JPS6356407B2 - - Google Patents
Info
- Publication number
- JPS6356407B2 JPS6356407B2 JP58201258A JP20125883A JPS6356407B2 JP S6356407 B2 JPS6356407 B2 JP S6356407B2 JP 58201258 A JP58201258 A JP 58201258A JP 20125883 A JP20125883 A JP 20125883A JP S6356407 B2 JPS6356407 B2 JP S6356407B2
- Authority
- JP
- Japan
- Prior art keywords
- gear
- cylinder
- engine
- clutch shaft
- crankshaft
- 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
- 230000000694 effects Effects 0.000 description 2
- 235000014676 Phragmites communis Nutrition 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 230000002000 scavenging effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 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
- 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
-
- 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
- F02B73/00—Combinations of two or more engines, not otherwise provided for
-
- 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
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- 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
- F02B2075/1808—Number of cylinders two
-
- 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
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
- F02B75/225—Multi-cylinder engines with cylinders in V, fan, or star arrangement having two or more crankshafts
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は自動２輪車用２クランク軸多気筒エン
ジンに関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a two-crankshaft multi-cylinder engine for two-wheeled motor vehicles.
（従来技術）
前後の各シリンダ用のクランク軸を、減速大ギ
ヤの前前端部と前端部に配置し、クランク間をギ
ヤで連結し、後クランクギヤとクランクギヤが噛
み合つている。即ち同一水平面上に前から順に、
前側シリンダ用クランク軸、後側シリンダ用クラ
ンク軸、減速大ギヤ軸を配置している。(Prior art) Crank shafts for the front and rear cylinders are arranged at the front end and the front end of the large reduction gear, the cranks are connected by gears, and the rear crank gear and the crank gear mesh. That is, in order from the front on the same horizontal plane,
A crankshaft for the front cylinder, a crankshaft for the rear cylinder, and a large reduction gear shaft are arranged.
（従来技術の問題点）
エンジン全体の前後幅が長くなり、それにより
広いエンジン配置用スペースが必要になり、自動
２輪車用エンジンに不向きである。(Problems with the prior art) The front and rear width of the entire engine becomes long, which requires a large space for arranging the engine, making it unsuitable for use as an engine for two-wheeled motor vehicles.
（発明の目的）
各シリンダの姿勢及び配置構造と、各クランク
軸の減速大ギヤに対する配置構造と、吸気ポート
の形成位置とを工夫することにより、エンジンの
前後幅及び左右幅を縮少し、エンジンをコンパク
トにすることを目的としている。(Objective of the invention) By devising the posture and arrangement structure of each cylinder, the arrangement structure of each crankshaft relative to the large reduction gear, and the formation position of the intake port, the longitudinal and lateral widths of the engine can be reduced. The purpose is to make it compact.
（発明の構成）
２つのシリンダを上端部が前方にくるように傾
斜させると共に、各シリンダ中心線が左右方向に
偏位しないように前後に並べて平行に配置し、各
シリンダのクランク軸にそれぞれ設けたクランク
ギヤを共通の１つの減速大ギヤにそれぞれ直接噛
み合わせ、この大ギヤをクラツク軸に嵌合すると
共にクラツチを介してクラツチ軸に連結自在と
し、上記２つのクランク軸を、エンジン側方から
見てクラツチ軸を２等辺頂点とする２等辺３角形
の他の頂点に位置するように、クラツチ軸から等
距離に配置すると共に一方が大ギヤの略前端部に
他方が大ギヤの略上端部にくるように配置し、各
シリンダ用の吸気ポートをクランクケースの側方
に配置している。(Structure of the Invention) Two cylinders are tilted so that their upper ends are forward, and they are arranged parallel to each other so that the center line of each cylinder does not deviate in the left-right direction. The two crankshafts are directly meshed with a common large reduction gear, and this large gear is fitted onto the clutch shaft and can be freely connected to the clutch shaft via the clutch. They are arranged equidistantly from the clutch shaft so that they are located at the other vertices of an isosceles triangle with the clutch shaft as the isosceles vertex, and one is approximately at the front end of the large gear and the other is approximately at the upper end of the large gear. The intake ports for each cylinder are located on the side of the crankcase.
（実施例）
本発明を適用した２気筒２サイクルエンジンの
右側面図を一部切断して示す第１図において、前
後の２つのシリンダ１，２は上端部が前方にくる
ように傾斜（例えば垂直線に対して約30゜傾斜）
しており、また両シリンダ１，２は前後に並んで
平行でかつ互いに近接するように配置されてい
る。(Example) In FIG. 1, which shows a partially cutaway right side view of a two-cylinder, two-stroke engine to which the present invention is applied, the front and rear two cylinders 1 and 2 are inclined (for example, (approximately 30° inclination to the vertical line)
The cylinders 1 and 2 are arranged parallel to each other and close to each other.
各シリンダ１，２用の吸気ポート３，４はクラ
ンクケース５の右側面（第１図紙面の表面側の
面）に形成されており、各吸気ポート３，４には
リードバルブケース７，キヤブレター８の吸気通
路管９及びゴムダクト１０が順次接続されてお
り、各ゴムダクト１０はエンジンの前上方のエア
クリーナ１１に接続している。即ちリードバルブ
ケース７やキヤブレター８等の吸気系機器はエン
ジンの右側方に配設されており、しかもキヤブレ
ター吸気通路管９を、例えば後方から見てシリン
ダ１，２と平行に配置することにより、各吸気系
機器はシリンダ１，２側へと寄せられている。 The intake ports 3 and 4 for each cylinder 1 and 2 are formed on the right side of the crankcase 5 (the surface on the front side of the paper in Figure 1). Eight intake passage pipes 9 and rubber ducts 10 are connected in sequence, and each rubber duct 10 is connected to an air cleaner 11 located above and in front of the engine. That is, the intake system equipment such as the reed valve case 7 and the carburetor 8 are arranged on the right side of the engine, and the carburetor intake passage pipe 9 is arranged parallel to the cylinders 1 and 2 when viewed from the rear, for example. Each intake system device is placed closer to the cylinders 1 and 2.
前側シリンダ１の排気口１２は前側シリンダ１
の前面に形成され、後側シリンダ２の排気口１３
は後側シリンダ２の後面に形成され、各排気口１
２，１３にはそれぞれマフラ（図示しない）が接
続される。 The exhaust port 12 of the front cylinder 1 is
is formed on the front surface of the exhaust port 13 of the rear cylinder 2.
are formed on the rear surface of the rear cylinder 2, and each exhaust port 1
A muffler (not shown) is connected to each of 2 and 13.
１５はクラツチ軸であつて、減速大ギヤ１６が
回転自在に嵌しており、減速大ギヤ１６はクラツ
チ１７（第２図）を介してクラツチ軸１５に連結
自在となつている。前側シリンダ１（第１図）の
クランク軸２０はクランクギヤ２１を一体的に備
えると共に、減速大ギヤ１６の前端部に配置さ
れ、上記クランクギヤ２１は減速大ギヤ１６に噛
み合つている。後側シリンダ２のクランク軸２２
はクランクギヤ２３を一体に備えると共に、減速
大ギヤ１６の略上端部に配置され、上記クランク
ギヤ２３は減速大ギヤ１６に噛み合つている。 Reference numeral 15 denotes a clutch shaft, into which a large reduction gear 16 is rotatably fitted, and the large reduction gear 16 can be freely connected to the clutch shaft 15 via a clutch 17 (FIG. 2). The crankshaft 20 of the front cylinder 1 (FIG. 1) is integrally equipped with a crank gear 21 and is disposed at the front end of the large reduction gear 16, with the crank gear 21 meshing with the large reduction gear 16. Crankshaft 22 of rear cylinder 2
is integrally equipped with a crank gear 23 and is disposed substantially at the upper end of the large reduction gear 16, and the crank gear 23 meshes with the large reduction gear 16.
即ち両クランク軸２０，２２とクラツチ軸１５
は、エンジン側方から見て２等辺３角形（仮想
線）の各頂点に位置し、クラツチ軸１５の位置す
る頂点が上記３角形の２等辺頂点部分になつてい
る。 That is, both crankshafts 20, 22 and clutch shaft 15
are located at each vertex of an isosceles triangle (imaginary line) when viewed from the side of the engine, and the vertex where the clutch shaft 15 is located is the isosceles vertex portion of the triangle.
クラツチ軸１５の後方には被駆動ギヤ軸２５が
配置され、クラツチ軸１５の後上方にはキツク始
動用ギヤ軸２６が配置されている。上述の各ギヤ
軸２５，２６と、クラツチ軸１５とクランク軸２
０，２２はすべて左右方向に延び、互いに平行で
ある。 A driven gear shaft 25 is arranged behind the clutch shaft 15, and a kick-starting gear shaft 26 is arranged above and behind the clutch shaft 15. The above-mentioned gear shafts 25 and 26, the clutch shaft 15 and the crank shaft 2
0 and 22 all extend in the left-right direction and are parallel to each other.
なお２８は自動２輪車のパイプ製フレームであ
る。 Note that 28 is a pipe frame of a two-wheeled motor vehicle.
第２図は第１図の−断面展開略図を示して
おり、この第２図において、減速大ギヤ１６はダ
ンパー３０を介してクラツチハウジング３１に一
体的に設けられており、クラツチハウジング３１
は多数のドリブンプレート及び摩擦プレートによ
りクラツチハブ３２に対して入切される。クラツ
チハブ３２はクラツチ軸１５に固着れている。 FIG. 2 shows a schematic exploded cross-sectional view of FIG. 1, and in this FIG.
is connected to and disconnected from the clutch hub 32 by a number of driven plates and friction plates. The clutch hub 32 is fixed to the clutch shaft 15.
クラツチ軸１５はクラツチカバー３３内からク
ランクケース５内に延びると共に変速用駆動ギヤ
群３５を備え、この変速用駆動ギヤ群３５は被駆
動ギヤ軸２５の変速用被駆動ギヤ群３６に選択自
在に噛み合う。即ちクラツチ軸１５はギヤ群３
５，３６を介して速度変更自在に被駆動ギヤ軸２
５に連結している。 The clutch shaft 15 extends from inside the clutch cover 33 into the crankcase 5 and is provided with a gear shift drive gear group 35, which is selectively connected to the shift drive gear group 36 of the driven gear shaft 25. mesh together. That is, the clutch shaft 15 is connected to the gear group 3.
5 and 36, the driven gear shaft 2 can be freely changed in speed.
It is connected to 5.
被駆動ギヤ軸５はクランクケース５の左側面か
ら外部に突出し、駆動スプロケツト３８を一体的
に備えている。駆動スプロケツト３８は駆動チエ
ン３９を介して後車輪の被駆動スプロケツトに連
動連結する。 The driven gear shaft 5 projects outward from the left side of the crankcase 5 and is integrally provided with a drive sprocket 38. The drive sprocket 38 is operatively connected to the driven sprocket of the rear wheel via a drive chain 39.
キツク用始動ギヤ軸２６には一方向クラツチ機
構４０を介してキツク駆動ギヤ４１が嵌合してお
り、キツク駆動ギヤ４１は中間ギヤ４２及び小ギ
ヤ４３を介して減速大ギヤ１６に連結している。
中間ギヤ４２は被駆動ギヤ軸２５に回転自在に支
承されると共にキツク駆動ギヤ４１と小ギヤ４３
に噛み合い、小ギヤ４３は減速大ギヤ１６と一体
的に形成されている。またキツク始動用ギヤ軸２
６にはキツクペダル４５が固着されている。 A kick drive gear 41 is fitted to the kick starting gear shaft 26 via a one-way clutch mechanism 40, and the kick drive gear 41 is connected to the large reduction gear 16 via an intermediate gear 42 and a small gear 43. There is.
The intermediate gear 42 is rotatably supported by the driven gear shaft 25 and is connected to the hard drive gear 41 and the small gear 43.
The small gear 43 is integrally formed with the large reduction gear 16. Also, gear shaft 2 for hard starting
A kick pedal 45 is fixed to 6.
なお第２図において、４６は掃気通路、４７は
点火プラグ、４８はピストンである。また４９は
発電機、５０は水ポンプである。 In FIG. 2, 46 is a scavenging passage, 47 is a spark plug, and 48 is a piston. Further, 49 is a generator, and 50 is a water pump.
（作用）
両シリンダ１，２が作動すると、各クランク軸
２０，２２の回転力はそれぞれクランクギヤ２
１，２３を介して１の減速大ギヤ１６に伝達され
る。減速大ギヤ１６からクラツチ１７、クラツチ
軸１５及び変速用ギヤ群３５，３６を介して被駆
動ギヤ軸２５に伝達され、被駆動ギヤ軸２５の駆
動スプロケツト３８から駆動チエン３９等を介し
て後車輪に伝達される。(Function) When both cylinders 1 and 2 operate, the rotational force of each crankshaft 20 and 22 is transferred to crank gear 2.
The signal is transmitted to the large reduction gear 16 via the gears 1 and 23. It is transmitted from the large reduction gear 16 to the driven gear shaft 25 via the clutch 17, the clutch shaft 15, and the transmission gear groups 35 and 36, and from the drive sprocket 38 of the driven gear shaft 25 to the rear wheel via the drive chain 39, etc. transmitted to.
（別の実施例）
前述の実施例図面は２気筒で説明したが、それ
ぞれのクランク軸毎に１又は２気筒で構成される
ことによる３気筒、４気筒でも同じである。また
ロータリ弁方式でもよい。(Another Embodiment) Although the above-mentioned embodiment drawings have been explained using two cylinders, the same applies to three or four cylinders, where each crankshaft is configured with one or two cylinders. Alternatively, a rotary valve type may be used.
（発明の効果）
(1) ２つのシリンダを前後に並べて平行に配置し
ているので、エンジン全体の左右幅を短くする
ことができる。即ち２つのシリンダを、各シリ
ンダ中心線が左右方向に偏位しないように前後
に並べて平行に配置している。従つて左右にオ
フセツト配置するエンジンに比べて、エンジン
全体の左右幅を短くすることができる。(Effects of the invention) (1) Since the two cylinders are arranged in parallel, front to back, the horizontal width of the entire engine can be shortened. That is, the two cylinders are arranged parallel to each other so that the center line of each cylinder is not deviated in the left-right direction. Therefore, the lateral width of the entire engine can be shortened compared to an engine that is offset from side to side.
(2) ２つのシリンダを上端部が前方にくるように
傾斜させ、一方のシリンダ用のクランク軸をエ
ンジン側方から見て減速大ギヤの略前端部にく
るように配置し、他方のシリンダ用のクランク
軸をエンジン側方から見て減速大ギヤの略上端
部にくるように配置しているので、エンジンの
前後幅を短くすることができる。詳しく説明す
ると、２つのクランク軸を、エンジン側方から
見てクラツチ軸を２等辺頂点とする２等辺３角
形の他の頂点に位置するように、クラツチ軸か
ら等距離に配置すると共に一方が大ギヤの略前
端部に他方が大ギヤの略上端部くるように配置
し、そして各クランク軸のクランクギヤを直接
共通の減速大ギヤに噛み合わせているので、ア
イドルギヤ等の部品点数の省略及びギヤ機構の
簡略化を達成できると共にエンジン前後幅を短
くすることができる。さらに吸気ポートをクラ
ンクケースの側方に形成しているので、両シリ
ンダを互いに近接させることができ、エンジン
の前後幅がより一層短くなる。(2) Tilt the two cylinders so that their upper ends are forward, arrange the crankshaft for one cylinder so that it is approximately at the front end of the large reduction gear when viewed from the side of the engine, and place the crankshaft for the other cylinder so that it is approximately at the front end of the large reduction gear Since the crankshaft of the engine is arranged so as to be located approximately at the upper end of the large reduction gear when viewed from the side of the engine, the longitudinal width of the engine can be shortened. To explain in detail, the two crankshafts are arranged at equal distances from the clutch shaft, and one is located at the other vertex of an isosceles triangle with the clutch shaft as the isosceles vertex when viewed from the side of the engine. The gears are arranged so that the other gear is located approximately at the front end of the large gear, and the other gear is located approximately at the upper end of the large gear, and the crank gears of each crankshaft are directly engaged with the common large reduction gear, which reduces the number of parts such as idle gears, etc. The gear mechanism can be simplified, and the front and rear width of the engine can be shortened. Furthermore, since the intake port is formed on the side of the crankcase, both cylinders can be brought close to each other, making the longitudinal width of the engine even shorter.
(3) 上記(1)、(2)の効果によりエンジン全体を大幅
にコンパクトにすることができる。(3) Due to the effects of (1) and (2) above, the entire engine can be made significantly more compact.
(4) 吸気ポートをクランクケースの側方に形成し
ているので、キヤブレター等の吸気系機器もエ
ンジン側方に配置することができ、キヤブレタ
ー等の点検修理が容易になる。(4) Since the intake port is formed on the side of the crankcase, intake system equipment such as the carburetor can also be placed on the side of the engine, making inspection and repair of the carburetor etc. easier.
第１図は本発明を適用した２クランク軸多気筒
エンジンを一部切断して示す右側面図（第２図の
−断面相当図）、第２図は第１図の−断
面展開略図である。１，２……シリンダ、３，４
……吸気ポート、５……クランクケース、１５…
…クラツチ軸、１６…減速大ギヤ、１７……クラ
ツチ、２０，２２……クランク軸、２１，２３…
…クランクギヤ。
Fig. 1 is a right side view (corresponding to the - cross-section in Fig. 2) partially cut away, showing a two-crankshaft multi-cylinder engine to which the present invention is applied, and Fig. 2 is a schematic exploded view of the - cross-section in Fig. 1. . 1, 2...Cylinder, 3, 4
...Intake port, 5...Crankcase, 15...
...Clutch shaft, 16...Large reduction gear, 17...Clutch, 20, 22...Crankshaft, 21, 23...
...Crank gear.
Claims (1)
傾斜させると共に、各シリンダ中心線が左右方向
に偏位しないように前後に並べて平行に配置し、
各シリンダのクランク軸にそれぞれ設けたクラン
クギヤを共通の１つの減速大ギヤにそれぞれ直接
噛み合わせ、この大ギヤをクラツチ軸に嵌合する
と共にクラツチを介してクラツチ軸に連結自在と
し、上記２つのクランク軸を、エンジン側方から
見てクラツチ軸を２等辺頂点とする２等辺３角形
の他の頂点に位置するように、クラツチ軸から等
距離に配置すると共に一方が大ギヤの略前端部に
他方が大ギヤの略上端部にくるように配置し、各
シリンダ用の吸気ポートをクランクケースの側方
に配置したことを特徴とする自動２輪車用２クラ
ンク軸多気筒エンジン。1 The two cylinders are tilted so that their upper ends are in the front, and arranged parallel to each other so that the center line of each cylinder does not deviate in the left-right direction,
The crank gears provided on the crankshafts of each cylinder are directly meshed with a common large reduction gear, and this large gear is fitted onto the clutch shaft and can be freely connected to the clutch shaft via the clutch. The crankshaft is located at the other vertex of an isosceles triangle with the clutch shaft as the isosceles vertex when viewed from the side of the engine, so that it is equidistant from the clutch shaft, and one side is located approximately at the front end of the large gear. 1. A two-crankshaft multi-cylinder engine for a two-wheeled motor vehicle, characterized in that the other cylinder is arranged so as to be located substantially at the upper end of the large gear, and the intake ports for each cylinder are arranged on the side of the crankcase.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20125883A JPS6093128A (en) | 1983-10-26 | 1983-10-26 | Two-crankshaft multi-cylinder engine for motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20125883A JPS6093128A (en) | 1983-10-26 | 1983-10-26 | Two-crankshaft multi-cylinder engine for motorcycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6093128A JPS6093128A (en) | 1985-05-24 |
| JPS6356407B2 true JPS6356407B2 (en) | 1988-11-08 |
Family
ID=16437955
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP20125883A Granted JPS6093128A (en) | 1983-10-26 | 1983-10-26 | Two-crankshaft multi-cylinder engine for motorcycle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6093128A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0242105U (en) * | 1988-09-09 | 1990-03-23 |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102007026103A1 (en) * | 2007-06-05 | 2008-12-11 | Ktm-Sportmotorcycle Ag | motorcycle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57159926A (en) * | 1981-03-25 | 1982-10-02 | Honda Motor Co Ltd | Multi-cylinder engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5655735U (en) * | 1979-10-04 | 1981-05-14 |
-
1983
- 1983-10-26 JP JP20125883A patent/JPS6093128A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57159926A (en) * | 1981-03-25 | 1982-10-02 | Honda Motor Co Ltd | Multi-cylinder engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0242105U (en) * | 1988-09-09 | 1990-03-23 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6093128A (en) | 1985-05-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH10297294A (en) | Power transmission device of engine | |
| JPH10291420A (en) | Power transmitting device for engine | |
| JP4183975B2 (en) | Four-wheel vehicle for rough terrain | |
| JPS6356407B2 (en) | ||
| JPH0475364B2 (en) | ||
| JP4321100B2 (en) | Secondary balancer for outboard motor vertical engine | |
| JPH0783085A (en) | Engine with mechanical governor | |
| JP2003314293A (en) | V-type engine for vehicle | |
| JP2005076609A (en) | Parallel multi-cylinder engine | |
| EP0402837B1 (en) | Engine transmission assembly for vehicle | |
| JPS6128814B2 (en) | ||
| JPH021459Y2 (en) | ||
| JP4062562B2 (en) | Engine power transmission device | |
| JPS5853637A (en) | Power take-off device of straight-type 4-cylinder engine for light vehicle | |
| JP2000310286A (en) | Biaxial secondary balancer of engine | |
| JPS6326264B2 (en) | ||
| JPH0232830Y2 (en) | ||
| JP3233390B2 (en) | Engine crankcase | |
| JPH0388912A (en) | V-form engine of motorcycle | |
| CA2434811C (en) | Drive mechanism for four-cycle engine | |
| JPH02231293A (en) | Rear arm pivotal supporting part structure for motorcycle | |
| JPS6253371B2 (en) | ||
| JP3711266B2 (en) | Single cylinder 4 cycle engine | |
| JPH03266787A (en) | Arrangement structure of carburetor of motorcycle | |
| JPH07293266A (en) | Balancer arrangement structure of v-shaped two-cycle internal combustion engine |