JPS6138331B2 - - Google Patents
Info
- Publication number
- JPS6138331B2 JPS6138331B2 JP3629779A JP3629779A JPS6138331B2 JP S6138331 B2 JPS6138331 B2 JP S6138331B2 JP 3629779 A JP3629779 A JP 3629779A JP 3629779 A JP3629779 A JP 3629779A JP S6138331 B2 JPS6138331 B2 JP S6138331B2
- Authority
- JP
- Japan
- Prior art keywords
- intermediate shaft
- crankshaft
- generator
- engine
- shaft
- 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.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 description 11
- 230000007246 mechanism Effects 0.000 description 9
- 238000010521 absorption reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
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
- F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
- F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
-
- 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
-
- 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
- F02B75/20—Multi-cylinder engines with cylinders all in one line
-
- 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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1816—Number of cylinders four
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
この発明はクランク軸を横置きにした自動二輪
車用多気筒エンジンに関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a multi-cylinder engine for a motorcycle in which the crankshaft is placed horizontally.
自動二輪車における近年の高出力化の要望に答
えて、エンジンの多気筒化がすすめられている。 In response to the recent demand for higher output in motorcycles, engines with multiple cylinders are being promoted.
一方、クランク軸を横置きにしたエンジンで
は、クランク軸に対するクラツチと変速機群の配
置の都合上、クラツチとクランク軸間に中間軸を
設け、クランク軸と中間軸間をチエーン伝動する
ものがある。 On the other hand, in some engines with a horizontal crankshaft, an intermediate shaft is installed between the clutch and the crankshaft due to the arrangement of the clutch and transmission group relative to the crankshaft, and a chain transmission is used between the crankshaft and the intermediate shaft. .
また、この種のエンジンはチエーンの伸び防止
のため、チエーンにかかるエンジンブレーキ時の
衝激荷重やクランク軸の回転速度変動による荷重
をやわらげるトルク変動吸収装置が中間軸に取付
けられている。 Furthermore, in order to prevent the chain from elongating, this type of engine is equipped with a torque fluctuation absorbing device attached to the intermediate shaft to reduce the shock load applied to the chain during engine braking and the load due to fluctuations in the rotational speed of the crankshaft.
更に多気筒化に伴うクランク軸の長尺化による
バンク角(バンキング角度)の減少を防止するた
め、従来クランク軸端に配置した発電機を中間軸
軸端に配置したエンジンが現われた。 Furthermore, in order to prevent the bank angle from decreasing due to the elongation of the crankshaft due to the increase in the number of cylinders, an engine has appeared in which the generator, which was conventionally placed at the end of the crankshaft, is placed at the end of the intermediate shaft.
ところがこの種のエンジンは前記の荷重に加え
て、発電機の慣性質量が中間軸に加わるため、い
きおい中間軸のトルク吸収装置の大型化をまね
き、中間軸の長尺化ひいてはバンク角の減少をも
たらし操縦性能が低下するという問題が生じた。 However, in this type of engine, in addition to the above-mentioned load, the inertial mass of the generator is applied to the intermediate shaft, which leads to an increase in the size of the torque absorption device of the intermediate shaft, which leads to an increase in the length of the intermediate shaft and a decrease in the bank angle. This resulted in the problem of reduced maneuverability.
この発明はこのような事情に鑑みなされたもの
であり、横幅を狭くして、バンク角を大きくし、
操縦性能を向上させると共に、楽な運転姿勢をと
れるようにする自動二輪車用多気筒エンジンを提
供することを目的とするものである。そしてこの
発明はこの目的達成のため、発電機を中間軸と平
行に配置し、中間軸および発電機の車輌同側端間
において回転伝達するように構成したものであ
る。以下、図面に基いてこの発明を詳細に説明す
る。 This invention was made in view of these circumstances, and it narrows the width, increases the bank angle,
The object of the present invention is to provide a multi-cylinder engine for a motorcycle that improves maneuverability and allows a comfortable driving position. In order to achieve this object, the present invention is configured such that the generator is arranged parallel to the intermediate shaft, and rotation is transmitted between the intermediate shaft and the end of the generator on the same side of the vehicle. Hereinafter, the present invention will be explained in detail based on the drawings.
第1図はこの発明の一実施例を適用した自動二
輪車の側面図、第2図はそのエンジンおよび動力
伝達機構構成図、第3図は−線断面図、第4
図は要部側面図である。第1図において符号1は
側面逆台型のメインフレーム、2はこのメインフ
レーム1と一体に固着されたステアリング・ヘツ
ドパイプ、3はこのヘツドパイプ2に軸支された
ステアリングフオーク、4はハンドル、5は前輪
である。6はリヤアームであり、前端がメインフ
レーム1に軸支され、後端は後輪7を保持する。
このリヤアーム6を構成する左側のアームはパイ
プ状に形成され、ここにプロペラ軸50(第2図
参照)が挿通されている。このプロペラ軸50は
後記エンジン20により回転され、後輪7のハブ
8内の減速歯車(図示せず)を介して後輪7を駆
動する。すなわちシヤフト・ドライブ式駆動方式
となつている。9は減衰器付き緩衝器、10は燃
料タンク、11はシートである。 FIG. 1 is a side view of a motorcycle to which an embodiment of the present invention is applied, FIG. 2 is a configuration diagram of its engine and power transmission mechanism, FIG.
The figure is a side view of the main part. In Fig. 1, reference numeral 1 denotes a main frame with an inverted trapezoidal shape on the side, 2 a steering head pipe fixed integrally with this main frame 1, 3 a steering fork pivotally supported by this head pipe 2, 4 a handle, and 5 a steering head pipe. It's the front wheel. Reference numeral 6 denotes a rear arm, whose front end is pivotally supported by the main frame 1 and whose rear end holds the rear wheel 7.
The left arm constituting the rear arm 6 is formed into a pipe shape, into which a propeller shaft 50 (see FIG. 2) is inserted. This propeller shaft 50 is rotated by an engine 20, which will be described later, and drives the rear wheel 7 via a reduction gear (not shown) in a hub 8 of the rear wheel 7. In other words, it is a shaft drive type drive system. 9 is a shock absorber with an attenuator, 10 is a fuel tank, and 11 is a seat.
20は4気筒空冷エンジンである。このエンジ
ン20は前記メインフレーム1の略逆台型の空間
内に前傾姿勢で搭載されている。第1図において
21は気化器、22は空気清浄器、23は排気管
である。このエンジン20のクランク軸24は横
置きであり、車体側方を指向するよう軸支されて
いる(第2,3図参照)。25は交流式発電機で
あり、第1図に示すようにクランクケース26の
上方に、そのロータ軸27がクランク軸24と平
行になるように装着されている。 20 is a 4-cylinder air-cooled engine. The engine 20 is mounted in a substantially inverted trapezoidal space of the main frame 1 in a forward-leaning position. In FIG. 1, 21 is a carburetor, 22 is an air purifier, and 23 is an exhaust pipe. The crankshaft 24 of this engine 20 is placed horizontally and is supported so as to point toward the side of the vehicle body (see FIGS. 2 and 3). Reference numeral 25 denotes an AC generator, which is mounted above the crankcase 26 so that its rotor shaft 27 is parallel to the crankshaft 24, as shown in FIG.
次にこのエンジン20の動力伝達機構を説明す
る。第2図において28はシリンダヘツドに軸支
されたカム軸で、クランク軸24によりタイミン
グチエーン29を介して回転される。30は中間
軸であり、クランク軸24と平行に配設され、ク
ランク軸24の略中央に巻き掛けられたチエーン
31によつて駆動される。 Next, the power transmission mechanism of this engine 20 will be explained. In FIG. 2, a camshaft 28 is rotatably supported by the cylinder head, and is rotated by the crankshaft 24 via a timing chain 29. Reference numeral 30 denotes an intermediate shaft, which is disposed parallel to the crankshaft 24 and driven by a chain 31 wound around the approximate center of the crankshaft 24.
32はトルク変動吸収機構を示し、クランク軸
24の回転はこの機構32を介して中間軸30に
伝えられる。33は中間軸30に回動自在に軸装
された第1カム筒で、その一方の端面は波型のカ
ム面34となり、その他方の端面は中間軸30に
形成された鍔部35に当接する。この第1カム筒
33の外周には歯車36がスプライン結合され、
この歯車36に前記チエーン31が巻き掛けられ
ている。この歯車36には第3図に示すように始
動用歯車37が一方向クラツチ38を介して装着
され、エンジン20の始動時においては、不図示
のセルモータ又はキツク式機構により始動用歯車
37、クラツチ38、歯車36、チエーン31を
介してクランク軸24が回転される。前記第1カ
ム筒33のカム面34には、第2カム筒39のカ
ム面40が対向する。このカム面40はカム面3
4と噛み合うような波型に形成され、この第2カ
ム筒39は中間軸30にスプライン結合されてい
る。 Reference numeral 32 indicates a torque fluctuation absorption mechanism, and the rotation of the crankshaft 24 is transmitted to the intermediate shaft 30 via this mechanism 32. Reference numeral 33 denotes a first cam cylinder rotatably mounted on the intermediate shaft 30, one end surface of which becomes a wave-shaped cam surface 34, and the other end surface abuts against a flange 35 formed on the intermediate shaft 30. come into contact with A gear 36 is spline-coupled to the outer periphery of the first cam cylinder 33.
The chain 31 is wound around this gear 36. A starting gear 37 is attached to this gear 36 via a one-way clutch 38, as shown in FIG. 38, gear 36, and chain 31, the crankshaft 24 is rotated. A cam surface 40 of the second cam cylinder 39 faces the cam surface 34 of the first cam cylinder 33 . This cam surface 40 is the cam surface 3
This second cam cylinder 39 is formed in a wave shape so as to mesh with the intermediate shaft 30 , and is spline-coupled to the intermediate shaft 30 .
第2カム筒39は複数箇の皿ばね41によつて
第1カム筒33側へ押圧されている。なおこの皿
ばね41の一端は止め輪42によつて中間軸30
に係止されている。 The second cam barrel 39 is pressed toward the first cam barrel 33 by a plurality of disc springs 41 . Note that one end of this disc spring 41 is connected to the intermediate shaft 30 by a retaining ring 42.
It is locked to.
中間軸30の回転は、公知の常時噛合式変速機
43を構成する主軸44に設けられたクラツチ4
5に伝えられ、このクラツチ45を介し主軸44
への回転伝達が断・続される。主軸44の回転は
公知の変速歯車群を介し副軸46に伝えられる。
副軸46の回転は出力軸47に設けられたトルク
変動吸収装置48を介し出力軸47に伝わり、さ
らに傘歯車49を経てプロペラ軸50に伝えられ
る。従つて後輪7の急制動等による衝撃はこのト
ルク変動吸収機構48で吸収されるから、変速機
43等の歯車はこの衝撃から保護される。 The rotation of the intermediate shaft 30 is controlled by a clutch 4 provided on a main shaft 44 constituting a known constant mesh transmission 43.
5 and is transmitted to the main shaft 44 via this clutch 45.
The rotational transmission to is interrupted/continued. The rotation of the main shaft 44 is transmitted to the subshaft 46 via a known transmission gear group.
The rotation of the subshaft 46 is transmitted to the output shaft 47 via a torque fluctuation absorbing device 48 provided on the output shaft 47, and further transmitted to the propeller shaft 50 via a bevel gear 49. Therefore, the impact caused by sudden braking of the rear wheels 7 is absorbed by the torque fluctuation absorbing mechanism 48, and the gears of the transmission 43 etc. are protected from this impact.
次に発電機25の駆動機構を説明する。前記中
間軸30の左側端30aはクランクケース26か
ら左側へ突出し、ここにはVベルト用プーリ60
が固定される一方、前記発電機25のロータ軸2
7の左側端にも同様のプーリ61が固定されてい
る。これらのプーリ60,61は同一面上に位置
するような発電機25は前記クランクケース26
に固定されている。ここに中間軸30とロータ軸
27の同側端(左側端)にプーリ60,61を固
定したので、発電機25の本体は必然的にエンジ
ン20の中心側に位置するようになる。これらの
プーリ60,61間にはVベルト62が巻き掛け
られている。なお、この発電機25は第4図に明
らかなように2本のボルトで固定され、その一方
のボルト63は弧状の長孔64内を貫通し、この
ボルト63の位置変化によりVベルト62の張力
を調節することができる。またこれらプーリ6
0,61、Vベルト62にはカバー65が被着さ
れ、安全上およびデザイン上の対策がなされてい
る。 Next, the drive mechanism of the generator 25 will be explained. The left end 30a of the intermediate shaft 30 projects to the left from the crankcase 26, and a V-belt pulley 60 is installed here.
is fixed, while the rotor shaft 2 of the generator 25
A similar pulley 61 is also fixed to the left end of 7. The generator 25, in which these pulleys 60 and 61 are located on the same plane, is connected to the crankcase 26.
Fixed. Since the pulleys 60 and 61 are fixed to the same end (left end) of the intermediate shaft 30 and the rotor shaft 27, the main body of the generator 25 is necessarily located on the center side of the engine 20. A V-belt 62 is wound between these pulleys 60 and 61. The generator 25 is fixed with two bolts, as shown in FIG. Tension can be adjusted. Also, these pulleys 6
A cover 65 is attached to the V-belt 62 as a safety and design measure.
今エンジン20の間歇的爆発に伴なうトルク変
動があると、このトルク変動はクランク軸24の
回転と共にチエーン31、歯車36を介し第1カ
ム筒33に伝わる。このトルク変動はこの第1カ
ム筒33の回転むらとなるが、この回転むらは、
カム面34がカム面40に僅かに乗り上がり、第
2カム筒39が皿ばね41の弾撥力に抗して移動
することによつて吸収される。このため中間軸3
0にはほとんどエンジン20のトルク変動は伝わ
らない。中間軸30の回転はプーリ60、Vベル
ト62、プーリ61を介し発電機25に伝えられ
る。Vベルト62を使用したので、このVベルト
62とプーリ60,61間の僅かな滑りにより中
間軸30のトルク変動は一層減衰され、ロータ軸
27は一層滑らかに回転する。なお、このロータ
は相当大きな慣性を持つている、中間軸30の急
激な回転速度変化があつても、このVベルト62
とプーリ60,61間の滑りで吸収されるから、
ロータには大きな衝激は加わらない。従つて発電
機25の寿命は一層延びる。 If there is a torque fluctuation due to the intermittent explosion of the engine 20, this torque fluctuation is transmitted to the first cam cylinder 33 through the chain 31 and gear 36 along with the rotation of the crankshaft 24. This torque fluctuation causes rotational unevenness of the first cam cylinder 33, but this rotational unevenness is caused by
The cam surface 34 slightly rides up on the cam surface 40, and the second cam cylinder 39 moves against the elastic force of the disc spring 41, thereby absorbing it. Therefore, intermediate shaft 3
0, almost no torque fluctuations of the engine 20 are transmitted. The rotation of the intermediate shaft 30 is transmitted to the generator 25 via a pulley 60, a V-belt 62, and a pulley 61. Since the V-belt 62 is used, the slight slippage between the V-belt 62 and the pulleys 60, 61 further damps the torque fluctuation of the intermediate shaft 30, and the rotor shaft 27 rotates more smoothly. Note that this rotor has a considerably large inertia, and even if there is a sudden change in the rotational speed of the intermediate shaft 30, this V-belt 62
Because it is absorbed by the sliding between pulleys 60 and 61,
No major impact is applied to the rotor. Therefore, the life of the generator 25 is further extended.
以上の実施例では中間軸30と発電機25の同
側端(左側端)間をVベルトで回転伝達したが、
この発明はチエーン駆動など種々の巻き掛け伝動
機構のほか、歯車による回転伝達機構で回転伝達
してもよい。 In the above embodiment, rotation was transmitted between the intermediate shaft 30 and the same end (left end) of the generator 25 using a V-belt.
In addition to various winding transmission mechanisms such as a chain drive, this invention may also transmit rotation using a rotation transmission mechanism using gears.
この発明は以上のように、発電機を中間軸と平
行に配設し、さらに中間軸と発電機の同側端間で
回転伝達を行なうので、中間軸端やクランク軸端
などに発電機を配設する場合に比べ、エンジン横
幅を狭くすることができる。このため車輌のバン
ク角が大きくなり操縦性能が向上するばかりでな
く、運転者の着座時に両脚を大きく開く必要がな
くなり楽な操縦姿勢が取れる。 As described above, in this invention, the generator is arranged parallel to the intermediate shaft, and rotation is transmitted between the intermediate shaft and the same end of the generator, so the generator is installed at the end of the intermediate shaft or the end of the crankshaft. The width of the engine can be made narrower than when the engine is installed. This not only increases the bank angle of the vehicle and improves maneuverability, but also eliminates the need for the driver to spread his or her legs wide apart when seated, allowing for a comfortable driving position.
第1図はこの発明の一実施例を適用した自動二
輪車の側面図、第2図は動力伝達機構構成図、第
3図は−線断面図、第4図は要部側面図であ
る。
20……エンジン、24……クランク軸、25
……発電機、30……中間軸、31……チエー
ン。
FIG. 1 is a side view of a motorcycle to which an embodiment of the present invention is applied, FIG. 2 is a configuration diagram of a power transmission mechanism, FIG. 3 is a sectional view taken along the - line, and FIG. 4 is a side view of main parts. 20...engine, 24...crankshaft, 25
... Generator, 30 ... Intermediate shaft, 31 ... Chain.
Claims (1)
行に配設されかつクランク軸によりチエーン駆動
される中間軸とを備えた自動二輪車用多気筒エン
ジンにおいて、発電機を前記中間軸と平行に配設
し、前記中間軸および発電機の同側端間において
回転伝達することを特徴とする自動二輪車用多気
筒エンジン。1. In a multi-cylinder motorcycle engine equipped with a horizontal crankshaft and an intermediate shaft disposed parallel to the crankshaft and driven by a chain by the crankshaft, a generator is disposed parallel to the intermediate shaft. A multi-cylinder engine for a motorcycle, wherein rotation is transmitted between the intermediate shaft and the same end of the generator.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP3629779A JPS55128621A (en) | 1979-03-29 | 1979-03-29 | Multi-cylinder engine for use in motor cycle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP3629779A JPS55128621A (en) | 1979-03-29 | 1979-03-29 | Multi-cylinder engine for use in motor cycle |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS55128621A JPS55128621A (en) | 1980-10-04 |
JPS6138331B2 true JPS6138331B2 (en) | 1986-08-28 |
Family
ID=12465869
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP3629779A Granted JPS55128621A (en) | 1979-03-29 | 1979-03-29 | Multi-cylinder engine for use in motor cycle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS55128621A (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS59194538U (en) * | 1983-06-11 | 1984-12-24 | ヤマハ発動機株式会社 | Motorcycle drive unit |
JPS6217370A (en) * | 1985-07-17 | 1987-01-26 | Yamaha Motor Co Ltd | Igniter for motor-cycle |
JPH01113521A (en) * | 1987-10-26 | 1989-05-02 | Nissan Motor Co Ltd | Engine accessory drive device |
-
1979
- 1979-03-29 JP JP3629779A patent/JPS55128621A/en active Granted
Also Published As
Publication number | Publication date |
---|---|
JPS55128621A (en) | 1980-10-04 |
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