JP2012077834A - 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 a first shaft 51 and a second shaft 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. A torque damper 70 which alleviates a torque variation is arranged between the engine E and the primary cone 61.

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. A power unit of a straddle-type vehicle including a machine is characterized in that a torque damper for reducing torque fluctuation is provided between an engine and a primary cone.

  The invention according to claim 2 is characterized in that, in addition to the configuration according to claim 1, the torque damper is provided in the primary cone.

  According to a third aspect of the present invention, in addition to the configuration of the second aspect, the primary cone and the secondary cone are arranged in parallel to the side of the engine and in the vehicle front-rear direction, and the primary cone has a large diameter. It is characterized by being arranged with the side facing the engine.

  The invention according to claim 4 is characterized in that, in addition to the configuration according to claim 2 or 3, a pressing force generation mechanism is provided in the secondary cone.

  The invention according to claim 5 is characterized in that, in addition to the configuration according to any one of claims 1 to 4, the torque damper is a cam type torque damper.

  According to a sixth aspect of the present invention, in addition to the configuration according to any one of the first to fifth aspects, the engine includes a crankshaft disposed so as to be orthogonal to the longitudinal direction of the vehicle. Is directly provided at one end of the crankshaft.

  The invention according to claim 7 is characterized in that, in addition to the configuration according to any one of claims 1 to 6, a generator is provided on the side opposite to the side where the transmission of the crankshaft is provided.

  In the invention according to claim 8, in addition to the structure according to claim 6 or 7, the first shaft is a pipe member, one end of which is fitted to the end of the crankshaft, and the flange is formed at the other end. The outer end surface of the primary cone is in contact with the inner side surface of the flange, and the rolling bearing is in contact with the outer surface of the flange.

  According to a ninth aspect of the present invention, in addition to the configuration according to any one of the second to eighth aspects, the cam member of the torque damper is attached to the outer peripheral surface of the first shaft so as not to be relatively rotatable. A cam groove that engages with the cam member is formed on the inner peripheral surface.

  According to the first aspect of the present invention, since the torque damper for reducing torque fluctuation is provided between the engine and the primary cone, the transmission can be arranged in a compact manner. Further, since the torque damper is provided on the upstream side of the heavy primary cone and secondary cone, the transmission can be protected from excessive torque fluctuations.

  According to the invention of claim 2, since the torque damper is provided in the primary cone, the axial length of the transmission can be shortened, and the transmission can be arranged compactly.

  According to the invention of claim 3, the primary cone and the secondary cone are arranged side by side in the engine and in parallel in the vehicle longitudinal direction, and the large diameter side of the primary cone is arranged to face the engine side. The mounting structure of the torque damper can be simplified.

  According to the invention of claim 4, since the pressing force generating mechanism is provided in the secondary cone, the torque damper function and the thrust generating function are provided separately for the primary cone and the secondary cone. Thereby, the incorporation of the torque damper can be facilitated.

  According to the fifth aspect of the present invention, since the torque damper is a cam type torque damper, it is smaller and cheaper than that using oil cutting resistance. Thereby, a transmission can be arrange | positioned compactly and the manufacturing cost of a power unit can be reduced.

  According to the invention of claim 6, since the primary cone is directly provided at one end of the crankshaft, the length of the power unit in the front-rear direction can be shortened.

  According to the seventh aspect of the invention, since the generator is provided on the side opposite to the side on which the transmission of the crankshaft is provided, the right and left balance of the power unit can be improved.

  According to the invention of claim 8, the first shaft is a pipe member, one end of which is fitted to the end of the crankshaft, the flange is provided at the other end, and the primary cone is formed on the inner surface of the flange. Since the outer end surface of the roller contacts and the rolling bearing contacts the outer surface of the flange portion, the primary cone can be removed together with the first shaft without disassembling the crankcase. Further, since the first shaft is a pipe member, the power unit can be reduced in weight.

  According to invention of Claim 9, the cam member of a torque damper is attached to the outer peripheral surface of a 1st shaft so that relative rotation is impossible, and the cam groove engaged with a cam member is formed in the inner peripheral surface of a primary cone. Therefore, it is not necessary to prepare another member for forming the cam groove, and the manufacturing cost of the power unit can be reduced.

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 has a first shaft 51 that is a cylindrical pipe member that is spline-fitted to the outer peripheral surface of the right end portion of the crankshaft 30, and a relative rotation on the outer peripheral surface of the first shaft 51. A conical primary cone 61 that can be fitted, a torque damper 70 that is provided between the first shaft 51 and the primary cone 61 to reduce torque fluctuations, and a second shaft that is provided behind the crankshaft 30. 52, a conical secondary cone 62 that is fitted to the outer peripheral surface of the second shaft 52 so as to be relatively rotatable, and is disposed in the opposite direction to the primary cone 61, and 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.

  Further, as shown in FIG. 4, a flange 51b extending radially outward is formed at the right end of the first shaft 51, and the vehicle of the primary cone 61 is formed on the inner surface of the flange 51b in the vehicle width direction. The outer end surface in the width direction contacts, and the rolling bearing 42b contacts the outer surface in the vehicle width direction of the flange portion 51b. For this reason, it is possible to remove the primary cone 61 together with the first shaft 51 without disassembling the crankcase 21.

  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 102 that is relatively rotatable, a drive plate 103 that is relatively non-rotatably coupled to the input shaft 102, and a hook-shaped clutch housing 104 that is non-rotatably coupled to the output shaft 101 and covers the drive plate 103. A plurality of clutch weights 105 rotatably supported by the drive plate 103, 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, and the clutch housing 104 Release frictional engagement with friction material 106 Provided that a spring 107 for biasing the clutch weight 105 in the direction.

  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. A first driven gear 112. 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 122 that is spline-fitted to the right end portion of the intermediate shaft 91 and meshes with the second drive gear 121.

  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 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).

  As described above, according to the power unit P of the straddle-type vehicle of the present embodiment, the transmission TM is provided to provide the torque damper 70 that reduces the torque fluctuation between the crankshaft 30 and the primary cone 61 of the engine E. Can be arranged compactly. Further, since the torque damper 70 is provided on the upstream side of the heavy primary cone 61 and the secondary cone 62, the transmission TM can be protected from excessive torque fluctuations.

  Further, according to the power unit P of the saddle riding type vehicle of the present embodiment, since the torque damper 70 is provided in the primary cone 61, the axial length of the transmission TM can be shortened, and the transmission TM can be made compact. Can be arranged.

  Further, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the primary cone 61 and the secondary cone 62 are arranged on the side of the engine E and in parallel in the vehicle front-rear direction, and the primary cone 61 Since the large diameter side is arranged toward the engine E side, the mounting structure of the torque damper 70 can be simplified.

  Further, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the pressing force generating mechanism 80 is provided in the secondary cone 62, so that the torque damper function and the thrust generating function are provided in the primary cone 61 and the secondary cone 62. Divided and provided. Thereby, the incorporation of the torque damper 70 can be facilitated.

  Further, according to the power unit P of the saddle riding type vehicle of the present embodiment, the torque damper 70 is a cam type torque damper, so that it is smaller and less expensive than that using oil cutting resistance. Thereby, transmission TM can be arranged compactly and the manufacturing cost of power unit P can be reduced.

  Further, according to the power unit P of the saddle riding type vehicle of the present embodiment, the primary cone 61 is directly provided at one end of the crankshaft 30, and therefore the length of the power unit P in the front-rear direction can be shortened.

  Further, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the generator 31 is provided on the opposite side of the crankshaft 30 to the side where the transmission TM is provided, so that the left and right balance of the power unit P can be improved. it can.

  Moreover, according to the power unit P of the saddle-ride type vehicle of the present embodiment, the first shaft 51 is a pipe member, one end of which is fitted to the end of the crankshaft 30, and the flange 51b is provided at the other end. Since the outer end surface of the primary cone 61 abuts on the inner side surface of the flange portion 51b and the rolling bearing 42b abuts on the outer surface of the flange portion 51b, the entire first shaft 51 is 1 without disassembling the crankcase 21. The next cone 61 can be removed. Moreover, since the 1st shaft 51 is a pipe member, the power unit P can be reduced in weight.

  Further, according to the power unit P of the saddle riding type vehicle of the present embodiment, the cam member 71 of the torque damper 70 is attached to the outer peripheral surface of the first shaft 51 so as not to be relatively rotatable, and the inner peripheral surface of the primary cone 61 is Since the cam groove 72 that engages with the cam member 71 is formed, it is not necessary to prepare another member for forming the cam groove 72, and the manufacturing cost of the power unit P can be reduced.

P power unit E engine TM transmission 30 crankshaft 31 generator 42b rolling bearing 51 first shaft 51b flange 52 second shaft 61 primary cone 62 secondary cone 63 ring member 70 torque damper 71 cam member 72 cam groove 80 pressure generation mechanism

Claims (9)

A primary cone (61) and a secondary cone (62) which are disposed opposite to each other on the first shaft (51) and the second shaft (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 power unit for a straddle-type vehicle, wherein a torque damper (70) for reducing torque fluctuation is provided between the engine and the primary cone.   The power unit of the saddle riding type vehicle according to claim 1, wherein the torque damper (70) is provided in the primary cone (61).   The primary cone (61) and the secondary cone (62) are arranged in parallel to the side of the engine (E) and in the longitudinal direction of the vehicle, and the large diameter side of the primary cone is directed to the engine side. The power unit for a saddle-ride type vehicle according to claim 2, wherein the power unit is disposed toward the power unit.   The power unit of the saddle riding type vehicle according to claim 2 or 3, wherein a pressing force generating mechanism (80) is provided in the secondary cone (62).   The power unit of the saddle riding type vehicle according to any one of claims 1 to 4, wherein the torque damper (70) is a cam type torque damper. The engine (E) includes a crankshaft (30) disposed so as to be orthogonal to the vehicle longitudinal direction,
The power unit of the straddle-type vehicle according to any one of claims 1 to 5, wherein the primary cone (61) is directly provided at one end of the crankshaft.   The straddle-type vehicle according to any one of claims 1 to 6, wherein a generator (31) is provided on a side of the crankshaft (30) opposite to the side on which the transmission (TM) is provided. Power unit. The first shaft (51) is a pipe member, one end of which is fitted to the end of the crankshaft (30), and a flange (51b) is provided at the other end.
The scissors according to claim 6 or 7, wherein an outer end surface of the primary cone (61) abuts on an inner surface of the collar portion, and a rolling bearing (42b) abuts on an outer surface of the collar portion. Power unit for riding type vehicles. A cam member (71) of the torque damper (70) is attached to the outer peripheral surface of the first shaft (51) so as not to be relatively rotatable,
The saddle riding type according to any one of claims 2 to 8, wherein a cam groove (72) that engages with the cam member is formed on an inner peripheral surface of the primary cone (61). Vehicle power unit.

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