JPS6335810B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a multi-cylinder engine for a motorcycle in which an intermediate shaft and a transmission main shaft are arranged in parallel behind a horizontally placed crankshaft.

(Technical Background of the Invention) In a multi-cylinder engine for a motorcycle having a horizontal crankshaft, an intermediate shaft is provided parallel to the crankshaft in order to narrow the overall width of the engine, and a heavy rotating body is mounted on this intermediate shaft. It is possible to install a generator. On the other hand, this type of engine is generally equipped with a clutch for shifting, but since this clutch is large in diameter and heavy, the reaction force is large when the engine suddenly accelerates or decelerates, which is one of the causes of increased engine vibration. They were becoming one. In addition, when a generator is installed on the intermediate shaft, since this generator is heavy, large fluctuations in rotational speed applied to the intermediate shaft may cause shocks to be applied to the joint between the intermediate shaft and the rotating body of the generator. There was also the problem that this increased size caused play in the joint, causing noise.

(Purpose of the Invention) This invention was made in view of the above circumstances, and it provides a generator on the intermediate shaft to narrow the width of the engine, and also to reduce the need for heavy gear changes due to sudden acceleration and deceleration of the engine. It is possible to suppress engine vibration due to speed changes of the clutch, and it is also possible to improve the durability of the joint between the intermediate shaft and the generator rotating body, and to suppress noise generation therefrom. The purpose is to provide a multi-cylinder engine for a motorcycle.

(Structure of the Invention) According to the present invention, the object is to provide a horizontally placed crankshaft, an intermediate shaft arranged in parallel at the rear and upper part of the crankshaft, and an intermediate shaft arranged in parallel at the rear and upper part of the crankshaft and below the intermediate shaft. A motorcycle engine comprising a transmission main shaft provided with a transmission main shaft, and a transmission clutch provided at one end of the transmission main shaft, a reduction large gear provided on the transmission clutch, and a reduction large gear provided on the crankshaft. a reduction gear that meshes with the intermediate shaft, and a generator provided on the intermediate shaft;
The automatic transmission includes a chain that is wound around the intermediate shaft and the crankshaft, and rotates the main shaft of the transmission in a direction opposite to the crankshaft, and rotates the intermediate shaft in the same direction as the crankshaft. This is achieved by a multi-cylinder engine of a two-wheeled vehicle.

(Example) The present invention will be described in detail below based on the drawings.

FIG. 1 is a configuration diagram of a first embodiment according to the present invention;
FIG. 2 is a side view showing the arrangement of the respective axes, FIG. 3 is a sectional view taken along the line ``--'', and FIG. 4 is a sectional view of the main part. In these figures, reference numeral 1 is a horizontally placed four-cylinder crankshaft, and 2 is a piston. Four pistons 2 are each connected to one crankshaft 1 via connecting rods 3. 4, 4 are a pair of camshafts, and these camshafts 4, 4 are connected to the crankshaft 1.
It is driven by a gear 5 integral with the timing chain 6. 7 and 8 are a main shaft and a subshaft forming a transmission, and are located behind the crankshaft 1. The transmission main shaft 7 is provided with a known wet multi-disc transmission clutch 9 at one end thereof. A large speed change gear 12 is attached to the casing 10 of the clutch 9 via a damper spring 11, and this gear 12 is driven by a small speed change gear 13 integral with the crankshaft 1. Therefore, the main shaft 7 rotates in the opposite direction to the crankshaft. The rotation of the main shaft 7 is transmitted to the subshaft 8 via a gear group provided on the main shaft 7 and the subshaft 8, and the rotation of the subshaft 8 is transmitted to a shaft 14 parallel to the subshaft 8. The rotation of this shaft 14 is transmitted via a bevel gear 16 to an output shaft 15 that is orthogonal to this shaft 14, and this output shaft 15 drives rear wheels (drive wheels) via a propeller shaft (not shown).

20 is an intermediate shaft located behind the crankshaft 1 and above the main shaft 7. A sprocket 21 is rotatably mounted on the intermediate shaft 20, and one end of the sprocket 21 has an enlarged diameter and a spring damper 22 is attached thereto. That is, one end surface of this sprocket 21 has an intermediate shaft 20.
A member 23 connected by a spline having an involute tooth profile is mounted on the sprocket, and a plurality of springs 24 are installed between the member 23 and the sprocket 21 in the circumferential direction. FIG. 5 is a cross-sectional view taken along the line --- showing a vertical cross section of this spring damper 22. As shown in FIG. The sprocket 21 is connected to the crankshaft 1
It is driven via a chain 26 by a sprocket 25 integrally formed with the motor. 27 is the intermediate shaft 20
This gear 27 is rotatably mounted on a shaft, and the gear 27 and the sprocket 21 are connected by a one-way clutch 28. That is, the sprocket 21 is formed with three connecting portions 21a extending in the central axis direction so as to cover a portion of the member 23 (see FIG. 5), and the connecting portions 21a and the one-way clutch 28 are connected. There is. 29 is a starter motor, and 30 is an idle gear interposed between the small gear 31 of the starter motor 29 and the gear 27.

Reference numeral 35 denotes a generator case integrated with the crankcase, one end of the intermediate shaft 20 extending into this case 35, and an alternating current generator 36 is loaded here. That is, a stator 37 is fixed to the inner surface of the case 35, while a rotor 38, which is a heavy rotating body, is fixed to the intermediate shaft 20, and a ring-shaped rotor 38 is fixed to the surface perpendicular to the central axis of the rotor 38. slip ring 3
Two 9's are buried. This slip ring 3
9, 39 is a brush 4 fixed to the case 35
0 and 40 are in sliding contact. 41 is this case 35
It is a cover that is covered with.

In this embodiment, the rotation of the crankshaft 1 is transmitted to the sprocket 21 via the chain 26, then to the intermediate shaft 20 via the spring damper 22 and the member 23, and then to the rotor 38. That is, the intermediate shaft 20 and the rotor 38
is rotated by the chain 26 in the same direction as the crankshaft 1. At this time, the torque fluctuation of the crankshaft 1 due to the intermittent explosion of each cylinder is absorbed by the chain 26 and the spring damper 22, and the rotor 38 is rotated smoothly. Further, when starting the engine, the rotation of the starter motor 29 is controlled by the idle gear 30,
It is transmitted to the crankshaft 1 via the gear 27, one-way clutch 28, sprocket 21, and chain 26, and when the engine starts, the sprocket 21
becomes faster than the rotation of the gear 27, and the one-way clutch 28 is disengaged.

On the other hand, the output of the traveling drive system is directly transmitted from the small reduction gear 13 of the crankshaft 1 to the large reduction gear 12 without passing through the intermediate shaft 20, and as described above, the output is transmitted to the damper spring 11, clutch 9, main shaft 7, subshaft 8, is transmitted to the rear wheels via the shaft 14 and the output shaft 15.

The heavy clutch 9 rotates in the opposite direction to the crankshaft 1, while the intermediate shaft 20 and the generator 3
6 rotates in the same direction as the crankshaft 1 opposite thereto. Therefore, when the engine suddenly accelerates or decelerates, the reaction force of the heavy clutch 9 is caused by changes in the rotational speed of heavy components such as the crankshaft 1 and the generator 36, which rotate in the opposite direction to the clutch 9. The reaction force cancels each other out. Therefore, by providing the generator 36 on the intermediate shaft 20 rather than on the end of the crankshaft, it is possible to reduce the engine width and at the same time suppress engine vibrations caused by sudden acceleration and deceleration of the engine.

In this embodiment, as shown in FIG. 3, the drive gear 13 is provided at a position other than both ends of the crankshaft 1, so the amount of lateral protrusion of the clutch 9 of the main shaft 7 is reduced, and the left and right sides of the entire engine are Improves balance.

FIG. 6 is a configuration diagram showing a second embodiment of the present invention;
FIG. 7 is a sectional view of a main part thereof, and this embodiment is constructed so that the rotation of the crankshaft is transmitted to the generator via a rubber damper. In these figures, the same parts as in the first embodiment are given the same reference numerals, so their description will not be repeated. In this embodiment, the sprocket 21A is connected to the cylindrical portion 2 of the member 23A.
A rubber damper 22A is rotatably mounted on the sprocket 3B, and a rubber damper 22A is radially loaded with rubber 24A between the sprocket 21A and the member 23A. This rubber damper 22A is located on the opposite side of the generator 36 with the chain 26 interposed therebetween.

FIG. 8 is a sectional view taken along the line --- showing this rubber damper 22A. That is, radial walls 21Aa and 23Aa are formed alternately in the facing portion of the sprocket 21A and the member 23A, and these walls 21
A fan-shaped rubber 24A is loaded between Aa and 23Aa.

Therefore, the rotation of the crankshaft 1 is transmitted to the rotor 38 of the generator 36 via the chain 26, sprocket 21A, wall 21Aa, rubber 24A, wall 23Aa, member 23A, and intermediate shaft 20. Also, the rotation of the starter motor 29 is controlled by the small gear 31 and the idle gear 3.
0, gear 27, one-way clutch 28, member 2
3A, the wall 23Aa, the rubber 24A, the wall 21Aa, the sprocket 21A, and the chain 26.

On the other hand, as is clear from FIG. 6, the output of the drive system is directly transmitted from the small reduction gear 13 of the crankshaft 1 to the large reduction gear 12. Therefore, the main shaft 7 and the clutch 9 rotate in the opposite direction to the crankshaft 1, and the intermediate shaft 20 and the generator 36 rotate in the same direction as the crankshaft 1.

(Effects of the Invention) As described above, in the present invention, since the generator is provided on the intermediate shaft of the crankshaft instead of at the end thereof, the engine width can be narrowed. In addition, the transmission clutch is rotated by the crankshaft in the opposite direction to the crankshaft via large and small reduction gears, while the intermediate shaft equipped with a generator is driven by the crankshaft in the same direction as the crankshaft. Therefore, the large reaction force generated by the heavy clutch due to the sudden acceleration/deceleration of the engine is mutually compatible with the reaction force caused by the acceleration/deceleration of the crankshaft, generator, and intermediate shaft rotating in the opposite direction. cancel each other out. Therefore, engine vibrations caused by sudden acceleration and deceleration of the engine are suppressed, and the engine width is also reduced, making it possible to obtain an engine suitable for motorcycles.

Furthermore, the impact from the rear wheels is transmitted to the intermediate shaft via the clutch and crankshaft by the chain, so the impact from the rear wheels is well absorbed by the expansion and contraction of the chain and the twisting of the intermediate shaft itself. The impact applied to the joint between the intermediate shaft and the rotating body of the generator is alleviated. For this reason, the durability of this joint portion is increased, and an increase in noise due to play in this portion can be prevented.

[Brief explanation of the drawing]

FIG. 1 is an overall configuration diagram of a first embodiment according to the present invention, FIG. 2 is a side view showing the arrangement of each axis, FIG. FIG. 4 is a sectional view of the main part, FIG. 5 is a sectional view along the line ``--'', FIG. 7 is a sectional view of the main part thereof, and FIG. 8 is a sectional view taken along the line ``--''. DESCRIPTION OF SYMBOLS 1... Crankshaft, 7... Transmission main shaft, 9... Transmission clutch, 12... Reduction large gear, 13... Reduction small gear, 20... Intermediate shaft, 26... Chain, 36... Generator.

Claims (1)

[Scope of Claims] 1. A horizontal crankshaft, an intermediate shaft arranged in parallel above the rear of the crankshaft, and a transmission main shaft arranged in parallel behind the crankshaft and below the intermediate shaft. A motorcycle engine comprising a gearshift clutch provided at one end of the transmission main shaft, comprising: a large reduction gear provided on the clutch; and a small reduction gear provided on the crankshaft and meshed with the large reduction gear. , a generator provided on the intermediate shaft;
The automatic transmission includes a chain that is wound around the intermediate shaft and the crankshaft, and rotates the main shaft of the transmission in a direction opposite to the crankshaft, and rotates the intermediate shaft in the same direction as the crankshaft. A multi-cylinder engine for a motorcycle.