JPS60142019A - Power transmission system for engine - Google Patents

Abstract

PURPOSE:To eliminate transmission of rotary fluctuation of crank shaft to the clutch gear by placing a damper for absorbing the fluctuation of torsional torque between each crank shaft and crank shaft gear. CONSTITUTION:Front crank shaft 1 and rear crank shaft 2 have the center lines O1, O2 on same plane while being arranged in parallel to the left and right. Crank shaft gears 3, 4 having small diameter are provided to the right ends of both crank shafts 1, 2 while clutch gear 5 having large diameter is geared with each gear 3, 4. The clutch gear 5 is coupled resiliently through a damper to the clutch housing 6 coupled through clutch mechanism to the output shaft 7 in the central section. The center line O3 of said clutch 8 is in parallel with the center lines O1, O2 of crank shaft gears 3, 4 and located together with the center lines O1, O2 at the top point of downward equilateral triangle to engage the gears 3, 4 with the gear 5.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention mainly relates to a power transmission device suitable for a motorcycle engine.

(Prior art) For example, in an engine in which two crankshafts are arranged parallel to each other at the front and rear of the engine (hereinafter referred to as a vertically arranged engine), the front and rear crankshaft gears each mesh with one clutch gear to transmit power. 1 square 1i177Ili from the line
The front crankshaft gear is rigidly connected to the front crankshaft gear via one clutch gear. Therefore, the power generated in the front and rear cylinders is transmitted to the transmission via the crankshaft gear, clutch gear, and clutch housing, and at the same time, one crankshaft gear is transmitted to the other crankshaft gear via the clutch gear. They exert power on each other. Therefore, the front and rear cylinders have their own rotational fluctuations, and if each crankshaft gear is connected rigidly with a clutch gear, the tooth surfaces of each gear will hit each other, producing a loud banging sound, and even breaking the teeth. Such problems may occur.

(Purpose of the invention) The power generated in the front and rear cylinders of a longitudinally arranged engine is reliably transmitted to the father gear, but the other crankshaft is not affected by rotational fluctuations, thereby reducing noise. The aim is to improve durability by reducing the amount of damage and preventing the teeth of each gear from breaking.

(Structure of the Invention) The present invention is an engine power transmission device having the following essential requirements.

(a) at least two, each having a crankshaft gear;
Provide a book crankshaft.

φ) Connect a clutch gear that directly meshes with each crankshaft gear to the clutch.

(C) A damper is interposed between each crankshaft and the crankshaft gear to absorb torsional shift torque reaction.

(Example) In FIG. 1, the front crankshaft 1 and the rear crankshaft 2 are located on the same plane with center lines 0□, 0. , and the center line 01 +
O1 is arranged parallel to the left-right direction (direction perpendicular to the paper surface). Further, both cranks and shafts 1 and 2 are respectively connected to connecting rods (both not shown) of two split portions that are juxtaposed in the front and rear. Right end of both crankshafts 1.2 (
1) are provided with small diameter crankshaft gears 3, 4, respectively, and each of the gears 3, 4 is meshed with a large diameter clutch gear 5 from the lower side. The clutch gear 5 is elastically connected to a clutch housing 6 via a damper (detailed later), and the clutch housing 6 is connected to an output shaft 7 in the center via a clutch mechanism (not shown in FIG. 1). There is. The center line 03 of this clutch 8 is parallel to the center line O, 0° of the crankshaft gears 3, 4, and each center line O, 0. The crankshaft gears 3 and 4 are arranged at the apex of a downward-facing isosceles triangle A, and each crankshaft gear 3, 4 meshes with a clutch gear 5 on an equal-length side of the triangle A.

Note that the direction of arrow F is the front.

In FIG. 2, which is a partial cross-sectional view taken along the line ■-■ in FIG. ) is fitted between both bearings 12 and 13 at the right end of the crankshaft 1. The rear crankshaft gear 4 has external teeth 15 on the outer periphery of the cylindrical member 14, and is connected between both bearings 16 and 17 at the right end of the crankshaft 2 via a damper (described later) built into the member 14. They are mated.

A clutch gear 5 is rotatably supported on the output shaft 7 via a bushing 20. Clutch gear 5 is right gear 21
and the left gear 22 are stacked on top of each other, and both gears 21.22 each have an annular stepped portion 23.24 on the outer part thereof.
Teeth 25.26 are formed on the outer circumferential surface of the stepped portion 23.24.

The right gear 21 meshes only with the crankshaft gear 3, the left gear 22 meshes only with the gear 4, and the gear 22 has a small-diameter starting gear 27 integrally on its inner circumference. , connected to a starter (not shown).

Both gears 21.22 have eight holes 28.29 at equal intervals in the circumferential direction on the inner circumferential side of the stepped portion 23.24. A boss portion 30 integrally formed on the wall 6a is fitted through a damper 31 made of a rubber-like elastic body. Fitted boss part 3
An annular plate 82 that is wider in the radial direction than the holes 28 and 29 is in contact with the left end surface of the hole 28 and 29, and a rivet 33 in the left and right direction passes through the boss portion 30 and the annular plate 32 and is caulked thereto.

The inner peripheral end of the left side of the housing 6) 515a is the right gear 21
The inner periphery of the V-shaped eyes! By fitting into the outer circumferential surface of the space portion 34, it is held at a position centered on the center line 03-08.

is an annular drive plate 8 connected to the cylindrical portion 6b.
5 and a driven plate 37 connected to the hub 36 on the inner peripheral side are alternately overlapped. The hub 36 is
The inner peripheral end is spline-fitted to the output shaft 7 and has a flange 368 that projects radially outward, and the flange 86a is in contact with the leftmost plate 35. Rightmost plate 3
The outer circumference of the pressure plate 38 centered on the center line 08-Oa is in contact with the center line 030.5, and the inner circumference of the plate 38 is in contact with the center line 030. It is rotatably supported by a rond-shaped butcher 40 centered at .

The pusher 40 is slidably fitted into a hole at the center of the output shaft 7, and the left end of the pusher 40 is in contact with the right end of the bushing rod 41. The bushing rod 41 is configured to slide in the left-right direction within a hole at the center of the output shaft 7 by a clutch actuation mechanism (not shown). Also pressure plate 3
The plate 88 and the hub 36 are always urged toward each other by a coil spring 42 compressed between the plate 88 and the hub 36.As is clear from FIG. It is formed into an oval shape extending in the same direction, and the damper 31 into which the bonne part 30 fits in the center part is also formed in substantially the same shape. The length of the damper 31 in the rotational direction is the hole 28.
(29) yoυ is also set shorter by the distance L□. Note that the damper 31 in FIG. 3 is formed of a relatively rigid rubber-like elastic body, and one of the dampers 31 (for example, the damper 31') arranged at equal intervals in the rotational direction.
(Fig. 2)) consists of a rubber-like elastic body with relatively low rigidity. The length of the damper 31' in the rotational direction is set to be the same as that of the hole 28 (29) in the free state.
The distance AIFL□ in FIG. 8 with respect to 1' is zero in the free state. Note that as shown in FIG. 2, the damper 31
8 and a damper portion 81a of the same thickness.

(A damper portion 3 of the same thickness as the gear 22 with L29
1b, the hollow 9, and both damper portions 81a and 81b have the same shape.

Next, the cam damper 50 built into the rear crankshaft gear 4 will be explained using FIG. 4.

In Fig. 4, the rear crankshaft 2 has a center line 02-〇,
A generally cylindrical collar 51 and a cam member 52 are rotatably fitted to each other with an interval in the direction, and the cylindrical cover member 14 is fitted and welded to the outer peripheral surfaces of the collar 51 and the cam member 52. Therefore, the members 14 are arranged concentrically. The collar 51 has a Q+J song 3 for sealing on the inner circumference and an oil seal 54 on the outer circumference.The collar 51 has a Q+J song 3 for sealing on the inner circumference, and has an oil seal 54 on the outer circumference. Sliding is controlled by a membrane. Further, the cam member 52 is restricted from sliding in the right direction by a snap ring 55 that fits on the shaft 2.
As a result, the gear 4 is held in a predetermined position at positive 'E (li).

A substantially disk-shaped cam follower 56 is housed in an annular space surrounded by the support 2, the member 14, the collar 51, and the cam member 52. Six disc springs 57 are compressed and bias the cam follower 56 toward the cam member 52.

As shown in FIG. 5, the cam follower 56 has an internal spline 58 on the inner peripheral side, and has center lines o', - on the same diameter.
Two claws protruding in the same direction as o, 59.59
have. The claw 59 has a tip 60 as shown in FIG.
is an arc surface. As shown in FIG. 4, the cam follower 56 is an externally toothed nut formed on the rear crankshaft 2, with a pawl 59 protruding toward the cam member 52.

It is spline fitted to the line 61.

On the other hand, the cam member 52 has two cam surfaces 62 and 62 extending in the same circumferential direction, as shown in FIGS. 7 and 8. As shown in FIG. 9, which is a partially developed circumferential view of the cam surface 620, the cam follower 56 (FIG. 6) is attached to the cam surface 62.
The tip portion 60 of the claw 59 comes into contact with the cam surface 62, and the cam surface 62 is formed so that its central portion is deepest and becomes smoothly curved and shallower toward both ends. .

Both end portions 62a and 62b of the cam surface 62 are curved so as to be tightly wound, so that when the pawl 59 slides on the cam surface and comes into contact with it, it can be held so as to surround the pawl 59.

Note that 65 is a clutch cover that supports the reed and bearing 17. The front crankshaft gear 3 shown in FIG. 2 also has external teeth L.
It has the same structure as the rear crankshaft 4 except for the difference in the position of i15.

Next, the operation will be explained. In Fig. 2, crankshaft 1.2
Let the directions of rotation be the directions of arrows X, , and X2, respectively. When the engine operates, the crankshafts 1.2 rotate, and the power of the front crankshaft 1 is transmitted to the clutch housing 6 via the gear 3, the gear 21, and the damper portion 81a, and the power of the rear crankshaft 2 is transmitted to the gear 4. It is transmitted to the clutch housing 6 via the gear 22 and the clutch portion 31b. In the clutch connected state, the plate 35.37 is in pressure contact between the flange 36a and the pressure plate 38 by the coil coupling ring 42, so the power transmitted to the housing 6 is 36 to the output shaft 7 (rotation direction is direction of arrow X3 in FIG. 1). When the bushing rod 41 is slid to the right as shown in the clutch actuation diagram, the pressure plate 38 overcomes the nupling 42 and moves to the right. As a result, the press-contact state between both plates 35 and 37 is released, the clutch 8 is placed in a disconnected state, and power is no longer transmitted to the output shaft 7.

If a rotational fluctuation occurs between ranks 1 and 2, the rotation will be changed as follows. First, reverse X on the front crankshaft 1.
Suppose that a rotational fluctuation occurs in the □ direction. In this case, the cam follower 56 shown in FIG. 4 will be twisted in the reverse X0 direction with respect to the cam member 52, and the claw 59 will move over the cam 62 shown in FIG.
slides in the reverse X□ direction.

Due to this sliding, the claw 59 is pushed to the left in FIG.
The disc spring 57 (FIG. 4) is compressed and rotational fluctuations are absorbed at the same time. The rotational fluctuation is large and the pawl 59 comes into contact with the end 62b of the cam surface 62, causing the cam follower 56 (FIG. 4)
When the cam member 52 and the cam member 52 are integrated, relative rotation occurs in the gear 21 in the reverse X3 direction with respect to the boss portion 80 shown in FIG. This relative rotation causes the damper part 81a (second
(Fig.) is compressed to absorb rotational fluctuations. In this case, the soft damper 3f whose distance L1 is zero is compressed first, and then the more rigid damper 81 is compressed, so that the damping effect is smoothly performed.

Similarly, when a rotational fluctuation occurs in the crankshaft l in the x1 direction, a buffering effect first occurs in the cam damper 50,
If the rotational fluctuation is large, the damper portion 81a is further compressed to produce a buffering effect. Also, when a rotational fluctuation occurs in the crankshaft 2, the cam damper 50 built in the rear crankshaft gear 4 in FIG.
υ damping is performed by compressing the damper portion 81b by the left gear 22 in the figure. In this case as well, since the soft damper 31' is compressed first, damping is performed smoothly.

The damping characteristics of the damper 50, that is, the torsion angle-torsion characteristics can be arbitrarily set by changing the characteristics of the disc spring 57 and the curved shape of the cam surface 620.

(Effects of the invention) (a) Since a damper that absorbs torsional torque fluctuations is interposed between each crankshaft and the crankshaft gear, the problem of the rotational fluctuations of the crankshaft being directly transmitted to the clutch gear is eliminated. Further, fluctuations in the rotation of one crankshaft do not directly adversely affect the other crankshaft.

Φ) Therefore, noise can be reduced, and the teeth of each gear can be prevented from breaking, so durability can be improved.

(C) Since rotational fluctuations of the crankshaft can be absorbed before going through the gears, the effect based on the buffering effect is high.

(Another Embodiment) (a) Torsion; 9) The damper for absorbing torque fluctuations is not limited to the cam damper 50, and may be a torsion damper or a rubber damper using a torsion spring, for example.

(b) Instead of the disc spring 57, a coil spring, a wave spring, or a rubber-like elastic body may be used.

(C) The clutch gear 5 is not limited to the type in which two gears 21 and 22 are stacked, and may be composed of a single gear.

(d) The buffer structure of the damper 31 portion may be omitted.

(e) The number of claws 59 and cam surfaces 62 is not limited to two each;
A larger number may be provided.

(f) The present invention is not limited to the case where it is applied to a longitudinally arranged engine, and as shown in FIG.
2 are arranged concentrically opposite to each other.

(g) As shown in Fig. 11, the three-wood crankshaft 71
．． 72.73, and the crankshaft gears 74, 75.76 on each crankshaft 71.72.73 are in mesh with the clutch gear 5, the present invention can also be adopted. . In this case, as shown in FIG. 12, the clutch gear 5 may be formed of eight gears 77, 78, and 79.

Of course, the present invention can be applied even when there are four or more crankshafts.

[Brief explanation of the drawing]

Fig. 1 is a schematic right side view of the power transmission device according to the present invention;
The figure is a partial cross-sectional view of Figure 1 along ■-■, and Figure 3 is a partial view of ■-■ of Figure 2.
■ Partial cross-sectional view, Figure 4 is a detailed cross-sectional view of the vicinity of the crankshaft gear, Figure 5 is a vertical cross-sectional view of the cam follower, Figure 6 is a view taken in the direction of the ■ arrow in Figure 5, and Figure 7 is a front view of the cam member. , Figure 8 is the 7th
9 is a developed partial view of the cam, FIG. 10 is a cross-sectional partial view of another actual Mj example, and FIG. 11 is a view corresponding to FIG. 1 of yet another embodiment. FIG. 12 is a schematic cross-sectional view of the embodiment of FIG. 11. 1,2.71.72.73...
Crankshaft, 3.4.74.75.76...Crankshaft gear, 5...Clutch gear, 8...Clutch, 5
0...Damper procedure amendment P4 (voluntary) December 290, 1972 Commissioner of the Japan Patent Office Kazuo Wakasugi 1. Indication of the case Engine power transmission system 3. Person making the amendment Relationship to the case Patent applicant Address Kobe 3-1-1 Higashiyosaki-cho, Chuo-ku, City Name
(097) Kawasaki Heavy Industries, Ltd. Representative Kenhiro Yoshiya 4, Agent Address 11 Chiyo, 2-9-4 Higashitenma, Kita-ku, Osaka] Building East Building 10th Floor (@530) 5,? Date of ili positive order
Shipping date: Showa, month, day 6, ? ili positive object request F
Application and specification 7, contents of amendments. The application and specification have been restored (no changes to the contents). 8. Attachments (・List of 1 application, 1 or more copies of each specification)

Claims (1)

[Claims] At least two crankshafts each having a crankshaft gear are provided, a clutch gear that directly meshes with each crankshaft gear is connected to the clutch, and a damper is provided between each crankshaft and the crankshaft gear to absorb torsional torque fluctuations. A power transmission device for an engine, characterized in that an engine is interposed.