JPS6020622B2 - Transmission devices for motorcycles, etc. - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission device for a motorcycle or the like having a function similar to an automatic two-speed transmission.

However, with two-speed automatic transmissions, it was impossible to select the shift and speed points according to the road surface conditions, so it was impossible to achieve both climbing power on steep hills and quiet running on flat ground. It was difficult.

In addition, a two-speed transmission that combines an automatic clutch device such as a centrifugal clutch with a manual clutch device is superior to the above-mentioned automatic two-speed transmission if used skillfully, but a certain degree of skill is required to use it. In short, it was quite difficult for beginners to use. SUMMARY OF THE INVENTION An object of the present invention is to provide a transmission device for a motorcycle, etc., which can start and run gently and quietly at the top on flat ground, and can arbitrarily run in low mode on steep slopes.

The basic structure of the present invention is that a road drive gear is connected to a crankshaft via an automatic clutch device, and a counter ball installed in parallel with the crank shaft and a load drive gear that meshes with the road drive gear are connected to a one-way clutch device. A top drive gear is connected to the crankshaft, the top drive gear is engaged with a top driven gear attached to the countershaft, and the clutch housing and the clutch housing are connected by separately operating a clutch release. between the top drive gear and the automatic clutch device when the manual clutch device is rotatably mounted on the clutch shaft with a manual clutch 0 reinstallation for releasing the coupling with the clutch boss; Alternatively, the transmission device of a motorcycle or the like is interposed between the top drive gear and the counter ball when the top drive gear is fixed to the automatic clutch device.

Embodiments of the present invention will be described below based on the drawings.

．． FIG. 1 is the most basic configuration diagram of the present invention. A trode drive gear 4 is attached to a crankshaft 1 rotatably supported by a bearing 2 via an automatic clutch device 3. As shown in FIG.

The automatic clutch device 3 includes a clutch housing 3a, a housing extension 3b, a clutch shoe 3c, a clutch return spring 3d, and a clutch boss 3e. The low drive gear 4 is connected to a one-way clutch device 6 connected to a counter 5 disposed parallel to the crankshaft 11.
It meshes with the load driven gear 7 installed through the. A clutch device 8 for starting is installed between the housing extension 3b of the automatic clutch device 3 and the crankshaft, and a top drive gear 9 is connected to the housing via a manual clutch device 10 on the housing extension 3b. In other words, it is rotatably mounted on the extension 3b with respect to the crankshaft 1.The clutch device 10' is separately provided according to the present invention, and includes a clutch housing 10a, a clutch plate mat ob,
Clutch spring 10c, clutch push plate IQd, clutch release 10e and clutch boss 1
0f, and functions to release the coupling between the t-clutch housing S0a and the clutch boss IQf by operating the clutch release 10e. The top drive gear 9 is always in mesh with the top driven gear 1 fixed to the counter shaft 5. 12 indicates a bearing.

In addition to being interposed between the top drive gear 9 and the automatic clutch clutch device 3, the hand sardine clutch device 10 is also interposed between the torpedo drive gear 11 and the counter clutch device 5 to achieve the same effect. . However, in this case, it is necessary to fix the top drive gear 9 to the housing extension 3b of the automatic clutch device 3. The operation will be explained below based on FIG.

When the engine starts and the crankshaft 1 rotates and its rotational speed increases due to the operation of the throttle valve, the clutch shoe 3c is moved by the clutch housing 3a due to centrifugal force.
When the clutch starts to touch the clutch, it becomes a half-clutch state.

When the rotational speed of the crankshaft 1 is further increased, the automatic clutch blind pupil 3 is brought into a tight state, and the torque of the automatic clutch device 3 is transmitted to the road drive gear 4 and the top drive gear 9. However, since a one-way clutch 6 is provided between the load driven gear 7 that meshes with the road drive gear 4 and the counter shaft 5, rotation only occurs from the top driven gear 11 side that meshes with the top drive gear 9. will be transmitted. As a result, during normal driving, the road drive gear 4 and the road drive gear 7 are not used at all, and it is possible to drive quietly and comfortably at the top reduction ratio from the start to the top. When you want to start or when you need a large driving force to climb a hill, you operate the clutch release 10e by squeezing the clutch lever (not shown) and release the clutch housing electric Da of the manual clutch device 18 and the clutch boss force. Release the connection with of.

Then, the power is no longer transmitted to the top drive gear 9 from the crankshaft 1 side (the clutch housing 3a side of the automatic clutch 3), so the counter shaft 5 is connected to the low drive gear 4.
Rotational force is applied only from the meshed load driven gear 7 side, and the gear is transported at the reduction ratio of the tow. Therefore, if the low reduction ratio is set sufficiently large, a sufficiently large driving force can be obtained even with a small displacement engine. FIG. 2 shows another more advanced embodiment of the present invention.

Parts given the same numbers in this figure to those in FIG. 1 above indicate the same parts. The feature of this embodiment is that it is equipped with a kick drive mechanism for starting the engine. The kick lever 93 has a return spring 14 and is attached to the rotatable kick shaft vine 5, and a kick gear 16 is fixed to the end of the kick shaft 85. The kick gear 86 meshes with the kick pinion turtle 8 that engages with the threaded spline (left-hand thread) 17 mounted on the counter shaft 5, and the kick pinion 181 is engaged with the kick dog 19.
are integrally attached. Drive dog 20 is located opposite kick dog 19, and drive dog 2
On the pond side of 0, a dog 29 is located opposite. The dog 21 meshes with a dog 30 fixed to the gear 23 side, which is constantly biased by a dog spring 22. 3
1 is a brake spring for making the rotation of the screw spline turtle 7 heavier.

The gear 23 meshes with a reduction gear 25 of the drive shaft 24. A drive sprocket 26 is fixed to the drive shaft 24, and a drive chain 27 is wound around the drive sprocket 26. 2
Reference numeral 8 indicates a stopper, and reference numeral 29 indicates a push collar fixed to the side surface of the gear 23.

The operation will be explained below based on FIG.

When starting the engine, when the kick lever 13 is rotated and the kick gear 16 is rotated, the kick pinion 18 moves to the left in the figure while pushing the gear 23 through the push collar 29 against the dog spring 22. Disengage the dog 21 and the dog 30 on the gear 23 side,
At the same time, the kick dog 19 and drive dog 20 are engaged, and then rotation begins.

The kick force is transmitted to the crankshaft 1 via the crankshaft via the kick pinion 18, countershaft 5, top drive gear 11, top drive gear 9, hand sardine clutch 10, one-way clutch device 8, and starts the engine. will be held. The thrust force of the threaded spline 17 on the counter shaft 5 is received by the drive dog 20 and the stopper 28, and does not affect other mechanisms. When the engine starts or when the kick lever 13 returns to its original position due to the elastic force of the return spring 14, the kick dog 19 and drive dog 20 are automatically disengaged, and at the same time the dog 2
1 and the dog 30 on the gear 23 side are in mesh with each other.
When the throttle valve is opened and the rotational speed of the crank koji 1 is increased, the clutch shoe 3c begins to come into contact with the housing, resulting in a half-clutch state. When the rotational speed of the crankshaft 1 is further increased, the automatic clutch device 3 becomes in a tight state, and the torque of the automatic clutch device 3 is transmitted to the road drive gear 4 and the top drive gear 9, but there is a one-way clutch device 6. Therefore, only the rotation on the top side is transmitted to the counter shaft 5. In other words, normally the vehicle can be quietly driven through traffic at the top reduction ratio. If a large driving force is required for a sudden start or when climbing a slope, the rotation of the top drive gear 9 can be stopped immediately by squeezing the clutch lever (not shown) and disengaging the manual clutch device 10. Road driven gear 7
The rotational force is transmitted to obtain a low driving force.

The transmission system to the rear wheels (not shown) includes the counter koji 5, the reduction gear 23, the drive block 26, the drive chain 27, the rear wheel driven sprocket (not shown), and the rear wheels. Also, the engine brake is configured so that it can only be obtained at the top reduction ratio. Further, if the engine stops while the vehicle is running, the rear wheels and the crankshaft 5 are separated by disengaging the manual clutch device 10, so that the rear wheels are not locked and the vehicle can travel safely. As described above, according to the present invention, it is possible to normally start the vehicle gently at the top, run quietly, and run low at any time. In normal driving, driving from start to maximum speed is carried out using only the top reduction ratio, and the road drive gear and load driven gear are not used at all, so if these reduction ratios are set sufficiently large, sudden starts can be achieved This means that even a small displacement engine can provide sufficient driving force when climbing hills. Furthermore, even if piston competition occurs, it is safe to disengage the manual clutch.

[Brief explanation of the drawing]

FIG. 1 shows the most basic mechanism of the present invention, and FIG. 2 shows the mechanism of another embodiment. 1... Crankshaft, 3... Automatic clutch device, 4...
...Load drive gear, 5...Counter shaft, 6, 8...One-way clutch device, 7...Load rip-up gear, 9...Top drive gear, 10...Manual clutch device, 10a
...Clutch housing, 10e...Clutch release, 1
0f...Clutch boss, 11...Top driven gear. Figure 1 Figure 2

Claims (1)

[Claims] 1. A load drive gear is connected to the crankshaft via an automatic clutch device, a counter shaft arranged in parallel with the crankshaft and a load drive gear meshing with the load drive gear are connected via a one-way clutch device, and the Attach a top drive gear to the crankshaft, mesh the top drive gear with the top driven gear attached to the countershaft, and separately operate the clutch release to release the connection between the clutch housing and the clutch boss. A manual clutch device is provided, and the manual clutch device is arranged between the top drive gear and the automatic clutch device when the top drive gear is rotatably mounted on the crankshaft, or between the top drive gear and the automatic clutch device. A transmission device for a motorcycle or the like, characterized in that the transmission device is interposed between the top driven gear and the counter shaft when fixed to the device.