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EP1507075B1 - Fahrzeugmotor und Fahrzeug - Google Patents

Fahrzeugmotor und Fahrzeug Download PDF

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Publication number
EP1507075B1
EP1507075B1 EP04019226A EP04019226A EP1507075B1 EP 1507075 B1 EP1507075 B1 EP 1507075B1 EP 04019226 A EP04019226 A EP 04019226A EP 04019226 A EP04019226 A EP 04019226A EP 1507075 B1 EP1507075 B1 EP 1507075B1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
engine
generator
gear
rotor
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.)
Expired - Lifetime
Application number
EP04019226A
Other languages
English (en)
French (fr)
Other versions
EP1507075A1 (de
Inventor
Hideki Fujiwara
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
Publication of EP1507075A1 publication Critical patent/EP1507075A1/de
Application granted granted Critical
Publication of EP1507075B1 publication Critical patent/EP1507075B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • 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
    • 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
    • F02B67/04—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 of mechanically-driven auxiliary apparatus
    • F02B67/06—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 of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members

Definitions

  • the invention relates to an engine for a vehicle, in particular a motorcycle, having a crankshaft and a generator driven by the crankshaft via a driven gear. Further, the invention relates to a vehicle, in particular a motorcycle, having an engine.
  • Such a vehicle and such a conventional engine is known, for example, from JP-A-2000-45921.
  • This engine is mounted on the vehicle with the axis of a crankshaft parallel to the width direction of the vehicle, and with a generator disposed at the left end of a crankcase.
  • the generator is covered with a cover attached to the left end of the crankcase so as to protrude outwardly, and made up of a stator fixed inside the cover, a rotor fixed to the left end of the crankshaft, and the like.
  • the rotor is formed in the shape of a bottomed cylinder opening leftwardly, and has a boss at its axial center, to which the crankshaft is fixed on the same axis.
  • a structure is adopted in which the rotor is fastened to the crankshaft with the foregoing boss fitted in a tapered surface formed in the crankshaft.
  • the stator is supported on the foregoing cover and inserted in the rotor from outside.
  • the rotor is made up of a shaft parallel to a crankshaft and an excitation coil, and supported at both ends on the cover and the vertical wall of the crankcase for rotation.
  • the rotor shaft is coupled at its inner end to a drive shaft by spline fitting, and connected to the crankshaft through the drive shaft and a chain.
  • the engine with the generator disposed at one end of the crankshaft raises a problem that the bank angle becomes smaller when the engine is mounted on the vehicle at a relatively low position for the purpose of lowering the center of gravity of the vehicle.
  • the reason for the smaller bank angle is that the generator protruded laterally from one side of the crankcase is apt to come in contact with the road surface when the vehicle is tilted.
  • the generator does not cause a narrower bank angle even when the engine is mounted on the vehicle at a low position.
  • the generator of a relatively large weight is located higher than the crankshaft in the engine of this type, it is difficult to lower the position of the center of gravity as much as expected even when mounting the engine on the vehicle at a low position at best.
  • US 4,513,838 A discloses a motorized two-wheeled vehicle having an internal combustion engine (4) and, at its rear portion, a transmission (5), so that an output of the internal combustion engine (4) can be transmitted by the transmission (5) to a rear wheel (3).
  • the internal combustion engine (4) is a six-cylinder in-line engine comprising a crankshaft (8) having a sprocket (23) on a middle portion of said crankshaft (8).
  • the sprocket (23) is in engagement with a further sprocket (21) through a chain (22) wherein a further sprocket (21) is located on an intermediate shaft (18).
  • a generator (19) is connected by a friction clutch (26) to the intermediate shaft (18) (column 2, lines 53 to 65; column 3, lines 35 to 55; Figure 3).
  • this object is solved by an engine for a vehicle as mentioned above, with the improvement that:
  • the rotor shaft can be formed to be small in diameter and light in weight so as to have a minimum rigidity required to support the rotor for rotation.
  • the driven gear which is disposed on the same axis as the rotor is meshed with a drive gear provided on the crankshaft.
  • the generator is disposed rearwardly of and in the vicinity of the crankshaft.
  • a starter motor for rotating the crankshaft at a time of engine start is provided, the starter motor being coupled to the driven gear.
  • a clutch for engaging and disengaging the starter motor and the driven gear is provided on a rotary shaft of the rotor.
  • an output gear for driving a propulsion device is formed on a crank web on the other end side of the crankshaft as the drive gear.
  • a transmission is driven by the crankshaft, in particular by the output gear, wherein preferably the transmission and the generator are disposed side by side on one side and on the other side in axial direction of the crankshaft.
  • the engine is a parallel multi-cylinder engine with at least three cylinders.
  • the drive gear is formed on a second crank web from one end of the crankshaft, and/or the output gear is formed on a crank web at the other end of the crankshaft, wherein preferably the generator is located on the one end side in an axial direction of the crankshaft with respect to the driven gear, while the transmission is located on the other end side in the axial direction of the crankshaft with respect to a gear meshing with the output gear.
  • the generator and the transmission allow weight balancing of the engine in the direction of the crankshaft.
  • a layout space for the transmission can be secured while protrusion of the generator on one end side in the axial direction of the crankshaft is kept small. That is, these two components can be disposed rearwardly of the cylinder side by side in the vehicle width direction, without significantly increasing the total width of the engine including these two components. Therefore, both of these components can be disposed in the vicinity of the crankshaft, effecting lowering of the center of gravity of the engine as such.
  • the driven gear is connected to one axial end face of the rotor of the generator, the rotor shaft can be formed to be small in size and light in weight.
  • the clutch provided on the rotary shaft of the rotor can be made smaller which also further reduces the overall weight of the engine.
  • the above object is solved in an inventive manner in that said engine is configured according to at least one of the claims 1 to 9. Thereby, the position of the center of gravity of the vehicle can be lowered and driving abilities of the vehicle can be further improved.
  • a crankshaft of the engine has its axis directed in a vehicle width direction.
  • the generator and the transmission allow weight balancing of the engine in the vehicle width direction. Therefore, in a vehicle, such as e.g. a motorcycle carrying the engine, according to this invention, the center of gravity can be positioned low and centrally in the vehicle width direction, thereby providing easier driving.
  • reference numeral 1 designates an engine for a motorcycle of this embodiment.
  • the engine is a water-cooled, four-stroke and four-cylinder type, and mounted on a body frame (not shown) of the motorcycle, with the axis of a crankshaft 2 parallel to the vehicle width direction.
  • a cylinder 3 of the engine 1 is formed such that its cylinder axis extends obliquely upwardly toward the front from the crankshaft 2.
  • crankcase 4 supporting the crankshaft 2 for rotation is formed so as to be divided into a lower crankcase 5 and an upper crankcase 6.
  • reference numeral 7 designates a cylinder head, 8 a head cover, and 9 an oil pan.
  • crankshaft 2 is provided with crank webs 11-18 at eight locations in the axial direction, as shown in Fig. 2, and configured such that a #2 web 12 second from the left in the figure and a rightmost #8 web 18 constitute gears, respectively.
  • the gear formed on the #2 web 12 is connected to a generator 21 (described later) and a balancer 22 (see Fig. 1).
  • the balancer 22, not shown in the figure, has a structure in which a balance weight is provided on a rotary shaft extending in the vehicle width direction in front of the crankshaft 2, and a gear on the rotary shaft meshes with the gear formed on the #2 web 12.
  • a rear wheel drive system 23 is connected to the gear formed on the #8 web 18 of the crankshaft 2, as shown in Fig. 2.
  • a drive gear is constituted by the gear formed on the #2 web 12, while an output gear is constituted by the gear formed on the #8 web 18.
  • the rear wheel drive system 23 connected to the gear formed on the #8 web 18 has the same construction as that in a conventional engine for a motorcycle. That is, the rear wheel drive system 23 includes: a large reduction gear 24 meshed with the gear formed on the #8web 18; a clutch (not shown) disposed at the right side of and on the same axis as the large reduction gear 24; a multi-stage transmission 25 disposed at the left side of and on the same axis as the large reduction gear 24 and having an input shaft and an output shaft parallel to the input shaft; a chain transmission device (not shown) for transmitting power from the output shaft to a rear wheel; and the like.
  • a sprocket 26 for a timing chain (not shown) for driving a valve drive device to be wound around, as shown in Fig. 2.
  • the generator 21, as shown in Fig. 1, is disposed rearwardly of and in the vicinity of the crankshaft 2, that is, at a position obliquely rearwardly of and upwardly of the crankshaft 2 and rearwardly of the cylinder 3, with its axis parallel to the crankshaft 2.
  • the mounting position of the generator 21 of this embodiment is set such that the generator 21 and the input shaft portion (forward end) of the transmission 25 are disposed side by side on the left side and on the right side of the vehicle, as shown in Fig. 2.
  • the generator 21 includes: a driven gear 31 meshed with the gear formed on the #2 web 12; a rotor 32 and a stator 33 located on the left side (left side also in Fig. 3) of the driven gear 31; a rotary shaft 34 supporting the driven gear 31 and the rotor 32; a cover 35 supporting the rotary shaft 34 for rotation in cooperation with the upper crankcase 6; and the like, as shown in Fig. 3.
  • the generator 21 is housed in a generator housing 36 of the upper crankcase 6.
  • the rotary shaft 34 of the generator 21 is supported, at the right end, on a left vertical wall 6a of the upper crankcase 6 for rotation through a bearing 37, and, at the left end, on the cover 35 for rotation through a bearing 38.
  • the cover 35 is formed, centrally, with a boss 39 for the attachment of the left bearing 38 and the stator 33, and fixed to the upper crankcase 6 with a fixing bolt 40.
  • the outer peripheral portion of the cover 35 is formed in the shape of a bowl opening rightwardly, and closely attached to the generator housing 36 of the upper crankcase 6 throughout the portion such that the inside and the outside of the cover are defined liquid-tightly.
  • the boss 39 of the cover 35 is formed in the shape of a cylinder; the bearing 38 is fitted in its hollow portion from the left side; and the stator 33 is attached to the right end face from the right side. Also, a cap 41 is screwed in the opening at the left end of the boss 39.
  • the stator 33 is formed in the shape of a ring having a hollow portion of a larger diameter than that of the rotary shaft 34, and fixed to the boss 39 so as to be inserted in the rotor 32 (described later), with the rotary shaft 34 passing through the hollow portion. Fixing of the stator 33 to the boss 39 is performed by positioning the stator 33 relative to the boss 39 using a knock pin designated by reference numeral 42 in Fig. 3, and screwing a fixing bolt 43 passing through the stator 33 into the boss 39.
  • the knock pin 42 and fixing bolt 43 are provided in a radially inner part of the stator 33 that overlaps with the bearing 38 when viewed in the axial direction of the rotary shaft 34.
  • the rotary shaft 34 is formed, in its axial center, with an oil passage 44 passing through in the axial direction.
  • the oil passage 44 is connected, at the right end, to an oil chamber 45 of the upper crankcase 6, and oil is supplied from an oil pump (not shown) through the oil chamber 45.
  • Oil supplied into the oil passage 44 is supplied to the supporting portions of the driven gear 31 and a starter gear 47 through a plurality of branched passages 46 extending in radial directions of the rotary shaft 34, and supplied to the bearing 38 from the left end of the oil passage 44 through a space inside the cap 41.
  • Oil supplied to the bearing 38 flows rightwardly through small clearances between its inner and outer races, between the rotary shaft 34 and boss 39, and between the rotary shaft 34 and stator 33 into the rotor 32.
  • the oil flowing into the rotor 32 further flows through a cutout 32a formed in the outside circumferential portion of the rotor 32 into the housing 36, and returns to the oil pan 9 through an unillustrated passage.
  • This formation of the oil passage 44 allows efficient cooling of the rotor 32 and stator 33 by oil.
  • the connecting portion of the stator 33 and cover 35 is configured such that they are in contact with each other throughout the circumferential portion for the prevention of oil leakage.
  • the rotor 32 of the generator 21 is formed in the shape of a bottomed cylinder opening leftwardly, as shown in Fig. 3, and fixed to the rotary shaft 34 for rotating together therewith, with the rotary shaft 34 press-fitted in a boss 51 in the axial center of the rotor 32.
  • the outside circumferential portion of the rotor 32, to the inside circumferential surface of which a permanent magnet 52 is fixed, has a diameter large enough to accommodate the stator 33.
  • the boss 51 of the rotor 32 is formed to protrude leftwardly and rightwardly from a bottom wall 53 of the rotor 32 in the shape of a bottomed cylinder.
  • the left end of the boss 51 is in abutment against a stopper 34a formed integrally with the rotary shaft 34 from the right side.
  • a sleeve 55 is connected to the right end of the boss 51 through a spacer 54. These spacer 54 and sleeve 55 are fitted on the rotary shaft 34 for rotation and placed between the bearing 37 supporting the right end of the rotary shaft 34 and the boss 51, to restrict rightward movement of the boss 51.
  • the driven gear 31 is supported for rotation on the boss 51 of the rotor 32 at the portion protruded rightwardly from the bottom wall 53.
  • the driven gear 31 is connected, at one side on the left side of the vehicle, to the rotor 32 through a damper rubber 56 (described later) such that the rotor 32 moves together with the driven gear 31.
  • the driven gear 31 is provided, at the other side on the right side of the vehicle, with a cylindrical body 57 protruded on the same axis, and the starter gear 47 is connected to the cylindrical body 57 through a one-way clutch 58 mounted inside the cylindrical body 57.
  • the driven gear 31 is formed integrally, at the outside circumferential portion, with an annular projection 59 protruding leftwardly.
  • the annular projection 59 is fitted for rotation on the outside circumferential portion of the bottom wall 53 of the rotor 32 such that the driven gear 31 is positioned on the same axis as the rotor 32.
  • the driven gear 31 is formed to be smaller in outside diameter than the gear formed on the #2 web 12, as shown in Fig. 1. Therefore, the driven gear 31 rotates at a greater speed than the crankshaft 2.
  • the damper rubber 56 as is familiar in a conventional shaft joint or the like, is placed between a leftwardly protruded transmission wall 60 provided on the driven gear 31 and a rightwardly protruded transmission wall 61 provided on the bottom wall 53 of the rotor 32.
  • a plurality of the transmission walls 60 of the driven gear 31, not shown in the figure, are arranged radially as seen in the axial direction, and a plurality of the transmission walls 61 of the rotor 32 are respectively arranged between the plurality of the transmission walls 60 of the driven gear 31.
  • the starter gear 47 is supported on the sleeve 55 on the rotary shaft 34 for rotation, and a starter motor 63 is connected to the starter gear 47 through an intermediate gear 62 (described later).
  • a boss 64 in the axial center of the starter gear 47 is formed such that its left end extends into the cylindrical body 57 of the driven gear 31.
  • the one-way clutch 58 is placed between the boss 64 and cylindrical body 57.
  • the one-way clutch 58 is adapted to transmit power from the starter gear 47 to the driven gear 31 only. That is, the starter motor 63 is coupled to the driven gear 31 in an interlocking relation therewith through the intermediate gear 62, starter gear 47 and one-way clutch 58.
  • the boss 64 of the starter gear 47 is positioned between the spacer 54 on the rotary shaft 34 and a spacer 65 on the sleeve 55, and axial movement of the boss 64 is restricted by these two spacers 54 and 65.
  • the spacer 65 on the sleeve 55 is held by a circlip 66 locked on the sleeve 55 for the prevention of slipping out.
  • the intermediate gear 62 is formed integrally with a small gear 62a meshing with the starter gear 47 and a large gear 62b meshing with a pinion 63a of the starter motor 63, and supported for rotation on the vertical wall 6a of the upper crankcase 6 by a cylindrical support shaft 67 and a fixing bolt 68.
  • the starter motor 63 is disposed upwardly of the crankshaft 2 and centrally in the vehicle width direction, as shown in Fig. 1 and Fig. 2. Rotation of the starter motor 63 is transmitted to the crankshaft 2 through a power transmission system made up of the pinion 63a, intermediate gear 62, starter gear 47, one-way clutch 58, and driven gear 31.
  • the rotary shaft 34 can be designed to have a minimum rigidity required to support members (rotor 32, driven gear 31, and the like) provided on the shaft. As a result, the rotary shaft 34 can be formed to be smaller in outside diameter and lighter in weight compared with a rotor shaft of a conventional generator used for power transmission.
  • the rotary shaft 34 can be made lighter, and weight reduction of the power transmission system can be effected by adopting the construction in which rotation of the crankshaft 2 is transmitted not through a component such as a chain but directly to the generator 21, as described above, so that, in spite of the fact that the generator 21 is positioned relatively high, the center of gravity of the engine itself can be positioned relatively low. As a result, if the engine 1 is mounted at a low position of the motorcycle, lowering of the center of gravity of the vehicle can be effected. Since the engine 1 has the generator 21 provided rearwardly of and in the vicinity of the crankshaft 2, the generator 21 does not cause a decreased bank angle in a motorcycle carrying this engine 1.
  • the driven gear 31 of the generator 21 is meshed with the gear formed on the #2 web 12 of the crankshaft 2, while the large reduction gear 24 is meshed with the #8 web 18, and the generator 21 and transmission 25 are provided side by side on one side and on the other side in the vehicle width direction, so that the weight of the engine 1 can be balanced in the vehicle width direction by the generator 21 and transmission 25.
  • the center of gravity can be positioned low and centrally in the vehicle width direction.
  • the driven gear 31 is formed to be smaller in outside diameter than the gear formed on the #2 web 12 of the crankshaft 2, and the rotor 32 rotates at a greater speed than the crankshaft 2. Since the rotor 32 rotates at a relatively high speed, the generator 21 can be formed such that its rotor 32 and stator 33 have relatively small outside diameters. Therefore, downsizing of the generator 21 can be effected, and the shaft distance between the generator 21 and crankshaft 2 can be decreased without causing interference of the generator 21 with the crankshaft 2. As a result, the engine 1 can be formed with a compact structure as a whole.
  • the driven gear 31 is connected to the starter motor 63 through the one-way clutch 58, starter gear 47, intermediate gear 62, and the like, so that the engine 1 can be started using the driven gear 31 for transmitting rotation of the crankshaft 2 to the generator 21. Therefore, the number of parts can be reduced compared with when a gear exclusively for starting to which the starter motor is connected is provided on the crankshaft 2.
  • the driven gear 31 is formed to be smaller in outside diameter than the gear formed on the #2 web 12, and the one-way clutch 58 is placed between the driven gear 31 and starter gear 47, so that a clutch with a relatively small capacity can be used for the one-way clutch 58. This is because, when the driven gear 31 is rotated by the starter motor 63, rotation of the driven gear 31 is reduced in speed to be transmitted to the crankshaft 2.
  • the one-way clutch 58 may be such a clutch with a relatively small capacity, and since the one-way clutch 58 is mounted on the rotary shaft 34 of a small diameter and may be formed to be small in outside diameter, a small-sized one can be used for the one-way clutch 58. Therefore, downsizing of the generator 21 is not prevented by the one-way clutch 58.
  • the driven gear 31 is connected to the rotor 32 through the damper rubbers 56, and, when the crankshaft 2 has significantly large rotational fluctuations, the shocks are mitigated by the damper rubbers 56, so that the face width of the driven gear 31 can be decreased accordingly.
  • the annular projection 59 formed on the outside circumferential portion of the driven gear 31 is fitted on the outside circumferential portion of the rotor 32, compared with when the driven gear 31 is supported only at its axially central portion supported for rotation on the boss 51 of the rotor 32 for the prevention of the inclination or the like of the drive gear 31 relative to the shaft 34, the thickness of that portion can be decreased to a relatively small value. Therefore, downsizing of the generator 21 in the axial direction can be effected.
  • the rotor 32 since the rotor 32 is positioned on the rotary shaft 34 with the help of the stopper 34a formed integrally with the rotary shaft 34, the spacer 54 and sleeve 55 mounted on the rotary shaft 34, or the like, the rotor 32 can be positioned easily without using a positioning circlip.
  • the sleeve 55 is fitted on the rotary shaft 34 for rotation and supports the starter gear 47 for rotation, so that, if there is a difference in the number of revolutions between the rotary shaft 34 and starter gear 47, the sleeve 55 rotates in sliding relation to one or both of these members. Therefore, the resistance produced in the sliding surfaces on the inside and outside circumferential sides of the sleeve 55 can be reduced as little as possible. Further, since rightward movement of the starter gear 47 is restricted by the circlip 66 locked on the sleeve 55, it is not necessary to form an annular groove for a circlip in the rotary shaft 34. This can increase rigidity of the rotary shaft 34, allowing the rotary shaft 34 to be even smaller in outside diameter.
  • the generator 21 since the generator 21 according to this embodiment is arranged such that the bearing 38 supporting the left end of the rotary shaft 34 is press-fitted in the boss 39 of the cover 35 from the left side and the stator 33 is supported by the inside circumferential portion of the boss 39, the stator 33 can be formed to be smaller in outside diameter, effecting downsizing. That is, if a construction is adopted in which the bearing 38 is press-fitted in the boss 39 from the right side, the fixing bolt 43 for fixing the stator 33 to the boss 39 must be provided radially further outwardly than the bearing 38 and the outside diameter of the stator 33 must be increased accordingly. However, in this embodiment, the fixing bolt 43 can be positioned radially inwardly such that the fixing bolt 43 overlaps with the bearing 38 when viewed in the axial direction, allowing the stator 33 to be relatively small in diameter.
  • this generator 21 is formed with an oil passage 44 inside the rotary shaft 34, oil can be supplied easily to members (driven gear 31, damper rubbers 56, starter gear 47, one-way clutch 58, and the like) on the rotary shaft 34. Further, since the generator 21 according to this embodiment is arranged such that oil flows from the oil passage 44 through the left bearing 38 to the stator 33, the bearing 38 and stator 33 can be cooled by oil.
  • the generator 21 since the generator 21 is rotated at an increased speed, its diameter can be decreased for a required output, allowing the generator 21 to be placed in the vicinity of the crankshaft 2. Since a generator is located higher than a crankshaft, in general, the foregoing placement of the generator 21 in the vicinity of the crankshaft 2 allows lowering of the center of gravity. Further, since rotation of the driven gear 31 is reduced in speed to be transmitted to the crankshaft 2 at the time of engine start, the capacity of the starter clutch (not shown) can be decreased, allowing downsizing. That is, members disposed higher than the crankshaft 2 are decreased in size and weight, so that further lowering of the center of gravity can be effected.
  • the drive gear is formed on the second crank web 12 from one end of the crankshaft 2, while the output gear is formed on the crank web 18 at the other end of the crankshaft 2; and the generator 21 is located on the one end side in the axial direction of the crankshaft 2 with respect to the driven gear 31, while the transmission 25 is located on the one end side in the axial direction of the crankshaft 2 with respect to the gear meshing with the output gear.
  • a transmission is greater than a generator in dimension in the vehicle width direction. Therefore, in this embodiment, a layout space for the transmission 25 can be secured while protrusion of the generator 21 on the one end side in the axial direction of the crankshaft is kept small.
  • these two components can be disposed rearwardly of the cylinder side by side in the vehicle width direction, without significantly increasing the total width of the engine including these two components. Therefore, both of these components can be disposed in the vicinity of the crankshaft 2, effecting lowering of the center of gravity.
  • the vehicle of this invention is not restricted to a motorcycle. Any kind of vehicle, in particular straddle type vehicles such as snow mobiles, water jets or the like are comprised in the invention.
  • an engine for a vehicle in particular a motorcycle, is proposed having a crankshaft with its axis directed in a vehicle width direction, a generator driven by the crankshaft, and a starter motor for rotating the crankshaft at the time of engine start, in which the generator is disposed rearwardly of and in the vicinity of the crankshaft; a driven gear disposed on the same axis as a rotor of the generator is connected to one axial end face of the rotor, in an interlocking relation with the rotor; a drive gear provided on the crankshaft is meshed with the driven gear; and the starter motor is coupled to the driven gear in an interlocking relation therewith.
  • the drive gear is formed on a crank web on one end side of the crankshaft, while an output gear with which a transmission for driving a rear wheel is meshed is formed on a crank web on the other end side of the crankshaft, and the transmission and the generator are disposed side by side on one side and on the other side in the vehicle width direction.
  • the engine is a preferably parallel multi-cylinder engine with no less than three cylinders; the drive gear is formed on a second crank web from one end of the crankshaft, while an output gear is formed on a crank web at the other end of the crankshaft; and the generator is located on the one end side in an axial direction of the crankshaft with respect to the driven gear, while a transmission is located on the one end side in the axial direction of the crankshaft with respect to a gear meshing with the output gear.
  • a clutch for engaging and disengaging the starter motor and the driven gear is provided on a rotary shaft of the rotor.
  • a generator 21 is disposed rearwardly of and in the vicinity of the crankshaft 2.
  • a driven gear 31 disposed on the same axis as a rotor 32 of the generator 21 is connected to one axial end face of the rotor 32, in an interlocking relation with the rotor 32.
  • a drive gear provided on the crankshaft 2 is meshed with the driven gear 31.
  • a starter motor 63 is coupled to the driven gear 31 in an interlocking relation therewith.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Claims (12)

  1. Motor für ein Fahrzeug, insbesondere ein Motorrad, der eine Kurbelwelle (2) und einen Generator (21) hat, angetrieben durch die Kurbelwelle (2) über ein angetriebenes Zahnrad (31), wobei eine axiale Endfläche des Rotors (32) des Generators (21) in einer verriegelten Beziehung mit dem angetriebenen Zahnrad (31) ist, dadurch gekennzeichnet, dass ein Antriebszahnrad (12) an einer Kurbelscheibe (11- 18) an einer Endseite der Kurbelwelle (2) gebildet ist.
  2. Motor nach Anspruch 1, dadurch gekennzeichnet, dass das angetriebene Zahnrad (31), das auf derselben Achse wie der Rotor (32) angeordnet ist, mit dem Antriebszahnrad (12), vorgesehen auf der Kurbelwelle (2), im Kämmeingriff ist.
  3. Motor nach Anspruch 1 oder 2, gekennzeichnet dadurch, dass der Generator (21) in der Nähe der Kurbelwelle (2) angeordnet ist.
  4. Motor nach zumindest einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass ein Startermotor (53) zum Drehen der Kurbelwelle (2) zu einer Zeit des Motorstarts vorgesehen ist, wobei der Startermotor mit dem angetriebenen Zahnrad (31) gekuppelt ist.
  5. Motor nach Anspruch 4, dadurch gekennzeichnet, dass eine Kupplung (58) zum Eingreifen oder Trennen des Startermotors (63) und des angetriebenen Zahnrads (31) auf einer Drehwelle (34) des Rotors (32) vorgesehen ist.
  6. Motor nach zumindest einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass ein Ausgangszahnrad (18) zum Antreiben einer Antriebsvorrichtung, insbesondere eines Hinterrades, an einer Kurbelscheibe (11 - 18) an der anderen Endseite der Kurbelwelle (2), wie das Antriebszahnrad (12) angeordnet ist.
  7. Motor nach zumindest einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass ein Getriebe (25) durch eine Kurbelwelle (2) angetrieben wird, insbesondere das Ausgangszahnrad (18), wobei vorzugsweise das Getriebe (25) und der Generator (21) auf einer Seite nebeneinander und auf der anderen Seite in der axialen Richtung der Kurbelwelle (2) angeordnet sind.
  8. Motor nach zumindest einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass der Motor (1) ein paralleler Mehrzylindermotor mit zumindest drei Zylindern ist.
  9. Motor nach zumindest einem der Ansprüche 7 bis 8, dadurch gekennzeichnet, dass das Antriebszahnrad (12) an einer zweiten Kurbelscheibe von einem Ende der Kurbelwelle (2) gebildet ist und / oder das Ausgangszahnrad (18) an einer Kurbelscheibe an dem anderen Ende der Kurbelwelle (2) gebildet ist, wobei vorzugsweise der Generator (21) an der einen Endseite in einer axialen Richtung der Kurbelwelle (2) in Bezug zu dem angetriebenen Zahnrad (31) angeordnet ist, während das Getriebe (25) an der anderen Endseite in der axialen Richtung der Kurbelwelle in Bezug auf ein Zahnrad (24), im Kämmeingriff mit dem Ausgangszahnrad (18), angeordnet ist.
  10. Fahrzeug, insbesondere ein Motorrad, das einen Motor (1) hat, dadurch gekennzeichnet, dass der Motor entsprechend zumindest einem der Ansprüche 1 bis 9 konfiguriert ist.
  11. Fahrzeug nach Anspruch 10, dadurch gekennzeichnet, dass eine Kurbelwelle (2) des Motors (1) eine Achse hat, die in einer Richtung der Breite des Fahrzeuges gerichtet ist.
  12. Fahrzeug nach Anspruch 10 oder 11, dadurch gekennzeichnet, dass der Generator (21) rückwärts der Kurbelwelle (2) angeordnet ist.
EP04019226A 2003-08-12 2004-08-12 Fahrzeugmotor und Fahrzeug Expired - Lifetime EP1507075B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2003207284 2003-08-12
JP2003207284 2003-08-12
JP2004164298 2004-06-02
JP2004164298A JP2005090486A (ja) 2003-08-12 2004-06-02 自動二輪車用エンジン

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EP1507075A1 EP1507075A1 (de) 2005-02-16
EP1507075B1 true EP1507075B1 (de) 2006-12-13

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JP (1) JP2005090486A (de)
AT (1) ATE348254T1 (de)
DE (1) DE602004003641T2 (de)

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Publication number Priority date Publication date Assignee Title
FR2955059B1 (fr) * 2010-01-11 2012-07-13 Peugeot Citroen Automobiles Sa Ensemble comportant un moteur thermique et une machine electrique reversible
CN106014621A (zh) * 2016-05-30 2016-10-12 西安交通大学 一种一体式发电系统
CN106837532A (zh) * 2017-03-27 2017-06-13 王超 发动机与动力输出系统
WO2020141571A1 (ja) * 2019-01-04 2020-07-09 ヤマハ発動機株式会社 ４ストロークエンジンユニット、及び同エンジンユニットを備えた鞍乗型車両

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB311605A (en) * 1928-07-30 1929-05-16 Indian Motocycle Company Improvements in or relating to electrical generating and distributing systems for internal combustion engines
AU2253667A (en) * 1967-09-27 1968-12-05 Vibrationless engines
JPS5131307A (en) * 1974-09-10 1976-03-17 Honda Motor Co Ltd Enjinniokeru hanryokumoomentoheikosochi
DE10006690C1 (de) * 2000-02-15 2001-06-28 Ktm Sportmotorcycle Ag Mattigh Startvorrichtung für einen Zweizylinderverbrennungsmotor in V-Anordnung
JP2004092423A (ja) * 2002-08-29 2004-03-25 Yamaha Motor Co Ltd 自動二輪車用エンジン

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DE602004003641D1 (de) 2007-01-25
ATE348254T1 (de) 2007-01-15
DE602004003641T2 (de) 2007-09-27
JP2005090486A (ja) 2005-04-07
EP1507075A1 (de) 2005-02-16

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