JP2003184972A - Vehicle-installed v-belt continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle-installed V-belt continuously variable transmission, in which a belt clutch mechanism is maintained without causing a creep phenomenon in idle revolution, engine brake can be worked, the driving-pulley on the driving side and its surrounding can compactly be constituted, and the number of components is reduced. <P>SOLUTION: A pulley 1 on the driving side is provided with a fixed sheave 10 secured to a driving shaft 6, and a sheave 11 movable in the axial direction of the driving shaft. The movable sheave 11 is urged by a return spring 42 in the direction to expand the space between both sheaves 10, 11, and is moved by a fly-weight mechanism 9 in the direction to lessen the space between the sheaves 10, 11 in accordance with increase in the rotation of the driving-shaft. A collar 8 is fitted on the outside periphery of the driving shaft 6 by means of a one-way clutch 22, which transmits torque only in the direction of positive rotation from the collar 8 to the driving shaft 6. The collar 8 has an outside peripheral surface 8a, which constitutes the bottom face of a V-shaped groove 19 and a circular-cone face 27a which constitutes a part of the axial side of the driving shaft out of the belt pinch-pressing face on the fixed sheave side. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a motorcycle or an all-terrain vehicle, such as an ATV (All Terrain Vehicle).
The present invention relates to an in-vehicle V-belt type continuously variable transmission mounted on a vehicle.

[0002]

2. Description of the Related Art In order to improve operability, a V-belt type continuously variable transmission for a vehicle of this type is required to have a belt clutch function in which a belt clutch is not disengaged when an engine is idling and an excessive creep phenomenon does not occur in a vehicle. At the same time, it is required that the engine brake be effective even when idling.

In order to satisfy both of the above requirements at the same time, various V-belt type continuously variable transmissions have been developed so far that the engine brake can be applied as needed.
An example is shown in.

FIG. 7 shows a drive side pulley 1 of a conventional in-vehicle V-belt type continuously variable transmission, which includes a drive shaft 6 connected to an engine crankshaft 5 and a fixed sheave fixed to the drive shaft 6. 10 and a movable sheave 11 which is movable in the axial direction. Conical clamping surface 10 of both sheaves 10 and 11
A V-shaped groove 19 is formed between a and 11a.
The bottom surface of 9 is formed by the outer peripheral surface 6 a of the drive shaft 6. A disk-shaped support 30 is coupled to the back surface of the movable sheave 11 via a connecting arm 31, and a flyweight mechanism 9 including a flyweight 37, a spider 38, rollers 39 and the like is provided.

The spider 38 is screwed to the drive shaft 6 and is circumferentially engaged with the connecting arm 31 so that the movable sheave 11 is always rotated integrally with the drive shaft 6. The flyweight 37 is supported by the movable sheave 11 via a pin 41 so as to be expandable in the radial direction and is in contact with the roller 39.

A return spring 42 is contracted between the spider 38 and the support 30, whereby the movable sheave 11 is moved.
Is urged in the direction of opening the V-shaped groove 19 (rightward).

The support 30 is fitted on the outer periphery of the drive shaft 6 via a bearing metal 33 so as to be movable in the drive shaft core direction. An annular metal plate 82 is attached to the boss portion of the support 30 via a bearing 80, and a restriction lever 81 for engine braking opposes the annular metal plate 82 so that it can come into contact with the support member 80. The open position can be changed.

That is, when the engine is idling, the rotation restricting lever 81 is moved in the opening direction (to the right) as shown in FIG. Side end contact surface 3a
The belt clutch is maintained in the disengaged state by controlling so that the belt clutch is not pressed. On the other hand, when the engine goes down a slope in the idling rotation state, the restriction lever 8
By moving 1 in the closing direction (to the left), both sheaves 1
The V-belt 3 is clamped between the clamping surfaces 10a and 11a of 0 and 11, and the reverse driving force from the V-belt 3 is transmitted to the sheaves 10 and 11 so that the engine braking is activated.

FIG. 8 shows an engine braking device for actuating and controlling the regulating lever 81.
0 is provided with the regulating lever 81 at one end and the swinging link 101 is provided at the other end, and the regulating lever 81 is pressed against the annular metal member 82 via the coil spring 102 during operation, so that the movable sheave 11 moves. The coil spring 102 holds the clamping force even after it hits the V-belt 3. The swing link 101 is interlocked with a motor shaft (eccentric shaft) 106 of an electric motor 105 via a collar 107, and the electric motor 105 is connected to a control unit 110.
Although not shown, a vehicle speed sensor and a forward / backward movement detection sensor are connected to the output section of the control unit 110 via electric cables, respectively. It should be noted that, in addition to the one provided with the lever type engine braking device described in FIGS.
As described in Japanese Patent No. 65686, a device provided with a cam lever type engine braking device has also been developed.

As another example, Japanese Patent No. 262049
As disclosed in Japanese Patent No. 0, the entire fixed sheave of the drive pulley is fitted to the drive shaft via a one-way clutch, and the movable sheave moves in the axial direction between the fixed sheave and the movable sheave. An in-vehicle V-belt type continuously variable transmission has been proposed in which a meshing mechanism that is intermittently provided is provided, and the meshing state of the meshing mechanism is held by an auxiliary coil spring.

[0011]

The structure provided with the lever type engine braking device as shown in FIGS. 7 and 8 has the following problems.

(1) The precision of parts such as the regulating lever 81 and the precision at the time of processing and assembling are strictly required, and the manufacturing cost becomes high.

(2) The number of parts other than the transmission, such as the actuator of the electric motor 105 and the control device thereof, increases, which also causes a cost increase.

(3) Since parts other than the transmission are arranged around the drive pulley, the size around the drive pulley is enlarged,
Increasing the size of the V-belt type continuously variable transmission is inevitable.

Further, the structure described in Japanese Patent No. 2620490 has the following problems.

(1) Since the meshing mechanism gradually meshes with each other, it is difficult to accurately set the meshing timing (engagement speed), and since the dog claws mesh with each other while hitting each other, an unpleasant mechanical noise is generated. Occur.

(2) If the auxiliary coil spring that holds the meshed state is weakened, the meshing mechanism is likely to come off. On the other hand, if the auxiliary coil spring is strengthened so that the meshing mechanism does not come off, the gear ratio is affected.

[0018]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a V-belt type continuously variable transmission capable of exerting an engine brake while maintaining a belt clutch function while the engine is idling and reducing the number of parts. , To achieve reduction in manufacturing cost and downsizing.

[0019]

In order to achieve the above object, the invention according to claim 1 of the present invention is a vehicle-mounted V-belt comprising a drive-side pulley, a driven-side pulley, and a V-belt wound between both pulleys. In the continuously variable transmission, the drive pulley comprises a fixed sheave fixed to the drive shaft and a movable sheave fixed in the rotational direction with respect to the drive shaft and movable in the drive shaft core direction. In the in-vehicle V-belt type continuously variable transmission, the sheave is urged by the return spring in a direction to widen the space between the sheaves, and the flyweight mechanism moves in a direction to close the space between the sheaves according to an increase in the rotational speed of the drive shaft. , A separate collar from each of the sheaves and rotatable relative to each of the sheaves is fitted to the outer circumference of the drive shaft through a one-way clutch that transmits only the rotational torque in the positive rotation direction from the collar to the drive shaft. The collar has an outer peripheral surface that serves as a bottom surface of a V-shaped groove formed between both sheaves, and has a conical surface that constitutes a part of the drive shaft core side of the belt clamping surface on the fixed sheave side. .

The invention according to claim 2 is the V according to claim 1.
In the belt type continuously variable transmission, an auxiliary spring that balances the centrifugal force of the flyweight mechanism with the return spring is provided at least at the idling speed at which the movable sheave comes into contact with the side end contact surface of the V belt.

The invention according to claim 3 is the V according to claim 2.
In the belt type continuously variable transmission, the auxiliary spring is arranged on the outer side in the radial direction of the return spring and has a lower spring strength than the return spring. And the auxiliary spring are connected in series.

At the time of idling rotation when the vehicle is stopped, V
The contact surfaces on both sides of the belt are in contact with the clamping surface of the movable sheave and the conical surface of the collar, and at the same time, the inner peripheral surface of the V-belt is in contact with the outer peripheral surface of the collar. Since the torque is not transmitted, even if the movable sheave is in contact with the V-belt, the collar is stopped together with the V-belt because the vehicle is stopped. As a result, the state in which the belt clutch is disengaged is maintained, and the creep phenomenon of the vehicle is suppressed.

When a driving force is applied from the wheel side on a downhill or the like during idling rotation, the V-belt tries to rotate in the forward rotation direction faster than the drive shaft, so that the one-way clutch acts and the collar and drive shaft are integrated. , Engine braking works.

Since the auxiliary spring, which balances the centrifugal force of the flyweight mechanism at the idling speed, is provided separately from the return spring, it does not affect the gear ratio by the return spring and the V-belt at the time of idling rotation. The contact pressure with the movable sheave can be adjusted only by the auxiliary spring.

If the auxiliary spring is arranged on the outer side in the radial direction of the return spring and both springs of the annular connecting member are functionally connected in series, it is possible to prevent the drive shaft from becoming large in size.

Since substantially only the collar and the one-way clutch are provided, compared with the conventional lever system or the system using the one-way clutch and the meshing mechanism in combination,
The number of parts can be reduced, and the manufacturing cost can be reduced.

Since the collar and the one-way clutch are built in the drive side pulley, the periphery of the drive pulley can be made compact as compared with the conventional lever system, and the size of the continuously variable transmission can be prevented. You can

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a vertical sectional development view of an in-vehicle V-belt type continuously variable transmission to which the present invention is applied.
Parts having the same names as those in the conventional example of FIG. 7 are designated by the same reference numerals.

[Overall Overview of In-Vehicle V-belt Continuously Variable Transmission] A V-belt continuously variable transmission is wound around a drive pulley 1, a driven pulley 2, and both pulleys 1 and 2. And a V-belt 3 and is housed in the transmission cover 4. The drive pulley 1 includes a drive shaft 6 coupled to a crankshaft 5 of the engine E, a fixed sheave 10, a movable sheave 11 movable in the drive shaft core direction, and a flyweight mechanism 9.
And a collar 8 and a one-way clutch 22 which are essential parts of the present invention. The driven pulley 2 includes a driven shaft 13 connected to the input shaft of the mission M, a fixed sheave 15 screwed to the driven shaft 13, and a movable sheave 16 spirally movable with respect to the driven shaft 13. The movable sheave 16 is urged toward the fixed sheave by an urging spring 17, and the driven pulley 2 is urged by the urging spring 17.
The effective radius of is kept at the maximum diameter.

[Structure of Drive Side Pulley] FIG. 3 is an enlarged vertical cross-sectional view of the drive side pulley 1 when the engine is stopped. The drive shaft 6 is formed in a tubular shape and is tapered into the tapered portion of the crankshaft 5. However, it is tightened by the tightening bolt 26.

For convenience of explanation, the following description will be given with the engine side in the drive shaft center direction of FIG. 3 as the left side. A fixed sheave 10 is screwed to the left end of the drive shaft 6, and a collar 8 is arranged on the right side of the fixed sheave 10. A collar portion 27 is integrally formed at the left end portion of the collar 8, the collar portion 27 is fitted on the outer peripheral surface of the drive shaft 6 via a ball bearing with a seal 21, and the right end portion of the collar 8 is a needle bearing with a seal. The one-way clutch 22 is fitted between the two bearings 21 and 23 by being fitted to the outer peripheral surface of the drive shaft 6 via 23, and is filled with grease. The one-way clutch 22 includes the collar 8 to the drive shaft 6
It has a function of transmitting only the rotational torque in the positive rotation direction (crankshaft rotation direction), and does not transmit the rotational torque in the positive rotation direction from the drive shaft 6 to the collar 8.

The movable sheave 11 is an outer peripheral surface 8a of the collar 8.
Are fitted to the collar 8 so as to be movable in the drive shaft center direction and relatively rotatable with respect to the collar 8 via the bearing metal 24, and the conical pressing surface 11a of the movable sheave 11 and the conical pressing surface of the fixed sheave 10 are fitted together. 10a and the conical surface 27a formed on the collar portion 27 of the collar 8 allow the V-shaped groove 19 for holding the V-belt.
Is formed.

(Structure of Collar) As described above, in the collar 8, the conical surface 27a of the collar portion 27 constitutes a part of the fixed sheave side clamping surface of the V-shaped groove 19, and the outer peripheral surface 8a of the collar 8 is V-shaped groove 19. Directly configures the bottom surface of. That is, the V-shaped groove 19
The pressing surface on the fixed sheave side is divided into a conical pressing surface 10a formed on the fixed sheave 10 itself and a conical surface 27a of the collar 8 located on the axial center side of the pressing surface 10a. The clamping surface 10a of 10 itself is always the drive shaft 6
The conical surface 27a of the collar 8 rotates together with the outer peripheral surface (bottom surface of the V-shaped groove) 8a of the collar 8 together with the drive shaft 6 only when the one-way clutch 22 is connected. . The height H1 of the conical surface 27a of the collar 8 from the bottom surface of the V-shaped groove (collar outer peripheral surface 8a) is substantially equal to the height of the side end contact surface 3a of the V belt.

(Structure of the movable sheave) In the portion of the pressing surface 11a of the movable sheave 11 on the side of the drive shaft core, the escape from the bottom surface of the V-shaped groove to about 2/3 of the height of the side end contact surface 3a of the V belt 3. A recess 29 is formed.

A disc-shaped support 30 is connected to the back surface of the movable sheave 11 via a plurality of connecting arms 31 extending to the right. The support 30 is attached to the outer peripheral surface of the drive shaft 6 via a bearing metal 33. The maximum movement position to the right (maximum open position P0 of the movable sheave) is regulated by the locking ring 35 fixed to the right end of the drive shaft 6 so as to be movable in the axial direction.

(Structure of Fly Weight Mechanism) The fly weight mechanism 9 is arranged between the back surface of the movable sheave 11 and the support 30, and is composed of a fly weight 37, a spider 38 and a roller 39. The spider 38 has a plurality of arms radially integrally and is screwed to the drive shaft 6, and when the arms of the spider 38 engage with the connecting arms 31 in the circumferential direction, the movable sheave 11 is attached to the spider 38. 38
The drive shaft 6 is always rotated integrally with the drive shaft 6 through. The flyweight 37 is supported by the movable sheave 11 via a pin 41 so as to be expandable in the radial direction, and also the roller 3
It is in contact with 9.

(Structure of Return Spring and Auxiliary Spring) A flyweight 37 is provided between the spider 38 and the support 30.
Of the return spring 42 for controlling the gear ratio in balance with the centrifugal force of the vehicle, and the spring strength of the return spring 42 is weaker than that of the return spring 42. When the engine is idling, the centrifugal force of the flyweight 37 is balanced to cause a creep phenomenon of the vehicle. The auxiliary coil spring 43 that is controlled so as not to be provided is functionally contracted in series via an annular joint 45 having a stepped cross section as described below.

That is, annular recesses 47 and 48 for receiving springs are formed at the inner peripheral end of the spider 38 and the inner peripheral end of the support 30, respectively, and the left end edge of the return spring 42 is the recess 47 of the spider 38. End face 47a of the annular joint 45, and the right end edge of the annular joint 45 abuts the inward flange 45a.
On the other hand, the auxiliary coil spring 43 is formed to be shorter than the return coil spring 42, is disposed on the radially outer side of the right end portion of the return coil spring 42, and is disposed on the outward flange 45b of the annular joint 45 and the annular protrusion of the support 30. It is shrunk between 49. Inward flange 45a and support 30
A gap C1 having a predetermined stroke S0 exists between the concave end surfaces 48a. The relationship between the spring strengths of the auxiliary coil spring 43 and the return coil spring 42 is shown in FIG.
During the stroke of moving to the left from the engine stop position, the auxiliary coil spring 4
3 only compresses and the inward flange 45a of the annular joint 45
The return coil spring 42 is set to start to be compressed after the concave end surface 48a of the support 30 comes into contact with. The stroke S0 is the stroke S of the play (gap) C2 between the pressing surface 11a of the movable sheave 11 and the right end contact surface 3a of the V-belt 3 when the engine is stopped.
It is set to be larger than 1 and smaller than the moving stroke S2 of the movable sheave 11 up to the vehicle starting position (position indicated by the alternate long and short dash line) P2 described later.

[0039]

[When the engine is stopped] The solid line in FIG. 3 shows the state when the engine is stopped. Since the drive shaft 6 is stopped, the flyweight 37 is not subjected to centrifugal force, and the movable sheave 11 is Return spring 42 and auxiliary coil spring 43
Moves to the right to the maximum open position P0, and the support 30
Are locked by a locking ring 35. Movable sheave 1
A play C2 of a predetermined stroke S1 exists between the nipping surface 11a of No. 1 and the right end contact surface 3a of the V-belt 3, and the belt clutch is disengaged.

[At engine start] When the engine is started from the state shown in FIG. 3, the fly weight 37 starts to open outward in the radial direction, whereby the movable sheave 11 and the support 3 are moved.
0 moves from the maximum open position P0 to the left (close direction) while compressing only the auxiliary coil spring 43.

[At idling] The state shown by the solid line in FIG. 4 shows the state at idling rotation. When the engine speed reaches the idling speed (for example, 900 to 1000 rpm) after the engine is started, the movable sheave 11 is moved. Moves from the maximum open position (position indicated by the dotted line) P0 to the idling position P1, and the pressing surface 11 of the movable sheave 11 is moved.
a contacts the right end contact surface 3a of the V-belt 3. At this time, the left end contact surface 3a and the inner peripheral end surface 3b of the V-belt 3 are in contact with the conical surface 27a and the outer peripheral surface 8a of the collar 8, respectively. Further, the return spring 42 has not yet acted, and the gap C1 between the inward flange 45a of the annular joint 45 and the recess end surface 48a is in a state of being reduced from the stroke S0 by the stroke S1.

At the time of idling rotation as shown in FIG. 4, since the one-way clutch 22 that does not transmit the engine rotation torque from the drive shaft 6 to the collar 8 is interposed between the drive shaft 6 and the collar 8, the vehicle is When stopped, the collar 8 is stationary with the belt 3. on the other hand,
The movable sheave 11 rotates integrally with the drive shaft 6, and contact between the clamping surface 11 a of the movable sheave 11 and the right end contact surface 3 a of the V-belt 3 causes the engine rotation torque to be V-belt 3.
However, since the movable sheave 11 is in contact with the V-belt 3 by the pressing load adjusted by the auxiliary coil spring 43 and the escape recess 29 is formed, Even when the mission M (FIG. 1) is switched to forward or reverse, the creep phenomenon of the vehicle is minimized.

[When the vehicle starts] In FIG. 4, when the engine speed starts to increase above the idling speed, the centrifugal force of the flyweight 37 increases, so that the movable sheave 11 moves further leftward from the idling position P1. The belt 3 moves and pushes the belt 3 outward in the radial direction to start increasing the effective radius of the driving pulley 1. When the engine speed rises to a predetermined starting rotation speed (for example, 1400 rpm), the movable sheave 11 starts at the starting position (the position indicated by a chain line).
When the V-belt 3 (position P2) moves to P2, most of the left end contact surface 3a of the V-belt 3 (position P2) is the fixed sheave 10 as shown by the chain line.
The pressure contact surface 10a of the V-belt 3 is in contact with the pressure contact surfaces 10a and 11a of the stationary sheave 10 and the movable sheave 11, and friction occurs between the contact surfaces 3a of the V belt 3.
The engine rotation torque is transmitted from 0 and 11 to the belt 3, and the vehicle starts running.

As described above, by the time the movable sheave 11 reaches the start position P2 from the maximum open position P0, the inward flange 45a of the annular joint 45 abuts on the recess end surface 48a and the return spring 42 begins to compress. After starting the vehicle,
Up to the gear shift position (maximum speed increase ratio position indicated by the chain double-dashed line) indicated by reference numeral P3, the gear ratio is substantially the same as in the conventional transmission due to the balance between the return spring 42 and the centrifugal force of the flyweight 37. Controlled.

[Engine Braking During Idling Rotation] The transmission M from FIG. 1 is moved forward or backward and the engine is idling and the movable sheave 11 is moved to the position P1 as shown in FIG. When the vehicle is hit, for example, when going down a downhill in the forward direction or the backward direction, the rotational torque from the wheel side is transmitted from the driven shaft 13 of FIG. 1 to the V belt 3 via the driven pulley 2 and the V belt 3. 3 tries to rotate the drive shaft 6 faster than the drive shaft 6, but since the collar 8 is integrated with the drive shaft 6 through the one-way clutch 22, the rotational torque of the V-belt 3 is the same as that of the movable sheave 11 at the idling position P1 in FIG. Clamping surface 1
At the same time as being transmitted to the drive shaft 6 via 1a, the collar 8
It is also transmitted from the conical surface 27a and the outer peripheral surface 8a to the drive shaft 6 via the one-way clutch 22, whereby the engine braking is activated. That is, the engine brake can be applied when going down a slope when idling.

[Engine Braking at Rotational Speed Greater Than Idle Speed] From the start position P2 to the shift position P3 in FIG.
When traveling downhill in the rotation state between
The rotational torque applied to the belt 3 is transmitted from the both end contact surfaces 3 a of the V belt 3 to the sheaves 10 and 11. Since both sheaves 10 and 11 are integrated with the drive shaft 6 in the rotational direction, the engine braking can be applied as in the conventional case.

[0047]

Another Embodiment of the Invention (1) FIG. 5 shows a modification of the auxiliary coil spring which operates at the time of idling rotation, and an annular joint 54 arranged at the right end of the return coil spring 42.
And the auxiliary coil spring 53 is contracted between the concave end surface 48a of the support 30. The spring strength of the auxiliary coil spring 53 is smaller than that of the return coil spring 42, and only the auxiliary coil spring 53 is compressed during the stroke S1 at least until the movable sheave 11 moves from the maximum open position P0 to the idling position P1. Is set to. Further, the return spring 42 is also set to start to act before the movable sheave 11 moves to the starting position P2. The structure other than the arrangement of the auxiliary coil spring 53 is the same as that shown in FIG. 3, and the components having the same names are designated by the same reference numerals.

(2) FIG. 6 shows a structure in which an auxiliary coil spring is not used. Between the right end surface of the return coil spring 42 and the recess end surface 48a of the support 30, there is a gap C1 having a stroke S0 similar to that in FIG. Since the movable sheave 11 is provided, the return spring 42 does not act at least during the stroke S1 until the movable sheave 11 moves from the maximum open position P0 to the idling position P1.
The return spring 42 is set to start acting before moving to 2. The structure is the same as that of FIG. 3 except for the structure relating to the presence or absence of the auxiliary coil spring, and the components having the same names are designated by the same reference numerals.

(3) Auxiliary coil spring 53 as shown in FIG.
Can be disposed between the recess end surface 47a of the spider 38 and the left end surface of the return coil spring 42. A leaf spring can also be used as the auxiliary coil spring.

[0050]

As described above, the present invention is a vehicle-mounted V-belt type continuously variable transmission provided with a driving side pulley 1, a driven side pulley 2, and a V belt 3 wound around both pulleys. The drive pulley 1 is composed of a fixed sheave 10 fixed to the drive shaft 6 and a movable sheave 11 movable in the drive shaft core direction with respect to the drive shaft 6, and the movable sheave 11 is supported by a return spring 42. In a vehicle-mounted V-belt type continuously variable transmission that is urged in a direction to widen the space between the sheaves 10 and 11 and moves in a direction to close the space between the sheaves 10 and 11 by the flyweight mechanism 9 as the drive shaft rotation increases. , Has the following advantages.

(1) The collar 8 which is separate from the sheaves 10 and 11 is fitted on the outer periphery of the drive shaft 6 via a one-way clutch 22 which transmits only the rotational torque in the normal rotation direction from the collar 8 to the drive shaft 6. In addition, the collar 8 is formed with an outer peripheral surface 8a serving as the bottom surface of the V-shaped groove 19, and the conical surface 2 that constitutes a part of the driving shaft core side of the belt shedding surface on the fixed sheave side.
In the idling state when the vehicle is stopped, the collar 8 is stopped together with the belt 3 so that the belt clutch can be kept in the disengaged state and the creep phenomenon of the vehicle can be prevented. When the driving force is applied from the wheel side on the slope, the engine braking can be made effective by integrating the collar 8 with the drive shaft 6 even when the engine is idling.

(2) Since only the collar 8 and the one-way clutch 22 are substantially provided as parts for providing the function of the above item (1), a conventional lever system or a system using a one-way clutch and a meshing mechanism together. Compared with, the number of parts can be reduced, and the manufacturing cost can be reduced.

(3) Color 8 and one-way clutch 2
2 is built in the drive side pulley 1,
Compared to the conventional lever system, the area around the drive pulley can be compactly packed, and the continuously variable transmission can be prevented from increasing in size.

(4) An auxiliary spring 43 is provided which balances the centrifugal force of the flyweight mechanism 9 with the idling speed at which the movable sheave 11 contacts at least the side end contact surface 3a of the V-belt 3, and the auxiliary spring 43 is returned. When the spring is weaker than the spring 42, the contact pressure between the V-belt 3 and the movable sheave 11 during idling rotation can be adjusted by the auxiliary spring 43 without affecting the gear ratio by the return spring 42.

(5) If the auxiliary spring 43 is arranged radially outward of the return spring 42, and both springs 42 and 43 are functionally connected in series by an annular connecting member having a stepped cross section. It is possible to prevent the drive shaft from becoming larger in the axial direction. In particular, in motorcycles and ATVs (four-wheel buggy vehicles, etc.), it is possible to secure a space around the feet of the rider by preventing the engine from becoming large in the drive shaft center direction.

[Brief description of drawings]

FIG. 1 is a development view of a longitudinal section of an in-vehicle V-belt type continuously variable transmission to which the present invention is applied.

FIG. 2 is a right side view showing the drive pulley portion of FIG. 1 in a partially broken section.

FIG. 3 is an enlarged vertical cross-sectional view of the drive pulley portion of FIG. 1 showing a state when the engine is stopped.

FIG. 4 is an enlarged vertical cross-sectional view showing a driving pulley portion of FIG. 1 when idling and rotating.

FIG. 5 is an enlarged vertical cross-sectional view of a vehicle-mounted V-belt type continuously variable transmission including a modification of an auxiliary spring, showing a state similar to FIG. 3 when the engine is stopped.

FIG. 6 is an enlarged vertical cross-sectional view showing a vehicle-mounted V-belt type continuously variable transmission that is not provided with an auxiliary spring and shows a state similar to that of FIG. 3 when the engine is stopped.

FIG. 7 is a development view of a longitudinal section of a drive-side pulley portion of a conventional in-vehicle V-belt type continuously variable transmission.

FIG. 8 is a right side view of FIG. 7 with a partially broken cross section.

[Explanation of symbols]

1 Drive side pulley 2 Driven pulley 3 V belt 6 drive shaft 8 colors 8a Outer peripheral surface (V-shaped groove bottom surface) 9 Fly weight mechanism 10 fixed sheave 10a clamping surface 11 movable sheaves 11a clamping surface 22 One-way clutch 27 brim 27a conical surface 37 Flyweight 38 Spider 39 Laura 42 Return spring 43,53 Auxiliary coil spring 47,48 Spring receiving recess 47a, 48a Recess end face

Claims (3)

[Claims] 1. An in-vehicle V-belt type continuously variable transmission comprising a drive-side pulley, a driven-side pulley, and a V-belt wound between the pulleys, wherein the drive-side pulley is fixed to a drive shaft. A fixed sheave and a movable sheave that is fixed in the rotational direction with respect to the drive shaft and is movable in the drive shaft core direction.
The movable sheave is urged by a return spring to widen the space between the sheaves and a flyweight mechanism moves the space between the sheaves in accordance with an increase in the rotational speed of the drive shaft. In the machine, a collar, which is separate from both sheaves and is rotatable relative to each sheave, is fitted onto the outer periphery of the drive shaft through a one-way clutch that transmits only rotational torque in the positive rotation direction from the collar to the drive shaft. The collar has an outer peripheral surface serving as a bottom surface of a V-shaped groove formed between both sheaves and a conical surface forming a part of the drive shaft core side of the belt shedding surface on the fixed sheave side. In-vehicle V-belt type continuously variable transmission characterized in that 2. An auxiliary spring, which balances the centrifugal force of the flyweight mechanism at least at the idling speed at which the movable sheave comes into contact with the side end contact surface of the V-belt, is provided separately from the return spring. Claim 1
The in-vehicle V-belt type continuously variable transmission described. 3. The auxiliary spring is arranged radially outward of the return spring and has a spring strength lower than that of the return spring, and the return spring and the auxiliary spring are formed by an annular connecting member having a stepped cross section. 3. The in-vehicle V-belt type continuously variable transmission according to claim 2, wherein and are connected in series.