A (en) | Starter device for v-engine | |
| JP3591115B2 (en) | V type 4 cycle engine | |
| JPH0968026A (en) | Lubricating device for four-cycle engine | |
| JP7019831B2 (en) | Internal combustion engine | |
| KR100856984B1 (en) | Decompression device of internal combustion engine | |
| JP6601135B2 (en) | Four-cycle engine crankcase structure | |
| JP3835426B2 (en) | Scooter type vehicle | |
| JP2001130469A (en) | Scooter type vehicle | |
| JPH01211621A (en) | Oil pump driving device for engine | |
| JP2005308001A (en) | Balancer device for engine | |
| JPS6342089B2 (en) | ||
| JP2004211904A (en) | Crankshaft bearing device of v-engine | |
| JPS59211705A (en) | Tappet-valve driving apparatus of multicylinder engine | |
| JP2843636B2 (en) | 4 cycle engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |