JPS6045724A - Motive power unit for motorcycle - Google Patents

Motive power unit for motorcycle

Info

Publication number
JPS6045724A
JPS6045724A JP15261883A JP15261883A JPS6045724A JP S6045724 A JPS6045724 A JP S6045724A JP 15261883 A JP15261883 A JP 15261883A JP 15261883 A JP15261883 A JP 15261883A JP S6045724 A JPS6045724 A JP S6045724A
Authority
JP
Japan
Prior art keywords
crankcase
case
crab
partition wall
chamber
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.)
Pending
Application number
JP15261883A
Other languages
Japanese (ja)
Inventor
Yoshiharu Isaka
義治 井坂
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 JP15261883A priority Critical patent/JPS6045724A/en
Publication of JPS6045724A publication Critical patent/JPS6045724A/en
Pending 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
    • F02B75/02—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]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis

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

PURPOSE:To reduce the resistance to the flow of gas and prevent the loss of motive power, by providing a front-to-rear dividing wall so that a crankcase at the upper portion of a motive power unit case is divided into a right and a left portions, and by providing a passage of large cross-sectional area on the front portion of a transmission gear shaft located near the rear of a lower transmission case. CONSTITUTION:When an engine is working, two pistons 11 at one side of a dividing wall 25 and other two pistons 11 at the other side of the wall are moved up and down along with the rotation of a crankshaft 10, the volume of a left-hand crankcase 13 is increased, and that of a right-hand crankcase chamber 14 is decreased, so that gas flows from the right-hand crankcase chamber to the left-hand crankcase chamber, under the dividing wall 25. The main shaft 31 and auxiliary shaft 32 of a gear transmission T are both supported in a rear case 9b, while a large empty chamber is defined on the surface 37 of lubricating oil in a front case 9a. Since the gas flows through the large empty chamber, the resistance to the flow of the gas is low and the drop in pressure resulting from the resistance is small. Since the crankcase is divided into the right and left chambers 14, 13 by the wall 25 extending in the front-to-rear direction, the rigidity of the crankcase is heightened.

Description

【発明の詳細な説明】 〔発明の技術分野〕 この発明は、主として自動二輪車に用いられる動カニニ
ットに関するもので、動カニニットケースの上部をクラ
ンクケースとし、下方を変速機ケースとするものにおい
て、前記エンジンが車両の幅方向に配置された少くとも
２個のシリンダを有する場合の補強構造に関する。[Detailed Description of the Invention] [Technical Field of the Invention] This invention relates to a dynamic crab knit mainly used for motorcycles, in which the upper part of the dynamic crab knit case is used as a crank case and the lower part is a transmission case. The present invention relates to a reinforcing structure when the engine has at least two cylinders arranged in the width direction of a vehicle.

〔従来技術〕[Prior art]

エンジンが、車両の幅方向に配置された。少なくとも２
個のシリンダを有するものであるとき、クランクケース
の剛性を増すために前後方向に伸びる隔壁を設け、隔壁
の一側と他側とにシリンダを配置することがある。The engine was placed across the width of the vehicle. at least 2
When the crankcase has two cylinders, a partition wall extending in the front-rear direction may be provided to increase the rigidity of the crankcase, and the cylinders may be arranged on one side and the other side of the partition wall.

然しなから、このような構成では、隔壁によって隔てら
れたクランク室の左右の容積が、ピストンの昇降に伴っ
て各別に変化し、それらの間に気流を生じ、その流路の
通気抵抗が大きいと、動力損失が増し、エンジンの最大
出力を減じるという不具合がある。However, in such a configuration, the volumes of the left and right sides of the crank chamber separated by the partition wall change separately as the piston moves up and down, creating an airflow between them, resulting in a large airflow resistance in the flow path. This causes problems in that the power loss increases and the maximum output of the engine is reduced.

〔発明の概要〕[Summary of the invention]

この発明は、上記不具合を解決すべくなされたもので、
動カニニットケースの上部をクランクケースとし、この
クランクケースの内部を前後方向に伸びる隔壁によって
左右に分割し、隔壁の左右にそれぞれシリンダを配置す
ると共に、クランクケースの下方を変速機ケースとし、
変速機ケース内の前後いずれかに偏らせて変速歯車軸を
支持し。This invention was made to solve the above-mentioned problems.
The upper part of the dynamic crab knit case is used as a crankcase, the inside of this crankcase is divided into left and right by a partition wall extending in the front and rear direction, cylinders are placed on each side of the partition wall, and the lower part of the crankcase is used as a transmission case.
Support the transmission gear shaft by biasing it to either the front or rear inside the transmission case.

他側に前記隔壁の左右を連通ずる断面積の大きな通気路
を形成した点に特徴がある。A feature is that a ventilation path with a large cross-sectional area is formed on the other side of the partition wall to communicate with the left and right sides of the partition wall.

〔実施例〕〔Example〕

以下、図示の実施例によって、この発明を説明する。図
中、１は自動二輪車であシ、車体枠２の前方に前フオー
ク３を介して前輪４と、後方に後輪５とを有する。車体
枠２の上方には燃料タンク６と乗員のシート７とが支持
され、燃料タンク６の下側には動カニニット８が懸架さ
れている。The present invention will be explained below with reference to illustrated embodiments. In the figure, 1 is a motorcycle, which has a front wheel 4 in front of a body frame 2 via a front fork 3, and a rear wheel 5 in the rear. A fuel tank 6 and a passenger seat 7 are supported above the vehicle body frame 2, and a moving crab knit 8 is suspended below the fuel tank 6.

動カニニット８は、第２図で示すように、前ケース９ａ
と後ケース９ｂとからなる２個の半部からなるケースを
有する。Ｅはケースの上部に設けられたエンジンであシ
、Ｔは下方に設けられた常時噛合い式の歯車変速機であ
る。As shown in FIG. 2, the moving crab knit 8 has a front case 9a.
It has a case consisting of two halves, consisting of a rear case 9b and a rear case 9b. E is an engine installed at the top of the case, and T is a constant mesh gear transmission installed at the bottom.

エンジンＥは、ケースの半部９ａ、９ｂによってクラン
ク室が形成され、そこにはシリンダ部Ｅｌ。In the engine E, a crank chamber is formed by case halves 9a and 9b, and a cylinder portion El is located therein.

Ｅ２と、各半部９ａ、９ｂ間に挾持されたクランク軸１
０を有する。各シリンダ部Ｅｌ、Ｅ２には、それぞｎピ
ストン１１が嵌合しておフ、連接棒１２によってクラン
ク軸１０に連結されている。E2 and the crankshaft 1 held between each half 9a and 9b
has 0. An n-piston 11 is fitted into each of the cylinder parts El and E2, and is connected to the crankshaft 10 by a connecting rod 12.

１５はシリンダ部Ｅｌ、Ｅ２に取付られだシリンダヘッ
ドでアシ、シリンダ部Ｅｌ　、　Ｅ２　、ピストン１１
およびシリンダヘッド１５によって燃焼室１６が形成さ
れる。15 is a cylinder head attached to cylinder parts El and E2, cylinder parts El and E2, and piston 11.
A combustion chamber 16 is formed by the cylinder head 15 and the cylinder head 15 .

燃焼室１６は吸気弁１７を介して吸気通路１８と、排気
弁１９を介して排気通路２０とに通じている。吸気通路
１８はシリンダヘッド１５から、断熱管２１、気化器２
２を通して一連に形成され、図示してない空気清浄型を
通して大気中に開口している。２３は吸気弁１７と排気
弁１９とを開閉駆動する動弁機構である。The combustion chamber 16 communicates with an intake passage 18 via an intake valve 17 and an exhaust passage 20 via an exhaust valve 19. The intake passage 18 is connected from the cylinder head 15 to the insulation pipe 21 and the carburetor 2.
2 and open to the atmosphere through an air cleaning mold (not shown). Reference numeral 23 denotes a valve mechanism that opens and closes the intake valve 17 and the exhaust valve 19.

ケースの半部９ａ、９ｂにはシリンダ部Ｅｌ、Ｅ２の中
間に位置して１前後方向の２枚の隔壁２５．２５が設け
られ、クランク室内は１３．１４とに分割されている。The case halves 9a and 9b are provided with two partition walls 25 and 25 located between the cylinder parts El and E2 in the front-rear direction, and the inside of the crank chamber is divided into parts 13 and 14.

また、シリンダ部Ｅｌ、Ｅ２はそれぞれ隔壁２５の一側
と他側とに一個づつのシリンダを配し、水平対向形の囲
気筒エンジンを構成する。２４はクランク軸１０の軸受
である。隔壁２５の下面は変速機Ｔの直上で止まってい
る。Further, the cylinder portions El and E2 each have one cylinder on one side of the partition wall 25 and one cylinder on the other side of the partition wall 25, and constitute a horizontally opposed enclosed cylinder engine. 24 is a bearing for the crankshaft 10. The lower surface of the partition wall 25 stops directly above the transmission T.

３１はクランク軸１０によって駆動される変速機Ｔの主
軸、３２は主軸３１によって駆動される副軸、３３は歯
車のかみ合いを変えるカムドラムである。３４はクラン
ク軸１０に設けた調時ギヤであシ、カムチェーン３５を
介して動弁機構２３を駆動する。３６は変速機ケースの
底部に形成されたオイルパン、３７は潤滑油の油面であ
る。31 is a main shaft of the transmission T driven by the crankshaft 10, 32 is a subshaft driven by the main shaft 31, and 33 is a cam drum that changes the meshing of gears. A timing gear 34 is provided on the crankshaft 10 and drives the valve mechanism 23 via a cam chain 35. 36 is an oil pan formed at the bottom of the transmission case, and 37 is a lubricating oil surface.

次にこの実施例の作動を説明する。エンジンが運転され
ると、隔壁２５の一側と他側とに配置された２個づつの
ピストン１１が、クランク軸１００回転に伴って昇降す
ると、左側のクランク室１３では容積が拡大し、右側の
クランク室１４では、容積が減少する。よって、容積が
縮小される右側のクランク室１４から、容積が拡大され
る左側のクランク室１３に向かって気流を生じるが、こ
の気流は隔壁２５の下側を渣って行われる。このとき、
歯車変速ＰＡＴの主軸３１と副軸３２とは共に、後ケー
ス９ｂに支持されておシ、前ケース９ａは空室となって
いるから、前ケース９ａの潤滑油油面３７の上面には大
きな空室が形成され、これが断面積の大きな通気路とし
て作用し、左右クランク室１３．１４間の気流は、隔壁
２５の下面と油面３７との間に形成される広い空間を介
して流通する。よって、その通気抵抗は小さく、通気抵
抗による圧力降下は少ない。Next, the operation of this embodiment will be explained. When the engine is operated, the two pistons 11 placed on one side and the other side of the partition wall 25 move up and down as the crankshaft rotates 100 times, and the volume of the left crank chamber 13 expands, while the right side The volume of the crank chamber 14 is reduced. Therefore, an airflow is generated from the right-hand crank chamber 14 whose volume is reduced toward the left-hand crank chamber 13 whose volume is expanded, but this airflow passes through the lower side of the partition wall 25. At this time,
Both the main shaft 31 and the counter shaft 32 of the gear shift PAT are supported by the rear case 9b, and the front case 9a is empty, so there is a large amount of oil on the upper surface of the lubricating oil surface 37 of the front case 9a. A cavity is formed, which acts as a ventilation passage with a large cross-sectional area, and the airflow between the left and right crank chambers 13 and 14 flows through the wide space formed between the lower surface of the partition wall 25 and the oil surface 37. . Therefore, the ventilation resistance is small, and the pressure drop due to the ventilation resistance is small.

〔発明の効果〕〔Effect of the invention〕

この発明は以上のように、動力ユニットケースの上部を
クランクケースとし、クランクケースの内部を前後方向
に伸びる隔壁によって左右に分割したから、クランクケ
ースの剛性を高めることがでキー、エンジンＥ自体を車
体枠２の強度メンバとして利用することもできる。また
、隔壁の左右にはそれぞれシリンダが配置され、クラン
クケースの下方に配された変速機ケースには、その内部
には前後いずれかに偏らせて変速歯車軸を支持し、他側
に前記隔壁の左右を連通ずる断面積の大きな通気路を形
成したから、隔壁によって区画された左右のクランク室
内は、隔壁の下面と変速機の底部に入れた潤滑油の間に
形成される比較的大きな断面積の通気路を介して流動す
る。よって、左右クランク室間に生じる気流通が何等妨
げられることなく流動するので、エンジンの出力が無用
に消費されることがなく、エンジンの出力低下を防ぐこ
とができる効果がある。As described above, in this invention, the upper part of the power unit case is used as the crankcase, and the inside of the crankcase is divided into left and right sides by a partition wall extending in the front and rear direction.This makes it possible to increase the rigidity of the crankcase, which is key to the engine E itself. It can also be used as a strength member of the vehicle body frame 2. In addition, cylinders are arranged on the left and right sides of the bulkhead, and the transmission case disposed below the crankcase supports a transmission gear shaft biased toward either the front or rear, and the bulkhead on the other side. Since we have formed an air passage with a large cross-sectional area that communicates the left and right sides of the Flows through area ventilation channels. Therefore, the air flow generated between the left and right crank chambers flows without being hindered in any way, so that the output of the engine is not wasted unnecessarily, and there is an effect that a decrease in the output of the engine can be prevented.

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

図面はこの発明の一実施例を示すもので、第１図は実施
例の側面図、第２図はその要部の拡大断面図、第３図は
その■−■断面図である。 ８・・・・動カニニット、９ａ・・・・前ケース、９ｂ
・・・・後ケース、Ｅ・ｅ◆・エンジン、Ｔ・・・・変
速機％Ｅｌ、Ｅ２・・・・シリンダ部、３６φΦ・・オ
イルパン、３７・・・・潤滑油の油面。 特許出願人　ヤマノ・発動機株式会社The drawings show an embodiment of the present invention; FIG. 1 is a side view of the embodiment, FIG. 2 is an enlarged sectional view of the main part thereof, and FIG. 3 is a sectional view taken along the line 1--2. 8...Moving crab knit, 9a...Front case, 9b
...Rear case, E・e◆・Engine, T...Transmission %El, E2...Cylinder section, 36φΦ...Oil pan, 37...Lubricating oil level. Patent applicant Yamano Motor Co., Ltd.

Claims (4)

【特許請求の範囲】[Claims] （１）動カニニットケースの上部をクランクケースとし
、このクランクケースの内部を前後方向に伸びる隔壁に
よって左右に分割し、隔壁の左右にそれぞれシリンダを
配置すると共に、クランクケースの下方を変速機ケース
とし、変速機ケース内の前後いずれかに偏らせて変速歯
車軸を支持し、他側に前記隔壁の左右を連通ずる断面積
の大きな通気路を形成してなる自動二輪車の動力ユニッ
ト。(1) The upper part of the dynamic crab knit case is used as a crankcase, and the inside of this crankcase is divided into left and right parts by a partition wall extending in the front-rear direction, cylinders are placed on each side of the partition wall, and the lower part of the crankcase is used as a transmission case. A power unit for a two-wheeled motor vehicle, which supports a transmission gear shaft biased to either the front or rear inside a transmission case, and forms an air passageway with a large cross-sectional area on the other side that communicates with the left and right sides of the partition wall. （２）変速機ケースの底部はオイルパンを構成する特許
請求の範囲第１項記載の自動二輪車の動カニニット。(2) The movable crab knit for a motorcycle according to claim 1, wherein the bottom of the transmission case constitutes an oil pan. （３）動カニニットケースは車両の進行方向の前後に分
割される２個の半部からなる特許請求の範囲第１項記載
の自動二輪車の動カニニット。(3) The movable crab knit case for a motorcycle according to claim 1, wherein the movable crab knit case is comprised of two halves that are divided into front and rear halves in the traveling direction of the vehicle. （４）動カニニットは水平対向型の囲気筒エンジンであ
る特許請求の範囲第１項記載の自動二輪車の動カニニッ
ト。(4) The dynamic crab unit for a motorcycle according to claim 1, wherein the dynamic crab unit is a horizontally opposed enclosed cylinder engine.
JP15261883A 1983-08-22 1983-08-22 Motive power unit for motorcycle Pending JPS6045724A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP15261883A JPS6045724A (en) 1983-08-22 1983-08-22 Motive power unit for motorcycle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP15261883A JPS6045724A (en) 1983-08-22 1983-08-22 Motive power unit for motorcycle

Publications (1)

Publication Number Publication Date
JPS6045724A true JPS6045724A (en) 1985-03-12

Family

ID=15544312

Family Applications (1)

Application Number Title Priority Date Filing Date
JP15261883A Pending JPS6045724A (en) 1983-08-22 1983-08-22 Motive power unit for motorcycle

Country Status (1)

Country Link
JP (1) JPS6045724A (en)

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