JPS6110159A - Power transmission gear including friction stepless speed change gear - Google Patents

Abstract

PURPOSE:To prevent lowering of transmission efficiency by disposing a speed reduction mechanism between an output shaft and a friction stepless speed change gear and a clutch mechanism between the friction stepless speed change gear and the final output shaft in a power transmission gear. CONSTITUTION:A power transmission gear 10 of a scooter is adapted to transmit the output of an engine 6 to the final output shaft 11 and includes a friction stepless speed change gear 12. A speed reduction mechanism 13 is disposed in a power transmission path extending from an output shaft 6a of the engine 6 to a friction stepless speed change gear 12, and a clutch mechanism 17 in a power transmission path extending from the friction stepless speed change gear 12 to the final output shaft 11. In this arrangement, load is moderated even at the time of starting or braking a car in which load fluctuated largely to prevent the lowering of transmission efficiency.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention includes a so-called toric surface electric type friction type continuously variable transmission, and the invention includes a so-called toric surface electric type friction type continuously variable transmission. This invention relates to a power transmission device that transmits power to a final output shaft.

[Conventional technology]

Akebono's stepless variable speed drive with single-circle drive system has an input side rotating disk and an output side rotating disk that are arranged opposite each other, and the annular grooves are made to face each other. A plurality of rollers are provided between these rotating disks and contact the annular grooves of both, and the frictional force acting between the core a and each of the annular grooves is It transmits power from the input side to the output side, and by changing the angle of the rotating axis of the roller, the effective diameter (i.e., the center of each rotating disk) involved in the power transmission of each rotating disk is changed. The distance from the rotor to the point where it is in contact with the rotating disk is changed to change the gear ratio to the focus stage.

Compared to continuously variable transmissions such as fluid torque converters, this engineered continuously variable transmission can theoretically have a wider front speed range, and is expected to have high transmission efficiency over this wide shift range. can do. Therefore, it is better to make the power transmission device of automobiles etc. that transmits the engine output to the final output shaft more compact, and to improve its performance.
Various studies have been conducted to put conventional technology into practical use.
However, it is necessary to solve the technology of preventing slippage between the roller and each rotating disk, and so far, it has not been put into practical use fC7 [Problems to be solved by the invention] In the above-mentioned 2: multi-speed transmission, in order to eliminate slippage between the rollers and each rotating disk and achieve the expected effect, it is necessary to It is essential that conditions such as forming an oil bath that generates the desired engraving force between the contacting toric groove and maintaining this oil film in a stable state are essential. Unraveled
7'c, l, The oil film mentioned in Al1 becomes thinner than necessary, becomes insufficient, or breaks when the load acting on the friction type continuously variable transmission (input torque) suddenly changes. If the oil film is insufficient or broken, it becomes impossible to obtain the desired frictional force, causing problems such as slipping between the rollers and each rotating disk, resulting in a decrease in transmission efficiency and durability. This invention was proposed based on the results of the previous research explained above, and it was found that problems such as a decrease in The oil film formed between the rollers and the rotating disk in the friction type continuously variable transmission can be maintained in a stable state by alleviating such fluctuations, thereby fully bringing out the performance of the friction type continuously variable transmission. In other words, the above-mentioned problems such as the reduction in efficiency and durability of the thermal continuously variable transmission are solved, and the performance of this friction type continuously variable transmission is sufficiently improved. [Means for Solving the Problems] The power transmission device of the present invention has the object of providing a power transmission device 1f which can be extracted from the friction type described above and is suitable for power transmission in automobiles etc. It includes a step-change transmission and transmits the output of the engine to the final output shaft in a diaphragm configuration, and is used as a means to solve problems such as a decrease in transmission efficiency and a decrease in durability of the friction-type continuously variable transmission. In addition to installing a speed reduction mechanism in the power transmission path from the engine's output shaft to the friction type continuously variable transmission, we also installed a clutch mechanism in the power transmission path from the friction type continuously variable transmission to the final output shaft. , [Operation] By taking the above-mentioned measures, the reduction mechanism reduces the engine output fluctuations (rotational speed fluctuations, etc.) and lowers the rotational speed input to the friction power transmission device at a predetermined ratio.
On the other hand, the clutch mechanism enables intermittent transmission of power between the friction type continuously variable transmission and the final output shaft.7 When the vehicle is braking or starting, the clutch mechanism suddenly loads the friction type power transmission device from the final output shaft side. completely prevents it from working. Therefore, with these reduction mechanism and clutch mechanism, F1! when the engine is running! ! Rapid fluctuations in the load acting on the friction type continuously variable transmission are alleviated, and problems such as the oil film between the rollers in the friction type continuously variable transmission and the annular groove in contact with the rollers are cut. is prevented.

〔Example〕

Figure 1 is a side view of a motorcycle equipped with an embodiment of the present invention. It shows.

This two-wheeled vehicle is a scooter type, 1 is the front wheel, 2 is the rear wheel, 3 is the handle, 4 is the seat, 5 is the fuel tank, 6 is the engine, 7 is the carburetor, 8 is the air cleaner, and 9 is the exhaust. The power transmission device 10 is as follows:
It includes the above-mentioned toroidal drive type continuously variable transmission 12, and the output of the engine 6 is transmitted to the final output shaft 11 by changing the speed of the transmission a[12]. In the power transmission path from the output shaft 6a of the engine 6 to the friction type continuously variable transmission 12, there is a chain 13a and a subrocket) 13.
A reduction gutter groove by a combination of b and 13c] 3 and a loading cam 14 which functions as a one-way clutch and transmits the rotation of 3c to the input rotating disk 12a of the friction type continuously variable transmission 12 are sequentially On the other hand, in the power transmission path from the friction type continuously variable transmission 12 to the final output shaft 11, there are gears 15a, 15h [, C] reduction mechanism 15,
A clutch mechanism 1 that engages and disengages the rotating shaft 15c of the gear 15h and the intermediate output shaft 16 to continue power transmission therebetween.
7 and a T sprocket fixed to the intermediate output shaft 16) 18a
A final speed reduction mechanism 18 consisting of a sprocket 18b1 fixed to the final output shaft 11, a chain 18c wound around these sprockets 18b, and the like are provided in this order.

Furthermore, in the power transmission device 10 described above, IJ! ! The friction type continuously variable transmission 19112 is located behind the engine 6, and the clutch Φ mechanism 17 is located behind the Kabutsu stepwise variable transmission 12.
A transmission means up to this clutch mechanism 17 is housed inside a case 19 fixed to the crankcase of the engine 6.
An I/C is attached to the vehicle body frame 20 (see Figure 1). At the top of the case 19, there is a control unit A-
The swing arm 21, which is provided at BX and supports the rear wheel 2, is made separately from the case 19 in order to reduce the unsprung load, and is pivotally supported at the rear end of the case 19.

In the 12 continuously variable transmissions, as shown in FIG. 4, which will be described later, an annular groove 12cf is provided in each of the input-side rotating disk 12a and the output-side rotating disk 12h, which are arranged opposite to each other. and these rotating disks 12a.

A plurality of rollers 12df are provided between the grooves 12c and 12c of the rollers 12h, which contact each other through an oil film. Output from 12a @ rotating disk 12. h
By operating the support body 28 to change the angle of the rotating shaft 12f of the roller 12d, the effective diameter ( That is, by varying the distance m)f from the center of each rotating disk 12a, 12b to the position where the rollers 12.1 are in contact with the rotating disk, the gear ratio ? Regarding the power transmission path of the transmission device 10 of the embodiment described above, which has a configuration in which the transmission device 10 is changed, the power transmission path will be explained according to FIG. The transmission is transmitted from the shaft 12g integral with the output rotating disk 12b of the transmission 12 to the reduction mechanism 15, and the reduction mechanism 1
5 to ↓9 and is transmitted to the clutch aflll 7, and from the clutch mechanism]7 is transmitted via the intermediate output @l.6 to the final reduction mechanism 18, and finally decelerated and transmitted to the final output shaft 11. Ru.

With this construction, the torque fluctuation of the engine 6 is reduced by modifying the speed reduction mechanism 13. In this case, the speed reduction mechanism 13 is connected to the chain 13a'! 5. The winding used is a transmission type and has excellent damping characteristics, so the above-mentioned torque fluctuation can be effectively alleviated. Additionally, if a load is applied from the final output shaft side when braking or starting the vehicle, the transmission of the load to the transmission 12 is prevented by cutting off the power transmission path through the clutch mechanism 17. It can be prevented. Therefore, by modifying the speed reduction mechanism 13 and the clutch mechanism 17, fluctuations in the load acting on the transmission 12 are skillfully alleviated, and rapid load fluctuations Vr cause the friction between the rollers 12d of the transmission 12 and the grooves 12C. Since the occurrence of power disadvantages caused by the oil film of the IW being cut is prevented, the excellent performance of the transmission 12 can be fully utilized.The transmission 12 described above is based on the generated torque and maximum rotation speed of the engine 6. Strength design will be performed, but if the design is based on compactness etc., the rotational speed on the output side will be increased to about 2 to 2.5 times that on the input side from the reduction ratio. Therefore, by applying the power input to the transmission 1z to the deceleration mechanism 13 for primary deceleration, it increases the durability of the clutch mechanism 17, bearings, etc. related to power transmission in the transmission 12 and below. preferred above. In this case, it is undesirable to reduce the speed more than necessary because it increases the torque capacity required for the gear ratio 12 and leads to an increase in the size of the transmission. The reduction ratio should be adjusted to 1.5 or less.

In addition, in the above-mentioned embodiment, the reduction mechanism 13 may be modified to reduce fluctuations in the engine output, but the reduction mechanism 13 and 18 may each be constructed using a chain. Although the fc iso mechanism was used to achieve a damping effect,
A mechanism using a timing belt, a V-belt, etc. may also be used.

Figure @3 shows a plan view of a two-wheeled motor vehicle equipped with another embodiment of the present invention.

This motorcycle is of a scooter type, and includes an engine 6, a power transmission device 22 that transmits the output of the engine 6 to the final output shaft 11, and a swing arm 21 that supports the rear wheel 2. unitized) and swingably supported by the vehicle body frame.

The power transmission device ff122 will be described below, and the same numbers will be attached to the same members as those in one embodiment to simplify the explanation. Ellie then decelerates and then loads the cam 14
W of toric surface drive method: stepless step! input to the transmission 12 - transmitted from this transmission 12 to the clutch @ groove 17,
From this clutch 9 mechanism 17, a gear type reduction mechanism 15, an intermediate output shaft 16, a final reduction mechanism 18f [K via final output shaft 1
1, but furthermore, since the output 11 (sprocket) 130 of the speed reduction mechanism 13, the transmission 12, and the clutch mechanism 17 are arranged in a straight line in the width direction of the vehicle body, the transmission is simply In addition to being able to alleviate fluctuations in the load acting on the engine 6.6, the space required in the longitudinal direction of the vehicle body is reduced compared to that of the first embodiment (see Fig. 2 yA). The force transmission device 22, the swing arm 21, etc. are integrated (swing unit), and the distance between the intermediate output shaft 16 and the acid final output shaft 11 remains unchanged, so the final reduction gear structure is used as a 18f shaft drive structure. It is also easy to achieve a complete maintenance-free system, and the tension adjustment of the main chain 18c becomes easy when used in combination with the Ota chain J8c and the sprockets 18a and 18b.

In the above-mentioned embodiment and other embodiments, an automatic centrifugal clutch mechanism 17 is used for the clutch mechanism 17 provided at the rear stage of the transmission 2, but a manually operated clutch mechanism 17 may also be used. However, if the automatic centrifugal type is used, smooth transition characteristics and creep characteristics can be obtained when the vehicle is started, so it has the effect of reducing the load fluctuations acting on the transmission. can be raised.

'3E 4 [i+ indicates another embodiment of the present invention. This embodiment is a q-line continuously variable transmission system using an annular surface for automatic heavy-duty engine transmission. It was designed to take advantage of this.

In the figure, 24 is the engine output shaft (crankshaft), 2
5 is a connecting rod that drives the piston, 26 is a transmission 12
'f Power transmission device including 27 output shafts 24
This is a case that covers and supports the power transmission device fj26.

The output shaft 24 is constituted by two members: a shaft main body 24& having a crank portion and a cylindrical shaft end portion 24b connected to the right end (right end in FIG. 4) of the shaft main body 24a. In the front &! power transmission device 26, the output from the output @24 is first received by a deceleration mechanism z8 consisting of toothed claws 28a and 28b, and is then transmitted from the deceleration mechanism 28 to the input side rotating disk 12a via the loading cam 141. The receiving power is transmitted to the shaft 12k via the Cff12d and the output side rotating disk 12b.And,
Gears 30a, 3 are connected to this shaft 12 and are connected to the nine shafts 29.
Power is transmitted to the intermediate output shaft 32 via the speed reduction mechanism 30 consisting of 0b and the multi-plate clutch mechanism 31, and the gear 33a is moved from the intermediate output shaft 32 in the axial direction (indicated by arrow A) to move forward or backward. The motion is transmitted to the differential m-claw mechanism 34 through the entire gear change mechanism 33 that switches between gear and neutral, and from this differential gear mechanism 34 to the final output shaft 3.
5 to transmit power.

In this power transmission device R26, the output shaft 1 of the transmission 12
The t-axis 29 is located between the clutch mechanism 31 and the clutch mechanism 31.
A washer 36b that is fitted onto the shaft 29 and supports one end of the spring 36, and this washer 36tl.
A cam 36c that regulates the rotation of the gear 30a via f? In this way, a damper 36 is provided between the output shaft 12g and the clutch mechanism 31 to completely reduce the load when the load acting on the shaft 29 fluctuates rapidly. When the load is suddenly changed, such as when starting or braking the vehicle, or the moment the vehicle runs over a curb, the load acting on the transmission 12 is alleviated by the damper 36, so that the 4° + [Effects of the Invention] As explained above, the power transmission device of the present invention has the following advantages: There is no slippage between the column 012d of the machine 12 and the groove 12c, and a good power transmission state is maintained. It includes a friction type continuously variable transmission with an annular surface drive method and transmits the engine output to the final output shaft, but a speed reduction mechanism is provided in the power transmission path from the engine to the friction type continuously variable transmission. In addition, since a clutch mechanism is installed in the power transmission path from the friction type continuously variable transmission to the final output shaft, it is effective against the M friction type continuously variable transmission even when the vehicle is starting or braking, where load fluctuations are large. This load can be effectively alleviated by the speed reduction mechanism and the clutch mechanism. therefore.

This prevents the inconvenience of the oil film between the rollers and rotating disk, which is the key to power transmission in friction type continuously variable transmissions, becoming insufficient or breaking due to sudden load fluctuations. The operating condition of the gear transmission can be maintained in good condition, and excellent transmission performance can be obtained.

[Brief explanation of the drawing]

Figure 1 and Figure 2 show an example of a scooter equipped with an embodiment of the present invention. Figure 1 is a side view, Figure 2 is a plan view, and Figure 3 is a scooter equipped with an embodiment of the present invention. Another Embodiment F is a plan view of a scooter equipped with the present invention, and FIG. 4 is a sectional view showing still another embodiment of the present invention when applied to an automobile engine. 1 (1, 22...1 assistance transmission device, 1]...
・Final output shaft% 12...Friction type continuously variable transmission,
12a... Input side rotating disk, 12b...
・Output side rotating disk, 12C......Trusted groove,
12d...roller, 12f...rotation axis,
12g...Axis, 13...Deceleration mechanism, 1
3a...Chain, 13b, 13e...
·sprocket. 14...Loading cam, 15...
Reduction mechanism. 17...Clutch mechanism, 18...Final reduction mechanism. 18th steam, 18h... Sprocket, 18c...
Self...Chain, 24...Output 1 sleeve, 26...
...Power transmission device, 28...Deceleration mechanism, 2
9...Axis, 30...Deceleration mechanism, 31.
...Clutch mechanism, 35...)! Final output axis. Figure 2 One C Riichi

Claims (1)

[Claims] An input-side rotating disk and an output-side rotating disk that are arranged to face each other are each provided with annular grooves facing each other,
In addition, a plurality of rollers are provided between these rotating disks and contact the annular grooves of both, and the frictional force acting between the rollers and each annular groove causes A power transmission device that includes a friction type continuously variable transmission that transmits power from an input side to an output side and transmits the output of an engine to a final output shaft, the power transmission device including a friction type continuously variable transmission that transmits power from an output shaft of the engine to an output side. A friction type continuously variable transmission characterized in that a speed reduction mechanism is disposed in a power transmission path leading from the friction type continuously variable transmission to the final output shaft, and a clutch mechanism is disposed in a power transmission path leading from the friction type continuously variable transmission to the final output shaft. A power transmission device including a transmission.