JPH0321586A - Power transmitting device of motorcycle - Google Patents

Abstract

PURPOSE:To make the whole construction of a power transmitting device compactly by installing a belt type continuously variable transmission of a power transmitting device, which is located beside a wheel disc for the rear wheel, on the side opposite to the wheel disc about the engine, and interposing a clutch between the driven pulley of this continuously variable transmission and a reduction gear. CONSTITUTION:A swing type power unit P of a motorcycle is equipped with a transmission case T accommodating a power transmitting device incl. an engine E and a belt type continuous transmission 6 in the extent of wheel disc 5 for the rear wheel Wr. A drive pulley 14 of this belt type continuous transmission 6 is fixed in the middle of a crank shaft 12, which protrudes into the transmission case T. A sleeve 25 constructed in a single piece with the drive plate 24 of an automatic centrifugal clutch 7 is relatively rotatably supported at the left end periphery of a reduction gear input shaft 22 borne 20, 21 at the rear of the transmission case T, and the driven pulley 26 of the continuously variable transmission 6 is mounted on this sleeve 25. A geared transmission 8 is installed on the side opposite to this driven pulley 26 with the clutch 7 interposed.

Description

[Detailed Description of the Invention] A. Object of the Invention (1) Industrial Field of Application The present invention relates to a power transmission device for a motorcycle, and in particular, the present invention relates to a power transmission device for a motorcycle, and in particular, an engine, a belt-type continuously variable transmission, a clutch, a
This invention relates to a power transmission device for a motorcycle equipped with a gear reducer and the like.

(2) Conventional technology Conventionally, in a motorcycle, a power transmission device was installed so that it fit inside the rear wheel when viewed from the side.
The one described in Publication No.-3229 is known.

The power transmission device for the above-mentioned motorcycle has an engine mounted in a space within the rear wheel formed by offsetting the wheel disc of the rear wheel to the side of the vehicle body, aligned with the center line of the vehicle body, and mounted on both sides of the engine. A gear reducer is installed in the
Further, the clutch is disposed on one side of the engine, and the above layout simplifies the structure and reduces the weight of the power transmission device.

(3) Problems to be Solved by the Invention However, the conventional power transmission device described above is not equipped with an automatic transmission, and when an attempt is made to install a belt-type continuously variable transmission to this power transmission device, the power transmission device There is a risk that the overall width of the vehicle will increase, impairing ease of getting on and off and handling.

The present invention has been made in view of the above-mentioned circumstances, and provides a rational layout for a power transmission device equipped with an engine and a belt-type continuously variable transmission in a space within the rear wheel formed by offsetting the wheel disc of the rear wheel. By doing so, the purpose is to form the power transmission device with a compact overall width.

B. Invention Ilt7:. (1) Means for Solving the Problems In order to achieve the above object, the present invention provides a rear wheel disc located on the center line of the vehicle body by offsetting the wheel disc of the rear wheel laterally from the center line. When an engine is disposed at the front of the space within the wheels, the engine and the rear wheels are connected via a belt-type continuously variable transmission, a clutch, and a gear reducer disposed at the rear of the space within the rear wheels. In the power transmission device of the connected motorcycle, the belt type continuously variable transmission is provided on the opposite side of the wheel disk with the engine in between, and the clutch is placed between the driven booby IJ of the belt type continuously variable transmission and the gear reducer. It is characterized by having a.

(2) Function According to the above-mentioned structure, the belt is placed on the opposite side of the wheel disc with the engine disposed in the space inside the rear wheel formed by laterally offsetting the wheel disc of the rear wheel. A continuously variable transmission is provided, and a clutch is provided between the driven pulley of this belt type continuously variable transmission and the gear reducer, so that there is a space along the center line of the vehicle body between the wheel disc and the belt type continuously variable transmission. is formed. Therefore, by arranging the engine within the width of this space and also arranging the clutch and gear reducer within the width of this space, the overall width of the power transmission device can be made compact, and the engine can be mounted within the vehicle body. It becomes possible to position it on the center line.

(3) Examples Embodiments of the present invention will be described below based on the drawings.

Figures 1 to 5 show one embodiment of the present invention.
The figure is a partial side view of a motorcycle to which the present power transmission device is applied, FIG. 2 is an enlarged sectional view taken along the line ■-■ in FIG. The first shaft passing through one reduction gear human power shaft 22, one rear wheel shaft 4l, and one intermediate shaft 37.
Figure 4 is an enlarged cross-sectional view taken along line III-I in Figure 2.
As shown in Figure 1, which is an enlarged cross-sectional view taken along the line IV and Figure 5 is a cross-sectional view taken along the line ■--V of Figure 4, this motorcycle has a rear wheel Wr integrated with the rear wheel Wr at the rear of the body frame F, which can freely swing up and down. It is equipped with a swing-type power unit }P supported by. The lower part of the power unit P is connected to the vehicle body frame F via a link 2 having pivot pins la and lb at both ends, and the upper part is connected to the vehicle body frame F via a rear cushion 4 having pivot pins 3a and 3b at both ends. It is connected to the vehicle body frame F,
As the rear cushion 4 expands and contracts, the power unit P swings up and down with respect to the vehicle body frame F.

The power unit P is equipped with a transmission case T housing an engine E and a power transmission device within the range of the wheel disc 5 of the rear wheel Wr in a side view, and the power transmission device is a belt type continuously variable transmission a6, which will be described later. automatic centrifugal clutch 7,
It is composed of a gear reducer 8 and the like.

As shown in FIGS. 2 and 3, the engine E is a single-cylinder two-stroke engine, and the front part of the transmission case T is positioned so that the engine E is located on the center line of the vehicle body with its cylinder 9 facing upward. is installed on. A crankshaft 12 connected via a connecting rod 11 to a piston 10 slidably fitted into a cylinder 9 of an engine E is connected to a transmission case T through a pair of ball bearings 13 and 13 in the left-right direction of the vehicle body. is supported by

A destination collar 12a is inserted into the middle part of the crankshaft 12 that protrudes leftward into the transmission case T from the engine E, and a drive pulley of the belt type continuously variable transmission 6 is inserted at the right end of the destination collar 12a. The stationary side boob half 15 of the holder 14 is fitted into the positioning groove 12c that matches the phase with the crankshaft l2 and is fixed, and the lamp plate 18 is attached to the crankshaft 12 by the tightening force of the nut 17 on the left side thereof. The shaft of the movable boley half 16 of the drive boolean 14 is mounted so that it cannot rotate relative to the crankshaft 12, and the slide piece 18a provided at the tip thereof is mounted so that it can rotate relative to the crankshaft 12 and can freely slide in the axial direction. It is slidably engaged with a guide piece 16a shaped in the direction. As a result, the lamb brake 1B rotates integrally with the movable pulley half 16 while allowing the movable pulley half 16 to slide in the axial direction. A centrifugal weight 19 is housed in a space formed between the movable boob half 16 and the lamb brake 18 that tapers outward in the radial direction, and the rotational speed of the crankshaft 12 increases to increase the centrifugal weight 19. When the centrifugal force acting on 19 increases, the movable pulley half 16 pressed by the centrifugal weight 19 that moves radially outward in the tapered space moves to the right, and the movable pulley half 16 moves to the right side and is separated from the fixed bobbin half 15. The distance between the two is arranged to be close to each other.

On the other hand, as is clear from FIG. 3, a pair of ball bearings 2323 are connected to the outer periphery of the left end of the reducer input shaft 22, which is supported at the rear of the transmission case T via a ball bearing 20 and a plain bearing 2l. Sleeve 2 integrally formed with drive plate 24 of centrifugal clutch 7
5 is supported for relative rotation. The left end of the spline 25a formed in the sleeve 25 has the drive boo I.
The fixed side pulley half 27 of the driven booby 26 paired with J l 4 is fitted and prevented from coming off with a circlip 28, and on the right side, the movable side pulley half 29 is connected to the sleeve 25. It is supported via a pin 29a so as to be non-rotatable and slidable in the axial direction. Movable side boob half 2
9 and the drive plate 24 is a spring 3.
0 is contracted, and urges the movable half-boot half 29 in the direction toward the fixed half-boot 27.

Then, the fixed side pulley half 1 of the drive pulley 14
5 and the V-shaped space formed between the movable side pulley half body 16 and the V-shaped space formed between the fixed side pulley half body 27 and the movable side pulley half body 29 of the driven booby 26. A V-belt 31 is hung thereon.

A clutch outer 32 is fixed to an intermediate portion of the reducer input shaft 22 adjacent to the drive plate 24 of the automatic centrifugal clutch 7. A clutch weight 33 is pivotally supported by pins 34 at a plurality of locations on the side surface of the drive plate 24, and a friction member 35 attached to the outer surface of the clutch weight 33 is attached to the inner side of the tarlatch outer 32 with a predetermined gap. It faces the circumferential surface. Therefore, the drive plate 24 rotates via the driven pulley 26.
When the rotational speed of clutch weight 3 reaches a predetermined value, clutch weight 3
3 expands outward in the radial direction around the pin 34 due to centrifugal force, and its friction member 35 comes into contact with the clutch outer 32, and the driving force of the engine E is transmitted to the reducer input shaft 22.

A gear reducer 8 that transmits the rotation of the reducer input shaft 22 to the rear wheel Wr is disposed on the opposite side of the driven pulley 26 with the automatic centrifugal clutch 7 interposed therebetween. That is, the small diameter first intermediate gear 36 fixed to the right end of the reducer input shaft 22
meshes with a large-diameter second intermediate gear 38 fixed to an intermediate shaft 37 pivotally supported in the transmission case T, and a small-diameter third intermediate gear 39 formed integrally with the second intermediate gear 38 engages with the transmission case T. A large-diameter final gear 42 is fixed to a rear wheel shaft 41 that is supported via a pair of ball bearings 40 and 40 in the center.
It meshes with the As is clear from FIG. 1, the reducer input shaft 22 and the intermediate shaft 37 are arranged behind the rear wheel shaft 4l to ensure a space in front of the rear wheel shaft 41 to which the engine E is mounted. There is. A hub 43 is fitted into a spline 41a formed on the outer periphery of the end of the rear wheel shaft 4l protruding rightward from the transmission case T and fixed with a nut 44, and this hub 43 is attached to the wheel disc 5 of the rear wheel Wr. It is joined by casting. As is clear from FIG. 2, the wheel disc 5 has a roughly dish-like shape with its radially outer side curved to the left, and its outer rim 5a is aligned on the center line of the vehicle body, that is, on the center line of the engine E. positioned. Further, a space is formed on the side surface of the hub 43 on the transmission case T side, and a brake 45 is installed in this space.
is installed. That is, the brake lining 47 attached to the outer periphery of the pair of expandable brake shoes 46, 46 faces the brake drum 48 formed on the inner peripheral surface of the hub 43 with a predetermined gap therebetween. The brake 45 is actuated by opening the pair of brake shoes 46, 46 and pressing the brake lining 47 against the brake drum 48.

As shown in FIG. 3, a flywheel 49 is press-fitted into the taper II2b formed at the left end of the crankshaft 12 and fixed with a nut 50.

The flywheel 49 has a roughly cup shape with its outer periphery bent to the right in the axial direction, and a magnet 52 of the power generator a51 is fixed to the inner periphery of the bent portion, and the generator 51 is attached to the inside of the magnet 52. A ring-shaped stator coil 53 is disposed. The stator coil 53 is connected to the movable bobbin half 1 of the drive pulley 14.
It is located so as to cover the outside in the radial direction of 6. Therefore, the magnet 52, the stator coil 53, and the movable boom half 16 are arranged in a radially aligned state,
The width of the crankshaft l2 in the axial direction, that is, the width in the left-right direction of the vehicle body is reduced. Further, a cooling fan 54 is attached to the left side surface of the flywheel 49, and supplies cooling air to the engine E through a passage (not shown).

Starter motor 5 mounted on the right side wall of the transmission case T
5 is connected to a well-known starter pin jump mechanism 56 provided inside the transmission case T. A starter ring 58 is formed on the outer periphery of the flywheel 49 so as to be located in the movement path of a starter pinion 57 that is fixed to the output shaft of the plunge mechanism 56 and can protrude leftward. There is. Therefore, starter motor 5
5, the plunge mechanism 56 operates and the starter ring gear 57 protrudes to the left and the starter ring gear 58
The engine E is started by rotating the crankshaft 12 to which a flywheel 49 formed by the starter ring gear 58 is fixed.

Further, a well-known recoil starter 59 is provided opposite the tip of the crankshaft 12, and the engine E is also started by this recoil starter 59.

As is clear from FIG. 2, a pulse generator 60 consisting of a pickup coil for generating an ignition signal for the engine E is provided near the outer periphery of the stationary boob half 15 of the drive boob 14. This pulse generator 60 is arranged so as to be located within the loop of the V-belt 31 of the belt type continuously variable transmission 6, and is connected to the crankshaft l2.
One pulse signal is generated for each rotation of the stationary side boob half 15 which is integrated with the fixed side boob half body 15. That is, as shown in FIGS. 4 and 5, one signal protrusion 15a protrudes radially outward from the outer periphery of the stationary boob half 15, and rotates at the same speed as the crankshaft l2. Each time the signal protrusion 15a formed on the fixed pulley half 15 crosses the front surface of the pulse generator 60, one pulse signal is generated.

FIG. 6.7 shows a modification of the signal protrusion 15a. This signal protrusion 15b protrudes in the axial direction from the outer periphery of the fixed side boob half body 15, and exhibits the same function as the signal protrusion 15a described above.

As shown in FIG. 3, a carburetor 61 is connected to the front of the transmission case T via an inlet pipe 62, and a reed valve 63 is provided between the inlet pipe 62 and the transmission case T. .

Next, the operation of the above-described embodiment of the present invention will be explained.

When the starter motor 55 is started, the protruding starter pin 57 is inserted into the flywheel 4 via the plunger mechanism 56.
It meshes with the starter ring gear 58 formed on the outer periphery of the
The engine E is started by driving the crankshaft 12 connected to the flywheel 49.

A fixed side boob half 15 of a drive boob 14 fixed to the crankshaft 12 of the engine E rotates at the same speed as the crankshaft 12. Therefore, the signal protrusion 15a formed on the outer periphery of the stationary pulley half l5 occurs once per rotation of the crankshaft l2. 15b crosses the front side of the pulse generator 60, and the pulse signal generated each time is output to the ignition circuit of the engine E. When the flywheel 49 fixed to the crankshaft 12 of the engine E rotates, the magnet 52 fixed to the inner periphery of the bent portion of the flywheel 49 moves to the ring-shaped stator coil 53.
An alternating current is generated in the stator coil 53 by moving around the outer periphery of the stator coil 53 .

When the engine E starts, the rotation of the crankshaft 12 is transmitted from the drive pulley 14 of the belt type continuously variable transmission 6 to the driven pulley 26, which drives the automatic centrifugal clutch 7 integrated with the sleeve 25 that supports the driven pulley 26. Rotate the plate 24. When the rotation of the engine E increases to a predetermined speed, the clutch weight 33 pivotally supported on the side surface of the drive plate 24 expands due to centrifugal force, and the clutch weight 33 is attached to the outer surface of the clutch weight 33. The friction member 35 is the clutch outer 3
It comes into contact with the inner circumferential surface of 2. This allows automatic centrifugal clutch 7
is connected and the rotation of the driven boolean 26 is connected to the reducer input shaft 2.
The rotation is further transmitted to the rear wheel shaft 41 via the first intermediate gear 36, second intermediate gear 38, and third intermediate gear 39 of the gear reduction gear 8.

When the rotation of the engine E further increases, the centrifugal weight 19 attached to the movable side boob half l6 on the drive boob IJ14 side of the belt type continuously variable transmission 6 moves radially outward due to centrifugal force, making it movable. The side booby half body 16 is moved in a direction approaching the fixed side pulley half body 15. Both booli halves 15.
16 approaches, the width of the V space formed between them narrows, and the V belt 31 moves radially outward of the drive pulley J14. When the V-belt} 31 moves outward, the movable pulley half 29 of the driven boolean 26 is pressed by the V-belt 31 and moves to the right while resisting the spring 30, so that both pulley halves 27.29 The width of the V space formed between them increases, and the bell 31 moves inward in the radial direction of the driven pulley 26. As a result, continuously variable transmission is performed such that the reduction ratio is large in the low speed rotation range of the engine E and small in the high speed rotation range.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the embodiments described above, and various small design changes can be made without departing from the scope of the invention described in the claims. Is possible.

For example, instead of the automatic centrifugal clutch 7, it is possible to use a wet-type multi-disc clutch or the like that is connected and disconnected by the driver's operation.

C. Effects of the Invention According to the present invention described above, a belt-type continuously variable transmission is installed on the side opposite to the wheel disk of the engine, which is disposed in a space formed by laterally offsetting the wheel disk of the rear wheel of a motorcycle. A clutch was installed between the driven boolean of this belt-type continuously variable transmission and the gear reducer.
A space along the center line of the vehicle body is formed between the wheel disc and the belt type continuously variable transmission. By arranging the engine within the width of this space, and arranging the clutch and gear reducer within the width of this space, the overall width of the power transmission device can be made compact, and the engine can be placed on the center line of the vehicle body. can be located in

This not only makes it easier to get on and off the vehicle, but also equalizes the weight balance between the left and right sides of the vehicle, making it possible to improve straight-line performance.

[Brief explanation of the drawing]

FIG. 1 is a partial side view of a motorcycle to which a power transmission device according to an embodiment of the present invention is applied, and FIG. 2 is an enlarged sectional view taken along the line ■-■ in FIG. ,
Figure 3 shows the crankshaft 12 - reducer input shaft 22 - rear wheel shaft 4
1 - An enlarged cross-sectional view along the line 1--2 in FIG. 1 passing through the intermediate shaft 37, FIG. 4 is an enlarged sectional view taken along the iV-rV line in FIG. FIGS. 6 and 7 show modified examples of the signal protrusion, and are the same cross-sectional views as FIG. 4.5. E...Engine, Wr...Rear wheel 5...Wheel disc, 6...Belt type AT transmission, 7...Automatic centrifugal clutch (clutch), 8...
Gear reducer, 26...driven pulley

Claims (1)

[Scope of Claims] An engine ( E
), and the engine (E) and the rear wheel (Wr) are connected to a belt-type continuously variable transmission (6) and a clutch (7).
), and a power transmission device for a motorcycle connected via a gear reducer (8) disposed at the rear of the space within the rear wheel (Wr), the belt type continuously variable transmission (7) is connected to the engine (E ) on the opposite side of the wheel disc (5), and the clutch (7) is arranged between the driven pulley (26) of the belt type continuously variable transmission (7) and the gear reducer (8). A power transmission device for a motorcycle characterized by the following.