JP4627059B2 - Motorcycle power unit with internal combustion engine - Google Patents

Description

The present invention includes a crankshaft, a drive shaft that transmits power to a rear wheel, and a drive pulley shaft and a driven shaft of a belt-type continuously variable transmission that transmits power of the crankshaft to the drive shaft in a vehicle longitudinal direction. The present invention relates to a motorcycle power unit having a directed internal combustion engine.

  In the power unit having the conventional internal combustion engine of the type described above (see Patent Document 1), the belt-type continuously variable transmission is positioned above the drive shaft so as to overlap the drive shaft when viewed from the front of the vehicle.

Japanese Utility Model Publication No. 64-55196

  If the belt-type continuously variable transmission is located above the position overlapping the drive shaft as in the power unit having an internal combustion engine disclosed in Patent Document 1, the center of gravity of the motorcycle increases.

  In the internal combustion engine described in Patent Document 1, since the cylinder is a V-type internal combustion engine that opens to the left and right, the overall center of gravity of the power unit including the internal combustion engine and the power transmission device of the belt-type continuously variable transmission is high.

  Furthermore, in the thing of patent document 1, since the diameter of the drive pulley and driven pulley of a belt-type continuously variable transmission is larger than the diameter of the primary drive gear provided in the crankshaft, it is a belt-type continuously variable. The lateral width of the transmission increases and the belt type continuously variable transmission becomes larger.

  As the lateral width of the belt type continuously variable transmission located at the bottom of the power unit increases, the entire power unit must inevitably be positioned upward in order to secure a predetermined bank angle. The center of gravity goes up.

  An object of the present invention relates to an invention of a power unit having an internal combustion engine, and provides a power unit having an internal combustion engine that can lower the center of gravity of the entire motorcycle by lowering the height of the center of gravity of the entire power unit. .

The invention according to claim 1 includes a crankshaft 7, a drive shaft 32 that transmits power to the rear wheels, and a drive pulley shaft of the belt-type continuously variable transmission 3 that transmits power of the crankshaft 7 to the drive shaft 32. 19 and a driven pulley shaft 25 are mounted on the motorcycle 0 so as to be directed in the longitudinal direction of the vehicle body, the belt type continuously variable transmission 3 is disposed below the crankshaft 7, and includes the internal combustion engine 2. The upper ends of the drive pulley 20 and the driven pulley 21 of the belt-type continuously variable transmission 3 are disposed below the drive shaft 32, and transmit power between the driven pulley shaft 25 and the drive shaft 32. A reduction shaft 29 is pivotally supported in parallel with the drive pulley shaft 19, and the drive pulley shaft 19 The driven pulley shaft 25 is arranged left and right so as to overlap in the vehicle width direction, the speed reduction shaft 29 and the drive shaft 32 are arranged vertically so as to overlap vertically, and the crankshaft 7 and the drive pulley shaft 19 are also arranged. The internal combustion engine 2 is arranged in a horizontally opposed internal combustion engine 2 in which the height of the cylinder head 5 is set to be substantially the same as that of the drive shaft 32. A power unit 1 for a motorcycle having an internal combustion engine 2, wherein the belt type continuously variable transmission 3 is disposed between both width portions of the crankshaft 7 in a side view of the vehicle. .

The invention according to claim 2 is characterized in that the diameters of the drive pulley and the driven pulley used in the belt type continuously variable transmission are smaller than the diameter of the primary drive gear provided on the crankshaft. A power unit for a motorcycle having the internal combustion engine according to claim 1.

The invention according to claim 3 is arranged so that a part of the primary driven gear 17 provided on the drive shaft 18 and a part of the primary drive gear 15 provided on the crankshaft 7 overlap each other in a front view of the vehicle. A motorcycle power unit 1 having an internal combustion engine 2 according to claim 1.

In the vehicle front view, the lower end of the driven gear provided on the drive shaft and the lower end of the primary drive gear provided on the crankshaft are substantially the same height. The power unit for a motorcycle having an internal combustion engine according to claim 1, wherein the driven gear and the primary drive gear are arranged.

The invention according to claim 5 is the motorcycle having an internal combustion engine according to claim 1, wherein a driven gear provided on the drive shaft is arranged behind the cylinder of the internal combustion engine in a side view of the vehicle. use the power unit.

According to the sixth aspect of the present invention, the cylinder 8 and the primary driven gear 17 are arranged so that a part of the cylinder 8 of the internal combustion engine 2 and a part of the driven gear 32 provided on the drive shaft 32 overlap each other when viewed from the front of the vehicle. The power unit 1 for a motorcycle having an internal combustion engine according to claim 1, wherein

In the first aspect of the invention, since the upper end portion of the belt-type continuously variable transmission is disposed below the drive shaft, the center of gravity of the power unit itself is lowered, so that the center of gravity of the motorcycle can be lowered. It becomes.
In the first aspect of the invention, since the cylinder is oriented horizontally and the height of the cylinder head is set to the same height as the drive shaft, it is possible to further reduce the center of gravity of the motorcycle. It becomes.
Furthermore, in the first aspect of the invention, since the belt-type continuously variable transmission is disposed between the longitudinal ends of the crankshaft, it is possible to suppress an increase in the size of the power unit in the longitudinal direction of the vehicle.

In the first aspect of the invention, since the cylinder is oriented horizontally and the height of the cylinder head is set to the same height as the drive shaft, it is possible to further reduce the center of gravity of the motorcycle. .

In the second aspect of the present invention, the diameters of the drive pulley and the driven pulley used in the belt type continuously variable transmission are smaller than the diameter of the primary drive gear provided on the crankshaft. The overall size of the power unit can be reduced by downsizing the step transmission. By reducing the width of the belt type continuously variable transmission at the bottom of the power unit, the entire power unit can be lowered while maintaining the required bank angle, and the center of gravity of the motorcycle can be lowered. In addition, the lower part of the power unit can be reduced by downsizing the belt-type continuously variable transmission, and the degree of freedom of the exhaust pipe passing through the side of the lower part of the power unit is increased.

In the third aspect of the invention, in the vehicle front view, since the part of the driven gear provided on the drive shaft and the part of the drive gear provided on the crankshaft are arranged to overlap each other, the power unit can be reduced in size. It is possible to concentrate the mass of the power unit by concentrating a large part of the power unit.

In the invention according to claim 4 , the crankshaft is disposed so that the lower end portion of the driven gear provided on the drive shaft and the lower end portion of the primary drive gear provided on the crankshaft have substantially the same height. Therefore, the center of gravity of the motorcycle can be further lowered. Further, since the lower end of the driven gear and the lower end of the primary drive gear are at the same height, the space surrounding the inner space of the belt-type continuously variable transmission located below, and the primary drive gear and the driven gear of the drive shaft above it It is possible to easily configure a partition wall that divides the oil into an oil compartment that lubricates the belt-type continuously variable transmission and an oil compartment that lubricates the internal combustion engine.

In the fifth aspect of the present invention, since the driven gear provided on the drive shaft is arranged behind the cylinder, the length of the drive shaft can be shortened.

In the invention of claim 6 , since the driven gear and the cylinder are arranged so that a part of the driven gear provided on the drive shaft and a part of the cylinder are overlapped, the cylinder is lowered to the height of the drive shaft. The power unit can be downsized in the vertical direction.

  Hereinafter, an embodiment of the power unit 1 according to the present invention shown in FIGS. 1 to 4 will be described. In the present embodiment, the vertical direction means the vertical direction of the vehicle body of the motorcycle 0, the front means the front of the vehicle, the rear means the rear of the vehicle, and the left and right indicate the left and right in a posture facing forward. I mean.

  A power unit 1 mounted on a motorcycle 0 includes an internal combustion engine 2 for a motorcycle and a belt-type continuously variable transmission 3. The internal combustion engine 2 for a motorcycle is a horizontally opposed internal combustion engine having three cylinders on one side. The cylinder block 4 is divided into left and right parts with a crankshaft 7 oriented in the front-rear direction as a center, and is integrally coupled to each other by bolts (not shown). 5 and the cylinder head cover 6 are sequentially stacked and are integrally coupled to each other by a bolt or the like (not shown).

  In addition, as shown in FIG. 4, three cylinders 8 are arranged in series in the front and rear in the pair of left and right cylinder blocks 4, and pistons 9 are slidably fitted in the cylinders 8, respectively. The piston 9 and the crankshaft 7 are connected by a connecting rod 10, and the piston 9 reciprocates due to the combustion of the air-fuel mixture supplied into the top of the cylinder 8, and interlocks with the reciprocating motion of the piston 9. The crankshaft 7 is driven to rotate.

  Further, a camshaft 11 is pivotally supported on the cylinder head 5 in parallel with the crankshaft 7, and a cam drive sprocket 12 is integrally mounted on the front end of the crankshaft 7. A cam driven sprocket 13 is mounted integrally, an endless cam chain 14 is laid over the cam drive sprocket 12 and the cam driven sprocket 13, and an intake valve and an exhaust valve (not shown) are provided on the cylinder head 5 so that they can be opened and closed. The intake valve and the exhaust valve are opened and closed at a required timing by a cam integrally provided on the camshaft 11.

  Furthermore, a primary drive gear 15 is integrally fitted on the rear portion of the crankshaft 7 so that the start clutch input shaft 18 of the start clutch 16 can rotate to the cylinder block 4 downward from the crankshaft 7 and to the left. A primary driven gear 17 that is pivotally supported by the main drive gear 15 and is engaged with the primary drive gear 15 is integrally fitted to the start clutch input shaft 18 of the start clutch 16, and the belt-type continuously variable transmission 3 is driven on the pulley shaft 19 of the start clutch 16. A pulley 20 is provided, so that the start clutch 16 is set to a disconnected state when the motorcycle internal combustion engine 2 is started, and the start clutch 16 is set to a connected state when the motorcycle internal combustion engine 2 is operated. It has become.

Further, the starting clutch shaft 25 locations in the starting clutch 24 which is positioned obliquely left downward in parallel to the pulley shaft 19 is rotatably pivotally supported on the cylinder block 4, Mu belt type provided in the starting clutch shaft 25 An endless belt 22 is bridged between a driven pulley 21 and a drive pulley 20 of the step transmission 3, and a drive gear 27 is provided integrally with a start clutch output portion 26 of the start clutch 24, and the drive gear 27 includes a speed reduction mechanism 28. The reduction drive gear 31 integrally engaged with the rear end of the reduction shaft 29 of the reduction mechanism 28 is engaged with the driven gear 33 of the drive shaft 32. When the starting clutch 24 is set to the connected state, power is transmitted to the drive shaft. In addition, when pressure oil is supplied to the drive pulley drive oil chamber 23 provided on the pulley shaft 19 in this connected state, the winding radius of the drive pulley 20 increases and the winding radius of the driven pulley 21 decreases. The drive shaft 32 is driven continuously at a high speed through the speed reduction mechanism 28 after being continuously variable.

  2 and 4, the oil reservoir 4a in the cylinder block 4 of the motorcycle internal combustion engine 2 and the transmission chamber 3a of the belt type continuously variable transmission 3 are partitioned by a partition wall 34. 2, the oil reservoir 4a of the cylinder block 4 extends downward to substantially the same level as the bottom of the transmission chamber 3a of the belt type continuously variable transmission 3, and the oil reservoir 4a includes An oil pump 35 is disposed, and as shown in FIG. 3, the pump shaft 36 of the oil pump 35 is integrally connected to the start clutch input shaft 18 of the start clutch 16, and the start clutch input shaft of the start clutch 16. When 18 rotates, the oil pump 35 is driven to rotate, and the lubricating oil accumulated in the oil reservoir 4a is drawn into the oil pump 35 through the strainer 37, and then each internal combustion engine 2 for a motorcycle 2 is operated. It is supplied to the sliding part.

  As shown in FIGS. 1 and 3, the upstream ends of six exhaust pipes 39 in total, that is, three pairs of left and right, are integrally attached to the lower portions of the left and right cylinder heads 5. Is bent rearward so as to be within the range of the bank angle B of the motorcycle 0, and its downstream end is connected to a muffler 40 directed rearward.

  Further, as shown in FIG. 4, an actuator 41 including a start clutch actuator, a drive pulley actuator, a driven pulley actuator, and a starting clutch actuator is provided at the front portion of the belt type continuously variable transmission 3. The start clutch actuator supplies and discharges pressure oil to and from the oil chamber 16a of the start clutch 16, and the drive pulley actuator supplies and discharges pressure oil to and from the drive pulley drive oil chamber 23 of the drive pulley 20. The driven pulley actuator is configured to supply and discharge pressure oil to and from the driven pulley drive oil chamber 42 and the driven pulley return oil chamber 43 of the driven pulley 21.

  Furthermore, the oil reservoir 4a is disposed behind the motorcycle internal combustion engine 2 and the actuator is disposed in front of the motorcycle internal combustion engine 2, so that the front wheel is automatically secured while ensuring a sufficient capacity of the oil reservoir 4a. It can be brought close to the internal combustion engine 2 for a motorcycle, and the front and rear length of the motorcycle 0 can be prevented from becoming longer.

  In one embodiment shown in FIGS. 1 to 4, the upper ends of the drive pulley 20 and the driven pulley 21 of the belt-type continuously variable transmission 3 are disposed below the drive shaft 32 as shown in FIG. ing.

  Further, as shown in FIG. 3, the diameters of the drive pulley 20 and the driven pulley 21 of the belt type continuously variable transmission 3 are made smaller than the diameter of the primary drive gear 15 provided on the crankshaft 7. Yes.

  Furthermore, the crankshaft 7 and the primary drive gear 15, the drive shaft 32 and the driven gear 33 are arranged so that a part of the driven gear 33 provided on the drive shaft 32 and a part of the primary drive gear 15 provided on the crankshaft 7 overlap. Has been placed.

  Further, as shown in FIG. 3, the driven gear 33 is arranged such that the lower end of the driven gear 33 provided on the drive shaft 32 and the lower end of the primary drive gear 15 provided on the crankshaft 7 are substantially at the same height. 33 and primary drive gear 15 are arranged.

  Further, as shown in FIG. 4, a belt-type continuously variable transmission 3 is disposed inward from both ends of the crankshaft 7 of the motorcycle internal combustion engine 2, and a pulley shaft 19 of the belt-type continuously variable transmission 3 is disposed. The starting clutch shaft 25 that is the shaft of the driven pulley 25 is shorter than the crankshaft 7.

  Furthermore, as shown in FIG. 4, a driven gear 33 of the drive shaft 32 is arranged behind the cylinder 8 of the motorcycle internal combustion engine 2 (leftward in FIG. 4).

  Moreover, as shown in FIG. 3, the cylinder 8 and the driven gear 33 are arranged so that a part of the cylinder 8 of the motorcycle internal combustion engine 2 and a part of the driven gear 33 of the drive shaft 32 overlap each other. .

  Since the embodiment shown in FIGS. 1 to 4 is configured as described above, when the motorcycle internal combustion engine 2 is put into operation by a starter motor (not shown) and the crankshaft 7 rotates, the crankshaft 7 The primary driven gear 17 and the start clutch input shaft 18 are rotated by the rotation of the primary drive gear 15 integrated with the first drive gear 15.

  In this state, when the start clutch 16 is connected, the pulley shaft 19 and the drive pulley 20 rotate, the start clutch shaft 25 is driven to rotate through the endless belt 22, and pressure oil is supplied to the start clutch 24 to start As the starting clutch 24 shifts to the connected state as the pressure oil in the clutch 24 rises, the drive gear 27 starts to rotate and the drive shaft 32 is driven to rotate via the speed reduction mechanism 28 and is connected to the drive shaft 32. The rear wheel thus rotated rotates, and the motorcycle 0 can start running.

  As the pressure oil supplied to the drive pulley drive oil chamber 23 of the drive pulley 20 rises, the movable pulley 20a of the drive pulley 20 is pushed rightward, and the winding radius of the drive pulley 20 increases. Correspondingly, the winding radius of the driven pulley 21 is decelerated, the starting clutch shaft 25 is accelerated at a high speed, and a continuously variable transmission is performed.

  As shown in FIG. 2, since the upper ends of the drive pulley 20 and the driven pulley 21 of the belt-type continuously variable transmission 3 are arranged below the drive shaft 32, the center of gravity of the entire power unit 1 is lowered. Correspondingly, the center of gravity of the motorcycle 0 can be lowered.

  Further, in the motorcycle internal combustion engine 2, the cylinder 8 is oriented in the horizontal direction, and the cylinder block 4 and the cylinder head 5 are substantially the same height as the crankshaft 7. Therefore, the center of gravity of the motorcycle 0 is further reduced. It becomes possible.

Furthermore, since the diameters of the drive pulley 20 and the driven pulley 21 of the belt-type continuously variable transmission 3 are smaller than the diameter of the primary drive gear 15 provided on the crankshaft 7, the belt-type continuously variable transmission 3 is made smaller. Therefore, it is possible to promote downsizing of the entire power unit 1. Moreover, by reducing the lateral width of the belt-type continuously variable transmission 3 below the power unit 1, the power unit 1 can be lowered while maintaining the required bank angle B, thereby further reducing the center of gravity of the motorcycle. it can.
Further, by reducing the left and right width of the belt type continuously variable transmission 3, the exhaust pipe 39 can be easily arranged on the side of the belt type continuously variable transmission 3, as shown in FIG.

  Furthermore, since the drive shaft 32 and the crankshaft 7 are arranged so that a part of the driven gear 33 of the drive shaft 32 and a part of the primary drive gear 15 of the crankshaft 7 are overlapped, the power unit 1 can be reduced in size, The mass of the power unit 1 can be concentrated to concentrate the mass.

  Further, since the driven gear 33 and the primary drive gear 15 are arranged so that the lower end of the driven gear 33 of the drive shaft 32 and the lower end of the primary drive gear 15 of the crankshaft 7 are substantially the same height, the center of gravity of the motorcycle Can be further reduced. Moreover, as shown in FIG. 3, the partition wall that partitions the inner space 3a of the belt-type continuously variable transmission 3 located below and the crank chamber 4b surrounding the primary drive gear 15 and the driven gear 33 of the drive shaft 32 thereabove. 38 can be configured easily.

  2, the inner space 3a of the belt-type continuously variable transmission 3, the crank chamber 4b, and the oil reservoir 4a behind it are partitioned by partition walls 38, 34. These oils and the oil in the inner space 3a of the belt type continuously variable transmission can be used separately.

  Further, as shown in FIG. 3, a belt-type continuously variable transmission 3 is disposed between both ends of the crankshaft 7 of the motorcycle internal combustion engine 2, and the pulley shaft 19 of the belt-type continuously variable transmission 3 is cranked. Since it is shorter than the shaft 7, the oil reservoir 4 a of the motorcycle internal combustion engine 2 can be configured behind the belt type continuously variable transmission 3, and the length of the entire power unit 1 can be shortened.

  Furthermore, since the driven gear 33 of the drive shaft 32 is arranged behind the cylinder 8 of the internal combustion engine 2 for a motorcycle, the length of the drive shaft 32 can be shortened.

  Moreover, since the cylinder 8 and the driven gear 33 are arranged so that a part of the cylinder 8 of the internal combustion engine 2 for a motorcycle and a part of the driven gear 33 of the drive shaft 32 overlap, the cylinder 8 is lowered to the height of the drive shaft 32. Thus, the vertical dimension of the power unit 1 can be suppressed.

1 is a side view of a motorcycle equipped with a power unit of the present invention. It is a side view of one embodiment of the power unit of the present invention. FIG. 3 is a cross-sectional view of FIG. 2. FIG. 4 is a longitudinal sectional view cut along a line IV-IV in FIG. 3.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 0 ... Motorcycle, 1 ... Power unit, 2 ... Internal combustion engine for motorcycles, 3 ... Belt type continuously variable transmission, 4 ... Cylinder block, 5 ... Cylinder head, 6 ... Cylinder head cover, 7 ... Crankshaft, 8 ... Cylinder, 9 ... Piston, 10 ... Connecting rod, 11 ... Camshaft, 12 ... Cam drive sprocket, 13 ... Cam driven sprocket, 14 ... Cam chain, 15 ... Primary drive gear, 16 ... Start clutch, 17 ... Primary driven gear, 18 ... Start Clutch input shaft, 19 ... pulley shaft, 20 ... drive pulley, 21 ... driven pulley, 22 ... endless belt, 23 ... drive pulley drive oil chamber, 24 ... start clutch, 25 ... start clutch shaft, 26 ... start clutch output, 27 ... Drive gear, 28 ... Deceleration mechanism, 29 ... Deceleration shaft, 30 ... Deceleration driven gear 31 ... Reduced drive gear, 32 ... Drive shaft, 33 ... Driven gear, 34 ... Bulkhead, 35 ... Oil pump, 36 ... Pump shaft, 37 ... Strainer, 38 ... Bulkhead, 39 ... Exhaust pipe, 40 ... Muffler, 41 ... Actuator, 42 ... Driven pulley drive oil chamber, 43 ... Driven pulley return oil chamber.

Claims (8)

The crankshaft 7, a drive shaft 32 that transmits power to the rear wheels, and a drive pulley shaft 19 and a driven pulley shaft 25 of the belt-type continuously variable transmission 3 that transmits power of the crankshaft 7 to the drive shaft 32. In a motorcycle power unit that is mounted on a motorcycle 0 in the longitudinal direction of the vehicle body, the belt-type continuously variable transmission 3 is disposed below the crankshaft 7, and has an internal combustion engine 2,
Upper ends of the drive pulley 20 and the driven pulley 21 of the belt-type continuously variable transmission 3 are disposed below the drive shaft 32;
Between the driven pulley shaft 25 and the drive shaft 32, a reduction shaft 29 that transmits power is pivotally supported in parallel with the drive pulley shaft 19,
The drive pulley shaft 19 and the driven pulley shaft 25 are arranged left and right so as to overlap in the vehicle width direction,
The speed reduction shaft 29 and the drive shaft 32 are arranged vertically so as to overlap each other, and within the vertical width of the crankshaft 7 and the drive pulley shaft 19 and outside the width between the pulley shafts 19 and 25. Arranged,
The internal combustion engine 2 is a horizontally opposed internal combustion engine 2 in which the height of the cylinder head 5 is set to be substantially the same as the drive shaft 32,
A motorcycle power unit (1) having an internal combustion engine (2), wherein the belt-type continuously variable transmission (3) is disposed between both width portions of the crankshaft (7) in a side view of the vehicle.   2. The diameters of a drive pulley 20 and a driven pulley 21 used in the belt type continuously variable transmission 3 are smaller than a diameter of a primary drive gear 15 provided on the crankshaft 7. A motorcycle power unit 1 having the internal combustion engine described.   The primary drive gear 17 provided on the crankshaft 7 and a part of the primary drive gear 15 provided on the crankshaft 7 are arranged so as to overlap each other when viewed from the front of the vehicle. A power unit 1 for a motorcycle having the internal combustion engine 2 according to claim 1.   In the vehicle front view, the driven gear 33 and the driven gear 33 are arranged such that the lower end of the driven gear 33 provided on the drive shaft 18 and the lower end of the primary drive gear 15 provided on the crankshaft 7 are substantially at the same height. The motorcycle power unit (1) having an internal combustion engine (2) according to claim 1, wherein the primary drive gear (15) is disposed.   2. A motorcycle power unit 1 having an internal combustion engine according to claim 1, wherein a driven gear 33 provided on the drive shaft 32 is disposed behind the cylinder 8 of the internal combustion engine 2 in a side view of the vehicle. .   The cylinder 8 and the primary driven gear 17 are arranged so that a part of the cylinder 8 of the internal combustion engine 2 and a part of the driven gear 33 provided on the drive shaft 32 overlap each other when viewed from the front of the vehicle. A motorcycle power unit (1) having an internal combustion engine according to claim 1.   The speed reduction shaft 29 is disposed so as to overlap the pulley shaft 19 in the axial direction, and an end portion of the speed reduction shaft 29 is set so as not to overlap a pulley arrangement position of the pulley shaft 29. A motorcycle power unit (1) having an internal combustion engine (2) according to claim 1.   The drive pulley 20 is disposed at the center of the pulley shaft 19, and the speed reduction shaft 29 is disposed at one end so as not to overlap the driven pulley 21 with a half length of the pulley shaft 19. A motorcycle power unit (1) having the internal combustion engine (2).

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