Continuously variable transmission and saddle type vehicle having continuously variable transmission

Abstract

To provide a continuously variable transmission and a saddle type vehicle having a continuously variable transmission in which a rotation detection structure is configured with a simple structure to improve the assemblability of the rotation detection structure.SOLUTION: A continuously variable transmission 15 of a saddle type vehicle 1 transmits driving force from an engine 14 to a wheel 5. The continuously variable transmission 15 comprises a primary pulley 41, a secondary pulley 42, a belt 43, and a detection part 100. The detection part 100 detects rotation of at least one of the primary pulley 41 and the secondary pulley 42. Each of the primary pulley 41 and the secondary pulley 42 has a fixed sheave 82 and a movable sheave 83. At least one of the fixed sheave 82 and the movable sheave 83 has a sheave body 84 and a detected portion 102. The detected portion 102 is formed integrally with the sheave body 84 and is detected by the detection part 100.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present invention relates to a continuously variable transmission and a straddle-type vehicle having a continuously variable transmission. [Background technology]

[0002] Patent Document 1 discloses a continuously variable transmission. This continuously variable transmission includes a primary pulley, a secondary pulley, and a belt wound around the primary pulley and the secondary pulley. The primary pulley and / or the secondary pulley has a fixed sheave and a movable sheave.

[0003] A plurality of pin members, which are separate members from the movable sheave, are attached to the side of the movable sheave. More specifically, the plurality of pin members are attached to the side of the movable sheave via cylinders. Each of the plurality of pin members is detected by a rotation speed sensor. The rotation speed sensor detects each of the plurality of pin members to detect the rotation of the movable sheave. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2018-087618 Summary of the Invention [Problem to be solved by the invention]

[0005] In conventional continuously variable transmissions, multiple pin members and cylinders are attached to the movable sheave. In other words, in order to detect the rotation of the movable sheave using a rotational speed sensor, the detected part must be composed of multiple components, and the multiple components must be attached to the movable sheave. As a result, in conventional continuously variable transmissions, the detected part and the structure around the detected part are complex, which may reduce the ease of assembly of the detected part. Furthermore, in conventional continuously variable transmissions, the sheave to which the detected part is attached may become heavy.

[0006] An object of the present invention is to provide a continuously variable transmission in which the detected part can be configured with a simple structure, and in which the detected part and sheave can be easily assembled, and in which the sheave can be made lighter. [Means for solving the problem]

[0007] A continuously variable transmission according to one aspect of the present invention transmits driving force from an engine to wheels. The continuously variable transmission includes a primary pulley, a secondary pulley, a belt, and a detector. The primary pulley is connected to the engine. The secondary pulley is connected to the wheels. The belt is wound around the primary pulley and the secondary pulley. The detector detects rotation of at least one of the primary pulley and the secondary pulley.

[0008] Each of the primary pulley and the secondary pulley has a fixed sheave and a movable sheave. The fixed sheave is configured to rotate around a central axis of rotation. The movable sheave is disposed opposite the fixed sheave in the axial direction relative to the central axis of rotation. The movable sheave is configured to move in the axial direction relative to the fixed sheave. At least one of the fixed sheave and the movable sheave has a sheave body and a detected portion. The detected portion is formed integrally with the sheave body and is detected by the detecting portion.

[0009] In this continuously variable transmission, each of the primary pulley and the secondary pulley has a fixed sheave and a movable sheave. At least one of the fixed sheave and the movable sheave has a sheave body and a detected portion. The detected portion is formed integrally with the sheave body.

[0010] Therefore, in this continuously variable transmission, there is no need to prepare the detected part as a separate member as in the prior art. In other words, in this continuously variable transmission, the detected part can be configured with a simple structure, and the assembly of the detected part and the sheave can be improved. Another object of the present invention is to provide a continuously variable transmission that can reduce the weight of the sheave.

[0011] The continuously variable transmission may be configured as follows: the detected portion includes at least one protrusion that protrudes from the outer surface of the sheave body. With this configuration, the detected portion can be easily provided on the sheave body, and the weight of the sheave can be reduced.

[0012] The continuously variable transmission may be configured as follows: the sheave body is formed in a circular shape; and the at least one protrusion is integrally formed on the outer periphery of the sheave body. With this configuration, rotation of the sheave body can be suitably detected.

[0013] The continuously variable transmission may be configured as follows: At least one protrusion is formed to protrude from the outer surface of the sheave body by bending the at least one protrusion in a state where the at least one protrusion protrudes radially outward from the outer periphery of the sheave body. With this configuration, the detected portion can be easily formed on the sheave body.

[0014] The continuously variable transmission may be configured as follows: at least one of the fixed sheave and the movable sheave further has a flange portion formed integrally with the sheave body and protruding from an outer surface of the sheave body, and the detected portion includes at least one protrusion protruding from the flange portion.

[0015] In this configuration, the flange portion protrudes from the outer surface of the sheave body, and the at least one protrusion protrudes from the flange portion, thereby improving strength and rigidity between the outer surface of the sheave body and the at least one protrusion by the flange portion.

[0016] The continuously variable transmission may be configured as follows: The sheave body is formed in a circular shape. The flange portion is integrally formed on the outer periphery of the sheave body and extends in a circumferential direction about the central axis of rotation. With this configuration, the flange portion can suitably improve the strength and rigidity between the outer periphery of the sheave body and the at least one protrusion.

[0017] The continuously variable transmission may be configured as follows: By bending the outer periphery of the sheave body with at least one protrusion protruding radially outward from the outer periphery of the sheave body, the flange portion and the detectable portion are formed to protrude from the outer surface of the sheave body. With this configuration, the detectable portion can be easily formed on the sheave body, and rotation of the sheave body can be suitably detected.

[0018] The continuously variable transmission may be configured as follows. The detection unit is disposed radially outward of the sheave body relative to the central axis of rotation. This configuration improves the flexibility of the layout of the detection unit. This allows the detection unit to suitably detect the detected part.

[0019] A saddle-type vehicle according to one aspect of the present invention includes an engine, wheels, and a continuously variable transmission. The engine includes a crankshaft. The continuously variable transmission transmits driving force from the engine to the wheels. The continuously variable transmission has a primary pulley, a secondary pulley, a belt, and a detector. The primary pulley is connected to the crankshaft. The secondary pulley is connected to the wheels. The belt is wound around the primary pulley and the secondary pulley. The detector detects rotation of at least one of the primary pulley and the secondary pulley.

[0020] Each of the primary pulley and the secondary pulley has a fixed sheave and a movable sheave. The fixed sheave is configured to rotate around a central axis of rotation. The movable sheave is disposed opposite the fixed sheave in the axial direction relative to the central axis of rotation. The movable sheave is configured to move in the axial direction relative to the fixed sheave. At least one of the fixed sheave and the movable sheave has a sheave body and a detected portion. The detected portion is formed integrally with the sheave body and is detected by the detecting portion.

[0021] In the straddle-type vehicle, the primary pulley and the secondary pulley in the continuously variable transmission each have a fixed sheave and a movable sheave. At least one of the fixed sheave and the movable sheave has a sheave body and a detected portion. The detected portion is formed integrally with the sheave body.

[0022] Therefore, in this continuously variable transmission, there is no need to prepare the detected part as a separate member as in the prior art. In other words, in this continuously variable transmission, the detected part can be configured with a simple structure, and the assembly of the detected part and the sheave can be improved. Another object of the present invention is to provide a continuously variable transmission that can reduce the weight of the sheave. [Effects of the Invention]

[0023] According to the present invention, in a continuously variable transmission and a saddle-type vehicle having a continuously variable transmission, the detected part can be configured with a simple structure, the assembly of the detected part and the sheave can be improved, and the sheave can be made lighter. [Brief explanation of the drawings]

[0024] [Figure 1] FIG. 2 is a left side view of the saddle-ride type vehicle. [Figure 2] FIG. 2 is a cross-sectional top view of the engine unit. [Figure 3] FIG. 2 is an enlarged view showing a primary pulley and a sheave drive mechanism. [Figure 4] FIG. 2 is an enlarged view showing a primary pulley and a sheave drive mechanism. [Figure 5] FIG. 4 is an enlarged view showing a secondary pulley and a centrifugal clutch. [Figure 6] FIG. 4 is an enlarged view showing a secondary pulley and a centrifugal clutch. [Figure 7] FIG. 4 is a top view showing a secondary pulley and a rotation detection sensor. [Figure 8] FIG. 4 is a side view showing a fixed sheave of the secondary pulley. [Figure 9] 1 is a perspective view showing the exterior of a fixed sheave of a secondary pulley; [Figure 10A] FIG. 4 is a side view showing a fixed sheave of the secondary pulley before molding. [Figure 10B] FIG. 10 is a side view showing the fixed sheave of the secondary pulley after molding. DETAILED DESCRIPTION OF THE INVENTION

[0025] A saddle-riding vehicle according to an embodiment will now be described with reference to the drawings. Fig. 1 is a left side view of a saddle-riding vehicle 1 according to an embodiment. The saddle-riding vehicle 1 according to this embodiment is a scooter. As shown in Fig. 1, the saddle-riding vehicle 1 includes a body frame 2, a body cover 3, a front wheel 4 and a rear wheel 5, a steering device 6, a seat 7, and an engine unit 8. In this embodiment, the front-rear and left-right directions correspond to the front-rear and left-right directions as seen from a rider seated on the seat 7.

[0026] The body cover 3 covers the body frame 2. The front wheel 4 is attached to a front fork 11. The rear wheel 5 is attached to an engine unit 8. The steering device 6 is supported by the body frame 2 so as to be rotatable left and right. The steering device 6 includes the front fork 11, a steering shaft 12, and a handle member 13.

[0027] The front fork 11 rotatably supports the front wheel 4. The steering shaft 12 is connected to the front fork 11. The steering shaft 12 is supported by the body frame 2 so as to be rotatable left and right. The handle member 13 is connected to the steering shaft 12. The seat 7 is disposed behind the handle member 13.

[0028] The engine unit 8 is disposed below the seat 7. The engine unit 8 is supported by the body frame 2 so as to be able to swing up and down. The rear wheel 5 is rotatably supported by the engine unit 8. The engine unit 8 includes an engine 14 and a continuously variable transmission 15 (an example of a continuously variable transmission). The continuously variable transmission 15 is disposed to the side of the engine 14. The continuously variable transmission 15 transmits driving force from the engine 14 to the rear wheel 5 (an example of a wheel).

[0029] 2 is a cross-sectional top view of the engine unit 8. As shown in FIG. 2, the engine 14 includes a crankcase 21, a crankshaft 22, a cylinder body 23, a cylinder head 24, a piston 25, a connecting rod 26, and a valve train 27.

[0030] The crankshaft 22 is housed in the crankcase 21. The crankshaft 22 is rotatably supported in the crankcase 21 via bearings 28 and 29. The crankshaft 22 includes a first shaft end 22A and a second shaft end 22B. The continuously variable transmission 15 is connected to the first shaft end 22A. The generator 31 is connected to the second shaft end 22B.

[0031] The cylinder body 23 is connected to the crankcase 21. The cylinder head 24 is connected to the cylinder body 23. A connecting rod 26 and a piston 25 are disposed in the cylinder body 23. The piston 25 is connected to the crankshaft 22 via the connecting rod 26. An ignition device 32 is attached to the cylinder head 24.

[0032] The valve mechanism 27 includes a camshaft 33. A cam chain 34 is wound around the camshaft 33 and the crankshaft 22. The rotation of the crankshaft 22 is transmitted to the camshaft 33 via the cam chain 34, causing the camshaft 33 to rotate. As a result, the intake valves and exhaust valves (not shown) of the engine 14 are driven by the valve mechanism 27.

[0033] 2 is an electronically controlled transmission, that is, continuously variable transmission 15 is electrically controlled to change the gear ratio in response to a command signal from a controller (not shown).

[0034] 2, continuously variable transmission 15 includes a primary pulley 41, a secondary pulley 42, a belt 43, a sheave drive mechanism 44, a centrifugal clutch 45, an output shaft 46, a reducer 47, and a transmission case 48. Continuously variable transmission 15 further includes a rotation detection sensor 100 (an example of a detection unit).

[0035] The primary pulley 41 is connected to the engine 14. Specifically, the primary pulley 41 is connected to the crankshaft 22. The primary pulley 41 includes a V-shaped first groove 41A. The secondary pulley 42 is connected to the rear wheel 5 via the axle 49. Specifically, the secondary pulley 42 is connected to the rear wheel 5 via the output shaft 46, the reducer 47, and the axle 49. The secondary pulley 42 includes a V-shaped second groove 42A.

[0036] The belt 43 is wound around the primary pulley 41 and the secondary pulley 42. The belt 43 has a trapezoidal cross section corresponding to the shapes of the first groove 41A and the second groove 42A. The secondary pulley 42 is connected to an output shaft 46 via a centrifugal clutch 45.

[0037] In the following description, unless otherwise specified, the axial direction of the output shaft 46 will be referred to as the "axial direction," and the radial direction of the output shaft 46 will be referred to as the "radial direction." The direction around the output shaft 46 will be referred to as the "circumferential direction." The output shaft 46 includes a central rotation axis C. The axial direction is the direction in which the central rotation axis C extends. The radial direction is the direction perpendicular to the central rotation axis C and away from the central rotation axis C. The circumferential direction is the direction around the central rotation axis C.

[0038] The output shaft 46 is rotatably supported by the reducer case 51 via bearings 53 and 54. The output shaft 46 is connected to an axle 49 via a reducer 47. The axle 49 is rotatably supported by the reducer case 51 via bearings 55 and 56.

[0039] The reducer 47 includes a reducer case 51 and a gear 52. The reducer case 51 houses the gear 52. The gear 52 transmits the rotation of the output shaft 46 to the axle 49. Note that in FIG. 2, only the gear 52 out of the multiple gears of the reducer 47 is shown, and the other gears are omitted.

[0040] The transmission case 48 covers the primary pulley 41, the secondary pulley 42, the belt 43, the centrifugal clutch 45, and the output shaft 46 from the axial outside. The transmission case 48 is attached to the reducer case 51 and the crankcase 21.

[0041] Fig. 3 is an enlarged view showing the primary pulley 41 and the sheave drive mechanism 44. As shown in Fig. 3, the primary pulley 41 includes a first movable sheave 57 and a first fixed sheave 58. The first movable sheave 57 is supported on the crankshaft 22 so as to be movable in the axial direction of the crankshaft 22. The first movable sheave 57 is disposed axially inward (on the left side in Fig. 3) of the first fixed sheave 58.

[0042] The first movable sheave 57 is supported on the crankshaft 22 so as to be unrotatable in the circumferential direction of the crankshaft 22. The first movable sheave 57 is fixed to the crankshaft 22 so as to rotate integrally with the crankshaft 22.

[0043] The first movable sheave 57 includes a first sheave portion 59 and a first boss portion 60. The first sheave portion 59 is disposed opposite the first fixed sheave 58 in the axial direction of the crankshaft 22. A first groove 41A is provided between the first sheave portion 59 and the first fixed sheave 58.

[0044] The first boss portion 60 extends from the first sheave portion 59 in the axial direction of the crankshaft 22. The first boss portion 60 includes a first boss hole 61. The first boss hole 61 extends so as to penetrate the first boss portion 60 in the axial direction of the crankshaft 22. The crankshaft 22 is inserted into the first boss hole 61.

[0045] The crankshaft 22 includes an outer shaft 62. The outer shaft 62 is attached to the outer peripheral surface of the first shaft end 22A of the crankshaft 22. The first movable sheave 57 described above is fixed to the outer shaft 62 by spline engagement. The outer shaft 62 is disposed in the first boss hole 61.

[0046] A first bushing 63 and a second bushing 64 are press-fitted into the first boss hole 61. The first bushing 63 and the second bushing 64 are disposed between the first boss hole 61 and the outer peripheral surface of the outer shaft 62. The first bushing 63 and the second bushing 64 are formed from a sliding material.

[0047] As the first movable sheave 57 moves in the axial direction of the crankshaft 22, the first bushing 63 and the second bushing 64 slide in the axial direction relative to the outer shaft 62. A lubricant such as grease is filled in the first boss hole 61. The gap between the first boss portion 60 and the outer shaft 62 is sealed by oil seals 65, 66.

[0048] The first fixed sheave 58 is fixed to the crankshaft 22. The first fixed sheave 58 is fixed to the crankshaft 22 by a nut 40. The first fixed sheave 58 is fixed to the crankshaft 22 so as to be immovable in the axial direction. The first fixed sheave 58 is fixed to the crankshaft 22 so as to rotate integrally with the crankshaft 22.

[0049] The sheave drive mechanism 44 axially moves the first movable sheave 57. As shown in Figure 2, the sheave drive mechanism 44 includes an electric actuator 67, a first drive member 68, and a second drive member 69.

[0050] The electric actuator 67 is, for example, an electric motor. The electric actuator 67 may be an actuator other than an electric motor. The electric actuator 67 includes a rotating shaft 70. The rotating shaft 70 is connected to a first driving member 68 via a gear 71. The rotation of the rotating shaft 70 is transmitted to the first driving member 68 via the gear 71.

[0051] 3, the first drive member 68 includes a first hole 72. The first hole 72 extends through the first drive member 68 in the axial direction of the crankshaft 22. The crankshaft 22 is inserted through the first hole 72. The first drive member 68 is rotatably supported on the crankshaft 22 via a bearing 50. The first drive member 68 is supported so as to be immovable relative to the crankshaft 22 in the axial direction of the crankshaft 22.

[0052] The first driving member 68 includes a gear portion 73 and a feed screw portion 74. The gear portion 73 extends from the feed screw portion 74 in the radial direction of the crankshaft 22. The gear portion 73 meshes with the gear 71. The rotation of the rotary shaft 70 of the electric actuator 67 is transmitted to the gear portion 73 via the gear 71. This causes the first driving member 68 to rotate. The feed screw portion 74 extends from the gear portion 73 in the axial direction of the crankshaft 22. A first screw 75 is provided on the outer peripheral surface of the feed screw portion 74.

[0053] A crankcase cover 76 is attached to the crankcase 21. The crankcase cover 76 includes an opening 76A. The opening 76A opens to the primary pulley 41 side. The second driving member 69 is inserted through the opening 76A of the crankcase 21. An oil seal 77 seals the gap between the second driving member 69 and the crankcase cover 76.

[0054] The second driving member 69 includes a second hole 78. The second hole 78 extends so as to penetrate the second driving member 69 in the axial direction of the crankshaft 22. The crankshaft 22 and the first boss portion 60 are inserted through the second hole 78.

[0055] The second drive member 69 is rotatably supported by the first boss portion 60. The second drive member 69 is supported by the first boss portion 60 via a bearing 79. The second drive member 69 is supported by the first boss portion 60 so as to be immovable in the axial direction. The second drive member 69 moves in the axial direction integrally with the first movable sheave 57. The gap between the second drive member 69 and the first boss portion 60 is sealed by an oil seal 80.

[0056] A second screw 81 is provided on the inner peripheral surface of the second driving member 69. The second screw 81 meshes with the first screw 75 of the first driving member 68. When the first driving member 68 rotates, the second driving member 69 moves in the axial direction, as shown in FIG. 4. This causes the first movable sheave 57 to move in the axial direction.

[0057] 5 and 6 are enlarged views showing the secondary pulley 42 and the centrifugal clutch 45. As shown in FIGS. 5 and 6, the secondary pulley 42 includes a second fixed sheave 82 (an example of a fixed sheave) and a second movable sheave 83 (an example of a movable sheave). The second fixed sheave 82 is configured to rotate about a central rotation axis C. The second fixed sheave 82 is rotatably supported by the output shaft 46. The second fixed sheave 82 is supported by the output shaft 46 so as to be immovable in the axial direction.

[0058] The second fixed sheave 82 is disposed opposite the second movable sheave 83 in the axial direction of the output shaft 46. The second fixed sheave 82 includes a second sheave portion 84 (an example of a sheave body) and a second boss portion 85. A second groove 42A is provided between the second sheave portion 84 and the second movable sheave 83.

[0059] The second boss portion 85 extends from the second sheave portion 84 in the axial direction of the output shaft 46. The second boss portion 85 includes a second boss hole 86. The second boss hole 86 extends so as to penetrate the second boss portion 85 in the axial direction of the output shaft 46. The output shaft 46 is inserted into the second boss hole 86.

[0060] 5 and 6, the output shaft 46 is rotatably supported relative to the transmission case 48 via a bearing 95. More specifically, the output shaft 46 is rotatably supported relative to the transmission case 48 via the bearing 95 and a collar member 96. A bushing 91 is press-fitted into the second boss hole 86. The bushing 91 is made of a sliding material. The bushing 91 is disposed between the second boss hole 86 and the outer circumferential surface of the output shaft 46.

[0061] A bearing 92 is disposed in the second boss hole 86. The bearing 92 is disposed on the outer peripheral surface of the tip portion of the output shaft 46. In detail, the bearing 92 is disposed on the outer peripheral surface of the base end side of the tip portion of the output shaft 46.

[0062] The second boss portion 85 is rotatably supported on the output shaft 46 by a bushing 91 and a bearing 92. The bushing 91 and the bearing 92 support the second fixed sheave 82. The bushing 91 and the bearing 92 support the second movable sheave 83 via the second boss portion 85. The second boss hole 86 is filled with a lubricant such as grease. An oil seal 93 seals the gap between the second boss portion 85 and the output shaft 46.

[0063] As shown in Figures 7, 8, and 9, the second fixed sheave 82 has the second sheave portion 84, a flange portion 101, and a detected portion 102. The second sheave portion 84 is formed in a circular shape. The flange portion 101 is formed integrally with the second sheave portion 84. The flange portion 101 protrudes from the outer surface of the second sheave portion 84. Specifically, the flange portion 101 is formed integrally with the outer periphery of the second sheave portion 84. The flange portion 101 is formed in an annular shape and extends in the circumferential direction.

[0064] 7 and 8, the detected portion 102 is a portion that is detected by the rotation detection sensor 100. As shown in FIGS. 7, 8, and 9, the detected portion 102 is formed integrally with the second sheave portion 84. The detected portion 102 includes at least one protrusion 102a. In this embodiment, the at least one protrusion 102a includes a plurality of protrusions 102a.

[0065] The multiple protrusions 102a are configured to protrude from the outer surface 84a of the second sheave portion 84. In particular, the multiple protrusions 102a are integrally formed on the outer periphery of the second sheave portion 84. The multiple protrusions 102a are integrally formed on the outer periphery of the second sheave portion 84 so as to protrude from the outer periphery of the second sheave portion 84. In this embodiment, each of the multiple protrusions 102a protrudes in the axial direction from the flange portion 101. The multiple protrusions 102a are arranged at intervals from one another in the circumferential direction.

[0066] Here, the multiple protrusions 102a and the flange portion 101 are formed as shown in Figures 10A and 10B. As shown in Figure 10A, in a planar state in which the multiple protrusions 102a protrude radially outward from the outer circumferential portion 82a of the second fixed sheave 82, the outer circumferential portion 82a of the second fixed sheave 82 corresponding to the flange portion 101 and the multiple protrusions 102a are bent by press molding. As a result, as shown in Figure 10B, the multiple protrusions 102a and the flange portion 101 are formed to protrude in the axial direction from the outer surface 84a of the second sheave portion 84.

[0067] 10A, the planar second sheave portion 84 and the inner peripheral portion 82b of the annular second fixed sheave 82 are extruded by press molding. As a result, as shown in FIGS. 9 and 10B, the second sheave portion 84 is formed into a truncated cone shape that is inclined in the radial direction, and the boss portion 105 is formed to protrude in the axial direction from the outer surface 84a of the second sheave portion 84.

[0068] The rotation detection sensor 100 shown in Figures 2, 5, 6, 7, and 8 detects the rotation of the secondary pulley 42. The rotation detection sensor 100 includes a Hall-type rotation sensor. As shown in Figure 2, the rotation detection sensor 100 is attached to the reducer case 51. Specifically, the rotation detection sensor 100 is attached to the reducer case 51 so as to face the detected portion 102. More specifically, the rotation detection sensor 100 is attached to the reducer case 51 radially outward of the rotation trajectory of the detected portion 102.

[0069] 2, 5, 6, 7, and 8, in a top view of the saddle riding type vehicle 1 (a side view of the saddle riding type vehicle 1), the rotation detection sensor 100 is disposed rearward of the secondary pulley 42. In more detail, in a top view of the saddle riding type vehicle 1 (a side view of the saddle riding type vehicle 1), the rotation detection sensor 100 is disposed rearward of the second fixed sheave 82, for example, the second sheave portion 84.

[0070] 5, 6, 7, and 8, the rotation detection sensor 100 is disposed radially outward of the secondary pulley 42. More specifically, the rotation detection sensor 100 is disposed radially outward of the second fixed sheave 82, for example, the second sheave portion 84. As shown in FIG. 8, the rotation detection sensor 100 is disposed above the central rotation axis C in a side view of the saddle riding type vehicle 1.

[0071] In this state, when the second fixed sheave 82 rotates, each of the multiple protrusions 102a passes radially inside the rotation detection sensor 100. At this time, the rotation detection sensor 100 detects the rotation speed of the secondary pulley 42 based on the time interval at which each of the multiple protrusions 102a is detected.

[0072] 5 and 6, the second movable sheave 83 is disposed axially opposite the second fixed sheave 82. The second movable sheave 83 is disposed axially outward (to the right in FIGS. 5 and 6) from the second fixed sheave 82.

[0073] The second movable sheave 83 is configured to rotate around the central rotation axis C. In detail, the second movable sheave 83 is supported non-rotatably with respect to the second boss portion 85. The second movable sheave 83 rotates integrally with the second sheave portion 84 via the second boss portion 85. In other words, the second movable sheave 83 rotates integrally with the second fixed sheave 82.

[0074] The second movable sheave 83 is configured to move in the axial direction relative to the second fixed sheave 82. Specifically, the second movable sheave 83 is configured to move in the axial direction relative to the second sheave portion 84. More specifically, the second movable sheave 83 is supported by the second boss portion 85 so as to be movable in the axial direction.

[0075] In this embodiment, the second movable sheave 83 is fixed to the second boss portion 85 by spline engagement. A spring 87 is disposed between the second movable sheave 83 and the centrifugal clutch 45. The spring 87 biases the second movable sheave 83 toward the second fixed sheave 82.

[0076] As shown in Fig. 5, when the vehicle speed is lower than a predetermined coupling speed, the centrifugal clutch 45 is in a disengaged state that disconnects the continuously variable transmission 15 from the rear wheels 5. As shown in Fig. 6, when the vehicle speed is equal to or higher than the coupling speed, the centrifugal clutch 45 is in an engaged state that connects the continuously variable transmission 15 to the rear wheels 5.

[0077] The centrifugal clutch 45 includes a drive plate 88, a clutch shoe 89, and a clutch outer 90. The drive plate 88 is fixed to the second boss portion 85. The drive plate 88 rotates integrally with the second boss portion 85.

[0078] The clutch shoe 89 is connected to the drive plate 88. The clutch shoe 89 rotates integrally with the drive plate 88. The clutch shoe 89 is supported so as to be movable in the radial direction relative to the drive plate 88. The clutch shoe 89 is biased radially inward by a clutch spring (not shown).

[0079] The clutch outer 90 radially covers the clutch shoes 89. The clutch outer 90 is attached to the output shaft 46 so as to rotate integrally with the output shaft 46. The clutch outer 90 is positioned on the output shaft 46 by a nut 94.

[0080] When the vehicle speed is slower than a predetermined connection speed, the clutch shoe 89 moves radially inward due to the biasing force of the clutch spring, and separates from the clutch outer 90. In this state, the centrifugal clutch 45 is in a disengaged state, and the rotation of the secondary pulley 42 is not transmitted to the output shaft 46.

[0081] When the vehicle speed is equal to or higher than the engagement speed, the clutch shoes 89 move radially outward due to centrifugal force against the biasing force of the clutch spring. As a result, the clutch shoes 89 come into contact with the clutch outer 90. In this state, the centrifugal clutch 45 is engaged, and the rotation of the secondary pulley 42 is transmitted to the output shaft 46 via the drive plate 88, the clutch shoes 89, and the clutch outer 90.

[0082] In the saddle-ride type vehicle 1 having the above-described configuration, the secondary pulley 42 in the continuously variable transmission 15 has a second fixed sheave 82 and a second movable sheave 83. The second fixed sheave 82 has a second sheave portion 84 and a detected portion 102. The detected portion 102 is formed integrally with the second sheave portion 84.

[0083] Therefore, in continuously variable transmission 15, there is no need to prepare detected portion 102 as a separate member as in the prior art. That is, in continuously variable transmission 15, detected portion 102 can be configured with a simple structure, improving the ease of assembly of detected portion 102 and second sheave portion 84. Also, the weight of second sheave portion 84 can be reduced.

[0084] Although one embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications are possible without departing from the gist of the invention.

[0085] The straddle-type vehicle 1 is not limited to a scooter, but may be other types of vehicles such as a street type, an off-road type, or a moped. The configuration of the continuously variable transmission 15 is not limited to that of the above embodiment and may be modified. The process for controlling the gear ratio of the continuously variable transmission 15 is not limited to that of the above embodiment and may be modified.

[0086] In the above embodiment, an example has been shown in which the detected part 102 is provided on the second fixed sheave 82. The detected part 102 may be provided on the second movable sheave 83.

[0087] In the above embodiment, an example has been shown in which the rotation detection sensor 100 detects the rotation of the secondary pulley 42. The rotation detection sensor 100 may also detect the rotation of the primary pulley 41. In this case, the detected part 102 is provided on the primary pulley 41 (the first movable sheave 57 or the first fixed sheave 58). The rotation detection sensor 100 is disposed radially outward of the primary pulley 41.

[0088] In the embodiment described above, an example has been shown in which the flange portion 101 is provided between the outer periphery of the second sheave portion 84 and the detected portion 102 (plurality of protruding portions 102a). Alternatively, the detected portion 102 (plurality of protruding portions 102a) may be provided on the outer periphery of the second sheave portion 84 without providing the flange portion 101. [Industrial Applicability]

[0089] According to the present invention, in a continuously variable transmission and a saddle-type vehicle having a continuously variable transmission, the detected part can be configured with a simple structure, the assembly of the detected part and the sheave can be improved, and the sheave can be made lighter. [Explanation of symbols]

[0090] 5: rear wheel, 14: engine, 15: continuously variable transmission, 22: crankshaft, 41: primary pulley, 42: secondary pulley, 43: belt, C: rotation center axis, 82: second fixed sheave, 83: second movable sheave, 84: second sheave portion, 100: rotation detection sensor, 101: flange portion, 102: detected portion, 102a: protruding portion

Claims

1. A continuously variable transmission that transmits driving force from an engine to wheels, a primary pulley connected to the engine; a secondary pulley connected to the wheel; a belt wound around the primary pulley and the secondary pulley; a detection unit that detects rotation of at least one of the primary pulley and the secondary pulley; Equipped with each of the primary pulley and the secondary pulley has a fixed sheave configured to rotate around a rotation central axis, and a movable sheave arranged opposite the fixed sheave in an axial direction relative to the rotation central axis and configured to move in the axial direction relative to the fixed sheave; At least one of the fixed sheave and the movable sheave has a sheave body and a detected portion that is formed integrally with the sheave body and is detected by the detecting portion. Continuously variable transmission.

2. The detected portion includes at least one protrusion protruding from the outer surface of the sheave body.

2. The continuously variable transmission according to claim 1.

3. The sheave body is formed in a circular shape, The at least one protrusion is integrally formed on the outer periphery of the sheave body.

3. The continuously variable transmission according to claim 2.

4. The at least one protruding portion is formed to protrude from the outer surface of the sheave body by bending the at least one protruding portion in a state where the at least one protruding portion protrudes from the outer peripheral portion of the sheave body to the radially outer side of the sheave body.

4. The continuously variable transmission according to claim 3.

5. At least one of the fixed sheave and the movable sheave further has a flange portion formed integrally with the sheave body and protruding from an outer surface of the sheave body, The detected portion includes at least one protrusion protruding from the flange portion.

2. The continuously variable transmission according to claim 1.

6. The sheave body is formed in a circular shape, The flange portion is integrally formed on the outer circumferential portion of the sheave body and extends in a circumferential direction relative to the rotation center axis.

6. The continuously variable transmission according to claim 5.

7. The flange portion and the detected portion are formed to protrude from the outer surface of the sheave body by bending the outer circumferential portion of the sheave body in a state in which the at least one protrusion protrudes from the outer circumferential portion of the sheave body to the radially outer side of the sheave body.

7. The continuously variable transmission according to claim 5 or 6.

8. The detection unit is disposed radially outward of the sheave body in a radial direction relative to the rotation center axis.

2. The continuously variable transmission according to claim 1.

9. an engine including a crankshaft; Wheels and a continuously variable transmission that transmits driving force from the engine to the wheels; Equipped with the continuously variable transmission includes a primary pulley connected to the crankshaft, a secondary pulley connected to the wheel, a belt wound around the primary pulley and the secondary pulley, and a detection unit that detects rotation of at least one of the primary pulley and the secondary pulley, each of the primary pulley and the secondary pulley has a fixed sheave configured to rotate around a rotation central axis, and a movable sheave arranged opposite the fixed sheave in an axial direction relative to the rotation central axis and configured to move in the axial direction relative to the fixed sheave; At least one of the fixed sheave and the movable sheave has a sheave body and a detected portion that is formed integrally with the sheave body and is detected by the detecting portion. Saddle-type vehicle.

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