JP2001050368A - Wrapping connection type continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a belt type continuously variable transmission to improve on-vehicle ability of an FR vehicle. SOLUTION: A belt type continuously variable transmission 3 is provided with a continuously variable transmission mechanism 17 comprising a rotary shaft 19 on the drive side and a pulley 23 on the drive side connected in a manner to transmit a power to the crank shaft 8 of an engine 1; a rotary shaft 20 on the driven side and a pulley 31 on the driven side situated mutually in parallel to the rotary shaft 19 on the drive side and the pulley 23 on the drive side and connected in a manner to transmit a power to rear wheels 7; and a belt 34A run around the pulley 23 on the drive side and the pulley 31 on the drive side. The rotary axis Y1 of the rotary shaft 19 on the drive side and the pulley 23 on the drive side and the rotary axis Z1 of the rotary shaft 20 on the driven side and the pulley 31 on the driven side are arranged in different positions in a radial direction based on the rotary axis X1 of the crank shaft 8.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a first rotating member and a second rotating member rotatably arranged about an axis in the front-rear direction of a vehicle, and the first rotating member and the second rotating member. The present invention relates to a continuously variable transmission having a winding transmission member wound around a member.

[0002]

2. Description of the Related Art Generally, continuously variable transmissions include a belt-type continuously variable transmission of a wrapping transmission type and a toroidal type continuously variable transmission of a traction transmission type. Among these, the belt-type continuously variable transmission has a driving-side rotation shaft and a driven-side rotation shaft,
The drive-side rotation shaft and the driven-side rotation shaft are arranged parallel to each other. The drive-side rotary shaft is provided with a drive-side pulley, and the driven-side rotary shaft is provided with a driven-side pulley. The drive side pulley and the driven side pulley are configured such that their groove widths can be changed separately. Further, a belt is wound around the driving pulley and the driven pulley. By controlling at least one of the groove widths of the respective pulleys, it is possible to continuously control the ratio between the input rotation speed and the output rotation speed, that is, the gear ratio.

An example of a vehicle drive device having such a belt-type continuously variable transmission is disclosed in Japanese Patent Application Laid-Open Nos. 2-150539 and 2-150540. In these publications, a crankshaft (output shaft) of an engine (motor) is disposed in the front-rear direction of the vehicle. A torque converter is provided on the output side of the engine, and a forward / reverse switching mechanism is provided on the output side of the torque converter. A belt-type continuously variable transmission (winding transmission type transmission) is provided on the output side of the forward / reverse switching mechanism. The belt-type continuously variable transmission has a primary shaft (first rotating member) and a secondary shaft (second rotating member), and the primary shaft is arranged on the same axis as the crankshaft.

Further, a primary axis and a secondary axis are arranged in parallel with each other, and the primary axis and the secondary axis are arranged in the front-rear direction of the vehicle. A primary pulley (first rotating member) is provided on the primary shaft side,
A secondary pulley (second rotating member) is provided on the secondary shaft side. A belt (wrap transmission member) is wound around the primary pulley and the secondary pulley.

[0005] As for the drive system of the wheels, the output side of a belt-type continuously variable transmission is a front engine / rear drive (hereinafter, referred to as a front drive) connected only to a rear differential device.
FR) and a four-wheel drive vehicle based on a front engine / front drive (hereinafter abbreviated as FF) connected to a rear differential device and a front differential device with an output side of a belt-type continuously variable transmission. Is illustrated.

On the other hand, as described in the above-mentioned publication, when a system for transmitting the power of the engine to the rear wheels is employed, parts such as a belt-type continuously variable transmission and a propeller shaft are connected to the floor. It becomes a structure arranged below. For this reason, a part of the floor is curved in a tunnel shape toward the upper side (that is, the indoor side), thereby forming a longitudinal space below the floor along the front-rear direction of the vehicle. The power transmission device is arranged in this space. The curved shape of the floor is limited by various conditions on the indoor space side.

[0007]

Incidentally, in order to improve the starting performance of the vehicle, it is desirable to set the maximum speed ratio of the continuously variable transmission large. On the other hand, since the thermal efficiency of a normal engine is high in the low / medium rotation range and in the relatively high torque range, the minimum speed of the continuously variable transmission is required to improve fuel efficiency and reduce emissions. It is desirable to set the ratio smaller on the speed increasing side. Therefore, in order to achieve both the improvement of the starting performance of the vehicle and the improvement of the fuel efficiency, the control range of the speed ratio of the continuously variable transmission may be set wide. In the belt-type continuously variable transmission, in order to increase the speed ratio width, it is conceivable to increase the distance between the input shaft and the output shaft of the continuously variable transmission and increase the pulley diameter. .

However, in the belt-type continuously variable transmission described in the above publication, the primary shaft and the secondary shaft are arranged in parallel with each other, and the primary shaft and the crankshaft are arranged on the same axis. . For this reason, in the radial direction of the crankshaft, an arrangement space for the primary shaft and the secondary shaft centering on the crankshaft inevitably increases. Therefore, there is a possibility that the in-vehicle operability of the belt-type continuously variable transmission is reduced due to the correspondence between the arrangement space of the two shafts and the floor shape.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a wrapping transmission type continuously variable transmission that can improve the on-board performance of an FR vehicle.

[0010]

In order to achieve the above-mentioned object, a first aspect of the present invention is configured to be rotatable about a first axis set in a longitudinal direction of a vehicle, and A first rotating member connected to the output shaft of the prime mover so as to be able to transmit power, and a second axis parallel to the first axis and rotatable about a second axis; Wrapping provided with a continuously variable transmission mechanism having a second rotating member connected so as to be capable of transmitting power to the first rotating member and a winding transmission member wound around the first rotating member and the second rotating member. In the transmission type continuously variable transmission, the first axis and the second axis are arranged at different radial positions with respect to the rotation axis of the output shaft.

According to the first aspect of the present invention, in the radial direction of the output shaft of the prime mover, an imbalance in the arrangement balance between the first rotating member and the second rotating member around the output shaft is avoided. Therefore, the arrangement space of the first rotating member and the second rotating member about the output shaft in the width direction of the vehicle is suppressed.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, a gear transmission mechanism is provided in a power transmission path between the prime mover and the rear wheel. According to the second aspect of the present invention, the same operation as that of the first aspect of the present invention is produced, and the transmission ratio of the winding transmission type continuously variable transmission is controlled by controlling the speed ratio of the continuously variable transmission mechanism and the gear ratio of the gear transmission mechanism. The overall control ratio of the gear ratio can be expanded as much as possible. Therefore, when the control range of the speed ratio as a whole of the belt-type continuously variable transmission is increased, an increase in the radius or the distance between the shafts of the first rotating member and the second rotating member is suppressed.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the gear transmission mechanism has a planetary gear mechanism, and a rotating element of the planetary gear mechanism is on the same axis as the output shaft of the prime mover. And can be rotated. According to the third aspect of the invention, in addition to the same effect as the second aspect of the invention, since each rotating element of the planetary gear mechanism rotates on the same axis as the output shaft, the width direction of the vehicle is reduced. In the above, the arrangement space of the planetary gear mechanism centered on the output shaft is suppressed.

According to a fourth aspect of the present invention, in addition to the configuration of the second or third aspect, a first power transmission for transmitting the power of the prime mover to the gear transmission mechanism via the continuously variable transmission mechanism. And a second power transmission member that transmits the power of the prime mover to the gear transmission mechanism without passing through the continuously variable transmission mechanism.

According to the fourth aspect of the invention, the same operation as the second or third aspect of the invention is produced, and the power of the prime mover is
Since it is divided into a transmission path of power transmitted to the gear transmission mechanism via the continuously variable transmission mechanism and a power transmission path transmitted to the gear transmission mechanism without passing through the continuously variable transmission mechanism,
The torque input to the continuously variable transmission is reduced.

According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the planetary gear mechanism includes a sun gear, a ring gear disposed concentrically with the sun gear, and disposed outside the sun gear. A carrier holding a pinion gear meshing with the sun gear and the ring gear, wherein an output side of the continuously variable transmission mechanism and the sun gear are connected so as to be able to transmit power by the first power transmission member, and an output of the prime mover A side and the ring gear are connected so as to be able to transmit power by the second power transmission member, and the carrier is connected so as to be able to transmit power to the wheels. According to the fifth aspect of the invention, in addition to the same effect as the fourth aspect of the invention, the circulation of the power input to the gear transmission mechanism is avoided by rotating the ring rear and the sun gear in the same direction.

According to a sixth aspect of the present invention, in addition to the configuration of the fifth aspect, a power transmission state of a power transmission path for transmitting the power of the prime mover to the sun gear via the continuously variable transmission mechanism is controlled. A first clutch, a second clutch for integrally rotating the sun gear and the ring gear, and a brake for controlling rotation and fixing of the sun gear.

According to the sixth aspect of the present invention, the same operation as that of the fifth aspect of the invention is produced, and by selecting engagement / disengagement of each clutch and brake, the whole of the wrapping transmission type continuously variable transmission is provided. The control range of the gear ratio can be widened.

[0019]

Next, the present invention will be specifically described with reference to the drawings. FIG. 1 is a skeleton diagram of an FR vehicle (an engine-rear-mounted rear-wheel drive vehicle) to which the present invention is applied. First, a schematic configuration of a vehicle will be described. An engine 1 as a driving force source of the vehicle is mounted in a front part of the vehicle, specifically, in an engine room. Also, Engine 1
Is provided with a torque converter 2 on the rear end side of the vehicle, and a belt-type continuously variable transmission 3 is provided on the rear end side of the vehicle in the torque converter 2.

The engine 1 and the torque converter 2
Are connected so that power can be transmitted, and the belt-type continuously variable transmission 3 and the torque converter 2 are connected so that power can be transmitted. Further, a differential 5 is connected to an output side of the belt-type continuously variable transmission 3 via a propeller shaft 4 so that power can be transmitted. A rear wheel 7 is connected to an output side of the differential 5 via an axle shaft 6 so that power can be transmitted.

The configuration of the above mounted components will be described. As the engine 1, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, or the like is used. This engine 1 has a crankshaft 8,
The crankshaft 8 rotates about the axis X1.
Then, a so-called engine vertical installation type in which the axis X1 is arranged in the front-rear direction of the vehicle is adopted. Further, the crankshaft 8 is disposed in the front-back direction of the vehicle.

The torque converter 2 has a torque converter housing 2A, and the inside of the torque converter housing 2A is configured as follows. First, a front cover 10 is connected to the rear end of the crankshaft 8 via a drive plate 9 so that power can be transmitted.
Are connected to be able to transmit power. An input shaft 12 is provided from the inside of the torque converter housing 2A to the inside of the transmission housing 3A. That is, the axis X1 that is the center of rotation of the input shaft 12 is set in the front-rear direction of the vehicle. A turbine runner 13 is attached to an end of the input shaft 12 on the front cover 10 side. A gear 12A is formed on the input shaft 12 at a position corresponding to the inside of the transmission housing 3A.

A stator wheel 14 is provided inside the turbine runner 13 and the pump impeller 11. A lock-up clutch 16 is provided at an end of the input shaft 12 on the front cover 10 side via a damper mechanism 15. Front cover 10 and pump impeller 11 configured as described above
Oil as a working fluid is supplied to the inside.

The belt-type continuously variable transmission 3 has a transmission housing 3A, and the transmission housing 3A is a torque converter housing 2A.
At the rear end of the vehicle. The outer peripheral shape of the transmission housing 3A is determined by the size, shape, or layout of the components constituting the belt-type continuously variable transmission 3.

A continuously variable transmission mechanism (CVT) 17 and a gear transmission mechanism 18 are provided inside the transmission housing 3A. The continuously variable transmission mechanism 17 has a drive-side rotation shaft 19 and a driven-side rotation shaft 20. The drive-side rotation shaft 19 and the driven-side rotation shaft 20 are arranged in parallel with each other, and are arranged in the front-rear direction of the vehicle. Also,
The drive-side rotary shaft 19 is configured to be rotatable about the axis Y1, and the driven-side rotary shaft 20 is configured to be rotatable about the axis Z1. The axes Y1 and Z1 are arranged at different positions in the radial direction with respect to the axis X1.

A gear 21 is formed at an end of the drive-side rotating shaft 19 on the torque converter 4 side, and the drive-side rotating shaft 1
A gear 22 is formed at the end of the axle shaft 6 at 9. The gear 21 and the gear 12A are meshed. Further, a driving pulley (in other words, a primary pulley) 23 corresponding to the driving rotary shaft 19 is provided. The drive pulley 23 has a fixed sheave 24 and a movable sheave 25 attached to the outer periphery of the drive rotation shaft 19. The fixed sheave 24 and the movable sheave 25 and the drive side rotation shaft 19 are configured to be relatively rotatable.

The fixed sheave 24 is configured not to move in the axial direction of the drive shaft 19, and the movable sheave 25 is configured to be movable in the axial direction of the drive-side rotary shaft 19. Further, a hydraulic actuator 26 that moves the movable sheave 25 in the axial direction of the drive-side rotary shaft 19 is provided. The hydraulic actuator 26 is a known actuator including a piston (not shown) that operates in the axial direction of the drive-side rotary shaft 19, a return spring (not shown), and the like. Further, a first clutch C1 for controlling a power transmission state between the fixed sheave 24 and the drive-side rotary shaft 19 is provided. This first clutch C1
Is a known wet multi-plate clutch having a plurality of clutch plates (not shown) and a plurality of clutch disks (not shown), a return spring (not shown), and a hydraulic servo mechanism (not shown). .

On the other hand, the driven rotary shaft 20 has a first shaft 27 provided on the torque converter 2 side and a second shaft 28 provided on the axle shaft 6 side. A gear 29 is formed on the first shaft 27, and a gear 30 is formed on the second shaft 28. Further, a gear 29A meshing with the gear 29 is provided, and a gear 29B meshing with the gear 29A is provided. The gear 29B and the gear 21 are meshed. A driven pulley (in other words, a secondary pulley) 31 corresponding to the driven rotary shaft 20 is provided. The driven pulley 31 has a fixed sheave 32 and a movable sheave 33. This fixed sheave 32 is
Of the movable sheave 3
Numeral 3 is configured to be movable in the axial direction of the second shaft 28.

Further, the movable sheave 33 is connected to the drive side rotating shaft 2.
A hydraulic actuator 34 that operates in the 0 axis direction is provided. The hydraulic actuator 34 is a piston (not shown) that operates in the axial direction of the driven-side rotary shaft 20.
And a return spring (not shown). Further, a reverse clutch CR for controlling a power transmission state between the fixed sheave 32 and the first shaft 27 is provided. A belt 34A is provided for the driving pulley 23 and the driven pulley 31 having the above-described configuration.
Is wrapped around.

The structure of the gear transmission mechanism 18 will be described. The gear transmission mechanism 18 has a shaft 34B, a hollow shaft 35, and an output shaft 36. Each of the shaft 34B, the hollow shaft 35, and the output shaft 36 is configured to be rotatable about the axis X1. A shaft 34B is provided between the input shaft 12 and the propeller shaft 4.
Are arranged, and the output shaft 36 is arranged between the shaft 34B and the propeller shaft 4. The hollow shaft 35 is attached to the outer periphery of the shaft 34B, and the hollow shaft 35 and the shaft 34B are configured to be relatively rotatable. A gear 37 is formed at an end of the shaft 34B on the input shaft 12 side, and the gear 37 and the gear 30 are meshed.

A gear 38 and a ring gear (that is, an internal gear) 39 are formed on the hollow shaft, and the gear 38 and the gear 22 are meshed. A sun gear 40 is formed at an end of the shaft 34B on the output shaft 36 side. That is, the sun gear 40 and the ring gear 39 are arranged concentrically about the axis X1. Further, a plurality of pinion gears 41 meshing with the sun gear 40 and the ring gear 39 are provided, and these pinion gears 41 are held by the carrier 42. The carrier 42 is connected to the output shaft 36 so that power can be transmitted. That is, carrier 4
2 is rotatable about the axis X1.

A single pinion type planetary gear mechanism 43 is formed using the sun gear 40, the ring gear 39, and the carrier 42 having the above configuration as rotating elements. A second clutch CD for controlling the power transmission state between the shaft 34B and the hollow shaft 35 is provided between the gear 37 and the gear 38 on the outer peripheral side of the shaft 34B. The second clutch CD includes a known clutch having a plurality of clutch plates (not shown) and a plurality of clutch disks (not shown), a return spring (not shown), and a hydraulic servo mechanism (not shown). This is a wet multi-plate clutch. Further, a brake B1 for controlling rotation / stop of the shaft 34B is provided. This brake B1
Is a known type having a hydraulic servo mechanism (not shown) and a band brake (not shown).

FIG. 2 is a conceptual diagram showing an example of the mounting position of the engine 1 and the continuously variable transmission mechanism 17 in the width direction of the vehicle. The conceptual diagram of FIG. 2 shows the internal structure of the transmission housing 3A and the structure of the vehicle. This shows a state viewed from the rear side. First, a floor F1 constituting a part of the body of the vehicle is provided. The floor F1 is provided with a projecting portion 44 that projects in a tunnel shape toward the upper part of the vehicle (that is, the indoor side) substantially at the center in the width direction of the vehicle. The projecting portion 44 is provided from the dash panel portion of the body to the rear floor. That is, the elongated protrusion 44 is provided in the front-rear direction of the vehicle.

Therefore, below the floor F1, a space K corresponding to the projection 44 in the longitudinal direction of the vehicle in the longitudinal direction of the vehicle.
1 is formed. Parts such as the torque converter housing 2A, the transmission housing 3A, and the propeller shaft 4 are arranged in the space K1. The axis X1 is set below the floor F1, and the axis X1 is set at the center of the space K1 in the width direction of the vehicle. In particular,
The drive-side rotary shaft 19 and the drive-side pulley 23, and the driven-side rotary shaft 20 and the driven-side pulley 31 are arranged symmetrically in the width direction of the vehicle with the crankshaft 8 as a center.

Next, the control system of the FR vehicle having the above configuration will be described with reference to the block diagram of FIG. First, an electronic control unit (ECU) 4 that controls the engine 1, the lock-up clutch 16, and the belt-type continuously variable transmission 3
5 are provided. The electronic control unit 45 includes an arithmetic processing unit (CPU or MPU) and a storage unit (RAM
And a ROM) and a microcomputer mainly including an input / output interface. In response to the electronic control unit 45, the engine speed sensor 4
6, a signal of an accelerator opening sensor 47, a signal of a throttle opening sensor 48, a signal of a brake switch 49,
A signal of a shift position sensor 50 for detecting an operation state of a shift lever (not shown), a signal of a drive pulley rotation speed sensor 51 for detecting the rotation speed of the drive pulley 23, and a rotation speed of the driven pulley 31 are detected. A signal of the driven pulley rotation speed sensor 52, a signal of an output rotation speed sensor 53 for detecting the rotation speed of the output shaft 36, and the like are input. The vehicle speed can be calculated based on the signal of the output rotation speed sensor 53.

By operating the shift lever, a driving position (for example, a drive position or a reverse position) for setting a state in which the driving force of the engine 1 is transmitted to the rear wheels 7, and the driving force of the engine 1 is not transmitted to the rear wheels 7. A non-drive position (for example, a neutral position, a parking position) for setting a state can be selected. When the drive position is selected, the forward gear can be set by the belt-type continuously variable transmission 3. When the reverse position is selected, the reverse gear is set by the belt-type continuously variable transmission 3. be able to.

The electronic control unit 45 includes the engine 1 and the belt-type continuously variable transmission 3 based on various signals.
In addition, various data for controlling the lock-up clutch 16 are stored in advance.

More specifically, data for obtaining a target driving force based on the accelerator opening (or throttle opening) and the vehicle speed indicating an output request for the vehicle is stored. Further, data for obtaining a target engine output, a target throttle opening, and a target engine speed corresponding to the target driving force are stored. Further, data for calculating a target gear ratio of the belt-type continuously variable transmission 3 based on the target engine speed and the vehicle speed is stored. Then, a target engine output and a target gear ratio of the belt-type continuously variable transmission 3 as a whole are determined based on an optimal fuel consumption line in an operation state diagram determined by the engine speed and the engine torque.
For this reason, a belt-type continuously variable transmission control map is stored in order to control the speed ratio of the belt-type continuously variable transmission 3 in accordance with the target speed ratio.

In the belt-type continuously variable transmission control map, for example, the vehicle speed and the accelerator opening (or throttle opening) are set as parameters. The speed ratio of the continuously variable transmission mechanism 17 or the gear ratio of the gear transmission mechanism 18 is controlled based on the belt-type continuously variable transmission control map. The electronic control unit 45 stores a lock-up clutch control map. The lock-up clutch control map is set with the vehicle speed and the accelerator opening (or throttle opening) as parameters. Based on the lock-up clutch control map, the lock-up clutch 16 is controlled to be in an engaged, released, or slip state.

On the other hand, a fuel injection device 54, an ignition timing control device 55, and a hydraulic control device 56 are connected to the electronic control device 45 so that signal communication is possible. The hydraulic control device 56 controls the first clutch C1, the second clutch CD, and the brake B of the belt-type continuously variable transmission 3.
Various solenoid valves 5 for controlling the hydraulic pressure acting on 1
7, a manual valve 58 for controlling a hydraulic pressure acting on the second clutch CR by operating a shift lever (not shown), various solenoid valves 59 for controlling a hydraulic pressure acting on the hydraulic actuators 26 and 34, A solenoid valve 60 for controlling the hydraulic pressure acting on the lock-up clutch 16. Then, the electronic control unit 45
Thus, control signals for the fuel injection device 54, the ignition timing control device 55, and the hydraulic control device 56 are output based on various input signals and data.

Here, the correspondence between the configuration of the embodiment and the configuration of the present invention will be described. That is, the engine 1 corresponds to the prime mover of the present invention, the crankshaft 8 corresponds to the output shaft of the present invention, and the drive-side rotating shaft 19 and the drive-side pulley 23 correspond to the first rotating member of the present invention. Also,
The driven-side rotating shaft 20 and the driven-side pulley 31 correspond to the second rotating member of the present invention, and the axes X1, Y1, and Z1 correspond to the rotating axis of the present invention. Further, the input shaft 12, the gear 12A, the gear 21, the drive-side rotating shaft 19, and the first
, The driven-side rotary shaft 20, the gear 30, and the gear 3
The shaft 7, the shaft 34B, and the third clutch CD correspond to a first power transmission member of the present invention. Further, the drive-side rotating shaft 19, the gear 22, the gear 38, and the hollow shaft 35 correspond to a second power transmission member of the present invention. Furthermore, the belt-type continuously variable transmission 3 corresponds to the wrapping transmission type continuously variable transmission of the present invention, and the belt 34A corresponds to the wrapping transmission member of the present invention. Furthermore, the sun gear 40, the ring gear 39, and the carrier 42 correspond to the rotating element of the present invention.

An operation example of a vehicle having the system shown in FIGS. 1 to 3 will be described. When the forward gear or the reverse gear is selected by operating the shift lever, the continuously variable transmission 17 and the gear transmission mechanism 18 are controlled based on the belt-type continuously variable transmission control map described above. Specifically, when the forward gear is selected, the first speed mode (1
ST), the second speed mode (2ND), or the CVT mode. Here, in the belt-type continuously variable transmission control map, as the acceleration request based on the vehicle speed or the accelerator opening (or the accelerator opening) increases, the operating state of the engine 1 is changed to a state along the optimal fuel efficiency curve. In order to control, it is set so that the mode can be switched from the first speed mode to the second speed mode.

Further, in the belt-type continuously variable transmission control map, as the acceleration demand based on the vehicle speed or the accelerator opening (or the accelerator opening) increases, the operating state of the engine 1 is adjusted along the optimum fuel efficiency curve. In order to control the state, it is set so that the mode can be switched from the second speed mode to the CVT mode. On the other hand, when the reverse gear is set, the Rev mode is selected.

FIG. 4 is a table showing the correspondence between each mode and the engaged / disengaged state of the frictional engagement device of the belt-type continuously variable transmission 3. In FIG. 4, a mark “○” means that the friction engagement device is engaged, and a blank space means that the friction engagement device is released.

Next, the operation in the case where the power (ie, torque) of the engine 1 is transmitted to the wheels 7 via the belt-type continuously variable transmission 3 will be described. First, the torque of the engine 1 is transmitted from the crankshaft 8 to the front cover 10. At this time, when the lock-up clutch 16 is released, the torque of the pump impeller 11 is transmitted to the turbine runner 13 by the fluid, and then this torque is transmitted to the input shaft 12.

When the rotational speed ratio between the pump impeller 11 and the turbine runner 13, that is, the speed ratio is equal to or lower than a predetermined value (ie, torque converter range), the torque transmitted from the pump impeller 11 to the turbine runner 13 Is amplified by the stator wheel 14. On the other hand, when the speed ratio exceeds a predetermined value (fluid coupling range), the torque converter 2 does not amplify the torque. When the lock-up clutch 16 is engaged, the torque of the front cover 10 is mechanically transmitted to the input shaft 12.

Here, control contents of the belt type continuously variable transmission 3 when the forward speed is selected and the first speed mode is selected will be described. In this case, as shown in FIG. 4, the brake B1 is engaged, and all other clutches are released. That is, the shaft 34B and the sun gear 40 are fixed. Then, the torque of the input shaft 12 is transmitted to the hollow shaft 35 via the gear 12A, the gear 21, the drive-side rotary shaft 19, the gear 22, and the gear 38. When the first speed mode is selected, the torque output from the engine 1 is transmitted to the continuously variable transmission mechanism 17 because the first clutch C1 is disengaged and the reverse clutch CR is disengaged. Not done.

As described above, when torque is transmitted to the hollow shaft 35, the ring gear 39 serves as an input element and rotates in a predetermined direction, and the sun gear 40 serves as a reaction element and the carrier 42 rotates in a predetermined direction. I do. As described above, when the torque of the drive-side rotating shaft 19 is transmitted to the ring gear 39, the torque of the ring gear 39 is reduced and output from the carrier 42, as shown in the alignment chart of FIG. This figure 5
, "S" indicates a sun gear 40, "R" indicates a ring gear 39, and "C" indicates a carrier 42. In the first speed, the ratio between the rotation speed of the input shaft 12 and the rotation speed of the output shaft 36, that is, the gear ratio (in other words, the gear ratio) of the belt-type continuously variable transmission 3 as a whole, As shown in FIG. 4, for example, it can be set to 3.38.

When the second speed mode is selected,
As shown in FIG. 4, the second clutch CD is engaged, and all other clutches and brakes are released. That is, the ring gear 39 and the sun gear 40 are directly connected. Therefore, the torque of the drive side rotation shaft 19 is transmitted to the ring gear 39 and the sun gear 40, and the sun gear 40, the ring gear 39, and the carrier 42 rotate integrally as shown in the alignment chart of FIG. Also in the second speed mode, the first clutch C1 is released, and
Since the reverse clutch CR is released, the torque output from the engine 1 is not transmitted to the continuously variable transmission mechanism 17. In the second speed, the speed ratio of the belt-type continuously variable transmission 3 can be set to, for example, 2.25.

Next, control when the CVT mode is selected will be described. In this case, as shown in FIG. 4, the first clutch C1 is engaged, and all other clutches and brakes are released. For this reason, a part of the torque of the driving-side rotating shaft 19 is transmitted to the ring gear 39 via the gears 22 and 38, and a part of the torque of the driving-side rotating shaft 19 is transmitted to the first clutch C1. The driving force is transmitted to the driving pulley 23 via the control unit. Drive side pulley 2
The torque of No. 3 is transmitted to the driven pulley 31 by the belt 34A.

Here, when torque is transmitted to the continuously variable transmission mechanism 17, the groove width of the driving pulley 23 is controlled based on the vehicle speed, the accelerator opening (or throttle opening), and the like. Specifically, by controlling the hydraulic pressure acting on the hydraulic actuator 26, the axial distance between the fixed sheave 24 and the movable sheave 25, that is, the groove width is adjusted. As a result, the winding radius of the belt 34A on the driving pulley 23 changes, and the continuously variable transmission mechanism 17
Is steplessly (continuously) controlled. By controlling the hydraulic pressure acting on the hydraulic actuator 34 in accordance with the shift control, the groove width of the driven pulley 31, that is, the distance between the fixed sheave 32 and the movable sheave 33 is adjusted, and the tension of the belt 34A is adjusted. Is controlled. Here, the groove width of the driven pulley 31 is controlled based on the engine torque and the speed ratio of the continuously variable transmission mechanism 17.

The torque of the driven pulley 31 is transmitted to the shaft 34B via the second shaft 28, the gear 30, and the gear 37. Therefore, the sun gear 40 rotates at a predetermined speed in the same direction as the ring gear 39. The rotation speed of the sun gear 40 can be controlled within a predetermined range by controlling the speed ratio of the continuously variable transmission mechanism 17 as shown in the alignment chart of FIG.

Therefore, when the torque of the input shaft 12 is divided and transmitted to the continuously variable transmission mechanism 17 and the ring gear 39, the rotation of the ring gear 39 can be increased and transmitted to the carrier 42. In this case, the speed ratio of the belt-type continuously variable transmission 3 is set to, for example, 1.72 to 0.7.
It can be controlled in the range of 70. Therefore, the entire control width of the gear ratio of the belt-type continuously variable transmission 3 when the forward gear is selected can be set to a value obtained by dividing 3.38 by 0.70, that is, to 4.83.

Next, control when the Rev mode is selected will be described. In this case, as shown in FIG. 4, the reverse clutch CR is engaged, and the other clutches and brakes are released. On the other hand, the torque of the gear 21 is transmitted to the drive-side rotary shaft 19 and the gear 29B. That is, the torque of the gear 29B is transmitted to the first shaft 27 via the gear 29A. Then, by the engagement of the reverse clutch CR, the torque of the first shaft 27 is transmitted to the second shaft 28 via the fixed sheave 32.
Is transmitted to Here, the rotation direction of the second shaft 28 is the same as that of the second shaft 2 in the CVT mode described above.
8 is opposite to the rotation direction.

Then, the torque of the second shaft 28 is transmitted to the shaft 34B via the gears 30 and 37, and the shaft 34B rotates. The rotation direction of the shaft 34B is also opposite to the rotation direction of the shaft 34B in the CVT mode of FIG. Therefore, the carrier 36
Is the first speed mode or the second speed mode, or C
It rotates in the opposite direction to that in the VT mode. That is, FIG.
The rotation of the ring gear 39 is transmitted to the carrier 42 at a reduced speed as shown in the alignment chart of FIG. When this reverse speed is selected, the speed ratio of the belt-type continuously variable transmission 3 can be controlled to, for example, 2.90.

When torque is transmitted to the output shaft 36 by setting the forward gear or the reverse gear as described above, this torque is transmitted to the differential 5 via the propeller shaft 4 and , And is distributed to the left and right axle shafts 6,6. Then, the torque of each axle shaft 6, 6 is transmitted to the rear wheel 7, and a driving force is generated.

As described above, in this embodiment,
In the radial direction of the crankshaft 8, the drive-side rotation shaft 19, the drive-side pulley 23, the driven-side rotation shaft 20, and the driven-side pulley 3 centered on the crankshaft 8.
1 is avoided. For example, as shown in FIG. 2, the drive-side rotation shaft 19 and the driven-side rotation shaft 20 can be arranged symmetrically in the width direction of the vehicle around the crankshaft 8. For this reason, the arrangement space between the drive-side rotation shaft 19 and the drive-side pulley 23 and the driven-side rotation shaft 20 and the driven-side pulley 31 around the crankshaft 8 and in the radial direction of the crankshaft 8 is suppressed. .

Therefore, the gap between the transmission housing 3A and the floor F1 can be as large as possible. That is, contact between the transmission housing 3A and the floor F1 is avoided, and the mountability of the transmission housing 3A on the vehicle is improved. Further, in order to increase the control width of the speed ratio of the continuously variable transmission mechanism 17, the radii of the driving pulley 23 and the driven pulley 31 are set as wide as possible, and
Even when the inter-axis distance between the transmission housing 3 and the driven-side rotary shaft 18 is increased, the gap between the transmission housing 3A and the floor F1 can be as large as possible.

In the belt type continuously variable transmission 3,
The gear ratio of the continuously variable transmission mechanism 17 can be controlled in a stepless manner, and the gear ratio of the gear transmission mechanism 18 can be controlled in two steps. For this reason, by changing both the gear ratios of the continuously variable transmission mechanism 17 and the gear transmission mechanism 18,
The control range of the speed ratio as a whole of the belt-type continuously variable transmission 3 is as wide as possible. Therefore, when the control width of the speed ratio as a whole of the belt-type continuously variable transmission 3 is increased, the radius of the driving pulley 23 and the driven pulley 31 are increased.
In other words, an increase in the distance between the drive-side rotary shaft 19 and the driven-side rotary shaft 20 is suppressed, and the on-board performance of the belt-type continuously variable transmission 3 is further improved.

Further, in this embodiment, a first torque transmitting part of the torque of the engine 1 to the continuously variable transmission mechanism 17 is provided.
, And a second clutch CD and a brake B1 for controlling the gear ratio of the gear transmission mechanism 18. Therefore, by controlling the transmission and transmission of the torque by selecting the engagement and disengagement of these clutches and brakes, the control range of the speed ratio as a whole of the belt type continuously variable transmission 3 can be expanded as much as possible. And its power performance is improved. By changing the radius ratio and the gear ratio of each gear of the gear transmission mechanism 18, the speed ratio of the belt-type continuously variable transmission 3 as a whole and the speed ratio between the first speed and the second speed are changed. The degree of freedom to change the width is increased.

Further, each rotating element of the gear transmission mechanism 18 and the crankshaft 8 are both configured to be rotatable about the axis X1. For this reason, the arrangement space of the gear transmission mechanism 18 in the radial direction of the crankshaft 8 can be suppressed, and the on-board performance of the belt-type continuously variable transmission 3 is further improved.

Further, according to this embodiment, the torque of the engine 1 is controlled by the continuously variable transmission mechanism 17 and the ring gear 39.
And both torques are mixed by the gear transmission mechanism 18. That is, the torque input to the continuously variable transmission mechanism 17 can be reduced as much as possible. Therefore, the torque to be transmitted by the continuously variable transmission mechanism 17 is reduced, the slip of the belt 34A is avoided, and the durability is improved. Therefore, the belt-type continuously variable transmission 3 is applied to a high-power engine. can do. In other words, the belt-type continuously variable transmission 3 can be mounted on a large displacement vehicle. That is, it is possible to provide a small belt-type continuously variable transmission 3 to be mounted on an FR vehicle having a large displacement.

Since the torque to be transmitted by the continuously variable transmission mechanism 17 is reduced, the tension of the belt 34A can be set as low as possible. Therefore, belt 3
The radius of the piston (not shown) of the hydraulic actuator 34 for controlling the tension of 4A can be made as small as possible, and the on-board performance of the belt type continuously variable transmission 3 is further improved.

When the CVT mode is selected,
The torque input to the continuously variable transmission mechanism 17 is about half of the engine torque. Then, the torque that is not input to the continuously variable transmission mechanism 17 is transmitted to the gear transmission mechanism 18. For this reason, the speed ratio of the belt-type continuously variable transmission 3 is smaller than the speed ratio of the continuously variable transmission mechanism 17 alone, but the power transmission efficiency of the belt-type continuously variable transmission 3 as a whole is The speed is approximately intermediate between the continuously variable transmission mechanism 17 having relatively low efficiency and the gear transmission mechanism 18 having relatively high power transmission efficiency. Therefore, the power transmission efficiency of the belt-type continuously variable transmission 3 as a whole is higher than the power transmission efficiency of the continuously variable transmission mechanism 17 alone.

Furthermore, according to this embodiment, in the CVT mode selected in the forward gear, the ring rear 39 and the sun gear 40 are rotated in the same direction, so that the circulation of the power input to the gear transmission mechanism 18 is avoided. Is done. That is, the power transmission efficiency of the planetary gear mechanism is determined based on the input / output relationship of power to each rotating element. In a single pinion type planetary gear mechanism as in this embodiment, the input / output relationship of power is represented by Nr + ρ * Ns = (1 + ρ) * Nc (1)

In the above equation (1), Nr is the ring gear rotation speed, Ns is the sun gear rotation speed, Nc is the carrier rotation speed, and ρ is a value obtained by dividing the sun gear diameter by the ring gear diameter. In the above equation (1), when the carrier on the right side is the output element, when the ring gear and the sun gear on the left side rotate in the same direction (in this embodiment), efficient power transmission is achieved. On the other hand, when the carrier on the right side is the output element and the ring gear and the sun gear on the left side rotate in opposite directions, power circulation occurs and the power transmission efficiency deteriorates.

The above-mentioned CVT mode is selected in a running state at a predetermined accelerator opening or higher and a predetermined vehicle speed or higher, that is, in a running state other than when the vehicle starts. For this reason, the engine speed can be easily controlled in a low / medium rotation region where the thermal efficiency is good and a relatively high torque region, which can contribute to improvement of fuel efficiency and reduction of exhaust gas. Further, the CVT mode is selected in the fluid coupling range where the torque is not amplified by the torque converter 2. For this reason,
Part of the torque amplification by the torque converter 2 is less likely to be input to the continuously variable transmission mechanism 17. Therefore, CV
In the state of the T mode, the torque to be transmitted by the continuously variable transmission mechanism 17 can be suppressed to about 1/2 of the engine torque. Therefore, the continuously variable transmission mechanism mounted on the FF vehicle can be applied to this embodiment as it is.

Note that, in the arrangement example of FIG.
The crankshaft 8 and the drive-side rotating shaft 19 are arranged such that the angle formed by the axis Y1 and the axis Z1 is approximately 180 degrees.
In addition, an arrangement position of the driven side rotation shaft 20 is set. In other words, when viewed from the rear of the vehicle, the crankshaft 8, the drive-side rotation shaft 19, and the driven-side rotation shaft 20 are arranged on one straight line. Drive side rotating shaft 1
9 and a line segment connecting the driven-side rotating shaft 20, an arrangement position at which a predetermined angle is set can be arbitrarily selected.

Further, as the prime mover, an electric motor can be used instead of the engine. Further, the present invention can be applied to a vehicle equipped with an engine and an electric motor as prime movers. Further, in this embodiment, a wrapping transmission member other than the belt, for example, a chain can be used. Furthermore, in this embodiment, a fluid coupling without a torque amplification function can be used instead of the torque converter. Further, in this embodiment, a selective gear type gear transmission mechanism can be used instead of the planetary gear mechanism. Further, in this embodiment, an electromagnetic brake or clutch may be used instead of the hydraulic brake or clutch.

[0070]

As described above, according to the first aspect of the present invention, in the radial direction of the output shaft of the prime mover, the imbalance in the arrangement balance between the first rotating member and the second rotating member about the output shaft. Is avoided. Therefore, in the width direction of the vehicle, the first rotating member and the second
The arrangement space for the rotating member is suppressed. Therefore,
The gap between the wrapping transmission type continuously variable transmission and the floor of the vehicle can be easily secured, so that the wrapping transmission type continuously variable transmission can be more easily mounted on a vehicle.

According to the second aspect of the invention, the same effect as that of the first aspect of the invention can be obtained, and by controlling the speed ratio of the continuously variable transmission mechanism and the gear ratio of the gear transmission mechanism, the wrapping transmission type The control range of the speed ratio as a whole of the continuously variable transmission is widened. Therefore, when the control range of the transmission ratio as a whole of the wrapping transmission type continuously variable transmission is widened, the increase in the radius or the distance between the shafts of the first rotating member and the second rotating member is suppressed, and the wrapping is performed. The mountability of the transmission type continuously variable transmission is further improved.

According to the third aspect of the invention, the same effects as those of the second aspect of the invention can be obtained, and each rotating element of the planetary gear mechanism rotates on the same axis as the output shaft of the prime mover. In the radial direction of the output shaft of the prime mover, the space for disposing the gear transmission around the output shaft is reduced.
Therefore, the in-vehicle transmission of the wrapping transmission type continuously variable transmission is further improved.

According to the fourth aspect of the invention, the same effects as those of the second or third aspect can be obtained, and the torque input to the continuously variable transmission mechanism can be reduced. Therefore, the winding transmission member is prevented from slipping, the durability of the winding transmission member is improved, and the winding transmission type continuously variable transmission according to the present invention can be applied to a high-power motor.

According to the fifth aspect of the invention, the same effect as that of the fourth aspect of the invention can be obtained. In addition, by rotating the ring rear and the sun gear in the same direction, the circulation of the power input to the gear transmission mechanism can be achieved. Be avoided. Therefore, the power transmission efficiency as a whole of the wrapping transmission type continuously variable transmission is improved.

According to the sixth aspect of the present invention, the same effect as that of the fifth aspect of the invention can be obtained. In addition, by selecting engagement / disengagement of each clutch and brake, the wrapping transmission type continuously variable transmission can be provided. The control range of the speed ratio as a whole can be widened. Therefore, the power performance of the vehicle is improved, the fuel efficiency is improved, and the exhaust gas can be reduced.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a schematic configuration of an FR vehicle having a belt-type continuously variable transmission according to an embodiment of the present invention.

FIG. 2 is a conceptual diagram illustrating a positional relationship between a floor and a continuously variable transmission mechanism according to an embodiment of the present invention.

FIG. 3 is a block diagram showing a control system of the FR vehicle shown in FIG.

FIG. 4 is a table showing an engaged / disengaged state of the friction engagement device of the belt-type continuously variable transmission shown in FIG. 1;

FIG. 5 is an alignment chart showing an operation state of the belt-type continuously variable transmission.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Belt-type continuously variable transmission, 7 ... Rear wheel, 8 ... Crankshaft, 12 ... Input shaft, 12A, 21, 22, 30, 37, 38 ... Gear, 17 ... Continuously variable transmission mechanism, 18 ... gear transmission mechanism,
19: drive-side rotary shaft, 20: driven-side rotary shaft, 23:
Drive side pulley, 31: driven side pulley, 34A: belt, 34B: shaft, 35: hollow shaft, 39: ring gear, 40: sun gear, 41: pinion gear,
42 carrier, 43 planetary gear mechanism, B1 brake, C1 first clutch, CD second clutch, X1, Y1, Z1 axis.

Claims (6)

[Claims] A first rotating member configured to be rotatable around a first axis set in a front-rear direction of the vehicle, and connected to an output shaft of a prime mover so as to be able to transmit power; A second rotating member configured to be rotatable about a second axis parallel to the first axis and connected to a rear wheel so as to transmit power, the first rotating member, A continuously variable transmission including a continuously variable transmission mechanism having a transmission member wound around the second rotating member, wherein the first axis and the second axis are the output shaft. A wrapping transmission type continuously variable transmission, which is arranged at different positions in a radial direction with respect to a rotation axis of a shaft. 2. The continuously variable transmission according to claim 1, wherein a gear transmission mechanism is provided in a power transmission path between the prime mover and the rear wheel. 3. The gear transmission mechanism according to claim 2, wherein the planetary gear mechanism has a planetary gear mechanism, and a rotating element of the planetary gear mechanism is rotatable on the same axis as an output shaft of the prime mover. The wrapping transmission type continuously variable transmission according to the above description. 4. A first power transmission member for transmitting the power of the prime mover to the gear transmission mechanism via the continuously variable transmission mechanism, and the power of the prime mover passing through the continuously variable transmission mechanism. And a second power transmission member that transmits the power to the gear transmission mechanism. 5. 5. The planetary gear mechanism includes a sun gear, a ring gear concentrically disposed with the sun gear, and a ring gear disposed outside the sun gear, and a carrier holding a pinion gear meshing with the sun gear and the ring gear. The output side of the continuously variable transmission mechanism and the sun gear,
The first power transmission member is connected to be capable of transmitting power, the output side of the prime mover and the ring gear are connected so as to be capable of transmitting power by the second power transmission member, and the carrier is configured to transmit power to the wheels. The wrapping transmission type continuously variable transmission according to claim 4, wherein the transmission is continuously connected. 6. A first clutch for controlling a power transmission state of a power transmission path for transmitting power of the prime mover to the sun gear via the continuously variable transmission mechanism, and integrally rotating the sun gear and the ring gear. 6. The wrapping transmission type continuously variable transmission according to claim 5, further comprising a second clutch for causing the sun gear to rotate and fixing the sun gear.