JPH02112622A - Engine for vehicle - Google Patents

Abstract

PURPOSE:To improve shaft mounting accuracy for a case while reducing each size in an engine by arranging in series longitudinally a crank part and a transmission part while housing both these parts in an integrally molded engine case. CONSTITUTION:An engine 5 for vehicle is provided with a crank part C supporting a crankshaft 24 arranged in the longitudinal direction of a car body and a transmission part M having an intermediate shaft 38, input shaft 30 and an output shaft 13 arranged parallelly with the crankshaft 24. Here the transmission part M is arranged in series behind the crank part C, while both the parts C, M are housed in an integrally molded engine case 11. While the engine 5 arranges the crankshaft 24 in the center of the engine case 11 while the crankshaft 24 coaxially with the input shaft 30. Further, the engine 5 arranges the intermediate shaft 38 and each output shaft 12, 13 in the right and left of the crankshaft 24 while respectively coaxially the intermediate shaft 38, balancer shaft 40 and each output shaft 12, 13.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a vehicle engine having a crankshaft arranged in the longitudinal direction of a vehicle body.

(Prior art) As an engine mounted on a vehicle such as a four-wheeled vehicle for traveling on rough terrain, a crankshaft is arranged in the longitudinal direction of the vehicle body, and an intermediate shaft, an input shaft, and an output shaft are arranged parallel to the crankshaft. (See, for example, Japanese Patent Laid-Open No. 190029/1983).

(Problem to be solved by the invention) However, in the above-mentioned conventional engine, the crank part and the transmission part are not arranged in series in the longitudinal direction of the vehicle. Since a shaft, an input shaft, and an output shaft were arranged, there was a problem that the width dimension became large. Also, if the intermediate shaft, input shaft, and output shaft are arranged independently in addition to the crankshaft, there is a problem that the height of the engine (especially the transmission case) increases because these are located vertically apart from each other. There was.

Furthermore, in conventional vehicle engines, the crankcase that houses the crank part and the mission case that houses the transmission part are separate bodies, so there is a problem in that the mounting accuracy of the crankshaft, intermediate shaft, etc. to the case is poor. was there.

The present invention has been made in view of the above problems, and an object thereof is to provide a vehicle engine that can reduce the width and height dimensions and improve the accuracy of shaft attachment to the case. .

(Means for Solving the Problems) In order to achieve the above object, the present invention includes a crank part that supports a crankshaft disposed in the longitudinal direction of a vehicle body, an intermediate shaft provided parallel to the crankshaft, an input shaft, and an output shaft. A vehicle engine having 212 parts having a shaft, characterized in that the crank part and the transmission part are arranged in series in the front and back, and the crank part and the transmission part are housed in an integrally molded engine case. do.

Further, in the above vehicle engine, the present invention provides that the crankshaft is inserted into the input shaft and these are arranged coaxially, and the intermediate shaft is arranged on the left and right of the human power shaft and the crankshaft arranged coaxially. It is characterized by the arrangement of a shaft and an output shaft.

(Function) In the present invention, since the crank part and the transmission part are arranged in series in the front and back, the width dimension of the engine is reduced.

In this case, if the crankshaft is inserted into the input shaft and these are arranged coaxially as a double shaft, the number of independently arranged shafts is reduced and the height of the engine is also reduced.

Further, since the crank part and the transmission part are housed in the integrally formed engine case, the accuracy of shaft attachment to the case can be improved.

(Example) An example of the present invention will be described below based on the accompanying drawings.

FIG. 1 is a plan sectional view of a vehicle engine according to the present invention, and FIG.
The figure is a side view of a four-wheel drive four-wheel vehicle for traveling on rough terrain equipped with the same engine, and FIG. 3 is a plan view of the four-wheel vehicle.

First, the general structure of the four-wheeled vehicle for traveling on rough terrain will be explained based on FIG. 2 and FIG. left and right 1
A pair of front wheels 3.3 and rear wheels 4, 4 are rotatably supported. Further, between the front wheels 3, 3 and the rear wheels 4, 4,
An engine 5 according to the present invention is mounted on the two left and right down tubes 2a constituting the vehicle body frame 2, and an air cleaner 7 and a carburetor 8 are connected to the cylinder 6 of the engine 5. A muffler 10 is connected to an exhaust pipe 9 leading out from the exhaust pipe 6 . Further, from the front and rear of the engine case 11 located below the cylinder 6 of the engine 5, a front wheel drive output shaft 12. Output shafts 13 for rear wheel drive are respectively led out, and one output shaft 12 is connected to a universal joint 14. Drive shaft 15
and front wheel 3.3 via universal joint 18
The other output shaft 13 is connected to a drive shaft 21 via a universal joint 20. The drive shaft 21 is connected to a reduction gear 22, and the rear wheels 4.4 are supported at both ends of a rear shaft 23 extending left and right from the reduction gear 22.

By the way, details of the engine 5 according to the present invention (particularly details of the power transmission system) are shown in FIG. It is arranged.

The crankshaft 24 has three ball bearings 25a, 2
It is rotatably supported by 5b and 25c. and,
A generator 26 is attached to the front end of the crankshaft 24 (the left end in FIG. 1).
A gear 27 is connected to a portion between the ball bearing 25a and the web 24a. Further, a starting centrifugal clutch 28 is attached to the rear end of the ball bearing 25c of the crankshaft 24, which extends rearward.

The centrifugal clutch 28 is composed of a clutch inner 28a connected to the crankshaft 24, and a clutch outer 28b rotatably supported by the crankshaft 24.
A small diameter gear 29 is connected to the clutch outer 28b.

The crankshaft 24 is inserted through a cylindrical input shaft 30, and the crankshaft 24 and the input shaft 30 constitute a coaxial double shaft. That is, the crankshaft 24
An input shaft 30 is fitted on the outer periphery of a portion between both ball bearings 25b and 25c (a portion of the transmission section M) so as to freely rotate.
．． 33 and 34 are freely rotatable and connected to a gear 35, and shifters 36 and 37 are spline-fitted so as to be slidable in the axial direction.

Note that the shifters 36 and 37 are moved on the input shaft 30 by shift forks (not shown), and are connected to the gears 31 and 37, respectively.
or 32. It is selectively engaged with gear 33 or 34. Further, gears 36a and 37a are integrally formed in the shifters 36 and 37.

Furthermore, an intermediate shaft 38 is disposed in the engine case 11 on the left side of the crankshaft 24 and parallel to this.
8 is rotatably supported by three ball bearings 39a, 39b, and 39c. A portion of this intermediate shaft 38 facing the crank portion C (both ball bearings 3
9a.

A balancer shaft 40 is fitted on the outer periphery of the portion (between 39b and 39b) so as to be freely rotatable, and a gear 41 that meshes with the gear 27 is connected to the front end of the balancer shaft 40, and a gear 41 that meshes with the gear 27 is connected to the rear end of the balancer shaft 40. A gear 42 is integrally formed.

Further, in the crank portion C, a camshaft 43 is arranged parallel to and rotatably to the left of the balancer shaft 40, and a gear 44 connected to the camshaft 43 meshes with the gear 42. .

On the other hand, a gear 45 is fixed to a portion of the intermediate shaft 38 facing the transmission portion M (a portion between both ball bearings 39b and 39c), a gear 46 is integrally formed, and a gear 47
．． 48 are arranged so that they can rotate freely. Also, the same intermediate shaft 3
A shifter 49 is spline-fitted between gears 47 and 48 of B and is movable in the axial direction, and a gear 49a is integrally formed with this shifter 49. The shifter 49 is slid on the intermediate shaft 38 and selectively engaged with the gear 47 or 48 by a shift fork (not shown).

As shown in Figure 1, the gear 45 meshes with the gear 31, the gear 47 meshes with the gear 36a, and the gear 49a meshes with the gear 36a.
is meshed with the gear 32, the gear 48 is meshed with the gear 37a, and the gear 46 is meshed with the gear 34.

Further, a multi-plate speed change clutch 50 is attached to the end of the intermediate shaft 38 that extends rearward of the transmission portion M, and a clutch inner 50a of the speed change crouch 50 is attached.
is connected to the intermediate shaft 38, and the clutch outer 50
b is rotatably supported on the intermediate shaft 38. A gear 51 with a damper is connected to the clutch outer 50b, and the gear 51 meshes with the gear 29.

Further, to the right of the crankshaft 24 in the engine case 11, the output shafts 12 and 13 are coaxially disposed parallel to the crankshaft 24, and these output shafts 12 and 13 are supported by ball bearings 52a and 52b.

It is rotatably supported at 52c. and.

The front end of the output shaft 12 is connected to a drive shaft 15 via a universal joint 14, as shown in FIGS. 2 and 3, and the rear end of the output shaft 13 is connected to a universal joint 20.
It is connected to the drive shaft 21 via. Furthermore, output shaft 1
A gear 53 that meshes with the gear 35 is freely rotatably disposed at a portion facing the transmission section M of No. 3.
A damper 55 that is always biased toward the gear 53 by a spring 54 is engaged with a cam. Note that the damper 55 is supported by the spring 54.
Another damper 56 biased to the side is in cam engagement;
One damper 55 is connected to the output shaft 13, and the other damper 5
6 are spline-fitted to the output shaft 12, respectively.

In the above-mentioned engine 5, as shown in FIG. 1, a transmission section M is arranged in series behind the crank section C, and the crank section C and the transmission section M are integrally formed in the engine. It is housed in a case 11.

Next, the operation of the single engine 5 will be explained.

The engine 5 is driven, and the crankshaft 2 shown in FIG.
4 is rotationally driven, its rotation is transmitted to the balancer shaft 40 via the gear 27.41, the balancer shaft 40 is rotationally driven, and furthermore, the rotation of this balancer shaft 40 is transmitted to the balancer shaft 40 through the gear 27.41.
．． 44 to the camshaft 43, and the camshaft 43 is rotationally driven. At the same time, as long as the clutch inner 28a of the centrifugal clutch 28 is rotationally driven by the rotation of the crankshaft 24, or the rotational speed of the crankshaft 24 is below a predetermined value, the centrifugal force acting on the clutch inner 28a is small and the centrifugal The clutch 28 is in the OFF state, the transmission of the rotational force of the crankshaft 24 to the subsequent systems is cut off, the front wheels 3, 3 and the rear wheels 4, 4 are in an immobile state, and the four-wheeled vehicle 1 cannot start. Not done.

Thereafter, when the rotational speed of the crankshaft 24 increases and exceeds a predetermined value, the centrifugal clutch 28 is turned on, and the rotation of the crankshaft 24 is controlled by the centrifugal clutch 2, gear 29,
．． 51 and the transmission clutch 50 which is in the ON state, the speed is reduced at a predetermined ratio (teeth ratio between gears 29 and 51) and transmitted to the intermediate shaft 38, and the intermediate shaft 38 rotates at a lower speed than the crankshaft 24. The gear 45, shifter 49, and gear 46 rotate together with the intermediate shaft 38.

If, for example, the shifter 36 moves forward on the input shaft 30 and engages the gear 31 as shown by the chain line in FIG. 45.31 and the shifter 36, the signal is decelerated and transmitted to the input shaft 30, and the input shaft 30 is rotationally driven. The rotation of the input shaft 30 is transmitted to the output shaft 13 via the gear 35.53 and the damper 55, and the rotation of the output shaft 13 is transmitted to the output shaft 12 via the damper 55.56. 13 are coaxially and integrally driven to rotate. At this time, the gears 47 and 48 are idle on the intermediate shaft 38, and the gears 32 and 34 are idle on the input shaft 30.

The rotation of the output shaft 12 is controlled by the universal joint 14 shown in FIGS. 2 and 3. The rotation of the other output shaft 13 is transmitted to the front wheels 3.3 via the drive shaft 15, universal joint 18 and reducer 19, and the rotation of the other output shaft 13 is transmitted to the universal joint 20.3. Drive shaft 21. Reducer 22 and rear axle 23
The power is transmitted to the rear wheels 4.4 through the front wheels 3, 3 and the rear wheels 4.4, and these front wheels 3, 3 and rear wheels 4.4 are simultaneously rotationally driven to move the four-wheel vehicle l for traveling on rough terrain forward.

Note that the shifter 49 must be turned off after the gear shifting clutch 50 is turned OFF.
is moved on the intermediate shaft 38 and engaged with the gear 47 or 48, or the shifter 36. It will be done.

In the above, in this embodiment, as described above, the crank portion C
and a transmission part M are arranged in series in the front and rear, and in particular, the crankshaft 24 is arranged in a substantially middle position of the engine case 11, and the crankshaft 24 and the input shaft 30 are arranged coaxially, and the crankshaft 24 is Intermediate shaft 38 and output shaft 12.13 on the left and right
Furthermore, the intermediate shaft 38 and the balancer shaft 40
Since the output shafts 12 and 13 are coaxial, the width of the engine 5 can be made smaller than that of a conventional engine. Also, the crankshaft 24 is connected to the engine case 1.
1, the engine cylinder 6 shown in FIGS. 2 and 3 can be placed approximately at the center of the engine case 11, which is advantageous in terms of the center of gravity of the vehicle and heat transfer. . Furthermore, if the crankshaft 24 and the input shaft 30 are coaxially arranged as in ``2'', the number of independently arranged axes in the transmission section M will be reduced, so the height dimension of the engine 5 (especially the engine case 11) will be reduced. It is also possible to reduce the size of the engine 5, and the reduction in the height dimension, together with the reduction in the width dimension, enables the engine 5 to be made more compact. Furthermore, if the transmission section M is arranged behind the crank section C, the transmission section M will be closer to the rear wheel drive system at the rear thereof, so that the length of the drive shaft 21, etc. of the rear wheel drive system may be shortened. can.

Further, in this embodiment, as described above, the crank part C and the transmission part M are integrally formed in the engine case 11.
Since the shaft is housed within the engine case 11, there is also the advantage that the accuracy of shaft attachment to the engine case 11 is improved.

Furthermore, in this embodiment, the generator 26 is connected to the crankshaft 24.
As shown in Figures 2 and 3, electrical components such as the main switch 60, ignition coil 61, battery 62, CDl 63, etc. can be placed at the front of the vehicle body. 26 and these electrical components can be shortened, and these electrical components can be protected from heat damage.

(Effects of the Invention) As is clear from the above description, according to the present invention, there is provided a crank part that supports a crankshaft disposed in the longitudinal direction of a vehicle body, an intermediate shaft, an input shaft, and an output shaft provided in the direction of the crankshaft. In a vehicle engine that has a transmission section with a shaft, the crank section and the transmission section are arranged in series in the front and back, and the crank section and the transmission section are housed in an integrally molded engine case. The width and height dimensions can be reduced to make the shaft more compact, and the shaft mounting accuracy with respect to the engine case can be improved.

4. ffI of the drawing? Fig. 1 is a plan cross-sectional view of a vehicle engine according to the present invention;
The figure shows a four-wheel drive vehicle equipped with the same engine! l! FIG. 3 is a side view of the four-wheeled vehicle for ground traveling, and is a plan view of the east side of the four-wheeled vehicle.

5... Engine, 11... Engine case, 12° 13... Output shaft, 24... Crankshaft, 26...
Generator, 30...input shaft, 38...intermediate shaft,
40... Balancer shaft, 43... Cam shaft, C... Crank part 1M... Mission part.

Patent applicant: Yamaha Motor Co., Ltd.

Claims (5)

[Claims] (1) In a vehicle engine having a transmission part having a crank part supporting a crankshaft disposed in the longitudinal direction of the vehicle body, an intermediate shaft, an input shaft, and an output shaft provided parallel to the crankshaft, the crank part and A vehicle engine characterized in that transmission parts are arranged in series in the front and rear, and the crank part and the transmission part are housed in an integrally molded engine case. (2) The crankshaft is inserted into the input shaft and arranged on the same axis, and the intermediate shaft and output shaft are arranged on the left and right sides of the input shaft and crankshaft arranged on the same axis. The vehicle engine according to claim 1. (3) The vehicle engine according to claim 1 or 2, characterized in that a generator is disposed at the front end of the crankshaft. (4) The engine for a four-wheel drive vehicle according to claim 1, 2 or 3, characterized in that the front wheel drive output shaft and the rear wheel drive output shaft are coaxially arranged. (5) The intermediate shaft and the balancer shaft are coaxial, and
5. The vehicle engine according to claim 1, wherein the balancer shaft drives a camshaft.