JPS6138331B2 - - Google Patents

Info

Publication number
JPS6138331B2
JPS6138331B2 JP3629779A JP3629779A JPS6138331B2 JP S6138331 B2 JPS6138331 B2 JP S6138331B2 JP 3629779 A JP3629779 A JP 3629779A JP 3629779 A JP3629779 A JP 3629779A JP S6138331 B2 JPS6138331 B2 JP S6138331B2
Authority
JP
Japan
Prior art keywords
intermediate shaft
crankshaft
generator
engine
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.)
Expired
Application number
JP3629779A
Other languages
Japanese (ja)
Other versions
JPS55128621A (en
Inventor
Masashi Mizutani
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha 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 Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to JP3629779A priority Critical patent/JPS55128621A/en
Publication of JPS55128621A publication Critical patent/JPS55128621A/en
Publication of JPS6138331B2 publication Critical patent/JPS6138331B2/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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • 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
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • 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
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B2075/1816—Number of cylinders four

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)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)

Description

【発明の詳細な説明】 この発明はクランク軸を横置きにした自動二輪
車用多気筒エンジンに関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a multi-cylinder engine for a motorcycle in which the crankshaft is placed horizontally.

自動二輪車における近年の高出力化の要望に答
えて、エンジンの多気筒化がすすめられている。 In response to the recent demand for higher output in motorcycles, engines with multiple cylinders are being promoted.

一方、クランク軸を横置きにしたエンジンで
は、クランク軸に対するクラツチと変速機群の配
置の都合上、クラツチとクランク軸間に中間軸を
設け、クランク軸と中間軸間をチエーン伝動する
ものがある。 On the other hand, in some engines with a horizontal crankshaft, an intermediate shaft is installed between the clutch and the crankshaft due to the arrangement of the clutch and transmission group relative to the crankshaft, and a chain transmission is used between the crankshaft and the intermediate shaft. .

また、この種のエンジンはチエーンの伸び防止
のため、チエーンにかかるエンジンブレーキ時の
衝激荷重やクランク軸の回転速度変動による荷重
をやわらげるトルク変動吸収装置が中間軸に取付
けられている。 Furthermore, in order to prevent the chain from elongating, this type of engine is equipped with a torque fluctuation absorbing device attached to the intermediate shaft to reduce the shock load applied to the chain during engine braking and the load due to fluctuations in the rotational speed of the crankshaft.

更に多気筒化に伴うクランク軸の長尺化による
バンク角（バンキング角度）の減少を防止するた
め、従来クランク軸端に配置した発電機を中間軸
軸端に配置したエンジンが現われた。 Furthermore, in order to prevent the bank angle from decreasing due to the elongation of the crankshaft due to the increase in the number of cylinders, an engine has appeared in which the generator, which was conventionally placed at the end of the crankshaft, is placed at the end of the intermediate shaft.

ところがこの種のエンジンは前記の荷重に加え
て、発電機の慣性質量が中間軸に加わるため、い
きおい中間軸のトルク吸収装置の大型化をまね
き、中間軸の長尺化ひいてはバンク角の減少をも
たらし操縦性能が低下するという問題が生じた。 However, in this type of engine, in addition to the above-mentioned load, the inertial mass of the generator is applied to the intermediate shaft, which leads to an increase in the size of the torque absorption device of the intermediate shaft, which leads to an increase in the length of the intermediate shaft and a decrease in the bank angle. This resulted in the problem of reduced maneuverability.

この発明はこのような事情に鑑みなされたもの
であり、横幅を狭くして、バンク角を大きくし、
操縦性能を向上させると共に、楽な運転姿勢をと
れるようにする自動二輪車用多気筒エンジンを提
供することを目的とするものである。そしてこの
発明はこの目的達成のため、発電機を中間軸と平
行に配置し、中間軸および発電機の車輌同側端間
において回転伝達するように構成したものであ
る。以下、図面に基いてこの発明を詳細に説明す
る。 This invention was made in view of these circumstances, and it narrows the width, increases the bank angle,
The object of the present invention is to provide a multi-cylinder engine for a motorcycle that improves maneuverability and allows a comfortable driving position. In order to achieve this object, the present invention is configured such that the generator is arranged parallel to the intermediate shaft, and rotation is transmitted between the intermediate shaft and the end of the generator on the same side of the vehicle. Hereinafter, the present invention will be explained in detail based on the drawings.

第１図はこの発明の一実施例を適用した自動二
輪車の側面図、第２図はそのエンジンおよび動力
伝達機構構成図、第３図は−線断面図、第４
図は要部側面図である。第１図において符号１は
側面逆台型のメインフレーム、２はこのメインフ
レーム１と一体に固着されたステアリング・ヘツ
ドパイプ、３はこのヘツドパイプ２に軸支された
ステアリングフオーク、４はハンドル、５は前輪
である。６はリヤアームであり、前端がメインフ
レーム１に軸支され、後端は後輪７を保持する。
このリヤアーム６を構成する左側のアームはパイ
プ状に形成され、ここにプロペラ軸５０（第２図
参照）が挿通されている。このプロペラ軸５０は
後記エンジン２０により回転され、後輪７のハブ
８内の減速歯車（図示せず）を介して後輪７を駆
動する。すなわちシヤフト・ドライブ式駆動方式
となつている。９は減衰器付き緩衝器、１０は燃
料タンク、１１はシートである。 FIG. 1 is a side view of a motorcycle to which an embodiment of the present invention is applied, FIG. 2 is a configuration diagram of its engine and power transmission mechanism, FIG.
The figure is a side view of the main part. In Fig. 1, reference numeral 1 denotes a main frame with an inverted trapezoidal shape on the side, 2 a steering head pipe fixed integrally with this main frame 1, 3 a steering fork pivotally supported by this head pipe 2, 4 a handle, and 5 a steering head pipe. It's the front wheel. Reference numeral 6 denotes a rear arm, whose front end is pivotally supported by the main frame 1 and whose rear end holds the rear wheel 7.
The left arm constituting the rear arm 6 is formed into a pipe shape, into which a propeller shaft 50 (see FIG. 2) is inserted. This propeller shaft 50 is rotated by an engine 20, which will be described later, and drives the rear wheel 7 via a reduction gear (not shown) in a hub 8 of the rear wheel 7. In other words, it is a shaft drive type drive system. 9 is a shock absorber with an attenuator, 10 is a fuel tank, and 11 is a seat.

２０は４気筒空冷エンジンである。このエンジ
ン２０は前記メインフレーム１の略逆台型の空間
内に前傾姿勢で搭載されている。第１図において
２１は気化器、２２は空気清浄器、２３は排気管
である。このエンジン２０のクランク軸２４は横
置きであり、車体側方を指向するよう軸支されて
いる（第２，３図参照）。２５は交流式発電機で
あり、第１図に示すようにクランクケース２６の
上方に、そのロータ軸２７がクランク軸２４と平
行になるように装着されている。 20 is a 4-cylinder air-cooled engine. The engine 20 is mounted in a substantially inverted trapezoidal space of the main frame 1 in a forward-leaning position. In FIG. 1, 21 is a carburetor, 22 is an air purifier, and 23 is an exhaust pipe. The crankshaft 24 of this engine 20 is placed horizontally and is supported so as to point toward the side of the vehicle body (see FIGS. 2 and 3). Reference numeral 25 denotes an AC generator, which is mounted above the crankcase 26 so that its rotor shaft 27 is parallel to the crankshaft 24, as shown in FIG.

次にこのエンジン２０の動力伝達機構を説明す
る。第２図において２８はシリンダヘツドに軸支
されたカム軸で、クランク軸２４によりタイミン
グチエーン２９を介して回転される。３０は中間
軸であり、クランク軸２４と平行に配設され、ク
ランク軸２４の略中央に巻き掛けられたチエーン
３１によつて駆動される。 Next, the power transmission mechanism of this engine 20 will be explained. In FIG. 2, a camshaft 28 is rotatably supported by the cylinder head, and is rotated by the crankshaft 24 via a timing chain 29. Reference numeral 30 denotes an intermediate shaft, which is disposed parallel to the crankshaft 24 and driven by a chain 31 wound around the approximate center of the crankshaft 24.

３２はトルク変動吸収機構を示し、クランク軸
２４の回転はこの機構３２を介して中間軸３０に
伝えられる。３３は中間軸３０に回動自在に軸装
された第１カム筒で、その一方の端面は波型のカ
ム面３４となり、その他方の端面は中間軸３０に
形成された鍔部３５に当接する。この第１カム筒
３３の外周には歯車３６がスプライン結合され、
この歯車３６に前記チエーン３１が巻き掛けられ
ている。この歯車３６には第３図に示すように始
動用歯車３７が一方向クラツチ３８を介して装着
され、エンジン２０の始動時においては、不図示
のセルモータ又はキツク式機構により始動用歯車
３７、クラツチ３８、歯車３６、チエーン３１を
介してクランク軸２４が回転される。前記第１カ
ム筒３３のカム面３４には、第２カム筒３９のカ
ム面４０が対向する。このカム面４０はカム面３
４と噛み合うような波型に形成され、この第２カ
ム筒３９は中間軸３０にスプライン結合されてい
る。 Reference numeral 32 indicates a torque fluctuation absorption mechanism, and the rotation of the crankshaft 24 is transmitted to the intermediate shaft 30 via this mechanism 32. Reference numeral 33 denotes a first cam cylinder rotatably mounted on the intermediate shaft 30, one end surface of which becomes a wave-shaped cam surface 34, and the other end surface abuts against a flange 35 formed on the intermediate shaft 30. come into contact with A gear 36 is spline-coupled to the outer periphery of the first cam cylinder 33.
The chain 31 is wound around this gear 36. A starting gear 37 is attached to this gear 36 via a one-way clutch 38, as shown in FIG. 38, gear 36, and chain 31, the crankshaft 24 is rotated. A cam surface 40 of the second cam cylinder 39 faces the cam surface 34 of the first cam cylinder 33 . This cam surface 40 is the cam surface 3
This second cam cylinder 39 is formed in a wave shape so as to mesh with the intermediate shaft 30 , and is spline-coupled to the intermediate shaft 30 .

第２カム筒３９は複数箇の皿ばね４１によつて
第１カム筒３３側へ押圧されている。なおこの皿
ばね４１の一端は止め輪４２によつて中間軸３０
に係止されている。 The second cam barrel 39 is pressed toward the first cam barrel 33 by a plurality of disc springs 41 . Note that one end of this disc spring 41 is connected to the intermediate shaft 30 by a retaining ring 42.
It is locked to.

中間軸３０の回転は、公知の常時噛合式変速機
４３を構成する主軸４４に設けられたクラツチ４
５に伝えられ、このクラツチ４５を介し主軸４４
への回転伝達が断・続される。主軸４４の回転は
公知の変速歯車群を介し副軸４６に伝えられる。
副軸４６の回転は出力軸４７に設けられたトルク
変動吸収装置４８を介し出力軸４７に伝わり、さ
らに傘歯車４９を経てプロペラ軸５０に伝えられ
る。従つて後輪７の急制動等による衝撃はこのト
ルク変動吸収機構４８で吸収されるから、変速機
４３等の歯車はこの衝撃から保護される。 The rotation of the intermediate shaft 30 is controlled by a clutch 4 provided on a main shaft 44 constituting a known constant mesh transmission 43.
5 and is transmitted to the main shaft 44 via this clutch 45.
The rotational transmission to is interrupted/continued. The rotation of the main shaft 44 is transmitted to the subshaft 46 via a known transmission gear group.
The rotation of the subshaft 46 is transmitted to the output shaft 47 via a torque fluctuation absorbing device 48 provided on the output shaft 47, and further transmitted to the propeller shaft 50 via a bevel gear 49. Therefore, the impact caused by sudden braking of the rear wheels 7 is absorbed by the torque fluctuation absorbing mechanism 48, and the gears of the transmission 43 etc. are protected from this impact.

次に発電機２５の駆動機構を説明する。前記中
間軸３０の左側端３０ａはクランクケース２６か
ら左側へ突出し、ここにはＶベルト用プーリ６０
が固定される一方、前記発電機２５のロータ軸２
７の左側端にも同様のプーリ６１が固定されてい
る。これらのプーリ６０，６１は同一面上に位置
するような発電機２５は前記クランクケース２６
に固定されている。ここに中間軸３０とロータ軸
２７の同側端（左側端）にプーリ６０，６１を固
定したので、発電機２５の本体は必然的にエンジ
ン２０の中心側に位置するようになる。これらの
プーリ６０，６１間にはＶベルト６２が巻き掛け
られている。なお、この発電機２５は第４図に明
らかなように２本のボルトで固定され、その一方
のボルト６３は弧状の長孔６４内を貫通し、この
ボルト６３の位置変化によりＶベルト６２の張力
を調節することができる。またこれらプーリ６
０，６１、Ｖベルト６２にはカバー６５が被着さ
れ、安全上およびデザイン上の対策がなされてい
る。 Next, the drive mechanism of the generator 25 will be explained. The left end 30a of the intermediate shaft 30 projects to the left from the crankcase 26, and a V-belt pulley 60 is installed here.
is fixed, while the rotor shaft 2 of the generator 25
A similar pulley 61 is also fixed to the left end of 7. The generator 25, in which these pulleys 60 and 61 are located on the same plane, is connected to the crankcase 26.
Fixed. Since the pulleys 60 and 61 are fixed to the same end (left end) of the intermediate shaft 30 and the rotor shaft 27, the main body of the generator 25 is necessarily located on the center side of the engine 20. A V-belt 62 is wound between these pulleys 60 and 61. The generator 25 is fixed with two bolts, as shown in FIG. Tension can be adjusted. Also, these pulleys 6
A cover 65 is attached to the V-belt 62 as a safety and design measure.

今エンジン２０の間歇的爆発に伴なうトルク変
動があると、このトルク変動はクランク軸２４の
回転と共にチエーン３１、歯車３６を介し第１カ
ム筒３３に伝わる。このトルク変動はこの第１カ
ム筒３３の回転むらとなるが、この回転むらは、
カム面３４がカム面４０に僅かに乗り上がり、第
２カム筒３９が皿ばね４１の弾撥力に抗して移動
することによつて吸収される。このため中間軸３
０にはほとんどエンジン２０のトルク変動は伝わ
らない。中間軸３０の回転はプーリ６０、Ｖベル
ト６２、プーリ６１を介し発電機２５に伝えられ
る。Ｖベルト６２を使用したので、このＶベルト
６２とプーリ６０，６１間の僅かな滑りにより中
間軸３０のトルク変動は一層減衰され、ロータ軸
２７は一層滑らかに回転する。なお、このロータ
は相当大きな慣性を持つている、中間軸３０の急
激な回転速度変化があつても、このＶベルト６２
とプーリ６０，６１間の滑りで吸収されるから、
ロータには大きな衝激は加わらない。従つて発電
機２５の寿命は一層延びる。 If there is a torque fluctuation due to the intermittent explosion of the engine 20, this torque fluctuation is transmitted to the first cam cylinder 33 through the chain 31 and gear 36 along with the rotation of the crankshaft 24. This torque fluctuation causes rotational unevenness of the first cam cylinder 33, but this rotational unevenness is caused by
The cam surface 34 slightly rides up on the cam surface 40, and the second cam cylinder 39 moves against the elastic force of the disc spring 41, thereby absorbing it. Therefore, intermediate shaft 3
0, almost no torque fluctuations of the engine 20 are transmitted. The rotation of the intermediate shaft 30 is transmitted to the generator 25 via a pulley 60, a V-belt 62, and a pulley 61. Since the V-belt 62 is used, the slight slippage between the V-belt 62 and the pulleys 60, 61 further damps the torque fluctuation of the intermediate shaft 30, and the rotor shaft 27 rotates more smoothly. Note that this rotor has a considerably large inertia, and even if there is a sudden change in the rotational speed of the intermediate shaft 30, this V-belt 62
Because it is absorbed by the sliding between pulleys 60 and 61,
No major impact is applied to the rotor. Therefore, the life of the generator 25 is further extended.

以上の実施例では中間軸３０と発電機２５の同
側端（左側端）間をＶベルトで回転伝達したが、
この発明はチエーン駆動など種々の巻き掛け伝動
機構のほか、歯車による回転伝達機構で回転伝達
してもよい。 In the above embodiment, rotation was transmitted between the intermediate shaft 30 and the same end (left end) of the generator 25 using a V-belt.
In addition to various winding transmission mechanisms such as a chain drive, this invention may also transmit rotation using a rotation transmission mechanism using gears.

この発明は以上のように、発電機を中間軸と平
行に配設し、さらに中間軸と発電機の同側端間で
回転伝達を行なうので、中間軸端やクランク軸端
などに発電機を配設する場合に比べ、エンジン横
幅を狭くすることができる。このため車輌のバン
ク角が大きくなり操縦性能が向上するばかりでな
く、運転者の着座時に両脚を大きく開く必要がな
くなり楽な操縦姿勢が取れる。 As described above, in this invention, the generator is arranged parallel to the intermediate shaft, and rotation is transmitted between the intermediate shaft and the same end of the generator, so the generator is installed at the end of the intermediate shaft or the end of the crankshaft. The width of the engine can be made narrower than when the engine is installed. This not only increases the bank angle of the vehicle and improves maneuverability, but also eliminates the need for the driver to spread his or her legs wide apart when seated, allowing for a comfortable driving position.

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

第１図はこの発明の一実施例を適用した自動二
輪車の側面図、第２図は動力伝達機構構成図、第
３図は−線断面図、第４図は要部側面図であ
る。 ２０……エンジン、２４……クランク軸、２５
……発電機、３０……中間軸、３１……チエー
ン。 FIG. 1 is a side view of a motorcycle to which an embodiment of the present invention is applied, FIG. 2 is a configuration diagram of a power transmission mechanism, FIG. 3 is a sectional view taken along the - line, and FIG. 4 is a side view of main parts. 20...engine, 24...crankshaft, 25
... Generator, 30 ... Intermediate shaft, 31 ... Chain.

Claims (1)

【特許請求の範囲】[Claims] １ 横置きのクランク軸と、このクランク軸と平
行に配設されかつクランク軸によりチエーン駆動
される中間軸とを備えた自動二輪車用多気筒エン
ジンにおいて、発電機を前記中間軸と平行に配設
し、前記中間軸および発電機の同側端間において
回転伝達することを特徴とする自動二輪車用多気
筒エンジン。1. In a multi-cylinder motorcycle engine equipped with a horizontal crankshaft and an intermediate shaft disposed parallel to the crankshaft and driven by a chain by the crankshaft, a generator is disposed parallel to the intermediate shaft. A multi-cylinder engine for a motorcycle, wherein rotation is transmitted between the intermediate shaft and the same end of the generator.
JP3629779A 1979-03-29 1979-03-29 Multi-cylinder engine for use in motor cycle Granted JPS55128621A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP3629779A JPS55128621A (en) 1979-03-29 1979-03-29 Multi-cylinder engine for use in motor cycle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP3629779A JPS55128621A (en) 1979-03-29 1979-03-29 Multi-cylinder engine for use in motor cycle

Publications (2)

Publication Number Publication Date
JPS55128621A JPS55128621A (en) 1980-10-04
JPS6138331B2 true JPS6138331B2 (en) 1986-08-28

Family

ID=12465869

Family Applications (1)

Application Number Title Priority Date Filing Date
JP3629779A Granted JPS55128621A (en) 1979-03-29 1979-03-29 Multi-cylinder engine for use in motor cycle

Country Status (1)

Country Link
JP (1) JPS55128621A (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59194538U (en) * 1983-06-11 1984-12-24 ヤマハ発動機株式会社 Motorcycle drive unit
JPS6217370A (en) * 1985-07-17 1987-01-26 Yamaha Motor Co Ltd Igniter for motor-cycle
JPH01113521A (en) * 1987-10-26 1989-05-02 Nissan Motor Co Ltd Engine accessory drive device

Also Published As

Publication number Publication date
JPS55128621A (en) 1980-10-04

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