JPS6323050A - Continuously variable transmission for motor cycle - Google Patents

Abstract

PURPOSE:To enable a wide range of shock-free gearshifting to be operated by consolidating a pawl type continuously variable transmission mechanism, a core restoring reduction gear mechanism and a planetary gear type speed- gathering mechanism, around a center shaft. CONSTITUTION:A pawl type continuously variable transmission mechanism consisting of a drive rotator 12, an internal ratchet ring 32, a pawl 33, a pawl carrier 30, etc., a core restoring reduction gear mechanism comprising the pawl carrier 30, a power transmission gear 27, inner and outer eccentric cams 23, 24, a planet carrier 17, etc., and a planetary gear type speed gathering device consisting of the planet carrier 17, a internal gear 15, a planet gear 21, and a sun gear 9, are consolidated within a rear wheel hub 6, around a rear wheel hub shaft 3, that is, a center shaft. Further, one-way clutch 64 is provided between the rear wheel hub 6 united with the sun gear 9 and the drive rotator 12. Thus, shock-free infinite gear shifting over a wide range is readily available, as well as an engine brake can be operated effectively.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a continuously variable transmission device connected to a prime mover of a motorcycle or the like.

(Prior Art) As a conventional transmission for a motorcycle, a gear type transmission is mainly used, and since this type of gear type transmission is quite large, it is necessary to install it adjacent to the engine. There are many.

(Problems to be Solved by the Invention) However, conventional gear type transmissions have stepped transmissions, and in order to widen the shifting range, the number of gears must be increased, which makes the shifting operation complicated and However, there was a problem that the entire device became large.

In order to solve the above-mentioned problems, the present applicant first integrated a type continuously variable transmission mechanism, a reduction type centering gear mechanism, and a planetary gear type speed increasing mechanism around the central axis, and created a two-wheeled vehicle. The patent application was filed for a continuously variable transmission device for motorcycles that fits inside the hub of the drive wheel of a motorcycle, but since this device uses a type continuously variable transmission mechanism, there is a problem that engine braking cannot be used as is. there were.

(Means for Solving the Problems) In order to solve the above-mentioned problems, in the present invention, an eccentric cam whose eccentricity can be freely adjusted by a combination of an inner eccentric cam and an outer eccentric cam is provided on the central shaft. An internal ratchet is provided on the inner periphery of a drive rotating member at the input end formed into a hollow cylindrical shape so as to enclose an eccentric cam, and a claw that engages with the internal ratchet is rotatably provided on the eccentric cam. A gear pivotally supported on the carrier and provided on the outer periphery of the pawl carrier meshes with an internal gear of the planetary carrier provided on the central shaft via a transmission gear provided on the inner eccentric cam. A planetary gear meshes with an internal gear provided on the drive rotation member and also meshes with a sun gear on the output side, and a hub enclosing the drive rotation member is integrally coupled with the sun gear, and the hub and the drive A one-sided clutch is provided between the rotary member and a continuously variable transmission for a two-wheeled vehicle.

(For I) As mentioned above, in the present invention, the type continuously variable transmission mechanism,
The reduction type centering gear mechanism and the planetary gear type speed increase mechanism are integrally connected around the central axis so that they can fit inside the hub of the rear wheel of a two-wheeled vehicle, for example, so it is extremely compact and can be rotated manually. For example, change the output rotation speed to the number from l:1 to 1:0.
Since the transmission can be continuously variable over a wide range, it is possible to easily shift over a wide range without experiencing shift shock. Since the entire device is housed within the hub, it is small and lightweight, and
Layout is also much easier.

Further, in the present invention, a hub enclosing a drive rotating member that is an input member of the continuously variable transmission mechanism is integrally coupled with a sun gear that is an output member of the planetary gear speed increasing mechanism,
Since a one-sided clutch is provided between the hub and the drive rotating member, engine braking can also be effectively applied.

(Embodiment) Hereinafter, an embodiment of the continuously variable transmission device for a two-wheeled vehicle of the present invention will be described with reference to the drawings.

In the figure, 1 is a chainstay of a motorcycle body frame, 1a is a rear pawl, 2 is a back fork, 3 is a rear wheel hub shaft (center shaft) fixed to the rear pawl 1a with a lock nut 4.5, and 6 is a chain stay of a motorcycle body frame. The rear wheel hub is rotatably fitted, and 8 is a spoke.

In this embodiment, a hollow cylindrical boss portion 6a is provided protruding from the left bearing portion of the rear wheel hub 6 in FIG. 1, and a sun gear 9 is formed on the outer periphery of the tip of the boss portion 6a.

Further, a substantially hollow cylindrical driving rotation member 12 integrally connected to the sprocket 10 by a bolt 11 is connected to a bearing 13;
14, and an internal gear 15 is fixed with a bolt 16 to the inner peripheral portion of the left side of the drive rotation member 12 in FIG.

Further, a substantially disk-shaped planetary carrier 17 is rotatably provided on the rear wheel hub shaft 3 within the boss portion a via a radial bearing 18 and a thrust bearing 19. 20 is a lock nut. As shown in FIG. 9, the planetary carrier 17 is provided with four planetary gears 21, each rotatable by a shaft 22.
These planetary gears 21 are meshed with the sun gear 9 and the internal gear 15 to form an internal gear 17a on the outer peripheral edge of the planetary carrier 17.

In addition, as shown in Fig. 4, there is a cylindrical inner eccentric cam 23 which is eccentric by p with respect to the central axis (rear wheel hub axis) 3, and a cylindrical inner eccentric cam 23 which is eccentric by 12 with respect to the inner eccentric cam 23. The outer eccentric cam 24 is rotatably fitted to the rear wheel hub shaft 3 on the right side of the planetary carrier 17 in FIG. 23, a radial bearing 25 and a thrust bearing 2
A transmission gear 27 is provided via a transmission gear 27, and an external gear 27a of this transmission gear 27 is meshed with the internal gear 17a, and an internal gear 27b is formed on the inner periphery of the external gear 27a. . Note that 28 is a partition plate provided between the transmission gear 27 and the outer eccentric cam 24, and is configured to rotate integrally with the outer eccentric cam 24.

Further, a substantially hollow cylindrical pawl carrier 30 is rotatably fitted to the outer peripheral portion of the outer eccentric cam 24 via a bearing 29, and a gear 30a formed integrally with this pawl carrier 30 meshes with the internal gear wheel 27b. I'll do what I do.

Furthermore, a plurality of rows (two rows in this embodiment) of internally toothed ratchet rings 32 are arranged in parallel on the inner circumference of the drive rotating member 12 facing the pawl carrier 30 via a one-way clutch 31, and each of these ratchet rings 32 is ratchet on the inner circumferential surface)
32a, and the bases of a plurality of pawls 33 in each row (four as shown in FIG.
As shown in FIG. 6, they are arranged alternately on the left and right sides and pivoted through pins 34 on the outer periphery of 0. Further, 35 is a spring for always pressing the tip of the pawl 33 against the ratchet 32a.

Reference numeral 36 denotes a floating ring which is slidably held between two snap rings 37 in contact with one side of the internal ratchet ring 32, and is in a floating state with the claw tip 33a protruding from one side of the winter melon 33. By engaging in the claw 3
This is to prevent unnecessary contact between the ratchet 32a and the ratchet 32a, thereby preventing the generation of noise.

A set of two rollers 38 (in this embodiment, six rollers as shown in FIG. A forwarding ring 39 is rotatably provided.

38a is a shaft that pivots the roller 38 to the advance ring 39.

The advance rings 39 are then frictionally joined to the internally toothed ratchet rings 32, respectively. To explain an example of the frictional joining means, an annular stepped portion 32b is formed on the opposite side of the IJ song 2゜32, and a ring spring 40 is fitted into each of these stepped portions 32b.
As shown in FIG. 7, the open end portions 40a of the ring spring 40 are each bent outward so that one of the shafts 38a of the roller 38 is sandwiched between these open end portions 40a.

In addition, two advance rings 39 on the left and right sandwich the roller 38.
The bases of a plurality of pawls 41 (six in this embodiment) are inserted between them at equal dividing points on the circumference, and are pivoted to the advance ring 39 by pins 42, and springs 43 keep the tips of the pawls 41 inside. Force it to rotate in the direction. Then, a ratchet 44 that engages with these pawls 41 is attached to the pawl carrier 3.
It is provided integrally with the carrier 30 at the middle outer peripheral part of the carrier 30.

Note that the pawl 41 and ratchet 44, which are the interlocking mechanism, may be provided in reverse. That is, the pawl 41 may be pivotally supported on the carrier 30 side, and the ratchet 44 may be formed on the advance ring 39 side.

Further, a flange portion 24a is provided protrudingly on the right end portion of the outer eccentric cam 24 in FIG.
As shown in FIG. 4, an elongated hole 45 is provided along the diameter direction. Further, a circular stepped portion 23a centered on the rear wheel hub axle 3 is formed on the extension of the inner eccentric cam 23 located on the outer side of this flange portion 24a, and a circular stepped portion 23a is formed on the outside of this stepped portion 23a. A sun gear 46 having a large diameter and concentric with the stepped portion 23a is integrally formed, and a ring-shaped sun gear 47, which is the same as this sun gear 46, is fitted into the stepped portion 23a, and a ring-shaped sun gear 47 is provided that projects from the sun gear 47. The protrusion 47a is slidably fitted into the elongated hole 45.

In addition, the boss portion of the substantially disc-shaped fixing member 48 is attached to the rear wheel hub axle 3.
The fixing member 4 is fitted into the tapered portion 3a (see FIG. 1) of the
A ring-shaped internal gear wheel 50 is provided on the inner periphery of a ring portion formed on the outer periphery of the ring 8 via a one-way clutch 49 (see FIG. 2). 49a (see FIG. 3) is a ratchet of the one-way clutch 49, 49b is a pawl, and 49C is a spring. 51 is a guide ring for this internal gear 50, and 52 is a snap ring for positioning this guide ring 51. Note 5
3 is a bearing ball between the fixed member 48 and the drive rotating member 12.

In addition, the fixing member 48 is provided with arc-shaped long holes 48a, as shown by the two-point steel wire in FIG. A planetary gear 55 is fitted to the shaft 54 and protrudes toward the
are meshed with the sun gear 46 and with the internal gear 50, respectively.

In addition, an operation plate 56, in which a ring-shaped disk 56a covering the elongated hole 48a of the fixing member 48 and a lever 56b are integrally formed with a screw 56C, is rotatably fitted into the boss portion of the fixing member 48, and this operation plate 56 and each long hole 48
A shaft 57 is provided that penetrates through a and projects inwardly,
Planetary gears 58 are fitted onto these shafts 57, respectively, and each planetary gear 58 meshes with the sun gear 47 and also meshes with the internal gear 50.

Note that 59 is a collar fitted to the boss portion of the fixing member 48;
0 is the snap ring to prevent its removal, 61 is the operating rod,
62 is a connecting shaft between the operating rod 61 and the lever 56b, and 63 is a chino extending over the sprocket 10.

Further, a one-way clutch 64 is provided between the drive rotating member 12 and the rear wheel hub 6, as shown in FIGS. 1 and 6.

64a is a ratchet formed on the inner circumference of the rear wheel hub 6;
64C is a spring that urges the pawl 64b to engage with the ratchet 64a. The negative direction clutch 64 is configured to transmit the rotational force to the drive rotating member 12 when the rear wheel hub 6 rotates in the direction of arrow (3) in FIG.

Next, the operation of the embodiment of the present invention constructed as described above will be explained. First, to explain the transmission sequence, a driving sprocket is rotated by an engine (not shown), and the rotation is transmitted by a chain wheel 63 to the sprocket 10 and the driving rotating member 12 integrated therewith. The rotation of the drive rotating member 12 is controlled by the internal toothed ratchet ring 3 via the one-way clutch 31.
2, and is further transmitted from the ratchet 32a to the pawl carrier 30 via the pawl 33 and pin 34. When the pawl carrier 30 rotates, the gear 30a rotates, and as shown in FIG. 8, the transmission gear 27 rotates via the internal gear 27b that meshes with the gear 30a, and further the external gear 27a and the internal gear 27a are engaged with the transmission gear 27. 17
The planetary carrier 17 rotates around the rear wheel hub shaft 3 due to the meshing of the gears a. When the planetary carrier 17 rotates, the increased rotation is transmitted to the sun gear 9 via the planetary gear type speed up device consisting of the planetary carrier 17, the internal gear 15, the planetary gear 21, and the sun gear 9. By rotating the rear wheel hub 6 integrated with the rear wheel of the motorcycle (not shown)
is driven.

Next, to explain the gear change operation, by operating the gear change lever (not shown) attached to the motorcycle, the second
When the operating rod 61 shown in FIGS. , 3 is moved in the direction of arrow A, the operating plate 56 is rotated in the direction of arrow B, so that the shaft 57 is also rotated in the direction of arrow B. In this case, if the two-wheeled vehicle is stopped, all members are stopped.

Therefore, when the shaft 57 moves in the direction of the arrow B, the planetary gear 58 meshes with the internal gear 50, thereby causing the planetary gear 58 to move in the direction of the arrow C in FIG.
Therefore, the sun gear 47 that meshes with the sun gear 47 is caused to rotate largely in the direction indicated by the arrow in FIG.

The sun gear 47 is integrated with a protrusion 47a, and this protrusion 47a fits into an elongated hole 45 provided in the flange portion 24a of the outer eccentric cam 24, so that when the sun gear 47 rotates, the inner eccentric cam The outer eccentric cam 24 moves differentially with respect to the outer eccentric cam 23.

The illustrated states except for FIG. 5 show the case where the outer eccentric cam 24 is in the maximum eccentric state as a result of the above-described operation.

Next, when the operating rod 61 is operated in the direction of arrow E in the opposite direction, the operating plate 56 and shaft 57 rotate in the direction of arrow F, so that the planetary gear 58 rotates in the direction of arrow G in FIG. Then, the sun gear 47 is rotated in the direction of arrow H in FIG. For this reason, the outer eccentric cam 24 also rotates in the direction of arrow F and becomes concentric with the rear wheel hub axle 3, which is the central axis, as shown in FIG. In other words, the outer eccentric cam 24 is in an eccentric state in which the amount of eccentricity is zero.

In this case, in FIG. 4, l,=1. It is.

Therefore, as shown in FIG.
By operating the lever 56b from the position shown by the solid line to any position within the range shown by the chain double-dashed line, the eccentricity of the eccentric cam combined by the inner eccentric cam 23 and the outer eccentric cam 24 can be changed. The amount can be set to any eccentricity between the maximum eccentricity shown in FIG. 4 and the zero eccentricity shown in FIG.

For convenience, the above gear shifting operations have been explained for the case where the two-wheeled vehicle is stopped, but since the above gear shifting operations are performed in the same way even when the two-wheeled vehicle is running, this makes it easy to shift gears whether the two-wheeled vehicle is stopped or running. It is reliable and extremely convenient.

In the state of zero eccentricity in FIG. 5, when the chain 63 rotates the subrocket 10 and the drive rotating member 12 in the direction of arrow I in FIG. Claw carrier 30
Since all rotate integrally, the gear ratio between the drive rotating member 12 and the pawl carrier 30 in this case is 1:1.

Further, when the combined eccentric cam is brought to the maximum eccentric state by operating the operating rod 61 as shown in FIG. The ratchet ring 32 is transmitted to the pawl carrier 30 via the pawl 33.
transmits rotation to.

If the eccentric cam is eccentric, the speed increase rate due to the pawl 33 within the drive range J in Fig. 6 (in this case, there are eight pawls, so the angle is 45° divided into eight equal parts of 360°) is the maximum. Therefore, the pawl carrier 30, which is a driven rotating body, is rotated at an increased speed by this pawl, and the other pawls are rotated by the ratchet ring 32.
ratchet 32a, or rotate away from the ratchet 32a.

Then, as the pawl 33 moves out of the drive range J, the next pawl 3
When 3 enters the drive range J, it is then driven at an increased speed via that pawl, and the transmission type is sequentially changed to the succeeding pawl.

The gear ratio (speed increase ratio) in this case is the center 0 of the rear wheel hub axle 3.
The angle θ is the drive range of the claw with , as the base point.

is the ratio of the angle θ2 which is the drive range of the pawl with the center 02 of the outer eccentric cam 24 as the base point. In the case of this example, θ,
:θ2=1:1.4.

Next, the function of the advance ring 39 will be explained.

That is, when the sprocket 10 integrated with the drive rotation member 12 on the input side rotates in the direction of the arrow in FIG. 2, the pawl carrier 30 rotates at an increased speed as described above.

When the pawl carrier 30 rotates, the ratchet 44 integrated with it also rotates in the direction of the arrow in FIG.
2, the advance ring 39 is rotated at increased speed as shown by arrow M.

In other words, if the outer eccentric cam 24 is eccentric, the seventh
Drive range N in the figure (in this case, there are 6 pawls, so 6 of 3600
The angle of equal division is 60'. ) is the highest speed increase rate, the advance ring 39, which is a driven rotor, is rotated at an increased speed by this pawl, and the other pawls are rotated by the ratchet 44.
It will slide and rotate in the direction of the arrow.

Then, when the pawl moves out of the drive range N and the next pawl enters the drive range N, it is then driven at an increased speed via that pawl,
The transmission type is sequentially changed to the succeeding claws.

The speed ratio (speed increase ratio) in this case is the angle θ which is the drive range of the pawl with the center 0□ of the outer eccentric cam 24 as the base point.

is the ratio of the angle θ3 which is the driving range of the pawl with the center 01 of the rear wheel hub shaft 4 as the base point.

In other words, the forwarding ring 39 has an increased speed of the pawl carrier 30.
The speed will be further increased. The advance ring 39 is connected to the ratchet ring 32 via the ring spring 40.
Since the ratchet ring 32 is engaged with one of the pawls 33 and transmits power, it is sliding on the ring spring 40, but the ratchet ring 32 that is idle is due to the friction of the ring spring 40 The speed is further increased and postponed by joining.

Therefore, even if there is a gap between the tooth tip of the pawl 32a and the tooth tip of the pawl 33 before the transmission relay of the pawl 33 described above, the internal ratchet ring 32 is advanced by the accelerated rotation of the advance ring 39, and the ratchet is ratcheted 32a.
Since a immediately catches up with the pawl 33, the aforementioned gap between the tooth tips disappears.

Note that while the ratchet 32a and the pawl 33 are fully engaged and driven, the ring spring 40 appropriately slips on each stepped portion 32b to absorb the speed difference between each member.

Next, the operation of the reduction type centering gear mechanism will be explained.

As shown in FIG. 8, a gear 30a integrated with the pawl carrier 30
When the transmission gear 27 rotates in the direction of the arrow O, the transmission gear 27 rotates in the direction of the arrow O around the inner eccentric cam 23 via the internal gear 27b that meshes with the transmission gear 27.
Since the internal gear wheel 17a meshing with the external gear wheel 27a rotates in the direction of the arrow P, the planetary carrier 17 integrated with the internal gear wheel 17a also rotates in the direction of the arrow P around the rear wheel hub shaft 3. Rotate. In this case, the reduction rotation ratio of the planetary carrier 17 to the pawl carrier 30 is 1 in this embodiment.
:0.7.

Next, the operation of the planetary gear speed increasing mechanism will be explained. As described above, when the planetary carrier 17 rotates in the direction of the arrow Q in FIG. 9, each planetary gear 21 revolves in the direction of the arrow Q via the shaft 22. In this case, if the internal gear 15 integral with the drive rotating member 12 is stopped, the planetary gear 21 will move toward the arrow R.
It rotates in the direction of . Therefore, the sun gear 9 meshing with the planetary gear 21 rotates at an increased speed in the direction of the arrow S due to the revolution of the planetary gear 21 in the direction of the arrow Q and the rotation of the sun gear 9 in the direction of the arrow R. In the case of this embodiment, the speed increasing ratio of the sun gear 9 to the planetary carrier 17 is 1:3.3.

When the outer eccentric cam 24 is in the maximum eccentric state, the speed increasing ratio of the continuously variable transmission mechanism of this type is 1:1.4 as described above, and the speed increase ratio of the type of continuously variable transmission mechanism is 1:1.4. Since the reduction ratio is 1:0.7, 170 rotations of the planetary carrier will be 1.4×0.7′,1. That is, the rotation ratio between the drive rotating member 12 and the planetary carrier 17 is approximately 1:1.

Therefore, in this case, since the internal gear 15 and the planetary carrier 17, which are integral with the driving rotational member 12, rotate at the same time, the rotation of the sun gear 9 that rotates via each planetary gear 21 is also caused by the driving rotational member 12. becomes the same as

Since the sun gear 9 is integral with the rear wheel hub 6, the rotational speed of the rear wheel in this case is approximately 1:1 with respect to the rotational speed of the human-powered driving rotation member 12.

Furthermore, when the eccentricity of the outer eccentric cam 24 is zero as described above, the pawl carrier 30 is
:1 rotation, so the rotation speed of the planetary carrier 17 is 0°7 relative to the rotation speed of the drive rotating member 12, which is 1. That is, in this case, the planetary carrier 17 is placed behind the drive rotating member 12 by a ratio of 0.3. However, since the speed increase rate of this speed increase mechanism is 3.3 times, -0.3X3.
3'; becomes -1. Therefore, when the amount of eccentricity of the outer eccentric cam 24 is zero, since 1-1=0, the ratio of the rotational speeds of the drive rotating member 12 and the sun gear 9 is .

That is, the continuously variable transmission device of this embodiment can perform continuously variable transmission over a wide range from 1:1 to .

Note that by further increasing the width ratio of the planetary gear train, negative rotation (reverse rotation) can also be obtained.

Next, the action of the one-sided clutch 49 provided between the fixing member 48 and the internal gear wheel 50 will be explained.

When a driving force in the forward rotational direction indicated by the arrow in FIG. 2 is applied to this continuously variable transmission, the sun gear 46 disposed on the two sides.
47 both try to rotate in the direction of arrow T in FIG.
rotates in the direction of arrow U, and as a result, the internal gear wheel 50 rotates in the direction of arrow Y.
However, this rotation is prevented by the one-sided clutch 49. Therefore, sun gear 4
6 does not rotate in the direction of arrow T. Furthermore, when a reverse input is applied, the pawl carrier 30 rotates in the opposite direction, and the pawl carrier 30 attempts to accelerate the rotational drive member 12 in reverse, so depending on the load applied to the rotational drive member 12, Reverse rotation is not possible, which puts stress on various parts of the device.

However, in this device, in case of reverse input, the sun gear 4
6 rotates in the direction of arrow W in FIG.
rotates in the direction of arrow X, and as a result, the internal gear wheel 50 rotates in the direction of arrow Y.
However, since this rotation in the Y direction is allowed by the one-way clutch 49, there is no problem.

That is, in this device, when an unreasonable force is applied between the pawl carrier 30 and the driving rotation member 12, the pawl carrier 3
0 and the drive rotation member 12 while maintaining the relative positional relationship, the whole can be rotated in the opposite direction. At this time, since the sun gears 46 and 47 on the two sides rotate in the opposite direction while maintaining their mutual positional relationship, the amount of eccentricity of the eccentric cam with respect to the central axis does not change at all.

In other words, it is possible to allow a reverse input while maintaining the current gear ratio.

Next, the action of the one-sided clutch 64 provided between the rear wheel hub 6 and the drive rotating member 12 will be explained.

In the above-mentioned continuously variable transmission mechanism, sprocket 1
0 and the forward rotation of the input end via the drive rotating member 12 (rotation in the direction of arrow EIIK in FIG.
and the rear wheel hub 6), but the forward rotation from the output side is not transmitted because the pawl 33 slips against the ratchet 32a. In other words, in this case, the two-wheeled vehicle coasts.

However, in vehicles powered by internal combustion engines,
It is desirable that so-called engine braking, which utilizes the rotational resistance of the internal combustion engine for braking, works effectively.

A one-way clutch 64 is provided to apply this engine braking.

That is, in this device, when the rotational force of the wheels of the two-wheeled vehicle in the coasting state is transmitted to the rear wheel hub 6 as rotation in the direction of arrow I in FIG. The signal is transmitted to the internal combustion engine (not shown) via the sprocket 10, the chino 63, etc. Therefore, according to the device of the present invention, engine braking can also be effectively utilized.

(Effect of the invention) As described above, the present invention has a type continuously variable transmission mechanism,
The reduction type centering gear mechanism and the planetary gear type speed increase mechanism are integrally connected around the central axis so that they can fit inside the hub of the rear wheel of a two-wheeled vehicle, for example, so it is extremely compact and can be rotated manually. For example, change the output rotation speed to the number from 1:1 to 1:0.
Since the transmission can be continuously variable over a wide range, it is possible to easily shift over a wide range without experiencing shift shock. Since the entire device is housed within the hub, it is small and lightweight, and
Layout is also much easier.

Further, in the present invention, a hub enclosing a driving rotating member which is a manual member of the above-mentioned continuously variable transmission mechanism is integrally coupled with a sun gear which is an output member of the planetary gear type speed increasing mechanism,
Since a one-way clutch is provided between the hub and the drive rotating member, engine braking can also be effectively applied. Therefore, the device of the present invention has excellent effects as a transmission for motorcycles.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional view of the device of the present invention, FIG. 2 is a side view showing a part of FIG. 1. FIG. 5 is an explanatory diagram of the operation of FIG. 4. FIG. 6 is a sectional view taken along the VI-VI line of FIG. 1. 8 is a sectional view taken along the line 2--2 in FIG. 1, and FIG. 9 is a sectional view taken along the line 2-2 in FIG. 1... Chenoste-1a... Rear claw 2... Back fork 3... Rear wheel hub shaft (center shaft) 6... Rear wheel hub 9... Sun gear 10
...Sprocket 12...Drive rotation member 15...
Internal gear wheel 17... Planetary carrier 21...
Planetary gear 23...inner eccentric cam 24...
Outer eccentric cam 27... Transmission gear 30... Pawl carrier 31... One-way clutch 32... Internal toothed ratchet ring 33... Pawl 38... Roller 39
...Advance ring 40...Ring spring 41.
... Pawl 44 ... Ratchet 45 ... Oblong hole 46.47 ... Sun gear 48 ... Fixing member 49 ... One-way clutch 50 ... Internal gear wheel 54 ... Shaft 55 ...
・・Planetary gear 56・・Operation plate 61・
...Operating rod 63...Cheno 64...One-way clutch patent applicant Bridestone Cycle Co., Ltd. Drawing drawing (no change in content) Fig. 4 Fig. 5 Drawing t (no change in content) Figure 7 Procedures Amendment (method) % formula % 1. Indication of the case 1985 Patent Application No. 164703 2. Name of the invention Continuously variable transmission device for two-wheeled vehicles 3. Person making the amendment Relationship to the case Patent application Person Brideston Cycle Co., Ltd. 4, Agent

Claims (1)

[Claims] 1. An eccentric cam whose eccentricity can be freely adjusted by a combination of an inner eccentric cam and an outer eccentric cam is installed on the central shaft, and the inner drive rotating member on the input side is formed into a hollow cylindrical shape so as to enclose this eccentric cam. An internally toothed ratchet is provided on the periphery, the base of a pawl that engages with this internally toothed ratchet is pivotally supported on a pawl carrier rotatably provided on the eccentric cam, and a gear provided on the outer periphery of this pawl carrier is attached to the inside eccentric cam. The transmission gear meshes with the internal gear of the planetary carrier provided on the center shaft, and the planetary gear provided on the planetary carrier meshes with the internal gear provided on the drive rotating member, and the output side A hub for a two-wheeled vehicle that meshes with a sun gear and encloses the drive rotation member is integrally coupled with the sun gear, and a one-way clutch is provided between the hub and the drive rotation member. gear transmission.