JPH0139398B2 - - Google Patents

Info

Publication number
JPH0139398B2
JPH0139398B2 JP1514883A JP1514883A JPH0139398B2 JP H0139398 B2 JPH0139398 B2 JP H0139398B2 JP 1514883 A JP1514883 A JP 1514883A JP 1514883 A JP1514883 A JP 1514883A JP H0139398 B2 JPH0139398 B2 JP H0139398B2
Authority
JP
Japan
Prior art keywords
engine
vehicle body
output shaft
fixed
seat
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
Application number
JP1514883A
Other languages
Japanese (ja)
Other versions
JPS59140190A (en
Inventor
Masaki Watanabe
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.)
Honda Motor Co Ltd
Original Assignee
Honda 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 Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP1514883A priority Critical patent/JPS59140190A/en
Publication of JPS59140190A publication Critical patent/JPS59140190A/en
Publication of JPH0139398B2 publication Critical patent/JPH0139398B2/ja
Granted 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
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F02B75/243—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "boxer" type, e.g. all connecting rods attached to separate crankshaft bearings
    • 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
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Arrangement Of Transmissions (AREA)
  • Automatic Cycles, And Cycles In General (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 seat-type motorcycle (scooter).

前記自動二輪車では、一般に前、後車輪間の車
体下部に走行用エンジンが懸架されるが、この場
合エンジンは車体の重心位置近傍で、しかもでき
るだけ下方に配置して重心位置を下げることが車
両の運動特性を高め、かつその取扱が容易になる
上で好ましいが、従来のこの種自動二輪車ではエ
ンジン、特に多気筒エンジンの場合には比較的大
きなスペースを占有し、しかも所定のバンク角を
とらねばならない関係からエンジンを低位置に配
置するにも自づから制約がある。 In the above-mentioned motorcycle, a driving engine is generally suspended at the bottom of the vehicle body between the front and rear wheels.In this case, it is desirable to lower the center of gravity by placing the engine near the center of gravity of the vehicle body and as far down as possible. This is desirable because it improves the dynamic characteristics and makes it easy to handle, but in conventional motorcycles of this type, the engine, especially a multi-cylinder engine, occupies a relatively large space and has to have a predetermined bank angle. Due to this, there are restrictions on placing the engine in a lower position.

本発明は上記実情にかんがみてなされたもの
で、車体の重心位置近傍で、可及的低位置に多気
筒エンジンを配設できるようにしたもので、前、
後車輪間の車体下部に、シリンダブロツクを横向
きに懸架し、該エンジンの前、後部シリンダブロ
ツクを車体の前後方向に略水平に配置したことを
特徴としている。 The present invention was developed in view of the above circumstances, and is designed to allow a multi-cylinder engine to be installed as low as possible near the center of gravity of the vehicle body.
The engine is characterized in that a cylinder block is suspended horizontally in the lower part of the vehicle body between the rear wheels, and the front and rear cylinder blocks of the engine are arranged approximately horizontally in the longitudinal direction of the vehicle body.

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、本体１の前後
方向にのびる横断面凸状の***部５が一体的に形
成され、この***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 for the footrest of a passenger seated on the seat 2 are formed on the left and right sides of the floor plate 3 which is detachably attached to the vehicle body 1,
Further, a raised part 5 having a convex cross section extending in the front-rear direction of the main body 1 is integrally formed in the left and right center portions of the floor plate 3, and below this raised part 5 is a part of the engine E and an air cleaner, which will be described later. 7. Carburetor 8
A tunnel 6 extending in the front-rear direction is formed for accommodating auxiliary equipment such as.

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のクランクケース１８内には、
そのクランク軸９を平行で、かつ該クランク軸９
の後方下方に位置する出力軸１９がボール軸受２
０を介して回転自在に支承されている。 Inside the crankcase 18 of the engine E,
The crankshaft 9 is parallel and the crankshaft 9
The output shaft 19 located at the lower rear of the ball bearing 2
It is rotatably supported via 0.

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２８1，２８2
およびそれらの鎖車２７1，２８1；２７2，２８2
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, so that 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 getting old. 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 2 fixed to camshafts 25 , 26
and their chain wheels 27 1 , 28 1 ; 27 2 , 28 2
It is composed of timing chains 29 1 and 29 2 that connect the two, respectively.

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 projects outwardly from the crankcase 18, and a belt type continuously variable transmission M, which will be described later, is connected to the projecting portion 19a.

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の長手方向
の途中には、前記アーム部材３４に向けてクロス
部材３６が一体に形成され、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を以て一体に形成され、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下の低位置
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 is integrally formed in the middle of the transmission case 30 in the longitudinal direction toward the arm member 34, and this cross member 36
The free end of the arm member 34 is integrally formed with a connecting bolt 37 in the middle of the transmission case 30.
and arm member 34 are integrated to form a rear fork F, which swings up and down about the axis of the output shaft 19. Since the rear fork F is pivotally supported by the output shaft 19 located below the crankshaft 9, the rear fork F is located at a low position below the vehicle body 1, and is compatible with the low position of the engine E itself. In addition, the center of gravity of the entire motorcycle S can be lowered, and the position of 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に車体１の後部に揺動可能に
懸吊した後部緩衝器Ｄ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 portions of the vehicle body 1, and a rear shock absorber D that is swingably suspended from the rear of the vehicle body 1 is connected to this boss 36a. The rear fork F can be swung up and down in a well-balanced manner to reduce twisting and distortion of the rear fork F.

またリヤフオークＦの剛性は伝動ケース３０を
構成する部分によつてその剛性が高く保たれる。 Further, the rigidity of the rear fork F is maintained high by the portions that constitute 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輪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。後車輪４１には、伝動ケース３０
とアーム部材３４間に位置される後車輪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 wheel 41 is rotatably supported horizontally across the transmission case 30 and the arm member 34 via ball bearings 38, 39, and 40. A transmission case 30 is attached to the rear wheel 41.
A rear wheel Wr located between the arm member 34 and the arm member 34 is connected to the rear wheel Wr.

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, it is possible to actively cool the continuously variable transmission M, which will be described later, inside the case.

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間に挟持され
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
６，５５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
プレート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 6 and 55 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. It is designed to automatically change according to the load applied to Wr, and as the load applied to the rear wheel Wr increases, the reduction ratio of the continuously variable transmission M increases, and the rear wheel Wr is rotated at a reduced speed.
Conversely, if the load applied to the rear wheel Wr decreases, the reduction ratio of the continuously variable transmission M decreases, and the rear wheel Wr rotates at an increased speed.

上記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移動し、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/her feet on the left and right steps 4f, 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. Also then the wheels
The rear fork F supporting Wr moves up and down around the axis of the output shaft 19, and the rear shock absorber D is activated. At this time, since the rear shock absorber D is connected to the left and right intermediate portions of the rear fork F, twisting and distortion when the rear fork F swings up and down 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、腰掛式自動二輪
車において、前、後車輪間の車体下部に、水平対
向型エンジンを横向きに懸架し、該エンジンの
前、後部シリンダブロツクを、車体の前後方向に
略水平に配置したので、前記エンジンの左右方向
の横幅が縮小されてエンジンを下方に配置しても
所定の左右のバンク角を確保することができ、そ
の結果従来のこの種自動二輪車に比べてエンジン
の下方配置が可能となり、車両全体の重心を低く
して車両の運動特性の向上を図るとともにその取
扱いが容易になるものである。 As described above, according to the present invention, in a seated motorcycle, a horizontally opposed engine is horizontally suspended at the lower part of the vehicle body between the front and rear wheels, and the front and rear cylinder blocks of the engine are connected in the longitudinal direction of the vehicle body. Since the lateral width of the engine is reduced, a predetermined lateral bank angle can be maintained even if the engine is placed downward, and as a result, compared to conventional motorcycles of this type, This allows the engine to be placed lower, lowering the center of gravity of the entire vehicle, improving the vehicle's dynamic characteristics, and making it easier to handle.

また車体の下部も低位に配置できるので、乗員
の乗り降りも容易になる。 The lower part of the vehicle body can also be placed lower, making it easier for passengers to get on and off the vehicle.

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

図面は本発明自動二輪車の１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、２……シート、４ｆ，４ｒ……左、右
ステツプ、１０，１１……前、後部シリンダブロ
ツク。 The drawings show one embodiment of the motorcycle of the present invention, FIG. 1 is a side view thereof, and FIG. 2 is a side view thereof.
The enlarged line cross-sectional view, FIG. 3, is an enlarged line longitudinal cross-sectional view taken from FIG. 1. E...Engine, Wf, Wr...Front, rear wheels, 1
...Vehicle body, 2...Seat, 4f, 4r...Left and right steps, 10, 11...Front and rear cylinder blocks.

Claims (1)

【特許請求の範囲】[Claims] １ 前、後車輪を懸架した車体の後部に腰掛用シ
ートを設けるとともに前記前、後車輪間の車体に
前記シート上に着座する乗員の足載せ用左、右ス
テツプを設けた腰掛式自動二輪車において、前記
前、後車輪間の車体下部に、水平対向型エンジン
を横向きに懸架し、該エンジンの前、後部シリン
ダブロツクを車体の前後方向に略水平に配置した
ことを特徴とする、腰掛式自動二輪車。1. In a seat-type motorcycle, in which a sitting seat is provided at the rear of the vehicle body on which the front and rear wheels are suspended, and left and right steps are provided on the vehicle body between the front and rear wheels for resting the feet of a rider seated on the seat. , a seat-type automatic vehicle, characterized in that a horizontally opposed engine is horizontally suspended in the lower part of the vehicle body between the front and rear wheels, and the front and rear cylinder blocks of the engine are arranged substantially horizontally in the longitudinal direction of the vehicle body. Two-wheeled vehicle.
JP1514883A 1983-02-01 1983-02-01 Seat type motorcycle Granted JPS59140190A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1514883A JPS59140190A (en) 1983-02-01 1983-02-01 Seat type motorcycle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1514883A JPS59140190A (en) 1983-02-01 1983-02-01 Seat type motorcycle

Publications (2)

Publication Number Publication Date
JPS59140190A JPS59140190A (en) 1984-08-11
JPH0139398B2 true JPH0139398B2 (en) 1989-08-21

Family

ID=11880714

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1514883A Granted JPS59140190A (en) 1983-02-01 1983-02-01 Seat type motorcycle

Country Status (1)

Country Link
JP (1) JPS59140190A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006289801A (en) * 2005-04-11 2006-10-26 Lintec Corp Release sheet and self-adhering body

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006289801A (en) * 2005-04-11 2006-10-26 Lintec Corp Release sheet and self-adhering body

Also Published As

Publication number Publication date
JPS59140190A (en) 1984-08-11

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