JPS6073154A - Balancer drive mechanism for engine - Google Patents

Balancer drive mechanism for engine

Info

Publication number
JPS6073154A
JPS6073154A JP17989783A JP17989783A JPS6073154A JP S6073154 A JPS6073154 A JP S6073154A JP 17989783 A JP17989783 A JP 17989783A JP 17989783 A JP17989783 A JP 17989783A JP S6073154 A JPS6073154 A JP S6073154A
Authority
JP
Japan
Prior art keywords
gear
balancer
crankshaft
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
Application number
JP17989783A
Other languages
Japanese (ja)
Other versions
JPS6354934B2 (en
Inventor
Kazuo Shimada
島田　和男
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.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
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 Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Priority to JP17989783A priority Critical patent/JPS6073154A/en
Publication of JPS6073154A publication Critical patent/JPS6073154A/en
Publication of JPS6354934B2 publication Critical patent/JPS6354934B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/22—Compensation of inertia forces
    • F16F15/26—Compensation of inertia forces of crankshaft systems using solid masses, other than the ordinary pistons, moving with the system, i.e. masses connected through a kinematic mechanism or gear system
    • F16F15/264—Rotating balancer shafts
    • 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
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Of Transmissions (AREA)
  • General Details Of Gearings (AREA)
  • Gear Transmission (AREA)

Abstract

PURPOSE:To reduce the length of the crankshaft of an engine for a motorcycle and decrease its weight, by jointly using a motive power takeout gear provided on the crankshaft, to drive a balancer. CONSTITUTION:A motive power takeout gear 19 is integrally formed on the web 18 of a crankshaft 15. A clutch gear 26 is engaged with the power takeout gear 19 to transmit a driving force to a transmission 30. Drive gears 23, 24 are provided for balancer shafts 20, 21 on which counter weights 20a, 21a are integrally provided. The drive gear 23 is engaged with the motive power takeout gear 19 and the other drive gear 24 is engaged with the gear 23. The motive power takeout gear 19 is thus jointly used to drive a balancer.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は主として自動２輪車に搭載されるエンジンのバ
ランサ駆動機構に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention mainly relates to a balancer drive mechanism for an engine mounted on a two-wheeled motor vehicle.

（従来技術） 従来の自動２輪車のエンジンは例えば第１図に示すよう
に、クラッチギヤ１に噛み合う動力取出ギヤ２と、バラ
ンサ軸８のバランサ駆動ギヤ４に噛み合うバランサ駆動
用のギヤ５とを、クランク軸６に別々に備えている。ク
ラッチギヤ１はクラッチ７を介してミッション入力軸８
に連結している。このように動力取出ギヤなとバランサ
駆動用のギヤ５を別々に備えていると、エンジンの重量
が増加し、またエンジンが大形化する。(Prior Art) As shown in FIG. 1, for example, a conventional motorcycle engine has a power take-off gear 2 that meshes with a clutch gear 1, and a balancer drive gear 5 that meshes with a balancer drive gear 4 of a balancer shaft 8. are separately provided on the crankshaft 6. Clutch gear 1 is connected to transmission input shaft 8 via clutch 7.
is connected to. If the power take-off gear and the gear 5 for driving the balancer are separately provided in this way, the weight of the engine increases and the engine becomes larger.

（発明の目的） 本発明はクラッチギヤＫＩＶｉみ合う動力取出ギヤを、
バランサ駆動用忙兼用できるようにすることにより、エ
ンジンを軽量かつコンパクトにすることを目的としてい
る。(Object of the invention) The present invention provides a power take-off gear that matches the clutch gear KIVi.
The purpose is to make the engine lighter and more compact by making it possible to use it for both driving and driving the balancer.

（発明の構成） クランク軸に１個の動力取出ギヤを一体的に形成し、ク
ラッチを介してミッション入力軸に連結するクラッチギ
ヤと、バランサ軸に一体的に形成されたバランサ駆動ギ
ヤとを、上記動力取出ギヤＫｐＩｌｌ！み合わせる。(Structure of the Invention) One power take-off gear is integrally formed on the crankshaft, and a clutch gear is connected to the transmission input shaft via a clutch, and a balancer drive gear is integrally formed on the balancer shaft. The above power take-off gear KpIll! Match.

（第１実施例） 第２図は４気筒エンジンに２軸の２次バラ／ザ装置を備
える場合の例であり、この第２図において、エンジンは
第１、第２、第３、第４気筒ＩＩ、１２、Ｉ８、Ｉ４を
１列に備えている。クランク軸１５けクランクケース１
６に回転自在に支承されており、第４気筒１４用の１対
のクランクアーム１７．１８のうち、第３気筒１３側の
クランクアーム１７に動力取出ギヤ１９が一体的に形成
されている。(First Embodiment) Fig. 2 is an example in which a 4-cylinder engine is equipped with a two-shaft secondary ballast/balance device. It has cylinders II, 12, I8, and I4 in one row. Crankshaft 15-piece crankcase 1
Of the pair of crank arms 17 and 18 for the fourth cylinder 14, a power take-off gear 19 is integrally formed with the crank arm 17 on the third cylinder 13 side.

２木のｍ　１．　、　ｍ　２バランサ軸２０．２１はク
ランク＋ｌＱｂ　ｌ　５と平行に配置されると共に、ク
ランクケース１６に回転自在に支承されており、それぞ
れバランスウェイト部２０ａ、２１ａを一体的に備えて
いる、１両ウェイト部２０ａ　、　２１ａはシリンダ軸
線ト１に関して略鏡対称に配置されている。第１バラン
ザ軸２０Ｖ（は第１バランザ駆動ギヤ２Ｂが一体的に形
成さ）Ｌでおり、第１バランザ駆動ギヤ２８は前記動力
取出ギヤ１９に噛み合っている。第２バラン゛す゛軸２
１にυよ第２バラン″ｖ駆動ギヤ２４が一体的に形成さ
れており、第２バランザ駆動ギヤ２４け第１バランザ駆
動ギヤ２３に噛み合っている。2 m 1. , m 2 Balancer shaft 20.21 is arranged parallel to the crank +lQb l 5 and is rotatably supported by the crankcase 16, each of which is integrally equipped with balance weight parts 20a and 21a. The weight portions 20a and 21a are arranged substantially mirror-symmetrically with respect to the cylinder axis 1. The first balancer shaft 20V is a first balancer shaft 20V (with which the first balancer drive gear 2B is integrally formed) L, and the first balancer drive gear 28 meshes with the power extraction gear 19. 2nd balance axis 2
A second balanza drive gear 24 is integrally formed with the first balancer drive gear 24 and the second balancer drive gear 24 meshes with the first balancer drive gear 23.

クラッチギヤ２６はクラッチ２７を介してミッション入
力軸２８に大切自在に嵌合すると共に、動力取出ギヤ１
９Ｖｃ噛み合っている。ミッション入力軸２８はクラン
ク軸１５と平行に配置さ１１でおり、変速ギヤ群８ｏを
介して変速変更可能に出力軸８１に連結している。The clutch gear 26 is freely fitted to the transmission input shaft 28 via the clutch 27, and is also connected to the power extraction gear 1.
9Vc is engaged. The transmission input shaft 28 is disposed 11 parallel to the crankshaft 15, and is connected to the output shaft 81 via a transmission gear group 8o so as to be variable in speed.

第８図は第２図の１矢視路図であり、この第３図におい
て、ミッション入力軸２８はクランク軸１５の後方に配
置され、かつクランク軸１５と略同−高さに配置されて
いる。両バランサ軸２ｏ、２１けクランク軸１５の下方
に配置されると共に、クランク軸中心ｍを通る垂直面Ｈ
に対して略前後鏡対称に配置されている。FIG. 8 is a view from the direction of arrow 1 in FIG. 2, and in FIG. 3, the mission input shaft 28 is arranged behind the crankshaft 15 and at approximately the same height as the crankshaft 15. There is. Both balancer shafts 2o and 21 are arranged below the crankshaft 15, and a vertical plane H passing through the crankshaft center m
The front and rear mirrors are arranged approximately symmetrically with respect to each other.

なおバランサ駆動ギヤ２８．２４を一体的に各バランサ
軸２０．２１１Ｃ固着する方式としては、キ一方式、圧
入方式あるいけ溶接方式等がある。Note that methods for integrally fixing the balancer drive gears 28, 24 to each balancer shaft 20, 211C include a key type, a press-fitting method, and a welding method.

また動力取出ギヤ１９の形成箇所は第４気筒１４用のク
ランクアーム１７．１８に限定されず、第１、第２、第
８気ｍｔｉ、１２．１Ｂ用（７）Ｌ／−１ずれかのクラ
ンクアームでもよい。Furthermore, the location where the power take-off gear 19 is formed is not limited to the crank arm 17.18 for the fourth cylinder 14, but may be any one of the (7) L/-1 for the 1st, 2nd, and 8th cylinder mti, and 12.1B. A crank arm may also be used.

（作用） クランク軸１５と一体的に回転する動力取出ギヤ１９は
、クラッチギヤ２６及びクラッチ２７を介［７てミッシ
ョン入力軸２８に動力を伝達すると共に、ｍｌバランサ
駆動ギヤ２３を介して第１バランザ軸２０に動力を伝達
する。上記ミッション入力軸２８は変速ギヤ群８０を介
して出力軸８１に動力を伝達し、出力軸８１からチェン
伝達機構等を介して後車輪に動力を伝達する。また上記
第１バランザ駆動ギヤ２３は第２バランサ駆動ギヤ２４
を介して第２バランザ軸２１に動力を伝達する。(Function) The power take-off gear 19, which rotates integrally with the crankshaft 15, transmits power to the transmission input shaft 28 via the clutch gear 26 and the clutch 27, and also transmits power to the first transmission input shaft 28 via the ml balancer drive gear 23. Power is transmitted to the balancer shaft 20. The transmission input shaft 28 transmits power to an output shaft 81 via a transmission gear group 80, and from the output shaft 81 to the rear wheels via a chain transmission mechanism or the like. Further, the first balancer drive gear 23 is a second balancer drive gear 24.
The power is transmitted to the second balancer shaft 21 via.

（第２実施例） 第４図ｔｉｔ　ｌ軸の２次バランサ装置を備える場合の
例であり、エンジンには１本のバランサ軸３８が備えら
れており、このバランサ軸８３に一体的に形成されたバ
ランサ駆動ギヤ８４と、クラッチギヤ２６とがクランク
軸１５の１個の動力取出ギヤ１９に噛み合っている。バ
ランサ軸３８はクランク軸１５の略真下に配置されてい
る。なお第４図において、第３図と同じ部品には第３図
と同じ番号を付し、ている。(Second Embodiment) Fig. 4 is an example of a case where an l-axis secondary balancer device is provided, and the engine is equipped with one balancer shaft 38, and the balancer shaft 83 is formed integrally with the engine. A balancer drive gear 84 and a clutch gear 26 mesh with one power take-off gear 19 of the crankshaft 15. The balancer shaft 38 is arranged substantially directly below the crankshaft 15. In FIG. 4, the same parts as in FIG. 3 are given the same numbers as in FIG. 3.

（発明の効果） （１）　クランク軸に一体的に形成される１個の動力取
出ギヤを、ミッション入力軸の駆動用とバランサ軸の駆
動用に兼用しているので、特別にバランサ軸駆動用のギ
ヤをクランク軸に設ける必要がなくなる。それによりエ
ンジンを軽量にすることができると共に、部品コストも
節約できる。(Effects of the invention) (1) One power take-off gear formed integrally with the crankshaft is used for both driving the transmission input shaft and driving the balancer shaft, so it is specially designed for driving the balancer shaft. There is no need to install a gear on the crankshaft. This allows the engine to be made lighter and also saves on parts costs.

（２）バランサ駆動用のギヤ全クランク軸に特別に設け
る必要がないので、クランク軸の長さを短縮することが
でき、そ１１．によりエンジン全体もコンパクトになる
。(2) Since there is no need to provide a gear for driving the balancer on all crankshafts, the length of the crankshaft can be shortened. This makes the entire engine more compact.

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

第１図は従来例の断面展開図、第２図は本発明を適用し
たエンジンの断面展開図（第３図のＩ−■断面展開図）
、第３図は第２図の■矢視側面略図、第４図は別の実施
例を示す側面略図である。 １５・・・クランク軸、１９・・・動力取出ギヤ、２０
．２１．３３・・・バランサ軸、２Ｂ、２４．３４・・
・バランサ駆動ギヤ、２６・・クラッチギヤ、８０・・
・ミッション入力軸 Σ 四 派 電１ 手続補正書化柊） ■、小事件表示 昭和Ｓａ年　′＋脣絣願第　／ワ９８９７　号２、承　
明　の名称 エンジ゛１０バラン丁、騰勧オへ年１ ３、補正をする者 事件との関係　特杆　出願人 ４代理　人 ５、補正命令の日付　（発送日）昭和　年　月　日６袖
正の対象　明２１）１書 ７補正の内容　明細書φ臼ＩＯ背中１前？娶、＆削Ｐ咋
７る。 Ｘ大　ＬFigure 1 is a cross-sectional developed view of a conventional example, and Figure 2 is a cross-sectional developed view of an engine to which the present invention is applied (I-■ cross-sectional developed view in Figure 3).
, FIG. 3 is a schematic side view taken in the direction of the arrow ■ in FIG. 2, and FIG. 4 is a schematic side view showing another embodiment. 15... Crankshaft, 19... Power take-off gear, 20
．． 21.33... Balancer shaft, 2B, 24.34...
・Balancer drive gear, 26...Clutch gear, 80...
・Mission input axis Σ Four distribution lines 1 Procedural amendment written by Hiiragi)
Name of engineer 10 Baran Ding, Teng Kano 1 3, Person making the amendment Relationship with the case Special code Applicant 4 Agent 5 Date of amendment order (Date of dispatch) Showa 1999 Target Akira 21) Contents of 1 book 7 amendment Specification φ mill IO back 1 front? Marriage, & cut P 咋7ru. X large L

Claims (1)

【特許請求の範囲】[Claims] クランク軸に１個の動力取出ギヤを一体的に形成し、ク
ラッチを介してミッション入力軸に連結するクラッチギ
ヤと、バランサ軸に一体的に形成されたバランサ駆動ギ
ヤとを上記動力取出ギヤに噛み合わせたことを特徴とす
るエンジンのバランサ駆動機構。A power take-off gear is integrally formed on the crankshaft, and a clutch gear connected to the transmission input shaft via a clutch and a balancer drive gear integrally formed on the balancer shaft are engaged with the power take-off gear. An engine balancer drive mechanism characterized by the combination of:
JP17989783A 1983-09-27 1983-09-27 Balancer drive mechanism for engine Granted JPS6073154A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP17989783A JPS6073154A (en) 1983-09-27 1983-09-27 Balancer drive mechanism for engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP17989783A JPS6073154A (en) 1983-09-27 1983-09-27 Balancer drive mechanism for engine

Publications (2)

Publication Number Publication Date
JPS6073154A true JPS6073154A (en) 1985-04-25
JPS6354934B2 JPS6354934B2 (en) 1988-10-31

Family

ID=16073810

Family Applications (1)

Application Number Title Priority Date Filing Date
JP17989783A Granted JPS6073154A (en) 1983-09-27 1983-09-27 Balancer drive mechanism for engine

Country Status (1)

Country Link
JP (1) JPS6073154A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009257360A (en) * 2008-04-14 2009-11-05 Yamaha Motor Co Ltd Engine and vehicle equipped with the same

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS543207U (en) * 1977-06-10 1979-01-10
JPS5539160U (en) * 1978-09-05 1980-03-13
JPS5965643A (en) * 1982-10-06 1984-04-13 Honda Motor Co Ltd Motorcycle engine balancer

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS543207U (en) * 1977-06-10 1979-01-10
JPS5539160U (en) * 1978-09-05 1980-03-13
JPS5965643A (en) * 1982-10-06 1984-04-13 Honda Motor Co Ltd Motorcycle engine balancer

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009257360A (en) * 2008-04-14 2009-11-05 Yamaha Motor Co Ltd Engine and vehicle equipped with the same
EP2110532A3 (en) * 2008-04-14 2017-12-13 Yamaha Hatsudoki Kabushiki Kaisha Engine and vehicle including the same

Also Published As

Publication number Publication date
JPS6354934B2 (en) 1988-10-31

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