JP2012077833A - Power unit of saddle type vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power unit of a saddle type vehicle to which a transmission can compactly be arranged.SOLUTION: The power unit of the saddle type vehicle includes the transmission TM which has a primary cone 61 and a secondary cone 62 which are reversely arranged and rotated with respect to each other on two shafts 51, 52, and a ring member 63 friction-contacting with the primary cone 61 and the secondary cone 62 and surrounding the secondary cone 62, and also transmits an output of an engine E to the secondary cone 62 from the primary cone 61 by moving the ring member 63 while varying a transmission ratio. There are arranged a first gear shaft 102 having a first intermediate gear 112 which rotates in conjunction with the rotation of the secondary cone 62, and a second gear shaft 91 having a second intermediate gear 122 which rotates in conjunction with the rotation of the first gear shaft 102, and the first gear shaft 102 and the second gear shaft 91 are dividedly arranged in upper and lower parts of a line segment L6 which connects an axial center line L2 of the secondary cone 62 and an axial center line L5 of a final output shaft 92.

Description

  The present invention relates to a power unit for a saddle-ride type vehicle.

  2. Description of the Related Art As a conventional power unit for a saddle-ride type vehicle, there is known a power unit that includes a transmission that shifts a ring member by sandwiching a ring member between two conical friction wheels and moving the ring member (for example, patents). Reference 1).

JP 2005-207590 A

  By the way, the transmission described in the above-mentioned Patent Document 1 is intended to be applied to an automobile, and needs to be made compact in order to be applied to a straddle-type vehicle such as a motorcycle.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a power unit of a straddle-type vehicle in which a transmission can be arranged in a compact manner.

  In order to achieve the above object, the invention according to claim 1 is a frictional contact between a primary cone and a secondary cone, which are arranged opposite to each other on two axes, and rotating, and the primary cone and the secondary cone. And a ring member surrounding one of the primary cone and the secondary cone, and shifting the ring member to transmit the engine output from the primary cone to the secondary cone while changing the transmission ratio. In a power unit of a saddle-ride type vehicle equipped with a machine, a first gear shaft having a first intermediate gear that rotates in conjunction with the rotation of the secondary cone, and a second intermediate gear that rotates in conjunction with the rotation of the first gear shaft A first gear shaft and a second gear shaft are arranged separately above and below a line segment connecting the axial center line of the secondary cone and the axial center line of the final output shaft. Features.

  The invention according to claim 2 is arranged such that, in addition to the configuration according to claim 1, the line segment connecting the axial center line of the primary cone and the axial center line of the secondary cone is substantially horizontal. Features.

  The invention according to claim 3 is characterized in that, in addition to the configuration according to claim 1 or 2, the first gear shaft is arranged behind the second gear shaft in a side view of the engine.

  The invention according to claim 4 is characterized in that, in addition to the configuration according to claim 3, the first gear shaft is provided with a centrifugal start clutch.

  According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, in the side view of the engine, the axial center line of the secondary cone, the first gear shaft, the axial center line of the second gear shaft, and the final output The shaft center line of the shaft is disposed within the projected area of the starting clutch.

  The invention according to claim 6 is characterized in that, in addition to the configuration according to claim 1, the ring member is provided so as to surround the secondary cone.

  The invention according to claim 7 is characterized in that, in addition to the configuration according to claim 6, the large diameter side of the primary cone is arranged facing the engine side.

  According to the first aspect of the present invention, the first gear shaft having the first intermediate gear that rotates in conjunction with the rotation of the secondary cone and the second intermediate gear that rotates in conjunction with the rotation of the first gear shaft are provided. The second gear shaft is provided, and the first gear shaft and the second gear shaft are arranged separately above and below the line segment connecting the shaft center line of the secondary cone and the shaft center line of the final output shaft. The length in the front-rear direction can be shortened, and the transmission can be arranged compactly.

  According to the invention of claim 2, since the line segment connecting the axial center line of the primary cone and the axial center line of the secondary cone is arranged to be substantially horizontal, the axial centers of the primary cone and the secondary cone are arranged. Line and oil surface become parallel. Thereby, even if the gear ratio changes, the ring member is always immersed in the oil, so that the oil can be supplied evenly.

  According to the invention of claim 3, in the side view of the engine, since the first gear shaft is disposed behind the second gear shaft, the length of the power unit in the front-rear direction can be further shortened.

  According to the fourth aspect of the present invention, since the centrifugal start clutch is provided on the first gear shaft, the large-diameter start clutch is connected to the shaft centerline of the secondary cone above the transmission and the shaft of the final output shaft. It is arranged in a mountain shape between the center lines. Thereby, a power unit can be made compact.

  According to the invention of claim 5, in the side view of the engine, the shaft centerline of the secondary cone, the first gear shaft, the shaft centerline of the second gear shaft, and the shaft centerline of the final output shaft are Since it arrange | positions in a projection area, each axis | shaft can be arrange | positioned compactly. Thereby, since concentration of mass can be achieved, the maneuverability of the vehicle can be improved.

  According to the invention of claim 6, since the ring member is provided so as to surround the secondary cone, the transmission can be disposed more compactly than in the case where the ring member is provided so as to surround the primary cone. it can.

  According to the seventh aspect of the present invention, since the large diameter side of the primary cone is arranged toward the engine side, the front and rear of the transmission can be tapered toward the outside in the vehicle width direction. Thereby, since interference with a transmission and other components can be reduced, a transmission can be arrange | positioned compactly.

1 is a right side view of a motorcycle on which an embodiment of a power unit according to the present invention is mounted. It is a right view of the power unit shown in FIG. It is the sectional view on the AA line of FIG. FIG. 4 is an enlarged cross-sectional view of the periphery of the transmission shown in FIG. 3. It is an expanded sectional view of the periphery of the centrifugal clutch shown in FIG.

  Hereinafter, an embodiment of a power unit of a saddle riding type vehicle according to the present invention will be described in detail with reference to the drawings. It should be noted that the drawings are viewed in the direction of the reference numerals, and in the following description, front, rear, left and right, and top and bottom are in accordance with the direction seen from the operator, and the front of the vehicle is Fr, the rear is Rr, the left is L, the right is R, upper is shown as U, and lower is shown as D.

  In the motorcycle (saddle-type vehicle) 1 of the present embodiment, as shown in FIG. 1, the vehicle body frame 2 extends with a head pipe 3 at the front of the vehicle body and a slanting downwardly inclined downward from the head pipe 3. One main frame 4 to be fixed, a pair of left and right pivot brackets 5 extending downward and fixed to the rear part of the main frame 4, and the vicinity of the front position of the pair of left and right pivot brackets 5 at the rear part of the main frame 4 It is interposed between a pair of left and right seat rails 6 that extend diagonally upward from the rear to the rear and bend in the middle to reach the rear end, and a pair of left and right pivot brackets 5 and the center of the pair of left and right seat rails 6 And a pair of left and right middle frames 7.

  In addition, a riding seat 8 is provided above the pair of left and right seat rails 6 of the body frame 2, and a lower portion serves as a storage portion 9. A handle 10 that is pivotally supported by the head pipe 3 is provided above the front portion of the vehicle body, a front fork 11 extends below the handle 10, and a front wheel WF is pivotally supported at the lower end of the front fork 11. A rear fork 13 is pivotally supported by a pair of left and right pivot brackets 5 with a pivot shaft 12 so that the front end thereof is swingable, and extends rearward. A rear wheel WR is pivotally supported at a rear end portion of the rear fork 13. A pair of left and right rear cushions 14 is interposed between the rear portion of the rear fork 13 and the pair of left and right seat rails 6.

  A power unit P is suspended below the main frame 4 and in front of a pair of left and right pivot brackets 5. The upper part of the power unit P is suspended by a pair of left and right support brackets 15 suspended from the central part of the main frame 4, and the rear part of the power unit P is fixed to the pair of left and right pivot brackets 5. The body frame 2 is covered with a synthetic resin body cover 16 divided into various parts.

  As shown in FIGS. 1 to 3, the power unit P includes a front engine E and a rear transmission TM.

  The engine E is a single-cylinder four-cycle engine, and its outer shell mainly includes a crankcase 21 including a left crankcase 21L and a right crankcase 21R, and a cylinder block 22 coupled to an upper front portion of the crankcase 21. The cylinder head 23 is coupled to the front surface of the cylinder block 22, the cylinder head cover 24 is coupled to the front surface of the cylinder head 23, and the generator cover 25 is attached to the left side surface of the left crankcase 21L. A clutch cover 26 that forms a clutch chamber 26a that houses a centrifugal clutch 100 described later is attached to the right side surface of the right crankcase 21R. A transmission cover 27 that forms a transmission chamber 27a that houses the transmission TM is attached to the right side surface of the clutch cover 26. Lubricating oil is sealed in the crank chamber 21a in the crankcase 21, and traction oil is sealed in the transmission chamber 27a.

  As shown in FIG. 2, the cylinder block 22, the cylinder head 23, and the cylinder head cover 24 protrude from the front surface of the crankcase 21 in a posture that is largely inclined forward to a substantially horizontal state. Further, as shown in FIG. 1, a throttle body 17b and an air cleaner 17c are connected to an intake pipe 17a extending above the cylinder head 23. Further, the exhaust pipe 18a extending below the cylinder head 23 and bent rearward is connected to a muffler 18b extending rearward and arranged on the right side of the rear wheel WR. Further, a drive chain 19b is bridged between a drive sprocket 93 attached to a final shaft 92 described later and a driven sprocket 19a provided integrally with the rear wheel WR, and the rear wheel WR is driven.

  Further, the crankcase 21 is provided with a crankshaft 30 so as to be orthogonal to the vehicle longitudinal direction. The crankshaft 30 is provided with rolling bearings 41a and 41b provided in the left and right crankcases 21L and 21R, respectively. Is rotatably supported. A transmission TM is attached to the right end of the crankshaft 30, and a generator 31 is attached to the left end.

  A combustion chamber 32 is formed on the lower surface of the cylinder head 23, and a spark plug 33 is attached so as to face the combustion chamber 32.

  A camshaft 34 of a valve operating mechanism is rotatably supported on the cylinder head 23, and a cam driven sprocket 35 is fixed to the left end portion of the camshaft 34. A cam chain 37 is wound between the cam driven sprocket 35 and a cam drive sprocket 36 formed on the crankshaft 30.

  Further, the piston pin 38a of the piston 38 is connected to the crankpin 30a of the crankshaft 30 via a connecting rod 39, and the piston 38 reciprocates in the cylinder axis direction within the cylinder liner 22a of the cylinder block 22. .

  As shown in FIG. 4, the transmission TM is fitted to a cylindrical first shaft 51 that is spline-fitted to the outer peripheral surface of the right end portion of the crankshaft 30, and to the outer peripheral surface of the first shaft 51 so as to be relatively rotatable. A cone-shaped primary cone 61, a torque damper 70 provided between the first shaft 51 and the primary cone 61 for reducing torque fluctuation, a second shaft 52 provided behind the crankshaft 30, A conical-shaped secondary cone 62 that is fitted to the outer peripheral surface of the two shaft 52 so as to be relatively rotatable and disposed opposite to the primary cone 61, and is provided between the second shaft 52 and the secondary cone 62. And a ring member 63 disposed to surround the secondary cone 62 by frictional contact with the primary cone 61 and the secondary cone 62. The transmission TM transmits the rotational force of the crankshaft 30 from the primary cone 61 to the secondary cone 62 while changing the transmission ratio by moving the ring member 63 in the axial direction.

  The left end portion of the primary cone 61 is rotatably supported by a rolling bearing 42 a provided on the clutch cover 26. A shaft member 51 a is fitted to the right end portion of the first shaft 51, and the shaft member 51 a is rotatably supported by a rolling bearing 42 b provided on the transmission cover 27. The second shaft 52 is rotatably supported by rolling bearings 43 and 44 provided in the clutch cover 26 and the transmission cover 27, respectively. Further, the rolling bearing 42 a is disposed on the outer side in the width direction of the clutch cover 26, and the rolling bearing 43 is disposed on the inner side in the width direction of the clutch cover 26. Thereby, axial forces (see arrows X and Y in FIG. 4) generated in the primary cone 61 and the secondary cone 62 are respectively applied to the rolling bearings 42a and 43 provided on the clutch cover 26 that is the wall surface on the engine E side. Supported.

  In the present embodiment, the primary cone 61 and the secondary cone 62 are arranged in parallel on the right side of the engine E and in the vehicle longitudinal direction. Further, the primary cone 61 is arranged so that the large diameter side faces the engine E side.

  Further, as shown in FIG. 2, in the primary cone 61 and the secondary cone 62, a line segment L3 connecting the axial center line L1 of the primary cone 61 and the axial center line L2 of the secondary cone 62 becomes substantially horizontal. Are arranged as follows. Thereby, the axial centerlines L1 and L2 of the primary cone 61 and the secondary cone 62 and the oil surface L4 of the traction oil become substantially parallel.

  The torque damper 70 is a cam type torque damper, and is accommodated in the primary cone 61. The cam member 71 is spline-fitted to the outer peripheral surface of the first shaft 51 so as to be axially movable and relatively non-rotatable. A plurality of cam grooves 72 that are formed on the inner peripheral surface of the cone 61 and engage with the cam member 71, and the cam member 71 on the outer peripheral surface of the first shaft 51 cannot move axially inward in the vehicle width direction and cannot be relatively rotated. A fixing member 73 that is spline-fitted, and a plurality of leaf springs 74 that are disposed between the cam member 71 and the fixing member 73 and bias the primary cone 61 outward in the vehicle width direction.

  The pressing force generating mechanism 80 is accommodated in the secondary cone 62, and a fixing member 81 that is spline-fitted to the right end portion of the second shaft 52 so as not to move in the axial direction and not to rotate relative thereto, and the secondary cone 62. A plurality of moving members 82 that are fitted to the inner peripheral surface so as to be axially movable and relatively non-rotatable, and are movable with the secondary cone 62 together with the secondary cone 62, and a plurality of fixed members 81. A plurality of balls 83 provided between the hemispherical ball receiver 81 a and the plurality of hemispherical ball receivers 82 a formed on the moving member 82, and disposed between the secondary cone 62 and the moving member 82. And a coil spring 84 that urges the next cone 62 inward in the vehicle width direction. When the transmission force increases, the pressing force generation mechanism 80 presses the secondary cone 62 to the left (rolling bearing 43 side), and sandwiches the ring member 63 with a larger force to suppress the slip.

  The rotational force output from the second shaft 52 of the transmission TM is, as shown in FIG. 5, the first reduction mechanism 110, the centrifugal clutch 100, the second reduction mechanism 120, and the like disposed in the clutch chamber 26a. The power is output to the outside of the engine E through the third reduction mechanism 130 disposed in the crank chamber 21a of the crankcase 21.

  The centrifugal clutch 100 is a centrifugal starting clutch, and an output shaft 101 rotatably supported by rolling bearings 45 and 46 provided on the right crankcase 21R and the clutch cover 26, respectively, and a right half portion of the output shaft 101. An input shaft (first gear shaft) 102 provided to be rotatable relative to the drive shaft 103, a drive plate 103 coupled to the input shaft 102 so as not to rotate relative thereto, and a drive plate 103 coupled to the output shaft 101 so as not to rotate relative thereto, covering the drive plate 103. A hook-shaped clutch housing 104, a plurality of clutch weights 105 rotatably supported by the drive plate 103, and a friction material 106 attached to the clutch weight 105 and capable of frictional engagement with the inner peripheral surface of the clutch housing 104 Between the clutch housing 104 and the friction material 106 It includes a spring 107 for biasing the clutch weight 105 in a direction to release the Kosugakarigo, the.

  The first speed reduction mechanism 110 is formed at the left end portion of the second shaft 52 of the transmission TM and the right end portion of the input shaft 102 of the centrifugal clutch 100 and meshes with the first drive gear 111. And a first driven gear (first intermediate gear) 112. As a result, the first driven gear 112 rotates in conjunction with the rotation of the secondary cone 62. The first drive gear 111 is disposed with the clutch cover 26 that is a support wall of the secondary cone 62 interposed therebetween. Thereby, the axial force (see arrow Y in FIG. 4) generated in the secondary cone 62 is supported by the rolling bearing 43 provided on the first drive gear 111 side.

  The second reduction mechanism 120 is rotatably supported by a second drive gear 121 formed at the left end portion of the output shaft 101 of the centrifugal clutch 100 and rolling bearings 47 and 48 provided in the left and right crankcases 21L and 21R, respectively. A second driven gear (second intermediate gear) 122 that is spline-fitted to the right end portion of the intermediate shaft (second gear shaft) 91 and meshes with the second drive gear 121. As a result, the second driven gear 122 rotates in conjunction with the rotation of the input shaft 102.

  The third reduction mechanism 130 is a final supported rotatably by a third drive gear 131 formed on the left half of the intermediate shaft 91 and rolling bearings 49 and 50 provided on the left and right crankcases 21L and 21R, respectively. And a third driven gear 132 that is provided on the shaft (final output shaft) 92 and meshes with the third drive gear 131. A drive sprocket 93 that transmits rotational force to the rear wheel WR via the drive chain 19b is attached to the left end portion of the final shaft 92 that protrudes from the left crankcase 21L.

  In the present embodiment, as described above, the clutch cover 26 having the clutch chamber 26a is attached to the right side surface of the right crankcase 21R, and the transmission cover 27 having the transmission chamber 27a on the right side surface of the clutch cover 26. Since the clutch cover 26 is removed together with the transmission cover 27, the transmission chamber 27a and the crankcase 21 of the engine E can be separated in a sealed state. Therefore, the transmission TM can be removed from the engine E without disassembling the transmission TM (without opening the transmission chamber 27a).

  Further, in the present embodiment, as shown in FIG. 2, in a side view of the engine E, the input shaft 102 is located above a line segment L6 connecting the axial center line L2 of the secondary cone 62 and the axial center line L5 of the final shaft 92. Is disposed, and an intermediate shaft 91 is disposed below the intermediate shaft 91. Thereby, the input shaft 102 and the intermediate shaft 91 are arranged so as to be distributed above and below the line segment L6.

  As shown in FIG. 2, the input shaft 102 is disposed behind the intermediate shaft 91 in a side view of the engine E.

  Further, as shown in FIG. 2, in the side view of the engine E, the axial center line L2 of the secondary cone 62, the input shaft 102, the axial center line L7 of the intermediate shaft 91, and the axial center line L5 of the final shaft 92 are The centrifugal clutch 100 is disposed within the projected area.

  As described above, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the input shaft is arranged above and below the line segment L6 connecting the axial center line L2 of the secondary cone 62 and the axial center line L5 of the final shaft 92. Since 102 and the intermediate shaft 91 are arranged separately, the length in the front-rear direction of the power unit P can be shortened, and the transmission TM can be arranged compactly.

  Further, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the line segment L3 connecting the axial center line L1 of the primary cone 61 and the axial center line L2 of the secondary cone 62 is arranged to be substantially horizontal. Therefore, the axial center lines L1 and L2 of the primary cone 61 and the secondary cone 62 and the oil surface L4 of the traction oil are substantially parallel. Thereby, even if the gear ratio changes, the ring member 63 is always immersed in the traction oil, so that the oil can be supplied evenly.

  Further, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the input shaft 102 is disposed behind the intermediate shaft 91 in the side view of the engine E, and therefore the length of the power unit P in the front-rear direction is further shortened. can do.

  Further, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the centrifugal clutch 100 is provided on the input shaft 102, so that the large-diameter centrifugal clutch 100 is connected to the axial center of the secondary cone 62 above the transmission TM. Between the line L2 and the axial center line L5 of the final shaft 92, it is arranged in a mountain shape. Thereby, the power unit P can be made compact.

  Further, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the axial center line L2 of the secondary cone 62, the input shaft 102, the axial center line L7 of the intermediate shaft 91, and the final shaft in the side view of the engine E. Since the shaft center line L5 of 92 is disposed within the projected area of the centrifugal clutch 100, the shafts 52, 102, 91, and 92 can be disposed compactly. Thereby, since concentration of mass can be achieved, the maneuverability of the vehicle 1 can be improved.

  Further, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the ring member 63 is provided surrounding the secondary cone 62, so that the ring member 63 is provided surrounding the primary cone 61. Thus, the transmission TM can be arranged in a compact manner.

  Further, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the front and rear of the transmission TM are tapered toward the outer side in the vehicle width direction because the large diameter side of the primary cone 61 is arranged toward the engine E side. It can be shaped. Thereby, since interference with transmission TM and other components can be decreased, transmission TM can be arranged compactly.

P Power unit E Engine TM Transmission 51 First shaft 52 Second shaft 61 Primary cone 62 Secondary cone 63 Ring member 91 Intermediate shaft (second gear shaft)
92 Final shaft (final output shaft)
100 Centrifugal clutch (starting clutch)
102 Input shaft (first gear shaft)
112 First driven gear (first intermediate gear)
122 Second driven gear (second intermediate gear)
L1 Axis centerline of the primary cone L2 Axis centerline of the secondary cone L3 line segment L5 Axis centerline of the final shaft L6 line segment L7 Axis centerline of the intermediate shaft

Claims (7)

A primary cone (61) and a secondary cone (62), which are arranged opposite to each other on two axes (51, 52) and rotate;
A ring member (63) in frictional contact with the primary cone and the secondary cone and surrounding one of the primary cone and the secondary cone;
In a power unit (P) of a straddle-type vehicle including a transmission (TM) that moves the ring member and transmits the output of the engine (E) from the primary cone to the secondary cone while changing a transmission ratio.
A first gear shaft (102) having a first intermediate gear (112) that rotates in conjunction with the rotation of the secondary cone, and a second intermediate gear (122) that rotates in conjunction with the rotation of the first gear shaft. A second gear shaft (91) having
The first gear shaft and the second gear shaft are distributed above and below a line segment (L6) connecting the shaft center line (L2) of the secondary cone and the shaft center line (L5) of the final output shaft (92). A power unit for a saddle-ride type vehicle characterized by being arranged.   A line segment (L3) connecting the axial center line (L1) of the primary cone (61) and the axial center line (L2) of the secondary cone (62) is arranged to be substantially horizontal. The power unit of the saddle riding type vehicle according to claim 1.   The saddle riding type according to claim 1 or 2, wherein the first gear shaft (102) is disposed rearward of the second gear shaft (91) in a side view of the engine (E). Vehicle power unit.   4. The straddle-type vehicle power unit according to claim 3, wherein the first gear shaft (102) is provided with a centrifugal starting clutch (100).   In the side view of the engine (E), the axial center line (L2) of the secondary cone (62), the first gear shaft (102), the axial center line (L7) of the second gear shaft (91), The power unit of the straddle-type vehicle according to claim 4, wherein an axis center line (L5) of the final output shaft (92) is disposed within a projected area of the start clutch (100).   The power unit of the saddle riding type vehicle according to claim 1, wherein the ring member (63) is provided so as to surround the secondary cone (62).   The power unit of a saddle-ride type vehicle according to claim 6, wherein the primary cone (61) is arranged with a large-diameter side facing the engine (E).

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