JPS6110160A - Power transmission gear including friction stepless speed change gear - Google Patents

Power transmission gear including friction stepless speed change gear

Info

Publication number
JPS6110160A
JPS6110160A JP13073784A JP13073784A JPS6110160A JP S6110160 A JPS6110160 A JP S6110160A JP 13073784 A JP13073784 A JP 13073784A JP 13073784 A JP13073784 A JP 13073784A JP S6110160 A JPS6110160 A JP S6110160A
Authority
JP
Japan
Prior art keywords
output shaft
continuously variable
shaft
type continuously
transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP13073784A
Other languages
Japanese (ja)
Inventor
Tsutomu Hayashi
勉 林
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP13073784A priority Critical patent/JPS6110160A/en
Publication of JPS6110160A publication Critical patent/JPS6110160A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/12—Motorcycles characterised by position of motor or engine with the engine beside or within the driven wheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
    • F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
    • F16H15/04—Gearings providing a continuous range of gear ratios
    • F16H15/06—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B
    • F16H15/32—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line
    • F16H15/36—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface
    • F16H15/38—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
  • Friction Gearing (AREA)
  • Transmission Devices (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

PURPOSE:To lessen an influence produced by torque fluctuation by coupling an output shaft to the input side of a friction stepless speed change gear with the first wrapping connector means, coupling the output side to the final output shaft with the second wrapping connector means, and disposing the connector means on one end portion side of a shaft of a rotary disc in a power transmission gear. CONSTITUTION:A power transmission gear 1 of a scooter is adapted to transmit an output of an engine 2 to the final output shaft 35, and includes a friction stepless speed change gear 28. An output shaft and the input side of the friction stepless speed change gear are coupled to each other by the first wrapping connector means 25, and the output side and the final output shaft 35 are coupled to each other by the second wrapping connector means 38. A shaft for supporting a rotary disc 30 of the speed change gear is parallel to the output shaft and the fianl output shaft 35, and both wrapping connector means 25, 38 are disposed on one end portion side of the shaft supporting the rotary disc. In this arrangement, a sudden torque change will be absorbed by the respective wrapping connector means not to be applied to the speed change gear.

Description

【発明の詳細な説明】 「産業上の利用分野」 この発明は、いわゆる円環面駆動方式の摩擦式無段変速
機を儂えて、エンジンの出方を最終出力軸に伝達する動
力伝達装置に関するものであるう「従来の技術」 円環面駆動方式の摩擦式無段変速機は、対向して配電さ
れ几入力側回転円板と出方側回転円板とのそれぞれに円
１面状の溝を互いに対向させて設け、かつこれらの回転
円板相互ｉＭ１に両者の円Ｅ１面状の溝に油膜を介して
接触する複数個のコロを設け、前記油ｌ！りを介してコ
ロとそれぞれの円環面状の溝との間に作用する摩擦力に
よって入力側から出力側に動力を伝達するもので、コロ
の回転軸の角度を変化させることに工って、各回転円板
の動力伝達に関与する有効径（すなわち、各回転円板の
中心からコロがその回転円板に接触している位＋Ｙまで
の距離）を変化させて、無段階に伝達比を変える工うに
なっている、 このような摩擦式無段変速機は、流体トルクコンバータ
等の如き無段変速機と比較して、理論上変速範囲全人く
でき、またこの広い変速範囲全域にわたって高い伝達効
）＄を期待することができる、しｆｃがって、自動車等
において、エンジンの出力を最終出力軸へ伝達する動力
伝達装置への利用価値が高く、これまで実用化のための
種々の研究がなさｎてきた。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] This invention relates to a power transmission device that uses a so-called annular surface drive friction type continuously variable transmission to transmit the output of an engine to a final output shaft. ``Conventional technology'' A friction type continuously variable transmission using a toroidal surface drive method has power distributed oppositely, and a circular disk shaped like a circular surface is applied to each of the rotating disk on the input side and the rotating disk on the output side. Grooves are provided to face each other, and a plurality of rollers are provided on each of these rotating disks iM1 to contact the circular grooves of both circles E1 via an oil film, and the oil l! This device transmits power from the input side to the output side by the frictional force that acts between the rollers and their respective annular grooves, and is designed to change the angle of the rotation axis of the rollers. , by changing the effective diameter of each rotating disk involved in power transmission (i.e., the distance from the center of each rotating disk to the point +Y where the roller is in contact with the rotating disk), the transmission ratio can be adjusted steplessly. Compared to continuously variable transmissions such as fluid torque converters, such friction-type continuously variable transmissions, which are designed to change the Therefore, it has high utility value in power transmission devices that transmit engine output to the final output shaft in automobiles, etc., and has been used in various ways for practical use. There has been no research on this.

［発明が解消しょうとする問題点」 ところで、前述の曜擦式無段変速機において、期待され
た効果を上げるためには、コロと荷との間に介在せしめ
られ九油膜が途切れないようにすることが不可欠な条件
であるが、前記摩擦式無段変速機に対して、エンジンあ
るいは車輪からの急激なトルク変動が加わると、前記油
膜が途切れ易く、コロと６′ｔとの間のすべりによるＭ
耗が増大し”て、摩擦式無段変速機の寿命に影響を及は
すという問題が発生するおそれがあった。[Problems to be solved by the invention] By the way, in order to achieve the expected effect in the above-mentioned friction type continuously variable transmission, it is necessary to interpose the oil film between the rollers and the load so that the oil film is not interrupted. However, when sudden torque fluctuations from the engine or wheels are applied to the friction-type continuously variable transmission, the oil film tends to break off, causing slippage between the rollers and the 6't. by M
There was a risk that wear would increase and this would affect the lifespan of the friction type continuously variable transmission.

この発明は、前記事情に鑑みてなされたもので、小型＠
量で、かつエンジンあるいは車輪からの急激なトルク変
動が摩擦式無段変速機に加わるのを防止でき、広い変速
範囲全域にわたって高い伝達効率？得ることができるＮ
擦式無段変速機を備えたｄ（ｌ］力伝達装置を提供する
ことを目的とする、「問題点を解消するための手段及び
作用」この目的を達成するために、この発明１１入力端
回転円板と出力側回転円板とに各々円環面状の溝が互い
に対向して設けられ、かつこれらの回転円板の円１面状
の溝に接触する複数個のコロが設けられた摩擦式無段変
速機を備え、エンジンの出力軸と摩擦式無段変速機の入
力側とを駆１巻き掛け伝動子１２ｆ介して、また摩擦式
無段変速機の出力側と最終出力軸とを第２巻き掛け伝動
手段を介してそれぞれ連結するとともに、前記摩擦式無
段変速機の回転円板を支承する軸の一方の端部側に前記
各巻き掛け伝動手段をそれぞれ配設することに工夛、エ
ンジンあるいは車輪からの急減なトルク変動を各巻き掛
け伝動手段に工って吸収して、摩擦式無段変速機に急激
なトルク変動が加わらないようにするものである。This invention was made in view of the above circumstances, and is a compact @
It is possible to prevent sudden torque fluctuations from the engine or wheels from being applied to the friction type continuously variable transmission, and to achieve high transmission efficiency over a wide shifting range. N that can be obtained
``Means and operations for solving the problems'' Aims to provide a d(l) force transmission device equipped with a continuously variable friction transmission The rotating disk and the output side rotating disk are each provided with annular grooves facing each other, and a plurality of rollers are provided in contact with the circular grooves of these rotating disks. Equipped with a friction type continuously variable transmission, the output shaft of the engine and the input side of the friction type continuously variable transmission are connected via a drive 1 winding transmission 12f, and the output side of the friction type continuously variable transmission and the final output shaft are connected. are connected to each other via a second winding transmission means, and each winding transmission means is arranged on one end side of a shaft that supports a rotating disk of the friction type continuously variable transmission. The mechanism is designed to absorb sudden torque fluctuations from the engine or wheels in each winding transmission means, thereby preventing sudden torque fluctuations from being applied to the friction type continuously variable transmission.

「実施例」 第１図ないし第３図はこの発明の第１実施例を示す。"Example" 1 to 3 show a first embodiment of the invention.

填１図はスクー、タ型自勧二輪車の概略側面図を示し、
図中１は動力伝達装置である。この動力伝達装置１とエ
ンジン２とは一体化されてパワーユニット３ｆ構成して
おり、その後端部に後輪４を枢支している。ま几、この
パワーユニット３は、その前端部が車体フレーム５に上
下方向に回動可能に連結され、かつその後端上部がサス
ペンション６ｆ介して車体フレーム５の後輪上方部分に
連結されている。Figure 1 shows a schematic side view of a scooter and type motorcycle.
In the figure, 1 is a power transmission device. The power transmission device 1 and the engine 2 are integrated to form a power unit 3f, and a rear wheel 4 is pivotally supported at its rear end. The front end of the power unit 3 is connected to the vehicle body frame 5 so as to be rotatable in the vertical direction, and the upper rear end thereof is connected to the upper portion of the rear wheel of the vehicle body frame 5 via the suspension 6f.

パワーユニット３の詳細ｆ説明すると、４２図と第３図
において、エンジン２のクランクケース７は、伝達ケー
ス８と一体に形成され、クランクケース７にはシリンダ
９が設けらｎている、このシリンダ９にシリンダヘッド
ｌＯが取付けられ、シリンダヘッド１０にスパークプラ
グ１１が取付けられている、そして、シリンダ９内には
ピストン】２が嵌入され、このピストン１２は、クラン
クケース７の両側壁に回転自在に支持されたクランクシ
ャフト１３に、コンロッド１４を介して連結されている
う 次に、動力伝達装置ｔ１について説明すると、クランク
ケース７から直角に突出しｔクランクシャフト１３の進
行方向に向かつて左側の端部に（ｔ４３図において下側
の端部に）、エンジン２の始動時の車両の飛び出し防止
やエンジン２の停止時およびアイドリンク時の車両の入
力による転Ｉｌｌ可能にするための発進クラッチ１５が
設けられている、この発進クラッチ１５は、遠心力を利
用した遠心クラッチであり、発進クラッチ１５のドライ
ブプｖ　−ト１６は、クランクシャフト１３の軸端１３
八に設けられている。このドライブプレート１６には、
エンジン回転数が所定以上になると、クラッチシュー１
７をドラム状のクラッチアウタ１Ｂの内周壁に押圧する
遠心拡開素子１９が設けられている。そして、クラッチ
アウタ１８は、クランクシャフト１３の該クラッチアウ
タ１８よりクランクケース７側に回転自在に新装された
筒軸２０に一体的に連設されている。Details of the power unit 3 To explain, in FIG. 42 and FIG. 3, the crankcase 7 of the engine 2 is formed integrally with a transmission case 8, and the crankcase 7 is provided with a cylinder 9. A cylinder head 1O is attached to the cylinder head 10, a spark plug 11 is attached to the cylinder head 10, and a piston]2 is fitted into the cylinder 9, and this piston 12 is rotatably attached to both side walls of the crankcase 7. The power transmission device t1, which is connected to the supported crankshaft 13 via a connecting rod 14, will be explained below. A starting clutch 15 is provided (at the lower end in Figure t43) to prevent the vehicle from jumping out when the engine 2 is started, and to enable rotation by vehicle input when the engine 2 is stopped or idle. This starting clutch 15, which is shown in FIG.
It is set at eight. This drive plate 16 has
When the engine speed exceeds a specified value, clutch shoe 1
A centrifugal expansion element 19 is provided that presses the clutch outer member 7 against the inner circumferential wall of the drum-shaped clutch outer 1B. The clutch outer 18 is integrally connected to a newly installed cylindrical shaft 20 rotatably on the side of the crankcase 7 from the clutch outer 18 of the crankshaft 13 .

前記筒軸２０の外周部に固着され穴スプロケット２１は
、チェーン２２を介して、支承軸２３に回転自在に装着
されたスプロケット２４に連結されている。そして、こ
れらのスプロケット２１゜２４とチェーン２２とに工っ
て１次減速用の第１巻き掛け伝動手段２５が構成されて
いる。A hole sprocket 21 fixed to the outer periphery of the cylindrical shaft 20 is connected via a chain 22 to a sprocket 24 rotatably mounted on a support shaft 23. These sprockets 21 and 24 and the chain 22 constitute a first winding transmission means 25 for primary reduction.

前記支承軸ｚ３は、その両端を上記伝達ケース８とこの
伝達ケース８にかぶせる伝達カバー２６とに軸支されて
いるとともに、支承軸２３の軸心が、クランクシャフト
１３の軸心に平行に配置されている。そして、上記スプ
ロケット２４は、ローディングカム２７を介して、支承
軸２３の伝達カバー２６側に支承されているｐ擦式無段
変速機２８に連結されているーこの摩擦式無段変速機２
８は、支承軸２３のスプロケット２４側に回転自在に設
けられている入力側回転円板３０と１支承軸２３の伝達
カバー２６（１＋１１に固定されている出力側回転円板
３１とが、各回転円板３０．３１に形成されている円１
面状の溝３０ａ、３１ａｌ互いに対向させて設けられて
いるとともに、これらの回転円板３０．３１間に、両者
の円環面状の溝３０ａ、３１ａに油膜を介して接触する
複数個のコロ３２が設けられてなり、コロ３２が回転可
能に設けられた回転軸３３の角度を変化させることに工
って、各回転円板３０．３１の動力伝達に関与する有効
径（すなわち、各回転円板３０．３１の中心からコロ３
２がその回転円板３０．３１に接触している位置までの
距離）を変化させて、無段階に伝達比を変え、入力側回
転円板３０から出力側回転円板３１に動力を伝達する工
うになっている。The support shaft z3 is pivotally supported at both ends by the transmission case 8 and a transmission cover 26 that covers the transmission case 8, and the axis of the support shaft 23 is arranged parallel to the axis of the crankshaft 13. has been done. The sprocket 24 is connected via a loading cam 27 to a p-friction continuously variable transmission 28 supported on the transmission cover 26 side of the support shaft 23.
8, the input side rotary disk 30 rotatably provided on the sprocket 24 side of the support shaft 23 and the output side rotary disk 31 fixed to the transmission cover 26 (1+11) of the 1 support shaft 23 are connected to each other. Circle 1 formed on rotating disk 30.31
The planar grooves 30a, 31al are provided to face each other, and a plurality of rollers are provided between these rotating disks 30, 31, which contact the annular grooves 30a, 31a via an oil film. 32 is provided, and the rollers 32 change the angle of the rotary shaft 33 rotatably provided to change the effective diameter of each rotary disk 30.31 involved in power transmission (i.e., each rotation Roller 3 from the center of disk 30.31
2 to the position where it contacts the rotating disk 30, 31), the transmission ratio is changed steplessly, and power is transmitted from the input side rotating disk 30 to the output side rotating disk 31. It's about to start work.

前記支承軸２３の伝達ケース８（ｔｉｌｌの端部には、
スプロケット３４が固設されており、このスプロケット
３４は、最終出力軸（リヤーアクスル軸）３５に固着さ
れているスプロケット３６に、チェーン３７を介して連
結されている、そして、これらのスプロケット３４．３
６とチェーン３７とにより２次減速用の箪２巻き掛け伝
動手段３８が構成されている、 前記最終出力軸３５は、その中間部を伝達ケース８にか
つその一端部（第３図において下端部）を伝達カバー２
６にそれぞれ軸支されている。そして、最終出力軸３５
の軸心は、上記クランクシャフト１３及び支承軸２３の
軸心に対して平行に配置され、かつ支承軸２３の軸心は
最終出力軸３５の伯心寄りに配置されている、また、最
終出力軸３５の他端部には、後輪４が取付けられている
。さらに、後輪４と伝達ケース８との間の最終出力軸３
５の外周部には、ブレーキ９ｔ１１３９が装着されてい
る、このブレーキｌｉ［３９は、ブレーキカム４０がバ
ネ４１に抗してブレーキレバー４２を駆動することに工
り回動すると、ブレーキシューが押し広げられてブレー
キドラム４４の内周面に接触し１、その摩擦力で、ブレ
ーキドラム４４に、したがって最終出力軸３５に制動力
を与える工うに橙っているう 前記１１巻き掛け伝動手段２５のチェーン２２には、オ
イルポンプ４５を駆動するためのスプロケット４６が噛
み合わされているうこのオイルポンプ４５は、トロコイ
ドタイプのものであり、潤滑油溜り４７の潤滑油をサク
ションフィルタ４８を介して吸入し、潤滑経路４９を経
て、支承軸２３内部に供給するとともに、制御経路５０
を経て、コロ３２の回転軸３３を回転自在に支持してい
る支持体５１の位置を１制御するためのコントロールチ
ャンバー５２に供給する工うになっている。At the end of the transmission case 8 (till) of the support shaft 23,
A sprocket 34 is fixedly mounted, and this sprocket 34 is connected via a chain 37 to a sprocket 36 which is fixed to a final output shaft (rear axle shaft) 35, and these sprockets 34.3
6 and chain 37 constitute a two-wrap transmission means 38 for secondary deceleration. ) transmission cover 2
6, respectively. And the final output shaft 35
The axial center of is arranged parallel to the axial centers of the crankshaft 13 and the support shaft 23, and the axial center of the support shaft 23 is arranged close to the centroid of the final output shaft 35, and the final output The rear wheel 4 is attached to the other end of the shaft 35. Furthermore, the final output shaft 3 between the rear wheel 4 and the transmission case 8
A brake 9t1139 is attached to the outer circumference of the brake 9t1139.When the brake cam 40 rotates to drive the brake lever 42 against the spring 41, the brake shoe is pushed. The 11 wrap-around transmission means 25 is spread out and comes into contact with the inner circumferential surface of the brake drum 44, and uses its frictional force to apply braking force to the brake drum 44 and, therefore, to the final output shaft 35. A sprocket 46 for driving an oil pump 45 is engaged with the chain 22. The oil pump 45 is of a trochoid type and sucks lubricating oil from a lubricating oil reservoir 47 through a suction filter 48. , is supplied to the inside of the support shaft 23 via the lubrication path 49, and the control path 50
After that, it is supplied to a control chamber 52 for controlling the position of a support 51 that rotatably supports the rotating shaft 33 of the roller 32.

そして、回転１１１１３３の支持体５１に軸支されてい
る部分の軸心と、コロ３２が回転自在に取付けられてい
る部分の軸心とはずれており、クランクシャフト１３０
回転数の変化に応じて、オイルポンプ４５からコントロ
ールチャンバー５２への潤滑油の供給前が変わることに
エリ、コントロールチャンバー５２内の圧力とバネ５３
の抗力とに１ってバランスされている支持体５１の長さ
方向の位置が変化して、支持体５１がその周方向に回動
し、コロ３２の回転軸３３０角度が変わる工うになつて
いる、なお、５４は第１巻き掛け伝動手段２５のチェー
ン２２の張力をｆＡ整するためのテンション装置であり
、ｔ７ｔ５５はクランクシャフト１３の軸端１３ｈＫｔ
ｚ着されたＡＣジェネレータである。The axial center of the portion of the rotation 111133 that is supported by the support body 51 is different from the axial center of the portion where the roller 32 is rotatably attached, and the crankshaft 130
The supply of lubricating oil from the oil pump 45 to the control chamber 52 changes depending on the change in rotation speed, and the pressure inside the control chamber 52 and the spring 53 change.
The longitudinal position of the support 51, which is balanced by the drag force, changes, the support 51 rotates in its circumferential direction, and the angle of the rotation axis 330 of the roller 32 changes. In addition, 54 is a tension device for adjusting the tension fA of the chain 22 of the first winding transmission means 25, and t7t55 is the shaft end 13hKt of the crankshaft 13.
It is an AC generator attached to Z.

次に、前記＠１実施例の作用について説明する、エンジ
ンの回転数が所定以上に上がって、発進クラッチ１５が
接続状態になると、クランクシャフト１３の回転は、発
進クラッチ１５のクラッチシュー１７からクラッチアウ
タ１８％筒軸２０１スプロケツト２１に伝わるとともに
、スプロケット２１からチェーン２２を経てスプロケッ
ト２４に伝達されて減速される。そして、スプロケット
２４の回転はローディングカム２７を介して摩擦式無段
変速機２８に伝わる、この摩擦式無段変速機２８は、そ
のコロ３２の回転軸３３の角度を変えることにニジ、入
力側回転円板３０の回転を減速、同速、増速と無段階に
変速して出力側回転円板３１に伝えるうこの時、出力側
回転円板３１０回転方向は、入力側回転円板３０の回転
方向と逆向きになるから、出力側回転円板３１の回転に
工り回転させられる支承軸ｚ３の回転方向は、クランク
シャフト１３の回転方向に対して逆方向になる。すなわ
ち、第２図において、クランクシャフト１３が時計回り
に回転しているから、支承軸２３は反時計回りに回転す
る、 そして、前記支承軸２３０回転は、第２巻き掛け伝１手
段３８に１９減速されて、最終出力軸３５に伝わり、後
輪４を填２図において反時計回りに回転させる。Next, the operation of the @1 embodiment will be explained. When the engine speed increases to a predetermined level or more and the starting clutch 15 is connected, the rotation of the crankshaft 13 is transferred from the clutch shoe 17 of the starting clutch 15 to the clutch. It is transmitted to the outer 18% cylinder shaft 201 sprocket 21, and from the sprocket 21 via the chain 22 to the sprocket 24, where it is decelerated. The rotation of the sprocket 24 is transmitted to the friction type continuously variable transmission 28 via the loading cam 27. When transmitting the rotation of the rotating disk 30 steplessly to the output rotating disk 31 through deceleration, constant speed, and speed increase, the rotation direction of the output rotating disk 310 is determined by the rotation direction of the input rotating disk 30. Since the direction of rotation is opposite to that of the crankshaft 13, the direction of rotation of the support shaft z3, which is rotated by the rotation of the output rotating disk 31, is opposite to the direction of rotation of the crankshaft 13. That is, in FIG. 2, since the crankshaft 13 rotates clockwise, the support shaft 23 rotates counterclockwise.The rotation of the support shaft 230 causes the second winding transmission 1 means 38 to 19 The deceleration is transmitted to the final output shaft 35, causing the rear wheel 4 to rotate counterclockwise in Figure 2.

このようにして、クランクシャフト１３０回転は後輪４
に伝えられるが、この時、クランクシャフト１３側から
の急激なトルク変動は、＠１巻き掛け伝動手段２５によ
り吸収され、ま九、後輪４側からの衝撃的な負荷トルク
の変動も％第２巻き掛け伝動手段３８により吸収される
から、ともに摩擦式無段変速機２８に急激なトルク変動
が伝わることがなく、摩擦式無段変速機２８の各回転円
板３０．３１とコロ３２との間の油膜が途切れることが
ない。したがって、油膜切れに工夛各回転円板３０．３
１とコロ３２との閣のすべりによる摩耗が増大すること
なく％摩擦式無段変速機２８の寿命を縮めることはない
６また、クランクシャフト１３と摩擦式無段変速機２８
を支承している支承軸ｚ３との間隔が離れているので、
エンジンｚ側の発熱が摩擦式無段変速機２８側に伝わり
にくく、摩擦式無段変速機２８用の潤滑油の温度を上昇
させることがない。したがって、潤滑油の粘度の低下に
よる各回転円板３０．３１とコ１１３２との間のすべり
の増加が抑えられるから、伝達効率の低下を招くことが
ない、 次に、この発明の第２実施例ｆ！４図に基づいて簡単に
説明する、この第２実施例は、前記第１実施例がクラン
クシャフト１３に発進クラッチ１５を設けたのに対して
、最終出力軸３５に発進クラッチ６０を設は次点が異な
っている。この＠２実施例中で、前記＠ｌ実施例と同じ
構成の部分については、同符号を付けて、説明を簡略化
する。In this way, 130 revolutions of the crankshaft is applied to the rear wheel 4.
However, at this time, the sudden torque fluctuation from the crankshaft 13 side is absorbed by the @1 winding transmission means 25, and the shocking load torque fluctuation from the rear wheel 4 side is also absorbed by the @1 winding transmission means 25. Since the torque is absorbed by the two-wrap transmission means 38, sudden torque fluctuations are not transmitted to the friction type continuously variable transmission 28, and each rotating disk 30, 31 and roller 32 of the friction type continuously variable transmission 28 The oil film between them never breaks off. Therefore, each rotating disk 30.3
There is no increase in wear due to sliding between the crankshaft 13 and the rollers 32, and the life of the friction type continuously variable transmission 28 is not shortened.
Since the distance from the support shaft z3 that supports the
Heat generated from the engine z side is less likely to be transmitted to the friction type continuously variable transmission 28 side, and the temperature of the lubricating oil for the friction type continuously variable transmission 28 does not rise. Therefore, an increase in slippage between each rotary disk 30, 31 and 1132 due to a decrease in the viscosity of the lubricating oil is suppressed, so that a decrease in transmission efficiency is not caused.Next, the second embodiment of the present invention Example f! This second embodiment, which will be briefly explained based on FIG. The points are different. In this @2 embodiment, parts having the same configuration as those in the @1 embodiment are given the same reference numerals to simplify the explanation.

前記クランクシャフト１３は、第１巻き掛け伝動手段６
１とローディングカム２７とを介して摩擦式無段変速機
２８に連結されている。そして、填１巻き掛け伝動手段
６１は、クランクシャフト１３に固着され几スプロケッ
ト６２と、チェーン６３と、支承軸ｚ３の伝達ケース８
１１に回転自在ｙｃ！ｉさレタスプロケラト６４とから
構成さｎている。また、支承軸２３の前記スプロケット
６４と伝達ケース８との間には、スプロケット６５が固
着さｎｌかつこのスプロケット６５は、チェーン６６を
介して、最終出力軸３５に回転自在に装着されたスプロ
ケット６７に連結されている、そして、これらのスプロ
ケット６５．６７とチェーン６Ｇとによって、濱２巻き
掛け伝動手段６８が構成されている６さらに、スプロケ
ット６７の伝達カバー２６ｍＫは、前記発進クラッチ６
０のクラッチアウタ６９が固設されている７そして、こ
ノ発進クラッチ６０は、エンジンの回転数が所定以上に
なると、クラッチアウタ６９側のクラッチ板７０と、最
終出力軸３５に固着された筒！１１１７１側のクラッチ
板７２とが接触することにエリ、クラッチアウタ６９か
ら最終出力軸３５に対して回転を伝える多板式クラッチ
である。The crankshaft 13 is connected to the first winding transmission means 6
1 and a loading cam 27 to a friction type continuously variable transmission 28. The refilling transmission means 61 is fixed to the crankshaft 13 and includes a sprocket 62, a chain 63, and a transmission case 8 of the support shaft z3.
Rotatable yc to 11! It is composed of 64 pieces of lettuce and 64 pieces of lettuce. A sprocket 65 is fixed between the sprocket 64 of the support shaft 23 and the transmission case 8, and this sprocket 65 is connected to a sprocket 67 rotatably attached to the final output shaft 35 via a chain 66. These sprockets 65, 67 and the chain 6G constitute a two-way winding transmission means 68.Furthermore, the transmission cover 26mK of the sprocket 67 is connected to the starting clutch 6.
The starting clutch 60 has a clutch outer 69 fixed thereto when the engine speed exceeds a predetermined value. ! This is a multi-plate clutch that transmits rotation from the clutch outer 69 to the final output shaft 35 by contacting the clutch plate 72 on the 11171 side.

前Ｍｉｌｌ！の工うに構成された浦力伝達装装置におい
て。PreviousMill! In a power transmission device constructed as follows.

エンジン２が作ヤシて、クランクシャフト１３が回転す
ると、その回転は第１巻き掛け伝動手段６１に工って減
速されて、ローディングカム２７を介して摩擦式無段変
速機２８に伝わる。そして、このＰＩＩＩ１９式無段変
速機２８に工す変速されて支承軸２３に伝達された回転
は、１１２巻き掛け伝動手段６８により再度減速されて
発進クラッチ６０のクラッチアウタ６９に伝わる、この
時、エンジン２０回転数が所定以下の場合には、クラッ
チアウタ６９の回転は、最終出力軸３５の筒袖７１に伝
わらず、またエンジン２０回転数が所定以上になると、
クラッチアウタ６９から最終出力軸３５に対して回転が
伝達される。When the engine 2 starts operating and the crankshaft 13 rotates, the rotation is decelerated by the first winding transmission means 61 and transmitted to the friction type continuously variable transmission 28 via the loading cam 27. Then, the rotation that is transmitted to the support shaft 23 after being shifted to the PIII19 continuously variable transmission 28 is decelerated again by the 112-wrap transmission means 68 and transmitted to the clutch outer 69 of the starting clutch 60. At this time, When the engine 20 rotation speed is below a predetermined value, the rotation of the clutch outer 69 is not transmitted to the sleeve 71 of the final output shaft 35, and when the engine 20 rotation speed exceeds a predetermined value,
Rotation is transmitted from clutch outer 69 to final output shaft 35 .

この工うにして、クランクシャフト】３の回転は％最終
出力軸３５に伝えられる。そして、この第２実施例にお
いても、前記＋！ｇｌ実施例同様、第１、填２巻き掛け
伝動手段６１．６８によって、エンジン２（ｌｌｌ及び
後輪４側からの急激なトルク変動が吸収され、摩擦式無
段変速機２８に伝わることがない上に、クランクシャフ
ト１３から支承軸２３が離れておシ％窄擦式無段変速機
２“８の潤滑油の温度を上昇させることがないから％Ｉ
ｌ１式無段変速機２８は、長期間にわｔって伝達効率を
高く維持できる。また、発進クラッチ６０を最終出力＠
３５に設けるようにし九から、摩擦式無段変速機２８の
動作性能の向上が図られ、さらに車体の取シ廻し性にも
適するものとなった。In this manner, the rotation of the crankshaft 3 is transmitted to the final output shaft 35. Also in this second embodiment, the +! Similar to the GL embodiment, the first and second winding transmission means 61 and 68 absorb sudden torque fluctuations from the engine 2 (lll and rear wheel 4 side) and prevent them from being transmitted to the friction type continuously variable transmission 28. In addition, since the support shaft 23 is separated from the crankshaft 13, the temperature of the lubricating oil in the continuously variable transmission 2"8 does not increase.
The L1 continuously variable transmission 28 can maintain high transmission efficiency over a long period of time. In addition, the final output of the starting clutch 60 @
35, the operational performance of the friction type continuously variable transmission 28 has been improved, and it has also become suitable for maneuverability of the vehicle body.

なお、１１Ｕ記各実施例においては、＠１、第２巻き掛
け伝動手段として、スプロケットとチェーンとの組合せ
に工って説明したが衝撃を吸収する作用をもつものであ
れば、これに限らず、例えば、ベルト及びプーリーでも
よい。′ｔた、前記オイルポンプ４５は、トロコイドタ
イプに限られるものではないことは言うまでもない。In addition, in each of the embodiments described in 11U, @1 and the second wrapped transmission means were explained using a combination of a sprocket and a chain, but the invention is not limited to this as long as it has the effect of absorbing shock. , for example belts and pulleys. It goes without saying that the oil pump 45 is not limited to the trochoid type.

「発明の効果」 以上説明し７ｔＬうに、この発明は、入力側回転円板と
出力側回転円板とに各々円環面状の溝が互いに対向して
設けられ、かつこれらの回転円板の円環面状の溝に接触
する複数個のコロが設けられた摩擦式無段変速機を備え
、エンジンの出力軸と摩擦式無段変速機の入力側と′Ｉ
ｒ第１巻き掛け伝動手段を介して、また摩擦式無段変速
機の出力側と最終出力軸とを＠２巻き掛け伝動手段を介
してそれぞれ連結したものであるから、エンジンあるい
は車輪からの急激なトルク変動があっても、各巻き掛け
伝動手段に工って吸収されて摩擦式無段変速機に加わる
ことがなく、各回転円板とコロとの間の油膜が途切れる
ことがない上に、エンジンの熱が摩擦式無段変速機に伝
わりにくく、摩擦式無段変速機用の潤滑油の粘度が低下
することがないので、各回転円板とゴロとのすベシが増
大することがない。したがって、長期間使用しても、各
回転円板あるいはコロの摩！１１分低く抑えることがで
き、かつすべりの増大による伝達効率の低下を招くこと
なく、広い変速範囲全域にわ几って高い伝達効率分得る
ことができる。また、摩擦式無段変速機の回転円板を支
承する軸の一方の端部側に、第１、第２巻き；↓トは伝
動手段を配役し九ものであるから、を５置全体を小型軽
量化で１！工、特にスクータ型自動二輪車に搭載する場
合極めて好適でｔ）る、"Effects of the Invention" As explained above, the present invention provides an input-side rotating disk and an output-side rotating disk with annular grooves facing each other, The friction type continuously variable transmission is equipped with a plurality of rollers that come into contact with an annular groove, and the output shaft of the engine and the input side of the friction type continuously variable transmission are
rSince the output side of the friction type continuously variable transmission and the final output shaft are connected via the first wrap-around transmission means and the final output shaft via the @2 wrap-around transmission means, there is no sudden force from the engine or wheels. Even if there is a large torque fluctuation, it will be absorbed by each winding transmission means and will not be applied to the friction type continuously variable transmission, and the oil film between each rotating disc and the rollers will not be interrupted. Since the heat of the engine is difficult to be transferred to the friction type continuously variable transmission and the viscosity of the lubricating oil for the friction type continuously variable transmission does not decrease, the amount of friction between each rotating disc and the ground is increased. do not have. Therefore, even after long-term use, each rotating disk or roller will not wear out. The transmission efficiency can be kept low by 11 minutes, and a significantly higher transmission efficiency can be obtained over a wide shift range without causing a reduction in transmission efficiency due to an increase in slip. In addition, the first and second windings are placed on one end side of the shaft that supports the rotating disk of the friction type continuously variable transmission. 1 with smaller size and lighter weight! It is extremely suitable for mounting on motor vehicles, especially scooter type motorcycles.

【図面の簡単な説明】[Brief explanation of the drawing]

軍１図ないしｆａ３図はこの発明の第１実施例を示すも
ので％ａ４１図はスクータ型自動二輪車の概略（１１１
面図、第２図は第１図における９力伝達装置の内部構造
分示した拡大図、１ｌｌｌＥ３図は第２図にお叶るｌ−
１？ＲＩＦｒＩｌｌｉ図、第４図はこの発明の第２実施
例分示す断面図である。Figures 1 to FA3 show the first embodiment of this invention, and Figure %a41 shows the outline of a scooter type motorcycle (111
The top view, Figure 2 is an enlarged view showing the internal structure of the 9 force transmitting device in Figure 1, and Figure 1llllE3 is an enlarged view of the internal structure of the force transmitting device in Figure 1.
1? FIG. 4 is a sectional view showing a second embodiment of the present invention.

Claims (1)

【特許請求の範囲】[Claims] 対向して配置された入力側回転円板と出力側回転円板と
に各々円環面状の溝が互いに対向して設けられ、かつこ
れらの回転円板相互間には両者の円環面状の溝に接触す
る複数個のコロが設けられ、このコロとそれぞれの円環
面状の溝との間に作用する摩擦力によつて入力側から出
力側に動力を伝達する摩擦式無段変速機を備えてエンジ
ンの出力を最終出力軸に伝達する動力伝達装置であつて
、前記エンジンの出力軸と摩擦式無段変速機の入力側と
が第１巻き掛け伝動手段を介して連結され、また前記摩
擦式無段変速機の出力側と最終出力軸とが第２巻き掛け
伝動手段を介して連結されるとともに、前記摩擦式無段
変速機の回転円板を支承する軸が前記エンジンの出力軸
及び最終出力軸に対して平行に配置される一方、前記各
巻き掛け伝動手段は、それぞれ前記摩擦式無段変速機の
回転円板を支承する軸の一方の端部側に配設されたこと
を特徴とする摩擦式無段変速機を備えた動力伝達装置。An input-side rotating disk and an output-side rotating disk that are arranged opposite each other are provided with toric grooves facing each other, and between these rotating disks are grooves formed in the toric surface of both. A friction type continuously variable transmission that is equipped with a plurality of rollers that come into contact with the grooves, and transmits power from the input side to the output side by the frictional force that acts between the rollers and each annular groove. A power transmission device for transmitting the output of an engine to a final output shaft, the output shaft of the engine and the input side of a friction type continuously variable transmission being connected via a first winding transmission means, Further, the output side of the friction type continuously variable transmission and the final output shaft are connected via a second winding transmission means, and the shaft supporting the rotating disk of the friction type continuously variable transmission is connected to the final output shaft of the engine. Each of the winding transmission means is arranged parallel to the output shaft and the final output shaft, and each of the winding transmission means is arranged at one end side of the shaft that supports the rotating disk of the friction type continuously variable transmission. A power transmission device equipped with a friction-type continuously variable transmission.
JP13073784A 1984-06-25 1984-06-25 Power transmission gear including friction stepless speed change gear Pending JPS6110160A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP13073784A JPS6110160A (en) 1984-06-25 1984-06-25 Power transmission gear including friction stepless speed change gear

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP13073784A JPS6110160A (en) 1984-06-25 1984-06-25 Power transmission gear including friction stepless speed change gear

Publications (1)

Publication Number Publication Date
JPS6110160A true JPS6110160A (en) 1986-01-17

Family

ID=15041418

Family Applications (1)

Application Number Title Priority Date Filing Date
JP13073784A Pending JPS6110160A (en) 1984-06-25 1984-06-25 Power transmission gear including friction stepless speed change gear

Country Status (1)

Country Link
JP (1) JPS6110160A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1526068A3 (en) * 2003-10-20 2008-07-02 Yamaha Hatsudoki Kabushiki Kaisha Scooter type vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1526068A3 (en) * 2003-10-20 2008-07-02 Yamaha Hatsudoki Kabushiki Kaisha Scooter type vehicle

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