JPH0573938B2 - - Google Patents
Info
- Publication number
- JPH0573938B2 JPH0573938B2 JP21709384A JP21709384A JPH0573938B2 JP H0573938 B2 JPH0573938 B2 JP H0573938B2 JP 21709384 A JP21709384 A JP 21709384A JP 21709384 A JP21709384 A JP 21709384A JP H0573938 B2 JPH0573938 B2 JP H0573938B2
- Authority
- JP
- Japan
- Prior art keywords
- shaft
- continuously variable
- variable transmission
- input
- transmission mechanism
- 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 93
- 239000012530 fluid Substances 0.000 claims description 45
- 230000008878 coupling Effects 0.000 description 20
- 238000010168 coupling process Methods 0.000 description 20
- 238000005859 coupling reaction Methods 0.000 description 20
- 238000010586 diagram Methods 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000000314 lubricant Substances 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
- 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
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (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有した車両
用無段変速機構に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a continuously variable transmission mechanism for a vehicle having 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、流体伝動装置（流
体継手、トルクコンバータ等）を発進装置とし、
前後進切換機構と組合わせて車両用無段変速機に
用いられている。この種の変速機では、Ｖベルト
式無段変速機構より入力側に流体伝動装置を配置
すると、変速機構が車軸側に直結した連結関係に
なるため、車両の急停止等で車軸の回転が急に止
まると、トルク比が最大となる位置へのダウンシ
フトが成されないままに変速機構のシーブも停止
し、再発進時の急激な変速機構のダウンシフトに
よるシヨツクと振動とが生じるという問題があ
る。そこで、第３図に示す如く、Ｖベルト式無段
変速機構２００の出力側に流体伝動装置３００を
配置する方式が提案されており、これでは車両停
止後も流体伝動装置による動力の遮断でＶベルト
２６０が回転し続けるため、常に確実にトルク比
の最大となる位置までダウンシフトがなされる利
点があり、また急激なシーブの停止によるＶベル
トとのスリツプを回避できるためＶベルト２６０
の耐久性の面でも有利である。[Prior art] A V-belt continuously variable transmission mechanism uses a fluid transmission device (hydraulic coupling, torque converter, etc.) as a starting device,
It is used in continuously variable transmissions for vehicles in combination with a forward/reverse switching mechanism. In this type of transmission, when the fluid transmission device is placed on the input side of the V-belt continuously variable transmission mechanism, the transmission mechanism is directly connected to the axle, so the axle may suddenly rotate when the vehicle suddenly stops. If the vehicle stops, the sheave of the transmission mechanism will also stop without being able to downshift to the position where the torque ratio is maximum, causing shock and vibration due to the sudden downshift of the transmission mechanism when restarting. . Therefore, as shown in FIG. 3, a method has been proposed in which a fluid transmission device 300 is disposed on the output side of the V-belt type continuously variable transmission mechanism 200. In this method, even after the vehicle has stopped, the fluid transmission device can cut off the power and cause the V-belt type continuously variable transmission mechanism 200 to Since the belt 260 continues to rotate, there is an advantage that the downshift can always be performed reliably to the position where the torque ratio is maximum, and slippage with the V belt due to sudden stoppage of the sheave can be avoided, so the V belt 260
It is also advantageous in terms of durability.
しかしながら上記のような従来の配置では、前
後進切換機構４００がＶベルト式無段変速機構２
００の入力側に配設されているため、、前後進の
切換時に回転中のＶベルト式無段変速機構２００
が逆転する動作を生じ、シフトシヨツクが大きく
なるばかりでなく、前記機構２００の慣性により
逆転までのタイムラグも大きい。このような問題
は、理屈の上では、前後進切換機構４００をＶベ
ルト式無段変速機構２００の出力側に移設すれば
当然に解決できるはずであるが、実際には、Ｖベ
ルト式無段変速機構２００の出力側に配置された
流体伝動装置と直列に前後進切換機構を配設する
ことは、軸方向、径方向スペースの関係で、変速
機構の外形寸法の拡大なくしては不可能である。
However, in the conventional arrangement as described above, the forward/reverse switching mechanism 400 is connected to the V-belt continuously variable transmission mechanism 2.
00 input side, the V-belt type continuously variable transmission mechanism 200 is rotated when switching between forward and forward travel.
This causes a reverse operation, which not only increases the shift shock but also increases the time lag until the reverse rotation occurs due to the inertia of the mechanism 200. In theory, this kind of problem should be solved by moving the forward/reverse switching mechanism 400 to the output side of the V-belt continuously variable transmission mechanism 200, but in reality, the V-belt continuously variable transmission mechanism 200 Due to the axial and radial space constraints, it is impossible to arrange a forward/reverse switching mechanism in series with the fluid transmission device disposed on the output side of the transmission mechanism 200 without enlarging the external dimensions of the transmission mechanism. be.
本発明は、Ｖベルト式無段変速機構の出力側の
軸配置を工夫して流体伝動装置と前後進切換機構
をＶベルト式無段変速機構を挟むように配置しな
がら動力伝達経路上は両者をＶベルト式無段変速
機構の出力側に互いに直列した連結関係に置くこ
とにより、上記問題点を解決して、従来のものよ
りむしろコンパクト化した車両用無段変速機構を
提供することを目的とする。 In the present invention, the shaft arrangement on the output side of the V-belt continuously variable transmission mechanism is devised so that the fluid transmission device and the forward/reverse switching mechanism are arranged so as to sandwich the V-belt continuously variable transmission mechanism. The purpose of the present invention is to provide a continuously variable transmission mechanism for a vehicle that is more compact than the conventional one by solving the above-mentioned problems by arranging the V-belt type continuously variable transmission mechanism in series connection with each other on the output side of the V-belt type continuously variable transmission mechanism. shall be.
上記の目的を達成するため本発明は、動力源に
連なる入力軸と、該入力軸と平行に配置された互
いに同心の外軸及び内軸と、前記入力軸と前記外
軸とを連結するＶベルト式無段変速機構と、入力
要素を前記外軸に連結し、出力要素を前記内軸に
連結して、前記内軸及び外軸の軸端に配置された
流体伝動装置と、入力要素の一方を前記外軸に連
結し、入力要素の他方を前記内軸に連結して、前
記Ｖベルト式無段変速機構を挟む前記流体伝動装
置配置側とは軸方向反対側の前記内軸及び外軸の
軸端に配置された前後進切換機構とを備えること
を特徴とする。
In order to achieve the above object, the present invention provides an input shaft connected to a power source, an outer shaft and an inner shaft concentric with each other arranged parallel to the input shaft, and a V-shaped shaft connecting the input shaft and the outer shaft. a belt-type continuously variable transmission mechanism; a fluid transmission device that connects an input element to the outer shaft; an output element to the inner shaft; and a fluid transmission device disposed at the shaft ends of the inner shaft and the outer shaft; One of the input elements is connected to the outer shaft, and the other input element is connected to the inner shaft, and the inner shaft and the outer shaft are connected to the inner shaft and the outer shaft on the opposite side in the axial direction from the side where the fluid transmission device is disposed, sandwiching the V-belt type continuously variable transmission mechanism. It is characterized by comprising a forward/reverse switching mechanism disposed at the end of the shaft.
上記構成よりなる本発明によれば、Ｖベルト式
無段変速機構の出力側への前後進切換機構の配置
により、変速機構のシーブ及びベルトの回転方向
が前後進に関わりなく一方向化するため、前後進
の切換時のシフトシヨツクを軽減し、タイムラグ
を小さくすることができる。しかも、流体伝動装
置の軸端部への配置により、その変速機への着脱
も容易となり、変速機外形のコンパクト化も可能
となる。
According to the present invention having the above configuration, by arranging the forward/reverse switching mechanism on the output side of the V-belt type continuously variable transmission mechanism, the direction of rotation of the sheave and belt of the transmission mechanism becomes unidirectional regardless of forward/reverse movement. , it is possible to reduce the shift shock and time lag when switching between forward and reverse directions. Furthermore, by arranging the fluid transmission device at the end of the shaft, it can be easily attached to and removed from the transmission, and the outer shape of the transmission can be made more compact.
［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
構の骨格図、第２図はその断面図を示す。 FIG. 1 is a skeletal diagram of a continuously variable transmission mechanism for a vehicle to which the present invention is applied, and FIG. 2 is a sectional 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動機構６００と、上記を内
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 which 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, and a hydraulic control device (not shown).
Ｖベルト式無段変速機構２００は、動力源とし
てのエンジン１０のクランク軸２１１及びエンジ
ンスタート用のスタータホイール２１２を介して
車両用無段変速機１００内にエンジンの動力を導
入する入力軸２１０と、該入力軸２１０に一体に
設けられた固定フランジ２２１と入力軸２１０の
外周で摺動可能に設けられ、油圧アクチユエータ
２２２により作動される可動フランジ２２４から
なる入力シーブ２２０と、前記入力軸２１０に対
して平行位置に設けられ、流体継手３００の入力
軸とＶベルト式無段変速機構２００の出力軸とを
兼ねる外軸２４０と、該外軸２４０に一体に設け
られた固定フランジ２５１と外軸２４０の外周で
摺動可能に設けられ、油圧アクチユエータ２５２
及び付勢手段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に動力の伝達を行う
Ｖベルト２６０とからなる。 The V-belt type continuously variable transmission mechanism 200 includes an input shaft 210 that introduces engine power into the vehicle continuously variable transmission 100 via a crankshaft 211 of the engine 10 as a power source and a starter wheel 212 for starting the engine. , an input sheave 220 consisting of a fixed flange 221 integrally provided on the input shaft 210 and a movable flange 224 slidably provided on the outer periphery of the input shaft 210 and actuated by a hydraulic actuator 222; An outer shaft 240 which is provided in a parallel position to the fluid coupling 300 and serves as the input shaft of the fluid coupling 300 and an output shaft of the V-belt continuously variable transmission mechanism 200, a fixed flange 251 provided integrally with the outer shaft 240, and an outer shaft The hydraulic actuator 252 is slidably provided on the outer periphery of the hydraulic actuator 240 .
The output sheave 250 includes a movable flange 254 operated by a biasing means 253, and a V-belt 260 that transmits power from the input sheave 220 to the output sheave 250.
流体継手３００は、外軸２４０を入力とし、外
軸２４０内に回転自在に配設された内軸３１０に
出力する。流体継手３００は外軸２４０及び内軸
３１０の後方（エンジン１０の反対側）端部にス
プライン嵌合にて装着され、内部に入力要素とし
てのポンプ羽根車３３１を有する流体伝動ケース
３３０と、出力要素としてのタービン羽根車３４
１を有する出力伝動部３４０とからなる。流体伝
動ケース３３０は外軸２４０の外周にスプライン
嵌合するフランジ部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３４１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、内軸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。外
軸２４０は後方がフランジ部３３２と出力シーブ
２５０の間の外周にてローラーベアリング３５１
を介して変速機ケース７００の支持壁３５０に支
持され前方が変速機ケース７００の支持部材３５
２の外周と固定フランジ２５１の内周との間にロ
ーラーベアリング３５３を介して支持されてい
る。これにより外軸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は外軸２４０を支持
する支持壁３５０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 an input from the outer shaft 240 and outputs an output to an inner shaft 310 rotatably disposed within the outer shaft 240. The fluid coupling 300 is attached to the rear (opposite side of the engine 10) ends of the outer shaft 240 and the inner shaft 310 by spline fitting, and includes a fluid transmission case 330 having a pump impeller 331 as an input element therein, and an output Turbine impeller 34 as an element
1. The fluid transmission case 330 includes a flange portion 332 spline-fitted to the outer periphery of the outer shaft 240 and a pump impeller 331.
a pump cover 333 that holds a turbine, and a turbine cover 334 that includes a turbine impeller 341 therein.
and a bearing support cover 335 fixed to the inner periphery of the turbine cover 334.The output transmission part 340 is spline-fitted to the turbine shell 342 that holds the turbine impeller 341 and the outer periphery of the inner shaft 310, and The power transmission member 343 has a flange portion 343A fixed to the shell 342 and transmits the output of the turbine impeller 341 to the outside of the fluid transmission case 330. The outer shaft 240 has a roller bearing 351 on the outer periphery between the flange portion 332 and the output sheave 250 at the rear.
The front side is supported by the support wall 350 of the transmission case 700 via the support member 35 of the transmission case 700.
The roller bearing 353 is supported between the outer circumference of the fixed flange 251 and the inner circumference of the fixed flange 251. As a result, the shaft reaction force of the V-belt type continuously variable transmission mechanism 200 applied to the outer shaft 240 is not applied to the fluid coupling 300, and since the fluid coupling 300 is located outside the support wall 350 that supports the outer shaft 240, the fluid Fitting 3
00 can be easily attached and detached.
前後進切換機構４００はＶベルト式無段変速機
構２００を挟む流体伝動装置配置側とは軸方向反
対側の内軸３１０及び外軸２４０の軸端に設けら
れ、内軸３１０と一体に設けられた本例において
入力要素の一方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及びピニオンギ
アPgを回転自在に支持し、本例において入力要
素の他方を構成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４
２０の作動により外軸２４０とピニオンキヤリア
Pcとの係合および解放を行なう多板クラツチＣ
１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に連結されている。 The forward/reverse switching mechanism 400 is provided at the shaft ends of the inner shaft 310 and the outer shaft 240 on the opposite side in the axial direction from the side where the fluid transmission device is arranged, sandwiching the V-belt type continuously variable transmission mechanism 200, and is provided integrally with the inner shaft 310. In this example, a sun gear Sg constituting one of the input elements, a pinion gear Pg that meshes with the sun gear Sg, a ring gear Rg and a pinion gear Pg that mesh with the pinion gear Pg are rotatably supported, and in this example, the input element A planetary gear device 410 consisting of a pinion carrier Pc constituting the other side, and a hydraulic actuator 4
20, the outer shaft 240 and pinion carrier
Multi-plate clutch C that engages and releases PC
1, and a multi-disc brake B1 that engages and releases the ring gear Rg and the transmission case 700 through the operation of a hydraulic actuator 430, and the ring gear Rg is connected to an output boss portion 440 having a flange 441. .
伝達機構３００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 300 has an input gear 610 that is 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ア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
ルサイドギア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 transmit 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、該前記ケー
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及びデイフ
アレンシヤル機構５００の図示左側を内包し、入
力軸２１０、外軸２４０のそれぞれの中間部を回
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６２０の図示
左側を回転自在に支持する内部サポート７３０
と、前記無段変速機構前部ケース７２０に締結し
て設けられ、入力軸２１０と外軸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、前記車両用無段変速機後部ケース７４
０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 encloses 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; A continuously variable transmission front case 720 encloses the left side of the mechanism 200, the forward/reverse switching mechanism 400, and the differential mechanism 500, and rotatably supports the intermediate portions of the input shaft 210 and the outer shaft 240.
and an internal support 730 that is fastened to the continuously variable transmission front case 720 and rotatably supports the left side of the input gear 610 and the output gear 620 in the drawing.
a continuously variable transmission rear case 740 that is fastened to the continuously variable transmission front case 720 and rotatably supports the input shaft 210, the left side of the outer shaft 240, and the fluid transmission case 330; a rear cover 750 that is fastened to the rear case 740 of the continuously variable transmission and has a lubricant supply path to the V-belt 260 therein; and a rear cover 750 that is fastened to the rear case 740 of the continuously variable transmission for a vehicle.
0 and a fluid coupling case 760 that includes a fluid transmission 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、外
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なるの
で、、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が、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 unit 410 stops, the outer shaft 240 can rotate while slipping the fluid coupling 300, so the V-belt continuously variable transmission mechanism 200 can rotate.
can rotate sufficiently to the point where the torque ratio is maximum,
When restarting, it is possible to start smoothly with the maximum torque ratio. Furthermore, the slip rate of fluid transmission devices such as fluid couplings decreases as the speed increases. Naturally, high power transmission efficiency can be achieved during steady driving at medium and high speeds,
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で減速することも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
Decelerating at 10 also provides a more optimal reverse ratio.
第１図は本発明の車両用無段変速機を示す骨格
図、第２図は第１図に示す車両用無段変速機の断
面図、第３図は従来の車両用無段変速機を示す骨
格図である。
１０…エンジン（動力源）、１００…車両用無
段変速機、２００…Ｖベルト式無段変速機構、２
１０…入力軸、２４０…外軸、３００…流体継手
（流体伝動装置）、３１０…内軸、３３１…ポンプ
羽根車（入力要素）、３４１…タービン羽根車
（出力要素）、４００…前後進切換機構、Sg…サ
ンギア（入力要素の一方）、Pc…ピニオンキヤリ
ア（入力要素の他方）。
FIG. 1 is a skeletal diagram showing the continuously variable transmission for a vehicle according to the present invention, FIG. 2 is a sectional view of the continuously variable transmission for a vehicle shown in FIG. 1, and FIG. 3 is a diagram showing a conventional continuously variable transmission for a vehicle. FIG. 10...Engine (power source), 100...Vehicle continuously variable transmission, 200...V-belt type continuously variable transmission mechanism, 2
DESCRIPTION OF SYMBOLS 10... Input shaft, 240... Outer shaft, 300... Fluid coupling (fluid transmission device), 310... Inner shaft, 331... Pump impeller (input element), 341... Turbine impeller (output element), 400... Forward/forward switching Mechanism, Sg...Sun gear (one of the input elements), Pc...Pinion carrier (the other input element).
Claims (1)
及び内軸と、 前記入力軸と前記外軸とを連結するＶベルト式
無段変速機構と、 入力要素を前記外軸に連結し、出力要素を前記
内軸に連結して、前記内軸及び外軸の軸端に配置
された流体伝動装置と、 入力要素の一方を前記外軸に連結し、入力要素
の他方を前記内軸に連結して、前記Ｖベルト式無
段変速機構を挟む前記流体伝動装置配置側とは軸
方向反対側の前記内軸及び外軸の軸端に配置され
た前後進切換機構と を備えることを特徴とする車両用無段変速機構。[Claims] 1. An input shaft connected to a power source, an outer shaft and an inner shaft concentric with each other arranged parallel to the input shaft, and a V-belt type stepless that connects the input shaft and the outer shaft. a transmission mechanism; a fluid transmission device that connects an input element to the outer shaft, an output element to the inner shaft, and is disposed at the shaft ends of the inner shaft and the outer shaft; one of the input elements is connected to the outer shaft; shaft ends of the inner shaft and the outer shaft that are connected to the inner shaft and the other input element is connected to the inner shaft, and are located on the opposite side in the axial direction from the side where the fluid transmission device is arranged, sandwiching the V-belt type continuously variable transmission mechanism. A continuously variable transmission mechanism for a vehicle, comprising a forward/reverse switching mechanism arranged at
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21709384A JPS6196254A (en) | 1984-10-15 | 1984-10-15 | Vehicle stepless speed change gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21709384A JPS6196254A (en) | 1984-10-15 | 1984-10-15 | Vehicle stepless speed change gear |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6196254A JPS6196254A (en) | 1986-05-14 |
| JPH0573938B2 true JPH0573938B2 (en) | 1993-10-15 |
Family
ID=16698727
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21709384A Granted JPS6196254A (en) | 1984-10-15 | 1984-10-15 | Vehicle stepless speed change gear |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6196254A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4682536B2 (en) * | 2004-05-26 | 2011-05-11 | トヨタ自動車株式会社 | Transmission device having a belt type continuously variable transmission |
-
1984
- 1984-10-15 JP JP21709384A patent/JPS6196254A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6196254A (en) | 1986-05-14 |
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