JPS62240429A - Multiple cylinder engine of motorcycle - Google Patents
Multiple cylinder engine of motorcycleInfo
- Publication number
- JPS62240429A JPS62240429A JP8244987A JP8244987A JPS62240429A JP S62240429 A JPS62240429 A JP S62240429A JP 8244987 A JP8244987 A JP 8244987A JP 8244987 A JP8244987 A JP 8244987A JP S62240429 A JPS62240429 A JP S62240429A
- Authority
- JP
- Japan
- Prior art keywords
- crankshaft
- intermediate shaft
- main shaft
- 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.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 19
- 230000001133 acceleration Effects 0.000 abstract description 6
- 238000010586 diagram Methods 0.000 description 4
- 239000007858 starting material Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 238000010248 power generation Methods 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
-
- 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
- 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
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は横置きのクランク軸の後方に中間軸および変
速機主軸を並設し自動二輪車の多気筒エンジンに関する
ものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a multi-cylinder engine for a motorcycle in which an intermediate shaft and a transmission main shaft are arranged in parallel behind a horizontally placed crankshaft.
（発明の技術的背景）
横置きクランク軸を有する自動二輪車の多気筒エンジン
では、エンジン全体の横幅を狭くするためにクランク軸
と平行に中間軸を設け、この中間軸に大重量回転体であ
る発電機を設けることが考えられる。一方この種のエン
ジンでは一般に変速用のクラッチを備えるが、このクラ
ッチが大径でかつ大重量であるため、エンジンの急な加
減速時にはその反力も大きくなり、エンジンの振動を増
大させる原因の一つとなっていた。(Technical Background of the Invention) In a multi-cylinder engine for a motorcycle having a horizontal crankshaft, an intermediate shaft is provided parallel to the crankshaft in order to narrow the overall width of the engine, and a heavy rotating body is mounted on this intermediate shaft. It is possible to install a generator. On the other hand, this type of engine is generally equipped with a clutch for shifting, but since this clutch has a large diameter and is heavy, the reaction force is large when the engine suddenly accelerates or decelerates, which is one of the causes of increased engine vibration. They were one.
（発明の目的）
この発明はこのような事情に鑑みなされたものであり、
発電機を中間軸に設けてエンジンの横幅を狭くすると共
に、エンジンの急な加減速に伴なう大重量の変速用クラ
ッチの速度変化によるエンジン振動を抑制することが可
能な自動二輪車の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。(Object of the invention) This invention was made in view of the above circumstances,
A multi-cylinder motorcycle for motorcycles that installs a generator on the intermediate shaft to narrow the engine width and suppresses engine vibrations caused by speed changes in the heavy transmission clutch that occur when the engine suddenly accelerates or decelerates. The purpose is to provide engines.
（発明の構成）
この発明によればこの目的は、横置きのクランク軸と、
このクランク軸の後上方に並設された中間軸と、前記ク
ランク軸の後方かつ前記中間軸の下方に並設された変速
機主軸とを備え、前記変速機主軸の一端に変速用クラッ
チを設けた自動二輪車のエンジンにおいて、前記変速用
クラッチに設けた減速大歯車を前記クランク軸の減速小
歯車に噛合させて前記変速機主軸を前記クランク軸と反
対方向へ回転させる一方、前記中間軸には発電機を設け
この中間軸を前記クランク軸によってこのクランク軸と
同方向にチェーン駆動することを特徴とする自動二輪車
の多気筒エンジンにより達成される。(Structure of the Invention) According to the invention, this purpose is to provide a horizontal crankshaft,
An intermediate shaft is provided in parallel at the rear and upper part of the crankshaft, and a transmission main shaft is arranged in parallel behind the crankshaft and below the intermediate shaft, and a gearshift clutch is provided at one end of the transmission main shaft. In a motorcycle engine, a large reduction gear provided on the transmission clutch is engaged with a small reduction gear on the crankshaft to rotate the main shaft of the transmission in a direction opposite to the crankshaft, while the intermediate shaft is This is achieved by a multi-cylinder engine for a motorcycle, which is equipped with a generator and whose intermediate shaft is chain-driven by the crankshaft in the same direction as the crankshaft.
（実施例） 以下図面に基づいてこの発明の詳細な説明する。(Example) The present invention will be described in detail below based on the drawings.
第１図はこの発明に係る第１実施例の構成図、第２図は
同じく各軸の配列を示す側面図、第３図はその■−ｍ線
断面図、第４図は要部断面図である。これらの図におい
て符号ｌは横置きの４気筒用クランク軸、２はピストン
であり、４個のピストン２が一本のクランク軸１にコン
ロッド３を介してそれぞれ連結されている。４．４は一
対のカム軸であり、これらカム軸４．４はクランク軸ｌ
と一体の歯車５によりタイミングチェーン６を介して駆
動される。７と８は変速機を形成する主軸と副軸であり
クランク軸１の後方に位置する。Fig. 1 is a configuration diagram of a first embodiment according to the present invention, Fig. 2 is a side view showing the arrangement of each axis, Fig. 3 is a sectional view taken along the line ■-m, and Fig. 4 is a sectional view of the main part. It is. In these figures, reference numeral 1 indicates a horizontally placed four-cylinder crankshaft, and 2 indicates a piston, and the four pistons 2 are each connected to one crankshaft 1 via a connecting rod 3. 4.4 is a pair of camshafts, and these camshafts 4.4 are connected to the crankshaft l.
It is driven by a gear 5 integrated with the timing chain 6. 7 and 8 are a main shaft and a subshaft forming a transmission, and are located behind the crankshaft 1.
変速機主軸７はその一端に公知の湿式多板式変速用クラ
ッチ９を備える。このクラッチ９のケーシング１０には
、ダンパスプリング１１を介して変速大歯車１２が取付
けられ、この歯車１２はクランク軸１と一体の変速小歯
車１３により駆動される。従って主軸７はクランク軸と
反対方向へ回転する。この主軸７の回転は主軸７と副軸
８に設けられた変速歯車群を介して副軸８に伝達され、
この副軸８の回転はこの副軸８と平行な軸１４に伝達さ
れる。この軸１４の回転は、この軸１４に直交する出力
軸１５に傘歯車１６を介して伝達され、この出力軸１５
は不図示のプロペラ軸を介して後輪（駆動輪）を駆動す
る。The transmission main shaft 7 is provided with a known wet multi-disc transmission clutch 9 at one end thereof. A large speed change gear 12 is attached to a casing 10 of the clutch 9 via a damper spring 11, and this gear 12 is driven by a small speed change gear 13 integrated with the crankshaft 1. Therefore, the main shaft 7 rotates in the opposite direction to the crankshaft. This rotation of the main shaft 7 is transmitted to the subshaft 8 via a gear group provided on the main shaft 7 and the subshaft 8.
The rotation of this subshaft 8 is transmitted to a shaft 14 parallel to this subshaft 8. The rotation of this shaft 14 is transmitted to an output shaft 15 perpendicular to this shaft 14 via a bevel gear 16.
drives rear wheels (drive wheels) via a propeller shaft (not shown).
２０は中間軸であり、クランク軸１の後方でかつ主軸７
の上方に位置する。この中間軸２０にはスプロケッ）２
１が回動可能に軸装され、このスプロケット２１の一方
の端部は拡径してここにスプリングダンパ２２が装着さ
れている。すなわちこのスプロケッ）２１の一端面には
、中間軸２０にインボリュート歯形を有するスプライン
により結合された部材２３が軸装され、この部材２３と
スプロケット２１との間にスプリング２４が周方向に複
数個装着されている。第５図はこのスプリングダンパ２
２の縦断面を示すｖ−Ｖ線断面図である。前記スプロケ
ット２１は前記クランク軸ｌに一体に形成されたスプロ
ケット２５によりチェーン２６を介して駆動される。20 is an intermediate shaft located behind the crankshaft 1 and connected to the main shaft 7.
located above. This intermediate shaft 20 has a sprocket) 2
1 is rotatably mounted on a shaft, one end of this sprocket 21 has an enlarged diameter, and a spring damper 22 is attached thereto. That is, a member 23 connected to the intermediate shaft 20 by a spline having an involute tooth profile is mounted on one end surface of this sprocket 21, and a plurality of springs 24 are installed in the circumferential direction between this member 23 and the sprocket 21. has been done. Figure 5 shows this spring damper 2.
FIG. The sprocket 21 is driven via a chain 26 by a sprocket 25 formed integrally with the crankshaft l.
２７は中間軸２０に回転自在に軸装された歯車で、この
歯車２７と前記スプロケット２１との間はワンウェイク
ラッチ２８により連結されている。すなわちスプロケッ
ト２１には、前記部材２３の一部を覆うように中心軸方
向へ延びる３個の連結部２１ａが形成され（第５図参照
）、この連結部２１ａとワンウェイクラッチ２８とが連
結されている。２９はスタータモータ、３ｏはこのスタ
ータモータ２９の小歯車３１と前記歯車２７との間に介
装されたアイドル歯車である。A gear 27 is rotatably mounted on the intermediate shaft 20, and the gear 27 and the sprocket 21 are connected by a one-way clutch 28. That is, the sprocket 21 is formed with three connecting portions 21a extending in the central axis direction so as to cover a portion of the member 23 (see FIG. 5), and the one-way clutch 28 is connected to the connecting portions 21a. There is. 29 is a starter motor, and 3o is an idle gear interposed between the small gear 31 of the starter motor 29 and the gear 27.
３５はクランクケースと一体の発電機ケースであり、前
記中間軸２０の一端はこのケース３５内へ延出し、ここ
に交流発電機３６が装填されている。すなわちケース３
５の内面には固定子３７が固定される一方、中間軸２ｏ
には大重量の回転体である回転子３８が固定され、この
回転子３８の中心軸に直交する面には環状のスリップリ
ング３９が２本埋設されている。このスリップリング３
９．３９にはケース３５に固定されたブラシ４０．４０
が摺接している。４１はこのケース３５に被冠されるカ
バーである。Reference numeral 35 denotes a generator case integrated with the crankcase, one end of the intermediate shaft 20 extending into this case 35, and an alternating current generator 36 is loaded here. That is, case 3
A stator 37 is fixed to the inner surface of the intermediate shaft 2o.
A rotor 38, which is a heavy rotating body, is fixed to the rotor 38, and two annular slip rings 39 are embedded in a surface perpendicular to the central axis of the rotor 38. This slip ring 3
9.39 shows the brush 40.40 fixed to the case 35.
are in sliding contact. Reference numeral 41 denotes a cover that is placed on the case 35.
この実施例においてクランク軸１の回転はチェーン２６
を介してスプロケット２１に伝えられた後、スプリング
ダンパ２２および部材２３を介して中間軸２０に伝えら
れ、さらに回転子３８に伝達される。すなわち中間軸２
ｏおよび回転子３８はチェーン２６によりクランク軸ｌ
と同方向へ回転される。この際容気筒の間欠的爆発によ
るクランク軸１のトルク変動はチェーン２６とスプリン
グダンパ２２で吸収され、回転子３８は滑らかに回転さ
れる。またエンジンスタート時においてはスタータモー
タ２９の回転はアイドル歯車３０、歯車２７、ワンウェ
イクラッチ２８、スプロケット２１、チェーン２６を介
してクランク軸１に伝達され、エンジンが、始動すると
スプロケット２１の回転が歯車２７の回転より速くなっ
て、ワンウェイクラッチ２８は切れる。In this embodiment, the rotation of the crankshaft 1 is controlled by the chain 26.
After being transmitted to the sprocket 21 via the spring damper 22 and the member 23, it is transmitted to the intermediate shaft 20, and further transmitted to the rotor 38. That is, intermediate shaft 2
o and the rotor 38 are connected to the crankshaft l by the chain 26.
is rotated in the same direction. At this time, the torque fluctuation of the crankshaft 1 due to the intermittent explosion of the cylinder is absorbed by the chain 26 and the spring damper 22, and the rotor 38 is rotated smoothly. Furthermore, when starting the engine, the rotation of the starter motor 29 is transmitted to the crankshaft 1 via the idle gear 30, gear 27, one-way clutch 28, sprocket 21, and chain 26, and when the engine is started, the rotation of the sprocket 21 is transmitted to the gear 27. , the one-way clutch 28 is disengaged.
−力走行駆動系の出力は、中間軸２０を介することなく
、クランク軸ｌの減速小歯車１３から直接減速大歯車１
２に伝えられ、前記のようにダンパスプリング１１、ク
ラッチ９、主軸７、副軸８、軸１４および出力軸１５を
介して後輪に伝えられる。- The output of the power running drive system is directly transmitted from the small reduction gear 13 of the crankshaft l to the large reduction gear 1 without passing through the intermediate shaft 20.
2, and is transmitted to the rear wheels via the damper spring 11, clutch 9, main shaft 7, subshaft 8, shaft 14, and output shaft 15 as described above.
大重量のクラッチ９はクランク軸１と反対方向へ回転す
るのに対し、中間軸２０および発電機３６はこれと反対
のクランク軸１と同方向へ回転する。従ってエンジンの
急な加減速時における大重量のクラッチ９の反力は、こ
のクラッチ９と反対方向へ回転するクランク軸１や発電
機３６等の重量の大きい部材の回転速度変化に伴なう反
力で打消し合う。このため発電機３６をクランク軸端で
なく中間軸２０に設けることによりエンジン幅を小さく
すると同時に、エンジンの急な加減速に伴なうエンジン
の振動を抑制することができる。The heavy clutch 9 rotates in the opposite direction to the crankshaft 1, while the intermediate shaft 20 and the generator 36 rotate in the same direction as the crankshaft 1, which is opposite to this. Therefore, the reaction force of the heavy clutch 9 when the engine suddenly accelerates or decelerates is due to the reaction force caused by changes in the rotational speed of heavy components such as the crankshaft 1 and the generator 36 that rotate in the opposite direction to the clutch 9. They cancel each other out with force. Therefore, by providing the generator 36 on the intermediate shaft 20 rather than on the end of the crankshaft, it is possible to reduce the engine width and at the same time suppress engine vibrations caused by sudden acceleration and deceleration of the engine.
この実施例は、第３図に示すようにクランク軸１の両端
以外の位置に駆動歯車１３を設ければ、主軸７のクラッ
チ９の横方向への突出量が少なくなり、エンジン全体の
左右のバランスが良好になる。In this embodiment, if the driving gear 13 is provided at a position other than both ends of the crankshaft 1, as shown in FIG. Improves balance.
第６図はこの発明の第２実施例を示す構成図、第７図は
その要部断面図であり、この実施例はゴムダンパを介し
てクランク軸の回転を発電機に伝達するように構成した
ものである。これらの図において前記第１実施例と同一
部分には同一符号を付したので、その説明は繰り返さな
い。この実施例ではスプロケッ）２１Ａは部材２３Ａの
筒部２３Ｂ上に回動自在に軸装され、またスプロケット
２１Ａと部材２３Ａとの間にはゴム２４Ａが放射状に装
填されたゴムダンパ２２Ａを有する。このゴムダンパ２
２Ａはチェーン２６を挾んで発電機３６の反対側に位置
する。Fig. 6 is a configuration diagram showing a second embodiment of the present invention, and Fig. 7 is a sectional view of the main part thereof, and this embodiment is configured to transmit the rotation of the crankshaft to the generator via a rubber damper. It is something. In these figures, the same parts as in the first embodiment are given the same reference numerals, so their description will not be repeated. In this embodiment, the sprocket 21A is rotatably mounted on the cylindrical portion 23B of the member 23A, and between the sprocket 21A and the member 23A is a rubber damper 22A in which rubber 24A is radially loaded. This rubber damper 2
2A is located on the opposite side of the generator 36 with the chain 26 interposed therebetween.
第８図はこのゴムダンパ２２Ａを示す■−■線断面図で
ある。すなわちスプロケッ）２１Ａと部材２３Ａとの対
向部には交互に位置する放射状の壁２１Ａａ、２３Ａａ
が形成され、これらの壁２１Ａ、と２３Ａ、の間に扇状
のゴム２４Ａが装填されている。FIG. 8 is a sectional view taken along the line ■--■ showing this rubber damper 22A. In other words, radial walls 21Aa and 23Aa are arranged alternately in the opposing part between the sprocket 21A and the member 23A.
are formed, and a fan-shaped rubber 24A is loaded between these walls 21A and 23A.
従ってクランク軸ｌの回転はチェーン２６、スプロケッ
ト２１Ａ、壁２１Ａａ、ゴム２４Ａ、壁２３Ａａ、部材
２３Ａ、中間軸２０を介して発電機３６の回転子３８に
伝達される。またスタータモータ２９の回転は小歯車３
１、アイドル歯車３０、歯車２７、ワンウェイクラッチ
２８、部材２３Ａ、壁２３Ａａ、ゴム２４Ａ、壁２１
Ａ ａ、スプロケッ）２１Ａ、チェーン２６を介してク
ランク軸ｌに伝えられる。Therefore, the rotation of the crankshaft 1 is transmitted to the rotor 38 of the generator 36 via the chain 26, sprocket 21A, wall 21Aa, rubber 24A, wall 23Aa, member 23A, and intermediate shaft 20. Also, the rotation of the starter motor 29 is controlled by the small gear 3.
1. Idle gear 30, gear 27, one-way clutch 28, member 23A, wall 23Aa, rubber 24A, wall 21
A, sprocket) 21A, is transmitted to the crankshaft l via the chain 26.
一方駆動系の出力は第６図から明らかなようにクランク
軸１の減速小歯車１３から直接減速大歯車１２に伝えら
れる。従って主軸７およびクラッチ９はクランク軸ｌと
反対方向に回転し、また前記中間軸２０、発電機３６は
クランク軸１と同方向へ回転する。On the other hand, as is clear from FIG. 6, the output of the drive system is directly transmitted from the small reduction gear 13 of the crankshaft 1 to the large reduction gear 12. Therefore, the main shaft 7 and the clutch 9 rotate in the opposite direction to the crankshaft 1, and the intermediate shaft 20 and the generator 36 rotate in the same direction as the crankshaft 1.
（発明の効果）
この発明は以上のように、発電機をクランク軸の軸端で
なく中間軸に設けたので、エンジン幅を狭くすることが
できる。また変速用クラッチを減速大・小歯車を介して
クランク軸によりクランク軸と反対方向へ回転する一方
、発電機が設けられた中間軸をクランク軸によりチェー
ンでクランク軸と同方向へ駆動したものであるから、エ
ンジンの急な加減速に伴ない大重量のクラッチが発生す
る大きな反力は、これと反対方向に回転するクランク軸
や発電機および中間軸の加減速に伴なう反力と互いに打
ち消し合う。このためエンジンの急な加減速に伴なうエ
ンジン振動が抑制されると共に、エンジン幅も小さくな
るので自動二輪車に好適なエンジンを得ることができる
。(Effects of the Invention) As described above, in the present invention, since the generator is provided on the intermediate shaft of the crankshaft instead of at the end thereof, the engine width can be narrowed. In addition, the transmission clutch is rotated by the crankshaft in the opposite direction to the crankshaft via large and small reduction gears, while the intermediate shaft equipped with a generator is driven by the crankshaft in the same direction as the crankshaft by a chain. Therefore, the large reaction force generated by the heavy clutch due to the sudden acceleration/deceleration of the engine is mutually compatible with the reaction force caused by the acceleration/deceleration of the crankshaft, generator, and intermediate shaft rotating in the opposite direction. cancel each other out. Therefore, engine vibrations caused by sudden acceleration and deceleration of the engine are suppressed, and the engine width is also reduced, making it possible to obtain an engine suitable for motorcycles.
第１図はこの発明に係る第１実施例の全体構成図、第２
図は同じく各軸の配列を示す側面図、＄３図はそのｍ−
■線断面図、また第６図はこの発明の第２実施例を示す
全体構成図、第４図は要部断面図、第５図はそのｖ−ｖ
線断面図、第７図はその要部断面図、第８図は■−■線
断面図である。
１・・・クランク軸。
７・・・変速機主軸、
９・・・変速用クラッチ、
１２・・・減速大歯車、
１３・・・減速小歯車、
２０・・・中間軸、
２６・・・チェーン、
３６・・・発電機。FIG. 1 is an overall configuration diagram of the first embodiment according to the present invention, and FIG.
The figure is a side view showing the arrangement of each axis, and the $3 figure is the m-
■ Line sectional view, FIG. 6 is an overall configuration diagram showing the second embodiment of the present invention, FIG. 4 is a sectional view of main parts, and FIG. 5 is a v-v
7 is a sectional view of the main part thereof, and FIG. 8 is a sectional view taken along the line ■-■. 1...Crankshaft. 7... Transmission main shaft, 9... Shifting clutch, 12... Reduction large gear, 13... Reduction small gear, 20... Intermediate shaft, 26... Chain, 36... Power generation Machine.
Claims (1)
された中間軸と、前記クランク軸の後方かつ前記中間軸
の下方に並設された変速機主軸とを備え、前記変速機主
軸の一端に変速用クラッチを設けた自動二輪車のエンジ
ンにおいて、 前記変速用クラッチに設けた減速大歯車を前記クランク
軸の減速小歯車に噛合させて前記変速機主軸を前記クラ
ンク軸と反対方向へ回転させる一方、前記中間軸には発
電機を設けこの中間軸を前記クランク軸によってこのク
ランク軸と同方向にチェーン駆動することを特徴とする
自動二輪車の多気筒エンジン。[Scope of Claims] A transmission main shaft that includes a horizontally placed crankshaft, an intermediate shaft arranged in parallel above the rear of the crankshaft, and a transmission main shaft arranged in parallel behind the crankshaft and below the intermediate shaft. , in a motorcycle engine in which a transmission clutch is provided at one end of the transmission main shaft, a large reduction gear provided on the transmission clutch is meshed with a small reduction gear of the crankshaft, so that the transmission main shaft is connected to the crankshaft. A multi-cylinder engine for a motorcycle, characterized in that the intermediate shaft is rotated in a direction opposite to the above, and a generator is provided on the intermediate shaft, and the intermediate shaft is chain-driven by the crankshaft in the same direction as the crankshaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8244987A JPS62240429A (en) | 1987-04-03 | 1987-04-03 | Multiple cylinder engine of motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP8244987A JPS62240429A (en) | 1987-04-03 | 1987-04-03 | Multiple cylinder engine of motorcycle |
Related Parent Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP54138465 Division | |||
| JP8373380A Division JPS56126625A (en) | 1980-06-20 | 1980-06-20 | Engine of autocycle |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP35447591A Division JPH071011B2 (en) | 1991-12-20 | 1991-12-20 | Multi-cylinder engine for motorcycles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62240429A true JPS62240429A (en) | 1987-10-21 |
| JPS6335810B2 JPS6335810B2 (en) | 1988-07-18 |
Family
ID=13774829
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP8244987A Granted JPS62240429A (en) | 1987-04-03 | 1987-04-03 | Multiple cylinder engine of motorcycle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62240429A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1746308A1 (en) * | 2005-07-22 | 2007-01-24 | Kwang Yang Motor Co., Ltd. | Cushioning mechanism for sprocket of all terrain vehicles |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5131420A (en) * | 1974-09-10 | 1976-03-17 | Honda Motor Co Ltd | ENJINNIOKERUKURATSUCHI OYOBI HATSUDENKINOKUDOSOCHI |
| JPS52169250U (en) * | 1976-06-16 | 1977-12-22 |
-
1987
- 1987-04-03 JP JP8244987A patent/JPS62240429A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5131420A (en) * | 1974-09-10 | 1976-03-17 | Honda Motor Co Ltd | ENJINNIOKERUKURATSUCHI OYOBI HATSUDENKINOKUDOSOCHI |
| JPS52169250U (en) * | 1976-06-16 | 1977-12-22 |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1746308A1 (en) * | 2005-07-22 | 2007-01-24 | Kwang Yang Motor Co., Ltd. | Cushioning mechanism for sprocket of all terrain vehicles |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6335810B2 (en) | 1988-07-18 |
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