JPH11101326A - Transmitting mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a practical and effective transmitting mechanism markedly improving transmitting efficiency of a stepless speed change system in a motorcycle. SOLUTION: A transmitting mechanism, applied for transmitting power from a motor to a wheel in a motorcycle, is formed by comprising an input shaft 30 for inputting power of the motor, multi-step gear speed changer 2 connected to the input shaft 30 so as to transmit its power when turning force by power of the input shaft 30 is generated to transmit this turning force as the stable turning force, and a stepless speed changer 1 connected to the multi-step gear speed changer 2 to receive stable turning force to transmit power of the input shaft 30 to a wheel to rotate it.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD The present invention relates to a power transmission mechanism,
In particular, the present invention relates to a transmission mechanism that is applied to transmission of power from a motor to wheels in a motorcycle and includes an input shaft, a multi-stage gear transmission, and a continuously variable transmission. This transmission mechanism allows the continuously variable transmission of the motorcycle to rotate efficiently, stably and smoothly after continuously transmitting the power.

[0002]

2. Description of the Related Art Motorcycles are a common vehicle in daily life, and are used particularly when office workers go to and from work. 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 between the two.
The drive belt pulley 11 includes a fixed damper 111, a movable damper 112, and a centrifugal roller 113,
The driven belt pulley 13 includes a movable damper 131, a fixed damper 132, a torque cam 133, a compression spring 13
4 is provided. Since the speed reduction ratio of the continuously variable transmission 1 is automatically adjusted mainly according to the magnitude of the rotational speed and the magnitude of the load, the speed of the motorcycle can be smoothly changed and the driving efficiency of the driver can be improved. .

[0004]

Heretofore, 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. These mainly use a V-shaped belt, and the two belt pulleys suspended on this belt are also designed on the basis of adjusting the slit pitch of the belt pulley itself according to the rotation speed and the load. I have. Therefore, the output shaft of the motor is directly connected to the belt pulley, which causes a momentary twisting phenomenon of the transmission belt in the power transmission process during rotation.

FIG. 8 is a graph showing the efficiency of a conventionally used power transmission mechanism of a continuously variable transmission. In FIG.
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 Constant velocity period (5.1-
The speed reduction ratio of 12 seconds) is about 1.89. 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 velocity period (5.1 to 12 seconds). Second) is about 61%.

[0006] As described above, it has been clarified that this type of transmission has a speed reduction ratio that is usually varied within a range of 1 to 3, and at the same time has both functions of speed change and deceleration. However, the problem of the efficiency of the transmission mechanism has not been solved yet, and has not been regarded as important by ordinary motorcycle designers. Also, a known transmission mechanism,
For example, Taiwan Patent Publication No. 57049, No. 05037, No. 41904, and No. 69690 all aim at smooth shifting and do not mention improvement in efficiency of the transmission mechanism. Further, Japanese Utility Model Laid-Open Publication No. 6-54954 relates to a planetary gear system compound continuously variable transmission other than for motorcycles,
It is intended to close the flow direction of the power flow of the system, and is referred to as a "stepless transmission", but is not a continuously variable transmission used for motorcycles.

The "multi-stage transmission system", which is another transmission mechanism for a motorcycle, has a relatively high transmission efficiency in relation to the transmission mechanism. However, when the gears are shifted, smoothness deteriorates. However, there is a disadvantage that the driving efficiency of the driver is inferior to that of the continuously variable transmission. In addition, there is a transmission transmission with a set of planetary gear trains, which focuses on the differential characteristics of the system and the high reduction ratio it has, and on the existing gearless transmission. It had the disadvantage that it could not be shared in series with the stepped transmission.

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

Accordingly, it is a primary object of the present invention 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.

It is another object of the present invention to provide a transmission mechanism which solves the problem of the twisting phenomenon and the delay loss caused by the belt of the continuously variable transmission during the transmission process.

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]

According to the present invention, there is provided a power transmission mechanism for transmitting power from a motor to a wheel in a motorcycle, the input mechanism being used to input the power of the motor. A multi-stage gear transmission that is coupled to the input shaft to transmit power of the input shaft and that generates torque when the power of the input shaft generates a stable torque; And a continuously variable transmission connected to the multi-stage gear transmission and transmitting the power of the input shaft to the wheels by the stable rotational force to rotate the wheels.

Preferably, the multi-stage gear transmission includes a planetary gear system that transmits the torque as an intermediate torque.

Preferably, the ring gear of the planetary gear system is on the input side, and after receiving the rotational force, it is moved to the second side.
Is transmitted as the rotational force.

Preferably, the planetary gears of the planetary gear system receive the second torque and simultaneously transmit the second power and the third torque in the first operating state of the transmission mechanism. Is configured.

Since the ring gear itself consumes a part of the kinetic energy, the kinetic energy obtained after receiving the rotational force of the planetary gear is slightly larger than the kinetic energy obtained after receiving the rotational force of the ring gear. It is getting smaller.

Preferably, the planetary arm of the planetary gear system is on the output side, and in the first operating state, after receiving the second power, the planetary arm is moved to a fourth rotational force and a third power. It is configured to transmit as.

Preferably, the multi-stage gear transmission further includes a second planetary gear system that receives the fourth torque and converts it to a stable torque, and transmits the second planetary gear system. , The impact force applied to the continuously variable transmission of the transmission mechanism is further reduced.

Preferably, the second ring gear in the second planetary gear system is on the input side, and after receiving the fourth rotational force, transmits the fourth rotational force as a fifth rotational force.

Preferably, the second planetary gear in the second planetary gear system receives the fifth rotational force and transmits the fifth rotational force as a fourth power and a first acting force. I have.

Preferably, the second planetary arm in the second planetary gear train is on the output side, and is configured to receive the fourth power and then transmit it as a sixth torque. . The sixth torque is the stable torque and the second planetary gear system acts on the continuously variable transmission.

Preferably, a second sun gear in the second planetary gear train is fixed on an engine support structure to receive the first acting force.

Preferably, the multi-stage gear transmission further includes a centrifugal clutch connected to the planet arm and receiving the third power in the first operation state, as a speed change braking member.

Preferably, the centrifugal clutch, after receiving the third power in the first operating state,
It is configured to perform synchronous rotation with the planetary arm.

Preferably, the planetary gear system further comprises a one-way clutch, which in the first operating state is connected to the sun gear of the planetary gear system so that the sun gear is connected to the third gear. Is fixed to the one-way clutch so as to receive the rotational force.

The fixing is performed when the vehicle speed is 0 to 10 km / h.
r in a first speed interval, wherein the speed reduction ratio of the continuously variable transmission is maintained at a primitive value of 1.27.

Preferably, the speed reduction ratio of the entire transmission mechanism in the first speed section is maintained at a starting value of 2.48.

Preferably, the planetary gear system is further connected to the planetary arm and meshed with the ring gear in the second operation state of the transmission mechanism, so that the planetary gear system receives the second rotational force and receives the second rotational force. 5 is provided with a centrifugal clutch that transmits power. In the second operating state, the centrifugal clutch is already engaged with the ring gear and does not reduce speed via the planetary gear.
It does not occur at the same time as receiving the third power.

Preferably, in the second operation state, the planetary arm of the planetary gear system receives the fifth power and transmits the fifth power as a seventh rotational force and a second acting force. It is configured as follows.

Preferably, the one-way clutch in the planetary gear train is configured to be connected to the sun gear and receive the second acting force in the second operating state. Since the sun gear is already connected to the one-way clutch, this case does not occur at the same time as receiving the third rotational force.

Preferably, the one-way clutch is configured to operate in the movable direction in conjunction with the second acting force after receiving the second acting force in the second operating state. .

Preferably, the driving in the movable direction is performed in a second speed section in which the speed of the vehicle is higher than 10 km / hr, and the reduction ratio of the entire transmission mechanism in the second speed section is , 1.67.

Preferably, the seventh torque transmitted after the planetary arm of the planetary gear train receives the fifth power is the intermediate torque, ie, the first planetary gear train is the second planetary gear train. Is the rotational force applied to the planetary gear system.

Preferably, the planetary gear system of the multi-stage gear transmission is connected to the continuously variable transmission immediately after the torque is transmitted as the intermediate torque, and finally the intermediate torque is transmitted to the stable gear. The rotational force, that is, the rotational force directly applied to the continuously variable transmission by the planetary gear system.

As can be seen from the description of the components and functions thereof, the transmission mechanism of the present invention can sufficiently exhibit the transmission efficiency of a normal continuously variable transmission by adopting such a compound type continuously variable transmission system. And at the same time reduce unnecessary energy loss of the motorcycle. In other words, the power loss of the transmission efficiency of the continuously variable transmission was analyzed, and when the torsional delay loss of the belt was used as a basis for calculation, the main cause of the power loss was the delay loss caused by the belt torsion. It was found that the power loss was minimum when the reduction ratio was around 1.0. As a result, in order to achieve this goal, the multi-stage gear transmission of the present invention is constituted by a combination of gears or planetary gears. In particular, the range of the reduction ratio of the continuously variable transmission is maintained at around 1.0, and The ability and the driving efficiency of the driver can be maintained. By providing several stages of different reduction ratios in accordance with the requirements 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. In addition, the power of the input shaft can be stabilized.

As described above, the transmission mechanism of the present invention maintains the acceleration characteristics for shifting the continuously variable transmission stably and smoothly, the driving efficiency of the driver, and the transmission capability without affecting the transmission range of the transmission system. Meanwhile, improvements were made to improve the transmission efficiency. Therefore, the reduction ratio is always 1.
The rotation can be performed in an optimum state near zero, and the driving efficiency of the driver during the operation of the continuously variable transmission system is improved.

[0037]

An embodiment of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a schematic diagram showing the configuration of a preferred embodiment of the transmission mechanism of the present invention. Shown in the figure is a two-stage planetary gear transmission, 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 connected to the input shaft 30 for inputting the power of the motor and transmits the power to the input shaft 30. When the transmission of the power of the input shaft 30 generates a torque, the torque is stabilized. A multi-stage gear transmission 2 that transmits torque, and a continuously variable transmission 1 that is coupled to the multi-stage gear transmission 2 and that receives the stable torque and transmits the power of the input shaft 30 to the wheels to rotate. And

The multi-stage gear transmission 2 has a planetary gear system 21 for transmitting a rotational force as an intermediate rotational force. The ring gear 211 in the planetary gear system 21 is
, And transmits this to the 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.

The planetary gears 23 in the planetary gear system 21 are:
When receiving the second rotational force, the second rotational force is transmitted to the planetary arm 212 and the sun gear 213 as the second power and the third rotational force, respectively. When the planetary arm 212 of the planetary gear system 21 receives the second power, the planetary arm 212 applies the second power to the second ring gear 221 and the centrifugal clutch 214 for the fourth power, respectively.
And the third power. Preferably,
The multi-stage gear transmission 2 further receives a fourth rotational force, converts the fourth rotational force into a stable rotational force, and transmits the second rotational force.
By operating the second planetary gear train 22, the load applied to the continuously variable transmission 1 of the transmission mechanism is further reduced. When the second ring gear 221 in the second planetary gear system 22 receives the fourth rotational force, it transmits the fourth rotational force to the second planetary gear 24 as a fifth rotational force.

The second planetary gear train 22 in the transmission mechanism
When receiving 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 as the fourth power and the first acting force, respectively. . Then, when receiving the fourth power, the second planetary arm 222 in the second planetary gear system 22 transmits the fourth power to the continuously variable transmission 1 as a sixth rotational force. The sixth torque at this time is a stable torque, that is, the second planetary gear system 22.
Is the rotational force acting on the continuously variable transmission 1. After this operation, the stable rotational force is transmitted to the final reduction gear 3 smoothly by the drive belt pulley 11 and the driven belt pulley 13.

The second planetary gear train 22 described above
The sun gear 25 is fixed to the engine support structure and receives a first acting force in a non-rotating state. Therefore, the second
Provides only a fixed reduction ratio of less than 2.0. Multi-stage gear transmission 2 in this transmission mechanism
Further comprises a centrifugal clutch 214 connected to the planetary arm 212 to receive the third power. Centrifugal clutch 21 included in planetary gear train 21 connected to input shaft 30
4 is not connected to the ring gear 211 and performs synchronous rotation with the planetary arm 212 in the first operation state.

Next, an operation method of the continuously variable transmission 1 will be described with reference to an example of a speed change method in the process of accelerating the transmission mechanism of FIG. Here, when the motorcycle accelerates from a stationary state,
The above-mentioned first operating state refers to a vehicle speed of 0 to 10 km / hr per hour. 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 a test standard. During a period of 0 to 4 seconds, the vehicle is accelerated from a standstill to 15 km / hr, and thereafter, is maintained at a constant speed of 15 km / hr during a period of 4 to 12 seconds.
The 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 sun gear 213 and its support shaft, and can rotate the sun gear 213 in the rotation direction of the ring gear 211 but not in the opposite direction.

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

At this time, the sun gear 213 receives a third rotational force while being fixed to the one-way clutch 215.
That is, since the sun gear 213 does not operate and does not have a deceleration action, generation of other rotation parameters can be avoided. At this time, the centrifugal clutch 214
Since the rotation speed is relatively low at the same time, it does not yet have the necessary centrifugal force to engage with the ring gear 211. Therefore, after the rotational force is reduced by the ring gear 211 via the planetary gear 23,
12 is output. A similar transmission system is adopted for the second planetary gear system 22, and the rotational force is the second planetary gear system 22.
Is transmitted to the second planetary arm 222 and output. The above transmission is performed within the first speed section (that is, the above-described vehicle speed section of 0 to 10 km / hr).

At the vehicle speed at this stage, 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 moved at this time. 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 diagram showing the above-described first operation state of the transmission mechanism of the present invention. The first operating state of the centrifugal clutch 214 in the first operating state occurs with the first operating state of the one-way clutch 215. Arrows shown in the figure indicate the directions of transmission of kinetic energy by rotational force and power.

FIG. 3 is a flow chart for explaining the power transmission process of the power transmission mechanism of the present invention in the first operation state. As can be seen, in the first operating state, the existing power is transmitted to the planetary gear system 21 (including the ring gear 211, the planetary gear 23 and the planetary arm 212) connected to the input shaft 30 of FIG. After that, it is immediately input to the second planetary gear system 22, and is continuously transmitted through the second ring gear 221, the second planetary gear 24 and the second planetary arm 222, and then sent to the continuously variable transmission 1. . Thereby, the continuously variable transmission efficiency in the first operating state of the transmission mechanism is improved.

FIG. 4 is a schematic view showing a second operation state of the transmission mechanism according to the present invention. The second operation state of the centrifugal clutch 214 in the second operation state shown in the drawing occurs with the second operation state of the one-way clutch 215.
Arrows shown in the figure indicate the direction of transmission of kinetic energy by rotational force and power. Further, as can be seen from the figure, the centrifugal clutch 214 included in the planetary gear train 21 connected to the input shaft 30 is connected to the planet arm 212 of the planetary gear train 21 in the second operating state, and 211 and the ring gear 2
11 receives a second rotational force from the planetary arm 212
As the fifth power. In the second operating state, the centrifugal clutch 214 is
, And the planetary gear 23 has no deceleration action. In this second operating state, the centrifugal clutch 214
Since it does not mesh with the ring gear 211, it does not occur simultaneously with the first operating state receiving the third power.

The planetary arm 21 of the planetary gear system 21 of the present invention
After receiving the fifth power from the centrifugal clutch 214, the second power is transmitted to the second ring gear 221 and the one-way clutch 215 as a seventh rotational force and a second acting force, respectively. In the case, the seventh
Is transmitted to the second planetary gear system 22 in the same manner as the transmission of the fourth rotational force of the planetary arm 212 in the first operating state (that is, the operation mode at the time of the first gear). Therefore, description of the path for transmitting the seventh rotational force to the continuously variable transmission 1 will be omitted.

Next, in the second operating state in which the one-way clutch 215 of the planetary gear system 21 is connected to the sun gear 213, the one-way clutch 215 is rotated by the planetary arm 212 therein. And the second acting force transmitted from the second member. Such a state of the 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 planetary gear 23, and does not affect the speed reduction function. At this time, after the one-way clutch 215 receives the second acting force, the one-way clutch 215 moves toward the "movable" driving direction by this acting force. That is, the ring gear 211 and the centrifugal clutch 214 are in an engaged state. The movement in the "movable" driving direction takes place in a second speed section, that is, a speed section in which the speed of the vehicle is higher than 10 km / hr and the speed reduction ratio of the system is 1.67. .

At this time, the centrifugal clutch 214 in the planetary gear system 21 has already started operation.
Since the speed of the vehicle has not yet exceeded 15 km / hr, the centrifugal roller 113 in the continuously variable transmission 1 cannot be started yet, and the continuously variable transmission 1 is still in the primitive reduction ratio (approximately 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 1.67.

When the speed of the car exceeds 15 km / hr,
The centrifugal roller 113 of 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 opens the slit pitch of the belt pulley and gradually reduces the reduction ratio by 1. .0, which contributes to the further improvement of its own transmission efficiency. At this time, since the multi-stage gear transmission 2 no longer has the shifting function, the overall reduction ratio of the system changes only according to the belt-type continuously variable transmission 1. As a result, the system characteristics match those of the belt-type continuously variable transmission 1, which contributes to matching with the power source.

The planetary arm 212 in the planetary gear train 21
The seventh rotational force transmitted by receiving the fifth power is an intermediate rotational force, that is, a rotational force that acts on the second planetary gear system 22 from the planetary gear system 21. The multi-stage gear transmission 2 transmits the torque as an intermediate torque in the planetary gear system 21, and the second planetary gear system connected to the continuously variable transmission 1 converts the intermediate torque into a stable torque. To the continuously variable transmission 1.

FIG. 5 is a flowchart for explaining the power transmission process in the second operation state of the power transmission mechanism according to the present invention. As can be seen from the figure, the second operating state is such that the power from the motor is connected to the planetary gear system 21 (the ring gear 211, the centrifugal clutch 214, the planetary gear 23 and the planetary arm 212 in FIG. Immediately after being transmitted to the second planetary gear train 22 and subsequently passing through a transmission path similar to that of FIG.
It is sent to the continuously variable transmission 1. As a result, improvement of the continuously variable transmission efficiency in the second operation state of the transmission system is achieved.

FIG. 6 is a graph showing the efficiency of the transmission mechanism after the transmission mechanism of the conventionally used continuously variable transmission has been improved according to 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, and the reduction ratio in the shift period (4.3 to 5.1 seconds) is 1.26.
The deceleration ratio in the constant speed period (5.1 to 12 seconds) is about 1.266.

The broken line represents the efficiency of the continuously variable transmission.
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 84%, and the power loss at this time is increasing, but the transmission efficiency is relatively high. Next, the shift period (4.3 to 5.1)
The efficiency in the second) is about 93.1%. At this time, the amount of power loss drops sharply, and the transmission efficiency sharply increases. The reduction ratio in the last constant velocity period (5.1 to 12 seconds) is about 94%, and the power loss amount at this time belongs to a normal level.
The transmission efficiency is leaning toward higher ones. Therefore, FIGS. 6 and 8
As can be seen from the comparison of the numerical values with, the transmission efficiency is greatly improved by the present invention. Further, if the above-described multi-stage gear transmission 2 is combined with an existing continuously variable transmission 2, the space occupied by the transmission is relatively small, so that it can be conveniently applied to a motorcycle such as a scooter.

[0057]

As described above, the transmission mechanism of the present invention is constructed so that transmission is performed by a multi-stage gear transmission through a novel configuration, so that good transmission efficiency can be obtained. . In addition, since the efficiency under specific driving conditions is improved by improving the configuration of the multi-stage gear transmission, the user can make adjustments according to actual situations, and 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 has the efficiency of use of the energy source improved, but also the life of the continuously variable transmission has been prolonged due to the reduced torsion of the belt,
It greatly contributes to industrial 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 diagram showing a second operation state of the transmission mechanism of the present invention.

FIG. 5 is a flowchart for explaining 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]

 Reference Signs List 1 continuously variable transmission 2 multi-stage gear transmission 30 input shaft

Claims (7)

[Claims] 1. A transmission mechanism for transmitting power from a motor to a wheel in a motorcycle, comprising: an input shaft for inputting the power of the motor; and an input shaft connected to the input shaft for transmitting the power of the input shaft. When a rotational force is generated by the power of the input shaft, a multi-stage gear transmission that transmits the rotational force to a stable rotational force is connected to the multi-stage gear transmission. A transmission mechanism comprising: a continuously variable transmission that transmits power of an input shaft to the wheels and rotates the wheels. 2. The multi-stage gear transmission includes a planetary gear system that transmits a torque transmitted from the input shaft as an intermediate torque, wherein the planetary gear system receives the torque and receives the torque. And a ring gear that transmits the second rotational force as a second rotational force, and receives the second rotational force in the first operating state of the transmission mechanism, and converts the second rotational force into a second power and a third rotational force. A transmitting planetary gear; receiving the second power in the first operating state;
The transmission mechanism according to claim 1, further comprising: a planetary arm that transmits the second power as a fourth rotational force and a third power. 3. The multi-stage gear transmission further includes a second planetary gear system that receives the fourth rotational force and transmits the stable rotational force, and the second planetary gear system includes: A second ring gear that receives a fourth torque and transmits the fourth torque as a fifth torque; and a fourth ring gear that receives the fifth torque and applies the fifth torque to a fourth power and A second planetary gear that transmits as a first acting force; and a second planetary arm that receives the fourth power and transmits the fourth power as a sixth rotational force. The rotational force is the stable rotational force, that is, the rotational force acting on the continuously variable transmission. The second planetary gear system further includes an engine support structure on the engine supporting structure to receive the first operational force. A fixed second sun gear, wherein the multi-stage gear transmission further comprises the first operating state Oite, wherein coupled to the planetary arm includes a centrifugal clutch for receiving said third power, the centrifugal clutch, in the first operating state,
After receiving the third power, the planetary arm performs synchronous rotation with the planetary arm. The fourth rotational force is the intermediate rotational force, that is, the rotational force applied by the planetary gear system to the second planetary gear system. The transmission mechanism according to claim 2, wherein 4. The one-way clutch, further comprising: a one-way clutch, wherein the one-way clutch is coupled to the one-way clutch in the first operating state to receive the third rotational force. A sun gear fixed to the vehicle, wherein the sun gear is fixed at a vehicle speed of 0 to 10 km / hr.
The speed reduction ratio of the continuously variable transmission in the first speed section is performed in a first speed section of
The reduction ratio of the entire transmission mechanism in the first speed section is maintained at a primitive value of 1.27.
3. Transmission according to claim 2, maintained at a starting value of 2.48. 5. The planetary gear system further receives the second rotational force by being connected to the planetary arm and meshing with the ring gear in a second operating state of the transmission mechanism. And a centrifugal clutch that transmits the rotational force of No. 2 as fifth power. The planetary arm in the planetary gear train receives the fifth power in the second operation state, and receives the fifth power. Transmitting as a seventh rotational force and a second acting force, wherein the planetary gear system is further configured to be coupled to the sun gear and receive the second acting force in the second operating state. A one-way clutch, wherein the one-way clutch is in the second operating state,
The power transmission mechanism according to claim 2, wherein after receiving the second acting force, the transmission is operated in a movable direction by the second acting force. 6. The driving in the movable direction is performed when the vehicle speed is 1
The speed reduction is performed in a second speed section higher than 0 km / hr, and the reduction ratio of the entire transmission mechanism in the second speed section is 1.
The transmission mechanism according to claim 5, wherein the seventh rotational force is the intermediate rotational force, that is, the rotational force exerted on the second planetary gear system by the planetary gear system. 7. The intermediate torque is the stable torque,
That is, the transmission mechanism according to claim 2, wherein the planetary gear system is a rotational force directly applied to the continuously variable transmission.