JPS6060359A - Continuously variable transmission for vehicle - Google Patents

Continuously variable transmission for vehicle

Info

Publication number
JPS6060359A
JPS6060359A JP16666783A JP16666783A JPS6060359A JP S6060359 A JPS6060359 A JP S6060359A JP 16666783 A JP16666783 A JP 16666783A JP 16666783 A JP16666783 A JP 16666783A JP S6060359 A JPS6060359 A JP S6060359A
Authority
JP
Japan
Prior art keywords
power transmission
continuously variable
variable transmission
planetary gear
vehicle
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.)
Pending
Application number
JP16666783A
Other languages
Japanese (ja)
Inventor
Hiroshi Ito
寛 伊藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP16666783A priority Critical patent/JPS6060359A/en
Publication of JPS6060359A publication Critical patent/JPS6060359A/en
Pending legal-status Critical Current

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
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

PURPOSE:To optimize power performance and fuel consumption efficiency, by parallelly providing a power transmission route connecting a clutch and planetary gears in series and a power transmission route directly connecting output shaft of an engine to a CVT through a direct connecting member. CONSTITUTION:A power transmission route connecting in series a direct connecting clutch 42 and a planetary gear mechanism 18 and a power transmission route diretly connecting an engine output shaft 12 to a CVT50 through a direct coupling shaft 38 are parallelly provided, and the two power transmission routes are enabled to be selected. In this way, power performance and fuel consumption efficiency can be optimized because revolution is transmitted in larger speed change ratio to the CVT50 by selectively using the former power transmission route when the power performance is required, while rotation of the output shaft 12 is transmitted to the CVT50 via the direct coupling shaft 38 by placing the direct connecting clutch 42 in its engaged condition when a vehicle is driven in normal running.

Description

【発明の詳細な説明】 技術分野 本発明は、無段変速機（以下［ＣＶＴ　Ｊと言う。）を
備える車両用無段変速装置に関する。DETAILED DESCRIPTION OF THE INVENTION Technical Field The present invention relates to a continuously variable transmission device for a vehicle that includes a continuously variable transmission (hereinafter referred to as CVT J).

背景技術 ＣＶＴは速度比ｅ　（＝出力側回転速度Ｎｏｕｔ／入力
側回転速度Ｎｉｎ　）を連続的に制御することができ、
燃料消費効率の優れた動力伝達装置として車両に用いら
れる。ＣＶＴでは発進または登板時の動力性能を考える
と、最大減速比（減速比＝　］　／　ｅ　）を大きな値
にする必要があり、また燃料消費効率を考えると、一般
の内燃機関の熱効率が低回転速度の高トルク時において
高いので、減速比を小さい値に設定するのが有利で（２
） ある。したがって動力性能と燃料消費効率とを両立させ
るためには、ＣｖＴにおける減速比の制御範囲、すなわ
ち変速幅を増大する必要があるが、変速幅の増大のため
には、ＣＶＴの入力軸と出力軸との間の距離を増大しか
つプーリの径を増大するか、ベルトの巻き付き径を小さ
くする必要があり、前者ではＣＶＴが大型化して重量が
増大する支障があり、後者ではベルトの耐久性が悪化す
る支障がある。このため従来の無段変速装置では変速幅
が非常に限定され、動力性能と燃料消費効率との両方を
両立することは困難であった。Background technology CVT can continuously control the speed ratio e (=output side rotational speed Nout/input side rotational speed Nin),
Used in vehicles as a power transmission device with excellent fuel consumption efficiency. In CVT, considering the power performance when starting or climbing, it is necessary to set the maximum reduction ratio (reduction ratio = ] / e) to a large value, and when considering fuel consumption efficiency, the thermal efficiency of a general internal combustion engine is low at low rotation speeds. Since the speed is high when the torque is high, it is advantageous to set the reduction ratio to a small value (2
) be. Therefore, in order to achieve both power performance and fuel consumption efficiency, it is necessary to increase the control range of the reduction ratio in the CVT, that is, the shift width. It is necessary to increase the distance between the CVT and the pulley diameter, or to reduce the belt winding diameter.The former increases the size and weight of the CVT, while the latter reduces the durability of the belt. There is a problem that is getting worse. For this reason, conventional continuously variable transmissions have a very limited shift width, making it difficult to achieve both power performance and fuel consumption efficiency.

発明の開示 本発明の目的は、動力性能と燃料消費効率との両方を最
適化できる車両用無段変速装置を提供することである。DISCLOSURE OF THE INVENTION An object of the present invention is to provide a continuously variable transmission for a vehicle that can optimize both power performance and fuel consumption efficiency.

この目的を達成するために本発明の車両用無段変速装置
によれば、２つの動力伝達経路が機関の出力軸とＣＶＴ
との間に互いに並列に設けられ、一方の動力伝達経路は
クラッチ装置と遊星（３） 歯車機構との直列接続を含み、他方の動力伝達経路は機
関の出力軸とＣＶＴとを直結する直結部材を含み、２つ
の動力伝達経路の選択を制御する摩擦係合装置が設けら
れている。なおりラッチ装置には、流体継手や流体トル
クコンバータ等の流体伝動装置、乾式クラッチ、パウダ
クラッチが含められる。In order to achieve this object, the continuously variable transmission for a vehicle of the present invention has two power transmission paths: the output shaft of the engine and the CVT.
One power transmission path includes a series connection between the clutch device and the planetary (3) gear mechanism, and the other power transmission path includes a direct connection member that directly connects the output shaft of the engine and the CVT. A friction engagement device is provided that controls selection of the two power transmission paths. Ori latch devices include fluid transmission devices such as fluid couplings and fluid torque converters, dry clutches, and powder clutches.

こうして動力性能が要求される機関運転条件では遊星歯
車機構を含む第１の動力伝達経路が選択されて無段変速
装置全体として十分に高い減速比が確保され、良好な動
力性能を得ることができ、通常の車両走行時では第２の
動力伝達経路が選択されて、流体伝動装置における伝達
損失が防止され、燃料消費効率が向上する。In this way, under engine operating conditions that require high power performance, the first power transmission path including the planetary gear mechanism is selected, ensuring a sufficiently high reduction ratio for the continuously variable transmission as a whole, and achieving good power performance. During normal vehicle running, the second power transmission path is selected to prevent transmission loss in the fluid transmission device and improve fuel consumption efficiency.

流体伝動装置のみに対して並列にロックアツプクラッチ
を設け、本発明における第２の動力伝達経路は省略した
場合には、通常走行時における消費燃料を節約するため
に遊星歯車機構の減速比を１に維持するための摩擦係合
装置がロックアツプクラッチの他に必要となるが、不発
（４） 明によれば１つの摩擦係合装置により機関の出力軸とＣ
ＶＴとを直結することができる。If a lock-up clutch is provided in parallel to only the fluid transmission device and the second power transmission path in the present invention is omitted, the reduction ratio of the planetary gear mechanism may be reduced to 1 in order to save fuel consumption during normal driving. In addition to the lock-up clutch, a friction engagement device is required to maintain the engine's output shaft and C.
Can be directly connected to VT.

本発明の好ましい実施態様によれば、直結部材がクラッ
チ装置および遊星歯車機構の中心を貫通する軸であり、
遊星歯車機構はラビニョオ型遊星歯車装置を含み、その
前進段は減速比が１より大きい値に設定され、車両の発
進時および登板時のような大きな駆動トルクを確保する
必要がある場合、および（あるいは）機関低温時のよう
に暖機を速やかに完了させる必要がある場合、第１の動
力伝達経路が選択され、第２の動力伝達経路にはロック
アツプ開始時の衝撃を吸収する緩衝部材が設けられる。According to a preferred embodiment of the present invention, the direct coupling member is a shaft passing through the center of the clutch device and the planetary gear mechanism,
The planetary gear mechanism includes a Ravigneau type planetary gear device, and its forward gear is set to have a reduction ratio greater than 1, and when it is necessary to secure a large drive torque such as when starting and climbing a vehicle, and ( Alternatively) when it is necessary to complete warm-up quickly, such as when the engine is at low temperature, the first power transmission path is selected, and the second power transmission path is provided with a buffer member to absorb the shock at the start of lock-up. It will be done.

実施例 図面を参照して本発明の詳細な説明する。Example The present invention will be described in detail with reference to the drawings.

第１図において、流体継手１０は、機関の出力軸１２に
接続されているポンプ！４、およびポンプ１４からオイ
ルを介して回転トルクを伝達されるタービン１６を有し
ている。遊星歯車機構１８は、流体継手ｌＯに対して同
軸的に設けら（５） れ、ラビニョオ型遊星歯車装置２０を含む。この遊星歯
車装置２０は第１および第２のサンギヤ２２，２４　、
第１のサンギヤ２２にかみ合う第１のプラネタリギヤ２
６、第２のサンギヤ２４と第１のプラネタリギヤ２６と
にかみ合う第２のプラネタリギヤ２８、第＼のプラネタ
リギヤ２６にかみ合うリングギヤ３０、および第１およ
び第２のプラネタリギヤ２６．２８を回転可能に支持用
ブレーキ３６はリングギヤ３０の固定を制御する。直結
軸３８は流体継手ｌＯおよび遊星歯車機構１８の中心を
・貫通しており、一端においてダンパ４０を介して出力
軸１２へ接続され、他端において直結クラッチ４２を介
してキャリヤ３２に接続されている。ＣＶＴ　５０は１
対の入力側プーリ５２ａ、５２ｂ　、　１対の出力側プ
ーリ５４ａ＋５４ｂ　、および入力側と出力側のプーリ
に掛けられて→÷機関動力を伝達するベルト５６を備え
ている。In FIG. 1, a fluid coupling 10 is a pump connected to an output shaft 12 of an engine! 4, and a turbine 16 to which rotational torque is transmitted from the pump 14 via oil. The planetary gear mechanism 18 is provided coaxially with the fluid coupling lO (5) and includes a Ravigneau type planetary gear mechanism 20. This planetary gear device 20 includes first and second sun gears 22, 24,
First planetary gear 2 meshing with first sun gear 22
6. A second planetary gear 28 that meshes with the second sun gear 24 and the first planetary gear 26, a ring gear 30 that meshes with the second planetary gear 26, and a brake for supporting rotatably the first and second planetary gears 26 and 28. 36 controls fixing of the ring gear 30. The direct coupling shaft 38 passes through the center of the fluid coupling lO and the planetary gear mechanism 18, and is connected to the output shaft 12 via a damper 40 at one end, and to the carrier 32 via a direct coupling clutch 42 at the other end. There is. CVT 50 is 1
It includes a pair of input pulleys 52a, 52b, a pair of output pulleys 54a+54b, and a belt 56 that is hung between the input and output pulleys and transmits engine power.

一方の入力側プーリ５２ａは入力軸５８に軸線力（６） 向へ移動’ｒ’ｉＪ能に、回転方向へは固定的に設けら
れている。また一方の出力側プーリ５４ａは出力軸６０
に固定され、他方の出力側プーリ５４ｂは出力軸６０に
軸線方向へ移動可能に、回転方向へは固定的に設けられ
ている。入力側プーリ５２ａ　、　５２ｂの対向面およ
び出力側プーリ５４ａ、５４ｈの対向面は半径方向外方
へ向かって相互の距離を増大させるテーパ状に形成され
、ベルト５６避して動力伝達を確保できる最小限の値に
制御され、入力側プーリ５２ａ、５２ｈの押圧力はＣＶ
Ｔ　５０の速度比ｅ＝（出力軸６０の回転速度Ｎ０１ｌ
ｔ／入力軸５８の回転速度Ｎｕｎ　）を決定する。カウ
ンタ軸６２は、ＣＶＴ　５０の出力軸６０に対して平行
に設けられ、２つの歯車６４　、６６を有している。One input pulley 52a is provided on the input shaft 58 so as to be movable in the direction of the axial force (6), but fixed in the direction of rotation. Also, one output side pulley 54a is connected to the output shaft 60.
The other output-side pulley 54b is provided on the output shaft 60 so as to be movable in the axial direction and fixed in the rotational direction. The opposing surfaces of the input pulleys 52a and 52b and the opposing surfaces of the output pulleys 54a and 54h are tapered so that the distance between them increases radially outward, and the minimum distance that can avoid the belt 56 and ensure power transmission is formed. The pressing force of the input pulleys 52a and 52h is controlled to a value of CV
Speed ratio e of T 50 = (rotational speed N01l of output shaft 60
t/rotational speed Nun of the input shaft 58) is determined. The counter shaft 62 is provided parallel to the output shaft 60 of the CVT 50 and has two gears 64 and 66.

出力軸６０の機関動力は出力軸６０−ヒの歯車６８から
カウンタ軸６２上の歯車６４　、６６を介して差動装置
７０へ伝達され、さらに差動装置７０から左右のアクス
ル軸７２．７４を介して左右の駆動（７） 輪へ送られる。The engine power of the output shaft 60 is transmitted from the gear 68 of the output shaft 60-hi to the differential gear 70 via the gears 64 and 66 on the counter shaft 62, and further from the differential gear 70 to the left and right axle shafts 72, 74. It is sent to the left and right drive (7) wheels via the motor.

第２図は各レンジにおける各摩擦係合装置の作動状態お
よび減速比を示している。○は保合状態、×は解放状態
を意味し、ρｌ、ρ２は次式から定義されている。FIG. 2 shows the operating state and reduction ratio of each frictional engagement device in each range. ◯ means a bonded state, × means a released state, and ρl and ρ2 are defined from the following equations.

ｐ　Ｉ　＝　Ｚｓｌ　／　Ｚｒ ｐ　２　＝　Ｚｓ２　／　Ｚｒ ただしＺｓｌ　：第１のサンギヤ２２の歯数Ｚｓ２　：
第２のサンギヤ２４の歯数 Ｚｒ：リングギヤ３０の歯数 すなわちｉ、レンジおよびＤレンジの特定時では低速段
用ブレーキ３４が保合状態となって１より大きい減速比
で回転がＣＶＴ　５０へ伝達される。p I = Zsl / Zr p 2 = Zs2 / Zr where Zsl: Number of teeth of first sun gear 22 Zs2:
Number of teeth Zr of second sun gear 24: Number of teeth of ring gear 30, i.e., when range and D range are specified, low speed brake 34 is held and rotation is transmitted to CVT 50 at a reduction ratio greater than 1 be done.

特定時としては車両の発進時および登板時、および（あ
るいは）機関低温時等が列挙され、スロットル開度、車
速、およびエンジンオイルの温度等から検出される。ス
ロット開度と車速とに関しては、低車速の割にスロット
ル開度が大きい場合、あるいはスロットル開度がほぼ１
００％である場合を特定時とすることができる。車（８
） 両の発進時および登板時にＣＶＴ　５０へ】より大きい
減速比で回転が伝達されることにより、大きな駆動トル
クが確保され、良好な発進および登板が得られる。また
機関低温時にＣＶＴ　５０へ１より大きい減速比で回転
が伝達されることにより機関の回転速度が増大し、機関
温度が速やかに上昇し、暖機時間が短縮される。Ｄレン
ジの通常走行時では直結用クラッチ４２が保合状態とな
って出力軸１２の回転は直結軸３８を経てＣＶＴ　５０
へ伝達される。この結果通常走行時では流体継手１０に
おける伝達損失が防ＩＦされるので、燃料消費効率が向
上する。Ｒレンジでは東進用ブレーキ３６が係合状態と
なり、出力軸１２の回転は逆回転でＣＶＴ　５０へ伝達
される。なお実施例では流体継手１０が用いられている
が、流体継手１０の代わりに流体トルクコンバータ、乾
式クラッチ、あるいはパウダクラッチを用いることも可
能である。The specific times include when the vehicle starts, when the vehicle climbs up the hill, and/or when the engine temperature is low, and is detected from the throttle opening, vehicle speed, engine oil temperature, etc. Regarding slot opening and vehicle speed, if the throttle opening is large considering the low vehicle speed, or if the throttle opening is almost 1
00% can be set as a specific time. Car (8
) Rotation is transmitted to the CVT 50 at the time of starting and climbing of both vehicles] By transmitting rotation at a larger reduction ratio, a large driving torque is secured, and good starting and climbing can be obtained. Furthermore, when the engine is at a low temperature, rotation is transmitted to the CVT 50 at a reduction ratio greater than 1, thereby increasing the rotational speed of the engine, quickly raising the engine temperature, and shortening the warm-up time. During normal driving in the D range, the direct coupling clutch 42 is engaged and the rotation of the output shaft 12 is transferred to the CVT 50 via the direct coupling shaft 38.
transmitted to. As a result, during normal driving, transmission loss in the fluid coupling 10 is prevented, thereby improving fuel consumption efficiency. In the R range, the eastbound brake 36 is engaged, and the rotation of the output shaft 12 is transmitted to the CVT 50 in reverse rotation. Although the fluid coupling 10 is used in the embodiment, a fluid torque converter, a dry clutch, or a powder clutch may be used instead of the fluid coupling 10.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本発明の実施例の構成図、第２図は（９） 各シフトレンジにおける各摩擦係合装置の作動状態およ
び減速比を示す図表である。 ｌＯ・・・流体継手、１２・・・出力軸、１８・・・遊
星歯車機構、３８・・・直結軸、４２・・・直結用クラ
ッチ。 （１０）FIG. 1 is a block diagram of an embodiment of the present invention, and FIG. 2 is a chart (9) showing the operating state and reduction ratio of each frictional engagement device in each shift range. lO...Fluid coupling, 12...Output shaft, 18...Planetary gear mechanism, 38...Direct connection shaft, 42...Clutch for direct connection. (10)

Claims (1)

【特許請求の範囲】 １２つの動力伝達経路が機関の出力軸と無段変速機との
間に互いに並列に設けられ、一方の動力伝達経路はクラ
ッチ装置と遊星歯車機構との直列接続を含み、他方の動
力伝達経路は機関の出力軸と無段変速機とを直結する直
結部材を含み、２つの動力伝達経路が選択的に作動する
ことを特徴とする、車両用無段変速装置。 ２　直結部材がクラッチ装置および遊星歯車機構の中心
を貫通する軸であることを特徴とする特許請求の範囲第
１項記載の車両用無段変速装置。 ３　遊星歯車機構がラビニョオ型遊星歯車装置を含むこ
とを特徴とする特許請求の範囲第１項記載の車両用無段
変速装置。 ４　遊星歯車装置の前進段の減速比が１より大きい値に
設定され、前記摩擦係合装置は車両の発進時、登板時お
よび（あるいは）機関の低温時（１） には第１の動力伝達経路を選択することを特徴とする特
許請求の範囲第３項記載の車両用無段変速装置。 ５　第２の動力伝達経路に緩衝部材が設けられているこ
とを特徴とする特許請求の範囲第１項記載の車両用無段
変速装置。[Claims] Twelve power transmission paths are provided in parallel with each other between the output shaft of the engine and the continuously variable transmission, one power transmission path includes a series connection of a clutch device and a planetary gear mechanism, A continuously variable transmission for a vehicle, wherein the other power transmission path includes a direct connection member that directly connects the output shaft of the engine to the continuously variable transmission, and the two power transmission paths are selectively operated. 2. The continuously variable transmission for a vehicle according to claim 1, wherein the direct coupling member is a shaft passing through the centers of the clutch device and the planetary gear mechanism. 3. The continuously variable transmission for a vehicle according to claim 1, wherein the planetary gear mechanism includes a Ravigneau type planetary gear device. 4. The reduction ratio of the forward stage of the planetary gear device is set to a value greater than 1, and the frictional engagement device transmits the first power when the vehicle starts, when the vehicle is mounted, and (or) when the engine is at low temperature (1). 4. The continuously variable transmission device for a vehicle according to claim 3, wherein the continuously variable transmission device selects a route. 5. The continuously variable transmission for a vehicle according to claim 1, wherein a buffer member is provided in the second power transmission path.
JP16666783A 1983-09-12 1983-09-12 Continuously variable transmission for vehicle Pending JPS6060359A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP16666783A JPS6060359A (en) 1983-09-12 1983-09-12 Continuously variable transmission for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP16666783A JPS6060359A (en) 1983-09-12 1983-09-12 Continuously variable transmission for vehicle

Publications (1)

Publication Number Publication Date
JPS6060359A true JPS6060359A (en) 1985-04-06

Family

ID=15835492

Family Applications (1)

Application Number Title Priority Date Filing Date
JP16666783A Pending JPS6060359A (en) 1983-09-12 1983-09-12 Continuously variable transmission for vehicle

Country Status (1)

Country Link
JP (1) JPS6060359A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6424901B1 (en) * 1999-09-10 2002-07-23 Zf Batavia L.L.C. Method of calculating for the speed control of a CVT

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6424901B1 (en) * 1999-09-10 2002-07-23 Zf Batavia L.L.C. Method of calculating for the speed control of a CVT

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