JP3087149U - Transmission mechanism - Google Patents

Abstract

(57) [Problem] To provide a practical and effective transmission mechanism in which the transmission efficiency of a continuously variable transmission system for a motorcycle is greatly improved. A transmission mechanism is applied to transmission of power from a motor to wheels in a motorcycle, and includes an input shaft (30) for inputting power of the motor, and an input shaft (30).
The multi-stage gear transmission 2 is connected to the input shaft 30 so as to transmit the power, and when a torque is generated by the power of the input shaft 30, the multi-stage gear transmission 2 converts the torque to a stable torque and transmits the torque. Continuously variable transmission 1 that is connected to a gearbox 2 and receives a stable rotational force to transmit the power of an input shaft 30 to wheels to rotate.
And

Description

[Detailed description of the invention]

[0001]

[Technical field to which the invention belongs]

 The present invention relates to a power transmission mechanism, and more particularly, to a power transmission mechanism applied to transmission of power from a motor to wheels in a motorcycle, and including an input shaft, a gear transmission, and a continuously variable transmission. This transmission mechanism allows the continuously variable transmission of a motorcycle to rotate efficiently, stably and smoothly after continuously transmitting power.

[0002]

[Prior art]

 Motorcycles are a common vehicle in everyday life and are used especially for salaried workers on and off work. The continuously variable transmissions used in motorcycles are already a large part of the market because of their convenience and ease of use, and motorcycles are used as a means of transportation by many people.

A conventional continuously variable transmission will be described with reference to FIG. FIG. 7 is a partial cross-sectional perspective view of a conventional belt-type continuously variable transmission. In the figure, the belt-type continuously variable transmission 1 includes a driving belt pulley 11 and a driven belt pulley 13. , A V-shaped toothed belt 121 is suspended. The drive belt pulley 11 includes a fixed sheave 111, a movable sheave 112, and a centrifugal roller 113. The driven belt pulley 13 includes a movable sheave 131, a fixed sheave 132, a torque cam 133, a compression spring 134, It has. Since the speed reduction ratio of the continuously variable transmission 1 is automatically adjusted mainly depending on the magnitude of the rotational speed and the amount of the load, it is necessary to smoothly shift the motorcycle and improve the driving efficiency of the driving machine. Can be.

[0004] Conventionally, in the technology of power transmission mechanisms in the manufacture of motorcycles, a great many types of continuously variable transmissions have been used for adjusting the rotational speed ratio between belt pulleys. The continuously variable transmission mainly uses a V-shaped belt, and the two belt pulleys suspended on the belt also have V-groove widths (the sheaves facing the pulleys) of the belt pulley itself depending on the rotation speed and the load. (Interval between them). Therefore, the output shaft of the motor is directly connected to the belt pulley. Therefore, during the power transmission process during rotation, the instantaneous twisting phenomenon of the belt pulley that occurs when the transmission belt is wound around the belt pulley. Was a cause of

FIG. 8 is a graph showing the efficiency of a power transmission mechanism of a conventionally used continuously variable transmission. In FIG. 8, the solid line represents the reduction ratio of this type of continuously variable transmission, and the right vertical axis and the horizontal axis represent the reduction ratio and the time in seconds, respectively. According to this, the reduction ratio during the acceleration period (0 to 4.3 seconds) is about 2.60, the reduction ratio during the shift period (4.3 to 5.1 seconds) is about 2.16 to 1.98, and The reduction ratio in the constant speed period (5.1 to 12 seconds) is 1. It is about 89. The broken line indicates the efficiency of the continuously variable transmission, and the left vertical axis in the figure corresponds to this. That is, in the figure, the efficiency during the acceleration period (0 to 4.3 seconds) is about 69%, the efficiency during the shift period (4.3 to 5.1 seconds) is about 82%, and the constant speed period (5.1 to 12 seconds). Second) is about 61%.

As described above, it has been clarified that this type of transmission has a reduction ratio value that is usually varied within a range of 1 to 3, and at the same time has both functions of shifting and deceleration. However, the problem of the efficiency of the transmission mechanism has not been solved yet, and was not regarded as important by ordinary motorcycle designers. In addition, already known transmission mechanisms, for example, Taiwan Patent Publication No. 57049, No. 05037, No. 41904, and No. 69690 all have a main purpose of smooth shifting, and improve the efficiency of the transmission mechanism. Not mentioned. Further, Japanese Utility Model Laid-Open Publication No. Hei 6-54954 relates to a planetary gear-based compound continuously variable transmission other than for motorcycles, which aims at closing the flow direction of the power flow of the system. Although it is called "transmission," it is not a continuously variable transmission used for motorcycles.

[0007] In addition, the "multi-stage transmission system", which is another transmission mechanism for a motorcycle, has a relatively high transmission efficiency related to the transmission mechanism. However, when the gears are shifted, smoothness deteriorates. However, there is a disadvantage that the driving efficiency of the driving machine is inferior to that of the continuously variable transmission. Furthermore, there is a transmission of a transmission mechanism to which a set of planetary gear systems is attached, which focuses on the differential characteristics of the system and the high reduction ratio of the transmission, and the existing gearless transmission. It had the drawback that it could not be used in series with a step transmission as it was.

In view of this, in order to improve the quality of the continuously variable transmission for a motorcycle, the present inventors have studied and tested a system combining a gear transmission and a continuously variable transmission. As a result, a new transmission mechanism having an ideal special structure was developed, thereby eliminating the above-mentioned disadvantages of various transmissions.

[0009] Accordingly, a main object of the present invention is to provide a practical and effective transmission mechanism in which the transmission efficiency of a continuously variable transmission system for a motorcycle is greatly improved.

[0010] Another object of the present invention is to provide a transmission mechanism that solves the problem of the twisting phenomenon caused by the belt of the continuously variable transmission during the transmission process and the delay loss caused thereby.

Still another object of the present invention is to improve the transmission mechanism to reduce the reduction ratio when the belt pulley of the motorcycle rotates.

[0012]

[Means for Solving the Problems]

 The power transmission mechanism of the present invention for achieving the above object is a power transmission mechanism for transmitting power from a motor to a wheel in a motorcycle, wherein the input shaft for inputting the power of the motor, and the power is transmitted to the wheel. And a continuously variable transmission (CVT) for transmitting power from the input shaft to the continuously variable transmission for transmitting the power from the input shaft to the continuously variable transmission. A first planetary gear system for adjusting the reduction ratio of the stepless transmission, and a gear transmission having a second planetary gear system for providing a fixed reduction ratio to the continuously variable transmission. The first planetary gear train includes a first ring gear acting as an input end connected to the input shaft, a plurality of first planetary gears engaged with the first ring gear, and A first sun gear engaged with a planetary gear of the plurality of first planetary gears; A first planetary arm interconnected to a gear and acting as an output end; a centrifugal clutch connecting the first planetary arm and the first ring gear; mounted on the sun gear; A one-way clutch meshed with the sun gear so that the gear rotates together with the first ring gear.

Preferably, the second planetary gear train includes a second ring gear connected to the first planetary arm of the first planetary gear train and acting as an input end; A plurality of second planetary gears engaged with a ring gear; a second sun gear engaged with the plurality of second planetary gears and fixed to an engine support structure; A second planetary arm that is connected to the planetary gears of the first and second groups and acts as an output end.

Preferably, the reduction ratio of the second planetary gear system is set to be smaller than 2.

As can be seen from the description of the components and functions thereof, the transmission mechanism of the present invention can sufficiently increase the transmission efficiency of a normal continuously variable transmission by adopting such a compound type continuously variable transmission system. And the unnecessary energy loss of the motorcycle can be reduced. In other words, when analyzing the energy loss of the transmission efficiency of the continuously variable transmission and further calculating the torsional delay loss of the belt, the main cause of the energy loss is the delay loss caused by the belt torsion. It was found that the energy loss was minimal when the reduction ratio was around 1.0. As a result, in order to achieve this goal, the gear transmission of the present invention is constituted by a combination of gears or planetary gears, and in particular, while keeping the range of the reduction ratio of the continuously variable transmission at around 1.0, The transmission capacity and the driving efficiency of the driving machine can be maintained. By providing several stages of different reduction ratios in accordance with the demands of such a continuously variable transmission, a function of making the reduction ratio uniform is provided, and the rotational force received by the continuously variable transmission is improved. However, the power of the input shaft can be reduced to a rotational force that minimizes energy loss in the continuously variable transmission.

As described above, the transmission mechanism according to the present invention can improve the acceleration characteristics for shifting the continuously variable transmission stably and smoothly without affecting the shift range of the transmission system, the drive efficiency of the drive unit, and the transmission capacity. Improvements were made to improve the transmission efficiency while maintaining it. Therefore, it is possible to always rotate in the optimum state where the reduction ratio is around 1.0, and, consequently, the driving efficiency of the driving machine during the operation of the continuously variable transmission system is improved.

[0017]

[Embodiment of the invention]

 Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram showing a configuration of a preferred embodiment of the transmission mechanism of the present invention. Shown in the figure is a gear transmission having a two-stage planetary gear device, which is a transmission mechanism applied to a motorcycle in which wheels are rotated by transmission of power from a motor to wheels. The transmission mechanism is provided with an input shaft 30 for inputting the power of the motor, and is connected to the input shaft 30 to transmit the power. When a torque is generated by the transmission of the power of the input shaft 30, the torque is transmitted. The transmission includes a multi-stage gear transmission 2 and a continuously variable transmission 1 that is connected to the gear transmission 2 and receives the rotational force to transmit the power of an input shaft 30 to wheels to rotate.

The gear transmission 2 includes a first planetary gear system 21 that transmits a rotational force as an intermediate rotational force. The first ring gear 211 in the first planetary gear system 21 receives a rotational force from the input shaft 30 and transmits this to the first planetary gear 23 as a second rotational force. Since the second torque is lost by friction, the second torque is slightly smaller than the original torque.

When the first planetary gear 23 in the first planetary gear train 21 receives the second rotational force, the first planetary gear 23 applies a second rotational force to the first planetary arm 212 and the first sun gear 213, respectively. It is transmitted as power and third torque. Further, when the first planetary arm 212 of the first planetary gear train 21 receives the second power, it applies the second power to the second ring gear 221 and the centrifugal clutch 214 for the fourth rotational force and the fourth rotational force, respectively. The power is transmitted as the power of 3. Preferably, the gear transmission 2 further includes a second planetary gear system 22 that transmits a fourth rotational force when receiving the fourth rotational force, and by operating the second planetary gear system 22, The load (torque) from the motor caused by the continuously variable transmission 1 of the transmission mechanism is further reduced. When the second ring gear 221 in the second planetary gear train 22 receives the fourth rotational force, it transmits the fourth rotational force to the second planetary gear 24 as a fifth rotational force.

When the second planetary gear 24 of the second planetary gear system 22 of the present transmission mechanism receives the fifth rotational force, the second planetary gear 24 transmits the fifth rotational force to the second planetary arm 222 and the second sun gear 25. , Respectively, as the fourth power and the first acting force. Upon receiving the fourth power, second planetary arm 222 in second planetary gear system 22 transmits the fourth power to continuously variable transmission 1 as a sixth rotational force. The sixth torque at this time is the torque that the second planetary gear system 22 has applied to the continuously variable transmission 1. After this operation, subsequently, the rotational force is smoothly transmitted to the final reduction gear 3 by the drive belt pulley 11 and the driven belt pulley 13.

The second sun gear 25 in the second planetary gear train 22 is fixed to an engine support structure and receives a first acting force without rotating. Therefore, the second planetary gear train 22 provides only a fixed reduction ratio of less than 2.0. The gear transmission 2 in the present transmission mechanism further includes a centrifugal clutch 214 that is connected to the first planetary arm 212 and receives third power. In the first operating state, the centrifugal clutch 214 included in the first planetary gear train 21 connected to the input shaft 30 is not connected to the first ring gear 211 and the first planetary arm 212 Performs synchronous rotation with.

Next, an operation method of the continuously variable transmission 1 will be described with reference to an example of a speed change method in an acceleration process of the transmission mechanism of FIG. Here, when the motorcycle accelerates from the stationary state, the above-mentioned first operating state refers to a vehicle speed of 0 to 10 km / h. In the experiment of the present invention, the first 15 seconds of the Chinese national standard CNS D3029 “Motorcycle type of vehicle type A” were performed based on the test standard. During a period of 0 to 4 seconds, the vehicle accelerates from stationary to 15 km / h, and thereafter maintains a constant speed of 15 km / h during a period of 4 to 12 seconds. The first planetary gear system 21 of the present invention includes a one-way clutch 215 connected to the sun gear 213. The one-way clutch 215 is provided, for example, between the first sun gear 213 and its support shaft, enables the first sun gear 213 to rotate in the rotation direction of the first ring gear 211, and rotates in the opposite direction. You can make it not.

In the first operating state, the gear transmission 2 is in the position of the first gear, and in addition, the reduction ratio of the first planetary gear train 21 is 1.5, and the second planetary gear Since the reduction ratio of the system 22 is 1.3, the reduction ratio of the gear transmission 2 can be 1.95 (= 1.5 × 1.3). The resulting improvement is that the belt-type continuously variable transmission 1 could be maintained at a primitive reduction ratio of about 1.27.

At this time, the first sun gear 213 receives a third rotational force while being fixed to the one-way clutch 215. That is, the first sun gear 213 does not operate. At this time, the rotation speed of the centrifugal clutch 214 is relatively low at the same time, so that it does not yet have the necessary centrifugal force to mesh with the first ring gear 211. Therefore, the rotational force is reduced by the first ring gear 211 via the first planetary gear 23 and then output by the first planetary arm 212. The same transmission system is also used for the second planetary gear system 22, and the rotational force is transmitted to the second planetary arm 222 after being reduced by the second planetary gear 24 and output. Is done. The above-described transmission is performed within the first speed section (that is, the above-described vehicle speed section of 0 to 10 km / h).

At this stage of the vehicle speed, the reduction ratio of the continuously variable transmission 1 is close to 1.0, and the torsional delay loss is relatively small. Further, the reduction ratio of the first speed section in this system is maintained at a starting value of 2.48 (= 1.95 × 1.27), and the centrifugal roller 113 of the continuously variable transmission itself is driven at this time. In this case, since the drive belt pulley 11 cannot be pushed and opened yet, the continuously variable transmission 1 has not yet experienced the shift phenomenon.

FIG. 2 is a schematic view showing the above-described first operation state of the transmission mechanism of the present invention. The first operation state of the centrifugal clutch 214 in the first operation state occurs with the first operation state of the one-way clutch 215. The arrows shown in the figure indicate the directions of transmission of kinetic energy by rotational force and power.

FIG. 3 is a flowchart for explaining a power transmission process in the first operating state of the transmission mechanism of the present invention. As can be seen, in the first operating state, in the first operating state, the first planetary gear train 21 (the first ring gear 211, the first planetary gear 23 and the first planetary gear 23) is connected to the input shaft 30 of FIG. Immediately after being transmitted to the second planetary gear train 22, and continuously transmitted through the second ring gear 221, the second planetary gear 24, and the second planetary arm 222. After that, it is sent to the continuously variable transmission 1. As a result, the continuously variable transmission efficiency of the transmission mechanism in the first operation state is improved.

FIG. 4 is a schematic diagram showing a second operation state of the transmission mechanism according to the present invention. The second operating state of the centrifugal clutch 214 in the second operating state shown in the drawing occurs with the second operating state of the one-way clutch 215. The arrows shown in the figure indicate the direction of kinetic energy transmission by rotational force and power. In addition, as can be seen from the figure, the centrifugal clutch 214 included in the first planetary gear train 21 connected to the input shaft 30 has the second planetary gear train 214 in the second operating state. The second planetary gear 212 is connected to the first planetary gear 212 and meshes with the first ring gear 211. Based on the second planetary gear 212, the second planetary gear 212 receives a second rotational force from the first ring gear 211 and applies the fifth rotational power to the first planetary arm 212. Convey as In the second operation state, the centrifugal clutch 214 has already meshed with the first ring gear 211, and the first planetary gear 23 has no speed reduction action. Since the centrifugal clutch 214 has already engaged with the first ring gear 211, the second operating state does not occur at the same time as the first operating state receiving the third power.

After receiving the fifth power from the centrifugal clutch 214, the first planetary arm 212 of the first planetary gear train 21 of the present invention transfers the fifth power to the second ring gear 221 and the one-way clutch 215. On the other hand, they are transmitted as the seventh rotational force and the second acting force, respectively. In this case, the form in which the seventh rotational force by the first planetary arm 212 is transmitted to the second planetary gear system 22 is as follows. Since the transmission is the same as the transmission of the fourth rotational force of the first planetary arm 212 in the first operating state (that is, the operation method in the first gear), the seventh rotational force is transmitted to the continuously variable transmission 1. Description of the transmission path is omitted.

Next, in the second operation state, the first planetary arm 212 rotates integrally with the first ring gear 211, and the sun gear 213 also rotates integrally therewith. Such a state of the first sun gear 213 does not occur at the same time as the first operation state in which the third rotational force is received from the first planetary gear 23, and does not affect the deceleration function. That is, the first ring gear 211 and the centrifugal clutch 214 are in an engaged state. The rotation in the "movable" rotation direction is performed in the second speed section, that is, the speed section in which the speed of the vehicle is higher than 10 km / h and the speed reduction ratio of the system is 1.65. Will be

Incidentally, at this time, the centrifugal clutch 214 in the first planetary gear system 21 has already started operation, but since the speed of the vehicle has not yet exceeded 15 km / h, the stepless The centrifugal roller 113 in the transmission 1 cannot be started yet, and the continuously variable transmission 1 still maintains the original reduction ratio (about 1.27). Under such speed conditions of the vehicle, the belt-type continuously variable transmission 1 maintains the same efficiency as when it was started, but the reduction ratio of the system is reduced to 1.65.

When the speed of the vehicle exceeds 15 km / h, the centrifugal roller 113 in the drive belt pulley 11 of the belt-type continuously variable transmission 1 starts to move due to an increase in the rotation speed, and the centrifugal force generated by the rotation causes the centrifugal roller 113 to move. The width of the V-groove of the belt pulley is reduced, and the reduction ratio gradually approaches 1.0, contributing to further improvement of its own transmission efficiency. At this time, the gear transmission 2 has no speed change function since the second planetary gear system 22 does not have a centrifugal clutch, and thus has no speed change function. Changes only according to the continuously variable transmission 1. As a result, the system characteristics match those of the continuously variable transmission 1, which contributes to matching with the power source.

The seventh rotational force transmitted by the first planetary arm 212 in the first planetary gear system 21 by receiving the fifth power is transmitted from the first planetary gear system 21 to the second planetary gear system 22. It is a rotating force that acts. The gear transmission 2 transmits torque from the first planetary gear system 21 to the continuously variable transmission 1 via a second planetary gear system connected to the continuously variable transmission 1.

FIG. 5 is a flowchart for explaining a power transmission process in the second operation state of the transmission mechanism according to the present invention. As can be seen from the figure, the second operating state is as follows: the first planetary gear train 21 (the first ring gear 211, the centrifugal clutch 214 in FIG. (Including the first planetary gear 23 and the first planetary arm 212), and then immediately to the second planetary gear system 22. After passing through the same transmission path as in FIG. It is sent to the step transmission 1. As a result, the continuously variable transmission efficiency of the transmission system in the second operation state is improved.

FIG. 6 is a graph showing the efficiency of the transmission mechanism after the conventionally used transmission mechanism of the continuously variable transmission is improved by the present invention. In the figure, the solid line represents the reduction ratio of the continuously variable transmission after the improvement, and the right vertical axis and the horizontal axis represent the reduction ratio and the time in seconds, respectively. According to this, none of the reduction ratios of the present planetary gear system exceeds the value of 2.0. That is, the reduction ratio in the acceleration period (0 to 4.3 seconds) is about 1.281, the reduction ratio in the shift period (4.3 to 5.1 seconds) is about 1.267, and the constant velocity period (5. The deceleration ratio of 1 to 12 seconds is about 1.266.

A broken line indicates the efficiency of the continuously variable transmission, and the left vertical axis in the figure corresponds to the efficiency. That is, in the figure, the efficiency during the acceleration period (0 to 4.3 seconds) is about 84%, and the power loss amount at this time depends on the shift period (4.3 to 5.1 seconds) and the constant speed period ( (5.1 to 12 seconds), but the transmission efficiency is higher than before. Next, the efficiency during the shift period (4.3 to 5.1 seconds) is about 93.1%, and the power loss at this time drops sharply, and the transmission efficiency sharply increases. The deceleration ratio during the last constant velocity period (5.1 to 12 seconds) is about 94%, and the power loss at this time belongs to the ordinary level, and the transmission efficiency tends to be higher. Therefore, as can be seen from the comparison of the numerical values between FIG. 6 and FIG. 8, the transmission efficiency is greatly improved by the present invention. Further, when the gear transmission 2 is combined with an existing continuously variable transmission 2, the space occupied by the gear transmission 2 is relatively small, so that the gear transmission 2 can be conveniently applied to a motorcycle such as a scooter.

[0037]

[Effect of the invention]

 As described above, the transmission mechanism of the present invention performs transmission by combining a belt-type continuously variable transmission and a novelly configured gear transmission, so that good transmission efficiency can be obtained. Further, a gear transmission having a first planetary gear system for adjusting the reduction ratio of the continuously variable transmission and a second planetary gear system for providing a fixed reduction ratio to the continuously variable transmission. As a result, the efficiency under specific driving conditions can be improved, and the output efficiency can be improved. Further, the continuously variable transmission system completed by the present invention still retains the effects of the conventional continuously variable transmission, and therefore does not impair the conventional advantages such as smooth shift and high drive efficiency. Therefore, not only is the efficiency of use of the energy source improved, but also the reduction ratio of the continuously variable transmission can be made close to 1, so that the life of the continuously variable transmission can be prolonged due to a reduction in the torsion of the belt, and It greatly contributes to the above-mentioned production and has a large industrial utility value.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a system configuration of a transmission mechanism of the present invention.

FIG. 2 is a schematic diagram showing a first operation state of the transmission mechanism of the present invention.

FIG. 3 is a flowchart illustrating a power transmission process in a first operation state of the transmission mechanism of the present invention.

FIG. 4 is a schematic view showing a second operation state of the transmission mechanism of the present invention.

FIG. 5 is a flowchart illustrating a power transmission process in a second operation state of the transmission mechanism of the present invention.

FIG. 6 is a graph showing the efficiency of the transmission mechanism after the transmission mechanism of the continuously variable transmission is improved.

FIG. 7 is a partially sectional perspective view of a conventional belt-type continuously variable transmission.

FIG. 8 is a graph showing the efficiency of a transmission mechanism of a conventional continuously variable transmission.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Continuously variable transmission 2 Gear transmission 30 Input shaft

Claims (3)

[Utility model registration claims] 1. A transmission mechanism for transmitting power from a motor to wheels in a motorcycle, comprising: an input shaft for inputting power of the motor; and a belt-type continuously variable transmission for transmitting the power to the wheels. A transmission between the input shaft and the belt-type continuously variable transmission for transmitting the power from the input shaft to the belt-type continuously variable transmission; and A first planetary gear system for adjusting a reduction ratio, and a gear transmission having a second planetary gear system for imparting a fixed reduction ratio to the belt-type continuously variable transmission; A first ring gear acting as an input end connected to the input shaft; a plurality of first planetary gears engaging with the first ring gear; and a first planetary gear. A first sun gear engaged with the gear; A first planetary arm interconnected to the planetary gears and acting as an output end; a centrifugal clutch connecting the first planetary arm and the first ring gear; mounted on the sun gear; Sun gear is the first
And a one-way clutch meshed with the sun gear so as to rotate with the ring gear. 2. The second planetary gear train includes: a second ring gear connected to the first planetary arm of the first planetary gear train and acting as an input end; and the second ring gear. A plurality of second planetary gears engaged with the second plurality of planetary gears; a second sun gear engaged with the plurality of second planetary gears and fixed to the engine support structure; and the plurality of second planetary gears. The transmission mechanism according to claim 1, further comprising: a second planetary arm connected to the gear and acting as an output end. 3. The transmission mechanism according to claim 1, wherein a reduction ratio of the second planetary gear system is smaller than 2.