JP2015132311A - Cooling structure of belt transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce mold costs and to improve easiness in manufacturing, while improving cooling efficiency of a belt transmission device.SOLUTION: A V-belt continuously variable transmission mechanism including a driving pulley 46, a driven pulley 47, and a V-belt 48 wound around the driving pulley 46 and the driven pulley 47, is accommodated in a belt chamber 52 formed by a belt case 50 and a belt cover 51. The transmission device further includes a cooling fan 65 integrally rotatably disposed on the driving pulley 46 to allow the cooling air introduced into the belt chamber 52, to flow to cool the V-belt type continuously variable transmission mechanism, and an exhausting duct 73 positioned between the driving pulley 46 and the driven pulley 47 for taking the cooling air flowing in the belt chamber 52 from an upper part, and exhausting the same to the external from a lower part. The exhausting duct 73 is composed of a pair of side walls 75, 76 formed on a wall at a belt chamber 52 side, of the belt case 50, and a wall member 77 mounted to cover between the pair of side walls 75, 76.

Description

  The present invention relates to a cooling structure for a belt transmission that introduces cooling air into a belt chamber that houses a V-belt continuously variable transmission mechanism and cools the V-belt continuously variable transmission mechanism.

  In a belt transmission device mounted on a motorcycle, particularly a continuously variable transmission mechanism using a V belt, the temperature in the belt transmission device increases due to frictional heat generated by sliding contact between the V belt, the drive pulley, and the driven pulley. If the temperature in the belt transmission rises excessively, there is a negative effect such as the durability of the belt being lowered.Therefore, outside air is introduced into the belt transmission as cooling air, and the cooling fan provided in the drive pulley Cooling air is flowed to prevent a temperature increase in the belt transmission.

  As this type of technology, Patent Document 1 discloses that a transmission chamber exhaust port is opened in a vertical side wall on the wheel side near the driven pulley of the belt type continuously variable transmission at the rear portion of the transmission case, covers the transmission chamber exhaust port, and A configuration in which an exhaust duct opening near the center is provided is disclosed.

  In Patent Document 2, a first discharge port is opened near the rear of the driven pulley in the upper part of the belt chamber, a second discharge port is opened near the front of the driven pulley, and both the discharge ports are opened upward by the main and sub outer covers. And the structure which covers the side from the outside and discharges the cooling air from below to the outside by a discharge passage formed in the outer cover is disclosed.

JP 2007-263231 A JP 2009-228708 A

  In the invention described in Patent Document 1, since the air exhaust port is opened in the vertical side wall on the rear wheel side of the transmission case and is opened in the vertical side wall parallel to the flow of the cooling air, the cooling air is exhausted from the air exhaust port. In addition, the exhaust port is covered with an exhaust duct and exhausted to the outside through the exhaust duct, making it difficult to improve the cooling air exhaust efficiency. There was a problem in improving the cooling efficiency.

  Further, in the invention described in Patent Document 2, the first discharge port that opens to the upper part of the belt chamber near the rear of the driven pulley side is formed at the top part of the belt cover at the upper part where the flow of cooling air is reversed. Yes. Since the cooling air in the belt chamber is smoothly discharged from the first discharge port under the action of centrifugal force and inertial force, the centrifugal clutch mechanism is effectively cooled. However, the amount of cooling air discharged from the second outlet tends to be insufficient, and the belt transmission is not necessarily cooled sufficiently. In addition, since the exhaust passage structure is formed by covering the belt case and the belt cover from the outside with the main and sub outer covers to form the exhaust passage structure, the exhaust passage structure becomes larger and complicated, while the design and design constraints There was a problem with large and small degree of freedom.

  The present invention has been made in view of the above points, and provides a cooling structure for a belt transmission that improves the cooling efficiency of the belt transmission and reduces the mold cost and improves the ease of manufacture. For the purpose.

A cooling structure for a belt transmission of the present invention includes a V-belt continuously variable transmission mechanism including a drive pulley, a driven pulley, and a V-belt wound around the drive pulley and the driven pulley. The step transmission mechanism is accommodated in a belt chamber formed by a belt case and a belt cover covering the opening of the belt case, and cooling air is introduced into the belt chamber to cool the V belt type continuously variable transmission mechanism. A cooling structure for a belt transmission device that is provided integrally with the drive pulley so as to flow cooling air introduced into the belt chamber, and the drive pulley in a side view of the belt transmission device The cooling air that is located between the belt and the driven pulley and flows in the belt chamber is taken in from above and discharged from below to the outside. A wind duct, and the exhaust duct includes a pair of side walls formed on the belt chamber side wall of the belt case, and a wall member attached to cover between the pair of side walls. It is characterized by that.
Another feature of the cooling structure of the belt transmission according to the present invention is that a rib is formed on a wall of the belt case on the belt chamber side, and air is provided in the exhaust duct by the rib. It is in the point where the chamber is divided.
Another feature of the cooling structure of the belt transmission according to the present invention is that the wall member on the belt cover side of the wall member is for rectification that partitions the belt chamber into a belt chamber upper space and a belt chamber lower space. The rib is formed.
Another feature of the cooling structure of the belt transmission apparatus according to the present invention is that a boss portion projects from the surface of the wall member on the belt cover side, and the belt cover contacts the boss portion. In the point. In this case, the fastening member that fastens the belt cover to the boss portion may also serve as a fastening member that penetrates the boss portion and fastens the wall member to the side wall.

  According to the present invention, there is provided an exhaust duct that is located between the drive pulley and the driven pulley in a side view of the belt transmission and that takes in the cooling air that has flowed through the belt chamber from above and discharges it from below to the outside. The exhaust duct is composed of a pair of side walls formed on the belt chamber side wall of the belt case and a wall member attached so as to cover the space between the pair of side walls. The efficiency can be improved, and the mold cost can be reduced and the ease of making can be improved.

It is a left view which shows a scooter type vehicle. It is a left view which shows a unit swing type engine. It is a plane sectional view showing a unit swing type engine. It is a perspective view which shows the state which removed the belt cover in the unit swing type engine. It is a left view which shows the inside of a belt case. It is a figure which shows a wall member. It is sectional drawing which shows the unit swing type engine in the VII-VII position of FIG. It is sectional drawing which shows the unit swing type engine in the VIII-VIII position of FIG.

Preferred embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a left side view showing a scooter type vehicle to which a cooling structure for a belt transmission according to the present invention is applied. When referring to the direction in the present application, it means a direction in which the front (arrow Fr) of the vehicle is front and the rear (arrow Rr) is rear.
The scooter type vehicle 10 has a body frame 11 made of, for example, a steel pipe. The body frame 11 has a down tube 13 extending rearwardly and downwardly from a head pipe 12 positioned at the front, and is bent from the vicinity of the lower end thereof to extend rearward in the horizontal direction and terminate. A pair of left and right rear frames 14 rises obliquely rearward and upward from the rear end of the down tube 13 and gently bends at a predetermined height to extend rearwardly upward or rearward. The fuel tank and the storage box are supported by the left and right rear frames 14, and the seat 15 is disposed thereon. A swing bracket 16 is provided at the rear end of the down tube 13, and a unit swing type engine 17 is swingably supported by the swing bracket 16.

  A front fork 21 that supports the front wheel 20 is pivotally supported on the head pipe 12 together with the handlebar 22 and the headlamp 23, and the front wheel 20 is steered by rotating the handlebar 22.

  In the unit swing type engine 17, an engine 25 and a belt transmission 26 are integrally formed, and a rear wheel 27 as a drive wheel is pivotally supported on the right side of the rear part. In the unit swing type engine 17, the power of the engine 25 is shifted by the belt transmission 26 and transmitted to the rear wheel shaft 30 via the centrifugal clutch mechanism 28 and the deceleration transmission mechanism 29 to drive the rear wheel 27.

  A rear cushion unit 31 is provided between the rear part of the unit swing type engine 17 and the rear part of the rear frame 14. The unit swing type engine 17 swings in the vertical direction around the swing shaft 19 together with the rear wheel 27 to serve as a swing arm for the rear wheel 27, and the swing is buffered by the rear cushion unit 31.

FIG. 2 is a left side view of the unit swing type engine 17. FIG. 3 is a plan sectional view of the unit swing type engine 17. FIG. 4 is a perspective view showing a state where the belt cover 51 is removed from the unit swing type engine 17 (the V belt 48 is omitted).
The engine 25 is, for example, a single-cylinder four-cycle engine, and a cylinder assembly 34 extends from the front portion of the crankcase 33 toward the front of the vehicle so as to tilt forward in a substantially horizontal direction.

  The cylinder assembly 34 includes a cylinder block 35, a cylinder head 36, and a head cover 37 that are sequentially stacked from the crankcase 33 side. As the piston 38 in the cylinder block 35 reciprocates, the crankshaft 40 is rotationally driven via the connecting rod and crankpin. The crankshaft 40 is rotatably supported by the crankcase 33 via left and right bearings 41.

  Further, the belt transmission 26 is integrally provided from the left side of the crankcase 33 and extends rearward. The crankshaft 40 extends from the crank web 42 to the left and right, a generator 43 is provided at the right extension, and a belt transmission 26, specifically a V belt, is provided at the left extension. A drive pulley 46 of the type continuously variable transmission mechanism is provided.

  The left half of the crankcase 33 is formed integrally with a belt case 50 that also serves as a transmission case. The opening of the belt case 50 is covered with a resin belt cover 51 from the outside in the vehicle width direction, and a dry belt chamber 52 is formed inside. The belt chamber 52 accommodates a V-belt continuously variable transmission mechanism that constitutes the belt transmission 26. The V-belt type continuously variable transmission mechanism includes a drive pulley 46 provided on the crankshaft 40, a driven pulley 47, and a V-belt 48 wound around the drive pulley 46 and the driven pulley 47. The driven pulley 47 is supported by the driven shaft 53 in a floating state, and is clutch-coupled to the driven shaft 53 via the centrifugal clutch mechanism 28.

  The driven shaft 53 penetrates through the belt case 50 and protrudes into the wet mission chamber 54, and the mission chamber 54 is covered with a mission cover 55 and configured to be liquid-tight. The mission cover 55 covers the extension 50a of the transmission case 50 from the opposite side of the V-belt type continuously variable transmission mechanism, that is, from the inner side in the vehicle width direction. The driven shaft 53 is rotatably supported by the belt case 50 and the mission cover 55 via bearings 56 and 57 and constitutes an input shaft of the deceleration mission mechanism 29. The speed reduction transmission mechanism 29 is constituted by a multistage, for example, two speed reduction gear train, and its output shaft constitutes a rear wheel shaft 30. A rear wheel 27 is provided on the rear wheel shaft 30.

  As shown in FIG. 3, a kick starter shaft 58 is installed between the crankshaft 40 and the driven shaft 53, and a kick starter lever 59 is provided at the outer end thereof. A kick starter mechanism 60 is installed at an intermediate portion of the kick starter shaft 58, and the crankshaft 40 is rotated by operating a kick starter lever 59 when the engine 25 is started. The kick starter lever 59 is biased by a return spring 61 so as to always return to the return position. Further, as shown in FIG. 2, a center stand 62 is provided below the rear part of the crankcase 33.

  Further, on the opposite side of the belt transmission 26 across the rear wheel 27, the muffler 64 is connected to the unit swing type engine 17, and the exhaust gas after combustion of the engine 25 is exhausted.

Hereinafter, the cooling structure of the belt transmission 26 will be described in detail.
The temperature in the belt chamber 52 rises due to frictional heat due to sliding contact between the V belt 48 of the V belt type continuously variable transmission mechanism and the drive pulley 46 and the driven pulley 47 and frictional heat generated in the centrifugal clutch mechanism 28. In order to suppress the temperature rise of the belt chamber 52, outside air is introduced into the belt chamber 52 as cooling air, and flows and circulates in the belt chamber 52 and is discharged.

  On the outside of the fixed face of the drive pulley 46, a plurality of cooling fans 65 are provided integrally with the rotation. Due to the rotation of the cooling fan 65, the cooling air from the cooling duct 66 is introduced into the dry belt chamber 52 through the intake port 67 opened on the front side of the belt cover 51. A front outer cover 68 is provided on the front side of the belt cover 51 to cover the intake port 67 from the outside in the vehicle width direction, and a cooling duct 66 is formed integrally with the front outer cover 68.

  The cooling air introduced into the belt chamber 52 is caused to flow by rotating in the belt chamber 52 counterclockwise as the cooling fan 65 is driven to rotate counterclockwise. The cooling air in the belt chamber 52 that flows by the rotational driving of the cooling fan 65 is guided as indicated by an arrow A in each figure. That is, the cooling air introduced into the belt chamber 52 is in the vicinity of the lower belt line that is the lower belt traveling path (the belt chamber lower space) of the V belt 48 wound around the drive pulley 46 and the driven pulley 47. 70) from the drive pulley 46 toward the driven pulley 47, and then flows upward along the rear wall of the belt chamber 52 located behind the driven pulley 47, and the upper belt running path of the V belt 48 is It flows from the driven pulley 47 toward the drive pulley 46 in the vicinity of the belt line (belt chamber upper space 71).

  Here, a dead space is formed in the belt chamber 52 between the drive pulley 46 and the driven pulley 47 in an intermediate region in the vehicle longitudinal direction, that is, in a side view of the belt transmission 26. Therefore, an exhaust duct 73 is provided between the drive pulley 46 and the driven pulley 47 to take in the cooling air that has flowed in the belt chamber 52 from above and discharge it from below to the outside.

  As shown in FIG. 5, a rib-like partition wall 74 positioned immediately behind the drive pulley 46 is formed on the wall of the belt case 50 on the belt chamber 52 side, and an exhaust duct 73 is formed in the rib-like partition wall 74. A side wall 75 is integrally formed. In addition, a side wall 76 constituting the exhaust duct 73 is formed on the wall of the belt case 50 on the side of the belt chamber 52 at a predetermined interval on the vehicle rear side of the side wall 75. And the wall member 77 is attached so that between these pair of side walls 75 and 76 may be covered, and the exhaust duct 73 is comprised. FIG. 6 shows the wall member 77. The wall member 77 is fastened to the side wall 75 by two fastening bolts and one side of the side wall 76 by fastening bolts. In this case, a seal member may be interposed between the side walls 75 and 76 and the wall member 77.

A discharge port 78 at the upper portion of the exhaust duct 73 is disposed between the drive pulley 46 and the driven pulley 47 on the side of the upper belt traveling path. The discharge port 78 opens toward the flow of the cooling air flowing in the belt chamber upper space 71 on the inner side in the vehicle width direction of the upper belt traveling path of the V belt 48. Thus, the cooling air flowing along the belt line can be captured smoothly, and the cooling efficiency of the belt transmission 26 can be improved.
Further, the exhaust duct 79 opens at the bottom of the exhaust duct 73 downward, preferably toward the tire grounding surface side of the rear wheel 27 or the front side of the ground.
Therefore, as indicated by an arrow A in each figure, the cooling air guided to the exhaust duct 73 from the exhaust port 78 that opens across the V belt 48 and opens to the opposite side of the intake port 67 passes through the exhaust duct 73. Is guided in the vertical direction and is exhausted downward from the exhaust port 79 at the bottom.

On the wall of the belt case 50 on the belt chamber 52 side, a plurality of reinforcing ribs 80 extending in a horizontal direction or obliquely are integrally formed in a required shape. The rib-shaped partition walls 74, the side walls 75 and 76, and the reinforcing ribs 80 are integrally formed with the belt case 50, so that the mechanical and physical strength of the belt case 50 can be improved and the case rigidity can be increased.
Further, as shown in FIG. 7, the exhaust duct 73 is partitioned by the reinforcing ribs 80 in a state where a plurality of air chambers 81 communicate with each other in the flow direction of the cooling air. By having a plurality of air chamber structures separated by baffles in this way, the pressure wave is diffused into the air chamber 81, and the noise reduction effect is exhibited by gradually reducing the pressure and then releasing it to the outside. Particularly disturbing high temperatures can be suppressed.

  On the surface of the wall member 77 on the belt cover 51 side, a rectifying rib 82 extending in a substantially horizontal direction at an intermediate height position is integrally formed. The rectifying rib 82 divides the belt chamber lower space 70 and the belt chamber upper space 71, and in the belt chamber 52, cooling air flows from the belt chamber lower space 70 → the rear wall of the belt chamber 52 → the belt chamber upper space. 71 can be guided to circulate smoothly.

Further, a boss portion 83 is provided on the surface of the wall member 77 on the belt cover 51 side so as to be integral with the rectifying rib 82. As shown in FIG. 8, when the belt cover 51 is attached to the belt case 50 from the outside in the vehicle width direction, the central portion of the belt cover 51 abuts on the boss portion 83. The belt cover 51 is fastened to the belt case 50 with a plurality of fastening bolts at the periphery of the cover, and the center portion is abutted against the boss portion 83 and fastened with the fastening bolts 84. The tightening bolt 84 passes through the boss portion 83 to reach the side wall 76 and also serves as a fastening member that fastens the wall member 77 to the side wall 76.
By fastening the central portion of the belt cover 51 in this way, it is possible to prevent cover noise. In this case, by adopting a structure in which the boss portion 83 is provided on the wall member 77 as in the present embodiment, a shape that greatly protrudes the central portion of the belt cover 51 toward the belt case 50 becomes unnecessary. Thereby, the castability of the belt cover 51 is remarkably improved, and the quality can be stabilized.

As described above, the cooling air introduced into the belt chamber 52 from the intake port 67 by the rotation driving of the cooling fan 65 accompanying the rotation of the drive pulley 46 circulates in the belt chamber 52 while the V-belt 48. It flows from the outside in the vehicle width direction to the inside in the vehicle width direction. Then, the air is guided from the exhaust port 78 on the inner side in the vehicle width direction to the exhaust duct 73 and is exhausted downward from the exhaust port 79 at the bottom of the duct to the ground side.
When the belt transmission 26 is accommodated in the belt chamber 52, it has been confirmed that there is a sufficient space for installing the tunnel-shaped exhaust duct 73 on the inner side in the vehicle width direction of the belt line of the V belt 48. The exhaust duct 73 is arranged using a space.

  Here, the structure which integrally molds the exhaust duct provided with the exhaust port in the wall by the side of the belt chamber 52 of the belt case 50 by mold shaping is also considered. However, there are problems such as restrictions on casting as a crankcase and the necessity of a slide mold. On the other hand, as in the present embodiment, a pair of side walls 75 and 76 formed on the belt chamber 52 side wall of the belt case 50 and a wall member 77 attached so as to cover between the pair of side walls 75 and 76. By configuring the exhaust duct 73, it is possible to reduce the mold cost and improve the ease of making.

Below, the effect by the cooling structure of the belt transmission 26 to which this invention is applied is put together.
Since the cooling air introduced from the intake port 67 is guided to the discharge port 78 after straddling the V-belt 48, the cooling air is effectively applied to the V-belt 48 and the pulleys 46, 47 that are originally intended to be cooled. And cooling efficiency can be improved. Note that the cooling air introduced into the belt chamber 52 from the air inlet 67 easily flows from the cooling fan 65 toward the centrifugal clutch mechanism 28, and a part of the cooling air is centrifuged in a state where the ventilation resistance is low. Since this is guided and cooled by the clutch mechanism 28, the centrifugal clutch mechanism 28 can also be cooled effectively.

  In addition, since the exhaust duct 73 is configured in a tunnel shape in the vertical direction, rainwater, mud, pebbles, and other sand particles that have sprung up the rear wheel 27 due to running of the scooter type vehicle 10 flow into the belt transmission 26. It can be effectively and reliably prevented.

  Moreover, since it is not necessary to form the discharge port 78 on the belt cover 51 side, the shape and structure of the belt cover 51 can be simplified, and the weight can be reduced. Thereby, simplification of the metal mold | die which shape | molds the belt cover 51 can be aimed at, and a die cost can be reduced and a die lifetime can be improved.

  Further, the cooled cooling air guided from the discharge port 78 to the exhaust duct 73 is exhausted through the exhaust duct 73 from the exhaust port 79 to the lower ground side, preferably to the tire front side of the rear wheel. . The radiated sound (gogging sound) passing through the exhaust duct 73 is reflected on the ground and can be heard by the rider and the person standing on the side, but the exhaust sound discharged immediately behind the engine 25 is caused by the tire of the rear wheel 27. Since it is wiped out, the exhaust noise is not anxious and the exhaust noise countermeasure can be effectively taken. Moreover, since it is not discharged | emitted by a driver | operator's or a passenger's leg part, a driver | operator and a passenger | crew are not given discomfort.

  Furthermore, since the discharge port 78 is formed in the upper part of the exhaust duct 73 in the belt case 50 that does not move like a rotating body, the discharge port 78 is not opened at the top of the belt case 50. In addition, the exhaust duct 73 does not need to be provided so as to bulge from the outside of the belt case 50 or the belt cover 51, and is disposed using a dead space between the drive pulley 46 and the driven pulley 47. The cooling structure can be made compact without increasing the size.

  As mentioned above, although this invention was demonstrated with various embodiment, this invention is not limited only to these embodiment, A change etc. are possible within the scope of the present invention. For example, in addition to the discharge port 78 at the upper part of the exhaust duct 73, a sub exhaust path using a dead space outside the vehicle width direction of the extension part 50 a of the belt case 50 is configured, A sub discharge port communicating with the sub exhaust path may be formed in the reversal flow path wall so that a part of the cooling air from the sub exhaust port passes through the sub exhaust path and is discharged from the lower exhaust port.

  DESCRIPTION OF SYMBOLS 17 ... Unit swing type engine, 25 ... Engine, 26 ... Belt transmission, 46 ... Drive pulley, 47 ... Driven pulley, 48 ... V belt, 50 ... Belt case, 51 ... Belt cover, 52 ... Belt chamber, 65 ... Cooling Fan 73 73 Exhaust duct 75 75 76 Side wall 77 Wall member 78 Discharge port 79 Exhaust port 80 Reinforcement rib 81 Air chamber 82 Rib for rectification 83 Boss 84 ... Tightening bolt

Claims (5)

A V-belt continuously variable transmission mechanism including a drive pulley, a driven pulley, and a V-belt wound around the drive pulley and the driven pulley;
The V-belt type continuously variable transmission mechanism is housed in a belt chamber formed by a belt case and a belt cover that covers the opening of the belt case.
A cooling structure for a belt transmission that introduces cooling air into the belt chamber to cool the V-belt continuously variable transmission mechanism;
A cooling fan provided integrally with the drive pulley and configured to flow cooling air introduced into the belt chamber;
An exhaust duct that is located between the drive pulley and the driven pulley in a side view of the belt transmission, takes in cooling air that has flowed through the belt chamber from above, and discharges it from below to the outside;
The exhaust duct includes a pair of side walls formed on the belt chamber side wall of the belt case and a wall member attached so as to cover between the pair of side walls. Transmission structure cooling structure.   2. The belt transmission according to claim 1, wherein a rib is formed on a wall of the belt case on the belt chamber side, and an air chamber is defined by the rib in the exhaust duct. Cooling structure.   The belt according to claim 1 or 2, wherein a rectifying rib for partitioning the belt chamber into a belt chamber upper space and a belt chamber lower space is formed on a surface of the wall member on the belt cover side. Transmission structure cooling structure.   The belt speed change according to any one of claims 1 to 3, wherein a boss portion protrudes from a surface of the wall member on the belt cover side, and the belt cover abuts on the boss portion. Equipment cooling structure.   5. The belt transmission according to claim 4, wherein a fastening member that fastens the belt cover to the boss portion also serves as a fastening member that penetrates the boss portion and fastens the wall member to the side wall. Cooling structure.

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