JPS60192830A - Multi-cylinder internal-combustion engine - Google Patents

Abstract

PURPOSE:To eliminate the vibration caused through the primary inertia while to reduce the size of engine by arranging the first and second crank shafts in parallel while separating each other and interlocking to rotate synchronously such that they are adjointed in the axial direction of said crank shaft. CONSTITUTION:When arranging the first and second cylinders 51, 52 approximately in parallel, both crank shafts 21, 22 are coupled each other through a synchronous system 36 as conventional horizontally facing engine such that the first and second pistons 41, 42 will move in the opposite directions while the first and second crank shafts 21, 22 will rotate in same direction synchronously. Consequently, all or the majority of the secondary inertia as well as the primary inertia in the first and second piston systems are balanced to eliminate or considerably reduce the vibration caused through said inertia. Furthermore, the overall width of engine E can be shortened approximately to 1/2 of conventional horizontally faced engine.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides at least two cylinders each containing a piston.
The present invention relates to a multi-cylinder internal combustion engine.

Conventionally, the types of arrangement of cylinders in internal combustion engines include the in-line type, in which a plurality of cylinders are arranged in a row on one side of a single crankshaft, and the in-line type, in which a plurality of cylinders are arranged in a horizontal plane around one crankshaft. A horizontally opposed type in which the cylinders are arranged so as to face away from each other at the top, and a V cylinder in which a plurality of cylinders are arranged so as to open in a V shape around one crankshaft.
Although the series type has the advantage of making the engine compact, in order to eliminate or reduce vibrations caused by -order inertia, in addition to a balance weight attached to the crankshaft, It requires a special balance shaft, which not only complicates the structure as a whole but also increases the weight (there are disadvantages; on the other hand, the horizontally opposed type and V type
Although it is possible to eliminate or reduce vibrations caused by primary inertia force without or by simply adding a balance weight to the crankshaft, there is a drawback that the engine becomes larger than the in-line type.

Therefore, like the horizontally opposed type and V type, the present invention can eliminate or reduce the vibration caused by the primary inertia force without or only by adding a balance weight to the crankshaft, and furthermore, the It is an object of the present invention to provide a multi-cylinder internal combustion engine that can be constructed as compactly as the conventional type.

To achieve this objective, the present invention provides first and second crankshafts that are spaced apart from each other and arranged in parallel;
and first and second pistons connected to the second crankshaft via connecting rods, and first and second cylinders that slidably accommodate the first and second pistons, respectively, The shafts are interlocked to rotate synchronously, and the first and second cylinders are arranged adjacent to each other in the axial direction of the crankshaft.

Hereinafter, one embodiment of the present invention will be described with reference to the drawings. First, in FIG. is mounted, and at that time, the engine E is connected to the lower end of the down tube 1d - point α and the center tube 1
There are two places above and below C.

It is screwed at three points C.

The structure of the engine E will be explained with reference to FIGS. 2 to 5. The engine E has two crankshafts 28, 2□, and both crankshafts 2I, 2□ are the longitudinal axes of the motorcycle H. The crankshaft 2. is arranged parallel to the axis and equidistant from the left and right sides of the crankshaft 2. in the illustrated example. will be referred to as the first crankshaft, and the crankshaft 22 on the right side R will be referred to as the second crankshaft.

The first and second pistons 4. are connected to the first and second crankshafts 21-22 via first and second connecting rods 38, 3□.
．． 42 are connected to each other. These pistons4. ．． 4
The first and second cylinders 5 □ , 52 which slidably house the crankshafts 21 , 2 □ are arranged adjacent to each other in the axial direction of the crankshafts 21 , 2 □ by tilting or lying down toward each other. Specifically, both cylinders 5. ．． 52 are arranged substantially horizontally in parallel as in the illustrated example, or arranged to intersect in an X-shape. In the illustrated example, the second cylinder 5
2 is the first cylinder 5. It is located on the front F side of the vehicle.

The engine body 6 of the engine E has a central block 6C, and left and right blocks 6, which are stacked together with gaskets 7.7 at both left and right ends of this block and are connected by a plurality of bolts 8, respectively.
It is composed of 1 and 6r.

The first and second cylinders 5, .
5. is formed, and a first piston 4 is formed in the right block 6r.
．． a first cylinder head 10. defining a first combustion chamber 91 between the first cylinder head 10. and a second crankcase 112 that accommodates the second crankshaft 22 in cooperation with the center block 6C are integrally formed, and the left block 61 has a second piston 4. a second cylinder head 1 defining a second combustion chamber 92 between the second cylinder head 1 and the second cylinder head 1;
02 and the first crankshaft 2 in cooperation with the central block 6C.
1. A first crankcase 11. are formed integrally. At that time, the left and right blocks 6t and 6τ are
They are of the same construction for compatibility.

For supporting the first crankshaft 21, the central block 6C
and the first crankcase 11, the first crankshaft 2. A pair of bearings 12 attached to both ends of
．． ．． 12. Each pair of half-moon-shaped bearing walls 13s that hold the
=IL; 14□ and 14° are respectively formed, and in order to support the second crankshaft 22, on the opposing surface of the central block 6C and the second crankcase 112, there are installed at both ends of the second crankshaft 220. A pair of bearings 122
.

Each pair of half-moon-shaped bearing walls 13□ sandwich 12□.

13□; 147 and 142 are formed, respectively.

Each cylinder head 101.102 has an intake port 151 connected to the corresponding combustion chamber 91.9□.

152 and exhaust ports 168, 16□ are formed, respectively. At this time, the inlets of the intake ports 151 and 152 are opened upward, and the outlet of the exhaust port 161.16 is opened downward so that the flow of intake and exhaust air becomes a cross 70- (see Fig. 2). .

Intake port 15. There is a carburetor 171°17 at the inlet of -15.
2 are installed respectively. These intake ports 151.1
52 and vaporizer 17. ．． 17□ constitutes two independent intake systems 18□ and 182, and both air systems 181-18
Using the space 19 between the two, a starter motor 20 is disposed with its drive shaft 20α parallel to the crankshafts 21 and 22. In particular, the starting motor 20 is disposed at the apex of an isosceles triangle whose base is a straight line connecting the axes of both crankshafts 21 and 22, and is installed on a trapezoidal installation surface at the center of the upper surface of the central block 6C. 21 and fixed with bolts 22.

Suction and exhaust valves 23 that open and close the suction and exhaust boats 158, 152; 161 and 16□, respectively. ．． 232;24,. 2
4□ are attached to the corresponding cylinder heads 101, 102, and these valves 231, 232; 24, . 24□ are biased in the valve closing direction by valve springs 251, 25z and 2J-262, respectively.

Each cylinder head 101, 102 has a valve train chamber 27. -272 head cover 281.2 defining
8□ are polymerized with the backing 29.29 sandwiched between them, and are fastened together with a plurality of bolts (not shown).

In each valve chamber 271, 212, intake and exhaust valves 23, .
23. ;24. ．． Valve operating device 3 that provides valve opening operation to 242
0. ．． 302 are respectively configured.

That is, the crankshaft 2. ．． A camshaft 311.31□ arranged parallel to 22 has a pair of bearings 321°32,;
2□, 322 to the cylinder head 10, . 102
and the head cover -288, 28□, and the intake cams 31i, 31'L of the cam shafts 31□, 312
and intake valve 23. ．． 232 and the intake rocker arm 33
i, al are also the exhaust cams 31e, 31 and the exhaust valve 24.
．． ．． 242 Exhaust rocker arms 33e, 33g between
are arranged so as to be cross-linked with each other. These rocker arms 33t, 3ae correspond to the head cover 28. .

It is swingably supported by rocker shafts 34L and 34g supported by 282. Here, the first cylinder head 10. The side camshaft 311 is the first camshaft, and the second cylinder head 102
The side camshaft 312 will be referred to as the second camshaft.

The engine body 6 has one head cover 28. The transmission chamber 35 extends from both cylinders 5□ to the other head cover 282.
, 520. This transmission chamber 35
In this case, both crankshafts 21p22 are interlocked via a synchronizer 36 so that they can rotate synchronously with each other. The synchronizer 36 includes first and second drive gears 37. of the same diameter fixed to each crankshaft 2I, 2□, respectively. ．． 37. and a driven gear 38 which has a larger diameter than these gears 37s-372 and meshes with both of them.

Further, in the transmission chamber 35, the second crankshaft 2° and the first camshaft 31. The first timing device 39. linked via
Furthermore, the first crankshaft 2. and the second camshaft 312 are the second
It is interlocked via a timing device 392. First timing device 39
．． is the second drive gear 37□ and the drive gear 3γ, which is fixed to the first camshaft 311 and meshes with the drive gear 37□.
It is composed of a timing gear 40□ with a diameter twice as large as that of the second gear.
The timing device 39□ is connected to the first drive gear 37. and the driving gear 37. which is fixed to the second camshaft 31□ and meshes with the driving gear 371. The timing gear 402 has a diameter twice as large as that of the timing gear 402. Therefore, the first and second drive gears 37. ．．
372 is the synchronizer 36 and the first . Second timing device 39. ，
It serves as both components of 39□.

In order to eliminate backlash of each timing device 391, 392, each timing gear 408, 402 is divided into two gears 40 (L, 40b) that can rotate slightly relative to each other.
An elastic member 41 is interposed between the gears 40α and 40b to exert a resilient force so as to shift their phases.

Further, in order to absorb torque fluctuations between the synchronizer 36 and a drive shaft 43, which will be described later, the driven gear 38 is divided into an outer ring 38α on the tooth side and an inner ring 38A on the boss side, which can rotate relative to each other within a specified range. In addition, a torque damper member 4 deforms when a rotational torque of a predetermined value or more is applied between the two wheels 38α and 38b.
2 is interposed.

As shown in FIG. 5, the inner ring 38b of the driven gear 38 passes from the transmission chamber 35 through the front half of the central block 6c to the crankshaft 21.2. The hollow drive shaft 43 is spline-coupled to the rear end of the hollow drive shaft 43 extending parallel to the drive shaft 43, and an input member of the multi-disc friction clutch 440, that is, a clutch outer 44α, is spline-coupled to the front end of the hollow drive shaft 43. In this way, the clutch 44 is disposed at the forefront of the front of the engine E in the vehicle. Therefore, the clutch 44 is effectively cooled by the traveling wind.

The front end of the drive shaft 43 is supported by the central block 6C via a bearing 45, and the rear end is supported by a speed change input shaft 49, which will be described later, via a bearing sleeve 46 fitted in the hollow part of the drive shaft 43.

A transmission chamber 47 is provided on the lower surface of the center block 6C between it and the lower surface of the center block 6C.
A transmission case 48 defining a transmission chamber 4 is connected to the transmission case 48.
At 7, a transmission T is constructed.

That is, the output shaft 49.50 is the crankshaft 2. .

A multi-stage gear train 51t, 512, .
n, is provided.

In the illustrated example, the speed change input shaft 49 has a pair of front and rear bearings 52 between the center block 6C and the transmission case 48.
, 52', and the transmission output shaft 50 is supported by the transmission case 48 via a pair of front and rear bearings 53, 53'.

The speed change input shaft 49 is formed long so that its front end protrudes from the front end surface of the drive shaft 43 through a bearing sleeve 46 fitted in the hollow portion of the drive shaft 43, and the clutch is connected to the front end of the shift input shaft 49. 44 output member, that is, clutch inner 44b
are connected by splines.

A speed change output shaft 5 protruding from the rear surface of the mission case 48
At the rear end of 0, there is a propeller shaft for rear wheel drive of motorcycle M (
A final output shaft 54 that drives a motor (not shown) is connected via a torque damper mechanism 55.

As shown in FIG. 5, the first crankshaft 2. At the rear end of
The end plate 57a of the rotor 5T in the alternator 56 is tapered fitted and fixed to the bolt 58.

A starting speed reduction device 59 for amplifying and transmitting the starting torque of the starting motor 2o to the first crankshaft 21 is disposed between the end plate 57α and the center block 6c. The output gear 59α of the device 59 is connected to the first crankshaft 2. and is connected to the end plate 5Tα via a roller type overrunning clutch 60.

As shown in FIG. 3, the central block 6C and cylinder heads io, io2 are provided with water jacks (61.9) that surround the cylinders 51.5□ and combustion chambers 91.9□, respectively. ．．
61□ are formed respectively, and these water jackets 61. ．． A water pump drive gear 63 for driving a water pump (not shown) that supplies cooling water to the clutch 612 is fixed to the clutch outer 441Z as shown in FIG.

An oil pump 64 that sucks up lubricating oil stored in the mission case 48 and supplies it to each moving part of the engine E is attached to the mission case 48 as shown in FIG. Oil pump drive gear 65 for
of the drive shaft 43 adjacent to the driven gear 38, as shown in FIG.

Attached to the rear end.

In addition, in FIG. 5, 66 is a front cover that covers the clutch 44 and is fixed to the front surface of the center block 6C, and 66γ is a front cover that covers the starting/reducing device 59, the generator 56, and the torque damper mechanism 55 and is fixed to the rear surface of the center block 6c. This is the rear cover.

Next, the operation of this embodiment will be explained.

When the first and second cylinders 5I, 5□ are arranged substantially horizontally as in the illustrated example, the first and second pistons 41, 4° are arranged in opposite directions, as in a conventional horizontally opposed engine. and the first and second crankshafts 2. ．． Both crankshafts 21.2□ are interconnected via a synchronizer 36 so that the crankshafts 21.2□ rotate synchronously in the same direction.

In this way, just like in the conventional sub-tsubo opposed type engine, the first and second pistons 4. ．． It is possible to balance not only the primary inertial force but also all or most of the secondary inertial force of the 42 system, and eliminate or significantly reduce vibrations caused by these inertial forces.

Moreover, in this case, the total width of the engine E can be reduced to about half that of a conventional horizontally opposed engine.

Furthermore, when the first and second cylinders 51, 52 intersect in an X shape, the phases of the first and second pistons 41, 42 are appropriately selected, and the first and second crankshafts 21, 22 are aligned. Just by attaching balance weights at appropriate locations, vibrations caused by primary inertia force can be eliminated or significantly reduced, similar to the conventional V-type machines. The overall width of the engine in this case is shorter than that between V-type machines.

Now, if the starting motor 20 is started in order to start the engine E, the starting torque of the drive shaft 20α will be generated by the starting deceleration device 5.
8 is amplified and transmitted to the first crankshaft 2. via the overrunning clutch 60 and the end plate 57 (Z) of the rotor 57, and is further transmitted to the second crankshaft 22 via the synchronizer 36. Since engines 2. and 2. are cranked at the same time, engine E can be started.

Engine E is started and the first crankshaft 2. When the engine starts to decelerate and rotates faster than the output gear 59α of the device 59, the overrunning clutch 60 becomes disconnected.
First clutch shaft2. Reverse transmission of torque from to the starting motor 20 is prevented.

The starting motor 20 has both crankshafts 21 as described above.
, 2□, the starting motor 20, which is relatively heavy, occupies a position directly above the center of gravity of the engine E. The left and right weight balance of the engine E when mounted on the vehicle is ensured.

During operation of the engine E, the first and second crankshafts 21 and 22 rotate synchronously to drive the respective drive gears 3T.

372, the driven gear 38 is decelerated and driven. The rotational torque of the driven gear 38 is sequentially transmitted to a drive shaft 43, a clutch 44, and a speed change input shaft 49, and then to a multi-stage gear train 51.
, ~517L to the transmission output shaft 50 and the final output shaft 54, and is further transmitted to the rear wheel Wr of the motorcycle M via a propeller shaft (not shown) to drive the rear wheel Wr of the motorcycle M. do. Relatively large torque fluctuations occurring during this time are absorbed by the buffering action of the torque damper mechanism 55 and the torsional action of the drive shaft 43 and the speed change input shaft 49.

In particular, the drive shaft 43 and the speed change input shaft 49 are formed long so as to pass through the front half of the central block 6C, are fitted into each other, and are connected by the clutch 44 at the front end. A long transmission shaft corresponding to twice the distance of the penetrating section of the central block 6C is constructed, and an effective torsional action can be exerted.

The above gear shifter, output shaft 49.50 and gear train 5111-5
1rL is disposed directly below the central block 6C, so even if the transmission T is heavy, it will not upset the left-right balance of the engine E when mounted on the vehicle.
Moreover, since the transmission T does not protrude to the left or right of the engine E, the left and right hunk movements of the motorcycle M are not restricted.

Further, the first and second crankshafts 21-22 rotate the second and first camshafts 312, 311 of mutually opposite systems via the first and second timing devices 391 = 392, thereby causing both Valve device 30. , 302 to operate the intake and exhaust valves 23.
．． -241 ;232 -242 opens and closes.

By the way, the timing device 39. ．． The distance between the first crankshaft 21 and the second camshaft 311, and the distance between the second crankshaft 22 and the first camshaft 311, which are respectively interlocked by the cylinders 5, . 52, the distance between the shafts is shorter than that between the crankshaft and camshaft of the same type, so that each timing device 398, 392 can be made smaller and errors in the timing of opening and closing the valves can be reduced. .

In the illustrated example, the synchronizer 36 and the timing device 391°39
2 is configured as a gear type, but it can also be configured as a chino or belt type. Furthermore, the synchronizer 36 may be connected to both crankshafts 21 . 22 may be configured to rotate in the opposite direction.

As described above, according to the present invention, first and second crankshafts are arranged parallel to each other and separated from each other, and first and second crankshafts are connected to the first and second crankshafts via connecting rods, respectively. 2 pistons, and first and second cylinders that slidably accommodate the first and second pistons, respectively, the two crankshafts are interlocked to rotate synchronously, and the first and second cylinders are Since they are arranged adjacent to each other in the axial direction of the crankshaft, vibrations caused by primary inertia force can be reduced without or with just the addition of a balance weight to the crankshaft, similar to conventional horizontally opposed type and V-type machines. In addition, it is possible to eliminate or reduce the amount of vibration caused by the engine, and it can be constructed as compactly as a conventional in-line engine. As a result, it is possible to obtain a lightweight, compact multi-cylinder engine with less vibration.

[Brief explanation of drawings]

The drawings show one embodiment of the present invention, and FIG. 1 is a side view of a motorcycle equipped with a multi-cylinder internal combustion engine of the present invention, and FIG.
The figure is a cross-sectional rear view of the above engine, Figure 3 is a cross-sectional view taken along the line ■-■ in Figure 2, Figure 4 is a cross-sectional view taken along the line IV-IV in Figure 3, and Figure 5 is a developed vertical cross-sectional view of the engine. It is. E... Internal combustion engine, M... Motorcycle, T... Transmission 21-22... 1st. second crankshaft, 3. ．． 32
...First. 2nd cooking stove, 4. ．． 42... 1st.
second piston, 5. ．． 52°°・1st. second cylinder,
6...Engine body, 6C...Central block, 6L...
・Left block, 6r...Right block, iol,
io2... 1st. 2nd cylinder head, 11. ．． 11
2... 1st. 2nd crankcase, 36...Synchronizer, 371°372...1st. 2nd drive gear, 38.
...Driven gear patent applicant Honda Motor Co., Ltd. Procedural amendment written form) Commissioner of the Patent Office 1, Indication of the case Japanese Patent Application No. 59-50061 2, Name of the invention Multi-cylinder internal combustion engine 3, Person making the amendment Case Relationship with Patent applicant name (532) Honda Motor Co., Ltd./9 Agent address 4-5-5 Shinbashi 4-chome, Minato-ku, Tokyo Date of amendment order June 6, 1980 (Shipping date: 1982) June 26th)
Procedural amendment stamp button 1, Indication of the case Japanese Patent Application No. 59-50061 2, Name of the invention Multi-cylinder internal combustion engine 3, Person making the amendment Relationship to the case Patent applicant name (532) Honda Motor Co., Ltd. 4, Agent address: 4-4-5 Shinbashi, Minato-ku, Tokyo Contents of amendment 1 in the “Detailed Description of the Invention” column of the specification subject to amendment, page 3, line 4 to page 4, page 11 of the specification line, ``Conventional...
It is... ” is corrected as follows. F The present invention is capable of eliminating or reducing at least vibrations caused by primary inertia force without attaching a balance weight to the crankshaft, or by simply attaching a balance weight to the crankshaft, as in general horizontally opposed or V-type machines. The object of the present invention is to provide a multi-cylinder internal combustion engine that can be constructed more compactly than the aforementioned engines. 2. Page 9, line 5 of the specification...After the words ``side'', ``omitted'' is added. 3. In the second line of page 17 of the specification, ... "66" ... is corrected to ... r 66-f J .... 4. On page 19, line 12 of the specification, add ``omitted'' before the phrase ``isosceles triangular shape''... that's all

Claims (1)

[Claims] (1) first and second crankshafts arranged parallel to each other and separated from each other; first and second pistons connected to the first and second crankshafts via connecting rods; and a first and second cylinder that slidably accommodate a second piston, respectively, the two crankshafts are interlocked to rotate synchronously, and the first and second cylinders are rotated in the axial direction of the crankshaft. A multi-cylinder internal combustion engine characterized by being arranged adjacent to. (2. In the item described in claim (1),
A multi-cylinder internal combustion engine, wherein the first and second cylinders are arranged substantially horizontally. (3) The multi-cylinder internal combustion engine according to claim (1), wherein the first and second cylinders are arranged to intersect in an X-shape.