JPS6127788A - Power transmission mechanism of motorcycle, etc. - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a power transmission mechanism for a motorcycle or the like having a toroidal continuously variable transmission in its power transmission system.

(Prior Art) For example, in a motorcycle or the like, a power transmission mechanism that changes the speed of the power of an internal combustion engine to drive wheels is equipped with a continuously variable transmission and an automatic clutch mechanism.

The arrangement of this type of continuously variable transmission and automatic clutch mechanism enables efficient operation of the internal combustion engine and is effective in improving fuel efficiency.

As such a continuously variable transmission, for example, JP-A-5A-16
There is a toroidal continuously variable transmission as disclosed in Japanese Patent No. 0664, and this continuously variable transmission is a friction drive type, but has advantages such as being durable, compact, and having a wide speed change range.

(Problems to be Solved by the Invention) As described above, installing a toroidal continuously variable transmission and an automatic clutch mechanism in the power transmission mechanism of a motorcycle, etc. has the following advantages, such as improving fuel efficiency. It is beneficial from However, when moving a vehicle by pushing the vehicle without driving the internal combustion engine, the rotational force of the drive mechanism is transmitted to the continuously variable transmission due to the arrangement of the toroidal type continuously variable transmission, which becomes a load. There are problems such as rotational force being applied to the transmission when unnecessary.

This invention was made against the background of the above circumstances, and it is possible to prevent rotational force from being applied to the toroidal continuously variable transmission when moving the vehicle by pushing it, and to make it easier to move the vehicle around. The purpose of the present invention is to provide a power transmission mechanism for motorcycles and the like that improves the durability of continuously variable transmissions.

(Means for Solving the Problem) In order to solve the above-mentioned object, the present invention changes the rotation ratio between the input shaft and the output shaft using a power roller placed between the rotating curved surfaces of the input disk and the output disk. In motorcycles etc. equipped with a toroidal continuously variable transmission in the power transmission system,
The toroidal type continuously variable transmission is connected to an internal combustion engine, and the power from the toroidal type continuously variable transmission is transmitted to the drive mechanism via an automatic clutch mechanism arranged at a later stage. .

(Operation) In the present invention, the output of an internal combustion engine is changed to a predetermined rotational force by a toroidal continuously variable transmission, and this output is further transmitted to a drive mechanism via an automatic clutch mechanism disposed at a subsequent stage. Even if the drive mechanism operates when moving the motorcycle by pushing without driving the internal combustion engine, the automatic clutch mechanism is disconnected and power is not transmitted to the toroidal continuously variable transmission mechanism. It is easier to move the vehicle around, and the durability of the continuously variable transmission is improved.

(Example) Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

Figure 1 is a side view of a motorcycle to which this invention is applied;
The figure is a side view showing a state in which a toroidal continuously variable transmission is attached to an internal combustion engine, FIG. Figure 5 is the fourth
A sectional view taken along the line V-■ in the figure, and FIG. 6 is a plan view of FIG. 5.

This embodiment is applied to a scooter type motorcycle, and in the figure, reference numeral 1 denotes a body frame, and an internal combustion engine 2 is suspended on this body frame 1.

An engine case 3 is connected to the internal combustion engine 2, and a crankshaft 5, which is a rotating shaft driven by a piston 4, and a center shaft 7, which suspends a rear wheel 6, are rotatably mounted on the engine case 3. supported. A generator 8 is provided at one end of the crankshaft 5, and a one-way crankshaft is provided at the other end.
・The one-way clutch 9 where the switch 9 is provided
is connected to a starter motor 10 via a connecting shaft 11, and a crankshaft 5 is driven by the starter motor IO during starting.A toroidal continuously variable transmission A is disposed at the tip of the crank @5. . The power of the internal combustion engine 2 is shifted by this toroidal type continuously variable transmission #IA, and is transmitted to the axle shaft 7 of the drive mechanism C via the automatic clutch mechanism B disposed at the rear stage. ing.

In the toroidal continuously variable transmission A, an input shaft 13 and an output shaft 14 connected to a crankshaft 5 are rotatably supported in a housing 12 thereof. The output shaft 14 has an output gear 1
5 is keyed and connected to an automatic clutch 1lfllllb)ty latch gear 17 via a timing belt 16.

The housing 12 is divided into three planes perpendicular to the axial direction. The outer divided body 12a, the central divided body 12b and the inner divided body 12c have bearing portions 18, 19.2, respectively.
It has 0a and 20b. An oil pan 18a is formed in the outer divided body 12a so as to be connected to the bearing portion 18, and supplies lubricating oil to the bearing portion 18.

The outer divided body 12a is connected to the central divided body 12b, and the central divided body 12b is connected to the inner divided body 12c.
2c is a crankcase 21 that constitutes the engine case 3
are tightened and fixed with tightening ports 22, 23, and 24, respectively.

The input shaft 13 is connected to the bearing portion 18 of the outer divided body 12a and the bearing portion 20a of the inner divided body 12c, and also to the output shaft 1.
4 is the bearing portion 19 of the central divided body 12b and the inner divided body 12c.
Bearings 25, 26, 27 are provided in the bearing portion 20b of the
．． It is pivotally supported via 28. The input shaft 13 is fitted into and coaxially connected to the tip 5a of the crankshaft 5, and this connecting portion is coaxially connected at the bearing portion 20a of the inner divided body 12c. Furthermore, the tip of the bearing portion 20a is joined to an inner case 29 that covers the one-way clutch 9.

A cam plate 30 is rotatably disposed on the input shaft 13, and power is transmitted to the input disk 33 via rollers 32 supported by a retainer 31. input disk 33
is loosely coupled to the input shaft 13, and the output disk 34 is disposed opposite to this input disk 33. The input disk 33 and the output disk 34 have rotating curved surfaces 33a facing each other.
, 34a are formed, and a pair of power rollers 35 are disposed between the rotating curved surfaces 33a and 34a. The power from the input disk 33 is transmitted to the output disk 34 via this power roller 35, and the output gear 36 press-fitted into the shaft of the output disk 34 is further transmitted to the input gear 3 of the output shaft 14.
7.

The power roller 35 has a toroidal convex surface that engages with the rotating curved surfaces 33a and 34a, and is rotatably provided on a roller shaft 38 with a bearing 39, respectively. The rollers &3B are each rotatably supported by a track shaft 40 via a bearing 41. A thrust ball bearing 43 is disposed between the power roller 35 and the retainer 42. The trunnion 40 is disposed vertically, and bearings 46, . 47, and is slightly movable in the vertical direction. This L support member 44 connects to the upper post 48, and the lower support member 45 connects to the center dividing body 12b through the lower post 49.
An oil pan 50 is provided in the trunnion 40 near the power roller 35 supported by the trunnion 40 so as to cover the head of the roller shaft 38, and stores the lubricating oil stirred by the input and output disks 33 and 34. Oil passages 51 are formed in the left and right trunnions 40, respectively, and the lubricating oil in the oil pan 50 is transferred from these oil passages 51 to the oil passage 52 formed in the retainer 42, and the thrust of the power roller 35 is Ball bearing 43
and is supplied to the bearing 39 to lubricate it.

An actuation mechanism is disposed on the upper part of the trunnion 40,
A nut member 53 of this actuating mechanism is screwed into a bolt member 54 having a trapezoidal thread. The bolt member 54 is press-fitted into a connecting member 55 screwed onto the trunnion 40.

The nut member 53 is connected to the center dividing body 1 via a bearing 56.
2b, and the rotation of this nut member 53 causes the trunnion 40 to move a small amount in the pivot axis direction X. As a result, the power roller 35 is displaced in the pivot axis direction X, so that a well-known automatic speed change effect occurs, and the power roller 35, and therefore the trunnion 40, rotate around the pivot axis. Since the rotation direction follows the nut member 4o, the deviation of the trunnion 40 returns to its original state as the trapezoidal thread of the bolt member 54 leads. When the power roller 35 returns to the neutral position, that is, when the rotation axis Y of the power roller 35 and the input axis intersect, the rotation of the power roller 35 increases and the desired rotation ratio is obtained. There is.

As shown in FIG. 6, the nut member 53 is connected to a rotating shaft 57.
It is connected by a link 59 to a guide 58 that spirals on the top,
A wheel gear 60 provided at the end of this rotating shaft 57 meshes with a worm gear 62 of a servo motor 61.
It is rotated by a servo motor 61.

The automatic clutch mechanism B has a clutch shaft 63 rotatably supported by the engine case 3.
The clutch gear 17 is in play. A clutch outer 64 is provided on the clutch gear 17 so as to be rotatable together with the clutch shaft 63. A clutch center 65 is provided inside the clutch outer 64 so as to be rotatable together with the clutch shaft 63.

The clutches are connected by sliding clutch plates 66 and 67 which are engaged with each other so as to be movable in the axial direction. To connect the clutch plates 66 and 67, centrifugal rollers 68 disposed on the four parts of the clutch outer 64 move outward in response to the centrifugal force accompanying the rotation of the clutch outer 64, and rotate the clutch plates 66 and 67 around the axis. This is done by pushing in the direction.

In FIG. 3, the right half of the automatic clutch mechanism B shows a clutch engaged state in which the centrifugal roller 68 has moved outward, and the left half shows a clutch disengaged state in which the centrifugal roller 68 is located inward.

The drive mechanism C has an axle 7, which is a drive shaft, rotatably supported by the engine case 3, and an input gear 69 of the axle 7 meshes with an output gear 70 of the clutch shaft 63. It is designed to drive.

The operation of this embodiment will be explained below.

The driving force of the internal combustion engine 2 is input directly from the crankshaft 5 to the input shaft 13 of the toroidal continuously variable transmission A, and is transmitted from the cam plate 31, rollers 32, input disk 33 to the output disk 34 via the power roller 35. Ru. Further, the signal is transmitted from the output disk 34 to the output gear 36 and the output shaft 14, and from the output gear 15 to the automatic clutch B via the timing belt 16.

At this time, based on information such as the rotational speed of the crankshaft 5, the vehicle speed, and the throttle opening degree, the optimal rotational ratio is calculated and determined to be on the open side, and the servo motor 61 is rotated by a predetermined angle. Along with this rotation, the guide 58 spirals on the rotating shaft 57, and the link 59
The nut member 53 rotates via the trunnion 40, and the trunnion 40 moves in either the up or down direction. As a result, the roller shaft 38 of the power roller 35 is connected to the input shaft 13 of the input disk 33.
The automatic shifting action occurs. Therefore, the rotating curved surface 3 of the power roller 35 and the input/output disk 33,34
The radius of the engagement circle with 3a and 34a changes, that is, the rotation ratio changes, and the trunnion 40 is rotated by a predetermined angle, moves up and down, and returns to its original position, thereby controlling the speed change.

On the other hand, when the motorcycle is pushed and moved without driving the internal combustion engine 2, the rotation of the rear wheel 6 causes the axle 7 to rotate and the drive mechanism to operate. This rotational force is transmitted to the clutch shaft 63, and the clutch center 65 rotates. by the way,
Since the centrifugal roller 68 is not pressing the clutch plates 66 and 67, the clutch is disengaged and the tarlatch outer 6
No rotational force is transmitted to 4.

Therefore, since the power of the drive mechanism C is not transmitted from the automatic clutch mechanism B to the toroidal continuously variable transmission mechanism A, the toroidal continuously variable transmission mechanism A does not become a load, making it easy to move the vehicle. . Further, since unnecessary rotational force is not transmitted to the toroidal type continuously variable transmission mechanism A, durability is improved.

Although the above embodiment has been described with respect to a scooter-type motorcycle, the present invention can be similarly applied to other motorcycles, such as a motorcycle with two rear wheels or a four-wheeled vehicle.

(Effects of the Invention) As described above, this invention transmits the output from the toroidal continuously variable transmission connected to the internal combustion engine to the drive mechanism via the automatic clutch mechanism disposed at the rear stage. Therefore, even if the drive mechanism operates when the vehicle is being pulled around without driving the internal combustion engine, the automatic clutch mechanism is disconnected and no power is transmitted to the toroidal continuously variable transmission mechanism. Therefore, it is easy to move the vehicle around, and the durability of the continuously variable transmission is improved.

[Brief explanation of drawings]

Figure 1 is a side view of a motorcycle to which this invention is applied;
The figure is a side view showing a state in which a toroidal continuously variable transmission is attached to an internal combustion engine, Figure 3 is a sectional view taken along the line m-■ in Figure 2, and Figure 4 is an enlarged sectional view of the toroidal continuously variable transmission. Figure 5 is the fourth
6 is a plan view of FIG. 5. FIG. A... Toroidal continuously variable transmission B... Automatic clutch mechanism C... Drive mechanism D... Operating mechanism 3...
Engine case 5...crankshaft

Claims (1)

[Claims] In a motorcycle or the like equipped with a toroidal continuously variable transmission in its power transmission system, which changes the rotation ratio between the input shaft and the output shaft using a power roller placed between the rotating curved surfaces of the input disk and the output disk, the toroidal type A power transmission mechanism for motorcycles, etc., in which a continuously variable transmission is connected to an internal combustion engine, and power from the toroidal continuously variable transmission is transmitted to a drive mechanism via an automatic clutch mechanism located at a later stage.