JPS5844227A - Power unit for motorcycle - Google Patents

Power unit for motorcycle

Info

Publication number
JPS5844227A
JPS5844227A JP14177281A JP14177281A JPS5844227A JP S5844227 A JPS5844227 A JP S5844227A JP 14177281 A JP14177281 A JP 14177281A JP 14177281 A JP14177281 A JP 14177281A JP S5844227 A JPS5844227 A JP S5844227A
Authority
JP
Japan
Prior art keywords
power unit
shaft
transmission
crankcase
crankshaft
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
JP14177281A
Other languages
Japanese (ja)
Other versions
JPH0122457B2 (en
Inventor
Kuniaki Watanabe
渡辺　国昭
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 JP14177281A priority Critical patent/JPS5844227A/en
Publication of JPS5844227A publication Critical patent/JPS5844227A/en
Publication of JPH0122457B2 publication Critical patent/JPH0122457B2/ja
Granted 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • 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
    • F02B75/02—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
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

PURPOSE:To decrease the longitudinal length of a power unit, by supporting a transmission counter shaft with a bearing to an upper crank case and forming the uper and lower crank cases in a sloped state to the rear downward with respect to the horizontal axial line of a car body. CONSTITUTION:A power unit comprises a gasoline engine 2 and transmission 3. A crank case 4 is vertically divided into two crank cases 6, 7, and a crankshaft 12 and transmission main shaft 13 are supported by bearings between junction surfaces of said crank cases. A transmission couter shaft 14 is supported by a bearing to the upper crank case 6. The upper part of a cylinder 11 of the engine 2 is aranged tilting toward the front, while the upper and lower crank cases 6, 7 are formed in a sloped state toward the rear downward with respect to a horizontal axial line L of a car body. In this way, a horizontal shaft distance between the crandshaft 12 and the transmission counter shaft 14 can be decreased, and a longitudinal length of the power unit 1 can be reduced.

Description

【発明の詳細な説明】 従来のパワーユニットにおいては、−クランク軸とミッ
ションメイン軸とミッションカウンター軸とは略同−水
平面に沿って配設され、こｎら軸の中心線を結ぶ平面で
クランクケースは上下に二分割されていた＼め１組立１
分割が簡単容易であったＯ しかしこ扛ら軸にそｎぞル嵌着さ牡ているギヤ。[Detailed Description of the Invention] In a conventional power unit, - the crankshaft, the mission main shaft, and the mission counter shaft are arranged along approximately the same horizontal plane, and the crankcase is connected to the plane connecting the center lines of these axes. was divided into two parts, top and bottom\me 1 assembly 1
It was easy to separate the gears, but these gears fit each other onto the shaft.

チェンスプロケソト等が同一平面上に配置されているた
め、クランクケースの前後長が長くなり。Because the chain sprocket, etc. are placed on the same plane, the front and rear length of the crankcase is longer.

クランクケースの軽量化およびコンパクト化が困難であ
った。It was difficult to make the crankcase lighter and more compact.

本発明はこのような難点を克服した自動二輪車用用パワ
ーユニットの改良に係り、その目的とする処に、軽量で
コンパクトな自動二輪車用のパワーユニットを供する点
にある。The present invention relates to an improvement of a power unit for a motorcycle that overcomes these difficulties, and its object is to provide a lightweight and compact power unit for a motorcycle.

以下図面に図示された本発明の一実施例について説明す
る。An embodiment of the present invention illustrated in the drawings will be described below.

パワーユニットＩＵガソリンエンジン２とトランスミッ
ション３とよりなり、同ガソリンエンジン２のクランク
ケース４にトランスミッション３０ケーシングを兼ねて
いる。The power unit consists of an IU gasoline engine 2 and a transmission 3, and the crankcase 4 of the gasoline engine 2 also serves as the transmission 30 casing.

しかしてクランクケース４の底面は車体の水平面と平行
に形成され、同クランクケース４に同車体の水平軸線り
に対し後下方へ傾斜した分割面５を境にして上下に二分
割６Ｓ７さｎると＼もに。Therefore, the bottom surface of the crankcase 4 is formed parallel to the horizontal plane of the vehicle body, and the crankcase 4 is divided into upper and lower parts 6S7 with a dividing surface 5 inclined rearward and downward with respect to the horizontal axis of the vehicle body as a boundary. And \moni.

前記分割面５と平行な分割面８を境にして下部クランク
ケース７Ｖｃ底部９が分割さｎ、これら上部クランクケ
ース６、下部クランクケース７および底部クランクケー
ス９はポル）　１０でそ汎ぞ扛接離自在に結合さｎるよ
うに−なっている。The lower crankcase 7Vc and the bottom 9 are divided by a dividing plane 8 parallel to the dividing plane 5, and the upper crankcase 6, lower crankcase 7 and bottom crankcase 9 are connected to each other at 10. They are designed to be releasably connected.

また前記エンジン２のシリンダＩＩＵ、その上部が前方
へ位置するように前方へ傾斜さｎ、そのクランク軸１２
の中心線は前記クランクケース４の分割面５に一致さ扛
て、同クランク軸１２は上下クランクケース６．７に図
示さｎないベアリングを介して回転自在に軸支されてい
る。Further, the cylinder IIU of the engine 2 is tilted forward so that its upper part is located forward, and its crankshaft 12
The center line of the crankshaft 12 coincides with the dividing surface 5 of the crankcase 4, and the crankshaft 12 is rotatably supported by the upper and lower crankcases 6.7 via bearings (not shown).

さらに前記トランスミッション３のメイン軸１３も、そ
の中心線が前記クランクケース４の分割面５に一致した
状態で上下クランクケース６．７ＶＣ図示さ几ないベア
リングを介して回転自在に軸支さ扛、ミッションカウン
ター軸１４は、前記クランク軸１２の中心線を通る車体
水平軸線りに隣接した位置で前記上部クランクケース６
に回転自在に軸支さｎている。Furthermore, the main shaft 13 of the transmission 3 is also rotatably supported through the upper and lower crankcases 6.7VC through bearings (not shown) with its center line aligned with the dividing surface 5 of the crankcase 4. The counter shaft 14 is connected to the upper crankcase 6 at a position adjacent to the horizontal axis of the vehicle body passing through the center line of the crankshaft 12.
It is rotatably supported on the shaft.

さらにまた前記クランク軸１２と一体のドライブスプロ
ケット１５ハ、ミッションメイン軸■３と一体のミッシ
ョンスプロケット１７にチェｙ　１６　ｆ　介’して連
結されている。Furthermore, a drive sprocket 15, which is integral with the crankshaft 12, is connected to a mission sprocket 17, which is integral with the mission main shaft 3, via a chain 16f.

またメイン軸１３に数個のギヤ１８が相対的には回転し
ないが軸方向には移動自在に嵌合さｎると＼もに、ミッ
ションカウンター軸１４にも数個のギヤ１９が相対的に
は回転しないが軸方向には移動自在゛に嵌合さ扛、ギヤ
シフトフォークガイドシャフト２０に軸方向へ移動自在
に嵌合されているギヤフォーク２１と、ギヤシフトフォ
ークガイドシャフト２２に軸方向へ移動自在に嵌合さｔ
ているギヤフォーク２３とは、ギヤシフトドラムＵのガ
イド溝（図示されず）に案内さ扛、適宜軸方向に移〜勧
さｎ、ギヤ１８．１９は選択的に噛合され、所要の変速
比が得らｎるようになっている。In addition, several gears 18 are fitted to the main shaft 13 so that they do not rotate relative to each other but are movable in the axial direction, and several gears 19 are also fitted to the mission counter shaft 14 so that they can move freely in the axial direction. The gear fork 21 is fitted into the gear shift fork guide shaft 20 so as to be movable in the axial direction, and the gear shift fork guide shaft 22 is movable in the axial direction. mated to
The gear fork 23 is guided by a guide groove (not shown) of the gear shift drum U and moved in the axial direction as appropriate, and the gears 18 and 19 are selectively engaged to adjust the required speed ratio. It is designed to be obtained.

さらにエンジン２とトランスミッション３との中間に位
置してクランクケース４の上方にスタータモータ２６が
配設され１図示されない伝達機構を介してクランク軸１
２に連結されており、始動時に、スタータモータ２６の
回転力がクランク軸１２に伝達されてエンジン２が始動
されるようＫなっている。Further, a starter motor 26 is disposed above the crankcase 4 and is located between the engine 2 and the transmission 3, and is connected to the crankshaft 1 via a transmission mechanism (not shown).
2, so that the rotational force of the starter motor 26 is transmitted to the crankshaft 12 and the engine 2 is started at the time of starting.

さら＆Ｃまたスタータモータ２６の上方でエンジン２の
後部にキャブレターｎが配設されており、同キャブレー
タ−２７でガソリンが空気と混合さ：ｎ＊混合気はエン
ジン２に供給されるようになっている０ 図示の実施例は前記したように構成されているので、工
／ジ／２が稼動状態になると、ドライブスプロケット１
５よりチェ７ｌ６金介してトランスミッション３のスプ
ロケツ）　１７に回転力が伝達さｎ。Furthermore, a carburetor n is installed at the rear of the engine 2 above the starter motor 26, and the carburetor 27 mixes gasoline with air: n* The mixture is supplied to the engine 2. 0 Since the illustrated embodiment is configured as described above, when the machine/ji/2 is in operation, the drive sprocket 1
Rotational force is transmitted from 5 to sprocket 17 of transmission 3 through chain 7l6.

同トランスミッション３において適当な変速比に減速さ
ｎ、チェノδを介して図示されないリヤホイールに回転
力が伝達される。In the same transmission 3, the speed is reduced to an appropriate gear ratio (n), and the rotational force is transmitted to a rear wheel (not shown) via a chain wheel (δ).

また上下クランクケース６．７ｔ−分割し、クランク軸
１２とミッションメイン軸１３ｅ軸支する分割面５が傾
斜しているため、クランク軸１２とメイン軸１３との水
平軸間距離が短縮さ扛、シかもミッションメイン軸ｔ３
に対しミッションカウンター軸１４が斜後上方へ向は約
４５°の角度をなした個肩に位置しているため、ミッシ
ョン軸１３とミッションカウンター軸１４との水平軸間
距離が著しく短縮され。In addition, the upper and lower crankcases 6.7t are divided, and the dividing surface 5 that supports the crankshaft 12 and the mission main shaft 13e is inclined, so that the horizontal distance between the crankshaft 12 and the main shaft 13 is shortened. Mission main axis t3
On the other hand, since the mission counter shaft 14 is located on the shoulder at an angle of about 45 degrees in the diagonal upward direction, the horizontal distance between the mission shaft 13 and the mission counter shaft 14 is significantly shortened.

従ってクランク軸１２とξツションカウンター軸１４と
の水平方向軸間距離が大巾に短縮さ扛、ノクワーユニッ
）１０前後長が短かくなる。Therefore, the distance between the crankshaft 12 and the ξ tension counter shaft 14 in the horizontal direction is greatly shortened, and the length of the crankshaft 10 is also shortened.

さらにエンジン２のシリンダ１１が前傾され、その後方
下部にスタータモータ託が配設されると＼もにキャブレ
ターｎがその上方に配設されているため、パワーユニッ
トｌの上下高さが低くなる。Further, when the cylinder 11 of the engine 2 is tilted forward and the starter motor is disposed at the lower rear thereof, the vertical height of the power unit 1 is reduced because the carburetor n is disposed above it.

このため、パワーユニットｌは全体としてコンパクト化
さｎると＼もに軽量化さｎる。For this reason, the power unit l is made both compact and lightweight as a whole.

さらにパワーユニット１の高さが低くなるため。Furthermore, the height of the power unit 1 is reduced.

図示さｎないフレームおよびガソリンタンクとに対−ｒ
る空間が広くなり、パワーユニツ）ｌの組付け、取外し
および保守が容易に遂行される。With respect to the frame and gasoline tank (not shown)
This increases the space available for the power unit, and facilitates assembly, removal, and maintenance of the power unit.

本発明は、前記したようにクランクケースを上下二分割
にて形成し、それらの接合面間にクランク軸およびミッ
ションメイン軸を軸支すると＼もに、ミッションカウン
ター軸を上方クランクケースに軸支し、前記上下クラン
クケース會車体の水平軸線に対し後下方へ傾斜形成した
＼め、前記クランク軸およびミッションカウンター軸の
水平軸間距離を著しく短縮し、パワーユニットの前後長
を大巾に縮小することができる。In the present invention, as described above, the crankcase is formed into upper and lower halves, and the crankshaft and the mission main shaft are pivotally supported between the joint surfaces thereof, and the mission counter shaft is pivotally supported in the upper crankcase. Since the upper and lower crankcases are inclined rearward and downward with respect to the horizontal axis of the vehicle body, the distance between the horizontal axes of the crankshaft and the mission counter shaft can be significantly shortened, and the front-rear length of the power unit can be greatly reduced. can.

また本発明においてに、エンジンのシリンダ上部を前方
へ傾斜形成した＼め、前記エンジンの後方に付設される
スタータモータ、キャブレターの如き補機の配置が楽と
なると＼もに、前記パワーユニットの高が低くなシ、フ
レームおよび燃料タンクとのクリアランスが充分取れ、
パワーユニットの搭載および保守が楽になる。Further, in the present invention, since the upper part of the cylinder of the engine is formed to be inclined forward, it is easier to arrange auxiliary equipment such as a starter motor and a carburetor attached to the rear of the engine, and the height of the power unit is also increased. There is sufficient clearance between the low chassis, frame and fuel tank.
Installation and maintenance of the power unit becomes easier.

以上本発明を図面に図示さｎた実施例について詳細に説
明したが８本発明にこのような実施例に限定さ扛ること
なく１本発明の精神を逸脱しない範囲内で必要に応じて
適宜自由−に設計の改変を施しうるものである。Although the present invention has been described above in detail with respect to the embodiments illustrated in the drawings, the present invention is not limited to such embodiments, and may be modified as necessary without departing from the spirit of the present invention. The design can be modified freely.

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

図面は本発明に係る自動二輪車用パワーユニットの一実
施例を図示した一部欠截側面図である。 ｌ・・・パワーユニット、２・・・ガソリンエンジン。 ３・・・トランスミッション、４・・・クランクケース
。 ５・・・分割面、６・・・上部クランクケース、７・・
・下部クランクケース、８・・・分割面、９・・・底部
クランクケース、１０・・・ボルト、１１・・・シリン
ダ、１２・・・クランク軸、　１３・・・ミッションメ
イン軸、１４・・・ミッションカウンター軸、１５・・
・ドライブスプロケット、　１６・・・チェ７．１７・
・・ミッションスプロケット、１８−・ギヤ。 １９・・・ギヤ、２０・・・ギヤシフトフォークガイド
シャフト、２１・・・ギヤフォーク、２２・・・ギヤシ
フトフォークガイドシャフト、２３・・・ギヤフォーク
、２４・・・ギヤシフトドラム、５・・・チェ７，２６
・・・スタータモータ。 ２７・・・キャブレター。 代理人　弁理士　江　原　　　望 外１名The drawing is a partially cutaway side view illustrating an embodiment of a power unit for a motorcycle according to the present invention. l...power unit, 2...gasoline engine. 3...Transmission, 4...Crankcase. 5...Divided surface, 6...Upper crankcase, 7...
・Lower crankcase, 8...Divided surface, 9...Bottom crankcase, 10...Bolt, 11...Cylinder, 12...Crankshaft, 13...Mission main shaft, 14...・Mission counter axis, 15...
・Drive sprocket, 16...Che 7.17・
...Mission sprocket, 18-gear. 19... Gear, 20... Gear shift fork guide shaft, 21... Gear fork, 22... Gear shift fork guide shaft, 23... Gear fork, 24... Gear shift drum, 5... Che 7,26
...Starter motor. 27...Carburetor. Agent: Patent attorney Nozomi Ehara (1 person)

Claims (1)

【特許請求の範囲】[Claims] クランクケースを上下二分割にて形成し、それらの接合
面間にクランク軸およびミッションメイン軸を軸支する
と＼もに、ミッションカウンター軸を上方クランフケニ
スに軸支し、エンジンのシリンダ上一部を前方へ傾斜形
成し、かつ前記上下クランクケースを車体の水平軸線に
対し後下方へ傾斜形成したことを特徴とする自動二輪車
用パワーユニット。The crankcase is formed into an upper and lower halves, and the crankshaft and mission main shaft are supported between the joint surfaces.The mission counter shaft is also supported on the upper crankcase, and the upper part of the engine cylinder is moved forward. What is claimed is: 1. A power unit for a motorcycle, characterized in that the upper and lower crankcases are inclined rearward and downward with respect to a horizontal axis of a vehicle body.
JP14177281A 1981-09-10 1981-09-10 Power unit for motorcycle Granted JPS5844227A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP14177281A JPS5844227A (en) 1981-09-10 1981-09-10 Power unit for motorcycle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP14177281A JPS5844227A (en) 1981-09-10 1981-09-10 Power unit for motorcycle

Publications (2)

Publication Number Publication Date
JPS5844227A true JPS5844227A (en) 1983-03-15
JPH0122457B2 JPH0122457B2 (en) 1989-04-26

Family

ID=15299811

Family Applications (1)

Application Number Title Priority Date Filing Date
JP14177281A Granted JPS5844227A (en) 1981-09-10 1981-09-10 Power unit for motorcycle

Country Status (1)

Country Link
JP (1) JPS5844227A (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02104919A (en) * 1988-10-13 1990-04-17 Honda Motor Co Ltd Automobile engine
ES2174710A1 (en) * 1999-06-24 2002-11-01 Honda Giken Kogyo Kavushiki Ka Power unit for motorcycle
JP2009002271A (en) * 2007-06-22 2009-01-08 Honda Motor Co Ltd Power unit for motorcycle

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5516090U (en) * 1979-08-13 1980-02-01
JPS5655735U (en) * 1979-10-04 1981-05-14

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5516090U (en) * 1979-08-13 1980-02-01
JPS5655735U (en) * 1979-10-04 1981-05-14

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02104919A (en) * 1988-10-13 1990-04-17 Honda Motor Co Ltd Automobile engine
ES2174710A1 (en) * 1999-06-24 2002-11-01 Honda Giken Kogyo Kavushiki Ka Power unit for motorcycle
JP2009002271A (en) * 2007-06-22 2009-01-08 Honda Motor Co Ltd Power unit for motorcycle

Also Published As

Publication number Publication date
JPH0122457B2 (en) 1989-04-26

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