JPS6032940A - Crankshaft of motorcycle - Google Patents

Crankshaft of motorcycle

Info

Publication number
JPS6032940A
JPS6032940A JP14143883A JP14143883A JPS6032940A JP S6032940 A JPS6032940 A JP S6032940A JP 14143883 A JP14143883 A JP 14143883A JP 14143883 A JP14143883 A JP 14143883A JP S6032940 A JPS6032940 A JP S6032940A
Authority
JP
Japan
Prior art keywords
partition wall
crankshaft
pistons
equal
engine
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
JP14143883A
Other languages
Japanese (ja)
Other versions
JPH0627505B2 (en
Inventor
Yoshiharu Isaka
義治 井坂
Masamori Sugizaki
杉崎　昌盛
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha 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 Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to JP58141438A priority Critical patent/JPH0627505B2/en
Publication of JPS6032940A publication Critical patent/JPS6032940A/en
Publication of JPH0627505B2 publication Critical patent/JPH0627505B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F02B75/243—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "boxer" type, e.g. all connecting rods attached to separate crankshaft bearings
    • 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
    • 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
    • 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

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 increase rigidity of a crank case and prevent efficient output of an engine from decreasing by providing a partition wall in the front and rear direction inside the crank case and arranging capacity change ratio of left and right chambers of the partition wall to be equal to each other. CONSTITUTION:Front and rear crank cases 9a and 9b have a partition wall 25 in the front and rear direction provided in the middle between cylinder portions E1 and E2. Each piston 11 is fixed to a crankshaft 10 by a phase in which the capacity change ratios of left and right chamber C1 and C2 that are formed on both sides of the partition wall 25 are equal. In this way, an engine case is reinforced, its rigidity is increased, and at the same time, the internal pressure of left and right chambers C1 and C2 are maintained equal. Therefore, there is no pressure loss and decrease in effective output can be prevented.

Description

【発明の詳細な説明】 〔発明の技術分野〕 この発明はクランクケースを挟んで、前後に各２個のシ
リンダを配した水平対向形あるいはＶ形装置の自動二輪
車用四行程内燃機関に関するもので、クランクケースの
内側に前後方向の隔壁を設けてその剛性増加を図り、然
も隔壁によって隔てられた左右のクランク室内圧力を可
及的に同圧に保って、隔壁を迂回して行われる通気によ
り生じる圧力損失を減少させることを目的とする。[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to a four-stroke internal combustion engine for motorcycles, which is a horizontally opposed type or V-shaped device in which two cylinders are arranged at the front and rear with a crankcase in between. , a front-rear partition wall is provided inside the crankcase to increase its rigidity, and the pressure in the left and right crank chambers separated by the partition wall is kept as equal as possible, and ventilation is performed by bypassing the partition wall. The purpose is to reduce the pressure loss caused by

〔従来技術〕[Prior art]

従来、自動二輪車にクランク軸を幅方向に向けてエンジ
ンを搭載するとき、エンジンの前後において車体へ懸装
されるため、クランクケースには前後方向に大きな剛性
を要求される。これに応えるためにはクランクケースの
内部に前後方向にイ中びる隔壁を設けるのがよい。然し
なから、そのような構成は、クランク室が隔壁によって
左右に分離されるので、ピストンが第４図で示すような
、従来、公知の構成を採るときは、隔壁の一側で２個の
ピストンが共に上昇する間、他方では２個のピストンが
共に下降するので、一方のクランク室では内圧が上昇し
、他方では降下する。そのため内部に存する気体が隔壁
の下側の比較的狭いオイルパンの上部を通過して流通す
る。そのため、大きな圧力損失を生じ、エンジンの有効
出力を減する。Conventionally, when an engine is mounted on a motorcycle with the crankshaft facing in the width direction, the crankcase is required to have great rigidity in the front and rear direction because the engine is suspended from the front and rear of the vehicle. In order to meet this requirement, it is best to provide a partition wall inside the crankcase that extends in the front and back direction. However, in such a configuration, the crank chamber is separated into left and right sides by the partition wall, so when the piston adopts a conventionally known configuration as shown in FIG. While the pistons are rising together, the two pistons are falling together on the other hand, so that the internal pressure increases in one crankcase and decreases in the other. Therefore, the gas existing inside the oil pan passes through the upper part of the relatively narrow oil pan below the partition wall. This results in a large pressure loss and reduces the effective power output of the engine.

〔発明の概要〕[Summary of the invention]

この発明は、上記不具合を解消せんとするもので、隔壁
の一側のピストンと他側のピストンとの位相を調節して
、隔壁の左右の容積変化割合を略同−に設定した点を特
徴とする。This invention aims to solve the above-mentioned problems, and is characterized by adjusting the phase of the pistons on one side of the partition wall and the pistons on the other side, so that the volume change rate on the left and right sides of the partition wall is set to be approximately the same. shall be.

〔実施例〕〔Example〕

以下、図示の実施例によってこの発明を説明する。図中
、１は自動二輪車であシ、車体枠２の前端に前フオーク
３を介して前輪４と、後方に後輪５とを有する。車体枠
２の上方には燃料タンク６と乗員のシート１が支持され
、燃料タンク６０下方に位置して動カニニット８が懸架
されている。The present invention will be explained below with reference to illustrated embodiments. In the figure, 1 is a motorcycle, which has a front wheel 4 at the front end of a body frame 2 via a front fork 3, and a rear wheel 5 at the rear. A fuel tank 6 and a passenger seat 1 are supported above the vehicle body frame 2, and a moving crab knit 8 is suspended below the fuel tank 60.

動カニニット８は、第２図で示すように前ケース９ａと
後ケース９ｂによって構成されたユニットケースを有し
、その上方にエンジンＥと、下方に変速機Ｔとが設けら
れている。As shown in FIG. 2, the dynamic crab knit 8 has a unit case composed of a front case 9a and a rear case 9b, and an engine E is provided above the unit case and a transmission T is provided below.

エンジンＥはユニットケースの前後に設けられたシリン
ダ部Ｅ１、Ｂ２と、前後のケース９ａ、９ｂ間に軸受さ
れたクランク軸１０とを有する。各シリンダ部Ｅ１．　
Ｂ２にはそれぞれピストン１１が嵌合しており、連接棒
１２によってクランク軸１０に連結されている。The engine E has cylinder parts E1 and B2 provided at the front and rear of the unit case, and a crankshaft 10 supported between the front and rear cases 9a and 9b. Each cylinder part E1.
A piston 11 is fitted into each of B2, and connected to the crankshaft 10 by a connecting rod 12.

１５はシリンダ部Ｅ１、Ｂ２に取付けられたシリンダヘ
ッドであり、シリンダ部ＦＪ１、Ｂ２、ピストン１１お
よびシリンダヘッド１５によって燃焼室１６が形成され
る。A cylinder head 15 is attached to the cylinder parts E1 and B2, and a combustion chamber 16 is formed by the cylinder parts FJ1 and B2, the piston 11, and the cylinder head 15.

燃焼室１６は吸気弁１７を介して吸気通路１８２１、気
化器２２を通して一連に形成され、図示してない空気清
浄器を通して大気中に開口している。２３は吸気弁１７
と排気弁１９とを開閉駆動する動弁機構である。The combustion chamber 16 is formed in series through an intake valve 17, an intake passage 1821, and a carburetor 22, and opens to the atmosphere through an air purifier (not shown). 23 is the intake valve 17
This is a valve mechanism that opens and closes the exhaust valve 19 and the exhaust valve 19.

前後のケース９ａ、９ｂｕシリンダ部Ｅ１、Ｂ２のＢ２
はそれぞれ隔壁２５の一側と他側とに一個づつのシリン
ダを有する。Ｊは外壁２４．２４と隔壁２５．２５とに
設けられたクランク軸１０の軸受である。Front and rear case 9a, 9bu cylinder part E1, B2 of B2
each has one cylinder on one side of the partition wall 25 and one cylinder on the other side. J is a bearing of the crankshaft 10 provided on the outer wall 24.24 and the partition wall 25.25.

こ＼で、前記各ピストン１１は、隔壁２５０−側と他側
に形成される左右の室Ｃ１、Ｃ２の容積変化割合が等り
、くなるような位相でクランク軸１０に取付けられてい
る。すなわち、第５図及び第６図で示すように、隔壁２
５の一側と他側とに配置された２個づつのピストン１１
が、クランク軸１０の回転に伴って互いに反対方向へ移
動するように構成したり、あるいは第７図で示すように
、隔壁２５の一側と他側とに配置されｆｃ２個づつのピ
ストン１１が、それぞれクランク軸１００回転に伴って
同方向へ移動するように構成しである。Here, each piston 11 is attached to the crankshaft 10 in such a phase that the volume change rate of the left and right chambers C1 and C2 formed on the partition wall 250- side and the other side are equal. That is, as shown in FIGS. 5 and 6, the partition wall 2
Two pistons 11 arranged on one side and the other side of 5
may be constructed so that they move in opposite directions as the crankshaft 10 rotates, or as shown in FIG. , are configured to move in the same direction as the crankshaft rotates 100 times.

隔壁２５の下面は変速機Ｔの直上で止まっている。従っ
て、隔壁の左右の室Ｃ１、Ｃ２は変速機Ｔ室の上部を通
して連通しているが、原則的にはエンジンの運転中も相
互間に気流の移動は生じない。The lower surface of the partition wall 25 stops directly above the transmission T. Therefore, although the left and right chambers C1 and C2 of the partition communicate with each other through the upper part of the transmission T chamber, in principle, no airflow occurs between them even during engine operation.

図中、３１はクランク軸１０によって駆動される変速機
Ｔの主軸、３２は主軸３１によって駆動される副軸、３
３は歯車のかみ合いを変えるカムドラムである。３４は
クランク軸１０に設けた調時ギヤであり、カムチェーン
３５を介して動弁機構２３を駆動する。３６はオイルパ
ン、３７は潤滑油の油面である。In the figure, 31 is the main shaft of the transmission T driven by the crankshaft 10, 32 is the subshaft driven by the main shaft 31, 3
3 is a cam drum that changes the meshing of gears. 34 is a timing gear provided on the crankshaft 10 and drives the valve mechanism 23 via a cam chain 35. 36 is an oil pan, and 37 is a lubricating oil level.

この実施例は、以上の構成を有するので、エンジンＥの
運転中、第５図及び第６図の場合では、隔壁２５の一側
と他側とに配置された２個づつのピストン１１が、クラ
ンク軸１０の回転に伴って互いに反対方向へ移動するよ
うに構成してちる。Since this embodiment has the above configuration, during operation of the engine E, in the cases of FIGS. 5 and 6, two pistons 11 arranged on one side and the other side of the partition wall 25, They are configured to move in opposite directions as the crankshaft 10 rotates.

すなわち、隔壁２５の一側と他側とに配置された２個づ
つのピストン１１は、一方が上昇行程にあるとき、他方
も上昇行程にある。よって、隔壁２５の左右の室Ｃ１、
Ｃ２内の圧力はクランク軸１０の回転と共に、大きく変
化するが、左右の室Ｃ１、Ｃ２の容積変化割合が等しい
ので、それらの間に気流の移動は生じない。また、第７
図で示すように、隔壁２５の一側と他側とに配置された
２個づつのピストン１１が、それぞれクランク軸１０の
回転に伴って同方向へ移動するように構成しである。That is, when one of the two pistons 11 disposed on one side and the other side of the partition wall 25 is in the upward stroke, the other is also in the upward stroke. Therefore, the left and right chambers C1 of the partition wall 25,
Although the pressure inside C2 changes greatly as the crankshaft 10 rotates, since the volume change rate of the left and right chambers C1 and C2 is equal, no movement of airflow occurs between them. Also, the seventh
As shown in the figure, two pistons 11 arranged on one side and the other side of the partition wall 25 are configured to move in the same direction as the crankshaft 10 rotates.

すなわち、隔壁２５の一側と他側とに配置された２個づ
つのピストン１１は一方が上昇行程にあるとき、他方は
下降行程にあり、左右の室Ｃ１、Ｃ２は共に容積変化を
生じないから、それらの間に気流の移動は生じない。That is, when one of the two pistons 11 disposed on one side and the other side of the partition wall 25 is in an upward stroke, the other is in a downward stroke, and the volumes of both the left and right chambers C1 and C2 do not change. Therefore, no airflow movement occurs between them.

〔発明の効果〕〔Effect of the invention〕

この発明は、以上のようにクランクケースを挟んで、前
後に各２個のシリンダを配し、そのクランクケースの内
Ｉ１１に２個のシリンダの中間に位置して、前後方向の
隔壁を設けたから、それによってエンジンケースが補強
され剛性が高くなり、クランクケースをその前後で車体
に懸架しても、そのだめの補強を軽減できる。また、ク
ランク軸を左右の外壁と中間の隔壁とで支持し、隔壁の
左右に配置されたピストンの位相を調節して、隔壁の左
右の室の容積変化割合を等しく設定したから、エンジン
の運転中、隔壁の左右の室の内部圧力が等しく保たれ、
それらの間に気流を生ぜず、圧力損失を生じることがな
い等の効果を有する。In this invention, as described above, two cylinders are arranged at the front and rear with the crankcase in between, and a partition wall in the front and rear direction is provided in I11 of the crankcase, located between the two cylinders. This strengthens the engine case and increases its rigidity, making it possible to reduce the need for reinforcement even when the crankcase is suspended from the front and rear of the vehicle. In addition, the crankshaft is supported by the left and right outer walls and the intermediate bulkhead, and the phase of the pistons placed on the left and right sides of the bulkhead is adjusted to set the volume change rate of the left and right chambers of the bulkhead to be equal. Inside, the internal pressure of the left and right chambers of the partition wall is kept equal;
It has the advantage that no air current is generated between them, and no pressure loss occurs.

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

図面はこの発明の一実施例を示すものであり、第１図は
自動二輪車の側面図、第２図はそのニアシンの断面図、
第３図はそのＩｆｉ−Ｉ断面図、第４図は従来のピスト
ン配置を示す外観図、第５図はこの発明に係る第４図相
当の外観図、第６図はその変形例を示す第４図相当の外
観図、第７図は他の変形例を示す第４図相当の外観図で
ちる。 ８φ・ｅ・動カニニット、ＦＪ＠・・・ニアシン、Ｔ・
・・・変速機、Ｅｌ、Ｅｌ・・・・シリンダ部、１１・
・・・ピストン、２５・φ・・隔壁、Ｃ１、Ｃ２・・・
・左右の室。 特許出願人　ヤマノ・発動機株式会社 代理人　山川政樹（ほか１名）The drawings show one embodiment of the present invention, and FIG. 1 is a side view of a motorcycle, and FIG. 2 is a cross-sectional view of the nearsin.
FIG. 3 is a sectional view taken along Ifi-I, FIG. 4 is an external view showing a conventional piston arrangement, FIG. 5 is an external view corresponding to FIG. 4 according to the present invention, and FIG. 6 is a modified example thereof. 4 is an external view corresponding to FIG. 4, and FIG. 7 is an external view corresponding to FIG. 4 showing another modification. 8φ・e・Dynamic crab knit, FJ@...Niashin, T・
...Transmission, El, El...Cylinder section, 11.
... Piston, 25 φ... Bulkhead, C1, C2...
・Left and right chambers. Patent applicant Yamano Motor Co., Ltd. Agent Masaki Yamakawa (and one other person)

Claims (4)

【特許請求の範囲】[Claims] （１）クランクケースを挟んで、前後に各２個のシリン
ダを配し、そのクランクケースの内側に２個のシリンダ
の中間に位置して、前後方向の隔壁を設け、クランク軸
を左右の外壁と中間の隔壁とで支持し、隔壁の左右に配
置されたピストンの位相を調節して、隔壁の左右の室の
容積変化割合を等しく設定してなる自動二輪車のクラン
ク軸装置。(1) Two cylinders are arranged at the front and rear with the crankcase in between, and a partition wall is provided in the front and rear direction between the two cylinders inside the crankcase, and the crankshaft is connected to the left and right outer walls. A crankshaft device for a motorcycle, which is supported by a partition wall and an intermediate partition wall, and adjusts the phase of pistons arranged on the left and right sides of the partition wall to set equal volume change ratios of chambers on the left and right sides of the partition wall. （２）隔壁の一側に配置された２個のピストンが、クラ
ンク軸の回転に伴って同方向へ移動するように構成して
なる特許請求の範囲第１項記載の自動二輪車のクランク
軸装置。(2) A crankshaft device for a motorcycle according to claim 1, wherein the two pistons arranged on one side of the partition wall move in the same direction as the crankshaft rotates. . （３）　隔壁の一側に配置された２個のピストンが、ク
ランク軸の回転に伴って互いに反対方向へ移動するよう
に構成してなる特許請求の範囲第４項記載の自動二輪車
のクランク軸装置。(3) The crankshaft of a motorcycle according to claim 4, wherein the two pistons arranged on one side of the partition wall are configured to move in opposite directions as the crankshaft rotates. Device. （４）隔壁の左右に配置されたピストンの位相は左右の
室の圧力変化割合を等しく設定して力る自ａｈ二輪車の
クランク軸装置。(4) A crankshaft device for a two-wheeled vehicle in which the phases of the pistons placed on the left and right sides of the partition set equal pressure change rates in the left and right chambers.
JP58141438A 1983-08-02 1983-08-02 Crankshaft device for motorcycles Expired - Lifetime JPH0627505B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58141438A JPH0627505B2 (en) 1983-08-02 1983-08-02 Crankshaft device for motorcycles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58141438A JPH0627505B2 (en) 1983-08-02 1983-08-02 Crankshaft device for motorcycles

Publications (2)

Publication Number Publication Date
JPS6032940A true JPS6032940A (en) 1985-02-20
JPH0627505B2 JPH0627505B2 (en) 1994-04-13

Family

ID=15291954

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58141438A Expired - Lifetime JPH0627505B2 (en) 1983-08-02 1983-08-02 Crankshaft device for motorcycles

Country Status (1)

Country Link
JP (1) JPH0627505B2 (en)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58113515A (en) * 1981-12-26 1983-07-06 Fuji Heavy Ind Ltd Oil returning device of horizontally opposed internal-combustion engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58113515A (en) * 1981-12-26 1983-07-06 Fuji Heavy Ind Ltd Oil returning device of horizontally opposed internal-combustion engine

Also Published As

Publication number Publication date
JPH0627505B2 (en) 1994-04-13

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