201126079 、發明說明： 【發明所屬之技術領域】 本發明係關於一種車輛用電子式無段變速系統之變 速用馬達配置，特別是關於一種變速用馬達配置於引擎 曲軸下方之車輛用電子式無段變速系統之變速用馬達 配置。 【先前技術】 現有機車的無段變速系統（CVT，Continuous Variable Transmission)，一般大多應用於做為速克達 (Scooter)機車行駛的傳動機構。機車用的CVT是以 V型皮帶作為傳動媒介，皮帶材質是橡膠或纖維合成。 機車CVT無段變速系統，主要由前方的主動皮帶盤組 作動力輸入，V型皮帶作為傳動連結，後方的被動皮帶 盤組與離合器作動力輸出，以便驅動後輪轉動。 機車用無段變速系統(CVT)之原理及構造如下：在 CVT無段變速系統中，V型傳動皮帶前端可移動的夾設 於主動皮帶盤組之固定盤面與可動盤面之間，而皮帶後 端則是可移動的夾設在被動皮帶盤組之固定盤面與可 動盤面之間，被動皮帶盤組之固定盤面與可動盤面靠彈 簧將皮帶夾住。當引擎轉動，主動皮帶盤組的配重錘因 離心力的牽動，而滑動於主動皮帶盤組的溝槽之間，溝 槽設有經過設計的斜坡設計，因而推擠皮帶向外擴張， 因為皮帶長度固定，故皮帶受到主動皮帶盤組擠壓向外 201126079 滑動時，後端之被動皮帶盤組便會被皮帶撐開，皮帶變 成往被動皮帶盤組内侧滑動。 當動力傳導到後方離合器時，因離合器旋轉，造成 離心力，然後離合器之摩擦片向外甩開，貼於離合器外 碗同時帶動其旋轉，而離合器的旋轉再經過—固定變速 比之齒輪組傳動到後輪轴，使後輪能驅動機車向前行 歇。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shifting motor arrangement for an electronic stepless shifting system for a vehicle, and more particularly to a vehicle-less electronic type of a shifting motor disposed below an engine crankshaft. Variable speed motor configuration for the shifting system. [Prior Art] The continuous variable transmission (CVT) of the existing locomotive is generally used as a transmission mechanism for a Scooter locomotive. The CVT for locomotives uses a V-belt as the transmission medium, and the belt material is made of rubber or fiber. The locomotive CVT stepless transmission system mainly uses the front active belt pulley set as the power input, the V-belt as the transmission link, and the rear passive belt set and the clutch as the power output to drive the rear wheel to rotate. The principle and structure of the locomotive segmentless transmission system (CVT) is as follows: In the CVT stepless transmission system, the front end of the V-shaped transmission belt is movably clamped between the fixed disk surface of the active belt pulley group and the movable disk surface, and after the belt The end is movably clamped between the fixed disk surface of the passive belt set and the movable disk surface, and the fixed disk surface of the passive belt set and the movable disk surface are clamped by the spring. When the engine rotates, the weight of the active belt pulley group is slid between the grooves of the active belt pulley group due to the centrifugal force, and the groove is provided with a designed slope design, so that the push belt is outwardly expanded because the belt The length is fixed, so when the belt is squeezed by the active belt pulley group to slide outward 201126079, the passive belt set at the rear end will be stretched by the belt, and the belt will slide toward the inner side of the passive belt pulley group. When the power is transmitted to the rear clutch, the centrifugal force is caused by the rotation of the clutch, and then the friction plate of the clutch is opened outwardly, and is attached to the outer cup of the clutch while driving the rotation thereof, and the rotation of the clutch is transmitted through the gear set of the fixed gear ratio to The rear axle allows the rear wheel to drive the locomotive forward.
仕低迷-，皮帶位於主動皮帶盤組之内端及 帶盤組之外端，此時可發揮較高的扭力，易於推動$ 再者’皮帶位置逐漸變化，直到移動到位於主動 ▲盤組之外側及被動皮帶盤組之内侧，此時 ^速狀態’皮帶於主動皮帶盤組轉-圈，可讓被動皮帶 盤組旋轉更多圈，在動力 高，車速將越快。禾&耗的狀況下’引擎轉速越 組之因皮此帶=無段變速系統帅^ 速時1方Γ、’後方被動㈣盤組之皮帶直徑大；加 後方Γ帶直π帶直徑一樣大；高速時前方皮帶直徑大， 且過藉力右7 °減’皮帶滑動便改變了轉速比，而 過，〜段換檔頓挫的感覺，呈現順 應，因而統被㈣「無段變速线」。速反 m 上述之無段變Μ統(CVT)係洲該主動皮 配重錘之設計’藉由離心力來自動調整該3 ψ n ’依據無段變速系統(CVT)的 一種電子Μ段變速线(ECVT)，其係 201126079 利用一變速用馬達來驅動該主動皮帶盤組之開合（皮帶 直徑），以取代該配重錘之設計。 請參照第1圖至第2圖所示，其揭示一種習用電子 式無段變速系統(ECVT)，其中第1圖係習用電子式無 段變速系統設於一機車之示意圖；第2圖係習用電子式 無段變速系統之右側剖視圖。如第1圖所示，一種速克 達型之機車10，其設有一擺動式動力單元20，該擺動 式動力單元20之前端藉由一樞軸111可轉動的設於一 車架11之後部下方。該擺動式動力單元20之後端樞接 於至少一避震器12之下端121，該至少一避震器12之 上端122則樞接至該車架11之後部上方。因此，該擺 動式動力單元20以該樞軸111為軸心，可彈性轉動一 角度而具有避震之效果，並且該擺動式動力單元20可 提供動力給設於其後端的一後輪30，以使該機車10向 前行驶。 如第2圖所示，該擺動式動力單元20包含一引擎 21及一電子式無段變速系統22;該引擎設有一曲軸211 以輸出動力；該電子式無段變速系統22包含：一主動 皮帶盤組23、一被動皮帶盤組24、一 V型皮帶26及 一變速用馬達27。該主動皮帶盤組23係套設於該曲轴 211上，並且與該曲軸211連動；該被動皮帶盤組24 係套設於一輸出軸25上，以傳遞動力至該後輪30 ;該 V型皮帶26設於該主動皮帶盤組23與被動皮帶盤組 24之間，以傳遞該曲軸211之動力至該輸出轴25上； 201126079 該變速用馬達27設於該曲軸211之上方，用以驅動一 齒輪機構28及一變向機構212以改變該V型皮帶％ 於該主動皮帶盤組23上之直徑，進而相對改變該v型 皮帶26於該被動皮帶盤組24之直徑，藉由改變該v 型皮帶26之輸入/輸出之轉速比，以使該電子式無段變 速系統22進行變速。In the downturn, the belt is located at the inner end of the active belt set and the outer end of the reel set. At this time, the belt can exert a higher torque and it is easy to push the $ belt position gradually until it moves to the active ▲ disc group. The inside of the outer and passive belt sets, at this time the speed state 'belt on the active belt set turn-loop, can make the passive belt set rotate more turns, the power is higher, the speed will be faster. Under the condition of Wo & the engine speed is more due to the combination of the belt = the stepless shifting system handsome ^ speed 1 square Γ, 'rear passive (four) disc group belt diameter; plus rear Γ belt straight π belt diameter Large; at high speed, the diameter of the front belt is large, and the right side of the belt is reduced by 7 °. The belt slip changes the speed ratio. However, the feeling of the shift of the ~ section shifts, and it is conformed, so it is unified (4) "No section shift line" . Speed reverse m The above-mentioned non-segmentation system (CVT) is the design of the active leather weighting hammer. 'Automatically adjust the 3 ψ n ' by the centrifugal force. An electronic 变速 section shift line based on the stepless transmission system (CVT) (ECVT), its system 201126079 uses a shifting motor to drive the opening and closing (belt diameter) of the active belt set to replace the counterweight design. Please refer to FIG. 1 to FIG. 2 , which discloses a conventional electronic stepless transmission system (ECVT), wherein the first figure is a schematic diagram of a conventional electronic stepless transmission system set on a locomotive; FIG. 2 is a conventional view. Right side cross-sectional view of the electronic stepless transmission system. As shown in FIG. 1, a locomotive 10 is provided with an oscillating power unit 20, and the front end of the oscillating power unit 20 is rotatably disposed behind a frame 11 by a pivot 111. square. The rear end of the oscillating power unit 20 is pivotally connected to the lower end 121 of the at least one shock absorber 12, and the upper end 122 of the at least one shock absorber 12 is pivotally connected to the rear of the frame 11. Therefore, the oscillating power unit 20 is pivoted about the pivot shaft 111 and elastically rotates at an angle to have a shock absorbing effect, and the oscillating power unit 20 can provide power to a rear wheel 30 disposed at a rear end thereof. In order to drive the locomotive 10 forward. As shown in FIG. 2, the oscillating power unit 20 includes an engine 21 and an electronic stepless transmission system 22; the engine is provided with a crankshaft 211 for outputting power; and the electronic stepless transmission system 22 includes: an active belt. The disk unit 23, a passive belt set 24, a V-belt 26, and a shift motor 27. The driving belt set 23 is sleeved on the crankshaft 211 and interlocked with the crankshaft 211; the passive belt set 24 is sleeved on an output shaft 25 to transmit power to the rear wheel 30; The belt 26 is disposed between the driving belt set 23 and the passive belt set 24 to transmit the power of the crankshaft 211 to the output shaft 25; 201126079 The shifting motor 27 is disposed above the crankshaft 211 for driving a gear mechanism 28 and a changing mechanism 212 for changing the diameter of the V-belt to the driving belt set 23, thereby relatively changing the diameter of the v-belt 26 to the passive belt set 24, by changing the diameter The ratio of the input/output speed of the v-belt 26 is such that the electronic stepless shifting system 22 shifts.
…J工述省用電子式無段變速系統22在實際使用 上仍具有下述問題，例如：該變速用馬達27係設於該 曲軸211之上方，相對位於該機車10之一車體蓋13之 ^ 木處’不易檢視、維修、更換及拆裝；並且，該變 利：217,對位於該機車10之殼體内部深處也不易 齒輪機構m散n外’該變速用馬達27與該 襬動式動力對為具有重I之零件，其設置位置使該 10行硬時轉之整體重心偏高’也*利於該機車 變迷:馬有達H提供一種車，用電子式無段變速系統之 f 知技術所存在的問題。 【發明内容】 變連系提種車輛用電子式無段 :朝、方向延 方’並位於機車之殼體之外，飞叫線延伸假想線之下 修方便、散埶〜 以使變速用馬達之檢視维 散熱各易以及使擺動式動力單元之重心下= 7 201126079 本發月之人要目的在於提供一種車輛用電子式無段 變速系統之I速用馬㈣置，其係藉由將變速用馬達設 於朝該曲軸方向延伸之引擎汽紅軸線延伸假想線之下 方及通過該曲軸之垂直假想線的前方，以進—步提升變 速用馬達之散熱致率。 為達上述之目的’本發明提供—種車輛用電子式無 段變速系統之變迷用馬達配置：―車輛設有—擺動式動 力單元’減動杨力單元包含—引擎及—電子式無段 變速系統，該引擎設有_曲轴，以輸出動力至該無段變 速系統。該無段變速系統包含：一主動皮帶盤組，設於 該曲軸上，並且與該曲軸連動；一被動皮帶盤組，設於 一輸出軸上，以傳遞動力至—後輪；一 v型皮帶，環 繞於該主動皮帶盤組與被動皮帶盤組，以將該曲軸之動 力經由該主動皮帶盤組與被動皮帶盤組傳遞至該輸出 軸上；以及一變速用馬達。該變速用馬達驅動一齒輪機 構，該齒輪機構再驅動一變向機構以改變該v型皮帶 環繞於該主動皮帶盤組上之直徑，進而相對改變該v 型皮帶環繞於該被動皮帶盤組上之直徑，藉此改變該電 子式無段變速系統之輸入/輪出之轉速比，以進行變 迷；該變速用馬達位於朝該曲軸方向延伸之引擎汽缸軸 線延伸假想線之下方。 在本發明之一實施例中，該變速用馬達位於通過一 引擎底壁之最接近汽缸軸心的高點而與該引擎汽缸軸 線平行之延伸假想線之下方 201126079 在本發明之一實施例中，該齒輪機構位於朝該曲軸 方向延伸之引擎汽缸軸線延伸假想線之下方。 在本發明之一實施例中，該變速用馬達位於通過該 曲轴軸心之垂直假想線的前方。 在本發明之一實施例中，該齒輪機構位於通過該曲 軸軸心之垂直假想線的前方。 在本發明之一實施例中，該齒輪機構接近該引擎之 一曲軸箱之底壁。 在本發明之一實施例中，該變速用馬達位於該車輛 之一車體蓋之外，該變速用馬達不受該車體蓋所包覆。 在本發明之一實施例中，該齒輪機構位於該車輛之 一車體蓋之外，該齒輪機構不受該車體蓋所包覆。 【實施方式】 為了讓本發明之上述及其他目的、特徵、優點能更 明顯易懂，下文將特舉本發明較佳實施例，並配合所附 圖式，作詳細說明如下。 下列說明是參考附加的圖式，用以例示本發明可用 以實施之特定實施例。本發明所提到的方向用語，例如 「上」、「下」、「前」、「後」、「内」、「外」、「左」、「右」 等，僅是參考附加圖式的方向。因此，本發明以下實施 例中所提到的方向用語僅是用來輔助說明本發明技術 内容，而非用來限制本發明。 請參照第3A、3B及4圖所示，其揭示本發明第一 201126079 實施例之電子式無段變速系統之示意圖。其中第3A圖 係本發明第一實施例之電子式無段變速系統之使用示 意圖；第3B圖係本發明第一實施例之電子式無段變速 系統之另一使用示意圖；以及第4圖係本發明第一實施 例之電子式無段變速系統之上視剖視圖。 如第3A、3B及4圖所示，在本發明第一實施例中， 一車輛(例如第1圖繪示之速克達機車)設有一擺動式動 力單元20，該擺動式動力單元20包含一引擎21及一 電子式無段變速系統22;該引擎21設有一汽缸(未繪示) 及一曲軸211，該汽缸用以產生動力，及該曲軸211用 以輸出動力至該電子式無段變速系統22。該無段變速 系統22包含：一主動皮帶盤組23、一被動皮帶盤組24、 一 V型皮帶26及一變速用馬達27。 如第3A、3B及4圖所示，在本發明第一實施例中， 該主動皮帶盤組23套設於該曲軸211上，並且與該曲 軸211連動，該主動皮帶盤組23包含一第一固定盤面 231及一第一可動盤面232,其中一第一可動盤面232’ 係指該第一可動盤面232由一位置移動至另一位置之 後的假想位置。再者，該被動皮帶盤組24套設於一輸 出軸25上，並再透過一離合器29，以驅動一後輪30 轉動，該被動皮帶盤組24包含一第二固定盤面241及 一第二可動盤面242，其中一第二可動盤面242’係指該 第二可動盤面242由一位置移動至另一位置之後的假 想位置。另外，該V型皮帶26可移動的環繞於該主動 201126079 皮帶盤組23與被動皮帶盤組24，以將該曲軸211之動 力經由該主動皮帶盤組23與被動皮帶盤組24傳遞至該 輸出轴25，以使該電子式無段變速系統22進行變速。 如第3A、3B及4圖所示，在本發明第一實施例中， 該變速用馬達27用以驅動一齒輪機構28，該齒輪機構 28再驅動一變向機構212，以使該主動皮帶盤組23之 該第一可動盤面232沿曲轴211方向移動，以改變該主 動皮帶盤組23之第一可動盤面232與第一固定盤面231 的距離，進而改變該V型皮帶26環繞於該主動皮帶盤 組23處所形成的直徑。另外，由於該V型皮帶26的 長度是固定的，因此該被動皮帶盤組24之第二固定盤 面241及第二可動盤面242，相對應於該主動皮帶盤組 23上該V型皮帶26環繞直徑的改變，將反向地改變該 V型皮帶26環繞於該被動皮帶盤組24所形成的直徑。 特別需說明的是，該齒輪機構28係一習用裝置用以將 該變速用馬達27之轉動傳遞至套設於該曲轴211上但 不伴隨該曲軸211轉動之該變向機構212，以將該主動 皮帶盤組23之第一可動盤面232沿曲軸211之軸向移 動，進而改變該主動皮帶盤組23上之V型皮帶26之 直徑，故本發明中不再詳述其運作原理及方式。因此， 本發明所稱之該齒輪機構28係介於該變速用馬達27與 該變向機構212(不包含該變向機構212)間之齒輪組 件，圖式中係以示意的方式來繪出。另外，第4圖係本 發明第一實施例之電子式無段變速系統之上視剖視 11 201126079 圖，該變速用馬達27及該齒輪機構28係受到該主動皮 帶盤組23的遮擋，因此在此圖中沒有繪示該變速用馬 達27及該齒輪機構28。 在本發明第一實施例中，當該車輛低速運轉時，如 第3A圖及第4圖之第一可動盤面232及第二可動盤面 242所示，該V型皮帶26位於該主動皮帶盤組23之徑 向内端及該被動皮帶盤組24之徑向外端，該V型皮帶 26在前方之主動皮帶盤組23處之皮帶直徑小，在後方 之被動皮帶盤組24處之皮帶直徑大，此時可發揮較高 的扭力，易於推動該車輛前進。 在本發明第一實施例中，當該車輛高速運轉時，如 第3B圖及第4圖之第一可動盤面232’及第二可動盤面 242’所示，該V型皮帶26之位置逐漸變化，直到移動 到位於該主動皮帶盤組2 3之外側及被動皮帶盤組2 4之 内側。此時，該主動皮帶盤23組轉一圈，可讓該被動 皮帶盤組24旋轉更多圈，在動力未損耗的狀況下，該 V型皮帶26在前方之主動皮帶盤組23處之皮帶直徑 大，在後方之被動皮帶盤組24處之皮帶直徑小，該引 擎21轉速越高，該車輛之車速將越快。 如第3A、3B及4圖所示，本發明第一實施例之電 子式無段變速系統22之該變速用馬達27配置之特徵在 於：該變速用馬達27位於該曲軸211之下方，更明確 的說，該變速用馬達27係位於一第一水平假想線Xl(朝 該曲軸211方向延伸之引擎21汽缸軸線延伸假想線)之 12 201126079 下方，該第一水平假想線X1係接近水平，但因各種使 用狀況不同並非完全水平，為了說明上的方便而稱其為 水平假想線。另外，該齒輪機構28係設於該變速用馬 達27與該第一可動盤面231之間，因而該齒輪機構28 也位於朝該曲軸211方向延伸之水平假想線XI之下 方。特別要說明的是，該變速用馬達27係作為驅動該 ㈣用馬達27與該變向機構212 ’進而改變該電子式 無段變速系統22之輸入/輸出轉速比之馬達，其係一種 2馬達’在行驶的過㈣需要不停的變換旋轉方向及 因此’該變速用馬達27有極大的散熱上的需求， 以延長其使用壽命以確保行車安全。 電子5圖所示，其揭示本發明第一實施例之 式“，、段變速系統設於一機 侧視圖。如钕， 干心不葸圖，其係一局部 該擺動式=:圖所示，一種速克達型之機車10設有 由-2°’該擺動式動力單元20之前端藉 擺動式可轉動的設於—車架11之後部下方。該 端121，=早元20之後端插接於至少一避震器U之下 架11之^ Γ避震器12之上端122則樞接至該車 軸m為1，方。因此，該擺動式動力單元20以該柩 並且讀搋動 可彈性轉動一角度而具有避震之效果， 該後輪30，1動力單元20可提供動力給設於其後端的 如第从使該機車10向前行駛。 21及 電3子圖Λ示，該T式動力單元20包含-引擎 子式無段魏线22。其卜㈣發明第一 13 201126079 實施例所揭示的：該變速用馬達28及該齒輪機構位 於朝該曲轴（未繪示）方向延伸之引擎21汽缸軸線延伸 假想線（第一水平假想線XI)之下方。因此，該變迷用 達27是位於該車輛之一車體蓋13之外，該變速用逵 27不受該車體蓋13所包覆；該齒輪機構28 …、 吧疋位於 該車輛之該車體蓋13之外，該齒輪機構28 蓋13所包覆。 又〜車體 因此’本發明第一實施例之變速用馬達 -夏具有以 下優點：（1)該變速用馬達27係相對位於車麵之下底 部，使檢視維修方便。（2)該變速用馬達27係相辦位於 車輛之該車體蓋13的外部，使該變速用馬達27容易利 用外部空氣進行散熱，特別是利用車輛行駛產生之風力 進行散熱。（3)該變速用馬達27與該齒輪機構28相對 位於車輛之下底部，因此能使該擺動式動力單元之 整體重心下降。（4)該齒輪機構28相對位接近該彳丨擎21 之一曲轴箱之底壁（未繪示），可使該齒輪機構28就近 使用該引擎21之潤滑機制（未繪示）’以減少其轉動摩 擦’並相對提升其轉動效率及延長使用壽命。 再者，如第3A及3B圖所示，該引擎21外露部份 具有一引擎底壁213，該引擎底壁213可能包含企汽二 頭及汽缸塊的一部份，所以一般不會是平直的表面（具 有各種凹凸的外觀形狀或散熱片），該引擎底壁213具 有一引擎底壁最高點213h，特別需要說明的是，該引 擎底壁最高點213h係該指引擎底壁21最接近汽缸軸心 201126079 的一個相對最高的位置，通過該引擎底壁最高點213h 而與該引擎汽缸軸線（也與該第一水平假想線XI)平行 之延伸假想線稱之為第二水平假想線X2。該變速用馬 達27較佳可位於該第二水平假想線X2之下方。因為 在該第二水平假想線X2位置之下，以車輛行駛中的迎 風面而言，該變速用馬達27的位置更低，且不會受到 該引擎21外露體積的阻擋，也使該變速用馬達27的散 熱性更好。因此，該變速用馬達27位於該第二水平假 想線X2之下方，更能增進本發明之變速用馬達27配 置之優點。 請參照第6圖所示，其揭示本發明第二實施例之電 子式無段變速系統22之使用示意圖。本發明第二實施 例相似於本發明第一實施例並大致沿用相同名稱與圖 號，但本發明第二實施例不同之處在於該變速用馬達 27除了位於該第一水平假想線XI之下方之外，亦位於 該曲軸211軸心之前方，更明確的說，該變速用馬達 27亦位於該曲轴211軸心之垂直假想線Y的前方，該 垂直假想線Y係通過該曲軸211之轴心與地面（未繪示） 呈鉛垂狀之一垂直假想線，這裡所謂的鉛垂是指通過某 特定點與地心的連線，一般可透過一端繫有小重物之細 繩受到重力所指出的方向來獲得鉛垂方向。另外，該齒 輪機構28係設於該變速用馬達27與該第一可動盤面 231之間，因而該齒輪機構28也位於該曲軸之垂直假 想線Y之前方。因此，該變速用馬達27及齒輪機構28 15 201126079 更進一步靠近該擺動式動力單元20之迎風面’使用在 該車輛行駛時，可藉由車輛之殼體外部因外部空氣吹拂 該擺動式動力單元20之迎風面而產生的氣流來輔助該 變速用馬達27及齒輪機構28進行散熱’也就是可更進 一步提升該變速用馬達27及齒輪機構28之散熱效率。 如上所述，相較於習用電子式無段變速系統22之變 速用馬達配置因為設於該曲軸211之上方且位於該車 輛10之車體蓋13之内部，而不易檢視維修及散熱，並 且使該擺動式動力單元20整體重心較高。本發明之電 子式無段變速系統22之變速用馬達配置，藉由將該變 速用馬達27設於朝該曲軸211方向延伸之引擎汽缸軸 線延伸假想線Xl之下方（以及設於通過該曲轴211之垂 直假心線Y之前方）’使其檢視維修方便、散熱容易以 及使該擺動式動力單元2G整體重^下降，並且該齒輪 機構28可就近得使用該引擎21之潤滑機制，以減少盆 轉動摩擦，並彳晴提升其轉減率及延長使用壽命。 制二ΤΙ:广實施例揭露，然其並非用以限 之精神和H ^此藝之人士，在不脫離本發明 之保護#可作各種更動與修飾，因此本發明 ，X〇 备硯後附之申請專利範圍所界定者為準。 201126079 【圖式簡單說明】 第1圖：習用電子式無段變速系統設於一機車之示意 圖。 第2圖：習用電子式無段變速系統之右側剖視圖。 第3A圖：本發明第一實施例之電子式無段變速系統之 使用示意圖。 第3B圖：本發明第一實施例之電子式無段變速系統之 另一使用示意圖。 • 第4圖：本發明第一實施例之電子式無段變速系統之上 視剖視圖。 第5圖：本發明第一實施例之電子式無段變速系統設於 一機車之示意圖。 第6圖：本發明第二實施例之電子式無段變速系統之使 用示意圖。 【主要元件符號說明】 11 汽缸頭 10 機車 111樞軸 121下端 13 車體蓋 21引擎 212變向機構 213h引擎底壁最高點 111凸輪軸承座 11 車架 12 避震器 122上端 20 擺動式動力單元 211曲轴 213引擎底壁 22 電子式無段變速系統 17 201126079 23 主動皮帶盤組 231 232 第一可動盤面 24 241 第二固定盤面 242 25 輸出軸 26 27 變速用馬達 28 29 離合器 30 X2 第一固定盤面 被動皮帶盤組 第二可動盤面 V型皮帶 齒輪機構 後輪 xi 第一水平假想線 垂直假想線The J-type electronic stepless shifting system 22 still has the following problems in practical use. For example, the shifting motor 27 is disposed above the crankshaft 211 and is located opposite the body cover 13 of the locomotive 10. The wood is 'not easy to inspect, repair, replace, and disassemble; and the profit: 217, the gear mechanism is not easy to be located inside the casing of the locomotive 10, and the shifting motor 27 is The oscillating power pair is a part with a weight I, and its position is such that the overall center of gravity of the 10 rows of hard time turns is high. Also, the locomotive becomes fascinating: Ma Youda H provides a car with electronic stepless speed change. The problem of the technology of the system. [Description of the Invention] The variable link system is equipped with an electronic type without a segment: the direction of the direction and the direction of the vehicle are located outside the casing of the locomotive, and the flying line extends below the imaginary line for easy maintenance and distraction. Viewing the heat dissipation and the center of gravity of the oscillating power unit = 7 201126079 The purpose of this month is to provide a I-speed horse (four) for the electronic stepless transmission system for vehicles, which is used for shifting. The motor is disposed below the imaginary line extending from the engine vapor red axis extending in the direction of the crankshaft and passing forward of the vertical imaginary line of the crankshaft to further increase the heat dissipation rate of the shifting motor. In order to achieve the above purpose, the present invention provides a motor configuration for an electronic stepless transmission system for a vehicle: "vehicle provided-oscillating power unit" mobilized Yang force unit includes - engine and - electronic segment A shifting system having a crankshaft for outputting power to the stepless shifting system. The stepless transmission system comprises: an active belt pulley set disposed on the crankshaft and coupled with the crankshaft; a passive belt pulley set disposed on an output shaft to transmit power to the rear wheel; a v-belt Surrounding the active belt set and the passive belt set to transmit power of the crankshaft to the output shaft via the drive belt set and the passive belt set; and a shifting motor. The shifting motor drives a gear mechanism, and the gear mechanism drives a redirecting mechanism to change a diameter of the v-belt around the driving belt set, thereby relatively changing the v-belt to surround the passive belt set The diameter of the electronic stepless shifting system is varied to change the speed ratio of the input/wheeling of the electronic stepless shifting system; the shifting motor is located below the imaginary line extending from the axis of the engine cylinder extending in the direction of the crankshaft. In one embodiment of the invention, the shifting motor is located below an extended imaginary line that is parallel to the engine cylinder axis through a high point of an engine bottom wall that is closest to the cylinder axis. In one embodiment of the invention The gear mechanism is located below the imaginary line extending from the axis of the engine cylinder extending in the direction of the crankshaft. In one embodiment of the invention, the shifting motor is located forward of a vertical imaginary line passing through the axis of the crankshaft. In one embodiment of the invention, the gear mechanism is located forward of a vertical imaginary line passing through the axis of the crankshaft. In one embodiment of the invention, the gear mechanism is adjacent a bottom wall of a crankcase of the engine. In an embodiment of the invention, the shifting motor is located outside a body cover of the vehicle, and the shifting motor is not covered by the body cover. In one embodiment of the invention, the gear mechanism is located outside of a body cover of the vehicle, the gear mechanism being uncovered by the body cover. The above and other objects, features and advantages of the present invention will become more <RTIgt; The following description is made by way of illustration of the accompanying drawings. The directional terms mentioned in the present invention, such as "upper", "lower", "before", "after", "inside", "outside", "left", "right", etc., are only referred to as additional graphics. direction. Therefore, the directional terms used in the following embodiments of the present invention are intended to be illustrative only and not to limit the invention. Referring to Figures 3A, 3B and 4, there is shown a schematic diagram of an electronic stepless shifting system of the first 201126079 embodiment of the present invention. 3A is a schematic view showing the use of the electronic stepless transmission system according to the first embodiment of the present invention; FIG. 3B is another schematic diagram of the use of the electronic stepless transmission system according to the first embodiment of the present invention; and FIG. A top cross-sectional view of the electronic stepless shifting system of the first embodiment of the present invention. As shown in FIGS. 3A, 3B and 4, in the first embodiment of the present invention, a vehicle (for example, the speed skating locomotive shown in FIG. 1) is provided with an oscillating power unit 20, and the oscillating power unit 20 includes An engine 21 and an electronic stepless transmission system 22; the engine 21 is provided with a cylinder (not shown) and a crankshaft 211 for generating power, and the crankshaft 211 is configured to output power to the electronic segment. Transmission system 22. The stepless transmission system 22 includes an active belt pulley unit 23, a passive belt pulley unit 24, a V-belt 26, and a shifting motor 27. As shown in FIGS. 3A, 3B and 4, in the first embodiment of the present invention, the driving belt set 23 is sleeved on the crankshaft 211 and interlocked with the crankshaft 211. The driving belt set 23 includes a first A fixed disk surface 231 and a first movable disk surface 232, wherein a first movable disk surface 232' refers to an imaginary position after the first movable disk surface 232 is moved from one position to another. Furthermore, the passive belt set 24 is sleeved on an output shaft 25 and is further transmitted through a clutch 29 for driving a rear wheel 30. The passive belt set 24 includes a second fixed surface 241 and a second. The movable disk surface 242, wherein a second movable disk surface 242' refers to an imaginary position after the second movable disk surface 242 is moved from one position to another. In addition, the V-belt 26 is movably wrapped around the active 201126079 belt set 23 and the passive belt set 24 to transfer the power of the crankshaft 211 to the output via the drive belt set 23 and the passive belt set 24. The shaft 25 is configured to shift the electronic stepless shifting system 22. As shown in FIGS. 3A, 3B and 4, in the first embodiment of the present invention, the shifting motor 27 is used to drive a gear mechanism 28, which in turn drives a redirecting mechanism 212 to make the driving belt. The first movable disk surface 232 of the disk group 23 moves in the direction of the crankshaft 211 to change the distance between the first movable disk surface 232 of the driving belt set 23 and the first fixed disk surface 231, thereby changing the V-belt 26 to surround the active The diameter formed at the belt tray set 23. In addition, since the length of the V-belt 26 is fixed, the second fixed disk surface 241 and the second movable disk surface 242 of the passive belt set 24 are corresponding to the V-belt 26 on the active belt set 23 The change in diameter will reversely change the diameter formed by the V-belt 26 around the passive belt set 24. In particular, the gear mechanism 28 is a conventional device for transmitting the rotation of the shifting motor 27 to the redirecting mechanism 212 that is sleeved on the crankshaft 211 but does not rotate with the crankshaft 211 to The first movable disk surface 232 of the active belt pulley group 23 moves along the axial direction of the crankshaft 211, thereby changing the diameter of the V-belt 26 on the active belt pulley group 23. Therefore, the operation principle and mode thereof will not be described in detail in the present invention. Therefore, the gear mechanism 28 referred to in the present invention is a gear assembly interposed between the shifting motor 27 and the redirecting mechanism 212 (excluding the redirecting mechanism 212), and is depicted in a schematic manner in the drawings. . 4 is a top view of the electronic stepless transmission system according to the first embodiment of the present invention, and the gear motor 27 and the gear mechanism 28 are shielded by the driving belt set 23, The shifting motor 27 and the gear mechanism 28 are not shown in this figure. In the first embodiment of the present invention, when the vehicle is running at a low speed, as shown by the first movable disk surface 232 and the second movable disk surface 242 of FIGS. 3A and 4, the V-belt 26 is located in the active belt pulley group. The radially inner end of the 23 and the radially outer end of the passive belt set 24, the V-belt 26 has a small belt diameter at the front active belt set 23, and the belt diameter at the rear passive belt set 24. Large, at this time can play a higher torque, easy to push the vehicle forward. In the first embodiment of the present invention, when the vehicle is running at a high speed, as shown by the first movable disk surface 232' and the second movable disk surface 242' of FIGS. 3B and 4, the position of the V-belt 26 gradually changes. Until it is moved to the outside of the active belt tray group 2 and the inner side of the passive belt pulley group 24. At this time, the driving belt pulley 23 rotates one turn, and the passive belt pulley group 24 can be rotated more than one turn, and the V-belt 26 is at the belt of the front active belt pulley group 23 under the condition that the power is not lost. The diameter of the belt is small, and the diameter of the belt at the rear passive belt set 24 is small. The higher the speed of the engine 21, the faster the speed of the vehicle will be. As shown in Figs. 3A, 3B and 4, the shifting motor 27 of the electronic stepless shifting system 22 according to the first embodiment of the present invention is characterized in that the shifting motor 27 is located below the crankshaft 211, making it clearer. The shifting motor 27 is located below a first horizontal imaginary line X1 (an imaginary line extending from the cylinder axis of the engine 21 extending in the direction of the crankshaft 211) 12 201126079, the first horizontal imaginary line X1 is close to horizontal, but It is not completely horizontal due to various usage conditions, and is called a horizontal imaginary line for convenience of explanation. Further, the gear mechanism 28 is disposed between the shifting motor 27 and the first movable disk surface 231, and therefore the gear mechanism 28 is also located below the horizontal imaginary line XI extending in the direction of the crankshaft 211. In particular, the shifting motor 27 is a motor that drives the motor (27) and the redirecting mechanism 212' to change the input/output speed ratio of the electronic stepless shifting system 22, which is a type of motor. 'In the past (4), it is necessary to constantly change the direction of rotation and therefore the motor for shifting has a great need for heat dissipation to extend its service life to ensure safe driving. As shown in the electronic diagram 5, the first embodiment of the present invention is disclosed. The section shifting system is disposed on a side view of a machine. For example, the dry heart is not shown, and the part is the swing type =: A speed locomotive type locomotive 10 is provided with a -2°' front end of the oscillating power unit 20 rotatably disposed under the rear portion of the frame 11. The end 121, = the rear end of the early 20 The upper end 122 of the shock absorber 12, which is inserted into the lower frame of the at least one shock absorber U, is pivotally connected to the axle m of 1. Therefore, the swinging power unit 20 is tilted and read. The utility model can flexibly rotate an angle to have a shock absorbing effect, and the rear wheel 30, 1 power unit 20 can provide power to the rear end of the locomotive 10 to be driven to the rear end of the locomotive 10. 21 and 3 The T-type power unit 20 includes an engine-type non-segmented wire 22. The fourth step of the invention is disclosed in the first embodiment of the invention. The shifting motor 28 and the gear mechanism are located in the direction of the crankshaft (not shown). The extended engine 21 cylinder axis extends below the imaginary line (the first horizontal imaginary line XI). Therefore, the fascination is used. 27 is located outside the body cover 13 of the vehicle, and the shifting handle 27 is not covered by the body cover 13; the gear mechanism 28 is located outside the body cover 13 of the vehicle. The gear mechanism 28 is covered by the cover 13. The vehicle body thus has the following advantages: the shifting motor of the first embodiment of the present invention has the following advantages: (1) the shifting motor 27 is relatively located below the bottom surface of the vehicle surface, so that (2) The shifting motor 27 is disposed outside the vehicle body cover 13 of the vehicle, and the shifting motor 27 is easily dissipated by the outside air, and particularly heat is generated by the wind generated by the running of the vehicle. (3) The shifting motor 27 and the gear mechanism 28 are located at the bottom of the vehicle, so that the overall center of gravity of the oscillating power unit can be lowered. (4) The gear mechanism 28 is relatively close to one of the 彳丨 21 21 The bottom wall of the crankcase (not shown) allows the gear mechanism 28 to use the lubrication mechanism (not shown) of the engine 21 to reduce its rotational friction and relatively increase its rotational efficiency and extend the service life. As in 3A and 3B As shown, the exposed portion of the engine 21 has an engine bottom wall 213, and the engine bottom wall 213 may include a portion of the two ends of the steam and the cylinder block, so generally does not have a flat surface (having various irregularities) The outer shape of the bottom wall 213 has an upper point 213h of the bottom wall of the engine. In particular, the highest point 213h of the bottom wall of the engine is a relative of the bottom wall 21 of the engine closest to the cylinder axis 201126079. The highest position, the imaginary line extending parallel to the engine cylinder axis (also the first horizontal imaginary line XI) through the highest point 213h of the engine bottom wall is referred to as a second horizontal imaginary line X2. Jiake is located below the second level imaginary line X2. Because the position of the shifting motor 27 is lower under the windward surface during running of the vehicle below the second horizontal imaginary line X2, and is not blocked by the exposed volume of the engine 21, the shifting is also used. The heat dissipation of the motor 27 is better. Therefore, the shift motor 27 is positioned below the second horizontal imaginary line X2, and the advantage of the shift motor 27 of the present invention can be further enhanced. Referring to Fig. 6, there is shown a schematic view of the use of the electronic stepless shifting system 22 of the second embodiment of the present invention. The second embodiment of the present invention is similar to the first embodiment of the present invention and generally uses the same name and figure number, but the second embodiment of the present invention is different in that the shifting motor 27 is located below the first horizontal imaginary line XI. In addition, it is also located in front of the axis of the crankshaft 211. More specifically, the shifting motor 27 is also located in front of the vertical imaginary line Y of the axis of the crankshaft 211, and the vertical imaginary line Y passes through the axis of the crankshaft 211. The heart and the ground (not shown) are vertically vertical imaginary lines. The so-called plumb line refers to the connection between a certain point and the center of the earth. Generally, it can be subjected to gravity through a string with a small weight attached to one end. The direction indicated is to obtain the vertical direction. Further, the gear mechanism 28 is disposed between the shift motor 27 and the first movable disk surface 231, and therefore the gear mechanism 28 is also located in front of the vertical imaginary line Y of the crankshaft. Therefore, the shifting motor 27 and the gear mechanism 28 15 201126079 are further closer to the windward side of the oscillating power unit 20. When the vehicle is running, the oscillating power unit can be blown by the outside air of the casing of the vehicle. The airflow generated by the windward surface of the 20 assists the shifting motor 27 and the gear mechanism 28 to dissipate heat, that is, the heat dissipation efficiency of the shifting motor 27 and the gear mechanism 28 can be further improved. As described above, since the shift motor configuration of the conventional electronic stepless shifting system 22 is disposed above the crankshaft 211 and is located inside the body cover 13 of the vehicle 10, it is not easy to inspect for maintenance and heat dissipation, and The oscillating power unit 20 has a high center of gravity. The shifting motor arrangement of the electronic stepless speed change system 22 of the present invention is provided below the imaginary line X1 (and the passing through the crankshaft 211) by providing the shifting motor 27 to the engine cylinder axis extending in the direction of the crankshaft 211. The vertical false line Y is in front of the side) 'to make it easy to inspect and maintain, to dissipate heat easily, and to reduce the overall weight of the oscillating power unit 2G, and the gear mechanism 28 can use the lubrication mechanism of the engine 21 to reduce the basin Rotate the friction and brighten it to increase its rate of reduction and extend its service life. 。 ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ ΤΙ The scope of the patent application is subject to change. 201126079 [Simple description of the diagram] Figure 1: Schematic diagram of a conventional electronic stepless transmission system set on a locomotive. Figure 2: Right side cross-sectional view of a conventional electronic stepless transmission system. Fig. 3A is a view showing the use of the electronic stepless shifting system of the first embodiment of the present invention. Fig. 3B is a view showing another use of the electronic stepless shifting system of the first embodiment of the present invention. Fig. 4 is a top cross-sectional view showing the electronic stepless shifting system of the first embodiment of the present invention. Fig. 5 is a schematic view showing the electronic stepless shifting system of the first embodiment of the present invention installed in a locomotive. Fig. 6 is a view showing the use of the electronic stepless shifting system of the second embodiment of the present invention. [Main component symbol description] 11 Cylinder head 10 Locomotive 111 Pivot 121 Lower end 13 Body cover 21 Engine 212 Reversing mechanism 213h Engine bottom wall highest point 111 Cam bearing housing 11 Frame 12 Shock absorber 122 upper end 20 Swing type power unit 211 crankshaft 213 engine bottom wall 22 electronic stepless speed change system 17 201126079 23 active belt pulley set 231 232 first movable disk surface 24 241 second fixed disk surface 242 25 output shaft 26 27 variable speed motor 28 29 clutch 30 X2 first fixed disk surface Passive belt set second movable plate V-belt gear mechanism rear wheel xi first horizontal imaginary line vertical imaginary line
Y 第二水平假想線Y second horizontal imaginary line