JPH0613313B2 - Power transmission mechanism - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a power transmission mechanism that transmits a rotational force of a crankshaft of an internal combustion engine through a friction type continuously variable transmission.

[Prior art]

In recent years, a toric drive friction type continuously variable transmission has been considered promising as a continuously variable transmission used for motorcycles and automobiles. The toric drive "toric" means an annular one, and this toric drive frictionless continuously variable transmission is a rotary disk on the input side and a rotary disk on the output side that are provided with annular surface grooves. It is equipped with a disk. These two rotating discs are coaxially opposed to each other, and a plurality of rollers are displaceably arranged between the annular surface-shaped grooves located on the opposite surfaces thereof, and the plurality of rollers are in contact with each other. The continuously variable transmission is configured according to the ratio of the diameters of the annular groove portions of the two rotary disks. By the way, such a friction type continuously variable transmission is long in the axial direction because of the structure in which the rollers are arranged along with the two rotating discs along the shaft supporting the two rotating discs.

Conventionally, an arrangement problem in the case of transmitting the output of the internal combustion engine by the power transmission mechanism having the friction type continuously variable transmission as described above, that is, a friction type continuously variable transmission that is long in the axial direction is provided to the internal combustion engine. There was no consideration at all regarding how compactly to arrange.

Further, in a motorcycle such as a scooter, an engine and the friction continuously variable transmission as described above are arranged between a frame and a drive wheel composed of rear wheels, and the drive wheel is connected by an arm swingably connected to the frame. It is known that the motorcycle having such a structure supports a long arm because a motorcycle and a transmission having such a structure have an engine and a transmission between the frame and the drive wheel. Therefore, in order to secure the strength, the arm has to be increased in weight and size, which causes a problem that the wheel base is increased.

[Problems to be solved by the invention]

It is an object of the present invention to realize a compact arrangement of a friction type continuously variable transmission of the power transmission mechanism for an internal combustion engine, which has not been conventionally considered, and to make the vehicle itself compact.

[Means for solving problems]

The present invention is an internal combustion engine that is provided between a frame that constitutes a motorcycle and a drive wheel that is a rear wheel and that is fixed to the frame, and that uses a generated power to rotate a crankshaft. Two rotating discs are faced to and supported by a rotating shaft serving as a shaft and an output shaft and arranged in parallel with the crankshaft, and annular faces provided on mutually opposing surfaces of these two rotating discs. A plurality of rollers are movably arranged between the grooves.
A friction type continuously variable transmission that performs continuously variable transmission according to the ratio of the diameters of the annular surface-shaped groove portions of the two rotating disks with which the plurality of rollers come into contact, and the rotational force of the crankshaft of the internal combustion engine. Is a power transmission mechanism in which a reduction gear mechanism for transmitting the oil to the input shaft of the friction type continuously variable transmission is covered and integrated with a cover, and the inside of the cover can be filled with different lubricating oils. It is divided into an engine room and a transmission room in a liquid-tight manner, and the friction type continuously variable transmission is arranged in the transmission room. At least the output shaft of the friction type continuously variable transmission is the transmission. A swing arm that is projected to the outside of the room and is connected to the drive wheel, and a swing arm that is provided between the cover and the drive wheel and that rotatably supports the drive wheel is rocked by a pin. Characterized by being supported as much as possible That.

〔Example〕

An embodiment of the present invention will be described below with reference to the drawings.
The present embodiment is configured as a power transmission mechanism for a motorcycle which is particularly required to be downsized.

In the motorcycle 1 shown in the figure, an engine (internal combustion engine) 2 and a friction type continuously variable transmission (hereinafter simply referred to as "transmission") 3 are mounted as a unit. The engine 2 and the transmission 3 form a power unit and are mounted as a frame mount system, and the rear wheels 4 are of a swing type. The power transmission mechanism of this example is configured to transmit the output of the engine 2 to the rear wheel 4 side through the transmission 3 and is incorporated in the power unit.

The power unit is constructed as shown in FIG. Below the cylinder 5 of the engine 2, a case 6 on the right side (hereinafter referred to as “R case”), a case 7 on the left side (hereinafter referred to as “L case”), and a cover attached to the right side of the R case (hereinafter referred to as “R case”). R cover ”) 8
An engine chamber including a crank chamber is formed, and a transmission chamber that is liquid-tightly independent from the engine chamber is formed by the L case 7 and a cover (hereinafter referred to as “L cover”) 9 attached to the left side of the L case 7. Has been formed. Separate oils are contained in the engine room and the transmission room, which are liquid-tightly independent. The engine 2 is of a horizontal type in which the crankshaft 10 thereof forms a right angle with the traveling direction of the vehicle body (upward direction in FIG. 1). The right end of the crankshaft 10 is located inside the engine compartment, and the starter one-way clutch 11 and the AC generator 12 are connected to the right end thereof. On the other hand, crankshaft 1
The right end of 0 is located in the transmission room, and the left end is
Clutch weight 1 accompanying the rotation of the crankshaft 10
A clutch 13 that transmits the rotational force of the crankshaft 10 to the clutch outer 13b using the centrifugal force of 3a;
A sprocket 14 that transmits a driving force is attached to the transmission room oil pump. Also, the clutch outer 1
A sprocket 15 for transmitting a rotational force to the transmission 3 described in detail below is attached to 3b.

The transmission 3 is the above-described toric drive friction type continuously variable transmission, in which a rotary disc 17 on the input side and a rotary disc 18 on the output side face each other on one shaft 16, and these two rotary circles are arranged. A plurality of rollers 19 are displaceably arranged between the annular grooves 17a, 18a provided on the surfaces of the plates 17, 18 facing each other. The transmission 3 is housed in the transmission chamber, and the shaft 16 is rotatably supported at the rear side of the vehicle body with respect to the crankshaft 10, that is, at the position near the rear wheel 4 in the lower part of FIG. The axis is parallel to the axis of the crankshaft 10. In addition, roller 19
It is located near a plane that passes through the center line O of the cylinder 5 and is orthogonal to the axis of the crankshaft 10. The left end of the shaft 16 is located in the transmission chamber, and the right end thereof is located in the engine chamber. The input side rotating disc 17 is rotatably supported on the shaft 16 and the output side rotating disc is located. 18 is fixedly provided.

A sprocket 20 on the driven side is rotatably supported by the shaft 16 adjacent to the rotating disc 17 on the input side, and the sprocket 20 and the rotating disc 17 are connected via a loading cam 21. . The sprocket 20 is connected by a chain 22 to the sprocket 15 on the crankshaft 10 side, which has been mentioned above. The former sprocket 20 has a diameter larger than that of the latter sprocket 15, and thereby constitutes a reduction mechanism that reduces the rotational force of the crankshaft 10 and transmits it to the input side rotating disc 17.

The right end of the shaft 16 located in the engine compartment is the bevel gear 2.
This output shaft 2 is connected to the output shaft 25 via 3, 24.
Reference numeral 5 extends from the engine compartment to the rear of the vehicle body. The rearward extending end of the output shaft 25 is connected to the axle of the rear wheel 4 via a cross joint 26, a rear wheel drive shaft, and a final gear. The rear wheel 4 is of the swing type as described above, and the swing arm 2 that supports the rear wheel 4 is used.
The base end of 7 is connected to the rear parts of the R case 6 and the L case 7 forming a power unit by a pin 28 so as to be vertically swingable.

Then, the series of power transmission mechanisms incorporated in the motorcycle as described above transmits the rotational force of the crankshaft 10 from the clutch 13 to the sprocket 14, and decelerates the rotation of the sprocket 14 and transmits it to the sprocket 20. And then the transmission 3 via the loading cam 21.
Is transmitted to the rotary disc 17 on the input side of the. The transmission 3 transmits the rotation of the input rotary disc 17 to the output rotary disc 18 at a speed ratio according to the displacement amount of the rollers 19. That is, the transmission 3 has a speed ratio of "1" when the roller 19 is in the state shown in FIG. 1 and the portions of the annular surface grooves 17a, 18a with which the roller 19 is in contact have the same diameter. When the rotation is transmitted and the roller 19 is displaced to one side and the diameter of the portion of the one annular surface-shaped groove 17a with which it is in contact is smaller than the diameter of the portion of the other annular surface-shaped groove 18a. Transmits rotation at a speed reduction ratio corresponding to the ratio of their diameters, and the roller 19 is displaced to the other side so that one of the annular surface-shaped grooves 17a with which it comes into contact.
When the diameter of the portion is larger than the diameter of the portion of the other annular surface-shaped groove 18a, the rotation is transmitted at a speed increasing ratio according to the ratio of those diameters. In this way, the output side rotating disk 18
The rotational force is transmitted to the bevel gears 23, 24, the output shaft 25, the cross joint 2 from the shaft 16.
It is transmitted to the rear wheel 4 via 6 and the like. Therefore,
In the power unit, the rotational force of the crankshaft 10 in the engine compartment is once transmitted to the transmission compartment where the transmission 3 is located, and then to the engine compartment where the bevel gears 23 and 24 are located.

By the way, the shaft 16 of the transmission 3 is parallel to the crankshaft 10, and the roller 19 of the transmission 3 is located near the plane passing through the center line O of the cylinder 5 and orthogonal to the axis of the crankshaft 10. , Crankshaft 1
Arranging the transmission 3 behind 0 means that the transmission 3 long in the direction of the shaft 16 is located just behind the engine 2. Therefore, the increase in the lateral width of the engine 2 is suppressed, the transmission 3 is compactly arranged with respect to the engine 2, and the power unit is downsized.

In addition, the fact that the engine room and the transmission room in the power unit are made liquid-tight and independent and the different oils are used in the respective rooms means that the oil for the transmission 3 different from that for the engine 2 is used. Gearbox 3 enabled
Is extremely advantageous in exerting the function of, and is economically advantageous because the oil for the transmission 3 is expensive.

Further, it is extremely advantageous in the following point that the power unit integrally formed by incorporating the engine 2 and the transmission 3 is attached to the frame by the frame mount method and the rear wheel 4 is provided as the swing type. That is, the vibration of the power unit, which becomes heavy, is not good due to the increase in unsprung weight, etc. This problem is solved by mounting the power unit on the frame side, and hydraulic pressure is used to control the transmission 3. To do
This is possible by stabilizing the oil pressure by stabilizing the oil level.

Further, the swing support portion of the swing arm 27 is provided in the case of the power unit mounted on the frame side,
This is extremely advantageous in reducing the size of the wheel base and making it compact. By the way, when the swing arm 27 is structured to be received on the frame side, the structure becomes complicated with an increase in the wheel base.

Needless to say, the power transmission mechanism according to the present invention can be widely applied to automobiles other than motorcycles.

〔The invention's effect〕

As described above, according to the power transmission mechanism of the present invention,
Since the rotary shaft of the friction type continuously variable transmission, which has the same axis on the input side and the output side, and the crankshaft of the internal combustion engine are arranged in parallel, the internal combustion engine and the friction type continuously variable transmission are brought into close contact with each other. It is possible to arrange the internal combustion engine and the friction type continuously variable transmission by the cover, and thus the integrated unit can be downsized.

Furthermore, since the interior is divided into an engine room and a transmission room in a liquid-tight manner and a friction type continuously variable transmission is arranged in the transmission chamber, the lubricating oil required by this friction type continuously variable transmission can be provided. It is possible to prevent the deterioration of the lubricating oil dedicated to the friction type continuously variable transmission due to the mixing of the lubricating oil for the internal combustion engine.

That is, since the performance of the lubricating oil for exclusive use of the friction type continuously variable transmission, which is different from the lubricating oil for the internal combustion engine, can be maintained, the function of the friction type continuously variable transmission can be maximized.

Further, since the lubricating oil for the friction type continuously variable transmission is expensive, it can be economically advantageous.

Further, since the swing arm that rotatably supports the drive wheels is swingably supported by the pin on the cover, the swing arm is swingably supported as compared with the case where the swing arm is swingably supported by the frame. The length of the arm can be greatly reduced, and the weight of the swing arm, which had to be heavy in order to ensure strength, can be reduced,
The increase in the wheel base can be suppressed and the body can be made compact.

[Brief description of drawings]

The drawings show an embodiment of the present invention. FIG. 1 is a sectional view of a power unit of a motorcycle incorporating a power transmission mechanism according to the present invention, and FIG. 2 is a side view of a motorcycle having the power unit of FIG. It is a figure. 1 ... Motorcycle, 2 ... Engine (internal combustion engine), 3 ...
Friction type continuously variable transmission, 4 rear wheels (driving wheels), 5 cylinders, 10 crankshafts, 16 shafts, 17
...... Rotating disc on the input side, 17a …… Groove with annular surface, 18
...... Output side rotating disk, 18a …… Annular surface groove, 19
...... Roller, 25 ...... Output shaft, 27 ...... Swing arm,
28 ...... pin

Claims (1)

[Claims] 1. An internal combustion engine, which is provided between a frame constituting a motorcycle and a drive wheel composed of rear wheels and is fixed to the frame, and which rotates a crankshaft by generated power, and both ends thereof, respectively. Two rotating discs are faced to and supported by a rotating shaft that is an input shaft and an output shaft and that is arranged in parallel with the crankshaft, and an annular ring provided on mutually opposing surfaces of these two rotating discs. A plurality of rollers are movably arranged between the planar grooves, and continuously variable transmission is performed according to the ratio of the diameters of the annular groove portions of the two rotating discs contacting the plurality of rollers. A friction type continuously variable transmission that performs the power transmission and a reduction mechanism that transmits the rotational force of the crankshaft of the internal combustion engine to the input shaft of the friction type continuously variable transmission are covered by a cover and integrated. A mechanism, The inside of the cover is liquid-tightly divided into an engine room and a transmission room that can be filled with different lubricating oils, and the friction type continuously variable transmission is arranged in the transmission room. At least the output shaft of the frictionless continuously variable transmission is projected to the outside of the transmission chamber and connected to the drive wheel, and the cover is provided between the cover and the drive wheel, and the drive wheel is provided. A power transmission mechanism, wherein a swing arm rotatably supported is swingably supported by a pin.