JPS5946325A - Three-cylinder internal-combustion engine - Google Patents
Three-cylinder internal-combustion engineInfo
- Publication number
- JPS5946325A JPS5946325A JP19042382A JP19042382A JPS5946325A JP S5946325 A JPS5946325 A JP S5946325A JP 19042382 A JP19042382 A JP 19042382A JP 19042382 A JP19042382 A JP 19042382A JP S5946325 A JPS5946325 A JP S5946325A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- cylinder block
- clutch
- crank
- input shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- 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
- F02B75/02—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
-
- 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
- F02B2075/1812—Number of cylinders three
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、三つのシリンダブロックを連結したクランク
ケースに互いに平行なりランク１す１１及び変速機入力
軸を支持し、この入力軸の入力端にクランク軸より減速
駆動されるクラッチを旧設した三気筒内燃機関に関する
。DETAILED DESCRIPTION OF THE INVENTION The present invention has a crankcase in which three cylinder blocks are connected, which are parallel to each other and support ranks 1 and 11 and a transmission input shaft, and the input end of the input shaft is driven to reduce speed by the crankshaft. This relates to a three-cylinder internal combustion engine equipped with an older clutch.
従来、この種の機関では、三つのシリンダブロックをす
べて直立状態に配設しているので、外側位置のシリンダ
ブローツクの後側壁と比較的大径のクラッチとの干渉を
避けるために、そのクラッチは機関側方へ大きく張り出
して配設することを余 儀なくされ、これによって機
関全体が大型化する欠点がある。Conventionally, in this type of engine, all three cylinder blocks were arranged upright, so in order to avoid interference between the rear side wall of the outer cylinder block and the relatively large-diameter clutch, the clutch was This has the disadvantage that the engine is forced to be placed with a large extension to the side of the engine, which increases the size of the engine as a whole.
そこで本発明は、クラッチを機関側方へ大きく張り出さ
ずとも、クラッチと外側位置のシリンダブロックとの干
渉を回避できるようにしてコンパクトな前記内燃機関を
提供することをｍ的とするもので、その特徴は、円外側
に位置する第１及び第２シリンダブロツクを前記クラン
ク軸を挟んで前記入力軸と反対側に略水平に、また中央
に位置する第３シリンダブロツクな略垂直にそれぞれ配
設したところにある。Therefore, an object of the present invention is to provide the above-mentioned compact internal combustion engine by making it possible to avoid interference between the clutch and the cylinder block located on the outer side without the need for the clutch to extend significantly to the side of the engine. The feature is that the first and second cylinder blocks located on the outside of the circle are arranged approximately horizontally on the opposite side of the input shaft across the crankshaft, and the third cylinder block located in the center is arranged approximately vertically. It's right there.
以下、図面により本発明の一実施例について説明すると
、第１図においてオートバイの牛体フレームＦに本発明
の三気筒内燃機関Ｅが搭載され、との機関Ｅのクランク
軸１及びこれより車両後方に位置する変速機の出力軸２
゜は前、後輪１ｒ’ ｆ 。Hereinafter, one embodiment of the present invention will be described with reference to the drawings. In FIG. 1, a three-cylinder internal combustion engine E of the present invention is mounted on a body frame F of a motorcycle. Output shaft 2 of the transmission located at
゜ is the front and rear wheels 1r'f.
ｌｒ／ｒの車軸３ｆ、’３ｒと子桁に配置され、出力軸
２ｏはチェン伝動装置４を介して後輪Ｉｒ／ｒに連結さ
れてそれを駆動し得るようになっている。The output shaft 2o is connected to the rear wheels Ir/r via a chain transmission 4 to drive the rear wheels Ir/r.
第２図及び第３図に示すように、三気尚内燃機関ｌシは
２ザイクル型Ｋ ４ｉｆ゛成されており、そのクランク
軸１の三本のクランクピン５．．５２．５゜が同軸線上
に整列させてあり、その左右円外側位置のクランクピン
５．．５．、を第１及び第２クランクピン、中央位置の
クランクピン５３を第３クランクピンという。As shown in FIGS. 2 and 3, the three-air internal combustion engine is a two-cycle type K4if, and its crankshaft 1 has three crank pins 5. ．． 52.5 degrees are aligned on the coaxial line, and the crank pins 5. ．． 5. , are called first and second crank pins, and the crank pin 53 at the center position is called a third crank pin.
クランク軸１の左端部には発電機６が、また右端部には
駆動歯車７がそれぞれ増刊けられ、駆動歯車７は、変速
機の入力軸２ｚ上に設けたクラッチ９の被動歯車８と噛
合′する。而して、駆動及び被動歯車７，８は、クラン
ク軸１からクラッチ９及び入力軸２ｔを減速駆動する減
速機構を構成する。A generator 6 is attached to the left end of the crankshaft 1, and a drive gear 7 is attached to the right end, and the drive gear 7 meshes with a driven gear 8 of a clutch 9 provided on the input shaft 2z of the transmission. 'do. The driving and driven gears 7 and 8 constitute a speed reduction mechanism that drives the crankshaft 1 to the clutch 9 and the input shaft 2t.
クランク軸１は四個のベアリング１０．１０・・を介し
てクランクケース１１に支承される。四個のベアリング
１０．１０・・は三本のクランクピン５１．５２．５３
をそれぞれ挟むように配置され、これらベアリングを支
持する隔壁によってクランクケース１１の内部は第１．
第２．第３クランクピン５□ 、５゜、５３をそれぞれ
収容する第１゜第２．第３クランク室１２１．１２□
、１２３に［ス画される。The crankshaft 1 is supported by a crankcase 11 via four bearings 10, 10, . . . . Four bearings 10.10... are three crank pins 51.52.53
The interior of the crankcase 11 is separated by partition walls that support these bearings.
Second. The first and second crank pins accommodate the third crank pins 5□, 5°, and 53, respectively. 3rd crank chamber 121.12□
, 123.
第１．第２．第３クランクピン５１，５２．５．うには
第１２第２．第３ピストン１３．．１３２ 。1st. Second. Third crank pin 51, 52.5. Sea urchin 12th 2nd. Third piston 13. ．． 132.
１３、が第１．第２．第３コンロツド１４□ 、１４２
゜１４３及び第１．第２．第；うピストンピン１５１
。13, is the first. Second. 3rd cooking rod 14□, 142
゜143 and 1st. Second. No. 1 piston pin 151
.
１５゜、１５３を介して第１．第２．第：３ピストン１
３１，１３゜、１３．がそれぞれ連接され。15°, the first through 153. Second. No. 3 piston 1
31, 13°, 13. are connected to each other.
これらピストン１３□ 、１３２ ．１３３が摺合する
第１．第２．第３シリンダブロック１６．．１６□。These pistons 13□, 132. 133 slides together. Second. Third cylinder block 16. ．． 16□.
１６、がクランクケース１１に固着される。その際、第
１及び第２シリンダブロック１６．．１６□は車両の前
方を向くよう、即ちクランク軸１を挟んで入力ｉ１１＋
２ ｉと反対側を向くよう略水平に、また第３シリン
ダブロック１６．は−」二方を向くよう略垂直にそれぞ
れ配置され、かくして第」及び第２シリンダブロック１
６１−１６□と第３シリンダブロツク１６３とは９０°
の）くンク角を以て１７字形に配置される。16 is fixed to the crankcase 11. At that time, the first and second cylinder blocks 16. ．． 16□ is input so that it faces the front of the vehicle, that is, across the crankshaft 1.
2, substantially horizontally so as to face opposite to the third cylinder block 16. are arranged substantially perpendicularly so as to face in two directions, thus the first and second cylinder blocks 1
61-16□ and third cylinder block 163 are 90°
) are arranged in a figure 17 shape with a Kunck angle.
第１．第２．第３シリンダブロック１６１，１６２゜１
６３の先端部外周には、第１．第２．第３シリンダヘツ
ド１γ１．１７□ 、１７３が螺着され、さらにこれら
ンリンダヘッド１７＋ 、１７２．１７ｓ。1st. Second. Third cylinder block 161, 162゜1
On the outer periphery of the tip of 63, there is a first. Second. The third cylinder head 1γ1.17□, 173 is screwed on, and these cylinder heads 17+, 172.17s.
の周囲に水ジャケット１８１．１８□ 、１８３を形成
する第１．第２．第３ヘッドカバー１９．。The first . Second. Third head cover 19. .
１９２．１９３が装着される。８ｇ１．第２．第３シリ
ンタ“ヘッド１７１．１７２．１７３には第Ｊ。192 and 193 are installed. 8g1. Second. The third cylinder head 171, 172, 173 has the J cylinder.
第・心、第３点火栓２０１．２０２．２０３が螺着され
、これら点火栓２０ｉ 、２０２．２０３は、第１及
び第２シリンダヘッド１７１，１７２内の燃焼室２１．
．２１□で同時爆発を生起させるように、またこれらの
爆発時期と第３シリンダヘツド１７３内の燃焼室２１３
での爆発時期との間にクランク角で９０°の位相差を与
えるように、図示しない点火制御装置により制御される
。The ignition plugs 20i, 202, 203 are screwed into the combustion chamber 21.
．． 21□, and the timing of these explosions and the combustion chamber 213 in the third cylinder head 173.
It is controlled by an ignition control device (not shown) to provide a phase difference of 90° in terms of crank angle between the explosion timing and the explosion timing.
第１及び第２ピストン１３□ 、１３２系の往復質量は
互いにテトシ（され、且つこれらの往復質量の和と第３
ピストン１３３系の往復質量、とは互いに略等しくされ
る。図示例では、そのような条件を満ずために、第１及
び第２ピストンピン１５．。The reciprocating masses of the first and second pistons 13□ and 132 are mutually offset, and the sum of these reciprocating masses and the
The reciprocating mass of the piston 133 system is made substantially equal to each other. In the illustrated example, in order to satisfy such conditions, the first and second piston pins 15. .
１５□が中空に形成される一方、第３ピストンピン１５
３がそれらより大径且つ中実に形成され、また第３コン
ロツド１４３の小端部１４３αは第１及び第２コンロツ
ド１４１．１４□の小端部１４１ ａ、、１４２ ａよ
りも大径に形成される。15□ is formed hollow, while the third piston pin 15
3 is formed to have a larger diameter and to be solid, and the small end 143α of the third connecting rod 143 is formed to have a larger diameter than the small ends 141a, 142a of the first and second connecting rods 141, 14□. Ru.
クランク軸１は三本のクランクビン５１．５°２ 。Crankshaft 1 has three crank bins 51.5°2.
５３をそれぞれ支持する各−交１の第１．第２．第、う
クランクウェブ２２□ 、２２１’； ２２２，２２２
’；２２３．２２３を有し、これらにクランク軸１の回
転中心を挟んで第１．第２．第、３クランクビン５ｔ
、５２ ．５３ と正反対側に配置される各一対の第
１．第２．第３バランスウエイト２３１．２３□ｌ；２
３２ ．２３２’； ２３３ ．２３３が連設され、こ
れらバランスウェイトは、これらの回転時の遠心力の総
和が第１及び第２ピストン１３１．１３２系の一次慣性
力と第３ピストン１３３系の一次慣性力とにそれぞれ略
釣合い、且つ全体の質量分布が左右対称的になるように
形成される。53 respectively supporting the first . Second. No. 1 crank web 22□, 221'; 222, 222
'; 223, 223, and the first . Second. No. 3 crank bin 5t
, 52. 53 and each pair of first . Second. 3rd balance weight 231.23□l; 2
32. 232'; 233. 233 are arranged in series, and these balance weights are such that the sum of the centrifugal forces during their rotation approximately balances the primary inertial force of the first and second pistons 131 and 132 systems and the primary inertial force of the third piston 133 system, respectively. , and the entire mass distribution is formed laterally symmetrically.
尚、−次慣性力の大きさはそのビス］・ン系の往復質量
とその加速度との積によって表わされる。Incidentally, the magnitude of the -th order inertial force is expressed by the product of the reciprocating mass of the bis/n system and its acceleration.
サラに、第１．第２．第３バランスウエイト２３□ ＝
２３１’； ２３２ −２３゜’；２：Ｌ、、２３゜
には、クランク軸１０回転バランスのために適当量の質
量が付加される。To Sarah, number one. Second. Third balance weight 23□ =
231'; 232 -23°'; 2: L, 23°, an appropriate amount of mass is added to balance the 10 rotations of the crankshaft.
各シリンダブロック１６ｚ （１６２，１６３につい
ても同様）には、同列のクランク室１２□に連通ずる吸
気ボート２４と、そのクランク室１２゜を同列の燃焼室
２１１に連通さぜる左右一対の掃気ボート２．．５ 、
２５と、上記燃焼室２１１を排気管２６または２７（第
１図参照）Ｋ連通さぜる排気ボー ト２８とが設けられ
、各吸気ボー ト２４には混合気の逆流を阻止するり一
ド弁２９が装着される。各吸気ボート２４は、第１及び
第２シリンダブロック１６．．１６２と第３シリンダブ
ロック１６．との間に形成されたＩ／字状空間３０に開
口するように設けられ、そして各吸気ボー川・２４に装
着される気化器３１どそのエアクリーナ３２とが上記空
間３０に配設される。Each cylinder block 16z (the same goes for 162 and 163) has an intake boat 24 that communicates with the crank chamber 12□ in the same row, and a pair of left and right scavenge boats that communicate the crank chamber 12° with the combustion chamber 211 in the same row. 2. ．． 5,
25, and an exhaust boat 28 that communicates the combustion chamber 211 with an exhaust pipe 26 or 27 (see FIG. 1). A valve 29 is installed. Each intake boat 24 has first and second cylinder blocks 16 . ．． 162 and third cylinder block 16. An air cleaner 32 such as a carburetor 31 attached to each intake valve 24 is disposed in the space 30 so as to open into an I-shaped space 30 formed between the two.
而して、機関Ｅの運転時には、第２シリンダブロツク１
６．側について言えば、ピストン１３゜の」二昇行程で
クランク室１２１が減圧されるので、気化器３１で生成
された混合気が吸気ボート２４及びリード弁２９を通し
てクランク室１２．に吸入され、ピストン１３１の下降
行程でクランク室１２１は加圧されるので、ここで加圧
された混合気は掃気ボー）２５，２５を通して燃焼室２
１゜へ充填され、そしてピストン１３１の」二ケア行程
で圧縮された後、点火栓２０．の放電により着火され燃
焼（爆発）１〜てピストン１３１に下降力を伺与し、こ
のピストン１３．の下降途中から排気ボート２８が開き
、それから燃焼室２１．の排ガスが排出される。第２及
び第３シリンダブロツク１６、、．１６３側でも同様の
作用が行われる。Therefore, when the engine E is operating, the second cylinder block 1
6. On the side, since the pressure in the crank chamber 121 is reduced during the second upward stroke of the piston 13°, the air-fuel mixture generated in the carburetor 31 passes through the intake boat 24 and the reed valve 29 to the crank chamber 12. Since the crank chamber 121 is pressurized during the downward stroke of the piston 131, the air-fuel mixture pressurized here passes through the scavenging bows 25 and 25 to the combustion chamber 2.
After being filled to 1° and compressed by two care strokes of the piston 131, the spark plug 20. It is ignited by the discharge of 1~ and burns (explodes) 1~, which applies a downward force to the piston 131, causing the piston 13. The exhaust boat 28 opens during the descent of the combustion chamber 21. of exhaust gas is emitted. Second and third cylinder blocks 16, . A similar operation is performed on the 163 side as well.
この間、バランスウェイト２３１，２３１′；２３□
、２３２’； ２３３ ．２３３群が第１及び第 ・２
シリンダブロツク１６１．１６２の中心線を含む水平面
上に来たとき、それらの遠心力は第Ｊ及び第２ピストン
１３．．１３２系の総合−次慣性力と釣合い、また上記
バランスウェイト群が第３シリンダブロツク１６３の中
心線を含む垂直面」二に来たとき、それらの遠心力は第
３ピストン１３゜系の一次慣性力と釣合う。During this time, balance weight 231, 231'; 23□
, 232'; 233. Group 233 is the 1st and 2nd
When placed on a horizontal plane containing the center lines of the cylinder blocks 161, 162, their centrifugal forces are applied to the J and second pistons 13. ．． 132 system, and when the balance weight group is on a vertical plane that includes the center line of the third cylinder block 163, their centrifugal force is equal to the first order inertia of the third piston 13 degree system. balance with power.
また、左右両側位置の第１及び第２ピストン１３□ 、
１３２系の一次慣性力の合力はクランク軸１の中央部に
作用し、また中火位置の第３ピストン１３３系の一次慣
性力も同じくクランク軸１の中火部に作用し、その作用
点は常に不動であり、一方、バランスウェイト２３□
、２３．’；２３□ 。In addition, the first and second pistons 13□ located on both the left and right sides,
The resultant force of the primary inertia of system 132 acts on the center of the crankshaft 1, and the primary inertia of system 133 of the third piston at the medium heat position also acts on the medium heat of the crankshaft 1, and its point of action is always Immobile, while balance weight 23□
, 23. ';23□.
２３２’； ２３３ ．２３３全体の質量分布は左右対
称的であるから、これらによる遠心力も上記作用点に集
中し、その結果クランク軸１には偶力は発生しない。232'; 233. Since the mass distribution of the entire crankshaft 233 is symmetrical, the centrifugal force caused by these forces is also concentrated at the point of action, and as a result, no couple is generated on the crankshaft 1.
第１．第２．第３シリンダブロック１６．．１６□。1st. Second. Third cylinder block 16. ．． 16□.
１６３においてピストン１３１，１３２ ．１３３の行
程容積及び燃焼室２１１ ．２１２ ．２１３の圧縮比
がそれぞれ等しくしである場合、クランク室１２．．１
２２．１２３の圧縮比が相違していると、燃焼室２１□
、２１□ 、２１．での混合気の爆発力に差違を来た
して好ましくない。ところが、前述のように第１及び第
２ピストン１３．。At 163 the pistons 131, 132 . 133 stroke volume and combustion chamber 211. 212. If the compression ratios of the crank chambers 12. ．． 1
If the compression ratio of 22.123 is different, the combustion chamber 21□
, 21□ , 21. This is undesirable as it causes a difference in the explosive power of the air-fuel mixture. However, as described above, the first and second pistons 13. .
１３□系の総合往復質量と第３ピストン１３．系の往復
質量とを等しくするために、第３ピスト／１３３系のピ
ストンピン１５３及びコンロッド小端部１４３ αを他
の系のものより大径に形成すると、その分だけ第３クラ
ンク室１２．１は有効容積が他のクランク室１２＋＝１
２□より小さくなるため、第３クランク室１２３の圧縮
比は他のクランク室１２１．１２□のそれより大きくな
る。Total reciprocating mass of the 13□ system and the third piston 13. In order to equalize the reciprocating masses of the systems, if the piston pin 153 and connecting rod small end 143 α of the third piston/133 system are formed to have a larger diameter than those of the other systems, the third crank chamber 12. 1 has an effective volume of other crank chambers 12+=1
2□, the compression ratio of the third crank chamber 123 becomes larger than that of the other crank chambers 121.12□.
このようなりランク室間の圧縮比の差を是正するために
、第３クランク室１２３の横幅（軸方向長さ）を他のク
ランク室１２．．１２□の各横幅より長くすると共に、
第３バランスウェイｌ−２３３゜２３３の総合厚さを他
のバランスウェイト２３．。In order to correct such a difference in compression ratio between the rank chambers, the width (axial length) of the third crank chamber 123 is changed from that of the other crank chambers 12. ．． In addition to making each width longer than 12□,
The overall thickness of the third balance way l-233°233 is the same as that of the other balance weights 23. .
２３１’；２３２ ．２３□′の各総合厚さより厚くす
ることにより、第３クランク室１２３と第３バランスウ
エイト２３３．２３．、との間隙容積を他のクランク室
１２１．１２□と他のバランスウェイ１−２３．．２３
．’； ２３□ 、２３２’との各間隙容Ｕｔより大き
くすることは有効である。このようにすると、各クラン
ク室とバランスウェイトどの半径方向間隙は一定でよい
から加工上有利である。231';232. 23□', the third crank chamber 123 and the third balance weight 233.23. , and the other crank chamber 121.12□ and the other balance way 1-23. ．． 23
．． '; It is effective to make the gap volume larger than the respective gap volumes Ut with 23□ and 232'. This is advantageous in processing since the radial gap between each crank chamber and the balance weight may be constant.
またこの場合、機関Ｅの横幅をｒｉＪ及的短くするため
に、第１及び第２クランクウェブ２２． ．２２．’；
２２２．２２２’において各内側ウェブ２２１’、 ２
２□′を各外側ウェブ２２１，２２□より肉薄にするこ
とは有効である。即ちこのようにすると、内側ウェブ２
２１’。Further, in this case, in order to make the width of the engine E as short as possible, the first and second crank webs 22. ．． 22. ';
At 222.222' each inner web 221', 2
It is effective to make 2□' thinner than each outer web 221, 22□. That is, by doing this, the inner web 2
21'.
２２２′を薄くした分だけ第１．第２シリンダブロック
１６．．１６２間の距離を縮めることができる。222' is made thinner. Second cylinder block 16. ．． 162 can be shortened.
さらにこの場合、薄肉の内側ウェブ２２．’、 ２２２
’とクランクピン５１ ．５２ とをそねぞれ一体に形
成し、これらクランクピン５□ 、５□の先端部を厚肉
の外側ウェブ２２．．２２□の結合孔３３．。Furthermore, in this case the thin inner web 22. ', 222
' and crank pin 51. 52 are integrally formed, and the tips of these crank pins 5□, 5□ are connected to thick outer webs 22. ．． 22□ coupling hole 33. .
３３２に圧入結合ずれば、それらの圧入深さが充分に得
られるので、クランクピンの結合強度の高い組立式クラ
ンク軸１を得る」二で有効である。332, a sufficient press-fitting depth can be obtained, and therefore it is effective to obtain an assembled crankshaft 1 with a high coupling strength of the crank pin.
尚、本発明は４サイクル型圧気筒内燃機関にも適用する
ことができ、その場合は第１及び第２シリンダブロック
１６．．１６２間で装発時期をクランク角上３６０°ず
らせる方がよい。The present invention can also be applied to a four-cycle pressure cylinder internal combustion engine, in which case the first and second cylinder blocks 16. ．． It is better to shift the firing timing by 360 degrees on the crank angle between 162 and 162 degrees.
以上のように本発明によれば、クランクケースに、互い
に平行なりランク軸及び変速機入力軸を支持し、この入
力軸の入力端にクランク軸より減速駆動されるクラッチ
を付設した三気筒内燃機関においに、内外側位置の第１
及び第２シリンダブロツクをクランク軸を挟んで前記入
力軸と反対側に略水平に、また中央位置の第３シリンダ
ブロツクを略垂直にそれぞれ配設したので、外１別位置
の第１または第２シリンダブロツクと前記人力軸とはク
ランク軸を間に置いて充分に離隔し、したがってその入
力軸の入力端に付設される大径のクラソチは、これを機
関外側方へ大きく張り出さずとも外側位置のシリンダブ
ロックと干渉することがな（、即ちクラッチの張り出し
−）ｉを減少させることがてきろ。しかも、第１及び第
２７リングブロノク間の距Ｎｉｆ［も、それらブロック
と向きを異にずろＭ％第：３シリンダブロツクにあまり
影響されずに傾線することがてきるから、クラッチの張
り出し：１１の減少と相俟って機関のコンパクト化を達
成することができろ。As described above, according to the present invention, a three-cylinder internal combustion engine is provided with a three-cylinder internal combustion engine in which a crankshaft and a transmission input shaft are supported in parallel to each other in the crankcase, and a clutch is attached to the input end of the input shaft to be driven in deceleration by the crankshaft. smell, the first in the mediolateral position
The first and second cylinder blocks are arranged substantially horizontally on the opposite side of the input shaft across the crankshaft, and the third cylinder block located at the center is arranged substantially vertically. The cylinder block and the human power shaft are sufficiently spaced apart with the crankshaft in between, so that the large-diameter clamp attached to the input end of the input shaft can be moved to the outside position without protruding outward to the outside of the engine. It is possible to reduce i without interfering with the cylinder block of the clutch (i.e., the overhang of the clutch). Moreover, the distance Nif between the first and 27th ring blocks can also be tilted without being influenced much by the M%th cylinder block, which is shifted in a different direction from those blocks, so the clutch overhang: 11 In conjunction with the reduction of
第１図は本発明の一実施例に基づく三気筒内燃機関を搭
ｉ成したオートパイの側面図、第２図は上記機関の要部
縦断平面図、第３図は第２図σ月ＩＩ −１１１線断面
図である。
）５゛・・・三気筒内燃機関、１・・・クランク軸、２
番・・・変速機人力軸、９・・クラッチ、７．８・・・
減速機構、１１・・クランクケース、１６．〜１６１
・第１〜第３シリンダブロツク
特許 出 願人 本Ｈ］技研工業株式会社手続補正書（
方式）
昭和５８ ＋１．’ ４ １１−５１１１．１許庁長官
殿
１、中Ｉ（’ｌの人手
昭和５７でＩ′−特 願第１９０４２３号３、補正をす
る者
事ｆ’ｌ−との関係 ％３′「出願人名 称 （５
３２）本ＩＪＪ技０１工業株式会社４、代 理
人 〒１０５
１−ｉ 所 東京都港区新僑四−Ｊ’１−Ｉ４番５
−３ 第に／ノ、ラヒル氏）、 （７１８７）ブｒ理
〕１ 落 合 健 １Ｉｉ−□１
七話東５；・４３４−４１５１
５補止命令の日イ・１
昭和５８年、３月９日（発送日：昭ロＪ５８年、３月２
（川」）ηすｎｔ；す、ＩＪＩイノFig. 1 is a side view of an autopilot equipped with a three-cylinder internal combustion engine according to an embodiment of the present invention, Fig. 2 is a longitudinal cross-sectional plan view of the main parts of the engine, and Fig. 3 is a Fig. 2 Fig. 2. 111 is a sectional view taken along line 111. ) 5゛...Three-cylinder internal combustion engine, 1...Crankshaft, 2
Number...Transmission human power shaft, 9...Clutch, 7.8...
Reduction mechanism, 11... crankcase, 16. ~161
・First to third cylinder block patents Applicant Book H] Giken Kogyo Co., Ltd. Procedural Amendment (
Method) 1982 +1. ' 4 11-5111.1 Director-General of the License Agency 1, Central I ('l hand in 1982 I'-Patent Application No. 190423 3, relationship with the person making the amendment f'l-%3' ``Application Person name (5
32) Hon IJJ Gi01 Industrial Co., Ltd. 4, Agent
Person 〒105 1-i Location Shinkyo 4-J'1-I4-5, Minato-ku, Tokyo
-3 Second/No, Mr. Rahil), (7187) Buri〕1 Ken Ochiai 1Ii-□1 Episode 7 East 5;・434-4151 5 Supplementary Order Day I・1 March 1982 9th (Shipping date: Showro J58, March 2nd)
(River) ηsnt;su, IJIino
Claims (1)
互いに平行なりランク軸及び変速機入力軸を支持し、こ
の入力軸の入力端に前記クランク軸より減速駆動される
クラッチを旧設した三気筒内燃機関において、両外側に
位置する第１及び第２ンリンダブロツクを前記クランク
打１を挟んで前記入力軸と反対側に略水平に、また中央
に位置する第３シリンダブロツクを略垂直にそれぞれ配
設したことを特徴とする、三気筒内燃機関。The crankcase is connected to three cylinder blocks,
In a three-cylinder internal combustion engine that supports a rank shaft and a transmission input shaft that are parallel to each other, and is equipped with a clutch that is driven to reduce speed by the crankshaft at the input end of the input shaft, first and second A three-cylinder internal combustion engine, characterized in that a third cylinder block is disposed substantially horizontally on the opposite side of the input shaft across the crankshaft 1, and a third cylinder block located at the center is disposed substantially vertically.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19042382A JPS5946325A (en) | 1982-10-29 | 1982-10-29 | Three-cylinder internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19042382A JPS5946325A (en) | 1982-10-29 | 1982-10-29 | Three-cylinder internal-combustion engine |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15646982A Division JPS5947546A (en) | 1982-09-08 | 1982-09-08 | Three cylinder type internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5946325A true JPS5946325A (en) | 1984-03-15 |
| JPS6352216B2 JPS6352216B2 (en) | 1988-10-18 |
Family
ID=16257884
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19042382A Granted JPS5946325A (en) | 1982-10-29 | 1982-10-29 | Three-cylinder internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5946325A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63302143A (en) * | 1987-01-27 | 1988-12-09 | Honda Motor Co Ltd | V-shape two-cycle engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5683507A (en) * | 1979-12-10 | 1981-07-08 | Yamaha Motor Co Ltd | V-type engine for use in autobicycle |
-
1982
- 1982-10-29 JP JP19042382A patent/JPS5946325A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5683507A (en) * | 1979-12-10 | 1981-07-08 | Yamaha Motor Co Ltd | V-type engine for use in autobicycle |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63302143A (en) * | 1987-01-27 | 1988-12-09 | Honda Motor Co Ltd | V-shape two-cycle engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6352216B2 (en) | 1988-10-18 |
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