JPS58146757A - Speed change gear for motorcycle - Google Patents

Abstract

PURPOSE:To improve overall operation efficiency and to obtain high transmission efficiency by disposing side by side a V-belt stepless speed change gear and an interlocking type transmission gear where the speed of an output shaft is increased by an input shaft, between the input and output shafts. CONSTITUTION:The revolution of a crankshaft 1 caused by an engine E of a motor cycle is transmitted to an input shaft 2 of a speed change gear T through a primary speed reducer Rp and a rear wheel Wr is rotated by revolution of an output shaft 3 suitably changed in speed. In this case, the above speed change gear T comprises a V-belt stepless speed change gear Ta including a driving V- pulley 8 and a driven V-pulley 9 and an intelocking type transmission gear Tb which are disposed side by side, wherein either of these gears is selectively operated by an operation selection device comprising clutches C1, C2. The interlocking type transmission gear Tb comprises sprockets 13, 14 coupled to each other bya chain 15, wherein the sprocket 14 can be accelerated by drive of the sprocket 13.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission used in a power transmission system of a vehicle such as a motorcycle or an automobile. This invention relates to a belt-type continuously variable transmission device that is capable of continuously controlling the gear ratio of the driver and output shaft.

The above-mentioned V-belt type continuously variable transmission is capable of starting and accelerating by changing the effective radius of the drive V-boot connected to the input shaft and the driven V-pulley connected to the output shaft, that is, the contact radius with the V-belt. , it has the advantage of good drivability because it can steplessly easily obtain the best gear ratio for various driving conditions of the vehicle, such as deceleration, climbing, and cruising. Since there is a certain amount of slippage, there is a disadvantage that the transmission efficiency is lower than that of mesh type transmissions using gears or chains, which is also unfavorable from the standpoint of fuel efficiency.

By the way, in general, the cruising state of a vehicle lasts longer than other driving states, and in this state there is almost no need to change the gear ratio, so the continuously variable speed function of the V-belt type continuously variable transmission is This is not necessary, and it is preferable to replace the continuously variable transmission with a mesh type transmission with high transmission efficiency.

Therefore, the present invention provides a V-belt type continuously variable transmission device and a mesh type transmission device in parallel between an input shaft and an output shaft, and operates them selectively. To provide a vehicular transmission that maintains the advantages of a continuously variable transmission while compensating for its drawbacks with a mesh type transmission, has good overall drivability and high transmission efficiency, and can therefore greatly contribute to improving fuel efficiency. The purpose is to have a child.

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

FIG. 1 shows a first embodiment in which the present invention is applied to a power transmission system of a motorcycle. The drive shafts 4 are arranged parallel to each other, and the rotational torque of the crankshaft 1 is applied to the drive sprocket 5. Primary reduction gear Rp consisting of driven sprocket 6 and chain 77 suspended from them
The signal is transmitted to the input shaft 2 via.

A V-belt type continuously variable transmission Ta and a mesh type transmission Th are arranged in parallel between the input and output shafts 2 and 3, and by selectively operating one of them, the input shaft 2 is connected to the output shaft. Rotational torque is transmitted to 3.

The V-belt type continuously variable transmission Ta includes a driving V-pulley 8 which is rotatably attached to the input shaft 2, a driven V-pulley 9 which is attached to the output shaft 3 so as to be able to rotate together with it, and both of these V-pulleys. The main element is a V-belt 10 that is stretched between belts 8 and 9. The drive V-pulley 8 includes a fixed pulley half 8α that is prevented from moving in the axial direction on the input shaft 2, and a movable pulley that can move back and forth with respect to the fixed pulley half 8α to adjust the effective radius of the drive V-pulley 8. A known speed change control mechanism 11 for moving the movable pulley half 8h forward and backward is provided on the back of the movable pulley half 8h. The driven V pulley 9 also includes a fixed IJ half 9a fixed to the output shaft 3 on the same side as the movable pulley half 8b of the drive V pulley 8, and a fixed pulley half 8α of the drive V pulley 8. The movable pulley half 9b is located on the same side and can be moved back and forth with respect to the fixed pulley half 9α to adjust the effective radius of the driven V-pulley 9, and the movable pulley half 9b is moved back and forth from the back of the movable pulley half 9h. A speed change control mechanism 12 is provided. Thus, the continuously variable transmission Ta adjusts the speed ratio between the V pulleys 8 and 9 to a predetermined maximum value (for example, 4.0.
0) to a predetermined minimum value (for example, 1°0).

The meshing type transmission rh has a drive sprocket 13 fixed to the input shaft 2 adjacent to the fixed pulley half 8a of the drive V pulley 8, and a drive sprocket 13 fixed to the input shaft 2 adjacent to the fixed pulley half 8a of the driven V pulley 9. It consists of a driven sprocket 14 rotatably attached to the output shaft 3, and a chain 715 suspended from both sprockets 13 and 14. Both sprockets 13 and 14 are arranged so that the gear ratio therebetween is 1°0 or less, that is, from the driving sprocket 13 to the driven sprocket 1.
4 can be driven at increased speed (overdrive).

In order to selectively operate the V-belt type continuously variable transmission Ta and the mesh type transmission Th, a first clutch C1 is provided between the drive V-pulley 8 and the drive sprocket 13, and a first clutch C1 is connected to the output shaft 3.
A second clutch C2 is interposed between the driven sprocket 14 and the driven sprocket 14, respectively. Therefore, the first and second clutches C, , C constitute an operation selection device in the vehicle speed mechanism T of the present invention.

Furthermore, with this latch arrangement, the first clutch C1 can also be used as a starting clutch.

The rotational torque of the output shaft 3 is transmitted to the final drive shaft 4 via a final reduction gear Rf consisting of a pair of gears 16.17, and is further transmitted to the drive wheels of the motorcycle via the propulsion shaft 1B and a pair of bevel gears 19.20. , that is, it is transmitted to the rear wheel Wγ.

Further, the output shaft 3 is provided with a parking gear 21 that is engaged with a lock pawl 22 and locked when the vehicle is parked.

Next, to explain the operation of this embodiment, when the vehicle starts, the second clutch C1 is kept in the disconnected state, the continuously variable transmission Ta is brought into the maximum gear ratio state, and then the second clutch C2 is gradually connected. go. According to this connection, engine E
The rotational torque transmitted from the crankshaft 1 of the human power shaft 2 to the human power shaft 2. Drive sprocket 13, first clutch C1
, drive V boo IJ8. V belt 10, driven V boo IJ
7, and is further transmitted from this output shaft 3 via the final drive shaft 4 and the like to the rear wheel Wr to drive it.

By decreasing the gear ratio of the continuously variable transmission Ta as the vehicle speed increases or increasing it as the load increases, the vehicle can always run smoothly.

During this time, the dog-type transmission Tb is disconnected from the output shaft 3 due to the interruption of the second clutch C1, so it is in a resting state and does not interfere with the operation of the continuously variable transmission 7a.
:.

When the vehicle is in a high-speed cruising state, the first clutch CI is disconnected and the second clutch C1 is connected at the same time, contrary to the above case. When the first clutch C7 is disconnected, the connection between the human power shaft 2 and the drive V-boo 18 is released, and the continuously variable transmission Ta is put into a rest state.

On the other hand, when the second clutch C2 is connected, the driven sprocket 14 and the output shaft 3 are connected, so the rotational torque of the input shaft 2 is transmitted to the output shaft 3 via the mesh type transmission Tb, and the rotational torque of the input shaft 2 increases the speed of the output shaft 3 at a constant gear ratio, resulting in a so-called overdrive state. In this way, the slip loss of the V-belt thermal stage transmission Tα does not become a problem, and a high-speed cruising state with high transmission efficiency can be obtained.

In the above embodiment, a shaft drive system is employed as the drive system for the rear wheel Wγ, but a chain drive system may also be used instead.

FIG. 2 shows a second embodiment of the present invention, in which a meshing type transmission Th is connected to a driving gear 23 on the input shaft 2, a driven gear 24 on the output shaft 3, and both gears 23, 24. The structure is the same as that of the previous embodiment except that it is composed of idle gears 25 that mesh with each other, and in the figure, the same reference numerals are given to the same elements as those of the previous embodiment.

In this embodiment, each gear 2 of the meshing type transmission Tb
3. The constraint on the number of teeth of 24 was applied to each sprocket in the previous example) 13
．． Since the number of teeth is less than the restriction of 14, there is an advantage that a relatively free value can be taken when setting the gear ratio to the overdrive side.

FIG. 3 shows a third embodiment of the present invention, which is similar to the first embodiment except that the crankshaft 1 and the input shaft 2 are directly connected on the same axis and the -order reduction gear is omitted. It has the same structure as the example, and in the figure, the same reference numerals are given to the same parts as in the first example.

As described above, according to the present invention, the V-belt type continuously variable transmission device and the mesh type transmission device are provided in parallel between the input shaft and the output shaft, and they are operated alternatively. So,
In operating conditions where the load fluctuates greatly, such as when starting, accelerating, decelerating, and climbing hills, the V-belt type continuously variable transmission is activated.

The gear ratio is steplessly provided between the output shafts according to each operating condition,
This allows for good driving performance, and in driving conditions with little load fluctuation, such as when cruising at high speeds,
High transmission efficiency is achieved by operating the dog-type transmission, thereby reducing fuel consumption.Furthermore, compared to conventional systems, the operating time of the continuously variable transmission is reduced by the amount of time the dog-type transmission operates. Therefore, it has a positive effect on the life of the V-belt.

[Brief explanation of drawings]

The drawings show a power transmission system for a motorcycle embodying the present invention, and FIGS. 1 to 3 are developed plan views of the first to third embodiments thereof. C,, C2 . . . 1st as an operation selection device. 2nd clutch, E...engine, T...transmission, Tα...
V-belt continuously variable transmission, rb...mesh type transmission,
Wr... Rear wheel as a driving wheel, 1... Crankshaft, 2... Input shaft, 3... Output shaft, 8... Drive V pulley, 9... Driven V-boo IJ, 1
0... V belt, 13.14... Drive, driven sprocket, 15... Check 7, 23.24... Drive, driven gear, 25... Idle gear Patent applicant Honda Motor Co., Ltd.

Claims (1)

[Claims] A V-belt type stepless type that is installed between the input shaft connected to the engine crankshaft, the output shaft connected to the drive wheels, and the input and output shafts, and provides a steplessly different gear ratio between the input and output shafts during operation. a transmission; and a dog-type transmission, which is provided between the input and output shafts in parallel with the continuously variable transmission, so that the input shaft increases the speed of the output shaft at a constant gear ratio when activated; , a vehicle transmission 4 comprising an operation selection device capable of selectively operating the continuously variable transmission and the transmission device!
l.