JP2007170569A - Reduction gear - Google Patents

Reduction gear Download PDF

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Publication number
JP2007170569A
JP2007170569A JP2005370523A JP2005370523A JP2007170569A JP 2007170569 A JP2007170569 A JP 2007170569A JP 2005370523 A JP2005370523 A JP 2005370523A JP 2005370523 A JP2005370523 A JP 2005370523A JP 2007170569 A JP2007170569 A JP 2007170569A
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gear
shaft
reduction
driven
drive
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JP4879579B2 (en
JP2007170569A5 (en
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Shinji Takiguchi
親司 滝口
Yutaka Ono
豊 小野
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Priority to JP2005370523A priority Critical patent/JP4879579B2/en
Priority to CN 200610168557 priority patent/CN100552260C/en
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Publication of JP2007170569A5 publication Critical patent/JP2007170569A5/ja
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Abstract

<P>PROBLEM TO BE SOLVED: To simplify structure by largely setting a reduction gear ratio while avoiding increment in length in a direction intersecting axes of a driving shaft and a driven shaft and increase in cost and weight in a reduction gear which is provided between the driving and driven shafts which include axes parallel to each other. <P>SOLUTION: The reduction gear 42 is constituted of a primary deceleration drive gear 87 which is fixed to the driving shaft 54 rotatable around the axis, a primary deceleration driven gear 88 which is relatively rotatably supported to the driven shaft 83 rotatable around the axis parallel to the driving shaft at a position separated from the driving shaft 54 and simultaneously meshes with the primary deceleration driving gear 87, a secondary deceleration driving gear 89 which is formed in one piece with the primary deceleration driven gear 88, a secondary deceleration driven gear 90 which is relatively rotatably supported to the driving shaft 54 and then meshes with the secondary deceleration driving gear 89, a ternary deceleration driving gear 91 which is formed in one piece with the secondary deceleration driven gear 90 and a ternary deceleration driven gear 92 which is fixed to the driven shaft 83 and then meshes with the ternary deceleration driving gear 91. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、駆動軸および被動軸間に設けられる歯車減速機に関する。   The present invention relates to a gear reducer provided between a drive shaft and a driven shaft.

自動二輪車においてエンジンの出力を無段階に変速するＶベルト式変速機の出力を、３段階に減速する歯車減速機で減速して後輪に伝達するようにしたものが、たとえば特許文献１および特許文献２で知られており、特許文献１で開示されたものでは、Ｖベルト式変速機の出力軸である駆動軸と、後輪の車軸である被動軸との間に、駆動軸および被動軸と平行な軸線を有する中間軸が配置されており、駆動軸および中間軸間で一次減速し、中間軸および被動軸間で二次減速を行うように歯車減速機が構成されている。また特許文献２で開示されたものでは、同一軸線まわりに回転可能な駆動軸および被動軸の側方に、駆動軸および被動軸と平行な軸線を有する中間軸が配置され、駆動軸および中間軸間で一次減速し、中間軸および被動軸間で二次減速を行うように歯車減速機が構成されている。
特公平７−１１５５９６号公報 特公平４−１１４２９号公報 In a motorcycle, the output of a V-belt transmission that continuously changes the output of an engine is reduced by a gear reducer that reduces the speed in three stages and transmitted to the rear wheels. Known in Document 2 and disclosed in Patent Document 1, a drive shaft and a driven shaft are provided between a drive shaft that is an output shaft of a V-belt transmission and a driven shaft that is an axle of a rear wheel. An intermediate shaft having a parallel axis is arranged, and a gear reduction device is configured to perform primary deceleration between the drive shaft and the intermediate shaft and secondary deceleration between the intermediate shaft and the driven shaft. Moreover, in what was disclosed by patent document 2, the intermediate shaft which has an axis parallel to a drive shaft and a driven shaft is arrange | positioned to the side of the drive shaft and driven shaft which can rotate the same axis line, and a drive shaft and an intermediate shaft The gear reducer is configured to perform primary deceleration between the intermediate shaft and the driven shaft, and to perform secondary deceleration between the intermediate shaft and the driven shaft.
Japanese Patent Publication No.7-115596 Japanese Patent Publication No. 4-11429

ところが、駆動軸および被動軸間の減速比を大きく設定しようとしたときに、上記特許文献１で開示されたような歯車減速機では、軸間距離を大きくして駆動歯車の外径を大きく設定する必要があり、コストおよび重量の増大を招くととともに、駆動軸および被動軸の軸線に直交する方向での歯車減速機の長さも大きくなってしまう。   However, when trying to set a large reduction ratio between the drive shaft and the driven shaft, in the gear reducer disclosed in Patent Document 1, the distance between the shafts is increased and the outer diameter of the drive gear is set large. This increases the cost and weight, and also increases the length of the gear reducer in the direction perpendicular to the axes of the drive shaft and the driven shaft.

また特許文献２で開示されたものでは、駆動軸および被動軸の軸線に直交する方向での歯車減速機の長さをコンパクトに構成することが可能ではあるものの、駆動軸および被動軸間の減速比を大きく設定することが困難であり、しかも被動軸を駆動軸で相対回転可能に支持する構造のため構造が複雑となる。   Moreover, in what was disclosed by patent document 2, although the length of the gear reducer in the direction orthogonal to the axis line of a drive shaft and a driven shaft can be comprised compactly, the deceleration between a drive shaft and a driven shaft is possible. It is difficult to set a large ratio, and the structure is complicated because the driven shaft is supported by the drive shaft so as to be relatively rotatable.

本発明は、かかる事情に鑑みてなされたものであり、駆動軸および被動軸動軸の軸線に直交する方向での長さの増大、コストおよび重量の増大を回避しつつ、減速比を大きく設定し得るようにした簡単な構造の歯車減速機を提供することを目的とする。   The present invention has been made in view of such circumstances, and sets a large reduction ratio while avoiding an increase in length, cost and weight in a direction orthogonal to the axis of the drive shaft and the driven shaft moving shaft. It is an object of the present invention to provide a gear reducer having a simple structure that can be made.

上記目的を達成するために、請求項１記載の発明は、駆動軸および被動軸間に設けられる歯車減速機において、軸線まわりに回転可能な前記駆動軸に固定される一次減速駆動歯車と、前記駆動軸から離隔した位置で該駆動軸と平行な軸線まわりに回転可能な前記被動軸に相対回転可能に支承されるとともに前記一次減速駆動歯車に噛合する一次減速駆動歯車に噛合するようにして被動軸に回転可能に支承される一次減速被動歯車と、一次減速被動歯車と一体に形成された二次減速駆動歯車と、前記駆動軸に相対回転可能に支承されて二次減速駆動歯車に噛合する二次減速被動歯車と、二次減速被動歯車と一体に形成される三次減速駆動歯車と、前記被動軸に固定されて三次減速駆動歯車に噛合する三次減速被動歯車とを備えることを特徴とする。   In order to achieve the above object, the invention according to claim 1 is a gear reduction device provided between a drive shaft and a driven shaft, and a primary reduction drive gear fixed to the drive shaft rotatable around an axis, Driven so as to be engaged with a primary reduction drive gear that is rotatably supported by the driven shaft that is rotatable about an axis parallel to the drive shaft at a position separated from the drive shaft and that meshes with the primary reduction drive gear. A primary reduction driven gear rotatably supported on the shaft; a secondary reduction drive gear integrally formed with the primary reduction driven gear; and a secondary reduction drive gear that is rotatably supported on the drive shaft and meshes with the secondary reduction drive gear. A secondary reduction driven gear, a tertiary reduction drive gear formed integrally with the secondary reduction driven gear, and a tertiary reduction driven gear fixed to the driven shaft and meshing with the tertiary reduction drive gear. .

また請求項２記載の発明は、請求項１記載の発明の構成に加えて、前記駆動軸および前記被動軸が、車両に搭載されるパワーユニットの一部を構成して車両の前後方向に間隔をあけて配置され、前記駆動軸の軸線に直交する平面への投影図上で、該駆動軸に装着される遠心クラッチ内に前記被動軸が配置されることを特徴とする。   According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, the drive shaft and the driven shaft constitute a part of a power unit mounted on the vehicle, and are spaced apart in the front-rear direction of the vehicle. The driven shaft is disposed in a centrifugal clutch mounted on the drive shaft on a plan view that is open and projected onto a plane orthogonal to the axis of the drive shaft.

請求項３記載の発明は、請求項１記載の発明の構成に加えて、前記駆動軸および前記被動軸が、Ｖベルト式変速機を有して車両に搭載されるパワーユニットの一部を構成して車両の前後方向に間隔をあけて配置され、前記駆動軸の軸線に直交する平面への投影図で、前記Ｖベルト式変速機の一部を構成して前記駆動軸に装着されるドリブンプーリ内に前記被動軸が配置されることを特徴とする。   According to a third aspect of the invention, in addition to the configuration of the first aspect of the invention, the drive shaft and the driven shaft constitute a part of a power unit mounted on a vehicle having a V-belt type transmission. And a driven pulley mounted on the drive shaft that constitutes a part of the V-belt type transmission and is projected onto a plane perpendicular to the axis of the drive shaft. The driven shaft is disposed inside.

請求項４記載の発明は、請求項１〜３のいずれかに記載の発明の構成に加えて、一次減速駆動歯車および一次減速被動歯車、二次減速駆動歯車および二次減速被動歯車、ならびに三次減速駆動歯車および三次減速被動歯車による減速比が全て同一に設定されることを特徴とする。   The invention according to claim 4 is the primary reduction drive gear and primary reduction driven gear, secondary reduction drive gear and secondary reduction driven gear, and tertiary in addition to the configuration of the invention according to any one of claims 1 to 3. The reduction ratios of the reduction drive gear and the tertiary reduction driven gear are all set to be the same.

請求項５記載の発明は、請求項１〜４のいずれかに記載の発明の構成に加えて、前記一次減速駆動歯車、二次減速被動歯車および三次減速駆動歯車の軸方向両側で前記駆動軸がエンジンのクランクケースに第１および第２軸受を介して回転自在に支承され、前記一次減速被動歯車、二次減速駆動歯車および三次減速被動歯車の軸方向一側で前記被動軸が該被動軸の軸線に沿う方向で前記第１軸受と略同一位置に配置される第３軸受を介して前記クランクケースに回転自在に支承され、前記一次減速被動歯車、二次減速駆動歯車および三次減速被動歯車の軸方向他側で前記被動軸が該被動軸の軸線に沿う方向で前記第２軸受と略同一位置に配置される第４軸受を介して前記クランクケースに回転自在に支承されることを特徴とする。   According to a fifth aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the drive shaft is provided on both axial sides of the primary reduction drive gear, the secondary reduction driven gear, and the tertiary reduction drive gear. Is rotatably supported by a crankcase of an engine via first and second bearings, and the driven shaft is connected to the driven shaft on one side in the axial direction of the primary reduction driven gear, the secondary reduction driven gear, and the tertiary reduction driven gear. The primary reduction driven gear, the secondary reduction driven gear, and the tertiary reduction driven gear are rotatably supported on the crankcase via a third bearing disposed at substantially the same position as the first bearing in a direction along the axis of the primary reduction driven gear. The driven shaft is rotatably supported on the crankcase via a fourth bearing disposed at substantially the same position as the second bearing in a direction along the axis of the driven shaft on the other side in the axial direction. And

さらに請求項６記載の発明は、請求項１〜５のいずれかに記載の発明の構成に加えて、一体に形成される前記一次減速被動歯車および前記二次減速駆動歯車が、円筒状の第１メタル軸受を介して前記被動軸に回転自在に支承され、一体に形成される前記二次減速被動歯車および前記三次減速駆動歯車が、円筒状の第２メタル軸受を介して前記駆動軸に回転自在に支承され、第１および第２メタル軸受には、前記被動軸および前記駆動軸に同軸に設けられるオイル通路に内端を連通させるとともに外端を外周に開口する潤滑油孔が半径方向に延びてそれぞれ設けられることを特徴とする。   In addition to the configuration of the invention according to any one of claims 1 to 5, the invention according to claim 6 is characterized in that the primary reduction driven gear and the secondary reduction drive gear that are integrally formed are cylindrical first. The secondary reduction driven gear and the tertiary reduction drive gear, which are rotatably supported on the driven shaft via a single metal bearing and are integrally formed, rotate to the drive shaft via a cylindrical second metal bearing. The first and second metal bearings are freely supported. Lubricating oil holes having an inner end communicating with an oil passage provided coaxially with the driven shaft and the drive shaft and having an outer end opened to the outer periphery in the radial direction. It is characterized by being provided to extend.

なお実施例のセカンダリ軸５４が本発明の駆動軸に対応し、実施例のカウンタ軸８３が本発明の被動軸に対応し、実施例のボールベアリング５５，５６，８４，８５が本発明の第１〜第４軸受にそれぞれ対応する。   The secondary shaft 54 of the embodiment corresponds to the drive shaft of the present invention, the counter shaft 83 of the embodiment corresponds to the driven shaft of the present invention, and the ball bearings 55, 56, 84, 85 of the embodiment are the first of the present invention. It corresponds to each of the first to fourth bearings.

請求項１記載の発明によれば、駆動軸に入力される動力が、駆動軸に装着される一次減速駆動歯車、二次減速被動歯車および三次減速駆動歯車と、被動軸に装着される一次減速被動歯車、二次減速駆動歯車および三次減速被動歯車とによって３段階に減速されて被動軸に伝達されることになり、軸間距離を短くするとともに各歯車の外径を小さく設定することを可能としつつ大きな減速比を得ることが可能となり、駆動軸および被動軸の軸線に直交する方向での歯車減速機の長さを短くし、コストおよび重量の増大を回避することができる。しかも駆動軸および被動軸は相互に離隔した位置に回転可能に配置されるものであり、歯車減速機の構造が複雑となることはない。   According to the first aspect of the present invention, the power input to the drive shaft includes the primary reduction drive gear, the secondary reduction driven gear and the tertiary reduction drive gear attached to the drive shaft, and the primary reduction drive attached to the driven shaft. The driven gear, the secondary reduction drive gear, and the tertiary reduction driven gear are decelerated in three stages and transmitted to the driven shaft, so that the distance between the shafts can be shortened and the outer diameter of each gear can be set small. Thus, a large reduction ratio can be obtained, and the length of the gear reducer in the direction perpendicular to the axes of the drive shaft and the driven shaft can be shortened to avoid an increase in cost and weight. Moreover, the drive shaft and the driven shaft are rotatably disposed at positions separated from each other, and the structure of the gear reducer is not complicated.

また請求項２記載の発明によれば、駆動軸の軸線に直交する平面への投影図上で、遠心クラッチ内に駆動軸および被動軸を配置して歯車減速機の配置スペースを容易に確保しつつパワーユニットのコンパクト化を図ることができる。   According to the second aspect of the invention, the drive shaft and the driven shaft are arranged in the centrifugal clutch on the projection onto the plane orthogonal to the axis of the drive shaft, so that the space for arranging the gear reducer can be easily secured. In addition, the power unit can be made compact.

請求項３記載の発明によれば、駆動軸の軸線に直交する平面への投影図上で、Ｖベルト式変速機のドリブンプーリ内に駆動軸および被動軸を配置して歯車減速機の配置スペースを容易に確保しつつパワーユニットのコンパクト化を図ることができる。   According to the invention of claim 3, the drive shaft and the driven shaft are arranged in the driven pulley of the V-belt type transmission on the projection onto the plane orthogonal to the axis of the drive shaft, and the arrangement space for the gear reducer The power unit can be made compact while ensuring the above.

請求項４記載の発明によれば、一体に形成される一次減速被動歯車および二次減速駆動歯車と、一体に形成される二次減速被動歯車および三次減速駆動歯車とを同一形状に形成することを可能とし、部品点数の低減を可能とすることができる。   According to the fourth aspect of the present invention, the primary reduction driven gear and the secondary reduction drive gear formed integrally, and the secondary reduction driven gear and the tertiary reduction drive gear formed integrally are formed in the same shape. And the number of parts can be reduced.

請求項５記載の発明によれば、駆動軸および被動軸を回転自在に支承するためにクランクケースに施される加工を簡略化することができるとともに、駆動軸および被動軸のクランクケースによる支持部の面圧を低下することができる。   According to the fifth aspect of the present invention, it is possible to simplify the processing applied to the crankcase for rotatably supporting the drive shaft and the driven shaft, and to support the drive shaft and the driven shaft by the crankcase. The surface pressure can be reduced.

さらに請求項６記載の発明によれば、それぞれ一体である一次減速被動歯車および二次減速駆動歯車、ならびに二次減速被動歯車および三次減速駆動歯車の被動軸および駆動軸への支承部への潤滑構造を簡略化し、第１および第２メタル軸受と、一次減速被動歯車および二次減速駆動歯車ならびに二次減速被動歯車および三次減速駆動歯車との間から流出したオイルを、各歯車の噛合部の潤滑に用いることができる。   Furthermore, according to the sixth aspect of the present invention, the primary reduction driven gear and the secondary reduction drive gear that are integral with each other, and the lubrication of the secondary reduction driven gear and the tertiary reduction drive gear to the driven shaft and the support portion of the drive shaft. The structure is simplified, and oil flowing out from between the first and second metal bearings, the primary reduction driven gear and the secondary reduction drive gear, and the secondary reduction driven gear and the tertiary reduction drive gear is supplied to the meshing portion of each gear. Can be used for lubrication.

以下、本発明の実施の形態を、添付の図面に示した本発明の一実施例に基づいて説明する。   DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on one embodiment of the present invention shown in the accompanying drawings.

図１〜図３は本発明の一実施例を示すものであり、図１は自動二輪車の側面図、図２はパワーユニットの側面図、図３は図２の３−３線断面図である。   1 to 3 show an embodiment of the present invention. FIG. 1 is a side view of a motorcycle, FIG. 2 is a side view of a power unit, and FIG. 3 is a sectional view taken along line 3-3 of FIG.

なお以下の実施例の説明で、前後および左右は自動二輪車の進行方向前方を向いた状態での方向を言うものである。   In the following description of the embodiments, front and rear and left and right refer to directions in a state where the motorcycle is directed forward in the traveling direction.

先ず図１において、この自動二輪車の車体フレームＦは、前輪ＷＦを軸支するフロントフォーク５を操向可能に支承するヘッドパイプ６と、該ヘッドパイプ６から後下がりに延びるメインフレーム７と、後上がりに延びて前記メインフレーム７の下部に連設されてシートレール８とを備える。前記フロントフォーク５の上部には操向ハンドル９が連結され、前記シートレール８上には乗員が座乗するためのシート１０が設けられる。   First, in FIG. 1, a body frame F of this motorcycle includes a head pipe 6 that supports a front fork 5 that pivotally supports a front wheel WF, a main frame 7 that extends rearwardly downward from the head pipe 6, and a rear frame. A seat rail 8 is provided that extends upward and is continuously provided at the lower portion of the main frame 7. A steering handle 9 is connected to an upper portion of the front fork 5, and a seat 10 on which a passenger sits is provided on the seat rail 8.

前記メインフレーム７には、エンジンＥと、該エンジンＥの出力を無段階に変速するとともに減速する動力伝達装置Ｔとで構成されるパワーユニットＰが、前記車体フレームＦの下方に配置されるようにして懸吊支持されており、このパワーユニットＰに前端部が揺動可能に支承された一対のスイングアーム１１，１２の後部間に後輪ＷＲが軸支され、パワーユニットＰの出力は、後述の図３で示すチェーン伝動手段１３を介して後輪ＷＲに伝達され、スイングアーム１１，１２およびシートレール８間にはリヤクッション１４…が設けられる。   In the main frame 7, a power unit P composed of an engine E and a power transmission device T that continuously shifts and decelerates the output of the engine E is arranged below the body frame F. A rear wheel WR is pivotally supported between the rear portions of a pair of swing arms 11 and 12 whose front ends are supported so as to be swingable by the power unit P. The output of the power unit P will be described later. The rear cushion 14 is provided between the swing arms 11 and 12 and the seat rail 8 through the chain transmission means 13 shown in FIG.

またヘッドパイプ６の前方はフロントトップカバー１５で覆われ、ヘッドパイプ６の後方およびメインフレーム７の前部はメインフレームトップカバー１６で覆われ、メインフレーム７の側方はメインフレームサイドカバー１７…で覆われ、メインフレームサイドカバー１７の両側には乗員の脚部を前方から覆うレッグシールド１８…が前記フロントトップカバー１５に連設されて配置され、メインフレームサイドカバー１７…の下部には、パワーユニットＰを前方から覆うアンダーカバー１９が連設される。   Further, the front of the head pipe 6 is covered with a front top cover 15, the rear of the head pipe 6 and the front part of the main frame 7 are covered with a main frame top cover 16, and the side of the main frame 7 is a main frame side cover 17. Leg shields 18 are disposed on both sides of the main frame side cover 17 so as to cover the occupant's legs from the front, and are connected to the front top cover 15. An under cover 19 is provided continuously to cover the power unit P from the front.

図２および図３において、パワーユニットＰのエンジンＥは、クランクケース２１と、前傾姿勢でクランクケース２１の前端に結合されるシリンダブロック２２と、シリンダブロック２２の前端に結合されるシリンダヘッド２３とを備える。   2 and 3, the engine E of the power unit P includes a crankcase 21, a cylinder block 22 coupled to the front end of the crankcase 21 in a forward inclined posture, and a cylinder head 23 coupled to the front end of the cylinder block 22. Is provided.

左右方向に延びる軸線を有するクランク軸２４はクランクケース２１に回転自在に支承され、シリンダブロック２２が備えるシリンダボア２５に摺動可能に嵌合されるピストン２６がコネクティングロッド２７およびクランクピン２８を介してクランク軸２４に連接され、シリンダヘッド２３には点火プラグ２９が取付けられるとともに、カムシャフト３０を備える動弁機構３１が配設される。   A crankshaft 24 having an axis extending in the left-right direction is rotatably supported by a crankcase 21, and a piston 26 slidably fitted into a cylinder bore 25 provided in the cylinder block 22 is connected via a connecting rod 27 and a crankpin 28. An ignition plug 29 is attached to the cylinder head 23 and connected to the crankshaft 24, and a valve mechanism 31 including a camshaft 30 is disposed.

クランクケース２１は、シリンダボア２５の軸線を含む鉛直面で左右に分割される左側および右側ケース半体２１Ｌ，２１Ｒが相互に結合されて成るものであり、クランク軸２４は左側および右側ケース半体２１Ｌ，２１Ｒを回転自在に貫通する。   The crankcase 21 is formed by joining left and right case halves 21L and 21R divided into left and right on a vertical plane including the axis of the cylinder bore 25, and the crankshaft 24 is composed of the left and right case halves 21L. , 21R is rotatably penetrated.

前記左側ケース半体２１Ｌの外方でクランク軸２４に駆動スプロケット３２が固定されており、前記動弁機構３１が備えるカムシャフト３０には被動スプロケット３３が固定され、駆動スプロケット３２および被動スプロケット３３には無端状のタイミングチェーン３４が巻き掛けられる。而して左側ケース半体２１Ｌ、シリンダブロック２２およびシリンダヘッド２３には、前記タイミングチェーン３４を走行させるためのチェーン通路３５が設けられる。   A drive sprocket 32 is fixed to the crankshaft 24 outside the left case half 21 </ b> L, and a driven sprocket 33 is fixed to the camshaft 30 provided in the valve mechanism 31, and the drive sprocket 32 and the driven sprocket 33 are connected to the camshaft 30. The endless timing chain 34 is wound around. Thus, the left case half 21L, the cylinder block 22 and the cylinder head 23 are provided with a chain passage 35 for allowing the timing chain 34 to travel.

またクランク軸２４の左端部を覆うようにして左カバー３６が左側ケース半体２１Ｌに締結され、クランク軸２４の左端部に固定されるロータ３７と、該ロータ３７を覆うようにして前記左カバー３６に固定されるステータ３８とで発電機３９が構成される。   A left cover 36 is fastened to the left case half 21L so as to cover the left end portion of the crankshaft 24, and a rotor 37 fixed to the left end portion of the crankshaft 24 and the left cover so as to cover the rotor 37. A generator 39 is constituted by a stator 38 fixed to 36.

動力伝達装置Ｔは、無段変速機であるＶベルト式変速機４１と、Ｖベルト式変速機４１の出力を３段階で減速する歯車減速機４２とから成るものであり、Ｖベルト式変速機４１を収容する変速機室４３を形成する変速機ケース４４が、右側ケース半体２１Ｒに締結される内側ケース４５と、該内側ケース４５に右側から結合される外側ケース４６とで構成される。   The power transmission device T includes a V-belt transmission 41 that is a continuously variable transmission, and a gear reducer 42 that decelerates the output of the V-belt transmission 41 in three stages. A transmission case 44 that forms a transmission chamber 43 that accommodates 41 includes an inner case 45 that is fastened to the right case half 21R, and an outer case 46 that is coupled to the inner case 45 from the right side.

前記変速機ケース４４および前記クランクケース２１間で前記クランク軸２４の右端部には駆動歯車４７が固定され、クランク軸２４と平行な軸線を有して前記内側ケース４５を回転自在に貫通するプライマリ軸４９に前記駆動歯車４７に噛合する被動歯車４８が固定され、プライマリ軸４９の軸方向中間部は内側ケース４５にボールベアリング５１を介して回転自在に支承され、プライマリ軸４９の両端部は、右ケース半体２１Ｒおよび外側ケース４６にローラベアリング５２およびボールベアリング５３を介して回転自在に支承される。またプライマリ軸４９と平行な軸線を有するセカンダリ軸５４が内側ケース４５および右側ケース半体２１Ｒを回転自在に貫通し、該セカンダリ軸５４の軸方向中間部は右側ケース２１Ｒに第１軸受としてのボールベアリング５５を介して回転自在に支承され、セカンダリ軸５４の両端部は、第２軸受としてのボールベアリング５６を介して左側ケース半体２１Ｌに回転自在に支承されるとともにボールベアリング５７を介して外側ケース４６に回転自在に支承される。しかもプライマリ軸４９および内側ケース４５間には無端状のシール部材５８が介装され、セカンダリ軸５４および内側ケース４５間には無端状のシール部材５９が介装される。   A drive gear 47 is fixed to the right end portion of the crankshaft 24 between the transmission case 44 and the crankcase 21 and has an axis parallel to the crankshaft 24 so as to pass through the inner case 45 rotatably. A driven gear 48 that meshes with the drive gear 47 is fixed to the shaft 49, an intermediate portion in the axial direction of the primary shaft 49 is rotatably supported on the inner case 45 via a ball bearing 51, and both end portions of the primary shaft 49 are It is rotatably supported by the right case half 21R and the outer case 46 via a roller bearing 52 and a ball bearing 53. A secondary shaft 54 having an axis parallel to the primary shaft 49 passes through the inner case 45 and the right case half 21R in a rotatable manner, and an intermediate portion in the axial direction of the secondary shaft 54 is a ball serving as a first bearing in the right case 21R. Both ends of the secondary shaft 54 are rotatably supported on the left case half 21L via a ball bearing 56 as a second bearing and are externally connected via a ball bearing 57. The case 46 is rotatably supported. In addition, an endless seal member 58 is interposed between the primary shaft 49 and the inner case 45, and an endless seal member 59 is interposed between the secondary shaft 54 and the inner case 45.

Ｖベルト式変速機４１は、変速機室４３内でプライマリ軸４９に装着されるドライブプーリ６１と、変速機室４３内でセカンダリ軸５４に遠心クラッチ６４を介して装着されるドリブンプーリ６２と、ドライブプーリ６１およびドリブンプーリ６２に巻掛けられる無端状のＶベルト６３とを備える。   The V-belt type transmission 41 includes a drive pulley 61 mounted on the primary shaft 49 in the transmission chamber 43, a driven pulley 62 mounted on the secondary shaft 54 via the centrifugal clutch 64 in the transmission chamber 43, And an endless V-belt 63 wound around the drive pulley 61 and the driven pulley 62.

ドライブプーリ６１は、プライマリ軸４９の内側ケース４５寄りの部分に固定される固定プーリ半体６５と、固定プーリ半体６５よりも軸方向外方側でプライマリ軸４９に軸方向摺動可能に装着される可動プーリ半体６６とで構成され、両プーリ半体６５，６６間に形成されるＶ字状の環状溝６７にＶベルト６３が巻き掛けられる。また可動プーリ半体６６の背面側でプライマリ軸４９にはランププレート６８が固着され、可動プーリ半体６６およびランププレート６８間には複数のウエイトローラ６９…が浮動状態で収容される。而してクランク軸２４の回転数増大に応じてプライマリ軸４９の回転数が増大すると、遠心力を受けるウエイトローラ６９…がプライマリ軸４９の半径方向外方に移動して可動プーリ半体６６を固定プーリ半体６５に近接させる。それにより両プーリ半体６５，６６へのＶベルト６３の接触半径が大きくなる。   The drive pulley 61 is fixed to a portion of the primary shaft 49 near the inner case 45, and is attached to the primary shaft 49 so as to be axially slidable on the outer side in the axial direction from the fixed pulley half 65. The V-belt 63 is wound around a V-shaped annular groove 67 formed between the two pulley halves 65 and 66. A ramp plate 68 is fixed to the primary shaft 49 on the back side of the movable pulley half 66, and a plurality of weight rollers 69 are accommodated between the movable pulley half 66 and the ramp plate 68 in a floating state. Thus, when the rotation speed of the primary shaft 49 increases in accordance with the increase in the rotation speed of the crankshaft 24, the weight rollers 69, which receive centrifugal force, move outward in the radial direction of the primary shaft 49 to move the movable pulley half 66. Close to the fixed pulley half 65. As a result, the contact radius of the V-belt 63 to both pulley halves 65 and 66 increases.

ドリブンプーリ６２は、相対回転を可能としてセカンダリ軸５４を同軸に囲繞する内筒７１と、軸線まわりの相対回動ならびに軸線方向の相対移動を可能として内筒７１を摺動可能に嵌合せしめる外筒７２と、内筒７１に固定される固定プーリ半体７３と、該固定プーリ半体７３に対向して外筒７２に固定される可動プーリ半体７４と、該可動プーリ半体７４および固定プーリ半体７３間の相対回転位相差に応じて両プーリ半体７３，７４間に軸方向の分力を作用せしめるようにして内筒７１および外筒７２間に設けられるトルクカム機構７５と、可動プーリ半体７４を固定プーリ半体７３側に向けて弾発付勢するコイルスプリング７６とを備え、固定プーリ半体７３および可動プーリ半体７４間に形成されるＶ字状の環状溝７７にＶベルト６３が巻き掛けられる。   The driven pulley 62 is an outer cylinder 71 that allows relative rotation and coaxially surrounds the secondary shaft 54, and allows the inner cylinder 71 to be slidably fitted so as to allow relative rotation around the axis and relative movement in the axial direction. A cylinder 72, a fixed pulley half 73 fixed to the inner cylinder 71, a movable pulley half 74 fixed to the outer cylinder 72 opposite to the fixed pulley half 73, the movable pulley half 74 and the fixed A torque cam mechanism 75 provided between the inner cylinder 71 and the outer cylinder 72 so as to apply an axial component force between the pulley halves 73 and 74 in accordance with the relative rotational phase difference between the pulley halves 73; A coil spring 76 that elastically biases the pulley half 74 toward the fixed pulley half 73, and a V-shaped annular groove 77 formed between the fixed pulley half 73 and the movable pulley half 74. V belt 3 is wound.

また遠心クラッチ６４は、前記ドリブンプーリ６２および内側ケース４５間に配置されるものであり、前記外筒７２に固定されるドライブプレート７８と、該ドライブプレート７８を覆うように椀状に形成されて前記セカンダリ軸５４に固定されるクラッチハウジング７９と、該クラッチハウジング７９の内周に摩擦接触することを可能として前記ドライブプレート７８に取付けられる複数のクラッチウエイト８０…とを備える。   The centrifugal clutch 64 is disposed between the driven pulley 62 and the inner case 45, and is formed in a bowl shape so as to cover the drive plate 78 fixed to the outer cylinder 72 and the drive plate 78. A clutch housing 79 fixed to the secondary shaft 54 and a plurality of clutch weights 80 attached to the drive plate 78 so as to be in frictional contact with the inner periphery of the clutch housing 79 are provided.

而してドリブンプーリ６２における固定プーリ半体７３および可動プーリ半体７４間の間隔は、前記トルクカム機構７５によって生じる軸方向の力と、コイルスプリング７６によって生じる軸方向の弾性力と、固定プーリ半体７３および可動プーリ半体７４間の間隔をあける方向に作用するＶベルト６３からの力とのバランスにより決定され、ドライブプーリ６１において可動プーリ半体６６を固定プーリ半体６５に近接させることによりＶベルト６３のドライブプーリ６１への巻き掛け半径が大きくなると、Ｖベルト６３のドリブンプーリ６２への巻き掛け半径が小さくなる。   Thus, the distance between the fixed pulley half 73 and the movable pulley half 74 in the driven pulley 62 is such that the axial force generated by the torque cam mechanism 75, the axial elastic force generated by the coil spring 76, and the fixed pulley half. By determining the balance with the force from the V-belt 63 acting in the direction to leave the space between the body 73 and the movable pulley half 74, the movable pulley half 66 is brought close to the fixed pulley half 65 in the drive pulley 61. When the winding radius of the V belt 63 around the drive pulley 61 increases, the winding radius of the V belt 63 around the driven pulley 62 decreases.

前記セカンダリ軸５４の後方には該セカンダリ軸５４と平行な軸線を有するカウンタ軸８３が配置されており、該カウンタ軸８３の両端部はクランクケース２１の右側および左側ケース半体２１Ｒ，２１Ｌに第３および第４軸受であるボールベアリング８４，８５を介して回転自在に支承され、左側ケース半体２１Ｌから突出したカウンタ軸８３の左端部に、後輪Ｗ２１Ｒに動力を伝達するためのチェーン伝動手段１３の一部を構成する駆動スプロケット８６が固定される。   A counter shaft 83 having an axis parallel to the secondary shaft 54 is disposed behind the secondary shaft 54. Both ends of the counter shaft 83 are connected to the right and left case halves 21R and 21L of the crankcase 21. Chain transmission means for transmitting power to the rear wheel W21R to the left end portion of the countershaft 83 that is rotatably supported via the ball bearings 84 and 85 as the third and fourth bearings and protrudes from the left case half 21L. A drive sprocket 86 constituting a part of 13 is fixed.

しかも前記カウンタ軸８３は、セカンダリ軸５４の軸線に直交する平面への投影図上で、該セカンダリ軸５４に装着されている遠心クラッチ６４および前記ドリブンプーリ６２内に配置される。   Moreover, the counter shaft 83 is disposed in the centrifugal clutch 64 and the driven pulley 62 mounted on the secondary shaft 54 on a projection view onto a plane orthogonal to the axis of the secondary shaft 54.

歯車減速機４２は、クランクケース２１内で前記セカンダリ軸５４および前記カウンタ軸８３間に設けられるものであり、セカンダリ軸５４に固定される一次減速駆動歯車８７と、一次減速駆動歯車８７に噛合するようにしてカウンタ軸８３に回転可能に支承される一次減速被動歯車８８と、一次減速被動歯車８８と一体に形成された二次減速駆動歯車８９と、前記セカンダリ軸５４に回転可能に支承されて二次減速駆動歯車８９に噛合する二次減速被動歯車９０と、二次減速被動歯車９０と一体に形成される三次減速駆動歯車９１と、前記カウンタ軸８３に固定されて三次減速駆動歯車９１に噛合する三次減速被動歯車９２とを備え、一体である一次減速被動歯車８８および二次減速駆動歯車８９とカウンタ軸８３との間には円筒状である第１メタル軸受９３が介装され、一体である二次減速被動歯車９０および三次減速駆動歯車９１とセカンダリ軸５４との間には円筒状である第２メタル軸受９４が介装される。   The gear reducer 42 is provided between the secondary shaft 54 and the counter shaft 83 in the crankcase 21 and meshes with a primary reduction drive gear 87 fixed to the secondary shaft 54 and a primary reduction drive gear 87. Thus, the primary reduction driven gear 88 rotatably supported on the counter shaft 83, the secondary reduction drive gear 89 formed integrally with the primary reduction driven gear 88, and the secondary shaft 54 are rotatably supported. A secondary reduction driven gear 90 meshed with the secondary reduction drive gear 89, a tertiary reduction drive gear 91 formed integrally with the secondary reduction driven gear 90, and the tertiary reduction drive gear 91 fixed to the counter shaft 83. A primary reduction driven gear 88 and a secondary reduction drive gear 89 that are integral with each other and a counter shaft 83 are cylindrical. 1 metal bearing 93 is interposed, the second metal bearing 94 is a cylindrical is interposed between the secondary reduction driven gear 90 and the tertiary reduction drive gear 91 and the secondary shaft 54 are integral.

ところで、前記一次減速駆動歯車８７、二次減速被動歯車９０および三次減速駆動歯車９１は、前記ボールベアリング５５，５６間でセカンダリ軸５４に装着されるものであり、セカンダリ軸５４が、前記一次減速駆動歯車８７、二次減速被動歯車９０および三次減速駆動歯車９１の軸方向両側でクランクケース２１にボールベアリング５５，５６を介して回転自在に支承されるのに対し、前記一次減速被動歯車８８、二次減速駆動歯車８９および三次減速被動歯車９２は、前記ボールベアリング８４，８５間でカウンタ軸８３に装着されるものであり、前記一次減速被動歯車８８、二次減速駆動歯車８９および三次減速駆被動車９２の軸方向一側でカウンタ軸８３は該カウンタ軸８３の軸線に沿う方向で前記ボールベアリング５５と略同一位置に配置されるボールベアリング８４を介してクランクケース２１の右側ケース半体２１Ｒに回転自在に支承され、一次減速被動歯車８８、二次減速駆動歯車８９および三次減速被動歯車９２の軸方向他側でカウンタ軸８３は該カウンタ軸８３の軸線に沿う方向で前記ボールベアリング５６と略同一位置に配置されるボールベアリング８５を介して前記クランクケース２１の左側ケース半体２１Ｌに回転自在に支承される。   By the way, the primary reduction drive gear 87, the secondary reduction driven gear 90, and the tertiary reduction drive gear 91 are mounted on the secondary shaft 54 between the ball bearings 55, 56, and the secondary shaft 54 is connected to the primary reduction drive gear. While the drive gear 87, the secondary reduction driven gear 90 and the tertiary reduction drive gear 91 are rotatably supported on the crankcase 21 via ball bearings 55 and 56 on both axial sides, the primary reduction driven gear 88, The secondary reduction drive gear 89 and the tertiary reduction driven gear 92 are mounted on the counter shaft 83 between the ball bearings 84 and 85, and the primary reduction driven gear 88, the secondary reduction drive gear 89, and the tertiary reduction drive. On one side in the axial direction of the driven vehicle 92, the counter shaft 83 is substantially the same as the ball bearing 55 in the direction along the axis of the counter shaft 83. The other side in the axial direction of the primary reduction driven gear 88, the secondary reduction drive gear 89, and the tertiary reduction driven gear 92 is rotatably supported by the right case half 21R of the crankcase 21 via a ball bearing 84 disposed in the position. Thus, the counter shaft 83 is rotatably supported on the left case half 21L of the crankcase 21 via a ball bearing 85 that is disposed at substantially the same position as the ball bearing 56 in the direction along the axis of the counter shaft 83. .

しかも一次減速駆動歯車８７および一次減速被動歯車８８、二次減速駆動歯車８９および二次減速被動歯車９０、ならびに三次減速駆動歯車９１および三次減速被動歯車９２による減速比は全て同一に設定されており、一体である一次減速被動歯車８８および二次減速駆動歯車８９の形状と、一体である二次減速被動歯車９０および三次減速駆動歯車９１の形状とは同一に設定される。   Moreover, the reduction ratios of the primary reduction drive gear 87 and the primary reduction driven gear 88, the secondary reduction drive gear 89 and the secondary reduction driven gear 90, and the tertiary reduction drive gear 91 and the tertiary reduction driven gear 92 are all set to be the same. The shapes of the integrated primary reduction driven gear 88 and the secondary reduction drive gear 89 and the integrated shapes of the secondary reduction driven gear 90 and the tertiary reduction drive gear 91 are set to be the same.

また一体である一次減速被動歯車８８および二次減速駆動歯車８９とカウンタ軸８３との間に介装される第１メタル軸受９３には、カウンタ軸８３に同軸に設けられるオイル通路１０５に内端を連通させるとともに外端を外周に開口する潤滑油孔１０７が、一次減速被動歯車８８および二次減速駆動歯車８９間の中間部に対応する位置で半径方向に延びるようにして設けられ、一体である二次減速被動歯車９０および三次減速駆動歯車９１とセカンダリ軸５４との間に介装される第２メタル軸受９４には、セカンダリ軸５４に同軸に設けられるオイル通路１０６に内端を連通させるとともに外端を外周に開口する潤滑油孔１０８が、二次減速被動歯車９０および三次減速駆動歯車９１間の中間部に対応する位置で半径方向に延びるようにして設けられる。而して前記カウンタ軸８３に設けられるオイル通路１０５ならびに前記セカンダリ軸５４に設けられるオイル通路１０６には、クランクケース２１に設けられるオイル供給路（図示せず）からオイルが供給される。   Further, the first metal bearing 93 interposed between the integral primary reduction driven gear 88 and the secondary reduction drive gear 89 and the counter shaft 83 has an inner end in an oil passage 105 provided coaxially with the counter shaft 83. And a lubricating oil hole 107 having an outer end opened to the outer periphery is provided so as to extend in a radial direction at a position corresponding to an intermediate portion between the primary reduction driven gear 88 and the secondary reduction driving gear 89. A second metal bearing 94 interposed between the secondary reduction driven gear 90 and the tertiary reduction drive gear 91 and the secondary shaft 54 communicates the inner end with an oil passage 106 provided coaxially with the secondary shaft 54. In addition, a lubricating oil hole 108 whose outer end opens to the outer periphery extends in a radial direction at a position corresponding to an intermediate portion between the secondary reduction driven gear 90 and the tertiary reduction drive gear 91. Eclipsed. Thus, oil is supplied from an oil supply passage (not shown) provided in the crankcase 21 to the oil passage 105 provided in the counter shaft 83 and the oil passage 106 provided in the secondary shaft 54.

変速機ケース４４における内側ケース４５の後部およびクランクケース２１には、クランク軸２４と平行な軸線を有するキック軸９５が回転自在に支承されており、該キック軸９５の外端にキックペダル９６が設けられる。また前記内側ケース４５の内方側で、キック軸９５にはキック駆動歯車９８が回転自在に支承されており、キックペダル９６の踏込み操作に応じたキック軸９５の動力がキック始動装置９７を介して前記キック駆動歯車９８に伝達される。またキック駆動歯車９８の回転動力は、クランクケース２１の右側ケース半体２１Ｒから突出したカウンタ軸８３の右端部に回転自在に支承されてキック駆動歯車９８に噛合する第１アイドル歯車９９、前記クランクケース２１および変速機ケース４４間でセカンダリ軸５４に回転自在に支承されて第１アイドル歯車９９に噛合する第２アイドル歯車１００、ならびに第２アイドル歯車１００に一体に形成されるとともに前記クランク軸２４の右端部の駆動歯車４７に噛合する第３アイドル歯車１０１を介してクランク軸２４に伝達される。   A kick shaft 95 having an axis parallel to the crankshaft 24 is rotatably supported on the rear portion of the inner case 45 in the transmission case 44 and the crankcase 21, and a kick pedal 96 is provided at the outer end of the kick shaft 95. Provided. A kick drive gear 98 is rotatably supported on the kick shaft 95 on the inner side of the inner case 45, and the power of the kick shaft 95 according to the depression operation of the kick pedal 96 is passed through the kick starter 97. Is transmitted to the kick drive gear 98. The rotational power of the kick drive gear 98 is supported by the right end portion of the counter shaft 83 protruding from the right case half 21R of the crankcase 21 so as to be rotatable and meshed with the kick drive gear 98, the crank A second idle gear 100 rotatably supported on the secondary shaft 54 between the case 21 and the transmission case 44 and meshed with the first idle gear 99, and the crank shaft 24 are integrally formed with the second idle gear 100. Is transmitted to the crankshaft 24 via the third idle gear 101 that meshes with the drive gear 47 at the right end of the crankshaft.

次にこの実施例の作用について説明すると、相互に平行な軸線を有するセカンダリ軸５４およびカウンタ軸８３間に設けられてパワーユニットＰの一部を構成する歯車減速機４２が、セカンダリ軸５４に固定される一次減速駆動歯車８７と、一次減速駆動歯車８７に噛合するようにしてカウンタ軸８３に回転可能に支承される一次減速被動歯車８８と、一次減速被動歯車８８と一体に形成された二次減速駆動歯車８９と、前記セカンダリ軸５４に回転可能に支承されて二次減速駆動歯車８９に噛合する二次減速被動歯車９０と、二次減速被動歯車９０と一体に形成される三次減速駆動歯車９１と、前記カウンタ軸８３に固定されて三次減速駆動歯車９１に噛合する三次減速被動歯車９２とを備えるので、セカンダリ軸５４に入力される動力は、図３の鎖線矢印で示すように、セカンダリ軸５４に装着される一次減速駆動歯車８７から一次減速被動歯車８８、二次減速駆動歯車８９、二次減速被動歯車９０、三次減速駆動歯車９１および三次減速被動歯車９２を順次経過するようにＳ字状の伝達経路を経て、３段階に減速されてカウンタ軸８３に伝達されることになり、セカンダリ軸５４およびカウンタ軸８３の軸間距離を短くするとともに歯車減速機４２を構成する各歯車８７〜９２の外径を小さく設定することを可能としつつ大きな減速比を得ることが可能となり、セカンダリ軸５４およびカウンタ軸８３の軸線に直交する方向での歯車減速機４２の長さを短くし、コストおよび重量の増大を回避することができる。しかもセカンダリ軸５４およびカウンタ軸８３は相互に離隔した位置に回転可能に配置されるものであり、歯車減速機４２の構造が複雑となることはない。   Next, the operation of this embodiment will be described. The gear reducer 42 which is provided between the secondary shaft 54 and the counter shaft 83 having mutually parallel axes and constitutes a part of the power unit P is fixed to the secondary shaft 54. A primary reduction drive gear 87, a primary reduction driven gear 88 rotatably supported on the counter shaft 83 so as to mesh with the primary reduction drive gear 87, and a secondary reduction formed integrally with the primary reduction driven gear 88. A drive gear 89, a secondary reduction driven gear 90 that is rotatably supported by the secondary shaft 54 and meshes with the secondary reduction drive gear 89, and a tertiary reduction drive gear 91 formed integrally with the secondary reduction driven gear 90. And a tertiary reduction driven gear 92 fixed to the counter shaft 83 and meshing with the tertiary reduction drive gear 91, the power input to the secondary shaft 54 is As indicated by the chain arrows in FIG. 3, the primary reduction drive gear 87, the secondary reduction drive gear 89, the secondary reduction driven gear 90, the tertiary reduction drive gear 91, and the tertiary reduction gears are attached to the secondary shaft 54. Through the S-shaped transmission path so that the reduction driven gear 92 sequentially passes, the speed is reduced in three stages and transmitted to the counter shaft 83, and the distance between the secondary shaft 54 and the counter shaft 83 is shortened. In addition, it is possible to obtain a large reduction ratio while making it possible to set the outer diameters of the gears 87 to 92 constituting the gear reducer 42 to be small, and in the direction perpendicular to the axes of the secondary shaft 54 and the counter shaft 83. The length of the gear reducer 42 can be shortened, and an increase in cost and weight can be avoided. Moreover, the secondary shaft 54 and the counter shaft 83 are rotatably disposed at positions separated from each other, and the structure of the gear reducer 42 is not complicated.

またセカンダリ軸５４およびカウンタ軸８３が、自動二輪車に搭載されるパワーユニットＰの一部を構成して自動二輪車の前後方向に間隔をあけて配置されており、セカンダリ軸５４の軸線に直交する平面への投影図上で、該セカンダリ軸５４に装着される遠心クラッチ６４およびドリブンプーリ６２内にカウンタ軸８３が配置されるので、歯車減速機４２の配置スペースを容易に確保しつつパワーユニットＰのコンパクト化を図ることができる。   Further, the secondary shaft 54 and the counter shaft 83 constitute a part of the power unit P mounted on the motorcycle and are arranged at intervals in the front-rear direction of the motorcycle, and are on a plane orthogonal to the axis of the secondary shaft 54. Since the counter shaft 83 is disposed in the centrifugal clutch 64 and the driven pulley 62 attached to the secondary shaft 54, the power unit P can be made compact while easily securing the space for disposing the gear reducer 42. Can be achieved.

また一次減速駆動歯車８７および一次減速被動歯車８８、二次減速駆動歯車８９および二次減速被動歯車９０、ならびに三次減速駆動歯車９１および三次減速被動歯車９２による減速比が全て同一に設定されるので、一体に形成される一次減速被動歯車８８および二次減速駆動歯車８９と、一体に形成される二次減速被動歯車９０および三次減速駆動歯車９１とを同一形状に形成することを可能とし、部品点数の低減を可能とすることができる。   Since the reduction ratios of the primary reduction drive gear 87 and the primary reduction driven gear 88, the secondary reduction drive gear 89 and the secondary reduction driven gear 90, and the tertiary reduction drive gear 91 and the tertiary reduction driven gear 92 are all set to be the same. The primary reduction driven gear 88 and the secondary reduction drive gear 89 that are integrally formed, and the secondary reduction driven gear 90 and the tertiary reduction drive gear 91 that are integrally formed can be formed in the same shape. The score can be reduced.

また前記一次減速駆動歯車８７、二次減速被動歯車９０および三次減速駆動歯車９１の軸方向両側で前記セカンダリ軸５４がクランクケース２１にボールベアリング５５，５６を介して回転自在に支承され、前記一次減速被動歯車８８、二次減速駆動歯車８９および三次減速被動歯車９２の軸方向一側で前記カウンタ軸８３が該カウンタ軸８３の軸線に沿う方向で前記ボールベアリング５５と略同一位置に配置されるボールベアリング８４を介してクランクケース２１の右側ケース半体２１Ｒに回転自在に支承され、前記一次減速被動歯車８８、二次減速駆動歯車８９および三次減速被動歯車９２の軸方向他側で前記カウンタ軸８３の軸線に沿う方向で前記ボールベアリング５６と略同一位置に配置されるボールベアリング８５を介してクランクケース２１の左側ケース半体２１Ｌに回転自在に支承されている。   The secondary shaft 54 is rotatably supported on the crankcase 21 via ball bearings 55 and 56 on both axial sides of the primary reduction drive gear 87, the secondary reduction driven gear 90, and the tertiary reduction drive gear 91. On one side in the axial direction of the reduction driven gear 88, the secondary reduction drive gear 89, and the tertiary reduction driven gear 92, the counter shaft 83 is disposed at substantially the same position as the ball bearing 55 in the direction along the axis of the counter shaft 83. The countershaft is rotatably supported on the right case half 21R of the crankcase 21 via a ball bearing 84, and on the other side in the axial direction of the primary reduction driven gear 88, the secondary reduction driven gear 89 and the tertiary reduction driven gear 92. The ball bearings 85 are disposed at substantially the same positions as the ball bearings 56 in the direction along the axis 83. Rotatably on the left case half 21L of Kukesu 21 are supported.

このようなセカンダリ軸５４およびカウンタ軸８３のクランクケース２１のへの回転支持構造によれば、セカンダリ軸５４およびカウンタ軸８３を回転自在に支承するためにクランクケース２１に施される加工を簡略化することができるとともに、セカンダリ軸５４およびカウンタ軸８３のクランクケース２１による支持部の面圧を低下することができる。   According to such a rotation support structure of the secondary shaft 54 and the counter shaft 83 to the crankcase 21, the processing applied to the crankcase 21 for rotatably supporting the secondary shaft 54 and the counter shaft 83 is simplified. In addition, the surface pressure of the support portion by the crankcase 21 of the secondary shaft 54 and the counter shaft 83 can be reduced.

さらに一体に形成される一次減速被動歯車８８および二次減速駆動歯車８９が、円筒状の第１メタル軸受９３を介して前記カウンタ軸８３に回転自在に支承され、一体に形成される二次減速被動歯車９０および三次減速駆動歯車９１が、円筒状の第２メタル軸受９４を介してセカンダリ軸５４に回転自在に支承され、第１および第２メタル軸受９３，９４には、前記カウンタ軸８３および前記セカンダリ軸５４に同軸に設けられるオイル通路１０５，１０６に内端を連通させるとともに外端を外周に開口する潤滑油孔１０７，１０８が半径方向に延びてそれぞれ設けられるので、一次減速被動歯車８８および二次減速駆動歯車８９、ならびに二次減速被動歯車９０および三次減速駆動歯車９１のカウンタ軸８３およびセカンダリ軸５４への支承部への潤滑構造を簡略化し、第１および第２メタル軸受９３，９４と、一次減速被動歯車８８および二次減速駆動歯車８９ならびに二次減速被動歯車９０および三次減速駆動歯車９１との間から流出したオイルを、各歯車８７〜９２の噛合部の潤滑に用いることができる。   Further, an integrally formed primary reduction driven gear 88 and a secondary reduction drive gear 89 are rotatably supported on the counter shaft 83 via a cylindrical first metal bearing 93 and are integrally formed. A driven gear 90 and a tertiary reduction drive gear 91 are rotatably supported on the secondary shaft 54 via a cylindrical second metal bearing 94. The first and second metal bearings 93, 94 are connected to the counter shaft 83 and Lubricating oil holes 107, 108 that communicate with the inner ends of oil passages 105, 106 that are provided coaxially with the secondary shaft 54 and that open to the outer periphery of the outer ends are provided extending in the radial direction, so that the primary reduction driven gear 88 is provided. And the secondary reduction drive gear 89, and the secondary reduction driven gear 90 and the tertiary reduction drive gear 91 are supported on the counter shaft 83 and the secondary shaft 54. The lubrication structure to the part is simplified, and from between the first and second metal bearings 93 and 94, the primary reduction driven gear 88 and the secondary reduction drive gear 89, the secondary reduction driven gear 90 and the tertiary reduction drive gear 91. The oil that has flowed out can be used to lubricate the meshing portions of the gears 87 to 92.

以上、本発明の実施例を説明したが、本発明は上記実施例に限定されるものではなく、特許請求の範囲に記載された本発明を逸脱することなく種々の設計変更を行うことが可能である。   Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

自動二輪車の側面図である。1 is a side view of a motorcycle. パワーユニットの側面図である。It is a side view of a power unit. 図２の３−３線断面図である。FIG. 3 is a sectional view taken along line 3-3 in FIG. 2.

符号の説明Explanation of symbols

４１・・・Ｖベルト式変速機
４２・・・歯車減速機
５４・・・駆動軸であるセカンダリ軸
５５・・・第１軸受であるボールベアリング
５６・・・第２軸受であるボールベアリング
６２・・・ドリブンプーリ
６４・・・遠心クラッチ
８３・・・被動軸であるカウンタ軸
８４・・・第３軸受であるボールベアリング
８５・・・第４軸受であるボールベアリング
８７・・・一次減速駆動歯車
８８・・・一次減速被動歯車
８９・・・二次減速駆動歯車
９０・・・二次減速被動歯車
９１・・・三次減速駆動歯車
９２・・・三次減速被動歯車
９３・・・第１メタル軸受
９４・・・第２メタル軸受
１０１，１０２・・・オイル通路
１０３，１０４・・・潤滑油孔
Ｅ・・・エンジン
Ｐ・・・パワーユニット 41... V-belt type transmission 42... Gear reducer 54... Secondary shaft 55 that is a drive shaft... Ball bearing 56 that is a first bearing. ..Driven pulley 64 ... centrifugal clutch 83 ... driven shaft counter shaft 84 ... third bearing ball bearing 85 ... fourth bearing ball bearing 87 ... primary reduction drive gear 88 ... primary reduction driven gear 89 ... secondary reduction drive gear 90 ... secondary reduction driven gear 91 ... tertiary reduction drive gear 92 ... tertiary reduction driven gear 93 ... first metal bearing 94: Second metal bearing 101, 102: Oil passage 103, 104: Lubricating oil hole E: Engine P: Power unit

Claims (6)

駆動軸（５４）および被動軸（８３）間に設けられる歯車減速機において、軸線まわりに回転可能な前記駆動軸（５４）に固定される一次減速駆動歯車（８７）と、前記駆動軸（５４）から離隔した位置で該駆動軸（５４）と平行な軸線まわりに回転可能な前記被動軸（８３）に相対回転可能に支承されるとともに前記一次減速駆動歯車（８７）に噛合する一次減速被動歯車（８８）と、一次減速被動歯車（８８）と一体に形成された二次減速駆動歯車（８９）と、前記駆動軸（５４）に相対回転可能に支承されて二次減速駆動歯車（８９）に噛合する二次減速被動歯車（９０）と、二次減速被動歯車（９０）と一体に形成される三次減速駆動歯車（９１）と、前記被動軸（８３）に固定されて三次減速駆動歯車（９１）に噛合する三次減速被動歯車（９２）とを備えることを特徴とする歯車減速機。   In a gear reducer provided between a drive shaft (54) and a driven shaft (83), a primary reduction drive gear (87) fixed to the drive shaft (54) rotatable around an axis, and the drive shaft (54 The primary reduction driven gear that is rotatably supported by the driven shaft (83) that is rotatable about an axis parallel to the drive shaft (54) at a position spaced apart from the primary reduction drive gear (87). A gear (88), a secondary reduction drive gear (89) formed integrally with the primary reduction driven gear (88), and a secondary reduction drive gear (89) supported rotatably on the drive shaft (54). ), A secondary reduction driven gear (91) formed integrally with the secondary reduction driven gear (90), and a tertiary reduction drive fixed to the driven shaft (83). Tertiary reduction gear meshing with gear (91) Dohaguruma (92) and the gear reducer, characterized in that it comprises a. 前記駆動軸（５４）および前記被動軸（８３）が、車両に搭載されるパワーユニット（Ｐ）の一部を構成して車両の前後方向に間隔をあけて配置され、前記駆動軸（５４）の軸線に直交する平面への投影図上で、該駆動軸（５４）に装着される遠心クラッチ（６４）内に前記被動軸（８３）が配置されることを特徴とする請求項１記載の歯車減速機。   The drive shaft (54) and the driven shaft (83) constitute a part of a power unit (P) mounted on the vehicle and are arranged at intervals in the front-rear direction of the vehicle, and the drive shaft (54) The gear according to claim 1, wherein the driven shaft (83) is disposed in a centrifugal clutch (64) mounted on the drive shaft (54) on a projection onto a plane orthogonal to the axis. Decelerator. 前記駆動軸（５４）および前記被動軸（８３）が、Ｖベルト式変速機（４１）を有して車両に搭載されるパワーユニット（Ｐ）の一部を構成して車両の前後方向に間隔をあけて配置され、前記駆動軸（５４）の軸線に直交する平面への投影図で、前記Ｖベルト式変速機（４１）の一部を構成して前記駆動軸（５４）に装着されるドリブンプーリ（６２）内に前記被動軸（８３）が配置されることを特徴とする請求項１記載の歯車減速機。   The drive shaft (54) and the driven shaft (83) constitute a part of a power unit (P) mounted on the vehicle having a V-belt transmission (41) and spaced apart in the longitudinal direction of the vehicle. Driven to be mounted on the drive shaft (54) as a part of the V-belt transmission (41) in a plan view arranged on a plane perpendicular to the axis of the drive shaft (54). The gear reducer according to claim 1, characterized in that the driven shaft (83) is arranged in a pulley (62). 一次減速駆動歯車（８７）および一次減速被動歯車（８８）、二次減速駆動歯車（８９）および二次減速被動歯車（９０）、ならびに三次減速駆動歯車（９１）および三次減速被動歯車（９２）による減速比が全て同一に設定されることを特徴とする請求項１〜３のいずれかに記載の歯車減速機。   Primary reduction drive gear (87) and primary reduction driven gear (88), secondary reduction drive gear (89) and secondary reduction driven gear (90), and tertiary reduction drive gear (91) and tertiary reduction driven gear (92) The gear reduction gear according to any one of claims 1 to 3, wherein all the reduction ratios are set to be the same. 前記一次減速駆動歯車（８７）、二次減速被動歯車（９０）および三次減速駆動歯車（９１）の軸方向両側で前記駆動軸（５４）がエンジン（Ｅ）のクランクケース（２１）に第１および第２軸受（５５，５６）を介して回転自在に支承され、前記一次減速被動歯車（８８）、二次減速駆動歯車（８９）および三次減速被動歯車（９２）の軸方向一側で前記被動軸（８３）が該被動軸（８３）の軸線に沿う方向で前記第１軸受（５５）と略同一位置に配置される第３軸受（８４）を介して前記クランクケース（２１）に回転自在に支承され、前記一次減速被動歯車（８８）、二次減速駆動歯車（８９）および三次減速被動歯車（９２）の軸方向他側で前記被動軸（８３）が該被動軸（８３）の軸線に沿う方向で前記第２軸受（５６）と略同一位置に配置される第４軸受（８５）を介して前記クランクケース（２１）に回転自在に支承されることを特徴とする請求項１〜４のいずれかに記載の歯車減速機。   The drive shaft (54) is first connected to the crankcase (21) of the engine (E) on both axial sides of the primary reduction drive gear (87), the secondary reduction driven gear (90), and the tertiary reduction drive gear (91). And the second reduction gear (88), the secondary reduction drive gear (89) and the tertiary reduction driven gear (92) on one side in the axial direction. The driven shaft (83) rotates to the crankcase (21) via a third bearing (84) disposed at substantially the same position as the first bearing (55) in a direction along the axis of the driven shaft (83). The driven shaft (83) of the driven shaft (83) is supported on the other side in the axial direction of the primary reduction driven gear (88), the secondary reduction drive gear (89), and the tertiary reduction driven gear (92). Same as the second bearing (56) in the direction along the axis. Reduction gear according to claim 1, characterized in that it is rotatably supported the crankcase (21) via the fourth bearing (85) arranged location. 一体に形成される前記一次減速被動歯車（８８）および前記二次減速駆動歯車（８９）が、円筒状の第１メタル軸受（９３）を介して前記被動軸（８３）に回転自在に支承され、一体に形成される前記二次減速被動歯車（９０）および前記三次減速駆動歯車（９１）が、円筒状の第２メタル軸受（９４）を介して前記駆動軸（５４）に回転自在に支承され、第１および第２メタル軸受（９３，９４）には、前記被動軸（８３）および前記駆動軸（５４）に同軸に設けられるオイル通路（１０５，１０６）に内端を連通させるとともに外端を外周に開口する潤滑油孔（１０７，１０８）が半径方向に延びてそれぞれ設けられることを特徴とする請求項１〜５のいずれかに記載の歯車減速機。   The integrally formed primary reduction driven gear (88) and the secondary reduction drive gear (89) are rotatably supported on the driven shaft (83) via a cylindrical first metal bearing (93). The secondary reduction driven gear (90) and the tertiary reduction drive gear (91), which are integrally formed, are rotatably supported on the drive shaft (54) via a cylindrical second metal bearing (94). The inner ends of the first and second metal bearings (93, 94) communicate with the oil passages (105, 106) provided coaxially with the driven shaft (83) and the drive shaft (54), and The gear reducer according to any one of claims 1 to 5, wherein lubricating oil holes (107, 108) whose ends are opened to the outer periphery extend in the radial direction.
JP2005370523A 2005-12-22 2005-12-22 Power unit for vehicle Expired - Fee Related JP4879579B2 (en)

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CN100552260C (en) 2009-10-21
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