JPS58203252A - Speed change gear for motorcycle - Google Patents

Speed change gear for motorcycle

Info

Publication number
JPS58203252A
JPS58203252A JP7092283A JP7092283A JPS58203252A JP S58203252 A JPS58203252 A JP S58203252A JP 7092283 A JP7092283 A JP 7092283A JP 7092283 A JP7092283 A JP 7092283A JP S58203252 A JPS58203252 A JP S58203252A
Authority
JP
Japan
Prior art keywords
crankshaft
shaft
intermediate shaft
supported
main shaft
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
JP7092283A
Other languages
Japanese (ja)
Other versions
JPS6253371B2 (en
Inventor
Masashi Mizutani
水谷 昌司
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha 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 Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to JP7092283A priority Critical patent/JPS58203252A/en
Publication of JPS58203252A publication Critical patent/JPS58203252A/en
Publication of JPS6253371B2 publication Critical patent/JPS6253371B2/ja
Granted legal-status Critical Current

Links

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  • Arrangement Of Transmissions (AREA)
  • General Details Of Gearings (AREA)

Abstract

PURPOSE:To make the structure of a speed change gear to a compact size and to balance the right and left weights by supporting an intermediate shaft on an upper crank case and a crankshaft and a main shaft on a joining surface portion, respectively. CONSTITUTION:An intermediate shaft 4 is supported by an upper crank case 12, and a countershaft 7 is supported by a lower crank case 13. A crankshaft 1, a main shaft 6 and an output shaft 14 are supported by a joining surface portion of the upper and lower crank cases 12, 13. As the intermediate shaft 4, the crankshaft 1 and the main shaft 6 are thus supported, the distance between the crankshaft and the main shaft is shortened so as to shorten the longitudinal length of an engine, which results in reducing a speed change gear to a compact size. The intermediate shaft 4 and a member mounted on the shaft 4 for transmitting power to a clutch can balance the right and left weights.

Description

【発明の詳細な説明】 この発明は中間軸を備えた自動二輪車、特に大排気量の
エンジンを搭載した大型自動二輪車に使用して好適な自
動二輪車用変速機に関するものである。
DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a motorcycle transmission suitable for use in a motorcycle equipped with an intermediate shaft, particularly a large motorcycle equipped with a large displacement engine.

一般に自動二輪車においては、エンジン等の機器を搭載
するスペースは極めて限られており、特に大排気量のエ
ンジンを搭載する場合には、エンジン、変速機等をコン
パクトにまとめることが必要である。また、エンジンお
よび変速機は重量が非常に大きいため、車両に搭載した
場合に左右の重量バランスを良くしなければならない。
In general, in a motorcycle, the space for mounting equipment such as an engine is extremely limited, and especially when a large displacement engine is mounted, it is necessary to make the engine, transmission, etc. compact. Furthermore, since the engine and transmission are extremely heavy, it is necessary to balance the left and right weights well when mounted on a vehicle.

さらに、左右のバンク角をできるだけ等しくしかつ外観
を良くするためにエンジンと変速機は可能な限り左右対
称な形状にすると共に、繁備時のサービス性も考慮する
ことが必要である。しかしながら、従来の変速機の構成
では、これら自動二輪車用エンジンおよび変速機に求め
られた要求を全て同時に満足させることはできなかった
Furthermore, in order to make the left and right bank angles as equal as possible and to improve the appearance, it is necessary to make the engine and transmission as symmetrical as possible, and to take serviceability into consideration during busy periods. However, conventional transmission configurations have not been able to simultaneously satisfy all of these requirements for motorcycle engines and transmissions.

第1図および第2図は従来の変速機の構成説明図であり
、共にダブル・オーバーヘッド・カムシャフト方式のエ
ンジンに結合されている。第1図において1はクランク
軸、2はカム軸、3はクランク軸1とカム軸2のタイミ
ングをとるタイミング・チェーンである。4は中間軸で
あり、前記クランク軸1とチェーン5によって結合され
、クランク軸10回転を後述する変速機8に伝達してい
る。6は主軸、7は副軸であり、これら両軸上に設けら
れた歯車列と共に変速機8を構成している。
FIGS. 1 and 2 are explanatory diagrams of the configuration of a conventional transmission, both of which are coupled to a double overhead camshaft type engine. In FIG. 1, 1 is a crankshaft, 2 is a camshaft, and 3 is a timing chain for timing the crankshaft 1 and camshaft 2. An intermediate shaft 4 is connected to the crankshaft 1 by a chain 5, and transmits 10 revolutions of the crankshaft to a transmission 8, which will be described later. Reference numeral 6 indicates a main shaft, and reference numeral 7 indicates a sub-shaft, which together with gear trains provided on both shafts constitute a transmission 8.

前記中間軸4の回転は前記主軸6上の歯車を介して副軸
T上の歯車に伝えられ、その際適切刃面車列を選択する
ことによって変速比を変化させる。
The rotation of the intermediate shaft 4 is transmitted to the gear on the secondary shaft T via the gear on the main shaft 6, and the gear ratio is changed by selecting an appropriate blade surface gear train.

9は図示しない後輪と前記副軸7間に巻回されたチェー
ンである。なお図中10はクランク・ケースの接合面を
示し、このクランク・ケースは変速機8および中間軸4
0ケースも兼ねている。そして、クランク軸1.主軸6
および副軸7は前記接合面部に、また中間軸4は下クラ
ンク・ケースにそれぞれ軸支されている。
Reference numeral 9 denotes a chain wound between the rear wheel (not shown) and the subshaft 7. In addition, 10 in the figure indicates the joint surface of the crank case, and this crank case is connected to the transmission 8 and the intermediate shaft 4.
Also serves as 0 case. Then, crankshaft 1. Main shaft 6
The subshaft 7 and the intermediate shaft 4 are respectively supported by the joint surface and the lower crankcase.

以上のように構成された変速機では中間軸4が下クラン
ク・ケースに軸支され、この中間軸4とクランク軸1と
はチェーン5によって結合されているから、整備などの
ために接合面10を分割する場合には、タイミング拳チ
ェーン3およびカム軸2までも分解しなければならず、
サービス性が悪く作業の能率が非常に低下するという問
題があった。
In the transmission configured as described above, the intermediate shaft 4 is rotatably supported by the lower crank case, and the intermediate shaft 4 and the crankshaft 1 are connected by a chain 5. When dividing the timing chain 3 and camshaft 2, it is also necessary to disassemble the timing chain 3 and camshaft 2.
There was a problem that serviceability was poor and work efficiency was extremely reduced.

第2図に示す従来の変速機では、中間軸が無く、クラン
ク軸1の回転はチェノ11によって直接王1ilII6
に設けられた歯車に伝達されている。なお、第2図にお
いては、第1図と同一部分には同一符号を付した。この
ように中間軸を省いた場合、クランク軸1の回転は主軸
6と同軸上のクラッチに伝えられる8喪があるため、ク
ラッチの左右方向(車幅方向)の位置はチェノ11が巻
回されるクランク軸1上のスプロケットの位置によって
決ってしまう。そのためクラッチが左右いずれかの方向
に突出したり、反対にクラッチ(011は突出しない代
わり同軸上にある王i!1I116が突出することにな
る。
In the conventional transmission shown in FIG. 2, there is no intermediate shaft, and the rotation of the crankshaft 1 is directly controlled by the chain wheel 11.
It is transmitted to the gear provided in the. In FIG. 2, the same parts as in FIG. 1 are given the same reference numerals. When the intermediate shaft is omitted in this way, the rotation of the crankshaft 1 is transmitted to the clutch coaxially with the main shaft 6, so the position of the clutch in the left-right direction (vehicle width direction) is determined by the chain 11 being wound around. It is determined by the position of the sprocket on the crankshaft 1. Therefore, the clutch will protrude in either the left or right direction, or conversely, the clutch (011 will not protrude, but instead the clutch Oi!1I116 on the same axis will protrude).

その結果、エンジンおよび変速機全体の左右の外観上の
バランスがとれないばかりでなく、左右のバンク角の差
も大きくなシまた左右の重量バランスも崩れるという問
題があった。
As a result, there have been problems in that not only is the left and right appearance of the engine and transmission as a whole unbalanced, there is also a large difference in left and right bank angles, and the left and right weight balance is also disrupted.

以上のように、従来の変速機は、自動二軸単に求められ
る各種の要求を全て同時に充足することはできないもの
であった。
As described above, conventional transmissions have been unable to simultaneously satisfy all of the various requirements required for automatic two-shaft transmissions.

この発明はこのような従来の変速機にあった問題点に鑑
みなされたものであり、中間軸を上クランク・ケースに
、クランク軸および主軸を接合面部にそれぞれ軸支させ
ることによって、全体としてコンパクトで左右重量のバ
ランスが良く、また左右バンク角が等しく外観上のバラ
ンスもとれ、さらに整備時のサービス性も良好力自動二
輪車用変速機を提供することを目的とするものである。
This invention was developed in view of the problems with conventional transmissions, and by supporting the intermediate shaft in the upper crank case and supporting the crankshaft and main shaft in the joint surface, the invention is made compact as a whole. The object of the present invention is to provide a power transmission for a motorcycle, which has a good balance between left and right weights, has equal left and right bank angles, and has a well-balanced appearance, and also has good serviceability during maintenance.

以下図面に基いて、この発明の詳細な説明する。The present invention will be described in detail below based on the drawings.

第3図はこの発明に係る変速機の構成を示す側面図、第
4図は同じく平面図である。これらの図において、前記
第1図および第2図と同一の部分には同一符号を付した
。第3図で−らかなように、中間軸4は上クランク・ケ
ース12に軸支され、副軸7は下クランク・ケース13
に軸支されている。
FIG. 3 is a side view showing the structure of the transmission according to the present invention, and FIG. 4 is a plan view thereof. In these figures, the same parts as in FIGS. 1 and 2 are given the same reference numerals. As can be clearly seen in FIG.
It is pivoted on.

またクランク軸1.主軸6および出力軸14は前記上下
クランク・ケース12.13の接合面部に軸支されてい
る。また第4図に示すように、クランク軸10両端には
発電器15および点火装置16が設けられている。クラ
ンク軸1の回転はクランク軸1のほぼ中央に設けられた
スプロケツ)17に巻回されたチェーン5によって、中
間軸4のスプロケット18に伝えられる。この中間軸4
には一方向クラッチ19が同軸に設けられ、セルモータ
20の回転は中間歯車21および中間軸4上の歯車22
を介して前記スプロケット18に伝達される。
Also, crankshaft 1. The main shaft 6 and the output shaft 14 are pivotally supported by the joint surfaces of the upper and lower crankcases 12,13. Further, as shown in FIG. 4, a generator 15 and an ignition device 16 are provided at both ends of the crankshaft 10. The rotation of the crankshaft 1 is transmitted to the sprocket 18 of the intermediate shaft 4 by a chain 5 wound around a sprocket 17 provided approximately at the center of the crankshaft 1. This intermediate shaft 4
A one-way clutch 19 is provided coaxially with the starter motor 20, and the rotation of the starter motor 20 is controlled by an intermediate gear 21 and a gear 22 on the intermediate shaft 4.
is transmitted to the sprocket 18 via.

23は玉軸6と同軸に設けられたクラッチであって、王
N6rこ和文されたクラッチ・ドラム24には中間@4
に固定された歯車25によシ回転が伝えられる。このク
ラッチ23を介して主軸6に伝えられた回転は主軸6お
よび副軸Tに設けられたー車列26によって変速され出
力Wh14に伝えられる。この出力軸14の回転は傘歯
車2了およびプロペラ軸28を経て、図示しない駆動車
輪に伝えられる。
23 is a clutch provided coaxially with the ball shaft 6, and the clutch drum 24, which is written in Japanese, has an intermediate @4
The rotation is transmitted to the gear 25 fixed to the. The rotation transmitted to the main shaft 6 via the clutch 23 is changed in speed by a train 26 provided on the main shaft 6 and the sub-shaft T, and is transmitted to the output Wh14. This rotation of the output shaft 14 is transmitted to drive wheels (not shown) via the bevel gear 2 and the propeller shaft 28.

以上のように、この発明によれば、中mj軸を上クラン
ク・ケースに、クランク軸および主軸を接合面部にそれ
ぞれ軸支させたから、クランク軸、主軸間が挟まり、そ
の結果エンジンの前後方向の長さが短かくなり、全体と
してコンパクトにまとめることができる。また中間軸を
設はフヒからこの軸上の任意の位置にクラッチに艶・刀
伝左する部材を設けることができるため、クラッチの左
方方向の位置を自由に決めることができ、クラッチ、変
速機、傘歯車などの重量バランスがと9易くなるだけで
なく、E石をほぼ対称の杉状にすることによって左右バ
ンク角を等しくしかつ外観を良くすることができる。さ
らに中間軸を上クランク・ケースに軸支させたから、接
合面を分iすして整備する場合に中間軸がクランク軸と
共に上クランク・ケース側に残り、タイミングギヤやカ
ム軸まで分解する必要が無く、シたがって整備時のサー
ビス性が向上する。
As described above, according to the present invention, the middle MJ shaft is supported by the upper crank case, and the crankshaft and main shaft are each supported by the joint surface, so that the crankshaft and main shaft are pinched, and as a result, the front and back direction of the engine is It is shorter in length and can be made more compact as a whole. In addition, since the intermediate shaft can be set up at any position on this shaft, it is possible to install a member that affects the clutch at any position on this shaft, so the leftward position of the clutch can be freely determined, and the clutch and speed change Not only does the weight balance of the machine, bevel gears, etc. become easier, but by making the E stones almost symmetrical in a cedar shape, the left and right bank angles can be made equal and the appearance can be improved. Furthermore, since the intermediate shaft is supported by the upper crank case, when the joint surface is separated for maintenance, the intermediate shaft remains on the upper crank case side along with the crankshaft, eliminating the need to disassemble the timing gear and camshaft. , thus improving serviceability during maintenance.

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

第1図および第2図は従来の変速機の構成説明図、第3
図および第4図はこの発明に係る変速機の構成を示す側
面図と平面図である。 1・・・脅クランク軸、4′11・・・中間軸、5・・
・・チェーン、6拳・−・主軸、71・・・副軸、8・
・・・変速機、10・・・・接合面、12・・e@上ク
ランク・ケース、13・・・・下クランク・ケース、2
6・・・#歯車列。 特許出願人  ヤマハ発jl’、+ 機株式会社代理人
 山川数構(はが1名)
Figures 1 and 2 are explanatory diagrams of the configuration of a conventional transmission;
4 are a side view and a plan view showing the structure of a transmission according to the present invention. 1... threat crankshaft, 4'11... intermediate shaft, 5...
・・Chain, 6 fists・・・Main shaft, 71・・Secondary shaft, 8・
...Transmission, 10...Joint surface, 12...e@upper crank case, 13...Lower crank case, 2
6...#Gear train. Patent applicant: Yamaha Corporation, + Machinery Co., Ltd. agent: Kazuhata Yamakawa (1 person)

Claims (1)

【特許請求の範囲】[Claims] クランク軸と、このクランク軸とチェーンにより結合さ
れた中間軸と、この中間軸の回転を主軸および副軸上に
設けられた歯車列により変速する変速機と、これらを収
納する上下二分割されたクランク・ケースとを備え、前
記中間軸を上クランク・ケースに、クランク軸および主
軸を接合面部にそれぞれ軸支させたことを%徴とする自
動二輪車用変速機。
A crankshaft, an intermediate shaft connected to the crankshaft by a chain, a transmission that changes the rotation of this intermediate shaft using a gear train installed on the main shaft and subshaft, and a transmission system divided into upper and lower halves that houses these. A transmission for a motorcycle, comprising: a crank case; the intermediate shaft is supported by the upper crank case, and the crankshaft and the main shaft are each supported by a joint surface.
JP7092283A 1983-04-23 1983-04-23 Speed change gear for motorcycle Granted JPS58203252A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP7092283A JPS58203252A (en) 1983-04-23 1983-04-23 Speed change gear for motorcycle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP7092283A JPS58203252A (en) 1983-04-23 1983-04-23 Speed change gear for motorcycle

Publications (2)

Publication Number Publication Date
JPS58203252A true JPS58203252A (en) 1983-11-26
JPS6253371B2 JPS6253371B2 (en) 1987-11-10

Family

ID=13445476

Family Applications (1)

Application Number Title Priority Date Filing Date
JP7092283A Granted JPS58203252A (en) 1983-04-23 1983-04-23 Speed change gear for motorcycle

Country Status (1)

Country Link
JP (1) JPS58203252A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60179328A (en) * 1984-02-28 1985-09-13 Suzuki Motor Co Ltd Power transmission apparatus for small-sized car
JPH0231061A (en) * 1988-07-20 1990-02-01 Honda Motor Co Ltd Case structure of power transmission device
US4989475A (en) * 1987-12-24 1991-02-05 Nissan Motor Co., Ltd. Governor arrangement in automatic transmission
JP2010106983A (en) * 2008-10-30 2010-05-13 Yamaha Motor Co Ltd Engine unit, and motorcycle equipped with the same

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60179328A (en) * 1984-02-28 1985-09-13 Suzuki Motor Co Ltd Power transmission apparatus for small-sized car
JPS6361212B2 (en) * 1984-02-28 1988-11-28
US4989475A (en) * 1987-12-24 1991-02-05 Nissan Motor Co., Ltd. Governor arrangement in automatic transmission
JPH0231061A (en) * 1988-07-20 1990-02-01 Honda Motor Co Ltd Case structure of power transmission device
JP2010106983A (en) * 2008-10-30 2010-05-13 Yamaha Motor Co Ltd Engine unit, and motorcycle equipped with the same
US8567276B2 (en) 2008-10-30 2013-10-29 Yamaha Hatsudoki Kabushiki Kaisha Engine unit, and motorcycle equipped therewith

Also Published As

Publication number Publication date
JPS6253371B2 (en) 1987-11-10

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