JPH0557927B2 - - Google Patents
Info
- Publication number
- JPH0557927B2 JPH0557927B2 JP22141184A JP22141184A JPH0557927B2 JP H0557927 B2 JPH0557927 B2 JP H0557927B2 JP 22141184 A JP22141184 A JP 22141184A JP 22141184 A JP22141184 A JP 22141184A JP H0557927 B2 JPH0557927 B2 JP H0557927B2
- Authority
- JP
- Japan
- Prior art keywords
- continuously variable
- variable transmission
- output
- fluid
- input shaft
- 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 - Lifetime
Links
- 230000005540 biological transmission Effects 0.000 claims description 78
- 239000012530 fluid Substances 0.000 claims description 49
- 230000008878 coupling Effects 0.000 description 25
- 238000010168 coupling process Methods 0.000 description 25
- 238000005859 coupling reaction Methods 0.000 description 25
- 238000006243 chemical reaction Methods 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- 238000007599 discharging Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000010720 hydraulic oil Substances 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 238000004904 shortening Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
- F16H47/065—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the friction or endless flexible member type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
- Transmissions By Endless Flexible Members (AREA)
Description
【発明の詳細な説明】
[産業上の利用分野]
本発明はVベルト式無段変速機構を利用した車
両用無段変速機に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a continuously variable transmission for a vehicle that utilizes a V-belt type continuously variable transmission mechanism.
[従来の技術]
Vベルト式無段変速機構は、発進手段としてト
ルクコンバータ、フリユイドカツプリング等の流
体伝動装置、前後進切換機構として遊星歯車装置
を組合わせて車両用変速機に利用される。この種
の変速機において、前後進切換機構と発進装置を
ともにVベルト式無段変速機構より出力側に配置
すると、前後進切換時のVベルト式無段変速機構
の逆転を無くすことができ、且つ車両急停止時に
おいてもVベルト式無段変速機構の最大トルク比
へのダウンシフトが確実に行われるため、前後進
切換時のシフトシヨツク及びタイムラグ並びに車
両発進時のダウンシフトによるシヨツクや振動の
発生を抑えることができる。[Prior Art] A V-belt continuously variable transmission mechanism is used in a vehicle transmission by combining a fluid transmission device such as a torque converter and a fluid coupling as a starting means, and a planetary gear device as a forward/reverse switching mechanism. Ru. In this type of transmission, if both the forward/reverse switching mechanism and the starting device are placed on the output side of the V-belt continuously variable transmission mechanism, reversal of the V-belt continuously variable transmission mechanism during forward/reverse switching can be eliminated. In addition, even when the vehicle suddenly stops, the downshift to the maximum torque ratio of the V-belt continuously variable transmission mechanism is performed reliably, eliminating the shift shock and time lag when switching between forward and reverse directions, and the shock and vibration caused by downshifting when starting the vehicle. The occurrence can be suppressed.
このような観点から、流体伝動装置と遊星歯車
装置をスプリツトドライブ式に連結し、流体伝動
装置のトルク分担を小さくして、その外径を小形
化し、入出力軸間距離を短縮して、車両への搭載
を可能にコンパクト化した車両用Vベルト式無段
変速機が提案されている。 From this point of view, the fluid transmission device and the planetary gear device are connected in a split drive type, the torque share of the fluid transmission device is reduced, the outer diameter is made smaller, and the distance between the input and output shafts is shortened. A V-belt continuously variable transmission for vehicles has been proposed, which is compact enough to be mounted on a vehicle.
しかしながら上記従来の技術では、Vベルト式
無段変速機構の出力軸側に前後進切換機構と流体
伝動装置が同軸的に配置される結果となるため、
出力軸側の軸支持部間隔が長くなり、応力変形が
大きくなる結果、耐久性の低下が問題となる。
However, in the above conventional technology, the forward/reverse switching mechanism and the fluid transmission device are disposed coaxially on the output shaft side of the V-belt continuously variable transmission mechanism.
The distance between the shaft support parts on the output shaft side becomes longer, and stress deformation becomes larger, resulting in a problem of reduced durability.
本発明は、出力軸側に配設される流体伝動装置
の位置を工夫し、出力軸支持部の間隔を短縮する
ことによつて耐久性を確保した、コンパクトな車
両用無段変速機を提供することを目的とする。 The present invention provides a compact continuously variable transmission for vehicles that ensures durability by devising the position of the fluid transmission device disposed on the output shaft side and shortening the interval between the output shaft support parts. The purpose is to
上記の目的を達成するため本発明は、Vベルト
式無段変速機構と、流体伝動装置と、前後進切換
機構とを組合せてなり、前記Vベルト式無段変速
機構の出力軸と同軸的に前記流体伝動装置と前後
進切換機構とが配設された車両用無段変速機にお
いて、前記流体伝動装置は、その入力部材を前記
出力軸の一端側に連結され、前記前後進切換機構
は、その入力部材の1つを前記出力軸の他端側に
連結され、前記出力軸は、該軸に配設された出力
シーブと前記流体伝動装置との間を一方の支持部
材に支持されるとともに、前記出力シーブと前記
前後進切換機構との間を他方の支持部材にて支持
されたことを構成とする。
In order to achieve the above object, the present invention combines a V-belt type continuously variable transmission mechanism, a fluid transmission device, and a forward/reverse switching mechanism, which In the continuously variable transmission for a vehicle in which the fluid transmission device and the forward/reverse switching mechanism are arranged, the fluid transmission device has an input member connected to one end side of the output shaft, and the forward/reverse switching mechanism includes: One of the input members is connected to the other end of the output shaft, and the output shaft is supported by one support member between the output sheave disposed on the shaft and the fluid transmission device. , the output sheave and the forward/reverse switching mechanism are supported by the other support member.
上記構成よりなる本発明の車両用無段変速機で
は、ラジアル方向の荷重負担の大きなVベルト式
無段変速機構の出力軸を出力シーブ両側近傍で支
持し、支持部間隔を短縮しているので、出力軸の
応力変形を減少し、該軸に関連配置される各部材
をも含めて十分な耐久性を確保することができ
る。
In the continuously variable transmission for vehicles of the present invention having the above configuration, the output shaft of the V-belt type continuously variable transmission mechanism, which carries a large load in the radial direction, is supported near both sides of the output sheave, and the spacing between the supporting parts is shortened. , stress deformation of the output shaft can be reduced, and sufficient durability can be ensured, including for each member disposed in relation to the output shaft.
[実施例]
つぎに本発明の車両用無段変速機を図に示す一
実施例に基づき説明する。[Embodiment] Next, a continuously variable transmission for a vehicle according to the present invention will be described based on an embodiment shown in the drawings.
第1図は本発明が適用された車両用無段変速機
の断面図、第2図はその部分拡大図を示す。 FIG. 1 is a sectional view of a continuously variable transmission for a vehicle to which the present invention is applied, and FIG. 2 is a partially enlarged view thereof.
車両用無段変速機100は、Vベルト式無段変
速機構200と、流体伝動装置である流体継手3
00と、前記Vベルト式無段変速機構200と流
体継手300とを入力とする前後進切換機構40
0と、デイフアレンシヤル機構500と、前後進
切換機構400からデイフアレンシヤル機構50
0に動力を伝達する伝達機構600と、上記構成
要素を内包する変速機ケース700と図示しない
油圧制御装置とからなる。 The continuously variable transmission 100 for a vehicle includes a V-belt type continuously variable transmission mechanism 200 and a fluid coupling 3 that is a fluid transmission device.
00, the V-belt type continuously variable transmission mechanism 200, and the fluid coupling 300 as inputs.
0, the differential mechanism 500, and the differential mechanism 50 from the forward/reverse switching mechanism 400.
0, a transmission case 700 containing the above components, and a hydraulic control device (not shown).
Vベルト式無段変速機構200は、図示しない
エンジンのクランク軸211およびエンジンスタ
ート用のスタータホイール212を介し車両用無
段変速機100内にエンジンの動力を導入する第
1入力軸210と、該第1入力軸210に一体に
設けられた固定フランジ221と第1入力軸21
0の外周で摺動可動に設けられ、油圧アクチユエ
ータ222およびリターン手段223により作動
される可動フランジ224からなる入力シーブ2
20と、流体継手300の入力軸でありVベルト
式無段変速機構200の出力軸である前記第1入
力軸210の平行位置に設けられた第2入力軸2
40と、該第2入力軸240に一体に設けられた
固定フランジ251と第2入力軸240の外周で
摺動可能に設けられ、油圧アクチユエータ252
および付勢手段253により作動する可動フラン
ジ254からなる出力シーブ250と、入力シー
ブ220より出力シーブ250に動力の伝達を行
なうVベルト260とからなり、第2入力軸24
0は出力シーブ250の両側で支持されており、
一方が変速機ケース700に一体に設けられた支
持部材1の内周でローラーベアリング2を介して
回転自在に支持され、他方が変速機ケース700
の内部に油圧アクチユエータ252への作動油の
給排を行なう支持部材内油路3を有する変速機ケ
ース700と一体に設けられた支持部材4の側壁
4Aに設けられた後方(図示左側)に突出する筒
状ボス部5の外周と固定フランジ251側壁に設
けられた前方(図示右側)に突出する円環状凸部
251Aの内周との間でローラーベアリング6を
介して回転自在に支持され、固定フランジ251
に設けられた円環状凸部251Aと支持部材4の
側壁4Aの間には円環状凸部251Aと側壁4A
の間での摺動抵抗を防ぐべくローラーベアリング
7が介されている。 The V-belt type continuously variable transmission mechanism 200 includes a first input shaft 210 that introduces engine power into the vehicle continuously variable transmission 100 via an engine crankshaft 211 (not shown) and a starter wheel 212 for starting the engine; A fixed flange 221 provided integrally with the first input shaft 210 and the first input shaft 21
The input sheave 2 consists of a movable flange 224 that is slidably provided on the outer circumference of the input sheave 2 and is actuated by a hydraulic actuator 222 and a return means 223.
20, and a second input shaft 2 provided in a parallel position to the first input shaft 210, which is the input shaft of the fluid coupling 300 and the output shaft of the V-belt type continuously variable transmission mechanism 200.
40, a fixed flange 251 integrally provided on the second input shaft 240, and a hydraulic actuator 252 slidably provided on the outer periphery of the second input shaft 240.
and an output sheave 250 consisting of a movable flange 254 actuated by a biasing means 253, and a V-belt 260 that transmits power from the input sheave 220 to the output sheave 250.
0 is supported on both sides of the output sheave 250,
One side is rotatably supported via a roller bearing 2 on the inner periphery of a support member 1 integrally provided with the transmission case 700, and the other side is rotatably supported by the transmission case 700.
A support member 4 that protrudes rearward (on the left side in the figure) is provided on the side wall 4A of the support member 4, which is provided integrally with the transmission case 700, which has an oil passage 3 inside the support member for supplying and discharging hydraulic oil to the hydraulic actuator 252. It is rotatably supported via a roller bearing 6 between the outer periphery of the cylindrical boss portion 5 and the inner periphery of an annular convex portion 251A provided on the side wall of the fixed flange 251 and protruding forward (right side in the figure), and is fixed. Flange 251
Between the annular protrusion 251A and the side wall 4A of the support member 4, there is an annular protrusion 251A and the side wall 4A.
A roller bearing 7 is interposed to prevent sliding resistance between the two.
流体継手300は、第2入力軸240を入力と
し、第2入力軸240内に回転自在に配設された
第3入力軸310に出力する。流体継手300は
第2入力軸240および第3出力軸310の後方
(図示左側)端部にスプライン嵌合し、内部にポ
ンプ羽根車331を有する支持部材1とすべり軸
受け8を介して支持部材1に支持され、流体伝動
装置の入力部材である流体伝動ケース330と、
タービン羽根車341を有する出力伝動部340
とからなる。流体伝動ケース330は第2入力軸
240の外周にスプライン嵌合するとともにすべ
り軸受け8を介して支持部材1に支持されるフラ
ンジ部332と、ポンプ羽根車331を保持する
ポンプカバー333と、内部にタービン羽根車3
41を内包するタービンカバー334と、タービ
ンカバー334の内周に固着されたベアリング支
持カバー335とからなり、出力伝動部340は
タービン羽根車341を保持するタービンシエル
342と、第3入力軸310の外周でスプライン
嵌合されるとともにタービンシエル342と固着
されるフランジ部343Aを有し、タービン羽根
車341の入出力を流体伝動ケース330の外部
に伝達する動力伝達部材343とからなる。上記
より第2入力軸240にかかるVベルト式無段変
速機構200の軸反力は流体継手300にかから
ず、また流体継手300は第2入力軸240を支
持する支持部材1の外方とされるため流体継手3
00のみの着脱が容易に行うことができる。 The fluid coupling 300 receives the second input shaft 240 as an input, and outputs an output to the third input shaft 310 rotatably disposed within the second input shaft 240 . The fluid coupling 300 is spline-fitted to the rear (left side in the figure) ends of the second input shaft 240 and the third output shaft 310, and is connected to the support member 1 via the support member 1 having a pump impeller 331 therein and the sliding bearing 8. a fluid transmission case 330 that is supported by and is an input member of the fluid transmission device;
Power transmission unit 340 with turbine impeller 341
It consists of The fluid transmission case 330 includes a flange portion 332 that is spline-fitted to the outer periphery of the second input shaft 240 and is supported by the support member 1 via the sliding bearing 8, a pump cover 333 that holds the pump impeller 331, and a pump cover 333 that holds the pump impeller 331. Turbine impeller 3
41, and a bearing support cover 335 fixed to the inner periphery of the turbine cover 334. The power transmission member 343 has a flange portion 343A that is spline-fitted on the outer periphery and is fixed to the turbine shell 342, and transmits input and output of the turbine impeller 341 to the outside of the fluid transmission case 330. From the above, the shaft reaction force of the V-belt type continuously variable transmission mechanism 200 applied to the second input shaft 240 is not applied to the fluid coupling 300, and the fluid coupling 300 is connected to the outside of the support member 1 that supports the second input shaft 240. Fluid coupling 3
00 can be easily attached and detached.
前後進切換機構400は第2入力軸240およ
び第3入力軸310の前方に同心的に設けられ、
第3入力軸310と一体に設けられた1つの入力
部材を構成するサンギアSg、該サンギアSgと噛
合するピニオンギアPg、該ピニオンギアPgと噛
合するリングギアRgおよびピニオンギアPgを回
転自在に支持するピニオンキヤリアPcからなる
遊星歯車装置410と、油圧アクチユエータ42
0の作動により第2入力軸240とピニオンキヤ
リアPcとの係合および解放を行なうもう1つの
入力部材を構成する多板クラツチC1と、油圧ア
クチユエータ430の作動によりリングギアRg
と変速機ケース700との係合および解放を行な
う多板ブレーキB1とからなり、リングギアRg
はフランジ441を有する出力ボス部440に連
結され、遊星歯車装置410はクラツチC1が係
合される時、前記流体継手300と組合されてス
プリツト式カツプリングを形成するよう設けられ
ている。 The forward/reverse switching mechanism 400 is provided concentrically in front of the second input shaft 240 and the third input shaft 310,
A sun gear Sg constituting one input member provided integrally with the third input shaft 310, a pinion gear Pg meshing with the sun gear Sg, a ring gear Rg meshing with the pinion gear Pg, and a pinion gear Pg are rotatably supported. A planetary gear device 410 consisting of a pinion carrier Pc, and a hydraulic actuator 42
A multi-disc clutch C1 constitutes another input member that engages and disengages the second input shaft 240 and pinion carrier Pc by the operation of the hydraulic actuator 430, and a ring gear Rg by the operation of the hydraulic actuator 430.
and a multi-plate brake B1 that engages and releases the transmission case 700, and a ring gear Rg
is connected to an output boss portion 440 having a flange 441, and the planetary gear set 410 is arranged to form a split type coupling in combination with the fluid coupling 300 when the clutch C1 is engaged.
伝達機構600は出力ボス部440の外周にス
プライン嵌合された入力歯車610と、該入力歯
車610と噛合し、デイフアレンシヤル機構50
0に出力する出力歯車620とからなる。 The transmission mechanism 600 has an input gear 610 spline-fitted to the outer periphery of the output boss portion 440 and meshes with the input gear 610.
and an output gear 620 that outputs zero.
デイフアレンシヤル機構500は、出力歯車6
20と噛合するデイフアレンシヤルギヤ510
と、該デイフアレンシヤルギア510に締結して
設けられたデフケース511に装着されたデイフ
アレンシヤルピニオンシヤフト520と、該デイ
フアレンシヤルピニオンシヤフト520の外周で
回転自在に取付けられたデイフアレンシヤルピニ
オン530と、該デイフアレンシヤルピニオン5
30に噛合し、一方側駆動軸541および他方側
駆動軸551に動力を伝達するデイフアレンシヤ
ルサイドギヤ540および550とからなる。 The differential mechanism 500 includes an output gear 6
Differential gear 510 meshing with 20
, a differential pinion shaft 520 attached to a differential case 511 fastened to the differential gear 510, and a differential rotatably attached to the outer periphery of the differential pinion shaft 520. an allencial pinion 530 and the differential pinion 5
30 and transmits power to one side drive shaft 541 and the other side drive shaft 551.
変速機ケース700は、スタータホイール21
2、伝達機構600、デイフアレンシヤル機構5
00の図示右側を内包し、入力歯車610、出力
歯車620、デフケース511の図示右側を回転
自在に支持する前部ケース710と、該前部ケー
ス710に締結して設けられ、Vベルト式無段変
速機構200と前後進切換機構400およびデイ
フアレンシヤル機構500の図示左側を内包し、
第1入力軸210、第2入力軸240のそれぞれ
中間部を回転自在に支持する無段変速機前部ケー
ス720と、該無段変速機前部ケース720に締
結して設けられ、入力歯車610、出力歯車62
0の図示左側を回転自在に支持する内部サポート
730と、前記無段変速機前部ケース720に締
結して設けられ、第1入力軸210と第2入力軸
240の図示左側と流体伝動ケース330を回転
自在に支持する無段変速機後部ケース740と、
該無段変速機後部ケース740に締結して設けら
れ、内部にVベルト260への潤滑油供給路を有
する後部カバー750と、前記無断変速機後部ケ
ース740に締結して設けられ、流体伝動ケース
330を内包する流体継手ケース760とからな
る。 The transmission case 700 includes the starter wheel 21
2. Transmission mechanism 600, differential mechanism 5
A front case 710 that includes the right side of 00 in the figure and rotatably supports the right side of the input gear 610, output gear 620, and differential case 511; It includes the left side of the transmission mechanism 200, the forward/reverse switching mechanism 400, and the differential mechanism 500,
A continuously variable transmission front case 720 that rotatably supports intermediate portions of the first input shaft 210 and the second input shaft 240, and an input gear 610 that is fastened to the continuously variable transmission front case 720. , output gear 62
an internal support 730 that rotatably supports the left side of the first input shaft 210 and the second input shaft 240, which is fastened to the continuously variable transmission front case 720, and a fluid transmission case 330 that rotatably supports the left side of the first input shaft 210 and the second input shaft 240; a continuously variable transmission rear case 740 that rotatably supports the
a rear cover 750 which is fastened to the continuously variable transmission rear case 740 and has a lubricating oil supply path to the V-belt 260 therein; 330 and a fluid coupling case 760 containing the fluid coupling case 330.
この車両用無段変速機100は、前進時、前記
多板クラツチC1を係合、前記多板ブレーキB1
を解放することにより、流体継手300により伝
動時、トルクの一部はピニオンキヤリアPc、ピ
ニオンギアPgからリングギアRgを介して出力ボ
ス部440に伝達され、トルクの他の一部はピニ
オンギアPgよりリングギアRgに伝達されるトル
クの反力を受けるため、サンギアSgおよび流体
継手300を介して再びピニオンキヤリアPcに
伝達されてトルク循環が行われる。これにより通
常、流体伝動装置は流体を介して動力伝達がなさ
れるため生じる動力損失は、流体継手300を介
して伝動されるトルクについてのみ生じ、ピニオ
ンギアPgから直接リングギアRgに伝達されるト
ルクについては、流体を介することによる動力の
損失は生じない。また流体継手300を介して伝
達されるトルクが全伝達トルクの一部であること
から、流体継手300の伝達トルク容量が小さく
て良い。したがつて外形寸法の小さい流体伝動装
置を用いた場合でも大きいトルクを伝達でき、車
両用無段変速機100の外形寸法のコンパクト化
が可能となる。さらに車両が急停止し、遊星歯車
装置410のリングギアRgが停止した時も、第
2入力軸240は流体継手300をスリツプさせ
ながら回転できるので、Vベルト式無段変速機構
200はトルク比が最大になる点まで充分に回転
でき、再発進時に最大トルク比でスムーズに発進
することが可能である。さらに流体継手など流体
伝動装置は高速になるほどスリツプ率が小さく、
また前記流体継手300を介して伝達されるトル
クが全伝達トルクの一部であるため、直結クラツ
チ(ロツクアツプクラツチ)を用いずとも、中高
速の定常走行時に高い動力伝達効率が達成でき、
燃費の向上が図れる。 When moving forward, this continuously variable transmission 100 for a vehicle engages the multi-disc clutch C1 and engages the multi-disc brake B1.
By releasing , when transmission is performed by the fluid coupling 300, part of the torque is transmitted from the pinion carrier Pc and pinion gear Pg to the output boss part 440 via the ring gear Rg, and the other part of the torque is transmitted to the pinion gear Pg. In order to receive the reaction force of the torque transmitted to the ring gear Rg, the torque is transmitted again to the pinion carrier Pc via the sun gear Sg and the fluid coupling 300, and the torque is circulated. As a result, in a fluid transmission device, power is normally transmitted through fluid, so the power loss that occurs occurs only for the torque transmitted via the fluid coupling 300, and the torque that is transmitted directly from the pinion gear Pg to the ring gear Rg. In this case, there is no loss of power due to the passage of fluid. Furthermore, since the torque transmitted via the fluid coupling 300 is part of the total transmission torque, the transmission torque capacity of the fluid coupling 300 may be small. Therefore, even when a fluid transmission device with a small external size is used, a large torque can be transmitted, and the external size of the continuously variable transmission 100 for a vehicle can be made compact. Furthermore, even when the vehicle suddenly stops and the ring gear Rg of the planetary gear set 410 stops, the second input shaft 240 can rotate while slipping the fluid coupling 300, so the V-belt type continuously variable transmission mechanism 200 maintains a torque ratio. It can rotate sufficiently to the maximum point, and when restarting, it is possible to start smoothly with the maximum torque ratio. Furthermore, the higher the speed of fluid transmission devices such as fluid couplings, the smaller the slip rate.
Furthermore, since the torque transmitted through the fluid coupling 300 is a part of the total transmitted torque, high power transmission efficiency can be achieved during steady running at medium to high speeds without using a direct coupling clutch (lock-up clutch).
Fuel efficiency can be improved.
後進時、前記多板クラツチC1を解放し、前記
多板ブレーキB1を係合することにより、流体継
手300と遊星歯車装置410が直列し、ピニオ
ンキヤリアPcを固定させリバースを達成する。
本実施例では後進時にVベルト式無段変速機構2
00の減速比を最小減速比付近に設定し、流体継
手300の伝達トルクを押さえ、遊星歯車装置4
10で減速することにより最適な後退比を得てい
る。 When moving backward, by releasing the multi-plate clutch C1 and engaging the multi-disc brake B1, the fluid coupling 300 and the planetary gear set 410 are connected in series, fixing the pinion carrier Pc and achieving reverse.
In this embodiment, when moving backward, the V-belt type continuously variable transmission mechanism 2
The reduction ratio of 00 is set near the minimum reduction ratio, the transmission torque of the fluid coupling 300 is suppressed, and the planetary gear device 4
By decelerating at 10, the optimum reverse ratio is obtained.
第1図は本発明が適用された車両用無段変速機
の断面図、第2図は第1図の部分拡大図である。
図中、1,4……支持部材、100……車両用
無段変速機、200……Vベルト式無段変速機
構、210……第1入力軸、220……入力シー
ブ、240……第2入力軸、250……出力シー
ブ、300……流体継手(流体伝動装置)、31
0……第3入力軸、330……流体伝動ケース
(入力部材)、400……前後進切換機構、410
……遊星歯車装置、C1……多板クラツチ(入力
部材)。
FIG. 1 is a sectional view of a continuously variable transmission for a vehicle to which the present invention is applied, and FIG. 2 is a partially enlarged view of FIG. 1. In the figure, 1, 4...support member, 100...vehicle continuously variable transmission, 200...V-belt type continuously variable transmission mechanism, 210...first input shaft, 220...input sheave, 240...number 2 input shaft, 250... output sheave, 300... fluid coupling (fluid transmission device), 31
0... Third input shaft, 330... Fluid transmission case (input member), 400... Forward/forward switching mechanism, 410
...Planetary gear device, C1...Multi-plate clutch (input member).
Claims (1)
と、前後進切換機構とを組合せてなり、前記Vベ
ルト式無段変速機構の出力軸と同軸的に前記流体
伝動装置と前後進切換機構とが配設された車両用
無段変速機において、 前記流体伝動装置は、その入力部材を前記出力
軸の一端側に連結され、 前記前後進切換機構は、その入力部材の1つを
前記出力軸の他端側に連結され、 前記出力軸は、該軸に配設された出力シーブと
前記流体伝動装置との間を一方の支持部材に支持
されるとともに、前記出力シーブと前記前後進切
換機構との間を他方の支持部材にて支持されたこ
とを特徴とする車両用無段変速機。[Scope of Claims] 1. A V-belt continuously variable transmission mechanism, a fluid transmission device, and a forward/reverse switching mechanism are combined, and the fluid transmission device is coaxial with the output shaft of the V-belt continuously variable transmission mechanism. and a forward/reverse switching mechanism, wherein the fluid transmission device has an input member connected to one end of the output shaft, and the forward/reverse switching mechanism has an input member connected to one end of the output shaft. one of the output shafts is connected to the other end side of the output shaft, and the output shaft is supported by one support member between the output sheave disposed on the shaft and the fluid transmission device, and the output sheave is connected to the other end side of the output shaft. and the forward/reverse switching mechanism is supported by the other supporting member.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP22141184A JPS61102317A (en) | 1984-10-22 | 1984-10-22 | Vehicle stepless speed change gear unit |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP22141184A JPS61102317A (en) | 1984-10-22 | 1984-10-22 | Vehicle stepless speed change gear unit |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS61102317A JPS61102317A (en) | 1986-05-21 |
JPH0557927B2 true JPH0557927B2 (en) | 1993-08-25 |
Family
ID=16766314
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP22141184A Granted JPS61102317A (en) | 1984-10-22 | 1984-10-22 | Vehicle stepless speed change gear unit |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS61102317A (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2748081C1 (en) * | 2020-10-19 | 2021-05-19 | Александр Михайлович Рудник | Drive device |
-
1984
- 1984-10-22 JP JP22141184A patent/JPS61102317A/en active Granted
Also Published As
Publication number | Publication date |
---|---|
JPS61102317A (en) | 1986-05-21 |
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