JPS60196463A - Continuously variable transmission gear for car - Google Patents
Continuously variable transmission gear for carInfo
- Publication number
- JPS60196463A JPS60196463A JP59052038A JP5203884A JPS60196463A JP S60196463 A JPS60196463 A JP S60196463A JP 59052038 A JP59052038 A JP 59052038A JP 5203884 A JP5203884 A JP 5203884A JP S60196463 A JPS60196463 A JP S60196463A
- Authority
- JP
- Japan
- Prior art keywords
- continuously variable
- gear
- variable transmission
- coupling
- transmission
- 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.)
- Granted
Links
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
- F16H37/022—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 the toothed gearing having orbital motion
-
- 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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/46—Gearings having only two central gears, connected by orbital gears
- F16H3/58—Gearings having only two central gears, connected by orbital gears with sets of orbital gears, each consisting of two or more intermeshing orbital gears
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transmission Devices (AREA)
- Structure Of Transmissions (AREA)
Abstract
Description
【発明の詳細な説明】
［分野］
本発明はＶベルト式無段変速機を利用した車両用無段変
速装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field] The present invention relates to a continuously variable transmission for a vehicle that utilizes a V-belt type continuously variable transmission.
［従来技術］
■ペル１〜式無段変速機は、トルクコンバータ、フリコ
イドカップリングなど流体伝動装置、および前進後進切
換機構と組合せて車両用無段変速装置に利用される。こ
の車両用無段変速装置では、Ｖベルト式無段変速機の前
に流体伝動装置を配置すると、車両が急停止した時、■
ベル］・式無段変速機がトルク比が最大となる位置まで
ダウンシフトする舶にシーブが停止するとダウンシフト
しにくくなり、ダウンシフトしきっていないと再び発進
する際急激なダウンシフ１−がなされ、ショックと振動
とが生じるという問題がある。これに対しＶペル１〜式
無段変）重機の出力側に流体伝動装：Ｆｔ ’（！・配
置づる方式Ｃ゛は、中肉鰺１１ｊ杆（ｐＶベベル１〜無
段変速機が回転し続するためｆ’（ｆ実に１〜ルク比の
最大どなる位圓ま（゛ダウンジノ１〜か４７され、」、
ｌこＶベル１〜停止１一時の急激イ［スリツーｆが牛じ
イ「いので゛Ｖベベル〜の耐久慴の而からも右利て′あ
るか、伝達１〜ルク容串の人きい流体伝動ｉＲｆｆ”／
が必要どイｆるｌごめ、リーイズが人ぎくなり、中肉の
］ンジンルームへの装着ｆ１が悪くイ（る欠Ｌ′、ｊか
あ−）Ｉこ。[Prior Art] (1) A Pell 1-type continuously variable transmission is used in a continuously variable transmission for a vehicle in combination with a fluid transmission device such as a torque converter, a fricoid coupling, and a forward/reverse switching mechanism. In this vehicle continuously variable transmission, if a fluid transmission device is placed in front of the V-belt type continuously variable transmission, when the vehicle suddenly stops,
If the sheave stops on a vessel where the continuously variable transmission is downshifting to the position where the torque ratio is maximum, it becomes difficult to downshift, and if the downshift is not completed, a sudden downshift will occur when starting again. There are problems with shock and vibration. On the other hand, the fluid transmission system is installed on the output side of the V-pel 1~ type continuously variable) heavy machinery: To continue, f'(factually 1 to 47 degrees,
l This V-bell 1 ~ Stop 1 A sudden sudden change [Three f is like a cow, so it is useful from the perspective of the durability of the V bevel ~ Transmission 1 ~ Lucky fluid Transmission iRff”/
If you need it, Lee's will be too crowded, and the attachment f1 to the medium-sized engine room is bad.
［発明の［］的１
本発明の目的は、■ベルＩ一式無段変速敗の出力側に動
力伝達装置を配置した車両川魚ＩＱ変速装置において、
流体伝動装置の伝３！１〜ルクを減らしイのリイスを縮
少りることにあり、ざらに他の［］的は１〜ルクの一部
を流体を介さず伝達りるため１−ルクーＪンバータ、ノ
リ１イドカツゾリンクイ「どを１月いた場合に比較し動
力仏）ヱ効率が良く、［１つ減速比がハイレジＡにイＣ
るに従−）でスリッゾ率がイ１（１ζし、［］ツクアッ
プ機ｈ〜１を用いず中高）！定常走ｔｊ時の燃’Ａ１１
Ｃ減かて２＼る単両用無段変）中装置の（１１１供にあ
る。[Object 1 of the invention] The object of the present invention is to provide a vehicle IQ transmission in which a power transmission device is arranged on the output side of a Bell I set continuously variable transmission.
The main purpose of a fluid transmission device is to reduce the 1 to 1 torque and reduce the 1 to 1 torque. J Nbaata, Nori 1 Ido Katsuzo Rinkui ``Compared to January, the power efficiency is good, [one reduction ratio is high register A]
According to -), the slizzo rate is 1 (1ζ, [] middle and high school without using the pick-up machine h~1)! Fuel 'A11 during steady running tj
C decreases by 2 ＼ single/double continuously variable) medium device (111).
［発明の構成１
本発明の車両用無段変速装ｆＦＨ，１，Ｖ’＼ルＩ〜式
無段変速機と、該Ｖペル１〜式無段変速機と車両用無段
変）１１共買の出力軸どの間に配置され、流体伝動装ｊ
Ｎ１電（６クラツチ、乾式クラッチ、湿式クラッチ＜１
どの動力伝達菰１ｕど人１ノンギア、小リーンギア、キ
ｔ・リア、該＋トすＩに回転自在に愛持されるシ＝、ｒ
−ｌ・プラネットギアお」、び【］ングゾラネットギア
からなるうじニョ一式プラネタリギノ！ヒツトまたは人
リンギア、小すンギノ７、キャリーツノ、該キャリアに
回転自在に受持され、人サン４″アど歯合づる小Ｎ〔１
中ｉｔ−； ｊ、び小リーンギアど歯合づる大歯車を有
づる工１ンパウンドプーノネットギアからイする］ンパ
ウンドノ□ラネタリギアレットとを相合けた動力伝達分
割型駆動装置とからなることを構成ど４る。[Structure 1 of the invention The continuously variable transmission fFH, 1, V'\ruI~ type continuously variable transmission for a vehicle of the present invention, the Vpel 1~ type continuously variable transmission, and the continuously variable transmission for a vehicle) 11 Where is the output shaft located between the two, and the fluid transmission device
N1 electric (6 clutches, dry clutch, wet clutch <1
Which power transmission system is used for free rotation, such as non-gear, small lean gear, kit/rear, etc.
A complete set of planetary gear consisting of -l・planet gear and bi[]ngzora net gear! A small N [1
It consists of a power transmission split type drive device that has a large gear that meshes with a small lean gear and a 1 pound punch net gear] and a lateral gearlet. The composition is 4.
［発明の効果］
以−１の如く本発明の車両用無段変速装置は、次の効果
を秦Ｊ−る。[Effects of the Invention] As described in 1 below, the continuously variable transmission for a vehicle of the present invention has the following effects.
イ）動力伝達波ＩＮのｌｉ； ’＋Ｘ ｌ〜ルクを減ら
しぞのりイスを縮少できる。b) li of power transmission wave IN; '+X l~ can be reduced by reducing the torque.
口）１−ルクの 部を流体を介さり゛伝達りるため、１
ヘルり］ンバータ、ノリ１イドカツゾリンクイどを用い
た場合に比較し動力伝達効率か向Ｉりるハ）減速比がハ
イレジＡにイｉるに従っＣスリップ率が低小し、［ｌツ
クノ′ツブ機措を用いず中畠速定常走行時の燃費低減が
て・・きる。1) In order to transmit the part of 1-lux through the fluid, 1
The power transmission efficiency is lower than that when using a converter, glue converter, etc. C) As the reduction ratio increases to high register A, the C slip rate decreases and [ It is possible to reduce fuel consumption when driving at steady speeds at mid-way speeds without using any mechanism.
［実施例１ つぎに本発明を図に示づ一実施例に見つき説明りる。[Example 1 Next, the present invention will be explained with reference to one embodiment shown in the drawings.
１は−［ンジン、２１．Ｌ Ｖ ／＼ル１へ式無段変速
機、（（は丁ンジン１とＶベルＩ〜式無段変速機２どの
間に装着された前進後進切換川遊！７１歯車変速’ｆｉ
、’Ａ ）ｉ４．４は前記Ｖペル１〜式無段変速機２の
出力側に連結され、ラヒニ３−１（−１ラネタリギ７７
レツ（−５と動力伝達装置であるフリｌイドカップリン
グ６とを組合Ｕて４ｆるスジ９フ１〜式カップリング（
ｆＪ＋力伝達−１）−
分割型駆動駅間）、７はズブリフ１〜式カップリング４
と巾軸７１どの間に挿入されたゲイフン・レンジ（・ル
ギア、１１はエンジン１と前進後進切換用遊星歯車変速
機４Ｍ３どの間に挿入されたダンパ、１２はスゾリツ１
一式カツブリング４とデイノアレンシャル＝ｔ’ア７ど
の間に＋Ｖｔ記スブリッ１一式カツブリング４ど平行１
）で介イ１されたアイドラーギアで゛あり、軸１２０の
両端に人力ギア１２１と出カギノア１２２とが固省七き
れＣ’、にる。1 is - [Njin, 21. L V/＼ Le 1 type continuously variable transmission, ((Hading engine 1 and V bell I ~ type continuously variable transmission 2) Forward and reverse switching river play! 71 gear shift 'fi
, 'A) i4.4 is connected to the output side of the V-pel 1~ type continuously variable transmission 2, and Rahini 3-1 (-1 lane gear 77
Combining the -5 and the frilled coupling 6 which is a power transmission device, the 4f line 9f 1 ~ type coupling (
fJ + force transmission - 1) - between split type drive stations), 7 is subrift 1 to type coupling 4
11 is the damper inserted between the engine 1 and the planetary gear transmission 4M3 for forward/reverse switching, 12 is the Suzoritsu 1
A set of cutting rings 4 and Deino Allencial = between t'a 7 + Vt mark 1 set of cutting rings 4 and parallel 1
), and a manual gear 121 and an output keyhole 122 are installed at both ends of the shaft 120, respectively.
前進１ね進切換用’ｒｂ”ｔ ’） ｌ’！１車変）＊
機構３は、ダンパ１１を介してＩ−ンジン１の出力軸１
３に連結された主１／リア３１、多様クフッ１３２を介
して前記キ１？リア３１に連結されるど」ξにＶペル１
〜式無段変速機２の人力軸１４に連結されたリンギア３
３、多板ブレーキ３４を介し【トランスミッションノ７
−ス３５に係合されるリングギア３６、キ（ｌリア３１
に支持され、リンギア３３とリングギ／３６どに歯合さ
れたダゾルプラネッｉ〜ギｊ）３７ａ 、３７ｂからな
る。Forward 1 forward switching 'rb't') l'!1 car change) *
The mechanism 3 connects the output shaft 1 of the I-engine 1 via the damper 11.
The main 1/rear 31 connected to the main 1/rear 31 and the key 1? V-pel 1 is connected to rear 31.
Ring gear 3 connected to human power shaft 14 of ~ type continuously variable transmission 2
3. Through the multi-disc brake 34 [transmission no.
- ring gear 36 engaged with rear 35;
It is supported by a ring gear 33, a ring gear /36, etc., and consists of dazzle planets (i) to (j) 37a, 37b meshed with a ring gear/36.
■ベル１へ式無段変速機２は、前記入力軸１４に装−６
＝
着され、入力軸１４に固定された固定フランジ２２と油
圧により作動される可動フランジ２３とからなる入力シ
ーブ２１と、前記入力軸１４と並列されたＶベルト式無
段変速機２の出力１ｑｌ１１５に装着され、該出力軸１
５に固定された固定フランジ２５ど油Ｌ１にＪ、り作動
される可動フランジ２６とからなる出カシ−１２４と、
入力シーブ２１おｊ；び出力シーブ２４どの間を伝動す
るＶベル１−２７からなる。■The continuously variable transmission 2 to the bell 1 is mounted on the input shaft 14.
= Input sheave 21 consisting of a fixed flange 22 fixed to the input shaft 14 and a movable flange 23 actuated by hydraulic pressure, and the output 1ql115 of the V-belt continuously variable transmission 2 parallel to the input shaft 14. attached to the output shaft 1
an output flange 124 consisting of a fixed flange 25 fixed to 5 and a movable flange 26 actuated by oil L1;
It consists of a V-bell 1-27 that transmits power between an input sheave 21 and an output sheave 24.
スプリット式カップリング４は、Ｖベルト式無段変速機
２の出力軸１５を入力軸（１５）とし、該入力軸（１５
）に連結されたキトリア５１、スブリツ１一式カツブリ
ング４の出力軸１６に連結されると」先にフリコイドカ
ップリング６のターヒ′ン６１に）重粘された小リーン
ギア５２、フリユイドカップリング６のポンプ６２に連
結された人４Ｊンギア５３、およびキＶｌリア５１に回
転自在に支持され、前記小サンギア５２に歯合されたシ
ョートプラネットギア５４と人り゛ンギア５３に歯合さ
れたロングブラネッ］・ギア５５からなるラビニヨ一式
プラネタリギア［ツ１〜５と、前記タービン６１とポン
プ６２とからなるフリュイドカッフ”リング６とからな
る。スプリット式カップリング４の出力軸１６には前記
アイドラーギア１２の入力１″′ア１２１と歯合する出
力ギア１７が数例けられ、アイドラーギア１２の出力ギ
ア１２２はデイファレンシＶルギア７の駆動大歯車１２
に歯合されている。The split type coupling 4 uses the output shaft 15 of the V-belt type continuously variable transmission 2 as an input shaft (15).
) is connected to the output shaft 16 of the coupling 4, the small lean gear 52 and the freeoid coupling 6 are connected to the output shaft 16 of the coupling 4. a short planet gear 54 rotatably supported by the engine rear 51 and meshed with the small sun gear 52; and a long planet gear 54 connected to the human gear 53. ]・Ravigneaux complete planetary gear consisting of gear 55 [consisting of gears 1 to 5 and fluid cuff ring 6 consisting of the turbine 61 and pump 62.The output shaft 16 of the split type coupling 4 has the idler gear 12 The output gear 17 meshing with the input 1''a 121 of
are meshed with.
この重両用無段変速ｌＳ装置においては、スプリット式
カップリング４において、伝動時、トルクの一部はショ
ートプラネットギア５４から小サンギア５２を介して出
力軸１Ｇに伝達され、他の一部は大サンギア５３および
フリユイドカップリング６を介して出力軸１６に伝達さ
れる。これにより通常、フリユイドカップリング６にお
いて流体を介して動力伝達が＜７されるため生じる動力
損失は、フリユイドカップリング６を介して伝動される
トルクについてのみ生じ、小サンギア５２から直接出力
軸１６に伝達される１〜ルクについては流体を介するこ
とによる動力の損失が生じないので伝達効率が良い。ま
たフリ」イドカップリング６を介して伝達されるトルク
が全伝達１〜ルクの一部であることから、フリユイドカ
ップリング６の伝達］〜シルク量が小さくて良い。した
がって外型寸法の小ざいフリコイドカップリング６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
装置の外（子守法のコンパクト化が可能となる。さらに
、車両が急停止しスプリット式カップリング４の出力軸
１６が停止した時も、スプリット式カップリング４の入
力軸（１５）はフリユイドカップリング６をスリップさ
せながら回転できるので、Ｖベルト式無段変速機２はト
ルク比が最大になる点まで十分に回転でき、再発進時に
最大トルク比ぐスムーズに発進することが可能である。In this heavy-duty continuously variable transmission IS device, in the split type coupling 4, during transmission, part of the torque is transmitted from the short planet gear 54 to the output shaft 1G via the small sun gear 52, and the other part is transmitted to the output shaft 1G via the small sun gear 52. It is transmitted to the output shaft 16 via the sun gear 53 and the fluid coupling 6. As a result, the power loss that occurs because the power is normally transmitted through the fluid in the Friuid coupling 6 is caused only by the torque transmitted through the Friuid coupling 6, and the power loss that occurs is caused only by the torque transmitted through the Friuid coupling 6, and the power loss is caused directly from the small sun gear 52 to the output shaft. Regarding the 1 to 1 lux transmitted to 16, the transmission efficiency is good because there is no loss of power due to passing through the fluid. Furthermore, since the torque transmitted via the freeid coupling 6 is a part of the total torque, the amount of silk transmitted by the freeid coupling 6 may be small. Therefore, even when using a fricoid coupling 6 with a small external dimension, a large torque can be transmitted, making it possible to make the vehicle continuously variable transmission system (babysitting system) more compact. Even when the output shaft 16 of the split type coupling 4 stops, the input shaft (15) of the split type coupling 4 can rotate while slipping the freewheel coupling 6, so the V-belt type continuously variable transmission 2 maintains the torque ratio. It is possible to rotate sufficiently to the point where the maximum torque is reached, and when restarting, it is possible to start smoothly compared to the maximum torque.
さらに、フリコイドカップリング６など流体伝動装置は
高速になるほどスリップ率が小さくなるので、前記フリ
コイドカップリング６を介して伝達される１〜ルクが全
ｈルクの一部であることど共に、直結クラッチ（［１ツ
クアツプクラツチ）を用いずとも、中高速の定常走行時
に高い動力伝達装置が達成でき、燃費の向上が図れ９−
る。Furthermore, since the slip ratio of a fluid transmission device such as the fricoid coupling 6 becomes smaller as the speed becomes higher, the 1 to 1 to 100 mph transmitted through the fricoid coupling 6 is a part of the total h-lux. Even without using a direct coupling clutch ([1-punch clutch]), a high power transmission system can be achieved during steady driving at medium to high speeds, and fuel efficiency can be improved.
■ペル１一式無段変速機２の出力軸１５ど、スプリッｉ
〜式カップリング４のプラネタリギアセット５との連結
は前記キレリア５１以外に人サンギア５３または小リー
ンギア５２でも良く、さらにフリユイドカップリング６
とプラネタリギアセット５との連結も次に示す各種の方
法があり、またＶベルト式無段変速機２の出力軸１５か
ら流体伝動ｌ！置、電磁クラッチ、乾式クラッチ、湿式
クラッチなどの動力伝達装置を介してラビニヨ一式プラ
ネタリギアレツ１〜またはコンパウンドプラネタリギア
セットに伝動される方法でも良い。■Output shaft 15 of Pell 1 continuously variable transmission 2, split i
The coupling 4 may be connected to the planetary gear set 5 by a human sun gear 53 or a small lean gear 52 in addition to the Kirelia 51, and also by a freewheeling coupling 6.
There are various ways to connect the planetary gear set 5 to the planetary gear set 5 as shown below.Fluid transmission l! Alternatively, the power may be transmitted to the Ravigneau complete planetary gear set 1 or a compound planetary gear set via a power transmission device such as an electromagnetic clutch, a dry clutch, or a wet clutch.
第２図（１）〜（６）はＶベルト式無段変速機の出力軸
に７リユイドカツプリングのポンプが連結され、スプリ
ット式カップリングの出力軸はラビニヨ一式プラネタリ
ギアセット５の要素に連結された場合のレイアラｉ〜を
示し、第２図（１）、（２）はキＶリアアウ１〜プツト
、第２図（３）、（４）は人１ｊンギアアウＩ−ブツ１
〜、第２図（５）、＝１０−
（６）は小す−ンギアアウ１〜ゾツ１〜（・・８する。In Fig. 2 (1) to (6), a pump with a 7-reuid coupling is connected to the output shaft of a V-belt type continuously variable transmission, and the output shaft of the split type coupling is connected to an element of the Ravigneau complete planetary gear set 5. Figures 2 (1) and (2) show the layouts when they are connected, and Figures 2 (3) and (4) show the numbers 1 and 1 when they are connected.
~, Figure 2 (5), =10- (6) is small.
第２図（７）・〜（＋２Ｎ、、Ｊ、ペル１〜式無段変速
機の出力軸がラビニヨ一式−１ラネタリギアレッ１−１
）の他系に連結され、ノリコイドカップリングのタービ
ンがスブリッ１〜式カップリングの出力帥！に連結され
た場合のレイアラ］・を示し、第２図（７）、（８）は
キャリアインゾツＩへ、第２図（り）、（１（１）Ｌ；
Ｌ人すンギアインプツ１へ、第２図（１１）、（１２）
は小ザンギアインプツＩ−（゛あり、第２図（１）〜（
１２）にお（−Ｊるフリ１イドカツプリングへの１〜ル
り配分率は人］ノンギアの山数を７１どし、小リンギア
の歯数を７２とじｌことき表１の（１）〜（１２）に×
で示す式の如くなり、７１−３！ｉ、７２＝２８とした
どき表１の数頭となる。Figure 2 (7) - (+2N, , J, Pel 1 - type continuously variable transmission's output shaft is Ravigneau set - 1 lane gear gear 1 - 1
) is connected to other systems, and the turbine of the Norikoid coupling has the output power of the Suburi 1-type coupling! Figure 2 (7) and (8) show the carrier inzotsu I, Figure 2 (ri), (1 (1) L;
To L person gear implants 1, Figure 2 (11), (12)
is Small Zangia Imps I-(゛Yes, Fig. 2 (1)-(
12) (-The distribution ratio of 1 to 1 to the idle coupling is 71) The number of teeth on the non-gear is increased to 71, and the number of teeth on the small ring gear is reduced to 72. (1 in Table 1) ～(12) ×
As shown in the formula, 71-3! If i,72=28, the number of animals in Table 1 will be obtained.
第３図（１）〜（１２）は第２図（１）〜（１２）のレ
イアラｉ〜において、人４ノンギアＳ１、小リンギアＳ
２、二Ｖ１１リアＰ１、該−１トリア［〕１に回転自在
に支持され、大リンギアＳ１ど歯合ηる小歯ｉ１ ｐ
３おＪ：び小リンギア’Ｓ２と歯合ηる入歯中１）１）
を右ηる＝＋ンパウンドプラネッ１〜ギアＰｃから（＜
る＝１ンパウンドブラネタリギアレツト１つｆを用いＩ
こ場合を示し、表２（１）〜（１２）の×は人′ＩＪン
ギアＳ１の山数を７１、小リンギアＳ２の歯数を７２と
したどきの名々のフリー１イドカツプリングの１〜ルク
配分寧を示ず式、表２の数値は７１−３り、７２＝２８
どしたどきの１−ルク配分率を示す。Figures 3 (1) to (12) show that in Leiara i~ in Figures 2 (1) to (12), 4 non-gear S1, small ring gear S
2, 2 V11 rear P1, a small tooth i1 p which is rotatably supported by the -1 rear []1 and meshes with the large ring gear S1.
3 OJ: During the denture that meshes with the small ring gear 'S2 1) 1)
From right η = + pound planet 1 ~ gear Pc (<
I = 1 pound using one gearlet f
In this case, the × in Tables 2 (1) to (12) is 1 of the famous free 1-id coupling, such as when the number of teeth of the ring gear S1 is 71 and the number of teeth of the small ring gear S2 is 72. 〜Formula that does not indicate the power distribution, the numerical values in Table 2 are 71-3, 72=28
It shows the 1-lux distribution rate at a certain moment.
このようにレイアウト、歯数を選択することにより、流
体伝動装置を介して伝達されるトルクの割合を所望の値
に設定でき、使用目的、車種などに応して装η寺１１の
向−１および燃費の向−１−が行える。By selecting the layout and the number of teeth in this manner, the ratio of torque transmitted through the fluid transmission device can be set to a desired value, and the direction of the installation 11 can be adjusted depending on the purpose of use, vehicle type, etc. and improve fuel efficiency.
表１ 「／′Ｃへの１−ルク配分 自）×−１冨−０，５５（ｉ （２）ｘ＝−＝会＝ ＝ ０．４４４ ｚＩ＋７２ （３） ｘ ＝ −−＝ −０，８ １ Ｃ４） ｘ −−＝＝ １，８ １ （５）ｘ＝−立一〜１．２５ ２ （６）×−１−μｍ２．２５ ２ （７）ｘ＝−！ニー＝ ０．５！＋６ ＺＩ＋７２ （８）ｘ＝−力−＝ ０．４４４ ｚ１十ｚ２ （９）ｘ−−一白一−０，８ Ｚ＋ （１０） ｘ ＝−Ｚ吐Ω−・１．８ １ （１１）ｘ＝−−−そし−１，２！ｉ ２ （１２） Ｘ ＝ Ｚ−エム−２，２５２ １３− 表２ Ｆ 、／ Ｃへの１〜ルク配分 １ （１）×・−−□ ＝−５、０ ２２−Ｚ＋ （２）ｘ−一りニー−４，０ ：ｌｘ −２１ （３）ｘ＝−白一一〇、８ １ （４）×−メ計−灯−０，２ Ｚ＋ （５）Ｘ＝−ゐ−−１，２５ ２ （６＞×−Ｚｘ二’−＝＝ｏ、２ｓ ２ （７） ｘ ＝ −”ｉ−−＝ ５．Ｏｌ−７２ （８）ｘ＝−白−＝−４，０ Ｚｚ−Ｚ＋ ＜ ９） Ｘ ＝−」ｉ−＝ ｏ、ａ Ｉ （１０） ｘ −＝−Ｚ−ｉニー０．２１ （１１） ｘ ＝−ｊＬ−−１，２５ ２ （１２） ｘ ＝」Ｘ二コ＝ −０，２５２λ １４−Table 1 ``1-lux allocation to /'C Self) ×-1 Tomi-0,55 (i (2) x = - = meeting = = 0.444 zI+72 (3) x = −-= −0,8 1 C4) x −-== 1,8 1 (5) x=-1.25 2 (6) ×-1-μm2.25 2 (7)x=-! Knee = 0.5! +6 ZI+72 (8) x=-force-=0.444 z1 ten z2 (9) x--Ippakuichi-0,8 Z+ (10) x = -Z discharge Ω-・1.8 1 (11)x=----1,2! i 2 (12) X = Z-M-2,252 13- Table 2 1 ~ Luk distribution to F, / C 1 (1) ×・−−□ = −5, 0 22-Z+ (2) x-one knee-4,0 :lx -21 (3) x=-White 110, 8 1 (4) ×-meter-light-0,2 Z+ (5)X=-i--1,25 2 (6>×-Zx2'-==o, 2s 2 (7) x -”i--= 5.Ol-72 (8) x=-white-=-4,0 Zz−Z+ <9) X=-”i-=o, a I (10) x -=-Z-i knee 0.21 (11) x = -jL--1,25 2 (12) x=”X Nico=-0,252λ 14-
第１図は本発明の車両用無段安速装置の一実施例にかか
る動力伝達分割型駆動装置（スプリット式カップリング
）を用いた車両伝動系のレイノアウド、第２図（１）〜
（１２）、第３図（１）〜（１２）は本発明の車両用無
段変速！ｉｉ置にかかる動力伝達分割型駆動装置（スプ
リット式カップリング）の１４７９１〜例を示１５゜
図中 ２・・・Ｖベル］へ式無段変速機 ４・・・スプ
リット式カップリング ５・・・ラビニ３一式プラネタ
リギア［ット ６・・・フリコイドカップリング代理人
石黒健二
１５−
特許Ｆ′Ｔ長官 殿
１．事イ！１の表示
昭和Ｊ ９ ’ｒ特８′［願第！ｉ ２０３１１号２、
発明の名称
車両用）１（（段変速装量
３、補ｉＦをりる名
事１′１との関係 狛的出願人
住 所 愛知県安城市藤月町高根１０？ｌ！地氏 名
アイシン・ツー９−株式会拐
代表石 西 ＋・１ 昌 リ３
４、代 理 人 〒４６；）電話Ｏｈ２−７７３−２４
４０６、補正の対象
明細書のブを明のｉ工細＜＜説明の欄
別 紙
１、第４ページ第１９ｉｊ目
「以」−の如く」を１１−配（？４成にＪ、リ−１どづ
る。
１−FIG. 1 shows a Reyno-Oud vehicle transmission system using a power transmission split type drive device (split type coupling) according to an embodiment of the continuously variable safety device for vehicles of the present invention, and FIG. 2 (1) to
(12), Fig. 3 (1) to (12) are continuously variable transmissions for vehicles of the present invention! 14791 - Examples of the power transmission split type drive device (split type coupling) related to position ii are shown in the 15° figure 2...V bell] type continuously variable transmission 4...Split type coupling 5...・Rabini 3 complete planetary gear 6... Fricoid coupling agent Kenji Ishiguro 15- Director of Patent F'T 1. Things are good! Display of 1 Showa J 9 'r special 8' [application number! i 20311 No. 2,
Name of the invention (For vehicles) 1 ((Speed transmission load 3, supplementary iF) Relation with 1'1 Applicant's address: 10?l! Takane, Fujitsuki-cho, Anjo-shi, Aichi Prefecture Name:
Aisin Two 9-Co., Ltd. Representative Ishi Nishi +・1 Masa Ri 3 4, Agent 〒46;) Telephone Oh2-773-24
406, the part of the specification to be amended is arranged in 11-1 (? 4 in J, Lee-1) Dozuru. 1-
Claims (1)
と車両用無段変速装置の出力軸どの間に配置され、動力
伝達装置と大サンギア、小リーンギア、キャリア、該キ
ャリアに回転自在に支持されたショートブラネッ１〜ギ
アおよび［１ング１ラネツトギアからなるラビニヨ一式
プラネタリギアセットとを組合せた動力伝達分割型ＩＷ
ｉｉｌ＋装詔とからなる車両用無段変速装置。 ２）Ｖベルト式無段変速機ど、該Ｖベルト式無段変速機
と車両用無段変速装置の出力軸との間に配回され、動力
伝達装置と大サンギア、小サンギア、キャリア、該キャ
リアに回転自在に支持され、大サンギアと歯合づる小歯
車および小１ナンギアど歯合Ｊる大歯中を有するコンパ
ウンドプラネットギアからなる＝１ンパウンドプラネタ
リギアレットとからなる車両用無段変速装置。[Claims] 1) A V-belt continuously variable transmission, and a power transmission device, a large sun gear, and a small lean gear disposed between the V-belt continuously variable transmission and the output shaft of the vehicle continuously variable transmission. , a carrier, a power transmission split type IW that combines a short planetary gear rotatably supported by the carrier, and a Ravigneau complete planetary gear set consisting of a single ring and a single planetary gear.
A continuously variable transmission device for a vehicle consisting of an iii+equipment. 2) A V-belt continuously variable transmission, etc., which is arranged between the V-belt continuously variable transmission and the output shaft of the vehicle continuously variable transmission, and includes a power transmission device, a large sun gear, a small sun gear, a carrier, and the like. Continuously variable transmission for vehicles, which is rotatably supported by a carrier and consists of a small gear that meshes with a large sun gear, and a compound planet gear that has large teeth that mesh with a small number 1 gear. Device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59052038A JPS60196463A (en) | 1984-03-16 | 1984-03-16 | Continuously variable transmission gear for car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59052038A JPS60196463A (en) | 1984-03-16 | 1984-03-16 | Continuously variable transmission gear for car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60196463A true JPS60196463A (en) | 1985-10-04 |
| JPH0379586B2 JPH0379586B2 (en) | 1991-12-19 |
Family
ID=12903647
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59052038A Granted JPS60196463A (en) | 1984-03-16 | 1984-03-16 | Continuously variable transmission gear for car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60196463A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0258575A2 (en) * | 1986-09-02 | 1988-03-09 | Ford-Werke Aktiengesellschaft | Continuously variable transmission with split torque hydrokinetic unit |
| US5057061A (en) * | 1988-12-30 | 1991-10-15 | Aisin Aw Kabushiki Kaisha | Continuously variable speed transmission |
| US6986725B2 (en) * | 2002-11-01 | 2006-01-17 | Eaton Corporation | Continuously variable stepped transmission |
-
1984
- 1984-03-16 JP JP59052038A patent/JPS60196463A/en active Granted
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0258575A2 (en) * | 1986-09-02 | 1988-03-09 | Ford-Werke Aktiengesellschaft | Continuously variable transmission with split torque hydrokinetic unit |
| JPS6362962A (en) * | 1986-09-02 | 1988-03-19 | フオ−ド モ−タ− カンパニ− | Non-stage transmission with split torque fluid mechanism device |
| EP0258575A3 (en) * | 1986-09-02 | 1988-06-15 | Ford-Werke Aktiengesellschaft | Continuously variable transmission with split torque hydrokinetic unit |
| US5057061A (en) * | 1988-12-30 | 1991-10-15 | Aisin Aw Kabushiki Kaisha | Continuously variable speed transmission |
| US6986725B2 (en) * | 2002-11-01 | 2006-01-17 | Eaton Corporation | Continuously variable stepped transmission |
| US7217214B2 (en) | 2002-11-01 | 2007-05-15 | Eaton Corporation | Continuously variable stepped transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0379586B2 (en) | 1991-12-19 |
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