JP7117284B2 - multi-stage transmission - Google Patents

Description

A chain and sprocket transmission in which the chain is linearly driven to allow shifting during drive transmission.

In terms of transmissions that use chains and sprockets, there are external bicycle transmissions that are recognized worldwide for their superior performance. disadvantageous to

In the field of automobiles, various transmissions such as MT, AT, and CVT are used. In some cases, it is the smaller output side that requires a larger number of shift stages, but the current situation is that the use is not progressing due to weight, cost, and the like.

JP 2015-224732

The precise control of ATs used in high-output automobiles is said to pose a problem of development costs due to its complicated structure, complicated hydraulic circuit, and precise control.
The CVT, which has been said to be low cost, has repeatedly improved the basic structure of the transmission with the V-belt and the two sets of pulleys that sandwich it. We have made many improvements, such as parts that can withstand high pressure and accurate control for fuel efficiency, but development costs and transmission efficiency have become problems.
At the beginning of the development of transmissions such as ATs and CVTs, they were developed for relatively low output, but gradually progressed to high output. Among them, the direction to be solved is the development of a multi-stage transmission that is low cost, compact, lightweight, and simple. , can be a transmission for large output other than bicycles.

Normally, it seems impossible to replace the sprocket while driving the chain linearly. To provide a low-cost, energy-saving multi-stage transmission with a simple structure that does not require complicated control at the time of speed change, enables speed change during driving, and has a cut structure.

In the present invention, it has a 1-speed sprocket (a-20) that rotates integrally with the shaft (a-10) and a guide plate (a-30) that has a plurality of through holes in close proximity, and is divided on the circumference. A 2nd speed sprocket (b-20) and a 2nd speed shift plate (b-50) divided on the circumference are fitted by a plurality of slide pins (b-40) with a guide plate (a-30) interposed therebetween. 2-speed shift plate (b-50), with features allowing axial movement by cam shifters (b-60), chain and sprockets to allow shifting while driving It is a multi-stage transmission.

By splitting the high-speed sprocket that circumscribes the low-speed sprocket at the drive position that rotates integrally with the shaft, it is possible to shift while maintaining the driving force, and the operation to match the rotation during shifting and the clutch. It is possible to supply a low-cost multi-stage transmission that does not require precise control for shifting and has good transmission efficiency with chains and sprockets.

When sprockets for transmission are arranged on both the drive shaft and the driven shaft, the transmission gear ratio is obtained by multiplying the number of gear stages on both shafts, enabling multi-stage transmission. It is possible to easily increase the number of shift stages inside, and the shift to an AT makes it possible to shift while selecting the most suitable gear ratio for fuel consumption and driving conditions from among the gear ratios of the multiplier, replacing the conventional CVT. An energy-saving transmission can be provided.

Transmission structure diagram (1st gear) Structural diagram of the transmission (shifting to 2nd gear) Gear sprocket and cam shifter shape Front view of cam shifter (Parts shape on top) Side view during acceleration (during axial movement) Side view during acceleration (shift point during acceleration) Side view during acceleration (during acceleration) 2nd speed side view Side view during deceleration (during axial movement) Side view during deceleration (shift point during deceleration) Side view during deceleration (1st gear) Hatched portions in FIGS. 4 to 11 indicate drive positions.

1 to 2 and 3 show an embodiment of a transmission according to the invention.

A 1st speed sprocket (a-20) is placed in the driving position on the shaft (a-10), and a guide plate (a-30) is placed close to it. At the time of shifting, it moves to the drive position of the 1st speed sprocket (a-20) and rotates together.

Having a guide plate (a-30) with multiple through-holes, a 2-speed sprocket (b-20) divided on the circumference by a slide pin (b-40) that can move through the through-holes and the circumference The shift plate (b-50) split above is fitted, and the cam shifter (b-60) sandwiching the sliding surface of the shift plate (b-50) enables axial movement, and the split sprocket (b-20) is a multi-stage transmission with a chain and sprockets that uses the position of the guide plate (a-30) as the standby position and moves to the driving position or the standby position by the cam shifter (b-60) during shifting.

FIG. 4 shows an embodiment according to the invention.
In the present invention, a moving sprocket cam shifter and a shift plate are arranged for each gear stage as a mechanism that enables the divided sprockets to move to the axial driving position in one rotation. It has a structure that has a surface that sandwiches the sliding surface from both sides and a spiral sliding surface that spreads on both sides toward the rear in the rotational direction. The corner of the front dividing surface of the plate slides in, and the movement is completed in one rotation.

FIG. 5 shows an embodiment of the invention.
The position that does not interfere with the chain (d-70) (the inner side of the drive shaft and the driven shaft) is set as the axial movement position of the high-speed side sprocket, and the drive position ( a-20), and with the rotation of the shaft (a-10), all of the remaining split second speed sprockets (b-20) move to the drive position (a-20).

The second speed sprocket (b-20) moved to the drive position (a-20) is divided in advance according to the position where it joins with the roller of the chain (d-70) during drive rotation, and the chain automatically (d-70) and the 2nd speed sprocket (b-20) mesh and shift.

Except for the 1st speed sprocket (a-20), all high-speed sprockets that move in the direction of the shaft (a-10) during gear shifting have their rotational positional relationship with the inscribed and circumscribed sprockets and the split position. It has a structure that

In this transmission, all of the high-speed sprockets maintain their positional relationship during shifting, and have a structure in which they are sequentially sent out and received back, and a guide plate (a-30 ), and all of the high-speed side sprockets are arranged as a standby position. .

The speed change during driving is the tangential line (d-71) between the roller center circle (a-R) of the 1st speed sprocket (a-20) on the drive shaft and the roller center circle (h-R) of the sprocket installed on the driven shaft. The speed is changed by the movement of

FIG. 6 shows an acceleration embodiment of the present invention.
A chain (b-70) is attached to the 1st speed sprocket (a-20) of the driving shaft and the sprocket (h-90) of the driven shaft in a link-like manner, and stretched without slack, the 1st speed sprocket (a -20) on the tangent line (d-71) connecting the roller center circle (a-R) of the driven shaft (h-90) and the roller center circle (h-R) of the sprocket (h-90) of the driven shaft. -P) are aligned.

The speed change of this transmission is based on the chain on the tangential line between the roller center circle (a-R) of the 1st speed sprocket (a-20) and the sprocket roller center circle (h-R) of the driven shaft (h-90). When the roller center (dP) and the roller center (b-AP) on the rotational direction side of the dividing surface of the 2nd speed sprocket (b-20) that moved first in the axial direction to the driving position are aligned, the driving is in progress. shift becomes possible.

All of the sprockets moving in the axial direction are connected to the joint position (b-AP) in the same way that the center of the roller at the split portion on the rotational direction side of the 2nd speed sprocket (b-20) is the above-mentioned

The positional relationship is determined by a certain method, and assembled with the positional relationship in the circumferential direction and the rotational direction.

FIG. 8 shows an embodiment of the present invention for 2nd speed.
In a design that prioritizes acceleration, it is possible to set the joint position with high accuracy during acceleration, and the tangential line (d -71), the tangential line (d-72) moves to the roller center circle (b-R) of the 2nd speed sprocket (b-20), and the split sprocket is fed along with the rotation of the shaft (a-10). , the speed change is completed in one rotation.

9, 10 and 11 show an embodiment of the present invention during deceleration.
During deceleration, a divided piece of the 2nd speed sprocket (b-20) circumscribing the 1st speed sprocket (a-20) at the driving position moves toward the guide plate (a-30) to drive. The remaining divided second-speed sprocket (b-20) at position (a-20) follows the rotation from the tangential line (d-72) of the roller center circle (b-R) of the second-speed sprocket (b-20) to It moves to the tangential line (d-71) of the roller center circle (aR) of the 1st speed sprocket (a-20).

Therefore, the roller center (b -DP) is the point of movement to the tangential line (d-71) of the roller center circle (aR) of the 1st speed (a-20) sprocket.

Using the tangential movement point (b-DP) during deceleration as a reference, using the chain roller center-to-center dimension (pitch) (d-P1) to confirm the joining position (a-DP), the first speed sprocket (a- 20) and the roller center (dP) of the chain (d-70), there is a dimensional error unlike during acceleration. This can absorb the error dimension by setting the length of the sprocket tooth tip (a-20-x) to prevent the chain from coming off, and the roller center (a-DP) of the 1st speed sprocket (a-20) according to the rotation. Join.

a-10 Drive shaft a-20 1st speed sprocket a-30 Guide plate b-20 2nd speed sprocket b-40 Slide pin b-50 2nd speed shift plate b-51 2nd speed shift plate sliding surface b-60 2nd speed cam shifter b-61 Acceleration side sliding surface of 2nd speed cam shifter b-62 Deceleration side sliding surface of 2nd speed cam shifter c-20 3rd speed sprocket d-20 4th speed sprocket e-20 5th speed sprocket f-20 6th speed sprocket d- 70 Drive chain a-DP Connection point a-R during deceleration of 1st speed 1st speed sprocket roller center circle a-20x 1st speed sprocket tooth tip b-AP Connection point b-R during acceleration to 2nd speed 2nd speed Sprocket roller center circle b-DP Tangential movement point from 2nd speed to 1st speed dP Chain roller center d-P1 1 pitch between chain rollers d-71x 1st speed tangential extension d-71 1st speed Tangent line d-72 2nd speed tangent line d-73 Tensioner H-90 Sprocket h-R of specific drive shaft Roller center circle of sprocket of specific drive shaft

Claims (5)

A 1-speed sprocket (a-20) fixed to the shaft (a-10) and serving as a reference position during chain drive, and a guide plate (a-30) having a plurality of through holes in close proximity to the shaft (a- 10), a two-speed sprocket (b-20) divided into several parts on the circumference is arranged on the side surface of the guide plate (a-30) in the direction of the reference position , and the guide plate (a-30) is sandwiched between the two-speed sprockets (b-20). A shift plate (b-50) divided into several parts on the top is arranged, connected by a plurality of slide pins (b-40), and each block divided into several parts on the circumference is divided into guide plates (a-30). A sprocket that slides through the through hole and can move parallel to the center line of the shaft (a-10) , and feeds the sprocket that rotates with the shaft (a-10) to the reference position during driving, or the reference position In order to move from to the guide plate (a-30) side, it is characterized by a structure using a cam shifter (b-60) that sandwiches both sides of the sliding surface (b-51) of the shift plate (b-50). For 3rd and higher speeds, a multi-speed transmission with sprockets and chains forming blocks divided on the circumference as shown in 2nd speed for each speed . It has a structure in which the 1st speed sprocket (a-20) is circumscribed and the 2nd speed sprocket (b-20) overlaps. 2. The multi-speed transmission according to claim 1, having a structure in which, when increasing, all the increased sprockets are contained within the same plane. All of the second-speed sprocket (b-20) and the sprockets that move parallel to the center line of the shaft (a-20) during gear shifting are divided into several parts on the circumference . It is possible to shift gears during linear driving, which is required, and the split part is a joint point with the chain side roller center (dP) during acceleration or deceleration, and the rotation direction during gear shifting and the installation axis 3. A multi-speed transmission according to claim 1 or 2, wherein each condition of selection, acceleration, and number of deceleration steps can be met. Due to the structure in which the 2nd speed sprocket (b-20) can be moved to the position circumscribing the 1st speed sprocket (a-20) during driving, the movement of the chain during shifting is controlled by the roller of the sprocket on the drive shaft side. It is possible to move in the driving direction of the tangential line that connects the center circle (a-R) and the roller center circle (h-R) of the sprocket on the driven shaft side, synchronizing the clutch and rotation when shifting gears while being driven by the chain. 4. The multi-speed transmission according to any one of claims 1 to 3, which does not require a device and enables weight reduction, cost reduction, and automatic transmission. The cam shifter (b-60) for moving the divided sprockets in the axial direction has a surface sandwiching the sliding surface (b-51) of the shift plate (b-50) and a surface facing backward in the rotational direction. The claim has spiral sliding surfaces (b-61) and (b-62) that spread on both sides, and is characterized in that the divided moving sprocket can be moved to the driving position or the standby position in one rotation. 5. A multi-speed transmission according to any one of 1 to 4.

Images