Patent Grant
10012139
Field of the Invention
The present invention relates to a supercharger-equipped combustion engine which is mounted on a vehicle and includes an engine rotary shaft which extends in a widthwise direction of the vehicle and a supercharger which compresses to discharge intake air.
Description of Related Art
As a combustion engine mounted on a vehicle such as a motorcycle, there is a combustion engine with a supercharger which compresses or pressurizes intake air and supplies the intake air to the combustion engine (e.g., Patent Document 1). In the combustion engine of Patent Document 1, power from a engine rotary shaft is transmitted through a power transmission mechanism to the supercharger. The power transmission mechanism includes a power transmission shaft which is rotatably supported at both ends thereof by a crankcase, and a gear to which rotation of the engine rotary shaft is inputted and a sprocket for transmitting power from the combustion engine to the supercharger are fixed to the power transmission shaft.
[Patent Document 1] WO2011/046098
In Patent Document 1, however, since the power transmission shaft is supported at both ends thereof by the crankcase, it is difficult to mount the power transmission shaft to the crankcase. In particular, it is not an easy operation to mount the power transmission shaft to the crankcase from the widthwise direction of the vehicle in a state where the gear, the sprocket and the like which have a larger diameter than that of a shaft body of the power transmission shaft are mounted on the power transmission shaft.
The present invention has been made in view of the above problem, and an object of the present invention is to provide a supercharger-equipped combustion engine which allows a power transmission shaft to be easily mounted on the combustion engine.
In order to achieve the object, a supercharger-equipped combustion engine of the present invention is mounted on a vehicle and includes: an engine rotary shaft extending in a widthwise direction of the vehicle; a crankcase supporting the engine rotary shaft and including a crankcase body having an opening formed so as to be opened at one side in the widthwise direction of the vehicle; a supercharger disposed above the crankcase and configured to pressurize and then discharge intake air; a power transmission mechanism configured to transmit power from the engine rotary shaft to the supercharger; and a holder covering at least a part of the opening of the crankcase body from the one side in the widthwise direction of the vehicle and detachably mounted on the crankcase body. The power transmission mechanism includes a power transmission shaft unit extending in the widthwise direction of the vehicle, and the power transmission shaft unit is supported at a first end portion thereof at the one side and at a second end portion thereof at the other side in the widthwise direction of the vehicle. In such case, a first bearing portion formed in the holder rotatably supports the first end portion of the power transmission shaft unit, and a second bearing portion formed in a side wall of the crankcase rotatably supports the second end portion of the power transmission shaft unit.
According to this configuration, since the first end portion of the power transmission shaft unit is supported by the holder and the second end portion of the power transmission shaft unit is supported by the crankcase body of the crankcase, it is easy to mount the power transmission shaft unit on the crankcase as compared to the case where the power transmission shaft unit is supported at both ends thereof by the crankcase. Specifically, the power transmission shaft unit is put into the crankcase body so that the second bearing portion of the crankcase body is caused to support the second end portion, and then, the holder is mounted on the crankcase body so that and the first bearing portion of the holder is caused to support the first end portion. Alternatively, in a state where the first end portion is supported by the first bearing portion of the holder, the second bearing portion of the crankcase body is caused to support the second end portion, and then, the holder is mounted on the crankcase body. Thus, even in the case where a rotator or rotating member having a larger diameter than that of a shaft body, such as a gear, a sprocket, or the like is provided on the power transmission shaft unit, it is possible to easily mount the power transmission shaft unit on the crankcase.
In the present invention, preferably, the power transmission shaft unit includes an output shaft configured to output the power from the engine rotary shaft, the output shaft includes a projection projecting from the holder to the one side in the widthwise direction of the vehicle in a state where the holder is mounted on the crankcase body, a rotating member is fixed to the projection, and a transmission body configured to transmit rotation of the rotating member to the supercharger is disposed at the one side in the widthwise direction of the vehicle with respect to the holder. The transmission body preferably has an endless belt shape. According to this configuration, since the projection is exposed at the one side in the widthwise direction of the vehicle in a state where the holder is mounted on the crankcase, a power transmission member is easily connected. Furthermore, when the transmission body has an endless band shape, it is possible to absorb a dimension error between the respective shafts, and gear ratio adjustment is made easy by changing the shape of the rotating member.
In the present invention, preferably, the power transmission shaft unit includes first and second rotary shafts respectively supporting a pair of gears which mesh with each other, each of the first and second rotary shafts has the first end portion and the second end portion, the first bearing portion formed in the holder supports the first end portions of the first and second rotary shafts, and the second bearing portion formed in the side wall of the crankcase supports the second end portions of the first and second rotary shafts. According to this configuration, in a state where the pair of gears are meshed with each other, it is possible to assemble the power transmission shaft unit to the crankcase, and therefore, the assemblability is further improved.
In the case where the first and second rotary shafts are included, either one of the first and second rotary shafts may include a selective connection body configured to selectably switch between a connection state where rotation of the pair of gears is transmitted to the supercharger and a cut-off state where mesh of the pair of gears is released. According to this configuration, in a state where the selective connection body is mounted on either one of the first and second rotary shafts, it is possible to assemble the power transmission shaft unit to the crankcase, and therefore, the assemblability is improved.
In the case where the first and second rotary shafts are included, preferably, a plurality of the pairs of gears that transmit rotation to the supercharger are provided on the first and second rotary shafts, and a selective connection body configured to selectably switch one of the plurality of the pairs of gears is supported by either one of the first and second rotary shafts. According to this configuration, in a state where the plurality of the pairs of gears and the selective connection bodies are in mesh, it is possible to assemble the power transmission shaft unit to the crankcase, and therefore, the assemblability is improved.
In the present invention, preferably, the supercharger-equipped combustion engine further includes a driving reduction gear mechanism configured to transmit rotation of the combustion engine to a wheel, the driving reduction gear mechanism includes a driving reduction gear mechanism rotary shaft extending in the widthwise direction of the vehicle, the driving reduction gear mechanism rotary shaft is supported at an end portion thereof at the one side and at an end portion thereof at the other side in the widthwise direction of the vehicle, a third bearing portion formed in the holder supports the end portion of the driving reduction gear mechanism rotary shaft at the one side, and a fourth bearing portion formed in the side wall of the crankcase supports the end portion of the driving reduction gear mechanism rotary shaft at the other side. According to this configuration, by sharing the holder as a transmission holder, it is possible to reduce the number of components.
Any combination of at least two constructions, disclosed in the appended claims and/or the specification and/or the accompanying drawings should be construed as included within the scope of the present invention. In particular, any combination of two or more of the appended claims should be equally construed as included within the scope of the present invention.
In any event, the present invention will become more clearly understood from the following description of preferred embodiments thereof, when taken in conjunction with the accompanying drawings. However, the embodiments and the drawings are given only for the purpose of illustration and explanation, and are not to be taken as limiting the scope of the present invention in any way whatsoever, which scope is to be determined by the appended claims. In the accompanying drawings, like reference numerals are used to denote like parts throughout the several views, and:
A preferred embodiment of the present invention will now be described with reference to the accompanying drawings. The terms “left side” and “right side” used in the description in this specification are the left side and the right side relative to a driver maneuvering a vehicle to travel forwards.
Meanwhile, a swingarm bracket 12 is provided at a rear end portion of the main frame 1 which is a lower intermediate portion of the motorcycle frame structure FR. A swingarm 20 is supported by the swingarm bracket 12 for swing movement in the up-down direction, and a rear wheel 22 is supported by a rear end portion of the swingarm 20 so as to be rotatable about a pivot shaft 23.
A combustion engine E is fitted to the lower intermediate portion of the motorcycle frame structure FR and at the front side of the swingarm bracket 12. The speed of rotation of the combustion engine E is changed by a driving reduction gear mechanism or a driving speed-reduction mechanism 21, then the rotation is transmitted to a transmission mechanism 24 such as a chain, and the rear wheel 22 is driven through the transmission mechanism 24. The combustion engine E is, for example, a four-cylinder four-cycle type parallel multi-cylinder engine. The type of the combustion engine E is not limited thereto. A rear cushioning mechanism 25 is connected between the seat rail 2 and the swingarm 20. The rear cushioning mechanism 25 cushions a load applied between the rear wheel 22 and the seat rail 2.
A fuel tank 28 is disposed on an upper portion of the main frame 1, and a rider's seat 30 and a passenger's seat 32 are supported by the seat rail 2. In addition, a fairing 34 made of a resinous material is mounted on a front portion of the motorcycle so as to cover a portion from front of the head pipe 4 to sides of the front portion of the motorcycle (an upper half of the front portion). A headlamp unit 36 is mounted on the fairing 34. An air inlet 38 through which intake air is introduced from the outside to the combustion engine E is formed below the headlamp unit 36.
The combustion engine E includes: an engine rotary shaft 39 which extends in the widthwise direction of the motorcycle; a crankcase 40 which supports the engine rotary shaft 39; a cylinder block 42 which projects upward from the crankcase 40; a cylinder head 44 above the cylinder block 42; and an oil pan 50 provided below the crankcase 40. A rear portion of the crankcase 40 serves as a transmission case which houses the driving reduction gear mechanism 21. The cylinder head 44 is slightly inclined frontward, and four exhaust pipes 54 are connected to exhaust ports in a front surface of the cylinder head 44. The four exhaust pipes 54 are merged together at a location beneath the combustion engine E, and are connected to an exhaust muffler 56 disposed at the right side of the rear wheel 22.
A supercharger 62 is disposed rearward of the cylinder block 42 and above the crankcase 40. The supercharger 62 pressurizes or compresses cleaned air from an air cleaner 55 and supplies the cleaned air to the combustion engine E. The air cleaner 55 is disposed in the front portion of the motorcycle and cleans outside air. The supercharger 62 includes a supercharger rotary shaft 64 which extends in the widthwise direction of the motorcycle, a suction port 66 (
The holder 43 supports right end portions of a driving reduction gear mechanism input shaft 15, a counter shaft 78, and a supercharger drive shaft 82, and the details thereof will be described later. The opening 41h of the crankcase body 41 is closed by the clutch cover 17 which is detachably mounted on the crankcase body 41 in
The holder 43 in
As shown in
As shown in
An intake air chamber 74 is disposed between the discharge port 68 and four intake ports 47 (
A throttle body 76 is disposed between the intake air chamber 74 and the cylinder head 44. In the throttle body 76, a fuel is injected into the intake air to generate a fuel-air mixture, and the fuel-air mixture is supplied through the respective intake ports 47 into combustion chambers (not shown) within four cylinder bores of the combustion engine E. The fuel tank 28 is disposed above the intake air chamber 74 and the throttle body 76.
As shown in
The pressure-feed portion 61 and the speed increasing portion 63 are aligned in the widthwise direction of the motorcycle, and the speed increasing portion 63 is disposed so as to be displaced to one side in the widthwise direction of the motorcycle with respect to the center in the widthwise direction of the motorcycle, in the present embodiment, to the right side at which a cam chain 69 is disposed. Accordingly, while the supercharger 62 is disposed inward of both side surfaces of the combustion engine E in the widthwise direction of the motorcycle, the discharge port 68 of the pressure-feed portion 61 at the left side can be located in the vicinity of the center of the motorcycle. The supercharger case 67 is fixed to an upper surface of the crankcase 40 by means of a fastening member (not shown) such as a bolt.
As shown in
Specifically, the starter gear 86 and the drive gear 84 are disposed on the counter shaft 78 so as to be adjacent to each other in an axial direction. The starter gear 86 has a through hole 86a extending therethrough in the axial direction, and the counter shaft 78 is inserted through the through hole 86a, whereby the starter gear 86 is supported by the counter shaft 78 so as to be rotatable relative to the counter shaft 78. The starter gear 86 and the drive gear 84 mesh with each other through the one-way clutch 85, whereby rotation of the starter gear 86 can be transmitted to the drive gear 84 and rotation from the drive gear 84 can be prevented from being transmitted to the starter gear 86.
The counter shaft 78 and the supercharger drive shaft 82 are respectively supported at both ends thereof by first end portions 78a, 82a thereof at the right side, which is one side in the widthwise direction of the motorcycle, and at second end portions 78b, 82b thereof at the left side, which is the other side in the widthwise direction of the motorcycle. Specifically, the first end portions 78a, 82a of the counter shaft 78 and the supercharger drive shaft 82 are rotatably supported through bearings 35, 37 by first bearing portions 43a, 43b formed in the holder 43, respectively. The second end portions 78b, 82b are rotatably supported through bearings 45, 49 by second bearing portions 41a, 41b formed in a side wall of the crankcase body 41 of the crankcase 40, respectively.
As shown in
As shown in
Vibration of the combustion engine E is suppressed by such first and second balancer gears 73, 79 on the two shafts. In addition, since power for driving the supercharger 62 is obtained from the crank gear 80 which meshes with the first balancer gear 73, it is unnecessary to additionally provide a gear. Therefore, it is possible to reduce the number of components, and it is possible to suppress fluctuation of rotation of the supercharger 62 as compared to the case where power is obtained from a balancer gear.
A starter motor 90 is connected to the starter gear 86 shown in
The torque limiter 88 is provided between an output shaft 90a of the starter motor 90 and the starter gear 86. When transmitted torque becomes equal to or higher than a predetermined value, the torque limiter 88 cuts off connection between the output shaft 90a of the starter motor 90 and the starter gear 86. Thus, it is possible to prevent rotation of the crank gear 80 from being transmitted to the starter motor 90 when a phenomenon that the combustion engine reversely rotates occurs at the time of kick start.
The starter gear 86 includes an input gear 86b which receives power from the torque limiter 88, and an output gear 86c which provides power to the one-way clutch 85. The output gear 86c of the starter gear 86 is disposed inward of the one-way clutch 85 in the radial direction of the drive gear 84. In addition, as shown in
The small-diameter first speed gear 92 and the large-diameter second speed gear 94 are integrally formed and fixed to the counter shaft 78 in
The numbers of the teeth of the first speed gear 92 and the second speed gear 94 having different pitch diameters are different from each other, and thus the third and fourth speed gears 96, 98, which mesh with the first speed gear 92 and the second speed gear 94, respectively, have rotations speeds different from each other. In the present embodiment, since the diameter of the second speed gear 94 is larger than that of the first speed gear 92, the rotation speed of the fourth speed gear 98 is higher than that of the third speed gear 96. A later-described shift ring 105 is selectively engaged with either one of the third speed gear 96 and the fourth speed gear 98, whereby power from the crankshaft 39 is transmitted through either one of the speed gears 96, 98 to the supercharger drive shaft 82. In addition, when the shift ring 105 is released from the engagement with the speed gear 96 or 98, the power transmission state is released.
The counter shaft 78, the supercharger drive shaft 82, and the first to fourth speed gears 92, 94, 96, 98 constitute a power transmission mechanism 99 which transmits power from the crankshaft 39 to the supercharger 62. In the present embodiment, the power transmission mechanism 99 serves as a supercharger transmission 99 which changes the speed of power of the crankshaft 39 in addition to switching between transmission and non-transmission of power.
The first and second speed gears 92, 94 in
As shown in
The supercharger drive shaft 82 which is an output shaft of the supercharger transmission 99 in
As shown in
Since the chain 102 shown in
A shifter 104 is disposed between the third speed gear 96 and the fourth speed gear 98 on the supercharger drive shaft 82. The shifter 104 includes the shift ring 105, a shift fork 106 which operates the shift ring 105, and a change drum 108 which moves the shift fork 106 parallel with the supercharger drive shaft 82. The shift ring 105 is spline-fitted to the supercharger drive shaft 82, whereby the shift ring 105 is not rotatable relative to the supercharger drive shaft 82 and is movable in the axial direction.
The change drum 108 is driven to rotate by shifter driving device 110 and moves the shift fork 106 in the axial direction to cause an engagement hole 105a provided in the shift ring 105 to be selectively engaged with either one of dogs 96a, 98a provided on the third and fourth speed gears 96, 98. Accordingly, the shift ring 105 is selectively engaged with either one of the third and fourth speed gears 96, 98 such that the shift ring 105 is not rotatable relative thereto.
That is, the dogs 96a, 98a are supported by the supercharger drive shaft 82 which is located closer to the change drum 108 than the counter shaft 78, and selectably switch between a connection state where rotation of the pair of gears is transmitted to the supercharger 62 and a cut-off state where mesh of the pair of gears is released. As described above, the shift ring 105 and the dogs 96a, 98a serve as a selective connection body which selectively switches a plurality of pairs of gears. The shift ring 105, the shift fork 106, the change drum 108, the shifter driving device 110 and the dogs 96a, 98a constitute a part of the above-described supercharger transmission 99.
The shifter driving device 110 is disposed at a right side end which is the side opposite to the starter motor 90. Accordingly, it is possible to mount and dismount the shifter driving device 110 relative to the motorcycle without interfering with the starter motor 90, the starter gear 86, or the like. Thus, it is possible to position the shift ring 105 at a predetermined position in a state where the shifter driving device 110 is dismounted to reduce resistance. By connecting the shifter driving device 110 and the change drum 108 after such positioning, it is possible to easily perform a maintenance operation.
As shown in
The change drum 108 and the shifter driving device 110 of the supercharger transmission 99 shown in
Power is transmitted from the counter shaft 78 to the supercharger drive shaft 82 through the selected speed gear 96 or 98. That is, when the shift ring 105 and the third speed gear 96 are dog-connected to each other, rotation of the counter shaft 78, that is, rotation of the crankshaft 39 is transmitted to the supercharger drive shaft 82 at a large speed increasing ratio. On the other hand, when the shift fork 106 and the fourth speed gear 98 are dog-connected to each other, the rotation of the counter shaft 78 is transmitted to the supercharger drive shaft 82 at a small speed increasing ratio.
Accordingly, the rotational power of the crankshaft 39 is transmitted from the counter shaft 78 to the supercharger drive shaft 82 of the supercharger 62 through the selected speed gear 96 or 98. Since the power is transmitted from the crank gear 80 as described above, it is possible to prevent fluctuation of rotation of the supercharger 62 as compared to the case where power is transmitted from a balancer gear. The shifter driving device 110 includes, for example, a servomotor which operates in accordance with an instruction from a vehicle controller. However, the shifter driving device 110 is not limited thereto, and, for example, may provide power by a manual operation.
Thus, the chain 102, which is the power transmission body connecting the supercharger drive shaft 82 and the supercharger rotary shaft 64, becomes short. In addition, the change drum 108 and the shifter driving device 110, which constitute the transmission 99, are disposed above the counter shaft 78 and the supercharger drive shaft 82, which are the input and output shafts of the supercharger transmission 99, and above the chain 102. Accordingly, the distance between the change drum 108 and the supercharger drive shaft 82 becomes short, and the shift fork 106 can be shortened.
The shifter driving device 110 in
Meanwhile, in a high rotation region of the combustion engine E, the shift ring 105 is dog-connected to the fourth speed gear 98, and the speed increasing ratio of the supercharger 62 is decreased to a second gear ratio. Accordingly, setting is performed such that the supercharging wind volume is prevented from being excessive and appropriate combustion engine torque and stable rotation are obtained. At the second gear ratio, the rotational power of the crankshaft 39 is transmitted to the supercharger drive shaft 82 of the supercharger 62 through the second speed gear 94 and the fourth speed gear 98 (a second power transmission path).
That is, on the second power transmission path, the rotation of the drive gear 84 is transmitted to the sprocket 100 and the chain 102 without being transmitted through the pair of gears composed of the first speed gear 92 and the third speed gear 96. As described above, the supercharger transmission 99 selects the first power transmission path on which power is transmitted at the first gear ratio and the second power transmission path on which power is transmitted at the second gear ratio different from the first gear ratio. In the case where supercharging is not required, connection between each of the speed gears 96, 98 and the shift ring 105 is released.
The supercharger case 67 includes a casing portion 116 which rotatably supports the supercharger rotary shaft 64 through bearings 121, and a housing portion 124 which covers the impeller 114. The housing portion 124 is mounted on a first flange 116a at one end side of the casing portion 116 with a casing fastening member 122 such as a bolt. A second flange 116b at the other end side of the casing portion 116 is fixed to a case flange 67a of the supercharger case 67 with a housing fastening member 118. The bearings 121 constitute a support portion for the supercharger rotary shaft 64.
In this manner, the supercharger rotary shaft 64 and the bearings 121 which are the support portion for the supercharger rotary shaft 64 are covered with the casing portion 116, and the impeller 114 is covered with the housing portion 124. The suction port 66 and the discharge port 68 are formed in the housing portion 124.
The input shaft 65 is composed of a hollow shaft and is rotatably supported by a speed increasing portion housing portion 75, which is a part of the supercharger case 67 and accommodates the speed increasing portion 63, through bearings 123. Spline teeth are formed on the outer peripheral surface of the other end portion 65b of the input shaft 65, and a one-way clutch 128 is spline-fitted to the outer peripheral surface. A sprocket 130 is connected to the input shaft 65 through the one-way clutch 128. The chain 102 is entrained on a gear 132 of the sprocket 130, and rotation of the supercharger drive shaft 82 (
An internal thread portion is formed on the inner peripheral surface of the other end portion 65b of the input shaft 65, and a bolt 134 is screwed into the internal thread. The one-way clutch 128 is mounted on the other end portion 65b through a washer 136 by a head portion of the bolt 134. The one-way clutch 128, the sprocket 130, and the bolt 134 are housed in a sprocket cover 129. The sprocket cover 129 is connected to the other end of the speed increasing portion housing portion 75. The sprocket cover 129 has an opening 135 formed at the other end thereof so as to face toward the outside of the motorcycle, and the opening 135 is closed by a cap 137.
The sprockets 100, 130 shown in
As described above, the planetary gear device 112 is disposed between the input shaft 65 and the supercharger rotary shaft 64 and is supported by the supercharger case 67. External teeth 138 are formed on the other end portion 64b of the supercharger rotary shaft 64, and a plurality of planetary gears 140 are aligned in a circumferential direction and are gear-connected to the external teeth 138. That is, the external teeth 138 of the supercharger rotary shaft 64 serve as a sun gear of the planetary gear device 112. Furthermore, the planetary gears 140 are gear-connected to a large-diameter internal gear (ring gear) 142 at the radially outer side. Each planetary gear 140 is rotatably supported by a carrier shaft 144 through a bearing 143 mounted on the other end portion of the casing portion 116.
The carrier shaft 144 includes a fixed member 146, and the fixed member 146 is fixed to the casing portion 116 by means of a bolt 145. That is, the carrier shaft 144 is fixed. An input gear 147 is provided on one end portion of the input shaft 65 and is gear-connected to the internal gear 142. As described above, the internal gear 142 is gear-connected so as to rotate in the same rotation direction as the input shaft 65, the carrier shaft 144 is fixed, and the planetary gears 140 rotate in the same rotation direction as the internal gear 142. The sun gear (external gear 138) is formed on the supercharger rotary shaft 64 which is an output shaft, and rotates in a rotation direction opposite to that of the planetary gears 140. That is, the planetary gear device 112 increases the speed of rotation of the input shaft 65 and transmits the rotation in a rotation direction opposite to that of the input shaft 65, to the supercharger rotary shaft 64.
When the combustion engine E rotates, the crankshaft 39 shown in
When the motorcycle travels, incoming wind passes from the air inlet 38 shown in
In the configuration described above, as shown in
The supercharger 62 includes the pressure-feed portion 61 and the speed increasing portion 63 aligned relative to each other in the widthwise direction of the motorcycle, and the dimension of the supercharger 62 itself in the widthwise direction of the motorcycle is increased. However, as shown in
As shown in
Moreover, the supercharger 62 is disposed rearward of the supercharger transmission 99, and the intake air chamber 74 is disposed between the supercharger 62 and the cylinder block 42 in the front-rear direction. Since the supercharger 62 is disposed rearward of the supercharger transmission 99 as described above, the dimension between the cylinder block 42 and the discharge port 68 of the supercharger 62 in the front-rear direction is increased. Thus, it is possible to increase the dimension of the intake air chamber 74 in the front-rear direction, thereby ensuring a desired volume of the intake air chamber 74 while the dimension in the up-down direction is reduced.
As shown in
As shown in
As shown in
The starter gear 86 is fixed to the counter shaft 78, which is the input shaft of the supercharger transmission 99. Since the input shaft of the supercharger transmission 99 is also used for fixing another gear as described above, it is possible to reduce the number of components, and space saving is achieved.
The first end portions 78a, 82a of the input and output shafts 78, 82 of the supercharger transmission 99 are supported by the holder 43, and the second end portions 78b, 82b of the input and output shafts 78, 82 are supported by the crankcase body 41 of the crankcase 40. Thus, it is easy to mount the input and output shafts 78, 82 of the supercharger transmission 99 on the crankcase 40 as compared to the case where the input and output shafts 78, 82 are supported at both ends thereof by the crankcase 40.
Specifically, the input and output shafts 78, 82 are put into the crankcase body 41 so that the second bearing portions 41a, 41b of the crankcase body 41 are caused to support the second end portions 78b, 82b, and the holder 43 is mounted on the crankcase body 41 so that the first bearing portions 43a, 43b of the holder 43 are caused to support the first end portions 78a, 82a. Alternatively, in a state where the first end portions 78a, 82a are supported by the first bearing portions 43a, 43b of the holder 43, the second bearing portions 41a, 41b of the crankcase body 41 are caused to support the second end portions 78b, 82b so that the holder 43 can be mounted on the crankcase body 41. Thus, even in the case where a gear, a sprocket, or the like which is a rotating member having a larger diameter than that of the shaft body is provided on each of the input and output shafts 78, 82 of the supercharger transmission 99, it is possible to easily mount the input and output shafts 78, 82 of the supercharger transmission 99 on the crankcase 40.
The projection 59 is provided on the output shaft 82 of the supercharger transmission 99, the sprocket 100 is fixed to the projection 59, and the chain 102 which transmits rotation of the sprocket 100 to the supercharger 62 is provided. Thus, in a state where the holder 43 is mounted on the crankcase 40, the projection 59 is exposed to the right side which is one side in the widthwise direction of the motorcycle, and the chain 102 is easily connected to the sprocket 100. Furthermore, since the chain 102 is used as the power transmission body, it is possible to absorb a dimension error between the respective shafts, and gear ratio adjustment is made easy by changing the shape of the sprocket 100.
Since each pair of gears which are in mesh with each other is supported on the input and output shafts 78, 82 of the supercharger transmission 99, it is possible to assemble the input and output shafts 78, 82 to the crankcase 40 in a state where each pair of gears are in mesh with each other, thereby further improving the assemblability.
The shift ring 105 and the third and fourth speed gears 96, 98, on which the dogs 96a, 98a are formed, are supported on the supercharger drive shaft 82, which is the output shaft of the supercharger transmission 99. Thus, it is possible to assemble the supercharger transmission 99 to the crankcase 40 in a state where the shift ring 105 and the third and fourth speed gears 96, 98 are mounted on the supercharger drive shaft 82 and the plurality of pairs of gears and the dogs 96a, 98a are in mesh. Therefore, the assemblability is improved.
As shown in
As shown in
As shown in
As shown in
A shifter 104A is disposed between the first speed gear 92A and the second speed gear 94A on the counter shaft 78A. A shift ring 105A which constitutes a part of the shifter 104A is spline-fitted to the counter shaft 78A, whereby the shift ring 105A is not rotatable relative to the counter shaft 78A and is movable in the axial direction.
A shift fork (not shown) is moved in the axial direction to cause an engagement hole 105Aa, which is provided in the shift ring 105A, to be selectively engaged with either one of dogs 92Aa, 94Aa provided in the first and second speed gears 92A, 94A. Accordingly, the shift ring 105A is selectively engaged with either one of the first and second speed gears 92A, 94A so as not to be rotatable relative thereto.
The counter shaft 78A includes a projection 59A which projects rightward from the holder 43 in a state where the holder 43 is mounted on the crankcase body 41. The sprocket 100 is fixed to the projection 59A by means of the bolt 101. The chain 102, which transmits power from the crankshaft 39 to the supercharger 62 (
A large-diameter third speed gear 96A and a small-diameter fourth speed gear 98A which mesh with the first and second speed gears 92A, 94A, respectively, are provided on a supercharger drive shaft 82A. The first speed gear 92A and the third speed gear 96A constitute one pair of gears which mesh with each other. The second speed gear 94A and the fourth speed gear 98A constitute another pair of gears which mesh with each other. The third and fourth speed gears 96A, 98A are formed integrally on the supercharger drive shaft 82 so as not to be rotatable relative to the supercharger drive shaft 82. The other structure is the same as in the example of
On a first power transmission path of this example in
Meanwhile, on a second power transmission path, the shift ring 105A is dog-connected to the second speed gear 94A (a second gear ratio), and the rotational power of the crankshaft 39 is inputted from the drive gear 84A through the crank gear 80. The rotational power is transmitted through the second speed gear 94A to the chain 102 of the counter shaft 78A. That is, on the second power transmission path, rotation of the drive gear 84A is transmitted to the sprocket 100 and the chain 102 without being transmitted through the pairs of gears.
The present invention is not limited to the embodiment described above, and various additions, modifications, or deletions may be made without departing from the gist of the invention. For example, in the embodiment described above, the input and output shafts 78, 82 of the supercharger transmission 99 shown in
| Number | Date | Country | Kind |
|---|---|---|---|
| 2012-201406 | Sep 2012 | JP | national |
This application is a continuation application, under 35 U.S.C § 111(a) of international application No. PCT/JP2013/071849, filed Aug. 13, 2013, which claims priority to Japanese patent application No. 2012-201406, filed Sep. 13, 2012, the entire disclosure of which is herein incorporated by reference as a part of this application.
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| Number | Date | Country | |
|---|---|---|---|
| 20150184586 A1 | Jul 2015 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/JP2013/071849 | Aug 2013 | US |
| Child | 14643962 | US |
