JPH01106732A - Vehicle transmission - Google Patents

Abstract

PURPOSE:To make it possible to avoid such a phenomenon that the negative pressure downstream of a throttle valve increases, by shutting off inertial drive force from drive wheels by use of a one-way clutch when the opening degree of the throttle valve is decreased during running of a vehicle. CONSTITUTION:A one-way clutch 19 is disposed on a drive shaft 18 so as to drive a pinion 20. A counter shaft 21 provided thereon with stage gears 21a, 21b and an output shaft 22 fixed thereon with an output gear 22a and a wheel 4 are laid in parallel with the drive shaft 18. The rotation of a crank shaft 12 is transmitted to a driven pulley 16 from a drive pulley 15 through a V-belt 17 during running of a vehicle, then is transmitted from the drive shaft 18 to the drive pinion 20 through the one-way clutch 19, and is finally transmitted to the drive wheel 4 through the stage gears 21a, 21b, the output gear 22 and the output shafts 22.

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention relates to a transmission device used in vehicles such as motorcycles driven by an internal combustion engine, which saves fuel and discharges unburned components during vehicle deceleration. The purpose is to reduce the amount of

(Prior Art) A conventional vehicle transmission device mechanically connects the internal combustion engine and the driving wheels while driving, and when the accelerator is released and the throttle valve is closed to reduce the engine speed. The reverse driving force due to inertia of the vehicle is transmitted to the internal combustion engine by the transmission device to apply engine braking.

In addition, in such a transmission device, in order to prevent excessive rotation from being transmitted to the internal combustion engine during engine braking, a one-way clutch and a friction clutch type torque limiter are installed on one of the rotating shafts in the transmission device. They are installed in parallel to transmit power through a one-way clutch when the wheels are being driven, and when the engine is braking, the one-way clutch is allowed to rotate freely and inertial driving force is transmitted to the engine only through the torque limiter. There is also known a system (Japanese Unexamined Patent Publication No. 148211/1983) in which a torque limiter is automatically slid to limit the amount of transmission when the inertial driving force is excessive to protect the internal combustion engine.

(Problem to be Solved by the Invention) When the accelerator is released to decelerate while the vehicle is running, the rotation of the internal combustion engine tends to decrease due to the closure of the throttle valve, but it does not decrease immediately due to inertia from the drive wheels. The rotation is maintained much higher than the idling rotation. Therefore, a high negative pressure is generated downstream of the throttle valve, and an excessive amount of fuel is sucked into the cylinder. This phenomenon occurs not only during engine braking when the throttle valve is closed suddenly, but also to some extent when the throttle valve is closed relatively slowly, resulting in unnecessary fuel consumption when driving in urban areas where deceleration operations are frequently performed. The amount reaches 20-30% of the total consumption.

Moreover, since the air-fuel mixture taken in in this state is too rich, combustion tends to be incomplete and a large amount of unburned components are discharged. Particularly in two-stroke engines, ignition malfunctions during engine braking, which tends to cause irregular combustion, which generates vibrations and explosion noises, giving the driver an unpleasant driving sensation. Furthermore, in the above-mentioned Japanese Patent Application Laid-Open No. 58-148211, when the engine brake is applied while driving at high speed, the torque limiter performs sliding deceleration, reducing the speed at which the internal combustion engine is reversely driven to protect the internal combustion engine. Even if such deceleration is performed, the rotational speed is considerably higher than the idling rotation, so there is not much difference in fuel consumption compared to the above-mentioned direct connection.

By the way, when driving a vehicle, engine braking makes it easier to decelerate, but engine braking does not work effectively until the vehicle speed has dropped considerably. There is resistance, frictional resistance of the transmission, etc., and these resistances act as a relatively effective braking force at low speeds.

(Means for Solving the Problems) The present invention prevents the internal combustion engine from being reversely driven by the inertia of the vehicle when the throttle valve is closed, and prevents the above problem from occurring, and also prevents the vehicle from resisting the resistance in the drive system during braking. This system utilizes the braking force of the brake and the brake, and the method is to constantly transmit power to the drive wheels in the transmission in a vehicle transmission device that transmits the rotation of the internal combustion engine to the drive wheels of the vehicle via the transmission device. A one-way clutch is provided on one of the rotating shafts for transmitting power only in the direction in which the vehicle moves.

(Function) Since the above means is provided, when the accelerator is released while the vehicle is running, the rotational speed of the internal combustion engine drops to idling rotation, and the amount of fuel intake decreases rapidly. On the other hand, the transmission is inertia-driven from the vehicle and attempts to be driven at high speed, but a one-way clutch in the transmission cuts off power transmission, so rotation is not transmitted to the internal combustion engine and engine braking does not work. However, since the vehicle receives braking action from the resistance forces of the wheels, transmission, etc., the inertial driving force is somewhat reduced, and the vehicle can easily stop or move to low-speed operation by operating the brake.

Note that, due to the balance between the responsiveness of the internal combustion engine and the running resistance, engine braking is effective when the reduction in engine rotational speed cannot keep up with the reduction in vehicle speed even if the accelerator is released.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a first embodiment, in which an internal combustion engine 2 and a transmission device 3 are attached to a frame or case 1, and drive wheels 4.

The internal combustion engine 2 includes a cylinder 10, a piston 11 . It includes a crankshaft 12 and the like, and a transmission device 2 is connected to the crankshaft 12. The transmission device 2 includes a well-known V-belt type transmission 13 and a gear reducer 14, and includes a fixed sheave 15a and a movable sheave 1 of the drive pulley 15 in the V-belt type transmission 13.
5b is attached to the crankshaft 12. Then, the distance between the two sheaves is adjusted by the centrifugal device 15c, and the operating radius of the V-belt 17, which is attached between the driven pulley 16 and the driven pulley 16, is changed.

The driven pulley 1B is mounted on a drive shaft 1B supported by the case 1, and has a fixed sheave tease and a movable sheave 16b1.
Equipped with 100% spring centrifugal clutch LED, etc.

A well-known one-way clutch 19 is provided on the drive shaft 18,
The pinion 20 is driven via this.

The one-way clutch 19 is connected to the drive shaft 18 as shown in FIG.
a cup-shaped outer race 19a fixed to the drive shaft 18;
The sleeve 20a of the pinion 20 is loosely fitted into the sleeve 20a, and a number of intermediate pieces 19b are interposed therebetween.

19b... and an outer race 19a shown by arrow A.
The rotation in the direction of the half-hour hand is caused by the engagement of the intermediate piece with the sleeve 2.
0a, but the rotation of the sleeve 20a in the same direction is not transmitted to the outer race 19a due to the slippage of the intermediate piece.

A counter shaft 21 .parallel to the drive shaft 18 . An output shaft 22 is installed, a step gear 21a121b is provided integrally with the counter shaft 22, and an output gear 22a and wheels 4 are fixed to the output shaft 22.

With the above configuration, when the vehicle is running, the rotation of the crankshaft 12 is transmitted from the driving pulley 15 to the driven pulley IB via the V-belt 17, and from the drive shaft 18 to the drive pinion 20 via the one-way clutch 19, and then to the stepped gear 21as21b.
The x output gear 22a1 is transmitted to the drive wheels 4 through a path passing through the output shaft 22.

When the accelerator (not shown) in the internal combustion engine 2 is released and the throttle valve is closed, the internal combustion engine 2, that is, the crankshaft 12
The rotational speed of the wheel 4 decreases, and the transmission device 3 on the downstream side is also decelerated, but the wheels 4 rotate at a speed close to the previous rotational speed due to the inertial driving force of the vehicle, and the output shaft 22 and the counter shaft 21
The pinion 20 is driven by inertia.

At this time, the sleeve 20a of the pinion 20 rotates in the same direction as the arrow A in FIG. 2 at a higher speed than the outer race 19a, so this inertial driving force is not transmitted upstream from the drive shaft 18. The rotational force is slightly attenuated by the rolling resistance of the wheels 4 and the frictional resistance of the bearings of the output shaft 22, the counter shaft 21, and the gears on both shafts. When a braking force is applied by the brake, the vehicle can be decelerated to an arbitrary low speed or stopped depending on the braking force.

During this time, the internal combustion engine 2 continues to rotate at a rotational speed corresponding to the accelerator release position, for example, idling, and is not reversely driven from the wheel 4 side, so the pressure downstream of the throttle valve becomes low and excessive fuel is not sucked. It never happens.

Next, a second embodiment of the present invention will be described with reference to FIG. In this embodiment, a pinion 18a is integrally formed with the drive shaft 18 of the gear reducer 14, and a one-way clutch 25 having the same structure as the one-way clutch 19 is provided between the output shaft 22 and the output gear 22a. It is being

In this embodiment, the resistance to the inertial driving force is only the rotational resistance of the wheels 4 and the output shaft 22, so the resistance value is smaller than in the previous embodiment, but the desired deceleration or stop can be achieved by applying braking force from the brake. can do.

The one shown in FIG. 4 is a third embodiment of the present invention, in which a one-way clutch 2B is provided between the crankshaft 12 of the engine 2 and the fixed sheave 15a of the driving pulley 15. In this embodiment, since the one-way clutch is provided on the upstream side compared to both of the embodiments described above, the resistance force against the inertial driving force from the wheels 2 is large.

Next, in the fourth embodiment shown in FIG. 5, a one-way clutch 27 is provided between the counter shaft 21 and a coaxial gear 21a. The frictional resistance in this example is the first
This is an intermediate value between those shown in the figure and FIG.

In the second to fourth embodiments, as in the first embodiment, when the accelerator is released, the internal combustion engine 2 immediately decelerates, and
Since the inertial driving force from the drive wheel side is blocked by the one-way clutch, the vehicle is not driven at high speed by this driving force.

In this type of transmission device, the rotational speed of each shaft decreases and the torque increases toward the downstream side, so the one-way clutch can be smaller and have better responsiveness as it is provided closer to the upstream side.

However, if it is installed in a gear reducer, it will be larger, but it will be easier to incorporate into the device.

(Effect of the invention) As described above, when the opening degree of the throttle valve is reduced while the vehicle is running, the one-way clutch cuts off the inertial driving force from the drive wheels, so the internal combustion engine immediately decelerates and It is possible to avoid the phenomenon in which the negative pressure of the vehicle increases, thereby preventing fuel from being sucked in wastefully, and it is possible to save about 20 to 30% of fuel when driving in urban areas.

Furthermore, since an excessively rich air-fuel mixture is not inhaled, asymmetrical combustion does not occur, vibrations and explosion noises associated with the asymmetrical combustion can be prevented, and the amount of unburned components discharged can be kept low.

[Brief explanation of the drawing]

Fig. 1 is a developed sectional view of the first embodiment of the present invention, Fig. 2 is a front view of the one-way clutch, Fig. 3 is the second embodiment, Fig. 4 is the third embodiment, and Fig. 5 is the front view of the one-way clutch. FIG. 4 is a cross-sectional view of each main part of the fourth embodiment. 3...Transmission device 4...Drive wheel 19.25.26.27...One-way clutch patent
Applicant: Honda Motor Co., Ltd. Procedural Amendments Showa, Month, Date

Claims (1)

[Claims] In a vehicle transmission device that transmits the rotation of an internal combustion engine to the drive wheels of a vehicle via a transmission device, one of the rotating shafts in the transmission device that constantly transmits power to the drive wheels only transmits power in the direction of moving the vehicle. A vehicle transmission device characterized by being provided with a one-way clutch for transmission.