JPS5915612A - Overhead camshaft type longitudinal v-engine - Google Patents
Overhead camshaft type longitudinal v-engineInfo
- Publication number
- JPS5915612A JPS5915612A JP12296782A JP12296782A JPS5915612A JP S5915612 A JPS5915612 A JP S5915612A JP 12296782 A JP12296782 A JP 12296782A JP 12296782 A JP12296782 A JP 12296782A JP S5915612 A JPS5915612 A JP S5915612A
- Authority
- JP
- Japan
- Prior art keywords
- bank
- engine
- crankshaft
- clutch
- intermediate 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
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
- 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
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/022—Chain drive
-
- 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
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/024—Belt drive
-
- 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
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/08—Endless member is a chain
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- 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
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
- F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
- F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
Abstract
Description
【発明の詳細な説明】
た２つのバンクを備え、各バンクＧこは頭上カム軸が配
設されている頭上カム軸式前後■型エンジンに関するも
のである。DETAILED DESCRIPTION OF THE INVENTION This invention relates to an overhead camshaft type front and rear type engine, which has two banks, each bank having an overhead camshaft.
前傾および後傾する２つのバンクを備えた前後■型エン
ジンにおいて、各バンクに頭上カム（１＋を配し、この
カム軸をクランク軸に巻掛けられたカムチェーンによっ
て駆動するものが従来よりある。Conventionally, in a front-rear type engine with two banks tilting forward and backward, each bank is equipped with an overhead cam (1+), and this camshaft is driven by a cam chain wrapped around the crankshaft. .
一方、組立を容易Ｇこするために、クランク今一スを上
下割りとし、その台面間にクランク軸」５よび変速機軸
を互いに平行に配置したものがある。On the other hand, in order to facilitate assembly, there is a type in which the crank base is divided into upper and lower parts, and the crank shaft 5 and the transmission shaft are arranged parallel to each other between the upper and lower surfaces.
コ（７） 、Ｊ： ウなＶ型エンジンでは、台面をほぼ
水゛１′−にすることが多いため、後バンクのカム軸を
駆ＩＩＩＪｌするカムチェーンをクラッチ側に配置しよ
うとすると、このカムチェーンが大径のクラッチに干渉
する。従って後バンクを前傾させるかまたはクラッチと
カムチェーンをずらせてクラッチをエンジン側方へ突出
せざるを得す、エンジンの大型化を招くという問題があ
った。KO (7), J: In the case of a V-type engine, the base surface is often made almost water, so if you try to place the cam chain that drives the rear bank camshaft on the clutch side, this The cam chain interferes with the large diameter clutch. Therefore, there is a problem in that the rear bank must be tilted forward or the clutch and cam chain must be shifted to project the clutch to the side of the engine, resulting in an increase in the size of the engine.
不発明はこのような事情に鑑みなされたもので後バンク
のノノムチェーンをクラッチ側Ｇこ、役けてもクラッチ
とノＪムチェーンとの干渉を生ずることなく配置可能と
する頭上カム軸式前後Ｖ型エンジンを提供することを目
的とする０
不発明はこび）１」的を達成するため、クランクケース
の１方に前傾および後傾した各バンクを配置１・１１＋
の−［１１１Ｇこクランク軸と連結するクラッチを配設
した前後Ｖ型エンジンにおいて、前記各バンクの挟め角
内に後バンクの頭上カム軸をカムチェーンに」：り駆動
する中間軸を配置する一方、前ｄ１−１中１１１し１ｑ
］１とクランク軸とをクラッチと同側Ｏこ配置した動力
伝達手段Ｇこより動力伝達する構成とした。以−１・図
示の実施例に基づき、不発明の詳細な説明する。The invention was made in view of these circumstances, and the overhead camshaft type front and rear design allows the rear bank Nonom chain to be placed on the clutch side without causing any interference between the clutch and the Nonom chain. In order to achieve the objective of providing a V-type engine, forward and backward inclined banks were placed on one side of the crankcase.
- [111G] In a front and rear V-type engine equipped with a clutch connected to the crankshaft, an intermediate shaft is arranged within the angle between the banks to drive the overhead camshaft of the rear bank to the cam chain. , 111 in previous d1-1 1q
] 1 and the crankshaft are configured to transmit power from a power transmission means G arranged on the same side as the clutch. Hereinafter, the invention will be described in detail based on the illustrated embodiment.
第１図は不発明の一実施例を適用した自動二輪第１図に
おいて符号１０は水冷式頭上カム軸式１）１（後■型エ
ンジンである。このエンジン１０は１その１）１１部が
ダウンチューブ１２に、その後部がメインデユープ１４
の下端Ｇこそれぞれ固定されている。メ・インデユープ
１４およびダウンデユープ３１２の上端はステアリング
−ヘッドバイブ１６ＬＬ固着され、このヘッドパイプ１
６（こは）ＩＪンド７オーク１８が取イ（１けられてい
る。２０はこの−７（１ントフオークＩＥＨこ取イ（１
けられた前輪、２２は］・ンドルバーである。２４はヘ
ッドパイプ１６後Ｊｊのメインパイプ１４」−に取付け
られた炒１′１タン・り、２６はその後方の運転シート
、２８は後輪てあイ）。FIG. 1 shows a motorcycle to which an embodiment of the invention is applied. In FIG. The main duplex 14 is located at the rear of the down tube 12.
The lower ends G of each are fixed. A steering head vibe 16LL is fixed to the upper ends of the main intermediate pipe 14 and the down duplex 312, and this head pipe 1
6 (koha) IJ nd 7 orc 18 is taken (1 digit is taken. 20 is this -7 (1 nt fork IEH taken (1 digit)
The front wheel that was kicked off, 22, is the end bar. 24 is the rear wheel 1'1 tongue attached to the main pipe 14'' behind the head pipe 16, 26 is the driver's seat behind it, and 28 is the rear wheel.
またろ０はダウンチューブ１２に取イ〈１けらねたラジ
エタであって、エンジグ１Ｏ内全循環１−る冷却水を冷
却する。The radiator 0 is installed in the down tube 12 and cools the cooling water that circulates throughout the engine 10.
次にエンジン１０を第２、ろ図に基づき説明′４−る。Next, the engine 10 will be explained based on the second diagram.
このエンジン１０は前傾する前バンク３２と後傾する後
バンク３４とを備え、これらはクランクケースろ６−ヒ
に位置する。クランクケースろ６は−Ｌ下割りのもので
、上ケース３６Ａと１・″ウース６６Ｂとで形成される
。Ｊ、・下ケースろ６Δ、６６Ｂの台面間には、前から
順にノ・ランスウェイトろ８、クランク軸４０、主＋ｆ
ｌｌＩ＋ ４２ 、副軸４４が回転自在に保持されてい
る。ノ・ランスウェイＩ・ろ８はクランク軸４０と通方
向−＼同沖で回転し、クランク）ＩＩｌｊＩ４０の一次
振動を主として吸収する作用を持つ。主軸４２、副軸４
４４こは多数の変速歯１１＜ Ｒ’（が設けられ、これ
らにより公知の常時化合式変速佛４６が形成される。な
お−４−ケース３６Ａにし４各バンクろ２、ろ４のシリ
ンダが一体に形成さね、ンリンダヘッド４７ （４７
ａ、、４７ｂ）がこのシリンダに長ボルト （図示せず
）によって固定されている。This engine 10 includes a front bank 32 that leans forward and a rear bank 34 that leans back, and these are located in the crankcase slot 6-1. The crankcase slot 6 has a -L bottom split, and is formed by an upper case 36A and a 1.'' worm 66B. Lo 8, crankshaft 40, main +f
llI+ 42 and a subshaft 44 are rotatably held. The runway I/ro 8 rotates in the same direction as the crankshaft 40, and has the function of mainly absorbing the primary vibration of the crank) IIljI40. Main shaft 42, sub shaft 4
44 is provided with a large number of gear change teeth 11<R', and these form a known continuous combination type gear change gear 46.In addition, in the case 36A, the cylinders of each bank filter 2 and filter 4 are integrated. Form the cylinder head 47 (47
a, 47b) are fixed to this cylinder by long bolts (not shown).
このエンジン１０は、４つの気筒を備える。クランク軸
４０は１８０°位相差を持つクランクビン’ｌ ８ ａ
Ｎ ４８ ｂと、４個のクランクウェブ５０ａ〜５０
ｄと、６つのジャーナル部５２（５２ａＳ５２ｂ％ ５
２ｃ）を備える。各クランクピン４８Ｇこけ、後バンク
ろ４のピストン５４（５４ａ。This engine 10 includes four cylinders. The crankshaft 40 is a crankshaft with a 180° phase difference.
N48b and four crank webs 50a-50
d, and six journal parts 52 (52aS52b% 5
2c). Each crank pin 48G is broken, and the piston 54 (54a) of the rear bank roller 4.
５４１） ）をつなぐコンロッド５６ （５６ａ、 ５
６ｂ）カ／Ｉ： １１１１１ Ｌこ、また前バンクろ２
のピストン５８（−Ｈのみ図示）をつなくコンロッド６
０（６０ａ。connecting rod 56 (56a, 5
6b) Ka/I: 11111 L, also front bank Ro 2
Connect the connecting rod 6 to the piston 58 (-H only shown).
0 (60a.
６ Ｄ Ｉｌ＋ ）がイ］１側Ｇこそれぞれ取イ＼」け
られている。この結宋、ｔ）’Ｉバンクろ２はエンジン
１０の中心線に文＝ｊしてイｒ ｎ１ｌｌ ｃこ、また
峰バンクろ４は左側にそれぞれ偏位することになる。6 D Il+ ) is removed. In this conclusion, t)'I bank 2 will be aligned with the center line of the engine 10, and peak bank 4 will be offset to the left.
クランク軸４０は前記十・下ケースろ６Ａ。The crankshaft 40 is the tenth and lower case slot 6A.
３６Ｂ間に、平軸受５１ （５１ａ、５１ｂ、５１ｃ
）を介して３ケ所のジャーナル部５２ｃ二おいて保持さ
れている。クランク軸４０の左方の突出端には公知のフ
ライホイールマグネト−６２が取（＝Ｉ’ ！−Ｊられ
、右方の突出端にはスプロケット６４が１ヒ成されてい
る。Between 36B, flat bearings 51 (51a, 51b, 51c
) is held at three journal portions 52c. A known flywheel magneto 62 is attached to the left protruding end of the crankshaft 40, and a sprocket 64 is attached to the right protruding end.
６６は、各パンクロ２、乙４の挟み角内（こ配設された
中間軸である。この中間軸６６はスプロケット６８を備
え、クランク軸４０のスプロケット６４との間に巻掛け
られたチェーン７ ［］による動力伝達手段を介して、
クランク軸４０により回転される。各バンク３２、ろ４
は、それぞわ２市の頭上カム軸７２ （７２ａ、７２
ｂ） 、７４（７４ａ、。Reference numeral 66 denotes an intermediate shaft disposed within the angle between each of the panchromators 2 and Otsu 4. This intermediate shaft 66 is equipped with a sprocket 68, and the chain 7 is wound between it and the sprocket 64 of the crankshaft 40. Through the power transmission means by [ ],
It is rotated by a crankshaft 40. Each bank 32, ro 4
are the overhead camshafts 72 (72a, 72
b), 74 (74a,.
７４ｂ）を備える。前バンクろ２のｈｊ＼軸７２＆：］
前バンクろ２の偏位方向（右側）と反λ・Ｉの側方に配
設されたカムチェーン７６を介して、中間軸６６により
駆動される。後バンクろ４のカッ・軸７４は、後バンク
ろ４の偏位方向（左側）と反２１σ）側方に配設された
ノノムチェーン７８を介し一中間１１１＋ ６６ ｃ、
−より駆動される。ノ１１＼輔７２，７４は−ｆ−：＋
−−ン７０．７６．７Ｂを介し、クランク軸、１０の１
′分の速庶て回転し、公知の１νに気Ｊ７゛、Ｕ１気Ｒ
を１？＜動゛４る。クランク軸４０は第２図て反時ｄ１
１７向／＼回転する。８ｆ］ （８０ａ、８１１ｂ５．
８２（８２ａ、、８２ｂ）はカムチェーン７６．７８の
張り（（＋１ ｊｉ−１：び弛み側に摺接するヂエーン
ガイドで、（；）す、４．＋ｒＢこ弛み側のチェーンガ
イド８２は弧状にハ曲している。８ろ（８ろａ１８ろｈ
）はこのチー１−ンガイ＋・’ ８２に［１：力を加え
るチェーンテンシー１すである。74b). Front bank lower 2 hj\axis 72&:]
It is driven by an intermediate shaft 66 via a cam chain 76 disposed on the side opposite to the deflection direction (right side) of the front bank filter 2 and anti-λ·I. The cup shaft 74 of the rear bank roller 4 is connected to one intermediate point 111+66c via a nonom chain 78 disposed on the side opposite to the deflection direction (left side) of the rear bank roller 4 (21σ).
- driven by.ノ11＼72,74 is -f-:+
-- Through the connector 70.76.7B, the crankshaft, 1 of 10
It rotates at the speed of '', and the known 1ν has ki J7゛, U1 ki R
1? <I'm moving. The crankshaft 40 is counterclockwise d1 in FIG.
17 direction/\ Rotate. 8f] (80a, 811b5.
82 (82a, 82b) are chain guides that slide in contact with the slack side of the cam chain 76. It's bent. 8ro (8ro a18roh)
) is the chain tension 1 that applies [1: force to this chain 1-ngai+・'82.
３３４は湿式多板クラッチであり、前記変速機／１６の
１軸４２のイｉ端、１−なわちクランク軸４０の後Ｊｊ
て、か１）後パンクロ４の偏位ノｊ向と逆のｆ１１１部
り、二Ｉｌ’Ｖ （・ＨＪら才１ている。このクラ゛ン
チ８４のハウジング８６には減速入歯屯８Ｂが固定され
ている。334 is a wet type multi-disc clutch, which is connected to the i end of the first shaft 42 of the transmission/16, that is, after the crankshaft 40.
1) The f111 part is opposite to the deflection direction of the rear pan black 4, and the second Il'V (HJ et al.) is fixed to the housing 86 of this clutch 84. has been done.
−・方前記クランク軸４０には、クラッチ８４側のし゛
ヤーナル部５２ｃを保持する平軸受５１ｃと、この１１
ｑ１１受５１ｃに般も近いクランクウェブ５０ｄとの間
Ｃ，＝位置するよう、減速小歯車９０が固りされている
。この歯車９０は減速人山車８８＋こ棟台している。な
お第ろ図において、クランク４ｉｂ ４ ［Ｉに、減速
小歯車９０と略対称な位置に固着さゎた歯車９２は、Ｉ
ＩＩ記バランスウェイト３８（第２１１を駆動する。- On the crankshaft 40, there is a flat bearing 51c that holds the circular portion 52c on the clutch 84 side, and
The reduction gear 90 is fixed so as to be located between the crank web 50d and the Q11 bridge 51c. This gear 90 serves as a deceleration float 88+. In the figure, the gear 92 fixed to the crank 4ib 4 [I in a position substantially symmetrical to the reduction gear 90 is
II. Balance weight 38 (211th) is driven.
Ｍ記副軸４４の左端にはスプロケット９４が固定され、
このスプロケット９４と、前Ｎｔ［Ｊａｒ２ｓのスプロ
ケット９６とには駆動チェーン９８が巻掛けられている
。A sprocket 94 is fixed to the left end of the subshaft 44 marked M,
A drive chain 98 is wound around this sprocket 94 and the front Nt[Jar2s sprocket 96.
次にこの実施例の動作を説明する。クランク４ｑ１１４
［コの回転により、中間軸６６、力１８輔７２．７４が
所定のタイミングで回転し、吸・拮気弁か開閉する。ま
たクランク軸４０の回転Ｃ」減速率・人歯屯９０．８８
を介してクラッチハウジング８６へ伝えられ、変速機４
６、スプロケット９４、チェーン９８、スプロケット９
６を介して後輪２３３へ伝えられる。Next, the operation of this embodiment will be explained. crank 4q114
[Due to the rotation of , the intermediate shaft 66 and the force 18 72.74 rotate at a predetermined timing, opening and closing the suction and antagonism valves. In addition, the rotation C of the crankshaft 40 has a deceleration rate of 90.88
is transmitted to the clutch housing 86 via the transmission 4
6, sprocket 94, chain 98, sprocket 9
6 to the rear wheels 233.
クランク軸４０の回転は中間軸６６を介してカムチェー
ン７６．７Ｂに伝えられるので、後バンクろ４の）Ｊム
チェーン７８は、クランク軸４０後方のクラッチ８４か
ら大きく離れることになる。Since the rotation of the crankshaft 40 is transmitted to the cam chain 76.7B via the intermediate shaft 66, the J cam chain 78 of the rear bank roller 4 is moved far away from the clutch 84 at the rear of the crankshaft 40.
従ってクラッチ８４は、カムチェーン７８との干渉全問
１＋こすることなくエンジン中心側へ寄せて配設するこ
とがｒＩｆ能になり、クラッチ８４のエンジン側方への
突出量を非常Ｇこ少なくすることがてきる。Therefore, it is possible to arrange the clutch 84 closer to the center of the engine without causing any interference with the cam chain 78 and rubbing, and the amount of protrusion of the clutch 84 to the side of the engine is reduced by an extremely large amount. Something will happen.
またカムチェーン７８がクラッチ８４から離れることか
ら、逆に後バンクろ４を十分に大きく後傾させることが
可能になる。このため後バンクがｔケース３６Ａの」−
面に接近し、エンジン１０の全高および全長を縮めるこ
とができ、エンジンの小型化、コンパクト化が図れる。Moreover, since the cam chain 78 is separated from the clutch 84, it becomes possible to tilt the rear bank filter 4 sufficiently far backward. Therefore, the rear bank is T case 36A.
The overall height and overall length of the engine 10 can be reduced by approaching the surface, and the engine can be made smaller and more compact.
特にこの実施例では後バ〉りろ４のカムチェーン７８の
弛み側がクラッチ８４側となるようＧこ構成し、ここに
弓状のチェーンガイド８２ｂを配設したので、ノＪムチ
ェーン７８、チェーンガイド８２ｂとクラッチ８４との
間隔が増大する。このため後バンク３４（４−・層人き
く後傾させることができ、不発明の効ｌ杖Ｉ！ −トン
′；（ｌイ上“パ１１−ものとなる。In particular, in this embodiment, the slack side of the cam chain 78 of the rear bar roller 4 is configured so that it is on the clutch 84 side, and the arcuate chain guide 82b is disposed here. The distance between 82b and clutch 84 increases. For this reason, the rear bank 34 (4-layer) can be tilted backwards, resulting in an inventive effect.
なお以」二の実施例では各バンク３２、ろ４にそれぞれ
２本のカムイ１（を備えるが、不発明ζ−ｔ Ｉ Ｗｉ
ｌカム軸式のものＧこも適用でき、このようなものも
包含するものである。またクランク軸４０と中間軸６６
“との間の動力伝達手段として、この実施例ではチェー
ン７０を用いるが、歯車伝動など他の手段を採用しても
よいことはもちろんである。In addition, in the second embodiment, each bank 32 and filter 4 are provided with two kamui 1, but the uninvented ζ-t I Wi
A camshaft type one is also applicable and includes such a thing. In addition, the crankshaft 40 and the intermediate shaft 66
In this embodiment, a chain 70 is used as a power transmission means between the two, but it goes without saying that other means such as gear transmission may be used.
不発明は以上のように、クランク軸σ）回転を、各バン
クの挟み角内に配置した中間軸Ｇこ一世伝達し、その後
中間軸の回転を後バンクの頭Ｊｌ ツノｌ＼軸へカムチ
ェーンで伝達するよう（こ構成したから、カムチェーン
がクラッチと干渉することがなく、従って、後バンクの
後傾自由度を増すことができる。またクラッチとカムチ
ェーンをずらせて配置する必要がなくなるので、クラッ
チのエンジン側方への突出量を少なくできエンジンの大
型化”；−１１ｊＪ止できる。As described above, the invention transmits the rotation of the crankshaft σ to the intermediate shaft G arranged within the angle between each bank, and then the rotation of the intermediate shaft is transferred to the head of the rear bank by the cam chain. (Because of this configuration, the cam chain does not interfere with the clutch, and therefore the degree of freedom for rearward tilting of the rear bank can be increased. Also, there is no need to stagger the clutch and cam chain.) , the amount of protrusion of the clutch to the side of the engine can be reduced, and the engine can be prevented from becoming larger.
なお前記中間軸と後バンクの頭−１１−ｈ Ｊ、ｉｌｉ
＋ｂを連動するカムチェーンの回転方向を、クラ：／
−ｆ−１こ近い側がカムチェーンの弛み側となるよう６
１ ｊわ６■、弛み側のカムチェーンが張り側のカムチ
ェー〕／側に引込まれる。従って、後バンクを更にクラ
ッチに近接でき、後バンクの後傾自由度を更に増すこと
ができる。Note that the intermediate shaft and the head of the rear bank-11-h J, ili
The rotation direction of the cam chain that interlocks +b is changed to: /
6 so that the side closest to -f-1 is the slack side of the cam chain.
1) The slack side cam chain is pulled into the tight side cam chain. Therefore, the rear bank can be brought closer to the clutch, and the degree of freedom of rearward tilting of the rear bank can be further increased.
第１図は本発明の一実施例を用いた自動二輪中の側面図
、第２図はエンジンの側面図、第ろ図はぞの■−■線付
近の断面図である。
１０・・・エンジン、６２・°゛１１１１１１バンク・
・後バンク、６６・°°中間軸、７０・・・動力伝達手
段としてのヂエーン、７２．７４・・・カム軸、
７６．７８・・・カムチェーン、
８４°・°クラッチ。FIG. 1 is a side view of a motorcycle using an embodiment of the present invention, FIG. 2 is a side view of an engine, and FIG. 10...Engine, 62・°゛111111 bank・
- Rear bank, 66.° intermediate shaft, 70... chain as a power transmission means, 72.74... camshaft, 76.78... cam chain, 84°.° clutch.
Claims (1)
るとともＧこ、上下割りのクランクケースの台面間にク
ランク軸および変速機の主軸を平行に保持し、前記主軸
の一側には前記クランク軸ど連結するクラッチを配設し
た頭」ニカム軸式前後Ｖ型エンジンにおいて、前記各バ
ンクの挟み角内に後バンクの頭−Ｌカム軸をカムチェー
ンにより駆動する中間軸を配置する一方、前記中間軸と
クランク軸とをクラッチと同側に配置（また動力伝達手
段により動力伝達したことを特徴とする頭上カム軸式前
後Ｖ型エンジン。Each bank tilted forward is placed above the crankcase.''1-
The crankshaft and the main shaft of the transmission are held parallel to each other between the base surfaces of the upper and lower crankcase, and a clutch is arranged on one side of the main shaft to connect the crankshaft. In the front and rear V-type engine, an intermediate shaft that drives the head-L camshaft of the rear bank by a cam chain is arranged within the angle between the banks, and the intermediate shaft and the crankshaft are arranged on the same side as the clutch. (Also, an overhead camshaft front and rear V-type engine that transmits power using a power transmission means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12296782A JPS5915612A (en) | 1982-07-16 | 1982-07-16 | Overhead camshaft type longitudinal v-engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12296782A JPS5915612A (en) | 1982-07-16 | 1982-07-16 | Overhead camshaft type longitudinal v-engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5915612A true JPS5915612A (en) | 1984-01-26 |
| JPH0475364B2 JPH0475364B2 (en) | 1992-11-30 |
Family
ID=14849033
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12296782A Granted JPS5915612A (en) | 1982-07-16 | 1982-07-16 | Overhead camshaft type longitudinal v-engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5915612A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4576127A (en) * | 1984-05-14 | 1986-03-18 | Nissan Motor Co., Ltd. | Valve timing control device for an internal combustion engine |
| JPS61147342U (en) * | 1985-03-05 | 1986-09-11 | ||
| US4643143A (en) * | 1984-05-01 | 1987-02-17 | Yamaha Hatsudoki Kabushiki Kaisha | Valve driving means for V-type engine of vehicle |
| US4674452A (en) * | 1985-05-29 | 1987-06-23 | Mazda Motor Corporation | Camshaft driving system for internal combustion engine |
| US4716864A (en) * | 1984-06-06 | 1988-01-05 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Camshaft drive for an internal combustion engine |
| US4750455A (en) * | 1985-08-06 | 1988-06-14 | Mazda Motor Corporation | Camshaft driving device for internal combustion engine |
| US4966106A (en) * | 1988-12-21 | 1990-10-30 | Nissan Motor Co., Ltd. | Camshaft driving arrangement for double overhead camshaft engine |
| US5010855A (en) * | 1988-12-26 | 1991-04-30 | Nissan Motor Company, Ltd. Of No. 2 | Camshaft driving arrangement for double overhead camshaft engine |
| US5014655A (en) * | 1989-07-01 | 1991-05-14 | Dr. Ing. H.C.F. Porsche Ag | Camshaft drive of a multi-cylinder V-engine |
| US5033421A (en) * | 1989-02-15 | 1991-07-23 | Yamaha Hatsudoki Kabushiki Kaisha | V type engine |
| USRE37798E1 (en) * | 1984-05-01 | 2002-07-23 | Yamaha Hatsudoki Kabushiki Kaisha | Valve driving means for V-type engine of vehicle |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5683507A (en) * | 1979-12-10 | 1981-07-08 | Yamaha Motor Co Ltd | V-type engine for use in autobicycle |
| JPS56118507A (en) * | 1980-02-23 | 1981-09-17 | Yamaha Motor Co Ltd | Driver for over head cam shaft of engine |
-
1982
- 1982-07-16 JP JP12296782A patent/JPS5915612A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5683507A (en) * | 1979-12-10 | 1981-07-08 | Yamaha Motor Co Ltd | V-type engine for use in autobicycle |
| JPS56118507A (en) * | 1980-02-23 | 1981-09-17 | Yamaha Motor Co Ltd | Driver for over head cam shaft of engine |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4643143A (en) * | 1984-05-01 | 1987-02-17 | Yamaha Hatsudoki Kabushiki Kaisha | Valve driving means for V-type engine of vehicle |
| USRE37798E1 (en) * | 1984-05-01 | 2002-07-23 | Yamaha Hatsudoki Kabushiki Kaisha | Valve driving means for V-type engine of vehicle |
| US4576127A (en) * | 1984-05-14 | 1986-03-18 | Nissan Motor Co., Ltd. | Valve timing control device for an internal combustion engine |
| US4716864A (en) * | 1984-06-06 | 1988-01-05 | Dr. Ing. H.C.F. Porsche Aktiengesellschaft | Camshaft drive for an internal combustion engine |
| JPS61147342U (en) * | 1985-03-05 | 1986-09-11 | ||
| US4674452A (en) * | 1985-05-29 | 1987-06-23 | Mazda Motor Corporation | Camshaft driving system for internal combustion engine |
| US4750455A (en) * | 1985-08-06 | 1988-06-14 | Mazda Motor Corporation | Camshaft driving device for internal combustion engine |
| US4966106A (en) * | 1988-12-21 | 1990-10-30 | Nissan Motor Co., Ltd. | Camshaft driving arrangement for double overhead camshaft engine |
| US5010855A (en) * | 1988-12-26 | 1991-04-30 | Nissan Motor Company, Ltd. Of No. 2 | Camshaft driving arrangement for double overhead camshaft engine |
| US5033421A (en) * | 1989-02-15 | 1991-07-23 | Yamaha Hatsudoki Kabushiki Kaisha | V type engine |
| US5014655A (en) * | 1989-07-01 | 1991-05-14 | Dr. Ing. H.C.F. Porsche Ag | Camshaft drive of a multi-cylinder V-engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0475364B2 (en) | 1992-11-30 |
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