JPS6358156B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a transmission device for a motorcycle engine.

(Prior Art) Conventionally, in this type of transmission device, power is transmitted from a crankshaft to an input shaft and an output shaft that are sequentially arranged parallel to the crankshaft.

However, in order to maintain the same reduction ratio between the input shaft and the crankshaft, the reduction gear on the input shaft had to be made considerably large in diameter, which led to an increase in the overall size of the engine.

As a solution to this problem, conventionally, an intermediate shaft is interposed between the crankshaft and the input shaft.

However, the power transmission section between the intermediate shaft and the crankshaft is provided in the middle of the crankshaft, and in the case of an engine with multiple cylinders, the cylinders adjacent to the transmission section are arranged to avoid it. , the distance between the cylinders, that is, the width of the entire cylinder increases.

In addition, the intermediate shaft, input shaft, and output shaft mentioned above are arranged on the same plane with the upper and lower mating surfaces of the crankcase as a reference for ease of assembly, but this tends to increase the overall length of the engine. There is,
Reducing the size of the engine by providing an intermediate shaft could not be said to be effective.

(Problems to be Solved by the Invention) The present invention has been made in view of the above-mentioned circumstances, and its object is to reduce the overall width and overall length of the cylinder at the same time, thereby effectively downsizing the engine. To suppress an increase in engine width by preventing a clutch from protruding to the outside of the engine, and to enable a large bank angle when the motorcycle is running.

(Means for Solving the Problems) In order to solve the above-mentioned problems, a transmission device for a motorcycle engine according to the present invention is provided with a crankshaft disposed orthogonally to the running direction of the vehicle. In a motorcycle engine transmission device that transmits power to an intermediate shaft, an input shaft, and an output shaft arranged rearward and parallel to the intermediate shaft, the power transmission part between the crankshaft and the intermediate shaft is connected to the outside of the crankshaft. At the same time, a power transmission part between the clutch connected to the intermediate shaft and the input shaft is provided on the opposite side of the transmission part, and the distance from the center line of the engine to the power transmission part between the crankshaft and the intermediate shaft is In this case, the distance from the concentric line to the power transmission portion between the intermediate shaft and the clutch is reduced, and at least one of the input shaft and the output shaft is displaced upwardly or downwardly with respect to the intermediate shaft.

(Example) An example of implementing the present invention will be described with reference to the drawings. In the drawings, A is an engine, and a is a crankcase.

The above engine A is a so-called V-type engine,
It has a total of four cylinders, two at the front and two at the rear.

1 is a piston that fits into each cylinder b,
It is connected to a crankshaft 3 via a connecting rod 2.

A crankshaft 3 is disposed in a crankcase a perpendicular to the running direction of the vehicle, and an intermediate shaft 4, an input shaft 5, and an output shaft 6 are sequentially provided behind and parallel to the crankshaft 3.

Thus, the power of the engine A is transmitted to the crankshaft 3.
The signal is transmitted sequentially to the intermediate shaft 4, input shaft 5, and output shaft 6, and is then chain-transmitted from the output shaft 6 to the rear wheels.

Further, as shown in FIG. 1, the input shaft 5 is disposed upwardly displaced with respect to the intermediate shaft 4, and the output shaft 6 is disposed at approximately the same level as the input shaft 5. The distance between the intermediate shaft 4 and the input shaft 5 in the overall length direction is shortened to reduce the overall length of the engine A.

Note that the displacement of the input shaft 5 and output shaft 6 is the same as that of both shafts 5 and 6.
This is done by directing one or both of them upward or downward with respect to the intermediate shaft 4.

In the above transmission system, the crankshaft 3 and the intermediate shaft 4
The power transmission section c is provided at the outer end of the crankshaft 3.

7 is a small reduction gear provided on the crankshaft 3 and meshes with a large reduction gear 8 on the intermediate shaft 4.

The reduction gear 8 is connected to the intermediate shaft 4 via a damper mechanism 9.
It is pivoted to the end of the

Thus, the rotation of the crankshaft 3 is decelerated in this power transmission portion c and transmitted to the intermediate shaft 4, resulting in so-called zero-order deceleration.

The outer end of the crankshaft 3 extends outward from the gear 7 provided thereon, and is connected to a generator (not shown).

The intermediate shaft 4 is connected to a clutch 10 connected to the input shaft 5, and the power transmitting portion d of both is provided on the opposite side from the transmitting portion c.

Reference numeral 11 denotes a small gear provided at the end of the intermediate shaft 4 opposite to the large reduction gear 8, and meshes with the large gear 12 of the clutch 10.

The clutch 10 has the large gear 12 fixed to its housing 10a, and is provided inside the crankcase a without protruding beyond its maximum width.

That is, the power transmission part d between the clutch 10 and the intermediate shaft 4
Since the clutch 10 is provided on the side opposite to the power transmission part c of the intermediate shaft 4 and the crankshaft 3, the clutch 10 can be placed inside the crankcase a regardless of the length of the crankshaft 3. be.

Specifically, the relationship between the distances X and Y from the center line l in the width direction of the engine A to the transmission parts c and d is X>Y, and the clutch 10 can be placed inside.

Therefore, with this arrangement of the clutch 10, the width of the engine A can be reduced.

Therefore, in the power transmission section d, the intermediate shaft 4
The rotation is decelerated and once transmitted to the input shaft 5 via the clutch 10, resulting in so-called primary deceleration.

The input shaft 5 is connected to the output shaft 6 via a transmission gear device 13.

A sprocket 14 is rotatably attached to the end of the intermediate shaft 4 on the side of the reduction gear 8 of the output shaft 6, but this sprocket 14 is shifted outward from the reduction gear 8 or inwardly as shown in the figure. It is provided so as to overlap with the gear 8.

Therefore, according to this structure, the intermediate shaft 4 and the output shaft 6
It is possible to shorten the distance between these axes by bringing them closer together, and it is possible to suppress an increase in the wheel base due to the provision of the intermediate shaft 4.

On the other hand, by overlapping the sprocket 14 and the large reduction gear 8, the sprocket 1
In order to solve this problem, the sprocket 14 is constructed by being divided into two inner and outer members 14a and 14b, so that it can be disassembled into two parts.

The inner member 14a is removably spline-fitted to the output shaft 6, and its inner surface is in contact with the collar 15.

The collar 15 is spline-fitted to the output shaft 6 and rotates together with it.

Reference numeral 16 denotes a female threaded portion formed on the inner member 14a, and when removing the inner member 14a from the output shaft 6, a screw 16' is screwed into this part so that its tip abuts against the collar 15, thereby tightening the inner member 14a. 14a
is shifted outward from the outer member 14b to make it easier to remove.

On the other hand, the outer member 14b is removably spline-fitted to the outer periphery of the inner member 14a, and the outer periphery has teeth similar to those of a normal sprocket, and a chain 17 is engaged therewith.

Reference numeral 18 denotes a holding member that engages with the outside of the outer member 14b, and is detachably screwed onto the output shaft 6 to prevent the sprocket 14 from coming off.

Therefore, the sprocket 14 having such a structure
By removing the holding member 18 and pulling the inner member 14a outward from the output shaft 6, the outer member 14b is removed.
can be moved backwards.

Therefore, even if the sprocket 14 is arranged inwardly, by shifting the outer member 14b rearward as described above, the chain 17 that engages with it can be adjusted.
can be easily removed.

(Operations and Effects) As described above, the present invention provides the power transmission section between the crankshaft and the intermediate shaft at the outer end of the crankshaft. The overall width of the cylinder does not increase due to widening of the interval.

Furthermore, by displacing at least one of the input shaft and the output shaft upward or downward relative to the intermediate shaft, the distance between the shafts in the overall length direction of the engine is shortened, so the total length of the engine can be shortened. .

Furthermore, since the power transmission part between the intermediate shaft and the clutch connected to the input shaft is provided on the opposite side of the crankshaft and the intermediate shaft, both transmission parts are distributed and arranged at both ends of the intermediate shaft. , the crankshaft does not become longer to accommodate the transmission parts unlike when both transmission parts are installed adjacent to each other at one end of the intermediate shaft, and the transmission part between the crankshaft and the intermediate shaft can be easily moved from the engine center line. Since the distance from the concentric line to the power transmission section on the opposite side is smaller than the distance from
The clutch can be placed inside the crankcase regardless of the length of the crankshaft, and the clutch does not protrude outside the engine in order to suppress the increase in crankshaft length.

Therefore, it is possible to effectively downsize the engine by keeping the width and overall length of the engine small at the same time, and by eliminating the protrusion of the clutch, it is possible to increase the bank angle when the motorcycle is running.

[Brief explanation of drawings]

FIG. 1 is a side view showing the device of the present invention, and FIG. 2 is a partially cutaway enlarged plan view of the same. In the figure, A...engine, a...crankcase, b...cylinder, c, d...power transmission section, 3
... Crankshaft, 4 ... Intermediate shaft, 5 ... Input shaft,
6...Output shaft, 10...Clutch.

Claims (1)

[Claims] 1. For motorcycles equipped with a crankshaft arranged orthogonally to the running direction of the vehicle, power is transmitted from the crankshaft to an intermediate shaft, an input shaft, and an output shaft arranged sequentially rearward and parallel to it. In an engine transmission device, a power transmission section between the crankshaft and the intermediate shaft is provided at the outer end of the crankshaft, and a power transmission section between the intermediate shaft and a clutch connected to the input shaft is provided on the opposite side of the transmission section. The distance from the center line of the engine to the power transmission part between the intermediate shaft and the clutch is smaller than the distance from the center line of the engine to the power transmission part between the crankshaft and the intermediate shaft, and A structure in which at least one of the above is displaced upwardly or downwardly with respect to the intermediate axis.