JP2002122206A5 - - Google Patents

Description

[0010]
[Means for Solving the Problems and Their Actions]
According to the present invention, in order to achieve the above object, a differential gear mechanism and an engaging mechanism are disposed on either one axis of a drive member and a driven member which are disposed parallel to each other to constitute a continuously variable transmission mechanism. A mechanism is provided so that an axial dimension, that is, a width dimension of the transmission, can be made different between the drive member side and the driven member side. More specifically, the invention according to claim 1 relates to a continuously variable transmission mechanism for transmitting power by a transmission member between a drive member and a driven member arranged with their central axes parallel to each other, and to the drive member , An input member for inputting a torque, a first rotary element selectively connected to the input member, and a second rotary element and an output member to which torque is input from the input member via the continuously variable transmission mechanism A differential gear mechanism having a third rotary element for outputting torque, a first engagement mechanism selectively blocking differential rotation of any two rotary elements of the differential gear mechanism, and the input member A transmission including a second engagement mechanism selectively connecting the first rotation element, wherein the differential gear mechanism and at least one of the first engagement mechanism and the second engagement mechanism Doo is on the same axis with the drive member A transmission which is characterized in that it is location.

Thus, in the invention of claim 1, for the driving member, it is disposed a differential gear mechanism and the one of the engagement mechanism on the same axis, so that the components arranged on the differential gear mechanism coaxial The number of H increases with respect to the other, and the width as a transmission increases in this part. In other words, the width of the transmission can be matched to the width of the mounting position of the vehicle, and as a result, the mountability of the transmission is improved.

Furthermore, in the invention of claim 3 according to the invention of claim 1, the first transmission mechanism connecting the intermediate shaft, the driven member and the second rotation element, the third rotation element and the intermediate shaft are connected. And a second transmission mechanism, and the first engagement mechanism is provided at a position for selectively connecting the intermediate shaft and the first transmission mechanism.

In the invention of claim 4, the first transmission mechanism in claim 3 includes an idler disposed on the intermediate shaft, and the first engagement mechanism is coaxial with the intermediate shaft and the idler and the idler. And a transmission that is disposed to connect the two.
The invention according to claim 5 relates to the invention according to claim 2, in which the intermediate shaft, the first transmission mechanism connecting the driven member and the second rotary element, and the third rotary element and the intermediate shaft are connected. And a second transmission mechanism, and the first engagement mechanism is provided at a position for selectively connecting the intermediate shaft and the first transmission mechanism.

Therefore, according to the invention of claims 3 to 5, the driven member of the continuously variable transmission mechanism and the intermediate shaft are connected by bringing the first engagement mechanism into the engaged state. The intermediate shaft is also connected to the third rotating element in the differential gear mechanism. Since this third rotation element is an output element, eventually, by engaging the first engagement mechanism, the torque of the driven member of the continuously variable transmission mechanism does not go through the differential gear mechanism, and the intermediate shaft It is possible to output via Therefore, when the transmission is set by setting the transmission ratio independently of the continuously variable transmission mechanism, the number of rotating members such as gears involved in the transmission of torque is reduced, and as a result, the transmission efficiency of torque or power is improved. .

A first clutch Cd selectively connecting the sun gear 12 and the ring gear 13 in the planetary gear mechanism 2 and a second clutch CH selectively connecting the input shaft 4 and the carrier 14 are provided. The former first clutch Cd is for integrally rotating the entire planetary gear mechanism 2 (in other words, preventing relative rotation of the rotating elements of the planetary gear mechanism 2), and so-called direct coupling clutch or low speed It is a mode clutch. The latter second clutch CH 2 is for causing the planetary gear mechanism 2 to generate a speed increasing action, and is a so-called high speed mode clutch. In addition, a brake BR is provided which selectively secures the carrier 14. This is for causing the planetary gear mechanism 2 to generate a reverse decelerating action, and is a reverse brake.

Further, a gear pair for transmitting torque from the driven pulley 8 to the sun gear 12 (sun gear shaft 15) is provided. The gear pair corresponds to the first transmission mechanism of the present invention, and as shown in FIG. 1, the first gear 22 attached to the driven shaft 11 and the idle gear (rotatablely held by the intermediate shaft 16 An idler 23 and a second gear 24 attached to the sun gear shaft 15 are provided. The gear ratio between the first gear 22 and the second gear 24 is the reciprocal of the smallest rotational speed ratio (ratio of the rotational speeds of the drive pulley 6 and the driven pulley 8) set by the continuously variable transmission mechanism 1 It is set to a value approximately equal to 1 / γ min). Therefore, in a state in which the rotation speed ratio in the continuously variable transmission mechanism 1 is set to a substantially minimum value, the sun gear 12 rotates at the same speed as the input shaft 4, and as a result, engagement / disengagement of any clutch Cd, CH Regardless of the state, the entire planetary gear mechanism 2 rotates integrally.

First, when the engine 3 is started, the clutches Cd and CH and the brake BR are set in the released state (i.e., the non-connected state). In the case where these engagement mechanisms Cd, CH, and BR are hydraulic, and when the hydraulic pump (not shown) is driven by the engine 3, these engagement mechanisms are released without particular control. In the state, when the pressure storage means is provided or the hydraulic pump is driven by another power source, the pressure is released from these engagement mechanisms to be in the released state. Therefore, since the input shaft 4 and the carrier 14 are disconnected and the brake BR is released, the carrier 14 does not function as either a reaction force element or an input element, and the direct coupling clutch Cd is released, and the planet Since the gear mechanism 2 is not integrated, no torque appears in the ring gear 13 which is an output element. That is, the engine 3 is started with the transmission in the neutral state.

Next, since it is necessary to increase the gear ratio as much as possible for the start in the forward direction, the groove width of the drive pulley 6 in the continuously variable transmission mechanism 1 is maximized to minimize the effective diameter around which the belt 10 is wound. By minimizing the groove width of the driven pulley 8 and maximizing its effective diameter, the value of the input / output rotational speed ratio is maximized (.gamma.max). In this state, the direct coupling clutch Cd is gradually engaged. That is, the engagement hydraulic pressure is gradually increased to finally engage completely from the release state to the slip state. As a result, the torque transmission capacity gradually increases, so that the change in torque appearing in the ring gear 13 becomes smooth, and the vehicle starts smoothly.

If the state is shown by the alignment chart about the planetary gear mechanism 2, it is as FIG. That is, when the direct coupling clutch Cd is engaged, the entire planetary gear mechanism 2 is integrally rotated, and thus torque is transmitted from the engine (Eng) 3 to the sun gear 12 via the continuously variable transmission mechanism (CVT) 1 Since the ring gear 13 which is an output element rotates in the same direction at the same speed as the sun gear 12 which is an input element, the operation state in this case is represented by a straight line A.

As described above, the direct mode (L mode) is a state in which the direct coupling clutch Cd is engaged and the high speed mode clutch CH is released, and the change in the rotational speed ratio of the continuously variable transmission mechanism 1 is the same as that of the entire transmission. It appears as a change in gear ratio.

Since the gear ratio of the gear pairs 22, 23, 24 between the driven shaft 11 and the sun gear shaft 15 is (1 / .gamma.min) in the state where the rotational speed ratio in the continuously variable transmission mechanism 1 is substantially the minimum value .gamma.min, Even when the direct coupling clutch Cd is released, the rotational speeds of the sun gear 12 and the carrier 14 (input shaft 4) match. Therefore, it is possible to engage the high speed mode clutch CH and release the direct coupling clutch Cd without causing any rotational fluctuation in any of the rotating members. In this manner, so-called clutching of the clutch is carried out, and the carrier 14 is made to have a rotational speed corresponding to the rotational speed of the engine 3 and the rotational speed of the sun gear 12 is changed by the continuously variable transmission mechanism 1. It is possible to set a so-called overdrive state in which the gear ratio is smaller than the gear ratio that can be set only by 1.

Thus, the power circulation mode (H mode) is a state in which the direct coupling clutch Cd is released and the high speed mode clutch CH is engaged, and the direction opposite to the change direction of the rotational speed ratio of the continuously variable transmission mechanism 1 is The gear ratio of the entire transmission changes. More specifically, by increasing the rotational speed ratio of the continuously variable transmission mechanism 1, a gear ratio smaller than the speed ratio which can be set independently of the continuously variable transmission mechanism 1 is set.

As described above, in the state where the rotational speed ratio of the continuously variable transmission mechanism 1 is set to the smallest value γmin, the entire transmission rotates integrally even if the direct coupling clutch Cd is released. This state is the highest speed side state in the direct mode (L mode) and the lowest speed side in the power circulation mode (H mode), and is a shift state common to the respective shift modes. In other words, the minimum value γmin of the rotational speed ratio is a transition point (switching point) from one shift mode to the other shift mode.

Also, by releasing the clutches Cd and CH and engaging the brake BR, it is possible to travel backward. That is, in the planetary gear mechanism 2, the carrier 14 is fixed by engaging the brake BR, and torque is input to the sun gear 12 via the continuously variable transmission mechanism 1 in that state, so the ring gear 13 which is an output element , Rotates in the opposite direction to the sun gear 12. This state is indicated by a straight line D in FIG.

Since the planetary gear mechanism 2 and the engagement mechanisms Cd, CH, and BR are disposed on the same axis as the drive pulley 6, the width of the driven shaft 11 is smaller than the width of the drive pulley 6 in the transmission. As a result, the so-called engine transverse type vehicle becomes better accommodated in the engine room. In particular, the vehicle mountability with respect to a laterally mounted engine type vehicle provided with an engine room at the front is improved. Further, since the planetary gear mechanism 2 is disposed coaxially with the input shaft 4, interference between the planetary gear mechanism 2 and the front differential 19 is less likely to occur, and in this point also, the in-vehicle performance is excellent.

The transmission shown in FIG. 4 is obtained by adding a starting clutch CS to the transmission having the configuration shown in FIG. 1 and changing the position of the direct coupling clutch Cd . That is, the input shaft 4 is not connected to the drive pulley 6, but the drive shaft 6A integral with the drive pulley 6 is disposed on the tip end side of the input shaft 4 on the same axis. A start clutch CS is provided between them. That is, the start clutch CS is disposed between the drive pulley 6 and the high speed mode clutch CH. The start clutch CS is a friction clutch and is configured such that the transmission torque increases as the contact pressure of the friction plate increases. Therefore, instead of the wet clutch, a dry clutch can be adopted as the start clutch CS.

As the start clutch CS is disposed on the same axis as the input shaft 4, the direct coupling clutch Cd is disposed on the intermediate shaft 16 so that the idle gear 23 and the intermediate shaft 16 can be selectively coupled. It has become. That is, while the intermediate shaft 16 is connected to the ring gear 13 via the gear pairs 17 and 18, the idle gear 23 is connected to the sun gear 12 via the second gear 24, the direct coupling clutch Cd is By engagement, the sun gear 12 and the ring gear 13 are connected to prevent relative rotation between the two, and as a result, the entire planetary gear mechanism 2 integrally rotates.

In the transmission shown in FIG. 4, when the start is started, the start clutch CS is gradually engaged and the drive torque is gradually increased, so that the start without shock is performed. The shift control and the change of the shift mode after the start are performed in the same manner as the transmission shown in FIG. 1 described above. In the configuration shown in FIG. 4, therefore, in addition to vehicle is good, it is not necessary to perform a so-called friction-start control for gradually engaged the direct coupling clutch Cd and the brake BR from the slip state, these direct-coupled clutch Cd and the brake The control of BR becomes easy and its durability becomes good.

Further, in the configuration shown in FIG. 4, by engaging the direct coupling clutch Cd, the entire planetary gear mechanism 2 is integrated, so that the transmission gear ratio is set only by the continuously variable transmission mechanism 1. That is, it is L mode. In that case, the driven pulley 8 is connected to the intermediate shaft 16 via the first gear 22 and the idle gear 23 and the direct coupling clutch Cd, and torque is output to the front differential 19 via the gear pair 20 and 21 from here. Therefore, in the L mode in which the transmission gear ratio is set only by the continuously variable transmission mechanism 1, torque can be output without the intervention of the planetary gear mechanism 2, so that the transmission efficiency of torque or power is improved.

Furthermore, in the configuration shown in FIG. 4, the drive pulley 6 can be disconnected from the engine 3 by releasing the start clutch CS. In this state, if the direct coupling clutch Cd and the high speed mode clutch CH are engaged, the vehicle can travel in a state where there is no increase or decrease in speed by the continuously variable transmission mechanism 1 or the planetary gear mechanism 2. Therefore, when any abnormality occurs in the continuously variable transmission mechanism 1, so-called limp home traveling becomes possible without inputting torque from the engine 3 to the continuously variable transmission mechanism 1, and as a result, continuously variable transmission It becomes possible to prevent so-called secondary damage of the mechanism 1.

Therefore, even with the transmission shown in FIG. 5, the vehicle mountability is good as in the transmission shown in FIG. 4, and the control of the direct coupling clutch Cd and the brake BR is easy and its durability is good. In addition, the transmission efficiency of torque or power in the shift mode in which the planetary gear mechanism 2 is integrally rotated is improved. In addition to this, in the configuration shown in FIG. 5, since the start clutch CS, which is apt to be worn, is disposed on the side of the engine 3, its inspection / replacement becomes easy, and so-called serviceability becomes good.

[0048]
【Effect of the invention】
As described above, according to the invention of claim 1, for the drive moving member, and a differential gear mechanism and one of the engagement mechanism is arranged on the same axis, as a result, the differential gear mechanism And the width as a transmission increases at this portion and narrows at the other side, so the width dimension of the transmission is the width of the mounting position on the vehicle. The dimensions can be made to fit, and as a result, the in-vehicle performance of the transmission can be improved.

Further, according to the invention of claims 3 to 5, by setting the first engagement mechanism in the engaged state, the driven member of the continuously variable transmission mechanism and the intermediate shaft are connected, and the intermediate shaft is different. Since the third rotation element is connected to the third rotation element in the dynamic gear mechanism and this third rotation element is an output element, eventually, by engaging the first engagement mechanism, the driven member of the continuously variable transmission mechanism The torque can be output via the intermediate shaft without passing through the differential gear mechanism. Therefore, when the transmission is set by setting the transmission ratio independently of the continuously variable transmission mechanism, the number of rotating members such as gears involved in the transmission of torque is reduced, and as a result, the transmission efficiency of torque or power is improved. As a result, it becomes possible to improve the fuel consumption.

[Description of the code]
DESCRIPTION OF SYMBOLS 1 ... stepless speed change mechanism, 2 ... planetary gear mechanism, 3 ... engine, 4 ... input shaft, 6 ... drive pulley, 8 ... driven pulley, 10 ... belt, 12 ... sun gear, 13 ... ring gear, 14 ... carrier, Cd ... Direct coupling clutch, CH ... Clutch for high speed mode.

Claims (5)

A continuously variable transmission mechanism for transmitting power by a transmission member between a driving member and a driven member arranged with their central axes parallel to each other, an input member for inputting a torque to the driving member, and the input member A differential having a first rotating element selectively connected and a second rotating element to which a torque is input from the input member via the continuously variable transmission mechanism and a third rotating element outputting a torque to an output member A gear mechanism, a first engagement mechanism that selectively blocks differential rotation of any two rotary elements of the differential gear mechanism, and selectively connecting the input member and the first rotary element In a transmission provided with a two engagement mechanism,
The differential transmission gear mechanism and on the other hand at least one of the first engagement mechanism and the second engagement mechanism bets, characterized in that it is arranged on the same axis as the drive member. A continuously variable transmission mechanism for transmitting power by a transmission member between a driving member and a driven member arranged with their central axes parallel to each other, an input member for inputting a torque to the driving member, and the input member A differential having a first rotating element selectively connected and a second rotating element to which a torque is input from the input member via the continuously variable transmission mechanism and a third rotating element outputting a torque to an output member A gear mechanism, a first engagement mechanism that selectively blocks differential rotation of any two rotary elements of the differential gear mechanism, and selectively connecting the input member and the first rotary element In a transmission provided with a two engagement mechanism,
The input member is disposed on the same axis as the drive member, and a power source is disposed on the same axis as the input member, and coaxially with the input member between the power source and the drive member. A transmission characterized in that the differential gear mechanism, the first engagement mechanism, and the second engagement mechanism are disposed. An intermediate shaft, a first transmission mechanism connecting the driven member and the second rotary element, and a second transmission mechanism connecting the third rotary element and the intermediate shaft, the first engagement mechanism The transmission according to claim 1, wherein the transmission is provided at a position for selectively connecting the intermediate shaft and the first transmission mechanism. The first transmission mechanism includes an idler disposed on the intermediate shaft, and the first engagement mechanism is disposed coaxially with the intermediate shaft to couple the intermediate shaft and the idler. The transmission according to claim 3, characterized in that:   An intermediate shaft, a first transmission mechanism connecting the driven member and the second rotary element, and a second transmission mechanism connecting the third rotary element and the intermediate shaft, the first engagement mechanism The transmission according to claim 2, wherein the transmission is provided at a position for selectively connecting the intermediate shaft and the first transmission mechanism.