JPH1137289A - Transmission of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission of a vehicle, capable of obtaining sufficient travelling property in normal traveling by preventing abnormalities of a clutch in high-load traveling. SOLUTION: A sub transmission 54 for converting conversion torque of an automatic continuously variable transmission 21 of a scooter and transmitting it to a rear shaft 13 is constituted of a sub shift gear group 55 attached to the rear shift 13 and to be meshed with a deceleration gear group of the automatic continuously variable transmission 21, fitting grooves 62 respectively provided on the attaching hole peripheral edges of a low gear 59 and a high gear 60 of the sub shift gear group 55, a housing elongated hole 56 provided in the axial direction of the rear shaft 13, a shift member 57 incorporated in the housing elongated hole 56 through a spring 68 and for projecting the free end 69 from the outer peripheral surface of the rear shaft 13 through a communication groove hole 13a, and an operating means 58 for sliding the shift member 57 in the axial direction. The fitting and locking part of the shift member 57 is fitted to the fitting groove 62 of the selected low gear 59 or the high gear 60 by operating the operating means 58.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission for a vehicle such as a scooter, a practical motorcycle or a family motorcycle.

[0002]

2. Description of the Related Art There are various types of vehicular transmissions. A V-belt type continuously variable transmission is generally used for a small wheeled scooter, a part of a practical motorcycle, or a family motorcycle. I have. Although not shown, the V-belt type automatic continuously variable transmission has a drive side movable pulley and a follow-up side movable pulley mounted on the drive side and the follow-up side so as to be slidable in the axial direction, respectively. It functions to change the gear ratio automatically by changing the radius of the contact position.

[0003] That is, the automatic continuously variable transmission having the above-described configuration includes:
When the vehicle speed of the scooter increases and the rotation of the engine increases, the width of the drive-side movable pulley is reduced by the weight roller, and the V-belt is pushed out, and the radius of rotation of the V-belt increases. On the follow-up side, the spring that biases the follower-side movable pulley in the axial direction is compressed to increase the width and decrease the turning radius, and the change in the turning radius changes the speed ratio. Is what you do. In addition,
Prior art documents relating to this kind of automatic continuously variable transmission include JP-A-8-100852.

[0004]

The conventional vehicle transmission is constructed as described above and has a fixed gear reduction ratio. Therefore, if the gear ratio is set for normal running, the gear ratio is set during high load running (for example, sudden running). When climbing a steep hill or loading a heavy object, the drive side movable pulley and the follower side movable pulley slip, causing abnormal wear and the like on the clutch, resulting in a serious problem of slippage. Conversely, if the gear ratio is set for high-load running, there is a problem that satisfactory running performance cannot be obtained during normal running.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and prevents an abnormality of a clutch or the like during high-load running,
It is an object of the present invention to provide a vehicle transmission that can obtain sufficient traveling performance during normal traveling.

[0006]

According to the present invention, in order to achieve the above object, an engine, a transmission for converting the power of the engine into a torque corresponding to a load, and a converted torque are transmitted. And a sub-transmission for converting a conversion torque of the transmission and transmitting the converted torque to the axle. The sub-transmission is mounted on the axle and includes a reduction gear group of the transmission. A sub-transmission gear group meshing with the sub-transmission gear group, a fitting groove provided in each of the mounting port peripheral portions of the plurality of sub-transmission gears, and a storage slot provided in the axial direction of the axle; A shift member which is built in the storage elongated hole via a return elastic member, and which exposes a fitting engagement portion from an outer peripheral surface of the axle via a communication hole of the storage elongated hole; Interfere with the operating member to slide in the axial direction. And a operation means for id, so that by operating the operation unit fitted to the fitting groove of the sub speed change gear and the selected fitting engagement portion of the shift member.

According to a second aspect of the present invention, the transmission is an automatic continuously variable transmission, and the automatic continuously variable transmission includes a drive-side movable pulley attached to a crankshaft of the engine, and a drive shaft. And a belt wound around the drive-side movable pulley and the follow-up movable pulley, and a reduction gear group for rotating in conjunction with the drive shaft. And a speed change ratio by changing a radius of a position where the belt comes into contact with the idle shaft. Further, as described in claim 3, the axle may be a rear shaft of a motorcycle.

According to a fourth aspect of the present invention, the shift member includes a substantially cross-shaped locking block which is fitted into the long storage hole and has free ends protruding from a plurality of communication grooves. A push member that is inserted into the storage slot and moves the locking block forward when the operating member advances, and moves back the locking block when the operating member retreats. .

Further, as set forth in claim 5, the shift member is inserted into the storage elongated hole, moves forward when the operating member advances, and moves back when the operating member retreats, A plurality of operation projections, which are provided side by side on the plunger member and respectively correspond to the plurality of sub-transmission gears, and are provided side by side on the peripheral surface of the wheel, and are located corresponding to the plurality of sub-transmission gears, respectively. A plurality of communication holes, and a plurality of fitting and locking members built in the storage elongated holes and in contact with the inclined guide surfaces of the respective operation projections, wherein the inclination guide surfaces of the plurality of operation projections are respectively set in opposite directions. , The plurality of fitting / locking members may be formed in a spherical shape so as to be able to protrude and retract from the communication hole.

According to the first aspect of the present invention, in order to switch from the normal traveling state to the high load traveling state, when the operating means is set for high load traveling, the operating member advances and the engagement member of the shift member is engaged. The stop moves through the communication hole and engages with the fitting groove in the low speed auxiliary transmission gear of the axle. By this coupling action, the power of the engine can be transmitted to the low-speed sub-transmission gear, and high-load running can be performed without causing any abnormality in each mechanism or device of the vehicle. Also, in order to switch from the high load traveling to the normal traveling state, when the operating means is returned to the original state, the operating member retreats to the original position, the shift member slides in the original direction by the return action of the elastic member, The engagement locking portion of the shift member is engaged with the engagement groove in the high speed auxiliary transmission gear of the axle. By this coupling action, the power of the engine can be transmitted to the high-speed auxiliary transmission gear, and normal traveling with a satisfactory feeling can be achieved.

According to the second aspect of the present invention, when the engine of the vehicle is started, the clutch is engaged, but the belt is brought into a low state by the urging action of the spring of the follower movable pulley. Therefore, the vehicle starts smoothly with a strong torque. When the rotational speed of the engine increases, the weight of the drive-side movable pulley moves outward due to centrifugal force, and the diameter of the belt increases, and the diameter of the belt of the follower-side movable pulley decreases. Due to such a change in the diameter of the belt, the reduction ratio becomes approximately 1: 1. Furthermore, when the rotation speed of the engine increases, the rollers of the drive-side movable pulley move outward due to centrifugal force, the width of the drive-side movable pulley becomes narrower, the belt is pushed outward, and the rotation radius of the belt increases. Become. Conversely, the follower-side movable pulley has a larger width due to the contraction of the spring, and a smaller radius of rotation of the belt. The change in the diameter of the belt increases the vehicle speed.

According to the third aspect of the present invention, when the operating means is set for high-load traveling, the operating member is advanced, and the fitting and locking portion of the shift member moves through the communication hole, so that the motorcycle is driven. It fits with the fitting groove of the low-speed auxiliary transmission gear on the rear shaft. When the operating means is returned to the original state in order to switch to the normal traveling state, the operating member retreats to the original position, the shift member moves in the original direction by the return action of the elastic member, and the shift member The fitting engagement portion engages with the fitting groove of the high-speed auxiliary transmission gear on the rear shaft of the motorcycle.

According to the fourth aspect of the present invention, when the operating means is set for high-load running, the operating member advances, and the free end of the locking block moves through the communication slot by the movement of the push member. And engages with the fitting groove of the low-speed auxiliary transmission gear. Also, in order to switch to the normal traveling state, when the operating means is returned to the original state, the operating member retreats to the original position,
Due to the movement of the push member and the return action of the elastic member, the locking block moves back to the original direction, and the free end of the shift member fits into the fitting groove of the high-speed sub-transmission gear.

Further, according to the fifth aspect of the present invention, when the operating means is set for high-load traveling, the operating member advances to move the plunger member forward, and the inclined guide surface of the one operating convex portion is fitted. The engaging / locking member is retracted, and the inclined guide surface of the other operation convex portion lifts the fitting / locking member to expose it from the communication hole, and the fitting / locking member engages with the low-speed auxiliary transmission gear. It fits in the groove. By this coupling action, the power of the engine can be transmitted to the low-speed auxiliary transmission gear. Also, when the operating means is set for normal traveling, the operating member is retracted, the plunger member is moved back by the restoring action of the elastic member, and the inclined guide surface of the other operating convex portion causes the fitting and locking member to retract. At the same time, the inclined guide surface of the one operation convex portion lifts the fitting / locking member to expose it from the communication hole, and the fitting / locking member fits into the fitting groove of the high-speed sub-transmission gear. By this coupling action, the power of the engine can be transmitted to the high-speed auxiliary transmission gear.

[0015]

Embodiments of the present invention will be described below with reference to the drawings. As shown in FIGS. 1 and 2, the transmission of the vehicle according to the present embodiment has an engine 10, a V-belt-type automatic continuously variable transmission 21, and an auxiliary transmission 54 attached to a scooter 1.

As shown in FIG. 1, the scooter 1 includes a frame 2 made of an aluminum alloy having excellent rigidity and the like, and a seat rail 3 extending rearward from a rear portion of the frame 2.
Covering with the cover 4 ensures a reduction in air resistance and the like. The frame 2 is basically an approximately L-shaped cradle-shaped channel whose front center is recessed, and a front fork 6 is supported through a slanted head pipe 5 via a bearing so as to be steerable via a bearing. A handle 7 is mounted on an upper portion of the front fork 6, and a wheel 8 and a front wheel 9 are mounted on a lower portion. A power system such as an engine 10 is suspended behind a lower portion of the frame 2 via a thick coil spring and a damper. A wheel 11 and a rear wheel 12 are rotatably supported on the engine 10 via a rear shaft 13. ing.

The engine 10 comprises a unit swing engine suitable for the scooter 1, as shown in FIGS.
And a cylinder head made of aluminum alloy that covers an upper portion of the opening of the cylinder. The crankcase 14 is of a left-right split type, and rotatably supports the crankshaft 15 via a plurality of bearings. A piston is attached to a crank pin 16 of the crank shaft 15 via a connecting rod 17 and a bearing, and the piston, the cylinder and the cylinder head define a combustion chamber. The crankcase 14 has an air cleaner 18 mounted on its upper part, a fan cover 19 mounted on one side of the opening (the left side in FIG. 2), and a clutch cover on the other side (the right side in FIG. 2). 20 are mounted.

As shown in FIGS. 2 and 4, the automatic continuously variable transmission 21 has a structure in which an automatic centrifugal clutch and a V-belt type continuously variable transmission are combined. That is, the automatic continuously variable transmission 21 includes a reduced-diameter drive-side movable pulley 22 attached to the crankshaft 15, an enlarged-diameter follower-side movable pulley 35 attached to the drive shaft 32, and a drive-side movable pulley A V-belt 49 provided between the motor 22 and the follower-side movable pulley 35; and a short idle shaft 50 that rotates in conjunction with the drive shaft 32. Works to change the ratio automatically.

The drive-side movable pulley 22 includes a plate 23,
It has a removable drive face 24 and a fixed drive face 25, which are fitted into the other side (right side in FIG. 2) of the crankshaft 15, respectively. The plate 23 has a substantially dish-shaped cross section, is fitted to the other side of the crankshaft 15, and is fitted inside the movable drive face 24 via a plurality of dampers to face each other. Further, the removable drive face 24 is basically formed in a substantially U-shaped cross section, and a taper 26 is formed between the central cylindrical portion and the outer peripheral portion so as to gradually incline toward the radially outward direction. The other side of the crankshaft 15 is slidably fitted through a collar 27 and an oil seal.

A gap 28 is formed between the plate 23 and the taper 26 of the removable drive face 24. The gap 28 gradually narrows toward the outside in the radial direction, and a plurality of weight rollers 29 can roll in the gap 28. Built-in. In addition, Fix Drive Face 25
Is formed in a substantially dish-shaped cross section, and is fitted to the other end of the crankshaft 15 via a nut 30. A plurality of fans 31 are arranged on the outer surface of the fix drive face at predetermined intervals, and the plurality of fans 31 alleviate a rise in temperature inside the clutch cover 20.

The drive shaft 32 is rotatably mounted between a lower portion of the crankcase 14 and a gear cover 34 via a plurality of bearings. A transmission gear 33 having a reduced diameter is provided on one side (left side in FIG. 2). The other side (the right side in FIG. 2) penetrates through the gear cover 34 and protrudes into the clutch cover 20. Gear cover 3 penetrated by drive shaft 32
An oil seal for sealing is attached to the through hole 4.

The driven movable pulley 35 includes a fixed driven face 36 and a movable driven face 3.
7, a clutch 38, and a clutch housing 39, which are attached to the other side (the right side in FIG. 2) of the drive shaft 32, respectively. The fixed driven face 36 includes a cylindrical cylindrical body 40 and a face 4 having a substantially inverted dish-shaped cross section provided integrally on one side of the cylindrical body 40.
The cylindrical body 40 is fitted into the other side of the drive shaft 32 via an oil seal and a bearing. In addition, the movable driven face 37 includes a cylindrical tube portion 42,
The face 4 integrally provided on one side of the cylindrical portion 42
3 and is slidably fitted on the outer peripheral surface of the cylindrical body 40 of the fixed driven face 36 via an oil seal.

A plurality of cam grooves are cut obliquely on the peripheral surface of the cylindrical portion 42, and a torque cam pin 44 having a convex cross section penetrates each of the cam grooves so that the outer peripheral surface of the cylindrical body 40 of the fixed driven face 36 is formed. Attached to. The torque cam pin 44 moves while being guided by the cam groove by the rotation of the movable driven face 37, and acts to move the movable driven face 37 inward. The clutch 38 is provided with a clutch shoe 45 on an outer peripheral portion thereof.
The fixed driven face 36 is fitted to the other side of the cylindrical body 40 via a nut 46.

A spring 47 is interposed and disposed between the clutch 38 and the face 43 in a fitted state, and the fixed driven face 36 is biased by the spring 47.
Face 41 in the direction of removable driven face 37
Face 43 is biased. The clutch housing 39 has a substantially U-shaped cross section, is attached to the other end of the drive shaft 32 via a nut 48, and acts to contact the clutch shoe 45 of the clutch 38.

The V-belt 49 is formed endlessly from a material resistant to heat, abrasion, and lateral pressure, has an inner peripheral surface formed in a tooth shape, and has a plate 23 and a movable drive face 24 which form the driving-side movable pulley 22. With a groove between
It is wound between a fixed driven face 36 forming a movable side movable pulley 35 and a groove between the movable driven face 37. The idle shaft 50 is rotatably mounted between the lower part of the crankcase 14 and the gear cover 34 via a plurality of bearings. A reduced-diameter reduction gear 51 for a low gear and an increased-diameter reduction gear 52 for a high gear are fitted side by side on one side of the idle shaft 50 (the left side in FIG. 2), and the other side of the idle shaft 50 (see FIG. 2). 2 (right side of FIG. 2) is fitted with an idle reduction gear 53 having an increased diameter that meshes with the transmission gear.

As shown in FIG. 2, the auxiliary transmission 54 includes an auxiliary reduction gear group 55 on the rear shaft 13 of the rear wheel 12 and its peripheral portion.
A storage slot 56, a shift member 57, and an operation means 58 are provided, respectively. The rear shaft 13 is, as shown in FIG.
A rotatable shaft is mounted between the lower part of the crankcase 14 and the gear cover 34 via an oil seal and a plurality of bearings. As shown in FIGS. 5 and 6, the auxiliary reduction gear group 55 includes a large-diameter low gear 59 that meshes with the reduced-diameter reduction gear 51.
And a reduced-diameter high gear 60 that meshes with the diameter-reducing reduction gear 52. The low gear 59 and the high gear 60 are
3 are fitted side by side via a plurality of clips 61 near the other side. A fitting groove 62 is formed integrally with the low gear 59 and the high gear 60 at the periphery of each mounting opening in a cross shape.

As shown in FIGS. 2 and 7, the storage slot 56 is formed in the center of the rear shaft 13 from the other side (right side in FIG. 2) to one side (left side in FIG. 2). , Rear shaft 13
And the plurality of communication slots 13a. As shown in FIG. 8, the plurality of communication slots 13 a are provided in a rectangular shape at the upper, lower, left, and right sides of the peripheral surface of the rear shaft 13, and are surrounded by the auxiliary reduction gear group 55. Further, the shift member 57 is
As shown in FIGS. 9 to 11, a cross-shaped locking block 63 and a push rod 64 that comes into contact with the locking block 63 are provided.

The locking block 63 includes a first rod member 65 formed in a substantially nut shape and the first rod member 6.
5 is provided with a second rod member 67 cross-mounted through a bolt 66 via a bolt 66, and is reciprocally fitted into the long storage hole 56 via a spring 68 for return.
The free ends 69 of the second rod members 65 and 67 project outside from the plurality of communication slots 13a as fitting engagement portions.

As shown in FIGS. 2, 9 and 10, the push rod 64 penetrates through the gear cover 34 and is inserted into the storage slot 56 via a bush. The head is in contact via a washer 70. An oil seal 71 for sealing is attached to a through hole of the gear cover 34 penetrated by the push rod 64. Further, the operation means 58 is provided in FIG.
As shown in FIG. 10, a swing arm 72 pivotally supported by the gear cover 34 and in contact with the end of the push rod 64, and a swing arm attached to a spline portion of a spline shaft 73 of the shift arm 72. A shift lever 74 is provided, and an operation cable 75 for connecting a tip end of the shift lever 74 and an operation lever (not shown) of the handle 7 is provided.

In the above configuration, when the engine 10 of the scooter 1 is started, the clutch 38 is engaged.
The V-belt 49 is connected to the spring 6 of the follower-side movable pulley 35.
8 is in a low state by the urging action. Therefore, the scooter 1 starts smoothly with a strong torque (see arrow A in FIG. 4). Next, when the rotation speed of the engine 10 increases, each weight roller 29 of the driving side movable pulley 22 moves outward in a radial direction by centrifugal force, and the V belt 4
9, the diameter of the V-belt 49 of the follower-side movable pulley 35 decreases. Such a V belt 4
Due to the change in the diameter of 9, the reduction ratio becomes about 1: 1.

When the rotation speed of the engine 10 further increases, the weight rollers 2 of the drive-side movable pulley 22
9 moves radially outward due to centrifugal force, and the driving side movable pulley 2
2, the V-belt 49 is pushed outward, and the radius of rotation of the V-belt 49 increases. Conversely, the spring 68 is compressed to increase the width of the follower-side movable pulley 35, and the radius of rotation of the V-belt 49 decreases (see arrow B in FIG. 4). Due to such a change in the diameter of the V-belt 49, the vehicle speed becomes higher.

During the normal running, the sub-transmission 54 has the fitting groove 62 of the high gear 60 and the locking block 63 of the shift member 57 fitted to each other, and the low gear 59 is idle (FIG. 9). reference). When switching from such a normal traveling state to a high-load traveling state such as climbing a steep hill, the operation lever of the steering wheel 7 is operated to operate the shift lever 7.
4 may be swung through the operation cable 75.

Then, the shift lever 7 in the inclined state shown in FIG.
4 oscillates in a standing state and pushes the push rod 64,
The shift member 57 moves from the right side to the left side in FIG. 9, and each free end 69 of the locking block 63 moves in the same direction while being guided by the communication groove 13 a, and mutually fits into the fitting groove 62 of the low gear 59. (See FIG. 10). By this fitting action, the power of the engine 10 is transmitted to the low gear 59, and the high gear 60 idles, so that high-load running without fear of slipping burns becomes easy. When the vehicle travels under a high load in such a state, and after that, the high load travel ends and it is desired to switch back to the normal traveling state, the operation lever of the steering wheel 7 is returned to operate and the shift lever 74 is moved via the operation cable 75. What is necessary is just to rock to the original state.

Then, the shift lever 74 in the upright state in FIG. 10 swings to the inclined state to release the pressing of the push rod 64, and the shift member 57 is moved from the left side in FIG. It moves to the right, and each free end 69 of the locking block 63 moves in the same direction while being guided by the communication groove hole 13a, and mutually fits into the fitting groove 62 of the high gear 60 (see FIG. 9). By this fitting action, the power of the engine 10 is transmitted to the high gear 60,
The low gear 59 idles again, enabling normal traveling with a satisfactory feeling.

According to the above-described structure, the gear switching structure is provided to increase the options of the gear reduction ratio. Therefore, if the gear ratio appropriate for the high load traveling is set, the drive side movable pulley 22 and the follower side The movable pulley 35 does not slip at all. Therefore, the durability can be remarkably improved, and abnormal wear and the like occur in the clutch 38,
The problem of occurrence of slip burn can be surely solved. In addition, when a gear ratio appropriate for the normal running is set, a satisfactory running performance can be obtained very easily due to a great improvement in the running performance.

Since the rear shaft 13 is provided with the storage slot 56 and the shift member 57, a very compact design can be achieved, and the space can be saved. Further, since the operating lever is attached to the handle 7, the switching operation can be performed smoothly and easily, and the appearance can be greatly improved. Further, since the V-belt type automatic continuously variable transmission 21 is used, it is smooth and continuously variable.
And automatic shift can be expected.

Next, FIGS. 12 to 18 show a second embodiment of the present invention.
In this embodiment, a low gear 59 and a high gear 60 forming a sub-reduction gear group 55 are shown.
The fitting groove 62A is formed substantially in the shape of a petal, and the shift member 57 is composed of a plunger rod 76, a plurality of fitting locking balls 82, 83 and the like, and the fitting locking balls 82, 83 are fitted. It is designed to be used as a locking part. The plunger rod 76 is shown in FIGS.
As shown in the figure, from the front end (left direction in FIG. 16) to the end (right direction in FIG. 16), the enlarged diameter fitting portion 77 for the spring 68, the plurality of operation flanges 78, 79, and the enlarged diameter portion 80. Are formed with a gap therebetween.

The plurality of operation flanges 78 and 79 are provided corresponding to the position and number of the sub reduction gear group 55. The plurality of operation flanges 78 and 79 are
9 is formed in a substantially frusto-conical shape, and each operating flange 78, 7
Nine inclined surfaces are integrally arranged so as to be opposite to each other. The inclined surfaces of the operation flanges 78 and 79 are used as inclined guide surfaces 81. Further, each engagement locking ball 82,
Reference numeral 83 denotes a light-weight member which is fitted into the storage slot 56 and is in contact with the inclined guide surface 81 of each of the operation flanges 78 and 79.
Acts to emerge from 4

The plurality of communication holes 84 are provided corresponding to the position and number of the sub reduction gear group 55. Each of the communication holes 84 is formed in a circular shape, and is provided with a plurality of openings on the upper surface and the lower left and right sides of the peripheral surface of the rear shaft 13, and is surrounded by the sub reduction gear group 55 (see FIG. 15). The other parts are the same as those in the above-described embodiment, and the description is omitted.

In the above configuration, when switching from the normal traveling state to the high load traveling state, the operation lever of the handle 7 is operated to shift the shift lever 74 to the operation cable 7.
What is necessary is just to rock through 5. Then, the shift lever 74 in the inclined state in FIG. 16 swings to the upright state and presses the plunger rod 76, and the inclined guide surface 8 of the operation flange 79.
1 is lowered, and the inclined guide surface 81 of the operation flange 78 causes the plurality of fitting locking balls 82 to protrude to be exposed from the communication hole 84, and the plurality of fitting locking balls 83 are raised. The engagement locking ball 82 is the low gear 59
(See FIGS. 17 and 18). By this fitting action, the engine 1 is connected to the low gear 59.
The power of 0 is transmitted, and the high gear 60 idles, which facilitates high-load running without fear of slippage.

When it is desired to switch back to the normal running state, the operation lever of the steering wheel 7 may be returned to the original state by operating the shift lever 74 via the operation cable 75. Then, the shift lever 74 in the upright state in FIG. 17 swings to the inclined state to release the pressing of the plunger rod 76, and the plunger rod 76 moves from the left side to the right side in FIG. Then, the plurality of fitting locking balls 83 from which the inclined guide surface 81 of the operation flange 78 protrudes are lowered, and the plurality of fitting locking balls 83 from which the inclined guide surface 81 of the operation flange 79 is protruded are projected. Then, the plurality of fitting engagement balls 83 are mutually fitted into the fitting grooves 62A of the high gear 60 (see FIG. 16).

By the above-mentioned fitting operation, the power of the engine 10 is transmitted to the high gear 60, and the low gear 59 idles again, so that a normal running with a satisfactory feeling can be performed.
The other parts are the same as those in the above-described embodiment, and the description is omitted.

In this embodiment, the same operation and effect as those of the above-described embodiment can be expected, and the fitting and locking balls 82 and 83 which move smoothly are used. Significant smoothing can be expected, and the necessity of processing can be reliably eliminated.

Next, FIGS. 19 to 21 show a third embodiment of the present invention.
In this embodiment, the operation means 58A is not an indirect switching method using an operation cable 75 but a direct switching method. That is, in this case, a cylindrical mounting opening 85 is provided in the clutch cover 20, and the outer guide 8 is provided in the mounting opening 85.
6 and the switching lever 87 are attached. A plurality of guide grooves (not shown) are formed in the inner peripheral edge of the mounting port 85 in the left-right direction in FIG.

The outer guide 86 is basically formed in a cylindrical shape with a bottom, and a plurality of projections 88 which are fitted into a plurality of guide grooves are formed on the outer peripheral wall thereof. Lead grooves 89 are formed to penetrate in the left-right direction of FIG. Further, the switching lever 87 is formed substantially in a bolt shape, and has an operation knob 90 on its enlarged head.
The shaft portion is rotatably fitted into the outer guide 86, and the shaft portion and the lead groove 89 are formed.
Are connected by a pin 91. The other parts are the same as in the first embodiment, and a description thereof will be omitted.

In the above-described configuration, during normal traveling, the auxiliary transmission 54 is provided with the fitting groove 62 of the high gear 60 and the shift member 57.
Are engaged with each other, and the low gear 59 is idle. In order to switch from such a normal traveling state to a high load traveling state, the scooter 1 may be temporarily stopped, and the switching lever 87 may be turned from the high gear position to the low gear position.

Then, the shaft of the switching lever 87 and the pin 9
1 rotates, and the outer guide 86 in which the lead groove 89 is fitted to the pin 91 projects while being guided by the guide groove. By this protruding action, the push rod 64 is pressed to move the shift member 57 from the right side to the left side in the drawing, and each free end 69 of the locking block 63 moves in the same direction while being guided by the communication slot 13a. The fitting with the fitting groove 62 of the low gear 59 is mutually performed. By this fitting action, the power of the engine 10 can be transmitted to the low gear 59, and high-load running without fear of slipping and burning can be facilitated. When the vehicle travels under a high load in such a state, and thereafter the high load travel ends, and it is desired to switch back to the normal traveling state, the switching lever 87 may be turned from the low gear position to the high gear position.

Then, the shift lever 74 in the upright state swings to the inclined state to release the pushing of the push rod 64,
The shift member 57 moves from the left side to the right side in the drawing due to the restoring action of the compressed spring 68, and each free end 69 of the locking block 63 moves in the same direction while being guided by the communication groove 13 a, and the high gear 60. And the fitting groove 62 of the same. By this fitting action, the engine 10 is connected to the high gear 60.
Power can be transmitted, and normal driving with a satisfactory feeling can be achieved.

In this embodiment, the same operation and effect as those of the above embodiment can be expected, and furthermore, since it is only necessary to rotate the switching lever 87, the number of parts can be reduced by omitting the operation cable 75 and the like. Obviously you can.

Although the scooter 1 has been described in the above embodiment, the present invention is not limited to this, and is widely used for various vehicles such as a three-wheeled motorcycle, a sleta, a business motorcycle, a family motorcycle, a leisure motorcycle, and an electric wheelchair. It goes without saying that it can be applied. Further, the engine 10 is not limited to the unit swing engine at all, and various engines can be widely used. Further, the auxiliary transmission 54 can be attached to the front shaft or the like instead of the rear shaft 13. Further, the number of gears of the automatic continuously variable transmission 21 may be increased. Also, the auxiliary transmission 54
May be increased, or the shape of the fitting grooves 62, 62A, the communication groove 13a, or the communication hole 84 may be changed as appropriate.

Further, the locking block 63 may be formed in an X shape or a similar cross shape.
If the same function is provided, the shape and number of the plunger rod 76, the operation flanges 78 and 79, or the engagement locking balls 82 and 83 can be appropriately changed. For example, instead of the operation flanges 78 and 79, a plurality of projecting pieces may be arranged to form an operation protrusion. Further, the second and third embodiments may be combined. Further, in the above-described embodiment, the outer guide 86 and the switching lever 87 are respectively mounted on the mounting opening 85. However, the present invention is not limited to this. If similar effects can be expected, A screw-type switching lever 87 or the like may be appropriately used.
Furthermore, it goes without saying that the operating means 58, 58A can be configured to reciprocate the plunger member by a motor or the like, or can be configured to have a structure including various cylinders.

[0052]

As described above, according to the first aspect of the invention, it is possible to effectively prevent abnormalities and failures of the clutch and the like during high-load running, and to obtain sufficient running performance during normal running. There is.

According to the second aspect of the present invention, since a belt-type automatic continuously variable transmission is used, a smooth and stepless speed change can be expected.

Further, according to the third aspect of the present invention, the storage shaft and the shift member are provided on the rear shaft of the motorcycle, so that the configuration can be simplified and the space can be saved.

Further, according to the fifth aspect of the present invention, since the fitting and locking member that moves smoothly is used, smooth and easy fitting can be expected, and furthermore, the work for the shift member and the like can be performed. There is an effect that it can be omitted.

[Brief description of the drawings]

FIG. 1 is an overall explanatory diagram showing an embodiment of a transmission for a vehicle according to the present invention.

FIG. 2 is an explanatory sectional view of a main part showing an embodiment of a transmission for a vehicle according to the present invention.

FIG. 3 is a partially sectional external view of FIG. 2;

FIG. 4 is an explanatory view showing the V-belt type automatic continuously variable transmission shown in FIG. 1;

FIG. 5 is an explanatory view showing the low gear of FIG. 1;

FIG. 6 is an explanatory view showing a high gear of FIG. 1;

FIG. 7 is an explanatory view showing a rear shaft of FIG. 1;

8 is a sectional view taken along line VIII-VIII of FIG.

FIG. 9 is an explanatory cross-sectional view showing a sub-transmission at a high speed in the embodiment of the transmission for a vehicle according to the present invention.

FIG. 10 is an explanatory cross-sectional view showing the auxiliary transmission at low speed in the embodiment of the transmission for a vehicle according to the present invention.

FIG. 11 is an explanatory diagram showing a subtransmission at a low speed in the embodiment of the transmission for a vehicle according to the present invention.

FIG. 12 is an explanatory sectional view of a main part of a second embodiment of the transmission for a vehicle according to the present invention.

FIG. 13 is an explanatory view showing the low gear of FIG.

14 is an explanatory diagram showing the high gear of FIG.

FIG. 15 is a sectional view showing the rear shaft of FIG. 12;

FIG. 16 is an explanatory sectional view showing a subtransmission at a high speed in a second embodiment.

FIG. 17 is an explanatory cross-sectional view showing a subtransmission at a low speed in a second embodiment.

FIG. 18 is an explanatory sectional view showing a subtransmission at a low speed in a second embodiment.

FIG. 19 is an explanatory sectional view of a main part of a third embodiment of the transmission for a vehicle according to the present invention.

FIG. 20 is a cross-sectional view illustrating an operation unit according to the third embodiment.

FIG. 21 is an external view illustrating an operation unit according to the third embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Scooter (motorcycle) 10 Engine 12 Rear wheel 13 Rear axle (Axle) 13a Communication groove hole (Communication hole) 15 Crankshaft 20 Clutch cover 21 Automatic continuously variable transmission 22 Drive side movable pulley 32 Drive shaft 35 Follower side movable Pulley 49 V-belt (belt) 50 Idle shaft 51 Reduced diameter reduction gear (reduction gear group) 52 Expanded reduction gear (reduction gear group) 53 Idle reduction gear (reduction gear group) 54 Secondary transmission 55 Secondary reduction gear group 56 Storage Long hole 57 Shift member 58 Operating means 58A Operating means 59 Low gear (sub transmission gear) 60 High gear (sub transmission gear) 62 Fitting groove 62A Fitting groove 63 Lock block 64 Push rod (push member) 68 Spring (elastic member) 69 Free end 72 Shift arm (operation member) 74 Shift lever (operation member) 75 Operation Cable (operating means) 76 Plunger rod (plunger member) 78 Operating flange (operating convex portion) 79 Operating flange (operating convex portion) 81 Inclined guide surface 82 Fitting locking ball (fitting locking member) 83 Fitting locking Ball (fitting / locking member) 84 Communication hole 85 Mounting port (operating means) 86 Outer guide (operating means) 87 Switching lever (operating means) 91 Pin (operating means)

Claims (5)

[Claims] A transmission for a vehicle including an engine, a transmission for converting the power of the engine into a torque corresponding to a load, and an axle to which the converted torque is transmitted, wherein the conversion torque of the transmission is A sub-transmission that converts and transmits the transmission to the axle; the sub-transmission is mounted on the axle and meshes with a reduction gear group of the transmission;
Fitting grooves respectively provided on the peripheral edges of the mounting openings of the plurality of sub-transmission gears forming the sub-transmission gear group, storage slots provided in the axial direction of the axle, and return slots in the storage slots. A shift member that is built in via an elastic member and exposes a fitting and locking portion from the outer peripheral surface of the axle through the communication hole of the storage long hole, and an operation member that can move forward and backward with the shift member to interfere in the axial direction A transmission device for operating the operation member to engage the fitting engagement portion of the shift member with the fitting groove of the selected auxiliary transmission gear. . 2. The transmission according to claim 1, wherein the transmission is an automatic continuously variable transmission, and the automatic continuously variable transmission comprises a drive side movable pulley attached to a crankshaft of the engine and a follower side movable pulley attached to a drive shaft. And a belt wound around the drive-side movable pulley and the follower-side movable pulley, and an idle shaft for mounting the reduction gear group that rotates in conjunction with the drive shaft, wherein the belt is 2. The transmission according to claim 1, wherein the gear ratio is changed by changing a radius of the contact position. 3. The transmission according to claim 1, wherein the axle is a rear axle of a motorcycle. 4. A substantially cruciform locking block which is fitted into the storage slot and has a free end protruding from each of the plurality of communication slots, and is inserted into the storage slot. With the advance of the operation member, the locking block is moved forward,
4. The transmission according to claim 1, further comprising: a push member configured to move the locking block back when the operation member retreats. 5. The plunger member, which is inserted into the elongated slot and moves forward when the operating member advances, and moves back when the operating member retreats, the shift member protrudingly arranged on the plunger member. A plurality of operation protrusions respectively corresponding to the plurality of sub-transmission gears, a plurality of communication holes provided on the peripheral surface of the wheel and positioned corresponding to the plurality of sub-transmission gears, respectively; A plurality of engagement locking members which are built in the holes and contact the inclined guide surfaces of the respective operation projections, wherein the inclination guide surfaces of the plurality of operation projections are respectively oriented in opposite directions, and 4. The vehicle transmission according to claim 1, wherein each of the stop members is formed in a spherical shape so as to be able to protrude and retract from the communication hole.