CA1292892C - Continuously variable automotive transmission - Google Patents
Continuously variable automotive transmissionInfo
- Publication number
- CA1292892C CA1292892C CA000554906A CA554906A CA1292892C CA 1292892 C CA1292892 C CA 1292892C CA 000554906 A CA000554906 A CA 000554906A CA 554906 A CA554906 A CA 554906A CA 1292892 C CA1292892 C CA 1292892C
- Authority
- CA
- Canada
- Prior art keywords
- driver
- gear
- shaft
- driven
- reverse
- 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.)
- Expired - Fee Related
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Abstract
ABSTRACT OF THE DISCLOSURE
A continuously variable automotive transmission includes a fluid torque converter adapted to be connected to an engine and having a turbine shaft, a single driver gear or two driver gears fixedly mounted on the turbine shaft, and a V-belt continuously variable transmission mechanism. The V-belt continuously variable transmission mechanism comprises a driver pulley mounted on a driver shaft parallel to the turbine shaft, a driven pulley mounted on a driven shaft parallel to the turbine shaft, a V belt trained around the driver and driven pulleys, a forward gear rotatably mounted on the driver shaft and held in mesh with the single driver gear or one of the two driver gears, a forward clutch mounted on the driver shaft for selectively connecting and disconnecting the forward gear to and from the driver shaft, a reverse gear rotatably mounted on the driven shaft and held in mesh with the single driver gear or the other of the two driver gears through an idler gear, and a reverse clutch mounted on the driven shaft for selectively connecting and disconnecting the reverse gear to and from the driven shaft.
A continuously variable automotive transmission includes a fluid torque converter adapted to be connected to an engine and having a turbine shaft, a single driver gear or two driver gears fixedly mounted on the turbine shaft, and a V-belt continuously variable transmission mechanism. The V-belt continuously variable transmission mechanism comprises a driver pulley mounted on a driver shaft parallel to the turbine shaft, a driven pulley mounted on a driven shaft parallel to the turbine shaft, a V belt trained around the driver and driven pulleys, a forward gear rotatably mounted on the driver shaft and held in mesh with the single driver gear or one of the two driver gears, a forward clutch mounted on the driver shaft for selectively connecting and disconnecting the forward gear to and from the driver shaft, a reverse gear rotatably mounted on the driven shaft and held in mesh with the single driver gear or the other of the two driver gears through an idler gear, and a reverse clutch mounted on the driven shaft for selectively connecting and disconnecting the reverse gear to and from the driven shaft.
Description
1~9ZBS,3Z
The present inventiorl related to a corltinously variable automotive transmissiorl comprising a fluid torque converter and a contirluously variable transmissiorl mecharlism employing a V belt.
There are several knowrl contirluously variable automotive transmissions in which engine power is transmitted through a V-belt contirlously variable transmissiorl mechanism, either through a fluid torque converter or clutchs and through a speed reducer gear tran for drivirlg vehicle wheels, such as U.S. Patents 4,548,100, 4,559,850, 4,605,112 and 4,624,153 and the two Japanese Patent Publications noted below.
Japanese Laid-Open Patent Publication No. 55-63051 discloses a contirluously variable automotive transmissior wherein the turbine shaft of a fluid torque converter is disposed coaxially with the driver shaft of a V-belt contirl-uously variable transmissiorl mechanism, and the driven shaft thereof is coupled to either a gear mechanism includirlg two parallel gear trains for selecting forward and rearward gear positions or a forward/rearward-gear-position selecting mechanism includirlg a clutch and planetary gear mechanism which are arranged parallel to each other.
Another contirluously variable automotive trans-mission disclosed irl Japanese Laid-Open Patent Publication - 1 - ~
lZ9~892 60724-1782 No. 57-192666 includes a forward/rearward-gear-pcsition selecting gear mechanism disposed coaxially with the turbine shaft of a fluid torque converter.
With the conventional arrangements, since the turbine shaft and the driver shaft are positioned in coaxial relation to each other and the forward/rearward-gear-position selecting mechanism (which may comprise two gear trains or a clutch and a planetary gear mechanism) is coupled to either the driven shaft or the driver shaft, the conventional continuously variable transmissions are of axially large dlmensions, and contain a large number of gears. Further, the drive torque is transmitted through the V-belt continuously variable transmlssion mechanism not only when the automobile is moving forwardly, but also when it is moving rearwardly.
SUMMARY OF THE INVENTION
It is an object of the present invention to provide a continuously variable automotive transmission which has a reduced number of gears for selecting forward and rearward gear positlons, is of smaller axial dimensions and of a reduced size, and increases the service life of a V-belt used in a V-belt continuously variable transmission mechanism by nok transmittin~ torque through the V-belt continuously variable transmission mechanism when the automobile is running rearwardly.
According to the present invention, the above object can be achieved by a continuously variable automotive transmission for transmitting power from an engine to automotive wheels that includes a fluid torque converter adapted to be connected to the engine and having a turbine shaft, driver gear means fixedly mounted on the turbine shaft, and a fixed ratio reverse and continuously variable ratio `-` 1292~39Z
forward transmission mechanism. The continuously variable transmission mechanism comprises a driver pulley mounted on a driver shaft rotatably mounted parallel to the turbine shaft, a driven pulley mounted on a driven shaft rotatably mounted parallel to the turbine shaft and driver shaft, a V-belt trained around the driver and driven pulleys, the driver pulley and driven pulley having means for varying the drive ratio therebetween transmitted through the V-belt, a forwarcl gear rotatably mounted on the driver shaft and held in mesh with the driver gear means, a forward clutch mounted on the driver shaft for selectively connecting and disconnecting the forward gear to and from the driver shaft, a reverse gear rotatably mounted on the driven shaft and held in mesh with the driver gear means through an idler gear, and a reverse clutch mounted on the drlven shaft for selectively connectiny and disconnecting the reverse gear to and from the driven shaft.
The driver gear means may comprise a single driver gear meshing with the forward and idler gears or two driver gears meshing with the forward and idler gears, respectively.
The above and other objects, features and advantages of the present lnvention will become more apparent from the following description when taken in conjunction with the accompanying drawings in which preferred embodiments of the present invention are shown by way of illustrative example.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a schematic view of the power train of an automobile incorporating a con~inuously variable transmission according to an embodiment of the present invention; and B
lZ9~B92 181/170 FIG. 2 is a schematic view of the power train of an automobile incorporatirlg a contirluously variable transmissior according to another embodiment of the present inverltiorl.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
FIG. 1 schematically shows a contirluously variable transmissiorl according to an embodiment of the present inverltiorl, the corltinuously variable transmissiorl being incorporated in the power train of an automobile having an engirle E. The engirle E is mounted such that its crar!kshaft is directed in the transverse direction of the automo~ile.
The contirluously variable transmissiorl generally includes a fluid torque converter 2 and a V-belt contirluously variable transmissiorl 10. Engirle power from the engirle 1 is applied to a pump 3 of the fluid torque converter 2 which has a direct coupling clutch 4. When the pump 3 is rotated by the engirle power, a turbine 5 is rotated to rotate a turbirle shaft 6 about its own axis. The fluid torque converter 2 also has a stator 7 includirlg a stator shaft 8.
The turbine shaft 6 is fixed at its righthand end (as shown in FIG.l ) to a driver gear 21. The V-belt contirl-uously variable transmissiorl 10 has a driver shaft 11 and a driven shaft 12 which extended parallel to the turbine shaft 6.
The driver shaft 11 supports a forward gear 23 rotatably mounted on its lefthand end and meshing with the driver gear 21, and also supports a hydraulically operated multiple-disc forward clutch 24 on the lefthand side of the forward gear 23.
A driver pulley 13 is mounted on the driver shaft 11 on a righthand portion thereof. The driver pulley 13 comprises a ` ~Z~Z~392 181/170 fixed pulley member 14 on the righthand erld of the driver shaft 11 and a movable pulley member 15 positioned orl the lefthand side of arld spaced from the fixed pulley member 14.
The movable pulley member 15 is movable on and along the driver shaft 11 toward and away from the fixed pulley member 14 by means of a piStorl 15p on the driver shaft 11.
The driven shaft 12 supports orl its rightharld portion a driv~rl pulley 16 comprisirlg a fixed pulley member 17 positiorled on the righthand portion of the driverl shaft 12 and a movable pulley member 18 located on the righthand side of the fixed pulley member 17 and movable toward and away from the fixed pulley 17 by means of a piston 18p. A metallic V belt 19 is B trained around the driver pulley 13 and the driven pulley ~.
The power can be trarlsmitted from the driver shaft 11 to the driven shaft 12 through the driver pulley 13, the V belt 19, and the driverl pulley 16 at a corltinuously variable ratio responsive to operation of the pistorls 15p, 18p.
A reverse gear 26 is rotatably mounted on the driven shaft 12 at its lefthand portiorl. The reverse gear 26 meshes with an idler gear 25 held in mesh with the driver gear 21. A
hydraulically operated multiple-disc reverse clutch 27 i5 disposed on the driverl shaft 12 rightwardly of the reverse gear 26. A final speed reducer gear 28 is fixedly mounted or the driven shaft 12 at its lefthand erld leftwardly of the reverse gear 26. The final speed reducer gear 28 is held in mesh with a ring gear 32 of a differential 31 which is opera-tively coupled to drive axles 33, 34 conrlected respectively to automobile wheels 35, 36.
Wherl the automobile is moved in a forward directiorl, the forward clutch 24 is engaged of ON, the reverse clutch 27 12~ Z 181/170 is disengaged or OFF, and engirle power from the engirle 1 is trarlsmitted as follows: The engiIIe power is first applied through the fluid torque converter 2 to the turbine shaft 6 and then through the driver gear 21, the forward gear 23 and the forward clutch 24 to the driver shaft 11.
The power is then transmitted from the driver pulley 13 through the V belt 19 and the driven pulley 16 to the driven shaft 12, fro~ which it is transmitted through the final speed reducer gear 28, the ring gear 32, the differential 31, and the drive axles 33, 34 to the respective wheels 35, 36. The engirle power can thus be transmitted to the wheels 35, 36 at a contirluously variable transmissiorl ratio. Since the reverse clutch 27 is disengaged at this time, the reverse gear 26 is freely rotated on the driven shaft 12 in the direction opposite to the diretion in which the driven shaft 12 is rotated about its own axis.
For moving the automobile in the reverse direction, the forward clutch 24 is disengaged or OFF and the reverse p O~er`
clutch 27 is erlgaged or ON. The erlgine ~K~ is transmitted from the driver gear 21 through the idler gear 25 to the reverse gear 26 at a constarlt gear ratio thereof, from which it is trarlsmitted via the reverse clutch 27 to the driven shaft 12. At this time, because of the interverlirlg idler gear 25, the driven shaft 12 is rotated in the opposite direction to that in which it is rotated wherl the automobile runs in the forward direction. The wheels 35, 36 are rlow rotated irl the reverse direction. Although the driver shaft 11 is also rotated in the opposite direction by the driven pulley 16, the V belt 19, and the driver pulley 13 at this time, no torque lZ~392 is trarlsmitted through the V belt 19 since the forward clutch 24 is disengaged and the forward gear 23 is freely rotated oll the driver shaft 11.
The turbine shaft 6, the driver shaft 11, and the driverl shaft 12 are arranged parallel to each other. The turbine shaft is operatively conrlected to the driver shaft 11 through the driver gear 21 and the forward gear 23, or to the driven shaft 12 through the driver gear 21, the idler gear 25, and the reverse gear 26. Since the various B gears 21,23,25, 26 may be disposed substantially in rad-ial alignmerlt, the rlumber of gears required can be reduced and the axial dimerlsiorl of the transmissiorl can be reduced.
The forward gear 23 orl the driver shaft 11 is disposed between the driver pulley 13 and the forward clutch 24, and the reverse clutch 27 on the driven shaft 12 is disposed between the criven pulley 16 and the reverse gear 26. Thus, the forward and reverse clutches 24, 27 are positioned on on each side of the train of the gears 21, 23, 25, 26. The final speed reducer gear 28 fixedly mourlted on the driverl shaft 12 is on one side of the gear train which is opposite to the driven pulley 16. The m e ~n loer movable pulley ~cr 15 of the driver pulley 13 is located close to the forward gear 23, and the fixed pulley member 17 of the driven pulley is located close to the reverse clutch 27.
v~nirn;~es This arrangemerlt mir ~ i2ed the axial dimensiorl of the contirluously variable transmissiorl.
FIG. 2 shows a contirluously variable transmissiorl according to another embodiment of the present inventiorl. The contirluously variable transmissiorl shown irl FIG. 2 ls different from that of FIG. 1 orlly irl that two ~uxtaposed driver gears 21, 22 are mourlted on the righthand erld of the turbirle shaft 6, the lZ9Z~92 181/170 lefthand driver gear 21 meshing with the forward gear 23 and the righthand driver gear 22 meshing with the idler gear 25.
Since the driver gear 22 is separate from the driver gear 21 meshing with the forward gear 23, the speed reduction f~e /~
ratio of the reverse gear train carlrf~4el'cy-be selected irrespective of the forward gear train.
Although certain preferred embodiments have been showrl and described, it should ~e understood that many ch~v1,3 es ~d arld modifications may be made therein without departing from the scope of the appended claims.
The present inventiorl related to a corltinously variable automotive transmissiorl comprising a fluid torque converter and a contirluously variable transmissiorl mecharlism employing a V belt.
There are several knowrl contirluously variable automotive transmissions in which engine power is transmitted through a V-belt contirlously variable transmissiorl mechanism, either through a fluid torque converter or clutchs and through a speed reducer gear tran for drivirlg vehicle wheels, such as U.S. Patents 4,548,100, 4,559,850, 4,605,112 and 4,624,153 and the two Japanese Patent Publications noted below.
Japanese Laid-Open Patent Publication No. 55-63051 discloses a contirluously variable automotive transmissior wherein the turbine shaft of a fluid torque converter is disposed coaxially with the driver shaft of a V-belt contirl-uously variable transmissiorl mechanism, and the driven shaft thereof is coupled to either a gear mechanism includirlg two parallel gear trains for selecting forward and rearward gear positions or a forward/rearward-gear-position selecting mechanism includirlg a clutch and planetary gear mechanism which are arranged parallel to each other.
Another contirluously variable automotive trans-mission disclosed irl Japanese Laid-Open Patent Publication - 1 - ~
lZ9~892 60724-1782 No. 57-192666 includes a forward/rearward-gear-pcsition selecting gear mechanism disposed coaxially with the turbine shaft of a fluid torque converter.
With the conventional arrangements, since the turbine shaft and the driver shaft are positioned in coaxial relation to each other and the forward/rearward-gear-position selecting mechanism (which may comprise two gear trains or a clutch and a planetary gear mechanism) is coupled to either the driven shaft or the driver shaft, the conventional continuously variable transmissions are of axially large dlmensions, and contain a large number of gears. Further, the drive torque is transmitted through the V-belt continuously variable transmlssion mechanism not only when the automobile is moving forwardly, but also when it is moving rearwardly.
SUMMARY OF THE INVENTION
It is an object of the present invention to provide a continuously variable automotive transmission which has a reduced number of gears for selecting forward and rearward gear positlons, is of smaller axial dimensions and of a reduced size, and increases the service life of a V-belt used in a V-belt continuously variable transmission mechanism by nok transmittin~ torque through the V-belt continuously variable transmission mechanism when the automobile is running rearwardly.
According to the present invention, the above object can be achieved by a continuously variable automotive transmission for transmitting power from an engine to automotive wheels that includes a fluid torque converter adapted to be connected to the engine and having a turbine shaft, driver gear means fixedly mounted on the turbine shaft, and a fixed ratio reverse and continuously variable ratio `-` 1292~39Z
forward transmission mechanism. The continuously variable transmission mechanism comprises a driver pulley mounted on a driver shaft rotatably mounted parallel to the turbine shaft, a driven pulley mounted on a driven shaft rotatably mounted parallel to the turbine shaft and driver shaft, a V-belt trained around the driver and driven pulleys, the driver pulley and driven pulley having means for varying the drive ratio therebetween transmitted through the V-belt, a forwarcl gear rotatably mounted on the driver shaft and held in mesh with the driver gear means, a forward clutch mounted on the driver shaft for selectively connecting and disconnecting the forward gear to and from the driver shaft, a reverse gear rotatably mounted on the driven shaft and held in mesh with the driver gear means through an idler gear, and a reverse clutch mounted on the drlven shaft for selectively connectiny and disconnecting the reverse gear to and from the driven shaft.
The driver gear means may comprise a single driver gear meshing with the forward and idler gears or two driver gears meshing with the forward and idler gears, respectively.
The above and other objects, features and advantages of the present lnvention will become more apparent from the following description when taken in conjunction with the accompanying drawings in which preferred embodiments of the present invention are shown by way of illustrative example.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a schematic view of the power train of an automobile incorporating a con~inuously variable transmission according to an embodiment of the present invention; and B
lZ9~B92 181/170 FIG. 2 is a schematic view of the power train of an automobile incorporatirlg a contirluously variable transmissior according to another embodiment of the present inverltiorl.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
FIG. 1 schematically shows a contirluously variable transmissiorl according to an embodiment of the present inverltiorl, the corltinuously variable transmissiorl being incorporated in the power train of an automobile having an engirle E. The engirle E is mounted such that its crar!kshaft is directed in the transverse direction of the automo~ile.
The contirluously variable transmissiorl generally includes a fluid torque converter 2 and a V-belt contirluously variable transmissiorl 10. Engirle power from the engirle 1 is applied to a pump 3 of the fluid torque converter 2 which has a direct coupling clutch 4. When the pump 3 is rotated by the engirle power, a turbine 5 is rotated to rotate a turbirle shaft 6 about its own axis. The fluid torque converter 2 also has a stator 7 includirlg a stator shaft 8.
The turbine shaft 6 is fixed at its righthand end (as shown in FIG.l ) to a driver gear 21. The V-belt contirl-uously variable transmissiorl 10 has a driver shaft 11 and a driven shaft 12 which extended parallel to the turbine shaft 6.
The driver shaft 11 supports a forward gear 23 rotatably mounted on its lefthand end and meshing with the driver gear 21, and also supports a hydraulically operated multiple-disc forward clutch 24 on the lefthand side of the forward gear 23.
A driver pulley 13 is mounted on the driver shaft 11 on a righthand portion thereof. The driver pulley 13 comprises a ` ~Z~Z~392 181/170 fixed pulley member 14 on the righthand erld of the driver shaft 11 and a movable pulley member 15 positioned orl the lefthand side of arld spaced from the fixed pulley member 14.
The movable pulley member 15 is movable on and along the driver shaft 11 toward and away from the fixed pulley member 14 by means of a piStorl 15p on the driver shaft 11.
The driven shaft 12 supports orl its rightharld portion a driv~rl pulley 16 comprisirlg a fixed pulley member 17 positiorled on the righthand portion of the driverl shaft 12 and a movable pulley member 18 located on the righthand side of the fixed pulley member 17 and movable toward and away from the fixed pulley 17 by means of a piston 18p. A metallic V belt 19 is B trained around the driver pulley 13 and the driven pulley ~.
The power can be trarlsmitted from the driver shaft 11 to the driven shaft 12 through the driver pulley 13, the V belt 19, and the driverl pulley 16 at a corltinuously variable ratio responsive to operation of the pistorls 15p, 18p.
A reverse gear 26 is rotatably mounted on the driven shaft 12 at its lefthand portiorl. The reverse gear 26 meshes with an idler gear 25 held in mesh with the driver gear 21. A
hydraulically operated multiple-disc reverse clutch 27 i5 disposed on the driverl shaft 12 rightwardly of the reverse gear 26. A final speed reducer gear 28 is fixedly mounted or the driven shaft 12 at its lefthand erld leftwardly of the reverse gear 26. The final speed reducer gear 28 is held in mesh with a ring gear 32 of a differential 31 which is opera-tively coupled to drive axles 33, 34 conrlected respectively to automobile wheels 35, 36.
Wherl the automobile is moved in a forward directiorl, the forward clutch 24 is engaged of ON, the reverse clutch 27 12~ Z 181/170 is disengaged or OFF, and engirle power from the engirle 1 is trarlsmitted as follows: The engiIIe power is first applied through the fluid torque converter 2 to the turbine shaft 6 and then through the driver gear 21, the forward gear 23 and the forward clutch 24 to the driver shaft 11.
The power is then transmitted from the driver pulley 13 through the V belt 19 and the driven pulley 16 to the driven shaft 12, fro~ which it is transmitted through the final speed reducer gear 28, the ring gear 32, the differential 31, and the drive axles 33, 34 to the respective wheels 35, 36. The engirle power can thus be transmitted to the wheels 35, 36 at a contirluously variable transmissiorl ratio. Since the reverse clutch 27 is disengaged at this time, the reverse gear 26 is freely rotated on the driven shaft 12 in the direction opposite to the diretion in which the driven shaft 12 is rotated about its own axis.
For moving the automobile in the reverse direction, the forward clutch 24 is disengaged or OFF and the reverse p O~er`
clutch 27 is erlgaged or ON. The erlgine ~K~ is transmitted from the driver gear 21 through the idler gear 25 to the reverse gear 26 at a constarlt gear ratio thereof, from which it is trarlsmitted via the reverse clutch 27 to the driven shaft 12. At this time, because of the interverlirlg idler gear 25, the driven shaft 12 is rotated in the opposite direction to that in which it is rotated wherl the automobile runs in the forward direction. The wheels 35, 36 are rlow rotated irl the reverse direction. Although the driver shaft 11 is also rotated in the opposite direction by the driven pulley 16, the V belt 19, and the driver pulley 13 at this time, no torque lZ~392 is trarlsmitted through the V belt 19 since the forward clutch 24 is disengaged and the forward gear 23 is freely rotated oll the driver shaft 11.
The turbine shaft 6, the driver shaft 11, and the driverl shaft 12 are arranged parallel to each other. The turbine shaft is operatively conrlected to the driver shaft 11 through the driver gear 21 and the forward gear 23, or to the driven shaft 12 through the driver gear 21, the idler gear 25, and the reverse gear 26. Since the various B gears 21,23,25, 26 may be disposed substantially in rad-ial alignmerlt, the rlumber of gears required can be reduced and the axial dimerlsiorl of the transmissiorl can be reduced.
The forward gear 23 orl the driver shaft 11 is disposed between the driver pulley 13 and the forward clutch 24, and the reverse clutch 27 on the driven shaft 12 is disposed between the criven pulley 16 and the reverse gear 26. Thus, the forward and reverse clutches 24, 27 are positioned on on each side of the train of the gears 21, 23, 25, 26. The final speed reducer gear 28 fixedly mourlted on the driverl shaft 12 is on one side of the gear train which is opposite to the driven pulley 16. The m e ~n loer movable pulley ~cr 15 of the driver pulley 13 is located close to the forward gear 23, and the fixed pulley member 17 of the driven pulley is located close to the reverse clutch 27.
v~nirn;~es This arrangemerlt mir ~ i2ed the axial dimensiorl of the contirluously variable transmissiorl.
FIG. 2 shows a contirluously variable transmissiorl according to another embodiment of the present inventiorl. The contirluously variable transmissiorl shown irl FIG. 2 ls different from that of FIG. 1 orlly irl that two ~uxtaposed driver gears 21, 22 are mourlted on the righthand erld of the turbirle shaft 6, the lZ9Z~92 181/170 lefthand driver gear 21 meshing with the forward gear 23 and the righthand driver gear 22 meshing with the idler gear 25.
Since the driver gear 22 is separate from the driver gear 21 meshing with the forward gear 23, the speed reduction f~e /~
ratio of the reverse gear train carlrf~4el'cy-be selected irrespective of the forward gear train.
Although certain preferred embodiments have been showrl and described, it should ~e understood that many ch~v1,3 es ~d arld modifications may be made therein without departing from the scope of the appended claims.
Claims (7)
1. A continuously variable automotive transmission for transmitting power from an engine to automotive wheels, comprising:
a fluid torque converter adapted to be connected to the engine and having a turbine shaft;
driver gear means fixedly mounted on said turbine shaft;
and a fixed ratio reverse and continuously variable ratio forward transmission mechanism including:
a driver shaft rotatably mounted parallel to said turbine shaft;
a driver pulley mounted on said driver shaft;
a driven shaft rotatably mounted parallel to said turbine shaft and driver shaft;
a driven pulley mounted on said driven shaft;
a V-belt trained around said driver and driven pulleys;
said driver pulley and driven pulley having means for varying the drive ratio therebetween transmitted through the V-belt;
a forward year rotatably mounted on said driver shaft and held in mesh with said driver gear means;
a forward clutch mounted on said driver shaft for selectively connecting and disconnecting said forward gear to and from said driver shaft;
a reverse gear rotatably mounted on said driven shaft and held in mesh with said driver gear means through an idler gear;
and a reverse clutch mounted on said driven shaft for selectively connecting and disconnecting said reverse gear to and from said driven shaft.
a fluid torque converter adapted to be connected to the engine and having a turbine shaft;
driver gear means fixedly mounted on said turbine shaft;
and a fixed ratio reverse and continuously variable ratio forward transmission mechanism including:
a driver shaft rotatably mounted parallel to said turbine shaft;
a driver pulley mounted on said driver shaft;
a driven shaft rotatably mounted parallel to said turbine shaft and driver shaft;
a driven pulley mounted on said driven shaft;
a V-belt trained around said driver and driven pulleys;
said driver pulley and driven pulley having means for varying the drive ratio therebetween transmitted through the V-belt;
a forward year rotatably mounted on said driver shaft and held in mesh with said driver gear means;
a forward clutch mounted on said driver shaft for selectively connecting and disconnecting said forward gear to and from said driver shaft;
a reverse gear rotatably mounted on said driven shaft and held in mesh with said driver gear means through an idler gear;
and a reverse clutch mounted on said driven shaft for selectively connecting and disconnecting said reverse gear to and from said driven shaft.
2. A continuously variable automotive transmission according to claim 1, wherein said driver gear means, said forward gear, said idler gear, and said reverse gear are disposed substantially in axial alignment with each other.
3. A continuously variable automotive transmission according to claim 1, wherein said driver gear means comprises a single driver gear held in mesh with said forward gear and said idler gear.
4. A continuously variable automotive transmission according to claim 1, wherein said driver gear means comprises two driver gears, one of said driver gears being held in mesh with said forward gear and the other driver gear being held in mesh with said idler gear.
5. A continuously variable automotive transmission according to claim 1, wherein said forward gear is disposed between said driver pulley and said forward clutch, and said reverse clutch is disposed between said driven pulley and said reverse gear.
6. A continuously variable automotive transmission according to claim 5, further including a final speed reducer gear fixedly mounted on said driven shaft and disposed on one side of said reverse gear and said reverse clutch which is opposite to said driven pulley.
7. A continuously variable automotive transmission according to claim 1, wherein said driver pulley comprises a fixed driver pulley member fixedly mounted on said driver shaft and a movable driver pulley member movably mounted on said drive shaft, said movable driver pulley member being disposed between said fixed driver pulley member and said forward gear and forward clutch, and wherein said driven pulley comprises a fixed driven pulley member fixedly mounted on said driven shaft and a movable driven pulley member movably mounted on said driven shaft, said fixed driven pulley member being disposed between said movable driven pulley member and said reverse gear and reverse clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000554906A CA1292892C (en) | 1987-12-21 | 1987-12-21 | Continuously variable automotive transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000554906A CA1292892C (en) | 1987-12-21 | 1987-12-21 | Continuously variable automotive transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1292892C true CA1292892C (en) | 1991-12-10 |
Family
ID=4137110
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000554906A Expired - Fee Related CA1292892C (en) | 1987-12-21 | 1987-12-21 | Continuously variable automotive transmission |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1292892C (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107387702A (en) * | 2016-05-16 | 2017-11-24 | 福特全球技术公司 | Multi-mode infinitely variable device |
-
1987
- 1987-12-21 CA CA000554906A patent/CA1292892C/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107387702A (en) * | 2016-05-16 | 2017-11-24 | 福特全球技术公司 | Multi-mode infinitely variable device |
| CN107387702B (en) * | 2016-05-16 | 2022-04-08 | 福特全球技术公司 | Multi-mode continuously variable transmission |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |