JPS61258926A - Engine for saddled vehicles - Google Patents

Engine for saddled vehicles

Info

Publication number
JPS61258926A
JPS61258926A JP9916185A JP9916185A JPS61258926A JP S61258926 A JPS61258926 A JP S61258926A JP 9916185 A JP9916185 A JP 9916185A JP 9916185 A JP9916185 A JP 9916185A JP S61258926 A JPS61258926 A JP S61258926A
Authority
JP
Japan
Prior art keywords
balancer shaft
crankcase
crankshaft
gear
supported
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
JP9916185A
Other languages
Japanese (ja)
Other versions
JPH0670372B2 (en
Inventor
Atsushi Suzuki
篤 鈴木
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 JP9916185A priority Critical patent/JPH0670372B2/en
Publication of JPS61258926A publication Critical patent/JPS61258926A/en
Publication of JPH0670372B2 publication Critical patent/JPH0670372B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related 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
    • 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

Abstract

PURPOSE:To lessen the car-breadthwise size of a crankcase, by extending one end of a balancer shaft, while supporting gears constituting a gear reducer on this extended part. CONSTITUTION:A crankshaft 16 and a balancer shaft 18 both are set up in a crankcase 12 so as to cause these shaft centers to be paralleled with each other and to be extended in a car width direction. A starting motor 23 is connected to the crankshaft 16 via a gear reducer 22. One end of the balancer shaft 18 is extended and gears constituting this gear reducer 22 are supported on this extended part. Thus, car-breadthwise size in the balancer shaft 18 and the gear reducer is lessened, and size in the crankcase also can be made smaller.

Description

【発明の詳細な説明】 （産業上の利用分野） この発明は自動二輪車等鞍乗型車両に設けられるエンジ
ンに関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an engine installed in a saddle type vehicle such as a motorcycle.

（従来の技術） 上記エンジンには次のように構成されたものがある。即
ち、ピストンの往復運動による振動を消去するためにク
ランク軸に連動されるバランサ軸がクランクケース内に
設けられる。また、始動電動機の回転を減速してクラン
ク軸に伝達するため、クランク軸と始動電動機とを連結
させる歯車減速装置が同上クランクケース内に設けられ
る。(Prior Art) Some of the engines described above are configured as follows. That is, a balancer shaft interlocked with the crankshaft is provided within the crankcase in order to eliminate vibrations caused by the reciprocating motion of the piston. Further, in order to reduce the rotation of the starter motor and transmit it to the crankshaft, a gear reduction device that connects the crankshaft and the starter motor is provided in the crankcase.

この歯車減速装置を構成する減速軸の軸心は車幅方向に
延び、そして、これらバランサ軸と減速軸とが車幅方向
に並ぶように配設される。The axis of the reduction shaft forming this gear reduction gear extends in the vehicle width direction, and the balancer shaft and the reduction shaft are arranged so as to be lined up in the vehicle width direction.

（発明が解決しようとする問題点） ところで、互いに別部材で構成されたバランサ軸と減速
軸とを車幅方向に並ぶように配設すると、これらの車幅
寸法が大きくなり、この結果、クランクケースが車幅方
向に大きく突出することとなる。しかし、自動二輪車等
鞍乗型車両では、通常、クランクケースの外側面近傍に
フートレストや足踏式のチェンジレバーが設けられてい
るため、クランクケースが車幅方向に大きく突出すると
、この突出したクランクケースによって乗り心地やチェ
ンジレバーの操作が阻害されるおそれがある。(Problem to be Solved by the Invention) By the way, when the balancer shaft and the reduction shaft, which are made of separate members, are arranged side by side in the vehicle width direction, the vehicle width dimension increases, and as a result, the crankshaft The case will protrude significantly in the vehicle width direction. However, in saddle-type vehicles such as motorcycles, a footrest or a foot-operated change lever is usually provided near the outer surface of the crankcase, so if the crankcase protrudes significantly in the vehicle width direction, the protruding crank The case may interfere with the ride comfort or the operation of the change lever.

（発明の目的） この発明は、上記のような事情に注目してなされたもの
で、バランサ軸と歯車減速装置との組み合せ体をコンパ
クトにしてクランクケースの車幅方向寸法をできるだけ
小さくすることを目的とする。(Objective of the Invention) This invention was made in view of the above-mentioned circumstances, and aims to make the combination of a balancer shaft and a gear reduction gear compact and to reduce the dimension of the crankcase in the vehicle width direction as much as possible. purpose.

（発明の構成） 上記目的を達成するためのこの発明の特徴とするところ
は、バランサ軸の一端を延出し、この延出部に歯車減速
装置を構成する歯車を支承した点にある。(Structure of the Invention) A feature of the present invention for achieving the above object is that one end of the balancer shaft is extended, and a gear constituting a gear reduction device is supported on this extended portion.

（実施例） 以下、この発明の実施例を図面により説明する。(Example) Embodiments of the present invention will be described below with reference to the drawings.

図において、１は鞍乗型車両である自動二輪車で、その
車体フレーム２の前部にはフロントフォーク３を介して
前輪４とハンドル５が支承され、同上車体フレーム２の
後部にはリヤアーム６が枢支されると共に、このリヤア
ーム６の揺動端には後輪７が支承される。In the figure, reference numeral 1 denotes a motorcycle that is a saddle-ride type vehicle.A front wheel 4 and a handlebar 5 are supported at the front part of a body frame 2 via a front fork 3, and a rear arm 6 is supported at the rear part of the body frame 2. The rear arm 6 is pivotally supported, and a rear wheel 7 is supported at the swinging end of the rear arm 6.

また、上記車体フレーム２にはエンジン８が支持され、
上記後輪７はこのエンジン８により駆動される。Further, an engine 8 is supported on the vehicle body frame 2,
The rear wheels 7 are driven by this engine 8.

９は燃料タンク、１０はシート、１１はフートレス）、
１５はチェンジレバーで、シートｌＯ上のライダーＲの
足はフートレスト１１上に置かれ、この足でチェンジレ
バー１５が足踏み操作される。9 is the fuel tank, 10 is the seat, 11 is the footless),
Reference numeral 15 designates a change lever, and the foot of the rider R on the seat 1O is placed on the footrest 11, and the change lever 15 is operated by stepping on this foot.

上記エンジン８は車体フレーム２に取り付けられたクラ
ンクケース１２を有し、このクランクケース１２はその
後部にミッションケースを一体的に有している。そして
、このクランクケース１２の前部上面から前上方に向っ
てシリンダ１３が突出され、このシリンダ１３の後面に
は気化器１４が取り付けられている。The engine 8 has a crankcase 12 attached to the vehicle body frame 2, and the crankcase 12 integrally has a transmission case at the rear thereof. A cylinder 13 projects upwardly from the front upper surface of the crankcase 12, and a carburetor 14 is attached to the rear surface of the cylinder 13.

上記クランクケース１２内には軸心が車幅方向に延びる
クランク軸１６が一対の軸受１６ａ、１６ａにより支承
され、このクランク軸１６は上記シリンダ１３内のピス
トンにコンロッド１７により連結されている。また、同
上クランクケース１２内にはクランク軸１６に平行にバ
ランサ軸１８が一対の軸受１８ａ、１８ａにより支承さ
れる。A crankshaft 16 whose axis extends in the vehicle width direction is supported within the crankcase 12 by a pair of bearings 16a, 16a, and the crankshaft 16 is connected to a piston within the cylinder 13 by a connecting rod 17. Further, within the crankcase 12, a balancer shaft 18 is supported in parallel to the crankshaft 16 by a pair of bearings 18a, 18a.

このバランサ軸１８はバランスウェイト１９を有し、歯
車手段２０によりクランク軸１６に連動連結される。This balancer shaft 18 has a balance weight 19 and is operatively connected to the crankshaft 16 by a gear means 20.

一方、同上クランク軸１６には歯車減速装置２２を介し
て始動電動機２３が連動連結される。この歯車減速装置
２２は始動電動機２３に取り付けられた出力歯車２５と
、クランク軸１６上にワンウェイクラッチ２６を介して
支承された入力歯車２７と、これら出力歯車２５と入力
歯車２７の間に介在される第１、第２減速歯車組２８．
２９とを有している。そして、上記ワンウェイクラッチ
２６は歯車減速装置２２側からクランク軸１６へのみ動
力を伝達する。On the other hand, a starter motor 23 is interlocked and connected to the crankshaft 16 via a gear reduction gear 22 . This gear reduction device 22 includes an output gear 25 attached to a starting motor 23, an input gear 27 supported on the crankshaft 16 via a one-way clutch 26, and interposed between the output gear 25 and the input gear 27. The first and second reduction gear sets 28.
29. The one-way clutch 26 transmits power only from the gear reduction device 22 side to the crankshaft 16.

３０はフライホイールマグネトで、このフライホイール
マグネト３０はクランク軸１６と共に回転するマグネト
ロータ３１や、クランクケース１２側に取り付けられる
ステータコイル３２を有している。また、上記マグネト
ロータ３１は上記ワンウェイクラッチ２６の従動側２６
ａに締結されている。30 is a flywheel magneto, and this flywheel magneto 30 has a magnetrotor 31 that rotates together with the crankshaft 16, and a stator coil 32 that is attached to the crankcase 12 side. Further, the magneto rotor 31 is connected to the driven side 26 of the one-way clutch 26.
It is concluded in a.

上記第１減速歯車組シ８はクランク軸１６に平行な第１
減速軸３４によりクランクケース１２に支承され、また
、第２減速歯車組２９は同上クランク軸１６に平行な第
２減速軸３５によりクランクケース１２に支承され、こ
の第２減速歯車組２′９は第２減速軸３５の軸心上を自
由に回転できることとされている。上記第２減速軸３５
は前記バランサ軸１８の一端を延出させることによって
このバランサ軸１８に一体的に形成されている。The first reduction gear set 8 is a first reduction gear set parallel to the crankshaft 16.
The second reduction gear set 29 is supported on the crankcase 12 by a reduction shaft 34, and the second reduction gear set 29 is supported on the crank case 12 by a second reduction shaft 35 parallel to the crankshaft 16. It is possible to freely rotate on the axis of the second deceleration shaft 35. The second reduction shaft 35
is formed integrally with the balancer shaft 18 by extending one end of the balancer shaft 18.

（発明の効果） この発明の効果は次の如くである。即ち、バランサ軸は
、通常、支持点間寸法の長い状態でクランクケースに支
持されており、また、大きな遠心力に耐える必要上十分
の強度を有するものである。そのため、この発明のよう
にバランサ軸の一端を延出し、この延出部に歯車減速装
置を構成する歯車を支承させた場合、上記歯車への負荷
をバランサ軸に十分な強度で支承させることができる。(Effects of the invention) The effects of this invention are as follows. That is, the balancer shaft is usually supported by the crankcase with a long distance between support points, and has sufficient strength to withstand large centrifugal forces. Therefore, when one end of the balancer shaft is extended as in the present invention and the gears constituting the gear reduction gear are supported on this extended portion, the balancer shaft cannot support the load on the gears with sufficient strength. can.

従って、バランサ軸の延出部に歯車を片持支持させれば
この歯車を支承するための軸受を省略でき、その分、バ
ランサ軸と歯車減速装置の車幅方向寸法を小さくさせる
ことによってクランクケースの寸法を小さくすることが
できる。Therefore, if the gear is cantilever-supported on the extension of the balancer shaft, the bearing for supporting the gear can be omitted, and by reducing the dimensions of the balancer shaft and gear reduction gear in the vehicle width direction, the crank case can be reduced. The dimensions of can be reduced.

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

図はこの発明の実施例を示し、第１図は第２図のＩ−Ｉ
線矢視断面図、第２図は自動二輪車の全体側面図である
。 ８・・エンジン、１２・・クランクケース、１６・・ク
ランク軸、１８・Φバランサ軸、２２・・歯車減速装置
、２９・・第２減速歯車組、３５・・第２減速軸。The figures show an embodiment of the invention, and FIG. 1 is I-I in FIG.
A sectional view taken along the line, and FIG. 2 is an overall side view of the motorcycle. 8. Engine, 12. Crank case, 16. Crankshaft, 18. Φ balancer shaft, 22. Gear reduction gear, 29. Second reduction gear set, 35. Second reduction shaft.

Claims (1)

【特許請求の範囲】[Claims] １、クランクケース内にクランク軸とバランサ軸とをこ
れら軸心が互いに平行となるように、かつ、車幅方向に
延びるように配置すると共に、バランサ軸の両端部に設
けた軸受でこのバランサ軸をクランクケースに支承し、
同上クランク軸に歯車減速装置を介して始動電動機を連
結した鞍乗型車両のエンジンにおいて、上記バランサ軸
の一端を延出し、この延出部に歯車減速装置を構成する
歯車を支承したことを特徴とする鞍乗型車両のエンジン
。1. A crankshaft and a balancer shaft are arranged in the crankcase so that their axes are parallel to each other and extend in the vehicle width direction, and the balancer shaft is supported by bearings provided at both ends of the balancer shaft. is supported on the crankcase,
An engine for a straddle-type vehicle in which a starter motor is connected to the crankshaft via a gear reduction device, characterized in that one end of the balancer shaft extends, and a gear constituting the gear reduction device is supported on this extension. An engine for a straddle-type vehicle.
JP9916185A 1985-05-09 1985-05-09 Saddle-type vehicle engine Expired - Fee Related JPH0670372B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP9916185A JPH0670372B2 (en) 1985-05-09 1985-05-09 Saddle-type vehicle engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP9916185A JPH0670372B2 (en) 1985-05-09 1985-05-09 Saddle-type vehicle engine

Publications (2)

Publication Number Publication Date
JPS61258926A true JPS61258926A (en) 1986-11-17
JPH0670372B2 JPH0670372B2 (en) 1994-09-07

Family

ID=14239933

Family Applications (1)

Application Number Title Priority Date Filing Date
JP9916185A Expired - Fee Related JPH0670372B2 (en) 1985-05-09 1985-05-09 Saddle-type vehicle engine

Country Status (1)

Country Link
JP (1) JPH0670372B2 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63131861A (en) * 1987-02-13 1988-06-03 Honda Motor Co Ltd Starting device for engine
JPS63255566A (en) * 1987-04-14 1988-10-21 Suzuki Motor Co Ltd Starter for motorcycle engine
JPS643262A (en) * 1987-06-24 1989-01-09 Yamaha Motor Co Ltd Starting device for engine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63131861A (en) * 1987-02-13 1988-06-03 Honda Motor Co Ltd Starting device for engine
JPS63255566A (en) * 1987-04-14 1988-10-21 Suzuki Motor Co Ltd Starter for motorcycle engine
JPS643262A (en) * 1987-06-24 1989-01-09 Yamaha Motor Co Ltd Starting device for engine

Also Published As

Publication number Publication date
JPH0670372B2 (en) 1994-09-07

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