JPS59170543A - Two cylinder four cycle internal combustion engine for motorcycle with crankshaft arranged in direction of travelling - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a two-cylinder four-stroke internal combustion engine having a structure according to the prerequisite concept of claim 1.

Publication “Das Motorr”
14/1974, pages 16 and 24/1980, pages 28 and 30, as well as the publication ``Penis (PS
) J 2/1981, pages 5 to 8, the known internal combustion engine of the octopus-type structure has a longitudinal axis of the cylinder in order to reduce the mass rotational moment due to the displacement of the vertical axis of the machine. fl, (T-angsversa
tz ) ff is very small. In this case, the crankshaft can be constructed as one piece without an intermediate bearing between the two crank pins or as a multi-part piece with an intermediate bearing. Due to the mass rotating significantly in the direction of one rotation of the machine, significant reversing moments about the longitudinal axis of the machine occur when the rotational speed changes.

The object of the invention is to further eliminate mass rotational and restoring moments by means of a compensating device, with less additional expenditure on structural components and with less additionally required space.

This problem is solved by the structure shown in the characteristic part of claim 1. The balance weight rotating in the opposite direction to the crankshaft of the intermediate shaft also generates a mass rotational moment and a return rotational moment in the opposite direction, so that a perfect balance of the counterweight is possible, and the balance is The constructions of claims 2 and 3, which are characterized by an increase in expense, weight, and space occupied by the use of a shaft and a cooperating counterweight circular track, balance the return rotation moment. Furthermore, in the configuration and balance, separate rotating mechanical assemblies and subassemblies can be used essentially without additional expense. In this case, the use of an additional intermediate shaft according to claim 2 is advantageous for a camshaft with a control housing that saves space and weight and an l:l chain or a toothed gear for the control wheel on the camshaft side. This results in the advantage of a spatially convenient arrangement of the attached belt transmission, and f'1. [There are additional costs associated with the placement, which will be compensated for more than 11 times.

The figure shows an embodiment of the process and its modification.

The 2-cylinder 4-stroke opposed engine for motorcycles is the first
In the figures and in FIG. 3, the engine has an engine casing I, two cylinders 2 arranged opposite each other, and a cylinder head 3 attached to the cylinders. Inside the casing I, a crankshaft 4 is rotatably supported by three bearings 5. The crankshaft 4 has two crank pins 6, and the crank pins have a crank angle of 1800
One piston 7 in each case is arranged so as not to rotate relative to each other in the direction of rotation and is guided in the cylinder 2, and is connected to the crank pin via a connecting rod 8. crank pin 6
A pair of crankshaft counterweights 9 are fixedly attached to the crank 4 so as to face each other. Depending on the spacing between the plurality of crank pins 6 in the axial direction of the crankshaft 4, both cylinders 2 are arranged in the same direction without being mutually spaced.

A flywheel IO is attached to the driven end of the crankshaft 4, and a gear 11 for driving the intermediate shaft 2 and other devices is attached to the other end. Above the intermediate shaft 12U and the crankshaft 4, two bearings 13VC and 13L are arranged parallel to the intermediate shaft at a slight interval. In addition to the gear 14 for meshing with the gear 11 on the crankshaft side, an air discharge rotary valve 15 for controlling the air discharge inside the engine casing is attached to one end of the intermediate shaft 12, and a belt or toothed belt for driving the generator 18. A pulley 16 for a transmission 17 is arranged. In an approximately central position between the bearings 13, the intermediate shaft 12 is fitted with a drive gear or helical gear 19 for an ignition device (not shown) and possibly a drive shaft of an oil pump (not shown). In both cross sections defined by the central axis of the cylinder 2, the intermediate shaft 12 has a diameter of 1. When one counterbalance mechanical turret weight 2I is installed, the two counterweights are at both rotational positions, one farthest from the crankshaft counterweight 9 and the other the most opposite position. Take. In the region of the rotational position where the crankshaft counterweight 9 and the counterweight 21 are closest to each other, the circular orbits of both are the same, so that one counterweight 21 is relevant. It fits between a pair of crankshaft counterweights 9. A pinion 22 for a chain drive 23 for another intermediate shaft 24 is attached to the free end of the intermediate shaft 12, and a 1:2 transmission for the chain drive 23 is attached to the other intermediate shaft. Gear 2 of size
5 and Cef 1 to cylinder head 3. 1 = 1
Two further gear wheels 26 for a toothed belt drive 27 are fitted. Crankshaft 4 and both intermediate shafts 12
, 24 [supported on dividing surface 1' of engine casing l]
1. The dividing plane is located at the vertical center plane of the engine.

Cylinder head 3 and base 1. zo n-1 camshafts 29
On the toothed bell +-, in each case, one further gear 28 for the drive 27 is fixed, the cam 1 controlling the valve 30 in the cylinder head 3.

The camshaft 4 and the intermediate shaft 12 are arranged at a narrow interval, and since the camshaft 4 and the intermediate shaft 12 are arranged with a l:I toothed belt drive section 27, a relatively small gear 28 can be used for the camshaft 29.
The space required for the overall structure of the engine can be reduced. By balancing the mass rotational moment from the form of the crankshaft 4 on the counterweight of the intermediate shaft 12, the direction of rotation is opposite to that of the crankshaft 4, so that at the same time the generator 18 and another intermediate shaft 24 and the camshaft 19, etc. another device driven in the same direction as well as its overall drive shunting gear 25;
26.

28, the counter-rotational moment that occurs when changing the rotational speed)? 2 Contribute to balance.

In the variant according to FIG. 2, the driven clutch 11° is arranged on the intermediate shaft 112. Therefore, on the one hand, in contrast to the embodiment of FIG. 1, the component of the rotating mass of the crankshaft 4 is additionally reduced, and on the other hand, the component of the mass rotating in the opposite direction to the crankshaft is increased by the driven clutch. The balance of the counter-rotating moments when changing the rotational speed is further increased in this way without the use of additional structural components.

[Brief Description of the Drawings] Figure 1 is a schematic central cross-sectional view of a two-cylinder four-stroke opposed engine for motorcycles, and Figure 2 is a portion showing a modification of the opposed engine shown in Figure 1, which has a driven clutch on the intermediate shaft. Figure, 3rd
The figure is a schematic front view of the opposed engine of FIGS. 1 and 2. 2...Cylinder 4...Crankshaft 6...
Crank pin 9...Crankshaft counterweight ■2...Intermediate shaft 20...Cross section 21...Balancing counterweight

Claims (4)

[Claims] (1) The cylinders (2) are arranged opposite to each other and are not arranged in the direction of the crankshaft (4), and the two crank pins (6) of the crankshaft (4) are arranged 180° in the direction of rotation of the crank. The intermediate shaft (2) is arranged parallel to the crankshaft (4) and is driven to rotate in the opposite direction. n, arranged so as to extend in the running direction; 1. Crankshaft (4)? In a two-cylinder four-stroke internal combustion engine for motorcycles, etc., the intermediate shaft (12) has a transmission ratio of L:l with respect to the crankshaft (4), and the free mass coming from the hole of the crank pin (6) In order to balance the rotational moment, the counterweight (2I) is placed on the center axis of the intermediate shaft (12) and the crankshaft counterweight (2I), and is arranged so as to take the extreme outermost position of rotation, which is farthest from the crankshaft counterweight; Balanced counterweight (
A two-cylinder four-stroke internal combustion engine characterized in that the circular orbit of 2) and the circular orbit of the crankshaft counterweight (9) intersect with each other. (2) A further intermediate shaft (24) parallel to the crankshaft (4) K to the drive connection to the camshaft (3) is arranged in the engine engine (1), said further intermediate shaft is connected to the crankshaft (4) and has a transmission ratio of approximately 1=2 on the one hand and in the opposite direction of rotation, and on the other hand, the further intermediate shaft (24) each has a chain or toothed belt transmission ( 27) [The camshaft (29) is arranged in the associated cylinder head (3) in the same direction with a transmission ratio of approximately 1=1 and a total transmission ratio of l:2.
2. Internal combustion engine according to claim 1, in which there are one drive connection for each t/1 m. (3) Crankshaft (4) and both intermediate shafts (12 and 2
4) is supported in the dividing plane (l') of the engine casing (1), which is disposed perpendicularly to the central axis of the cylinder. institution. (4) Driven clutch (110), generator (I8),
Claim 1, characterized in that almost all other rotating devices such as the oil pump, the air discharge rotary valve (5), etc. are driven in the opposite rotational direction to the crankshaft (4).
The internal combustion engine according to any one of paragraphs 3 to 3.