JPH0133392B2 - - Google Patents
Info
- Publication number
- JPH0133392B2 JPH0133392B2 JP58009641A JP964183A JPH0133392B2 JP H0133392 B2 JPH0133392 B2 JP H0133392B2 JP 58009641 A JP58009641 A JP 58009641A JP 964183 A JP964183 A JP 964183A JP H0133392 B2 JPH0133392 B2 JP H0133392B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- output shaft
- floor plate
- vehicle body
- transmission case
- 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 claims description 44
- 239000006096 absorbing agent Substances 0.000 claims description 15
- 230000035939 shock Effects 0.000 claims description 15
- 230000005484 gravity Effects 0.000 description 3
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000000284 resting effect Effects 0.000 description 2
- 230000002452 interceptive effect Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 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
- 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)
- Automatic Cycles, And Cycles In General (AREA)
- Arrangement Of Transmissions (AREA)
Description
【発明の詳細な説明】
本発明は腰掛式自動二輪車（スクータ）のステ
ツプ装置の改良に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a step device for a seated motorcycle (scooter).
一般に上記自動二輪車では、前、後車輪間の車
体下部に走行用エンジンが懸架され、該エンジン
の上方に床板が敷設され、この床板に乗員の足載
せ用ステツプが形成されるが、従来のこの種自動
二輪車では床板下のエンジンによつてステツプの
位置、形状、広さ等が制約をうけ、乗員にとつて
最良のステツプを形成することが難しい不具合が
あつた。 Generally, in the above-mentioned motorcycle, a driving engine is suspended in the lower part of the vehicle body between the front and rear wheels, and a floor plate is laid above the engine, and steps for resting the rider's feet are formed on this floor plate. In conventional motorcycles, the position, shape, width, etc. of the steps are restricted by the engine under the floorboard, making it difficult to form the best steps for the rider.
そこで本発明は、前記不具合を解消しつつ車体
の低重心化に寄与し得るとともに、床板によつて
エンジンの一部、およびそれの補機を保護できる
ようにし、さらに後車輪用緩衝器をステツプに邪
魔されることなく的確に配備できるようにした構
成簡単な、腰掛式自動二輪車のステツプ装置を提
供することを目的とする。 Therefore, the present invention can contribute to lowering the center of gravity of the vehicle body while eliminating the above-mentioned problems, and also makes it possible to protect a part of the engine and its auxiliary equipment with a floor plate, and furthermore, it is possible to make it possible to protect a part of the engine and its auxiliary equipment with a floor plate. To provide a step device for a seat-type motorcycle, which has a simple configuration and can be accurately deployed without being hindered by the vehicle.
そして上記目的達成のため本発明は、前、後車
輪間の車体下部に懸架したエンジンの上方に床板
を配設し、この床板にはその左右中央部に、車体
を縦走する***部を、またその左右に、前記***
部の左右両側縁より略水平外向きに延びる左、右
ステツプをそれぞれ形成し、前記***部の下面に
形成されるトンネル内に、前記エンジンの一部お
よびキヤブレタ、エアクリーナ等の補機を収納
し、前記トンネル直下の、前記エンジンの残余の
部分に出力軸を配設し、この出力軸と後車輪間の
伝動機構を覆う伝動ケースの少なくとも前部を一
方のステツプの下方に配設し、さらに前記エンジ
ンよりも上方で車体に上端を支持された緩衝器の
下端と、前記伝動ケースの前後方向中間部よりそ
の内方へ延出する支持部材とを、該エンジンの後
端と後車輪との対向間隙内において相互に連結し
たことを特徴とする。 In order to achieve the above object, the present invention provides a floor plate above the engine suspended at the lower part of the vehicle body between the front and rear wheels, and this floor plate has a protrusion running longitudinally along the vehicle body at the left and right center of the floor plate. Left and right steps are formed on the left and right sides thereof, respectively, extending substantially horizontally outward from the left and right edges of the raised portion, and a part of the engine, a carburetor, an air cleaner, etc. are provided in a tunnel formed on the lower surface of the raised portion. auxiliary machinery, an output shaft is disposed in the remaining part of the engine directly below the tunnel, and at least the front part of a transmission case that covers the transmission mechanism between the output shaft and the rear wheels is placed below one step. A lower end of a shock absorber is disposed above the engine and has an upper end supported by the vehicle body, and a support member extending inward from an intermediate portion in the longitudinal direction of the transmission case is connected to the rear of the engine. It is characterized in that the end and the rear wheel are interconnected within the opposing gap.
以下、図面により本発明の一実施例について説
明する。 An embodiment of the present invention will be described below with reference to the drawings.
第１図において、全体を符号Ｓで示される腰掛
式自動二輪車の車体１の前部には、操向可能な前
車輪Wfが、またその後部には、後に詳述するエ
ンジンＥによつて回転駆動される後車輪Wrが懸
架されている。車体１の後部上には腰掛用シート
２が載設される。また前記前、後車輪Wf，Wr間
において、車体１に着脱自在に取付けられる床板
３の左右には前記シート２上に着座する乗員の足
載せ用左、右ステツプ４ｆ，４ｒが形成され、ま
た前記床板３の左右中央部には、車体１の前後方
向に縦走する横断面凸状の***部５が一体的に形
成され、この***部５の左右両側縁に前記各ステ
ツプ４ｆ，４ｒが略水平外向きに延びている。前
記***部５の下方には後述するエンジンＥの一部
およびエアクリーナ７、キヤブレタ８等の補機を
収容するための前後方向にのびるトンネル６が形
成される。 In Fig. 1, the front part of a body 1 of a seated motorcycle, generally designated by the symbol S, has a steerable front wheel Wf, and the rear part thereof is rotated by an engine E, which will be described in detail later. The driven rear wheels Wr are suspended. A sitting seat 2 is mounted on the rear part of the vehicle body 1. Further, between the front and rear wheels Wf and Wr, left and right steps 4f and 4r are formed on the left and right sides of the floor plate 3, which is detachably attached to the vehicle body 1, for resting the feet of a passenger seated on the seat 2, and A raised portion 5 having a convex cross section and extending longitudinally in the longitudinal direction of the vehicle body 1 is integrally formed in the left and right center portions of the floor plate 3, and the steps 4f and 4r are approximately formed on the left and right side edges of this raised portion 5. Extends horizontally outward. A tunnel 6 extending in the front-rear direction is formed below the raised portion 5 to accommodate a portion of the engine E and auxiliary equipment such as an air cleaner 7 and a carburetor 8, which will be described later.
前、後車輪Wf，Wr間の車体１下部には、後車
輪Wrの駆動用のエンジンＥが懸架され、これは
水平対向型四サイクル多気筒エンジンであつて、
車体１に対して横向き、すなわちそのクランク軸
９が車体１の長手方向と直交するように配設され
る。エンジンＥの前部シリンダブロツク１０は、
車体１の前方に向つて略水平にのびており、また
その後部シリンダブロツク１１は車体１の後方に
向つて略水平にのびている。 An engine E for driving the rear wheels Wr is suspended below the vehicle body 1 between the front and rear wheels Wf and Wr, and this is a horizontally opposed four-stroke multi-cylinder engine.
It is arranged horizontally with respect to the vehicle body 1, that is, with its crankshaft 9 perpendicular to the longitudinal direction of the vehicle body 1. The front cylinder block 10 of the engine E is
It extends substantially horizontally toward the front of the vehicle body 1, and its rear cylinder block 11 extends substantially horizontally toward the rear of the vehicle body 1.
前、後部シリンダブロツク１０，１１内のシリ
ンダボア１２，１３内にはピストン１４，１５が
それぞれ摺動自在に嵌合され、それらのピストン
１４，１５はコンロツド１６，１７を介してクラ
ンク軸９に連結される。 Pistons 14 and 15 are slidably fitted into cylinder bores 12 and 13 in the front and rear cylinder blocks 10 and 11, respectively, and these pistons 14 and 15 are connected to the crankshaft 9 via connecting rods 16 and 17. be done.
前記エンジンＥの、トンネル直下のクランクケ
ース１８内には、そのクランク軸９と平行で、か
つ該クランク軸９の後方下方に位置する出力軸１
９がボール軸受２０を介して回転自在に支承され
ている。 Inside the crankcase 18 of the engine E, directly below the tunnel, there is an output shaft 1 that is parallel to the crankshaft 9 and located below and behind the crankshaft 9.
9 is rotatably supported via a ball bearing 20.
クランク軸９の一端には駆動歯車２１が固着さ
れ、また出力軸１９の途中には前記駆動歯車２１
に常時噛合される被動歯車２２がスプライン結合
されている。 A drive gear 21 is fixed to one end of the crankshaft 9, and the drive gear 21 is fixed to one end of the crankshaft 9.
A driven gear 22, which is always meshed with, is spline-coupled.
前記出力軸１９と、前記前、後部シリンダブロ
ツク１０，１１上のシリンダヘツド２３，２４に
それぞれ回転自在に支承されるカム軸２５，２６
とは、それぞれ調時伝動装置T1，T2によつて連
結されており、出力軸１９の回転はそれらの調時
伝動装置T1，T2を介してカム軸２５，２６に伝
達されるようになつている。各調時伝動装置T1，
T2は出力軸１９に固着の駆動鎖車２７1，２７2、
カム軸２５，２６に固着の被動鎖車２８1，２８
２、およびそれらの鎖車２７1，２８1；２７2，２
８2をそれぞれ連結する調時チエン２９1，２９2
とより構成される。 Camshafts 25 and 26 are rotatably supported by the output shaft 19 and cylinder heads 23 and 24 on the front and rear cylinder blocks 10 and 11, respectively.
are connected by timing transmissions T 1 and T 2, respectively, and the rotation of the output shaft 19 is transmitted to the camshafts 25 and 26 via these timing transmissions T 1 and T 2 . It's becoming like that. Each timing transmission T 1 ,
T 2 is a drive chain wheel 27 1 , 27 2 fixed to the output shaft 19,
Driven chain wheels 28 1 , 28 fixed to camshafts 25 , 26
2 , and their chain wheels 27 1 , 28 1 ; 27 2 , 2
Timing chains 29 1 and 29 2 that connect 8 2 respectively
It consists of
前記水平対向型エンジンＥの前後方向の中央部
上方には、該エンジンＥのエアクリーナ７および
キヤブレタ８が設けられており、これらおよびエ
ンジンＥの上部は前記床板３の左右中央部に形成
した前記トンネル６内に収納されており、それら
は床板３によつて保護される。 An air cleaner 7 and a carburetor 8 of the horizontally opposed engine E are provided above the center in the longitudinal direction, and these and the upper part of the engine E are connected to the tunnel formed in the left and right center of the floor plate 3. 6 and are protected by the floorboard 3.
前記出力軸１９は前記クランク軸９よりも一方
に偏つて延びていてクランクケース１８より外側
方に突出しており、その突出部１９ａには、出力
軸１９と後車輪Wr間の伝動機構の一部を構成す
る、後述するベルト式無段変速機Ｍが連結され
る。 The output shaft 19 extends to one side relative to the crankshaft 9 and protrudes outward from the crankcase 18, and a part of the transmission mechanism between the output shaft 19 and the rear wheel Wr is provided at the protrusion 19a. A belt type continuously variable transmission M, which will be described later, is connected thereto.
エンジンＥのクランクケース１８の一側には、
前記出力軸１９と同心上にボール軸受３１を介し
て、リヤフオークＦの一部を構成する伝動ケース
３０の前端が軸支され、この伝動ケース３０は出
力軸１９の軸心を中心として上下に揺動すること
ができる。またクランクケース１８の他側には、
前記出力軸１９と同一軸線上にピボツト軸３２が
ボール軸受３３を介して回転自在に支承され、前
記ピボツト軸３２にはリヤフオークＦの他の一部
を構成するアーム部材３４の前端が連結ボルト３
５を以て固着される。伝動ケース３０の前後方向
即ち長手方向の中間部からは、エンジンＥの後端
部と後車輪Wrとの対向間隙を横切る、支持部材
としてのクロス部材３６が一体的に延出してお
り、このクロス部材３６の自由端は、前記アーム
部材３４の途中に結合ボルト３７を以て一体に結
合され、伝動ケース３０とアーム部材３４とは一
体化されてリヤフオークＦを構成し、前記出力軸
１９の軸心回りに上下に揺動する。而して前記リ
ヤフオークＦは、クランク軸９よりも下方に位置
する出力軸１９に軸支されるので、該リヤフオー
クＦは車体１の低位置に配置され、前記エンジン
Ｅ自体の低位配置と相俟つて自動二輪車Ｓ全体の
重心位置を低くすることができるとともに床板３
の位置も低くすることができる。 On one side of the crankcase 18 of engine E,
The front end of a transmission case 30 constituting a part of the rear fork F is pivotally supported via a ball bearing 31 concentrically with the output shaft 19, and this transmission case 30 swings up and down about the axis of the output shaft 19. can move. Also, on the other side of the crankcase 18,
A pivot shaft 32 is rotatably supported via a ball bearing 33 on the same axis as the output shaft 19, and the front end of an arm member 34 constituting another part of the rear fork F is attached to the connecting bolt 3.
It is fixed with 5. A cross member 36 as a support member extends integrally from the intermediate portion of the transmission case 30 in the longitudinal direction, that is, the longitudinal direction, and crosses the opposing gap between the rear end of the engine E and the rear wheel Wr. The free end of the member 36 is integrally connected to the arm member 34 with a connecting bolt 37 in the middle, and the transmission case 30 and the arm member 34 are integrated to form a rear fork F. oscillates up and down. Since the rear fork F is pivotally supported by the output shaft 19 located below the crankshaft 9, the rear fork F is disposed at a low position in the vehicle body 1, and in conjunction with the low position of the engine E itself. This allows the center of gravity of the entire motorcycle S to be lowered, and the floor plate 3
can also be lowered.
また前記クロス部材３６はリヤフオークＦ自体
の補強部材となつている。また前記クロス部材３
６の左右中央部にはボス３６ａが一体に形成さ
れ、このボス３６ａには、車体１後部の、エンジ
ンＥよりも上方部に上端を揺動可能に懸吊支持し
た後部緩衝器Ｄの下端が連結されており、リヤフ
オークＦはこの後部緩衝器Ｄを介してバランスよ
く上下に揺動し、該リヤフオークＦの捩れや歪み
を軽減することができる。 Further, the cross member 36 serves as a reinforcing member for the rear fork F itself. Further, the cross member 3
A boss 36a is integrally formed in the left and right center of the vehicle body 1, and the lower end of a rear shock absorber D, whose upper end is swingably suspended above the engine E at the rear of the vehicle body 1, is attached to the boss 36a. The rear fork F swings up and down in a well-balanced manner via this rear shock absorber D, and twisting and distortion of the rear fork F can be reduced.
またリヤフオークＦは伝動ケース３０を構成す
る部分によつてその剛性が高く保たれる。 Furthermore, the rigidity of the rear fork F is maintained high by the portion that constitutes the transmission case 30.
伝動ケース３０とアーム部材３４の後端は互い
に相対向してそれらに亘つて後車軸４１がボール
軸受３８，３９および４０を介して回転自在に横
架されている。後車軸４１には、伝動ケース３０
とアーム部材３４間に位置する後車輪Wrが連結
されている。 The rear ends of the transmission case 30 and the arm member 34 are opposed to each other, and a rear axle 41 is rotatably horizontally suspended therebetween via ball bearings 38, 39, and 40. A transmission case 30 is attached to the rear axle 41.
A rear wheel Wr located between the arm member 34 and the arm member 34 is connected.
伝動ケース３０の前端には外気導入口４２が開
口され、また後記の固定プーリ半体４７にはフア
ン４７ｂが一体に形成され、外気をこの導入口４
２を通して伝動ケース３０内に強制的に導入し、
該ケース内の、後述する無段変速機Ｍを積極的に
冷却できる。 An outside air inlet 42 is opened at the front end of the transmission case 30, and a fan 47b is integrally formed with the fixed pulley half 47, which will be described later.
2 into the transmission case 30,
The continuously variable transmission M, which will be described later, inside the case can be actively cooled.
前記伝動ケース３０の後部には、前記出力軸１
９と平行な従動軸４３がボール軸受４４，４５を
介して回転自在に支承されており、前記出力軸１
９と従動軸４３間には、伝動ケース３０内に収納
される前記ベルト式無段変速機Ｍが懸回されてい
る。この無段変速機Ｍは従来公知のものなのでそ
の構造を以下に簡単に説明すると、出力軸１９に
は固定プーリ半体４７と可動プーリ半体４８より
なる駆動側伝動プーリ４６が設けられる。固定プ
ーリ半体４７は、出力軸１９の端部に固着され、
また可動プーリ半体４８は出力軸１９上に軸方向
に摺動できるように嵌合されている。固定および
可動プーリ半体４７，４８の相対向する円錐面４
７ａ，４８ａ間には、Ｖ字状の環状溝４９が形成
され、その環状溝４９内に無端Ｖベルト５０が装
入されて前記円錐面４７ａ，４８ａ間に挾持され
る。可動プーリ半体４８の背面において、出力軸
１９にはランププレート５１が固着され、このラ
ンププレート５１と可動プーリ半体４８の背面間
に形成される半径方向に先細りの間隙内には、複
数個のウエイトローラ５２が浮動状態に収容され
る。出力軸１９が回転され、その回転数が増せ
ば、遠心力をうけるウエイトローラ５２は半径方
向外方に移動し、可動プーリ半体４８を固定プー
リ半体４７に接近する方向に移動し、円錐面４７
ａ，４８ａに対する無端Ｖベルト５０の接触半径
を大きくすることができる。 The output shaft 1 is disposed at the rear of the transmission case 30.
A driven shaft 43 parallel to the output shaft 1 is rotatably supported via ball bearings 44 and 45.
9 and the driven shaft 43, the belt type continuously variable transmission M housed in the transmission case 30 is suspended. Since this continuously variable transmission M is conventionally known, its structure will be briefly described below. The output shaft 19 is provided with a driving side transmission pulley 46 consisting of a fixed pulley half 47 and a movable pulley half 48. The fixed pulley half 47 is fixed to the end of the output shaft 19,
Further, the movable pulley half 48 is fitted onto the output shaft 19 so as to be slidable in the axial direction. Opposed conical surfaces 4 of fixed and movable pulley halves 47, 48
A V-shaped annular groove 49 is formed between 7a and 48a, and an endless V-belt 50 is inserted into the annular groove 49 and held between the conical surfaces 47a and 48a. A ramp plate 51 is fixed to the output shaft 19 on the back side of the movable pulley half 48, and a plurality of lamps are arranged in a radially tapered gap formed between the ramp plate 51 and the back side of the movable pulley half 48. A weight roller 52 is housed in a floating state. When the output shaft 19 is rotated and its rotational speed increases, the weight roller 52 subjected to centrifugal force moves radially outward, moves the movable pulley half 48 in a direction approaching the fixed pulley half 47, and forms a conical shape. Surface 47
The contact radius of the endless V-belt 50 with respect to a and 48a can be increased.
一方前記従動軸４３には、従動側プーリ軸５３
が回転自在に支承され、このプーリ軸５３の一端
には固定プーリ半体５５が固着されるとともに可
動プーリ半体５６が軸方向に摺動自在に嵌合され
ており、これらのプーリ半体５５，５６の相対向
する円錐面５５ａ，５６ａ間に形成されるＶ字状
環状溝５７内に前記無端Ｖベルト５０が装入され
ている。而して前記可動および固定プーリ半体５
５，５６は、前記駆動側伝動プーリ４６と対をな
す被動側伝動プーリ５４を構成している。従動側
プーリ軸５３の外端には、遠心クラツチＣの駆動
プレーと５８が固着され、この駆動プレート５８
と可動プーリ半体５６間には圧縮ばね５９が縮設
され、この圧縮ばね５９の弾発力は可動プーリ半
体５６を固定プーリ半体５５に接近させるように
偏倚する。 On the other hand, the driven shaft 43 includes a driven pulley shaft 53.
A fixed pulley half 55 is fixed to one end of the pulley shaft 53, and a movable pulley half 56 is fitted to be slidable in the axial direction. , 56, the endless V-belt 50 is inserted into a V-shaped annular groove 57 formed between opposing conical surfaces 55a, 56a. The movable and fixed pulley halves 5
Reference numerals 5 and 56 constitute a driven transmission pulley 54 that is paired with the driving transmission pulley 46 . A drive plate 58 of a centrifugal clutch C is fixed to the outer end of the driven pulley shaft 53.
A compression spring 59 is compressed between the movable pulley half 56 and the elastic force of the compression spring 59 biases the movable pulley half 56 toward the fixed pulley half 55.
被動側伝動プーリ５４と従動軸４３とは従来公
知の遠心クラツチＣを介して連結され、該伝動プ
ーリ５４の回転数が所定値以上になると、遠心ク
ラツチＣが「接」となつて伝動プーリ５４の回転
は遠心クラツチＣを介して従動軸４３に伝達され
るようになつている。 The driven side transmission pulley 54 and the driven shaft 43 are connected via a conventionally known centrifugal clutch C. When the rotational speed of the transmission pulley 54 exceeds a predetermined value, the centrifugal clutch C becomes "contacted" and the transmission pulley 54 is connected. The rotation is transmitted to the driven shaft 43 via the centrifugal clutch C.
遠心クラツチＣは従来公知のものであるのでそ
の構造を簡単に説明すると、従動軸４３の外端に
は断面コ字状のクラツチアウタ６０が固着され、
また固定プーリ半体５５と一体のプーリ軸５３の
外端には前述の駆動プレート５８が固着されてい
る。駆動プレート５８には支持ピン６２を介して
数個のクラツチウエイト６３が半径方向に回動で
きるように軸支され、それらのクラツチウエイト
６３間にはそれぞれクラツチばね６４が連結さ
れ、そのクラツチばね６４のばね力はクラツチウ
エイト６３の外周に固着されるクラツチシユー６
５をクラツチアウタ６０の内周面から離すよう
に、すなわち遠心クラツチＣを「断」にするよう
に作用している。 Since the centrifugal clutch C is conventionally known, its structure will be briefly explained. A clutch outer 60 having a U-shaped cross section is fixed to the outer end of the driven shaft 43.
Further, the aforementioned drive plate 58 is fixed to the outer end of the pulley shaft 53 that is integral with the fixed pulley half 55. Several clutch weights 63 are pivotally supported on the drive plate 58 via support pins 62 so as to be rotatable in the radial direction, and a clutch spring 64 is connected between each of the clutch weights 63. The spring force of the clutch weight 63 is fixed to the outer periphery of the clutch weight 63.
5 away from the inner circumferential surface of the clutch outer 60, that is, to disengage the centrifugal clutch C.
伝動ケース３０の後端内側には、ミツシヨン室
６６が形成され、このミツシヨン室６６内には、
前記従動軸４３と前記後車軸４１とを連動する減
速歯車機構Ｒが収容されている。ミツシヨン室６
６内には、従動軸４３と後車軸４１間において、
それらと平行な中間軸６７が回転自在に支承され
ている。従動軸４３の、ミツシヨン室６６内の内
端に固着される駆動歯車６８は中間軸６７に固着
の第１減速歯車６９に噛合され、さらに中間軸６
７と一体の小歯車７０は後車軸４１に固着される
第２減速歯車７１に噛合されている。 A mission chamber 66 is formed inside the rear end of the transmission case 30, and inside this mission chamber 66,
A reduction gear mechanism R that interlocks the driven shaft 43 and the rear axle 41 is housed therein. Mission room 6
6, between the driven shaft 43 and the rear axle 41,
An intermediate shaft 67 parallel to these is rotatably supported. A drive gear 68 fixed to the inner end of the driven shaft 43 in the mission chamber 66 is meshed with a first reduction gear 69 fixed to the intermediate shaft 67, and further
A small gear 70 integrated with 7 is meshed with a second reduction gear 71 fixed to the rear axle 41.
出力軸１９の回転力は前記ベルト式無段変速機
Ｍ、遠心クラツチＣ、および減速歯車機構Ｒを介
して後車軸４１に伝達され、後車輪Wrを回転す
ることができ、その回転速度は該後車輪Wrにか
かる負荷に応じて自動的に変わるようになつてお
り、後車輪Wrにかかる負荷が増せば、無段変速
機Ｍの減速比が大きくなり、後車輪Wrは減速回
転され、逆に後車輪Wrにかかる負荷が減れば、
無段変速機Ｍの減速比が小さくなつて後車輪Wr
は増速回転される。 The rotational force of the output shaft 19 is transmitted to the rear axle 41 via the belt type continuously variable transmission M, the centrifugal clutch C, and the reduction gear mechanism R, and can rotate the rear wheel Wr, whose rotational speed is as follows. It is designed to automatically change according to the load applied to the rear wheel Wr, and as the load applied to the rear wheel Wr increases, the reduction ratio of the continuously variable transmission M increases, the rear wheel Wr is rotated at a reduced speed, and the rotation speed is reversed. If the load on the rear wheel Wr is reduced,
The reduction ratio of the continuously variable transmission M becomes smaller and the rear wheel Wr
is rotated at increased speed.
以上のように構成される自動二輪車を運転する
場合には、乗員がシート２上に腰をかけた後、足
を左、右のステツプ４ｆ，４ｒ上に載せてエンジ
ンＥを駆動する。クランク軸９の回転は、出力軸
１９、無段変速機Ｍ、遠心クラツチＣ、および減
速歯車機構Ｒを介して後車軸４１に伝達され、後
車輪Wrを駆動することができる。またその後車
輪Wrを支承するリヤフオークＦは、出力軸１９
の軸心を中心に上下に揺動し、後部緩衝器Ｄが作
動される。この際リヤフオークＦの左右中間部に
後部緩衝器Ｄが連結されるので、リヤフオークＦ
の上下揺動時の捩れや歪みを少なくすることがで
きる。 When driving the motorcycle configured as described above, the rider sits on the seat 2 and then puts his or her feet on the left and right steps 4f and 4r to drive the engine E. The rotation of the crankshaft 9 is transmitted to the rear axle 41 via the output shaft 19, the continuously variable transmission M, the centrifugal clutch C, and the reduction gear mechanism R, and can drive the rear wheels Wr. After that, the rear fork F that supports the wheel Wr is connected to the output shaft 19.
The rear shock absorber D is activated. At this time, the rear shock absorber D is connected to the left and right intermediate parts of the rear fork F, so the rear fork F
Twisting and distortion when vertically swinging can be reduced.
而して前、後車輪Wf，Wr間において、車体１
の下部に懸架される水平対向型エンジンＥは、そ
の前、後部シリンダブロツク１０，１１を車体１
の前後方向に配置したことにより、該エンジンＥ
は、車体１の左右方向の横幅が縮小され、所定の
バンク角を確保しつつエンジンＥを下方に配置す
ることが可能となる。 Therefore, between the front and rear wheels Wf and Wr, the vehicle body 1
The horizontally opposed engine E is suspended at the bottom of the vehicle, and its front and rear cylinder blocks 10 and 11 are connected to the vehicle body 1.
By arranging the engine E in the longitudinal direction,
In this case, the width of the vehicle body 1 in the left-right direction is reduced, and the engine E can be placed lower while maintaining a predetermined bank angle.
以上のように本発明によれば、前、後車輪間の
車体下部に懸架したエンジンの上方に床板を配設
し、この床板にはその左右中央部に、車体を縦走
する***部を、またその左右に、前記***部の左
右両側縁により略水平外向きに延びる左、右ステ
ツプをそれぞれ形成し、前記***部の下面に形成
されるトンネル内に、前記エンジンの一部および
キヤブレタ、エアクリーナ等の補機を収納し、前
記トンネル直下の、前記エンジンの残余の部分に
出力軸を配設し、この出力軸と後車輪間の伝動機
構を覆う伝動ケースの少なくとも前部を一方のス
テツプの下方に配設したので、床板左右両側のス
テツプは、エンジンの一部および補機を収納する
床板中央***部の存在によつて、その補機等と干
渉することなく可及的低位に配置することが可能
となつて、該ステツプ上への乗員の足乗せが容易
であり、しかも床板の前記***部がエンジン全体
や伝動ケースまでも覆うものではないことから、
該***部の比較的左右方向の幅を小さくする上で
有利であり、それだけ該***部両側の各ステツプ
自体を左右方向に幅広く形成できて、そこに載せ
るべき足の移動範囲を十分に確保することがで
き、以上の結果、運転性向上や足の疲労軽減に大
いに寄与し得る。また比較的重いエンジンの残余
の部分や伝動ケースの少なくとも前部は、左右ス
テツプよりも低位に配置されるから、各ステツプ
自身を低位に配置できることと相俟つて自動二輪
車の低重心化に大いに寄与することができ、その
上、該伝動ケース等へは床板に邪魔されることな
く前方より走行風を充分に当ててそれらを効率よ
く空冷することができる。 As described above, according to the present invention, a floor plate is disposed above the engine suspended at the lower part of the vehicle body between the front and rear wheels, and the floor plate has a raised portion running longitudinally along the vehicle body at the left and right center portions of the floor plate. Left and right steps extending substantially horizontally outward are formed on the left and right sides of the raised portion, respectively, and a portion of the engine, a carburetor, an air cleaner, etc. are formed in a tunnel formed on the lower surface of the raised portion. auxiliary machinery, an output shaft is disposed in the remaining part of the engine directly below the tunnel, and at least the front part of a transmission case that covers the transmission mechanism between the output shaft and the rear wheels is placed below one step. The steps on both the left and right sides of the floorboard can be placed as low as possible without interfering with the auxiliary equipment due to the presence of the central raised part of the floorboard that houses part of the engine and auxiliary equipment. This makes it easy for passengers to place their feet on the step, and the raised part of the floor plate does not cover the entire engine or transmission case.
This is advantageous in making the width of the protrusion relatively small in the left-right direction, and the steps on both sides of the protrusion can be made wider in the left-right direction, ensuring a sufficient range of movement for the feet to be placed on the steps. As a result, it can greatly contribute to improving drivability and reducing foot fatigue. In addition, the rest of the relatively heavy engine and at least the front part of the transmission case are placed lower than the left and right steps, which, together with the ability to place each step itself at a lower position, greatly contributes to lowering the center of gravity of the motorcycle. Moreover, the transmission case and the like can be efficiently air-cooled by being sufficiently exposed to airflow from the front without being obstructed by the floorboard.
さらに前記エンジンよりも上方で車体に上端を
支持された緩衝器の下端と、前記伝動ケースの前
後方向中間部よりその内方へ延出する支持部材と
を、該エンジンの後端と後車輪との対向間隙内に
おいて相互に連結したので、緩衝器を後車輪やエ
ンジンに邪魔されずに車体左右方向中央に近接配
置することができて、該緩衝器の作動性を向上さ
せることができると共に車体外観上の体裁も良く
することができ、のみならず、該緩衝器を左右の
ステツプから左右方向に離隔させることができる
からステツプを後方に長く延ばしてもそれが緩衝
器と干渉する心配はない。また伝動ケースが前述
の如く比較的低位に置かれる関係で、それと緩衝
器下端との連結点も可及的低位に置くことができ
るから、緩衝器の下端を後車輪の前方に配したに
も拘わらず該緩衝器の有効ストロークを上下方向
に充分長く確保することができる。 Furthermore, a lower end of the shock absorber whose upper end is supported by the vehicle body above the engine, and a support member extending inward from a longitudinally intermediate portion of the transmission case are connected to the rear end of the engine and the rear wheels. Since the shock absorbers are connected to each other within the opposing gaps, the shock absorbers can be placed close to the center in the left-right direction of the vehicle body without being obstructed by the rear wheels or the engine, and the operability of the shock absorbers can be improved. Not only can the external appearance be improved, but also the shock absorber can be separated from the left and right steps in the left and right direction, so even if the step is extended backwards, there is no worry that it will interfere with the shock absorber. . Furthermore, since the transmission case is placed at a relatively low position as mentioned above, the connection point between it and the lower end of the shock absorber can also be placed as low as possible, so even if the lower end of the shock absorber is placed in front of the rear wheels, Regardless, the effective stroke of the shock absorber can be ensured to be long enough in the vertical direction.
図面は本発明自動二輪車のステツプ装置の一実
施例を示すもので、第１図はその側面図、第２図
は第１図−線拡大横断面図、第３図は、第１
図−線拡大縦断面図である。
Ｅ……エンジン、Wf，Wr……前、後車輪、１
……車体、３……床板、４ｆ，４ｒ……左、右ス
テツプ、５……***部、６……トンネル、７……
エアクリーナ、８……キヤブレタ、１０，１１…
…前、後部シリンダブロツク、１９……出力軸、
３０……伝動ケース。
The drawings show one embodiment of a step device for a motorcycle according to the present invention, in which FIG. 1 is a side view thereof, FIG. 2 is an enlarged cross-sectional view taken along the line of FIG.
It is a figure-line enlarged longitudinal cross-sectional view. E...Engine, Wf, Wr...Front, rear wheels, 1
...Vehicle body, 3...Floor plate, 4f, 4r...Left, right steps, 5...Rump, 6...Tunnel, 7...
Air cleaner, 8... Carburetor, 10, 11...
...Front and rear cylinder blocks, 19...Output shaft,
30...Transmission case.
Claims (1)
たエンジンＥの上方に床板３を配設し、この床板
３にはその左右中央部に、車体１を縦走する***
部５を、またその左右に、前記***部５の左右両
側縁より略水平外向きに延びる左、右ステツプ４
ｆ，４ｒをそれぞれ形成し、前記***部５の下面
に形成されるトンネル６内に、前記エンジンＥの
一部およびキヤブレタ８、エアクリーナ７等の補
機を収納し、前記トンネル６直下の、前記エンジ
ンＥの残余の部分に出力軸１９を配設し、この出
力軸１９と後車輪Wr間の伝動機構を覆う伝動ケ
ース３０の少なくとも前部を一方のステツプ４ｆ
の下方に配設し、さらに前記エンジンＥよりも上
方で車体１に上端を支持された緩衝器Ｄの下端
と、前記伝動ケース３０の前後方向中間部よりそ
の内方へ延出する支持部材３６とを、該エンジン
Ｅの後端と後車輪Wrとの対向間〓内において相
互に連結したことを特徴とする、腰掛式自動二輪
車のステツプ装置。1. A floor plate 3 is arranged above the engine E suspended at the bottom of the car body 1 between the front and rear wheels Wf, Wr, and this floor plate 3 has a raised part 5 running longitudinally on the car body 1 at the left and right center of the floor plate 3. Left and right steps 4 extending substantially horizontally outward from both left and right edges of the raised portion 5 are located on the left and right sides thereof.
A part of the engine E and auxiliary equipment such as a carburetor 8 and an air cleaner 7 are housed in a tunnel 6 formed on the lower surface of the raised portion 5, and the An output shaft 19 is disposed in the remaining part of the engine E, and at least the front part of the transmission case 30 that covers the transmission mechanism between the output shaft 19 and the rear wheel Wr is connected to one step 4f.
A support member 36 extends inward from the lower end of the shock absorber D, which is disposed below and whose upper end is supported by the vehicle body 1 above the engine E, and from an intermediate portion of the transmission case 30 in the longitudinal direction. A step device for a seat-type motorcycle, characterized in that these are connected to each other within the space between the rear end of the engine E and the rear wheel Wr.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58009641A JPS59134070A (en) | 1983-01-24 | 1983-01-24 | Step device for seat type motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58009641A JPS59134070A (en) | 1983-01-24 | 1983-01-24 | Step device for seat type motorcycle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59134070A JPS59134070A (en) | 1984-08-01 |
| JPH0133392B2 true JPH0133392B2 (en) | 1989-07-13 |
Family
ID=11725843
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58009641A Granted JPS59134070A (en) | 1983-01-24 | 1983-01-24 | Step device for seat type motorcycle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59134070A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6758296B2 (en) | 2000-09-08 | 2004-07-06 | Honda Giken Kogyo Kabushiki Kaisha | Engine mounting structure in motorcycle |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0539997Y2 (en) * | 1989-11-17 | 1993-10-12 | ||
| JP4939129B2 (en) * | 2006-07-05 | 2012-05-23 | 東京エレクトロン株式会社 | Probe polishing member, probe polishing method, probe card, and probe apparatus |
| JP4664328B2 (en) * | 2007-05-31 | 2011-04-06 | ヤマハ発動機株式会社 | Scooter type motorcycle |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4914215U (en) * | 1972-05-10 | 1974-02-06 | ||
| JPS50604U (en) * | 1973-04-30 | 1975-01-07 |
-
1983
- 1983-01-24 JP JP58009641A patent/JPS59134070A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4914215U (en) * | 1972-05-10 | 1974-02-06 | ||
| JPS50604U (en) * | 1973-04-30 | 1975-01-07 |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6758296B2 (en) | 2000-09-08 | 2004-07-06 | Honda Giken Kogyo Kabushiki Kaisha | Engine mounting structure in motorcycle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59134070A (en) | 1984-08-01 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6547024B2 (en) | Rear wheel suspension structure in motorcycle | |
| JP4083837B2 (en) | Vehicle engine support device | |
| JP3867486B2 (en) | Motorcycle | |
| JP2000233655A (en) | Travel drive device for riding type vehicle | |
| JP2000233786A (en) | Structure of transmitting driving force to right and left wheels on vehicle | |
| US6513613B2 (en) | Scooter-type motorcycle | |
| JP3829585B2 (en) | Motorcycle power unit | |
| JP4463202B2 (en) | Continuously variable transmission engine | |
| WO2017033615A1 (en) | Power unit for straddle-type vehicle | |
| JPH0133392B2 (en) | ||
| EP1375860B1 (en) | Power unit for motorcycle | |
| JP4664773B2 (en) | Arrangement structure of electric motor for shifting in motorcycle | |
| JP6194339B2 (en) | Scooter type vehicle | |
| JPH0139398B2 (en) | ||
| JPH0139397B2 (en) | ||
| JPH0218276B2 (en) | ||
| JP4132286B2 (en) | Under-seat storage structure for scooter type motorcycles | |
| JP2011195138A (en) | Motorcycle | |
| JPH0742431U (en) | Starter support device for motorcycle engine | |
| JP4590350B2 (en) | Small vehicle | |
| JPH0739743Y2 (en) | Rear wheel support device for unit swing engine of motorcycle | |
| JP2000345854A (en) | Supporting structure for crankshaft | |
| JPH0431199Y2 (en) | ||
| JP2000233658A (en) | Component arrangement structure for drive device in riding type vehicle | |
| JPS59130733A (en) | Driving wheel driving gear and suspension system in vehicle |