JPH0291429A - Engine with transmission gear - Google Patents

Engine with transmission gear

Info

Publication number
JPH0291429A
JPH0291429A JP24076088A JP24076088A JPH0291429A JP H0291429 A JPH0291429 A JP H0291429A JP 24076088 A JP24076088 A JP 24076088A JP 24076088 A JP24076088 A JP 24076088A JP H0291429 A JPH0291429 A JP H0291429A
Authority
JP
Japan
Prior art keywords
transmission
engine
clutch
shaft
gear
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
Application number
JP24076088A
Other languages
Japanese (ja)
Other versions
JP2745414B2 (en
Inventor
Masato Mukai
正人 向井
Toshiharu Akutsu
阿久津　敏治
Masahiko Kimoto
紀本　昌彦
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP63240760A priority Critical patent/JP2745414B2/en
Publication of JPH0291429A publication Critical patent/JPH0291429A/en
Application granted granted Critical
Publication of JP2745414B2 publication Critical patent/JP2745414B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • 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
    • F02B2075/1816—Number of cylinders four

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

PURPOSE:To shorten distance between a clutch shaft and a shaft of a speed change gear of a transmission gear by separating the clutch and the speed change gear on the outside of balance weights located on both the farthest outsides of a crankshaft, and connecting the clutch and the speed change gear through a transmission shaft. CONSTITUTION:A crankshaft 5 is provided with two crankpins 6 and four balance weights 7a-7d. A transmission gear 2 has a clutch 20, a speed change gear 21 and a transmission shaft 22, and the clutch 20 is mounted in front of an engine 1 without interfering with the balance weight 7a, and transmitted power from a driven gear 23. In addition, the transmission shaft 22 is provided with a cam damper 24, through which the power is transmitted to the speed change gear 21 located in the rear of the shaft 22. The speed change gear 21 is located at a rear position without interfering with the balance weight 7d at the rear end.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、主として自動二輪車に使用される多気筒エン
ジンの伝動機構に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a transmission mechanism for a multi-cylinder engine mainly used in motorcycles.

（従来の技術） 自動二輪車の如き小型車両に使用されるエンジン及び変
速機は、搭載空間に制限があり、高出力のエンジンを用
いる場合も高さ及び長さを一定の範囲内に納める必要が
ある。この種のエンジンの一つに実公昭６Ｏ−３４８（
１４が知られており、これにおいてはエンジンをｖ型に
して高さを小にすると共にクランク軸と伝動装置を斜め
上下に配置して全体の高さを減少させている。(Prior art) Engines and transmissions used in small vehicles such as motorcycles have limited installation space, and even when using high-output engines, the height and length must be kept within a certain range. be. One of this type of engines is Jikosho 6O-348 (
No. 14 is known, in which the engine is made into a V-shape to reduce the height, and the crankshaft and transmission device are arranged diagonally above and below to reduce the overall height.

（発明が解決しようとする課題） エンジンのクランク軸には、クランクウェブから反対側
に伸びる比較的大きなバランスウェイトが一体に設けら
れている。このため、前記従来技術においても伝動装置
をバランスウェイトと干渉しないように間隔をあけて設
置する必要があり、高さの減少には限度がある。(Problems to be Solved by the Invention) A relatively large balance weight extending from the crank web to the opposite side is integrally provided on the crankshaft of the engine. For this reason, even in the prior art, it is necessary to install the transmission device at intervals so as not to interfere with the balance weight, and there is a limit to the reduction in height.

したがって、本発明は、クランク軸を伝動装置の軸間距
離が縮減でき、全体を小型化できる構成を得ることを目
的とする。Therefore, an object of the present invention is to obtain a configuration in which the distance between the crankshaft and the transmission device can be reduced, and the overall size can be reduced.

（課題を解決するための手段） 本発明の前記課題の解決手段は、多気筒エンジンのクラ
ンクケースにクランク軸と平行の軸をもつ伝動装置を組
込んだ伝動装置付きエンジンにおいて、伝動装置のクラ
ッチと変速機を、クランク軸の両最外側に位置するバラ
ンスウェイトの外側に分離し、かつクランク軸線に接近
して設置し、該クラッチと変速機を伝動軸で連結したこ
とを特徴とする。(Means for Solving the Problems) A means for solving the problems of the present invention is to provide a clutch of the transmission device in an engine equipped with a transmission device in which a transmission device having an axis parallel to the crankshaft is built into the crankcase of a multi-cylinder engine. The clutch and the transmission are separated from each other on the outside of balance weights located on both outermost sides of the crankshaft and are installed close to the crank axis, and the clutch and the transmission are connected by a transmission shaft.

（作　用） 以上の構成により、エンジンの動力は、クラッチと伝動
軸を経て変速機に伝わる。そして、クラッチ又は変速機
のギヤは、バランスウェイトに対して軸方向外側にずれ
た位置にあるから、軸間距離が小さ（でもこれらとは干
渉を起こさない。(Function) With the above configuration, engine power is transmitted to the transmission via the clutch and transmission shaft. Since the clutch or the gear of the transmission is located axially outward with respect to the balance weight, the distance between the axes is small (but does not interfere with them).

（実施例） 以下、図面を参照して実施例を説明する。第１図におい
て１はＶ型４気筒エンジン、２は伝動装置で、エンジン
１のクランクケース３、シリンダブロック４によってク
ランク軸５が支持され、クランク軸５には２個のクラン
クビン６と４個のバランスウェイト７ａｓ　７ｂ、　７
ｃ、　７ｄが設けられる。各クランクピン６には左右の
バンクの１対のコンロッド８．８が嵌合して別々のピス
トン９に連結される。図中１０はカム軸、１１は中間軸
、１２．１３はタイミングプーリ、１４はタイミングベ
ルト、１５は出力ギヤ、１６は一方向クラッチ、１７は
スタータモータである。(Example) Hereinafter, an example will be described with reference to the drawings. In FIG. 1, 1 is a V-type four-cylinder engine, 2 is a transmission device, and a crankshaft 5 is supported by a crankcase 3 and a cylinder block 4 of the engine 1, and two crankbins 6 and four Balance weight 7as 7b, 7
c, 7d are provided. A pair of connecting rods 8.8 of left and right banks are fitted into each crank pin 6 and connected to separate pistons 9. In the figure, 10 is a camshaft, 11 is an intermediate shaft, 12, 13 is a timing pulley, 14 is a timing belt, 15 is an output gear, 16 is a one-way clutch, and 17 is a starter motor.

伝動装置２は、クラッチ２０、変速機２１．伝動軸２２
を備え、クラッチ２０は、エンジン１の前方においてバ
ランスウェイト７ａと干渉しないように設けられ、該ク
ラッチ２０には受動ギヤ２３から動力が伝達される。ま
た、伝動軸２２にはカムダンパ２４が設けられ、これを
介して後方の変速機２１に伝動される。カムダンパ２４
は、端面に傾斜した噛合歯をもつ噛合部材２５．２６と
、両部材の噛合面を加圧するスプリング２７からなるも
ので、一方の噛合部材２５は伝動軸２２上にスプライン
係合し、他の噛合部材２Ｂは変速機２１の人力軸に結合
されており、衝撃トルクが発生した場合は噛合部材２５
がカム作用によって若干後退してショックを緩和する。The transmission device 2 includes a clutch 20, a transmission 21. Transmission shaft 22
The clutch 20 is provided in front of the engine 1 so as not to interfere with the balance weight 7a, and power is transmitted to the clutch 20 from a passive gear 23. Further, the transmission shaft 22 is provided with a cam damper 24, and the transmission is transmitted to the rear transmission 21 via this. Cam damper 24
consists of meshing members 25 and 26 with inclined meshing teeth on their end faces, and a spring 27 that presses the meshing surfaces of both members.One meshing member 25 is spline-engaged on the transmission shaft 22, and the other The meshing member 2B is connected to the human power shaft of the transmission 21, and when an impact torque occurs, the meshing member 2B
is moved back slightly by the cam action to alleviate the shock.

変速機２１は、クランクケース１の後部に固定されるミ
ッションカバー３０ａと該カバー３０ａに固定されるリ
ヤカバー３０ｂとからなるギヤケース３０を備え、該変
速機２１は、後端のバランスウェイト７ｄと干渉しない
ように後方位置に設けられる。The transmission 21 includes a gear case 30 consisting of a mission cover 30a fixed to the rear part of the crankcase 1 and a rear cover 30b fixed to the cover 30a, and the transmission 21 does not interfere with the balance weight 7d at the rear end. It is installed in the rear position.

ギヤケース３０内には、周知のように、人力ギヤ群ｇを
有する入力軸３１．出力ギャ郡Ｇを存する出力軸３２、
両ギヤ群ｇ％Ｇのうち一組のギヤを選択して伝動状態に
する３本のシフトフォークＦを有するシフトフォーク軸
３３、シフトフォークＦを移動するシフトドラム３４、
変速操作軸３５が支承されている。そして、シフトドラ
ム３４に設けた一方向クラッチ３Ｂを、変速操作軸３５
１；スプリングを介して接続したアーム３７によって回
動させて変速操作が行なわれる。図中３８はオイルパン
、３９はオイルポンプである。Inside the gear case 30, as is well known, there is an input shaft 31. which has a manual gear group g. an output shaft 32 having an output gear group G;
A shift fork shaft 33 having three shift forks F that selects one set of gears from both gear groups g%G and puts them into a transmission state; a shift drum 34 that moves the shift forks F;
A speed change operation shaft 35 is supported. Then, the one-way clutch 3B provided on the shift drum 34 is connected to the shift operation shaft 35.
1; Gear shift operation is performed by rotating the arm 37 connected via a spring. In the figure, 38 is an oil pan, and 39 is an oil pump.

このような配置であるから、クランク軸５と伝動軸２２
の軸間距離を小さくすることができ、また、クラッチ２
０と変速機２１をエンジン１の前後に振分けて、タイミ
ングベルト１４とスタータモータ１７の最外位置内にほ
ぼ納まるようにしたから、長さの増大量は極く僅かで済
む。Because of this arrangement, the crankshaft 5 and the transmission shaft 22
The distance between the shafts of the clutch 2 can be reduced.
0 and the transmission 21 are distributed before and after the engine 1 so that they are almost located within the outermost positions of the timing belt 14 and the starter motor 17, so the amount of increase in length is extremely small.

この伝動装置付きエンジンは、第２図以下に示すように
車体に取付けられる。図において４０．４１は前輪及び
後輪、４２にヘッドパイプ、４３は主フレーム、４４は
シートフレーム、４５は燃料タンク、４Ｂはシート、４
７はハンドル、４８は上部カバ、４９でメインスタンド
、５０はサイドスタンド、５１はエアクリーナ、５２は
排気管である。前記の伝動装置付きエンジンは、その上
端に取付けられたエアクリーナ５１が上部カバー４８内
に納まるように車体４３に取付けられる。第３図におい
て、５ａはクランク軸中心、１２ａ％１２ａはタイミン
グブリー中心、３１ａはクラッチ２０及び人力軸３１の
中心であり、大型のエンジンであるにも関わらず各中心
間の垂直距離が小さく、エンジン１を主フレーム４３の
上辺以下に組込むことができる。This engine with a transmission device is attached to a vehicle body as shown in FIG. 2 and subsequent figures. In the figure, 40, 41 are front wheels and rear wheels, 42 is a head pipe, 43 is a main frame, 44 is a seat frame, 45 is a fuel tank, 4B is a seat, 4
7 is a handle, 48 is an upper cover, 49 is a main stand, 50 is a side stand, 51 is an air cleaner, and 52 is an exhaust pipe. The above-mentioned engine with a transmission device is attached to the vehicle body 43 such that the air cleaner 51 attached to the upper end of the engine is housed within the upper cover 48. In FIG. 3, 5a is the center of the crankshaft, 12a is the center of the timing brake, 31a is the center of the clutch 20 and the human power shaft 31, and although it is a large engine, the vertical distance between the centers is small. The engine 1 can be incorporated below the upper side of the main frame 43.

またこの装置は、変速機２１がギヤケース３０内に組込
まれているので、エンジン１と変速機２１を別々に組立
てておき、クランクケース３にギヤケース３０を取付け
ることにより組立てられるから、組立て作業が極めて簡
単である。しかもギヤケース３０とクランクケース３を
ミッションカバー３０ａで区画することが可能であるか
ら、夫々専用のオイルが使用でき好都合である。In addition, in this device, since the transmission 21 is built into the gear case 30, the engine 1 and the transmission 21 can be assembled separately, and then assembled by attaching the gear case 30 to the crankcase 3, making the assembly work extremely easy. It's easy. Moreover, since the gear case 30 and the crank case 3 can be separated by the mission cover 30a, it is convenient that dedicated oil can be used for each.

以上、Ｖ型エンジンについて説明したが、直列型エンジ
ンにも同様に実施することができる。Although the V-type engine has been described above, the present invention can be similarly applied to an in-line engine.

（発明の効果） 以上のように、クラッチと変速機をクランク軸のバラン
スウェイトの外側に位置させ、両部材を伝動軸で連結し
たから、クラッチの軸心及び変速機の入力軸の軸心をク
ランク軸の近くに配置してもギヤ等がバランスウェイト
と干渉を起こさない。したがりて、大型のエンジンと伝
動装置を一体にしても嵩張らず、自動二輪車等への組込
みが容易に行える効果を有する。(Effect of the invention) As described above, since the clutch and the transmission are located outside the balance weight of the crankshaft and the two members are connected by the transmission shaft, the axial center of the clutch and the axis of the input shaft of the transmission Gears, etc. do not interfere with the balance weight even when placed near the crankshaft. Therefore, even if a large engine and a transmission device are integrated, it does not become bulky and can be easily incorporated into a motorcycle or the like.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明の実施例の縦断面図、第２図は本発明を
実施した自動二輪車の側面図、第３図は同じく正面配置
図である。 １・・・エンジン ２・・・伝動装置 ５・・・クランク軸 ７ａ〜７ｄ・・・バランスウェイト ２０・・・クラッチ ２１・・・変速機 ２２・・・伝動軸 ２４・・・カムダンパ 外３名 第１図 第３図FIG. 1 is a longitudinal sectional view of an embodiment of the present invention, FIG. 2 is a side view of a motorcycle embodying the present invention, and FIG. 3 is a front layout view of the same. 1... Engine 2... Transmission device 5... Crankshafts 7a to 7d... Balance weight 20... Clutch 21... Transmission 22... Transmission shaft 24... 3 people outside the cam damper Figure 1 Figure 3

Claims (2)

【特許請求の範囲】[Claims] （１）多気筒エンジンのクランクケースにクランク軸と
平行の軸をもつ伝動装置を組込んだ伝動装置付きエンジ
ンにおいて、伝動装置のクラッチと変速機を、クランク
軸の両最外側に位置するバランスウェイトの外側に分離
し、かつクランク軸線に接近して設置し、該クラッチと
変速機を伝動軸で連結したことを特徴とする伝動装置付
きエンジン。(1) In an engine with a transmission device in which a transmission device with a shaft parallel to the crankshaft is built into the crankcase of a multi-cylinder engine, the clutch and transmission of the transmission device are connected to the balance weight located on both outermost sides of the crankshaft. 1. An engine with a transmission device, characterized in that the clutch is installed separately on the outside of the engine and close to the crank axis, and the clutch and the transmission are connected by a transmission shaft. （２）前記伝動軸と変速機の入力軸の間にカムダンパを
介設したことを特徴とする請求項（１）記載の伝動装置
付きエンジン。(2) The engine with a transmission device according to claim (1), characterized in that a cam damper is interposed between the transmission shaft and the input shaft of the transmission.
JP63240760A 1988-09-28 1988-09-28 Engine with transmission for vehicles Expired - Fee Related JP2745414B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP63240760A JP2745414B2 (en) 1988-09-28 1988-09-28 Engine with transmission for vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP63240760A JP2745414B2 (en) 1988-09-28 1988-09-28 Engine with transmission for vehicles

Publications (2)

Publication Number Publication Date
JPH0291429A true JPH0291429A (en) 1990-03-30
JP2745414B2 JP2745414B2 (en) 1998-04-28

Family

ID=17064308

Family Applications (1)

Application Number Title Priority Date Filing Date
JP63240760A Expired - Fee Related JP2745414B2 (en) 1988-09-28 1988-09-28 Engine with transmission for vehicles

Country Status (1)

Country Link
JP (1) JP2745414B2 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101858250A (en) * 2010-05-10 2010-10-13 洛阳北方易初摩托车有限公司 Stepless speed change engine for motorcycle with curved beam
JP2017061891A (en) * 2015-09-25 2017-03-30 本田技研工業株式会社 Start mechanism of internal combustion engine
JP2020168909A (en) * 2019-04-02 2020-10-15 川崎重工業株式会社 Hybrid vehicle

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100462551C (en) * 2007-04-10 2009-02-18 江苏江淮动力股份有限公司 Double-starting shaft structure of diesel engine
CN103403405B (en) * 2011-03-01 2016-09-14 铃木株式会社 The variable-speed motor of motorcycle

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6137536A (en) * 1984-07-30 1986-02-22 Kawasaki Heavy Ind Ltd Engine power transmission device
JPS6353061U (en) * 1986-09-24 1988-04-09

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6137536A (en) * 1984-07-30 1986-02-22 Kawasaki Heavy Ind Ltd Engine power transmission device
JPS6353061U (en) * 1986-09-24 1988-04-09

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101858250A (en) * 2010-05-10 2010-10-13 洛阳北方易初摩托车有限公司 Stepless speed change engine for motorcycle with curved beam
JP2017061891A (en) * 2015-09-25 2017-03-30 本田技研工業株式会社 Start mechanism of internal combustion engine
JP2020168909A (en) * 2019-04-02 2020-10-15 川崎重工業株式会社 Hybrid vehicle

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Publication number Publication date
JP2745414B2 (en) 1998-04-28

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