JP2007009957A - Transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase response properties of a part supplied with oil. <P>SOLUTION: This transmission has a case for storing a hydraulic servo of the transmission, an oil supply part for supplying oil to the hydraulic servo, a first oil passage 111 formed in the oil supply part, a second oil passage 112 formed in the case to supply oil to the hydraulic servo, and a pipe 115 provided between the first and second oil passages 111 and 112. In this case, since the pipe 115 is directly provided between the oil supply part and the case for storing the hydraulic servo of the transmission, the oil passages can be shortened and resistance in a pipe passage can be reduced. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a transmission.

  Conventionally, in a transmission, for example, a continuously variable transmission, a toroidal continuously variable transmission and a planetary gear mechanism are combined, and a gear ratio obtained by the continuously variable transmission is obtained by using torque circulation by the planetary gear mechanism. Amplified to achieve a wide range of output gear ratios (hereinafter referred to as “output gear ratio”).

  For this purpose, the input shaft and the continuously variable transmission are connected, the continuously variable transmission and the planetary gear mechanism are connected, and the planetary gear mechanism and the output shaft are connected.

  In order to switch the mode between the low mode and the high mode, a mode switching device is disposed between the planetary gear mechanism and the output shaft, and the mode switching device is used for the low mode and the detachably disposed mode. Each clutch for high mode is provided. Then, by selectively engaging the clutches, the low-mode output gear or the high-mode output gear of the planetary gear mechanism is connected to the output shaft, and rotation at a predetermined output speed ratio is used as the output shaft. It is designed to output.

Also, a hydraulic circuit is provided, and an oil pump, a hydraulic servo as an oil supply part, a pressure regulating valve that regulates oil discharged from the oil pump, etc., in order to engage and disengage the clutches to the hydraulic circuit, etc. Is disposed. Then, the oil discharged from the pressure regulating valve is selectively supplied to each of the hydraulic servos, and the mode is switched (for example, see Patent Document 1).
International Publication No. WO03 / 100295A1 Pamphlet

  However, in the conventional continuously variable transmission, since the oil path from the pressure regulating valve to each hydraulic servo is long and the management resistance is large, the responsiveness of each hydraulic servo becomes low.

  An object of the present invention is to provide a transmission that solves the problems of the conventional continuously variable transmission and can increase the responsiveness of the oil supply section.

  Therefore, in the transmission of the present invention, a case for accommodating the hydraulic servo of the transmission, an oil supply unit that supplies oil to the hydraulic servo, a first oil passage formed in the oil supply unit, A second oil passage formed in the case for supplying oil to the hydraulic servo, and a pipe constructed between the first and second oil passages.

  In another transmission according to the present invention, the oil supply section is fixed to another case formed separately from the case. And the said piping is directly constructed between the said oil supply part and the case which accommodates the said hydraulic servo.

  In still another transmission according to the present invention, one end of the pipe is further movably disposed in a first direction with respect to the oil supply unit and sealed. The other end of the pipe is disposed and sealed in a second direction different from the first direction with respect to the case accommodating the hydraulic servo.

  According to the present invention, in the transmission, a case that houses the hydraulic servo of the transmission, an oil supply unit that supplies oil to the hydraulic servo, a first oil passage formed in the oil supply unit, A second oil passage formed in the case for supplying oil to the hydraulic servo, and a pipe constructed between the first and second oil passages.

  In this case, since the pipe is directly installed between the oil supply unit and the case that houses the hydraulic servo of the transmission, the oil path can be shortened and the pipe resistance can be reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In this case, a continuously variable transmission as a transmission will be described.

  FIG. 2 is a conceptual diagram of a continuously variable transmission according to an embodiment of the present invention.

  In the figure, reference numeral 11 denotes a toroidal continuously variable transmission (IVT). The continuously variable transmission 11 includes a toroidal continuously variable transmission (variator) 12, a planetary gear mechanism 13 as a gear mechanism, and a reversing gear mechanism 14. And a mode switching device 15 and the like. The toroidal continuously variable transmission includes a half toroidal and full toroidal continuously variable transmission. In this embodiment, a full toroidal continuously variable transmission will be described.

  The continuously variable transmission 12 is rotatably disposed so as to face each other, and is connected to the input shaft 16 and disposed forward (leftward in the figure) and rearward (rightward in the figure). Two input disks 17, an output disk 19 that is rotatably disposed between the input disks 17 so as to face the input disks 17, and is connected to a hollow shaft 18 as a first transmission shaft; Two rows of power rollers 20 as intermediate rolling elements sandwiched between the input disks 17 and the output disks 19 are provided.

  The input shaft 16 is connected to an output shaft of an engine (not shown) as a vehicle drive source, and the rotation generated by driving the engine is transmitted. Note that a motor or the like can be used as a vehicle drive source instead of the engine.

  Each of the input disk 17 and the output disk 19 is provided with arc-shaped concave grooves 17a and 19a constituting a part of a circular shape facing each other, and by sandwiching each power roller 20, a double cavity having two cavities is formed. Form. Therefore, the thrust force between the input disks 17 can be canceled out. In the present embodiment, since a full toroidal continuously variable transmission is used, the tilt center of each power roller 20 is placed at the center of each cavity.

  The power roller 20 is tilted by shifting it in a direction perpendicular to the central axis of the continuously variable transmission 12 to change the contact radius between the input disk 17 and the output disk 19. As a result, the continuously variable transmission 12 continuously shifts the rotation input to the input disk 17 via the input shaft 16 and outputs it from the output disk 19 to the hollow shaft 18. In the present embodiment, when the rotational speed of the input shaft 16 is the input speed ni and the rotational speed of the hollow shaft 18 is the output speed no, the speed ratio γ represented by the ratio of the output speed no to the input speed ni is , −0.4 to −2.5. When the forward rotation is input to the input disk 17, the output disk 19 is reversed and the reverse rotation is output from the output disk 19. Therefore, the speed ratio γ takes a negative value.

  The planetary gear mechanism 13 includes a gear unit 21 used for a high mode and a gear unit 22 used for a low mode. The gear unit 21 includes first and second sun gears S1 and S2, first and second pinions P1 and P2 that mesh with the first and second sun gears S1 and S2, respectively, The first and second pinions P1 and P2 are provided with respective elements of a front carrier CRF as a first carrier that rotatably supports the first and second pinions P1 and P2. The gear unit 22 includes a simple planetary gear, and includes a third sun gear S3, a first ring gear R3 arranged to face the third sun gear S3, the third sun gear S3, and the first ring gear. Each element includes a third pinion P3 that meshes with R3, and a rear carrier CRR as a second carrier that rotatably supports the third pinion P3.

  The first and second pinions P1 and P2 are formed of a common long pinion having an integral structure, and are rotatably supported with respect to a common pinion shaft (not shown). The front carrier CRF is a first ring gear R3. Concatenated with The front carrier CRF is directly connected to the rear input disk 17 and indirectly connected to the front input disk 17 via the input shaft 16, and the input speed inputted via the input shaft 16 is input. The rotation of ni is transmitted.

  The first sun gear S1 is connected to the output disk 19 through the hollow shaft 18, functions as an input gear, is shifted by the continuously variable transmission 12, and receives the output rotation of the output speed no. The second sun gear S2 is connected to the third sun gear S3 via a hollow shaft 26 serving as a second transmission shaft, and is further used as a high-mode friction engagement element of the mode switching device 15. Is connected to the output shaft 23 via the high clutch H. In this case, a high mode output gear is constituted by the second and third sun gears S2 and S3. When the engine is driven in the forward direction in order to move the vehicle forward, the output shaft 23 is rotated in the reverse direction. Therefore, the output shaft 23 is connected to a differential device (not shown) as a differential device via a reversing gear (not shown), and the rotation reversed in the positive direction by the reversing gear is transmitted to the differential device. Further, it is transmitted to a drive wheel (not shown). In the present embodiment, the reversing gear is arranged separately from the differential device, but the reversing gear can also be arranged in the differential device.

  The reversing gear mechanism 14 is composed of a dual planetary gear, and is arranged to face the fourth sun gear S0 and the fourth sun gear S0. The second ring gear is fixed to the case 10 housing the continuously variable transmission 11. R0, fourth and fifth pinions P4 and P5 that mesh with each other, and the rear carrier CRR that rotatably supports the fourth and fifth pinions P4 and P5. The rear carrier CRR is shared by the gear unit 22 and the reverse gear mechanism 14.

  The fourth pinion P4 is meshed with the fourth sun gear S0 radially inward, and the fifth pinion P5 is meshed with the second ring gear R0 radially outward. The fourth sun gear S0 is connected to the output shaft 23 via a low clutch L as a low-mode friction engagement element of the mode switching device 15. The fourth sun gear S0 constitutes an output gear for low mode.

  The mode switching device 15 includes the low clutch L and the high clutch H, and includes first and second hydraulic servos (not shown) as actuators for engaging and disengaging the low clutch L and the high clutch H. The low clutch L and the high clutch H constitute first and second clutches.

  Next, the operation of the continuously variable transmission 11 having the above configuration will be described.

  FIG. 3 is a first speed diagram showing the operation of the continuously variable transmission according to the embodiment of the present invention. FIG. 4 is a second speed diagram showing the operation of the continuously variable transmission according to the embodiment of the present invention. FIG. 5 is a shift characteristic diagram according to the embodiment of the present invention. In FIG. 5, the horizontal axis represents the gear ratio γ, and the vertical axis represents the output gear ratio η. The speed ratio η is represented by the ratio of the output speed n to the input speed ni, where the rotational speed of the output shaft 23 (FIG. 2) is the output speed n.

  In this case, in the low mode, the output speed n equal to the rotation speed of the fourth sun gear S0 is the output speed NL of the continuously variable transmission 11, and in the high mode, the rotation of the second and third sun gears S2 and S3. The output speed n equal to the speed is the output speed NH of the continuously variable transmission 11.

  When the gear ratio of the first sun gear S1 to the first pinion P1 is z1, and the gear ratio of the second sun gear S2 to the second pinion P2 is z2, in the present embodiment, the gear ratio is z1 and z2 are set to be different from each other so that the output speed no and the output speed NH are different. The gear ratios z1 and z2 can be made equal, and the output speed no and the output speed NH can be made equal.

  The first speed diagram shows the rotational states of the first sun gear S1, the fourth sun gear S0, the second ring gear R0, the rear carrier CRR, the front carrier CRF, and the first ring gear R3. The figure shows the rotational states of the first sun gear S1, the second and third sun gears S2, S3, the front carrier CRF, and the first ring gear R3. In the first and second velocity diagrams, an arrow extending toward the right represents a forward rotation state, and an arrow extending toward the left represents a reverse rotation state.

  First, when a driver who is an operator operates a predetermined operation unit (not shown) to set the low mode, oil is supplied to the first hydraulic servo in a hydraulic circuit (not shown) and the low clutch L is engaged. Then, oil is discharged from the second hydraulic servo and the high clutch H is released. Accordingly, as shown in FIG. 3, the rotation of the engine is transmitted to the front carrier CRF and the first ring gear R3 via the input shaft 16 connected to the output shaft of the engine, and the front carrier CRF and The first ring gear R3 is rotated at the input speed ni. At the same time, the rotation of the input speed ni is transmitted to the continuously variable transmission 12, and the rotation of the output speed no, which is shifted and reversed by the continuously variable transmission 12, is transmitted to the first sun gear S1.

  At this time, since the second and third sun gears S2 and S3 are integrally connected, torque circulation is performed in the planetary gear mechanism 13, rotation of the front carrier CRF and the first ring gear R3, and the first sun gear. The rotation of S1 is combined, and the rotation at the rotational speed nc in the positive direction is output to the rear carrier CRR. Then, the reverse rotation of the output speed NL in the reverse direction is output to the fourth sun gear S0 and output to the output shaft 23 via the low clutch L.

  Next, in the continuously variable transmission 12, the inclination of the power roller 20 is changed, and the shift ratio γ is small in the negative direction. When the drive (O / D) shift is changed, the output speed no increases in the negative direction, and accordingly, the rotational speed nc decreases in the positive direction, and the output speed NL decreases in the negative direction. As a result, as shown in FIG. 5, the output speed ratio η decreases in the negative direction, the rotational speed of the drive wheels when the vehicle moves forward, that is, the forward output speed decreases, and the vehicle speed decreases.

  Subsequently, when the continuously variable transmission 12 is placed in the gear neutral position (GN), the rotational speed nc becomes zero (0), and a state where torque is infinitely diffused is formed. As a result, the output speed NL, the output speed ratio η, and the vehicle speed all become zero.

  Further, when the inclination of the power roller 20 is changed, the speed ratio γ is further increased in the negative direction, and the continuously variable transmission 12 is further shifted to the overdrive side, the rotational speed nc increases in the negative direction, The output speed NL increases in the positive direction, the output speed ratio η increases in the positive direction, the rotational speed when the vehicle moves backward, that is, the reverse output speed increases, and the reverse vehicle speed increases.

  Next, when the driver operates the operation unit to set the high mode, oil is supplied to the second hydraulic servo and the high clutch H is engaged in the hydraulic circuit, and the first hydraulic pressure is engaged. Oil is discharged from the servo and the low clutch L is released. Accordingly, as shown in FIG. 4, the rotation of the engine is transmitted to the front carrier CRF and the first ring gear R3 via the input shaft 16, and the front carrier CRF and the first ring gear R3 are inputted to the input speed. It is rotated by ni. At the same time, the rotation of the input speed ni is transmitted to the continuously variable transmission 12, and the rotation of the output speed no, which is shifted and reversed by the continuously variable transmission 12, is transmitted to the first sun gear S1.

  At this time, in the planetary gear mechanism 13, the rotation of the front carrier CRF and the first ring gear R3 and the rotation of the first sun gear S1 are combined, and the output is reversed to the second and third sun gears S2 and S3. The rotation of the speed NH is output and output to the output shaft 23 via the high clutch H. In this case, since the low clutch L is released, the fourth sun gear S0 idles.

  In the continuously variable transmission 12, when the inclination of the power roller 20 is changed and the shift from the underdrive side to the overdrive side is changed, the output speed no increases in the negative direction. The speed NH increases in the negative direction. As a result, as shown in FIG. 5, the output speed ratio η increases in the negative direction, the forward output speed when the vehicle moves forward increases, and the vehicle speed increases.

  In this case, as shown in FIG. 5, in the low mode, when the continuously variable transmission 12 is placed at a point pt1 closest to the overdrive, the speed ratio γ becomes about −2.5, and the output speed ratio η Becomes about 0.25. When the continuously variable transmission 12 is continuously shifted to the underdrive side, the transmission gear ratio γ gradually decreases in the negative direction, the transmission gear ratio γ becomes approximately −1.8, and the continuously variable transmission 11 is connected to the gear. When placed in the neutral position, the output speed ratio η becomes zero.

  Subsequently, when the continuously variable transmission 12 further shifts to the underdrive side, the output speed ratio η increases in the negative direction as the speed ratio γ decreases in the negative direction, and the continuously variable transmission 12 When the point pt2 on the most underdrive side is reached and the speed ratio γ becomes about −0.4, the output speed ratio η becomes about −0.5.

  In this state, when the mode is switched from the low mode to the high mode, in the high mode, the speed ratio γ is about −0.4, the output speed ratio η is about −0.5, and the steplessly. When the transmission 12 is continuously shifted to the overdrive side, the transmission gear ratio γ and the output transmission gear ratio η gradually increase in the negative direction.

  Subsequently, when the continuously variable transmission 12 reaches the point pt3 closest to the overdrive and the speed ratio γ becomes about −2.5, the output speed ratio η becomes about −2.75 which is the maximum speed ratio ηmax. Become.

  Next, the structure of the continuously variable transmission 11 configured as described above will be described.

  FIG. 1 is a sectional view showing a main part of a continuously variable transmission according to an embodiment of the present invention, FIG. 6 is a conceptual diagram showing an arrangement state of an oil pump according to the embodiment of the present invention, and FIG. It is a bottom view which shows the arrangement | positioning state of the oil pump in the form.

  In the figure, reference numeral 10 denotes a case. The case 10 includes a housing 31 as a first case, a front case 32 as a second case, a rear case 33 as a third case, and an oil pan as a fourth case. 34 etc., and each is connected by a bolt (not shown) as a fixing member. The housing 31 accommodates a tamper device (not shown) for absorbing engine torque fluctuations, and the speed change mechanism portion case including the front case 32 and the rear case 33 includes the continuously variable transmission 12, the planetary gear mechanism 13, and the reverse gear mechanism 14. (FIG. 2) houses a speed change mechanism such as the mode switching device 15. The rear case 33 forms a first casing and the front case 32 forms a second casing. The first and second hydraulic servos are accommodated in the rear case 33.

  Oil (not shown) is accommodated in the oil pan 34 at a predetermined depth, and a valve body 80 as a first block is provided below the continuously variable transmission 12 and below the planetary gear mechanism 13 and the reverse gear mechanism 14. Further, an oil pump 81 as an oil supply source and a valve body 82 as a second block are disposed. The valve bodies 80 and 82 constitute a hydraulic circuit block. Further, the hydraulic unit 83 is configured by directly assembling the oil pump 81 to the valve body 82. The valve bodies 80 and 82 are fixed to each other by a predetermined fixing member (not shown), and the valve body 80 is assembled at a predetermined position of the front case 32. The continuously variable transmission 12, the planetary gear mechanism 13, the reverse gear mechanism 14, the mode switching device 15 and the like are disposed on the first shaft, and the oil pump 81 is disposed on the second shaft parallel to the first shaft.

  In order to drive each power roller 20 to the valve body 80, a reaction cylinder 79 formed as a first drive cylinder for each power roller 20 and a hydraulic pressure supplied to the reaction cylinder 79 are adjusted. The pressure valve 84 and the like are integrally formed. The valve body 82 is provided with a regulator valve 85 for adjusting the original pressure in the hydraulic circuit, a pressure regulating valve for a hydraulic servo (not shown) for supplying hydraulic pressure to the first and second hydraulic servos, and the like. .

  In this case, in addition to the first and second hydraulic servos, an actuator is constituted by a pressure regulating valve 84, a regulator valve 85, a hydraulic servo pressure regulating valve, and the like, and the oil discharged from the oil pump 81 is the pressure regulating valve 84. , And supplied to a regulator valve 85, a pressure regulating valve for a hydraulic servo, and the like. Each actuator is categorized, and the pressure regulating valve 84 has a relatively small need to increase the accuracy of hydraulic pressure adjustment, belongs to the first type actuator, and includes the regulator valve 85, a pressure regulating valve for a hydraulic servo, etc. Has a relatively high necessity for adjusting the accuracy of hydraulic pressure, and belongs to the second type of actuator.

  The reaction cylinder 79 is formed on a cylinder body 87 formed by cutting or the like in the valve body 80, a piston 88 that is slidably movable in the cylinder part 87, and a head side of the piston 88. A first oil chamber 91 and a second oil chamber 92 formed on the rod 89 side of the piston 88 are provided.

  In this case, since the reaction cylinder 79 is formed integrally with the valve body 80, not only the hydraulic circuit can be reduced in size but also the hydraulic circuit can be simplified.

  In the present embodiment, the first type actuator is disposed in the valve body 80, and the second type actuator is disposed in the valve body 82. Therefore, the reaction cylinder 79 is driven in the valve body 80. Accordingly, even if a reaction force is applied to the valve body 80 and distortion (distortion) occurs in the valve body 80, the influence of the distortion can be prevented from reaching the valve body 82. Therefore, in the second type of actuator, which is the present embodiment, the accuracy of adjusting the source pressure by the regulator valve 85 can be increased.

  The oil pump 81 includes a shaft 95 to which rotation from the input shaft 16 is input, a gear 97 that is attached to the shaft 95 and is rotated in an annular oil chamber 96, and the oil chamber 96. A suction port 98 for sucking oil and a discharge port 99 for discharging oil are provided. The oil pump 81 is assembled to the valve body 82 with the discharge port 99 directly communicating with a predetermined portion of the valve body 82, for example, the input port of the regulator valve 85.

  Further, the strainer 101 is disposed with its discharge port directly facing the suction port 98, assembled to the oil pump 81, and the discharge port and the suction port 98 are in direct communication with each other. A suction port 102 is formed. Therefore, the strainer 101 filters the oil sucked through the suction port 102 and supplies it to the oil pump 81.

  By the way, the damper device is connected to the output shaft of the engine, and transmits the torque generated by driving the engine to the continuously variable transmission 12 while absorbing the torque fluctuation.

  For this purpose, the output shaft of the damper device and the input shaft 16 are connected, and the front end portion (left end portion in the figure) of the input shaft 16 is forwardly forwarded via an end load cylinder 35 as a second drive cylinder (see FIG. The left input disk 17 is connected to the rear end portion (right end portion in the figure) of the input shaft 16 via the gear unit 21 and the rear input disk 17 (right side in the figure) is connected.

  The end load cylinder 35 includes an annular cylinder body 71 having a “U” -shaped cross section, and a piston 72 slidably disposed in the cylinder body 71. An oil chamber 73 is formed between The inner peripheral edge of the cylinder body 71 is fixed to the input shaft 16, and the rear end surface (right end surface in the drawing) of the piston 72 is fixed to the front end surface (left end surface in the drawing) of the front input disk 17.

  The front carrier CRF of the gear unit 21 includes a carrier body 42 and a carrier cover 43 that is integrally connected to the carrier body 42. The carrier body 42 is rotatably supported at the front end (left end in the figure) with respect to the annular plate 74 via a bearing 75 as a rotation support member, and is engaged with the rear input disk 17. Are connected to the input shaft 16 at the center in the axial direction, and fixed to the rear end portion of the input shaft 16 by tightening a nut 45 as a fixing member at the rear end (right end in the figure). Is done.

  The plate 74 is formed integrally with the valve body 80 and assembled to the front case 32. Therefore, the continuously variable transmission 12 and the planetary gear mechanism 13 are assembled to the plate 74 as a subassembly and further assembled to the front case 32. A one-way clutch 44 is disposed between the rear input disk 17 and the plate 74 in parallel with the bearing 75. The one-way clutch 44 prevents the input disk 17 from rotating in the reverse direction. . In FIG. 1, 17a and 19a are concave grooves.

  A pinion shaft 46 is provided between the carrier body 42 and the carrier cover 43, and the first and second pinions P1 and P2 are rotatable with respect to the pinion shaft 46 by a needle bearing 47 as a rotation support member. Supported by In the present embodiment, a needle bearing 47 is used as the rotation support member, but a bush can be used instead of the needle bearing 47. In the present embodiment, the first and second pinions P1 and P2 have a slightly different number of teeth. The number of teeth of the first and second pinions P1 and P2 can be made equal.

  In the continuously variable transmission 12, a cylindrical body 76 is attached to the inner peripheral edge of the output disk 19, and the output disk 19 is rotatably supported by the input shaft 16 by a needle bearing 77 as a rotation support member. . The rear end of the cylindrical body 76 and the front end of the hollow shaft 18 are spline-engaged, and the first sun gear S1 is formed at the rear end of the hollow shaft 18. The hollow shaft 18 is rotatably supported with respect to the input shaft 16 by needle bearings 38 and 39 as rotation support members.

  The hollow shaft 26 is rotatably supported by the input shaft 16 by a needle bearing 40 as a rotation support member. The second sun gear S <b> 2 is formed at the front end of the hollow shaft 26, and the high clutch H is connected to the rear end of the hollow shaft 26.

  By the way, the hydraulic circuit is used to change the gear ratio γ of the continuously variable transmission 12, disengage the low clutch L, the high clutch H, etc., and drive the end load cylinder 35, the reaction cylinder 79, etc. In this hydraulic circuit, the oil discharged from the oil pump 81 is supplied to each actuator.

  As described above, the continuously variable transmission 12, the planetary gear mechanism 13 and the like are disposed on the first shaft, and the oil pump 81 is disposed on the second shaft. The planetary gear mechanism 13 and the oil pump 81 are overrun in the axial direction. Wrapped. For this purpose, a predetermined position in the axial direction of the continuously variable transmission 11, in this embodiment, between the continuously variable transmission 12 and the planetary gear mechanism 13, in particular, between the front carrier CRF and the input disk 17, A constricted portion 105 having a smaller diameter than other portions (the continuously variable transmission 12 and the planetary gear mechanism 13) is formed, and the constricted portion 105 is provided with the bearing 75 and a sprocket 106 as a rotating element on the driving side. In addition, a predetermined gap 107 is formed between the valve body 80 and the oil pump 81, and a sprocket 108 as a driven side rotating element is disposed in the gap 107. Attached to the front end of the shaft 95. A chain 109 as a transmission body is stretched between the sprockets 106 and 108. The sprocket 106 is attached to the outer peripheral surface of a cylindrical connecting portion that connects the rear input disk 17 and the carrier body 42 in the constricted portion 105. In the present embodiment, the planetary gear mechanism 13 and the oil pump 81 are overlapped in the axial direction. However, the continuously variable transmission 12 and the oil pump 81 are overlapped in the axial direction. You can also

  Therefore, the rotation transmitted to the input shaft 16 is transmitted to the shaft 95 via the sprocket 106, the chain 109, and the sprocket 108, and the oil pump 81 is operated. In this case, since the diameter of the sprocket 108 is made smaller than the diameter of the sprocket 106, the rotational speed of the oil pump 81 becomes higher than the input speed ni and is increased. Therefore, a sufficient oil discharge amount by the oil pump 81 can be ensured.

  The sprockets 106 and 108 and the chain 109 form a rotational transmission unit that connects the continuously variable transmission 12 and the planetary gear mechanism 13 to the oil pump 81. In the present embodiment, a rotation transmission portion is formed by the sprockets 106 and 108 and the chain 109, but a gear mechanism is arranged as the rotation transmission portion in place of the sprockets 106 and 108 and the chain 109. Can be set. In that case, the gear mechanism includes a first gear as a driving-side rotating element, a second gear as a driven-side rotating element, and an idle gear as a transmission, and by rotating the first gear, The second gear can be rotated in the same direction.

  Thus, in the present embodiment, the continuously variable transmission 12 and the planetary gear mechanism 13 are disposed on the first shaft, the oil pump 81 is disposed on the second shaft, and the oil pump 81 is disposed on the input shaft 16. There is no need. As a result, the axial dimension of the continuously variable transmission 11 can be reduced, and the continuously variable transmission 11 can be reduced in size. Further, since the case of the oil pump 81 can be designed regardless of other parts, it is not necessary to increase the radial dimension of the oil pump 81 unnecessarily, and the oil pump 81 can be reduced in size. Therefore, the continuously variable transmission 11 can be further reduced in size.

  Further, since the sprocket 106 is disposed in the constricted portion 105, the diameter of the sprocket 106 can be set to a necessary value. Therefore, not only the radial dimension of the continuously variable transmission 11 can be reduced, but also the load applied to the input shaft 16 side, that is, the engine when the oil pump 81 is driven can be reduced.

  Further, when the sprockets 106 and 108 and the chain 109 are used as the rotation transmission part, the diameter of the sprocket 106 disposed in the constricted part 105 can be reduced. Accordingly, since the traveling speed of the chain 109 can be reduced, the durability of the chain 109 can be improved, and the centrifugal force of the portion that meshes with the sprockets 106 and 108 can be reduced. The spread in the direction can be reduced. As a result, the clearance between the chain 109 and surrounding components can be reduced, and the radial dimension of the continuously variable transmission 11 can be reduced.

  Further, since the oil pump 81 is directly assembled to the valve body 82 and the discharge port of the strainer 101 is disposed directly facing the suction port 98, the hydraulic circuit can be reduced in size, and the continuously variable transmission 11 Can be miniaturized. In addition, since the oil path between the oil pump 81 and the valve body 82 and the oil path between the strainer 101 and the oil pump 81 can be shortened, it is only possible to suppress the occurrence of oil leakage. In addition, the mountability of the oil pump 81 and the valve body 82 can be improved.

  In addition, since the oil pump 81 is disposed radially outward of the planetary gear mechanism 13, the oil pump 81 and the reaction cylinder 79 do not interfere with each other. Therefore, the oil pump 81 and the reaction cylinder 79 can be overlapped in the radial direction, and the axial dimension of the continuously variable transmission 11 can be reduced.

  Further, since the bearing 75 rotatably supports the continuously variable transmission 12 and the planetary gear mechanism 13 at the constricted portion 105, the radial dimension of the bearing 75 can be reduced. Therefore, the relative speed between the outer ring and the inner ring of the bearing 75 can be lowered. As a result, when the bearing 75 includes a ball or a roller, the peripheral speed of the ball or roller can be lowered, so that the durability of the bearing 75 can be improved.

  In addition, since the continuously variable transmission 12 and the planetary gear mechanism 13 are rotatably supported between the input disk 17 and the front carrier CRF, the continuously variable transmission 12 and the planetary gear mechanism 13 can share a support mechanism. it can. Therefore, the axial dimension of the continuously variable transmission 11 can be reduced.

  Moreover, since the sprocket 106 is disposed adjacent to the bearing 75, the sprockets 106, 108 and the chain 109 can be operated stably. Therefore, it is possible to prevent an unnecessary force from acting on the oil pump 81, and thus it is possible to prevent the gear 97 from coming into contact with one another and improve the durability of the oil pump 81. Further, since the sprocket 106 is disposed adjacent to the bearing 75, the support accuracy of the first shaft can be increased when transmitting the rotation from the first shaft to the second shaft. Therefore, since the distance between the first shaft and the second shaft is constant, it is possible to suppress the generation of noise due to the engagement between the sprockets 106 and 108 and the chain 109. Further, since the chain 109 does not unnecessarily extend or play does not occur, the durability of the rotation transmission portion can be improved.

  As described above, in order to engage and disengage the low clutch L and the high clutch H, it is necessary to supply oil to the first and second hydraulic servos. A pressure valve is provided, and the oil regulated by the hydraulic servo pressure regulating valve is supplied to the first and second hydraulic servos. Further, as described above, the valve body 82 is assembled to the front case 32.

  Therefore, an oil passage is formed in the valve body 82 by connecting to the output port of the hydraulic servo pressure regulator, and an oil passage is formed in the wall of the front case 32 along the wall of the front case 32. Then, it extends along the wall of the rear case 33 in the wall of the rear case 33, communicates with the first and second hydraulic servos to form an oil passage, and is regulated by the pressure regulating valve for the hydraulic servo. It is conceivable to supply oil to the first and second hydraulic servos via the respective oil passages.

  However, in that case, if oil is supplied to the first and second hydraulic servos via the respective oil passages, the oil passages from the hydraulic servo pressure regulating valve to the first and second hydraulic servos become long. Thus, the pipe resistance increases, and the hydraulic pressure supplied to the first and second hydraulic servos decreases accordingly. As a result, not only the first and second hydraulic servos but also the responsiveness of the low clutch L and the high clutch H are lowered.

  Therefore, in the present embodiment, a predetermined portion of the oil passage from the pressure regulating valve for the hydraulic servo to the first and second hydraulic servos is arranged on the front case 32 so that the pipe resistance can be reduced. It is formed outside the wall. In this case, the pressure regulating valve for the hydraulic servo constitutes an oil supply element on the oil supply side, and the first and second hydraulic servos constitute an oil supply element on the oil supply side. The oil pump 81 and the valve body 82 constitute an oil supply unit.

  FIG. 8 is a cross-sectional view showing the structure of the oil passage in the embodiment of the present invention.

  In the figure, 111 is a first oil passage formed in the valve body 82 and connected to the hydraulic servo pressure regulating valve, 112 is formed in the rear case 33, and the first and second hydraulic servos. The connected second oil passage 115 is a pipe that is directly installed between the valve body 82 and the rear case 33, and short-circuits between the first and second oil passages 111 and 112 to connect them. The oil regulated by the pressure regulating valve for the hydraulic servo passes through the first oil passage 111, passes through the pipe 115, then passes through the second oil passage 112, and passes through the second oil passage 112 to the first and second hydraulic servos. Supplied. The pipe 115 is made of a metal such as iron or aluminum or a resin. Further, in order to connect the front case 32 and the rear case 33, the end surface of the rear case 33 and the end surface of the front case 32 are opposed to each other, and the front case 32 is made to correspond to the opening of the second oil passage 112. A through hole 116 is formed, and the pipe 115 is disposed through the through hole 116.

  In this case, since the oil is supplied from the valve body 82 to the rear case 33 without passing through the wall of the front case 32, the oil pressure adjusting valve to the first and second hydraulic servos. The oil passage can be shortened, and the pipe resistance can be reduced. Accordingly, it is possible to prevent the hydraulic pressure supplied to the first and second hydraulic servos from being lowered, so that not only the responsiveness of the first and second hydraulic servos can be improved, but also the low clutch L And the responsiveness of the high clutch H can be made high.

  By the way, the pipe 115 is configured to connect the first and second oil passages 111 and 112 outside the wall of the front case 32. Therefore, when an assembly error occurs when the valve body 82 is assembled to the front case 32, when the front case 32 and the rear case 33 are fixed, the connection state between the valve body 82 and the piping 115, and the rear case 33 and the piping. The connection state with 115 will deteriorate.

  Further, depending on the ambient temperature, which is the environment in which the vehicle is placed, the temperature of each element constituting the continuously variable transmission 11 (FIG. 1), the temperature of the oil flowing through the first and second oil passages 111, 112, etc. Even when the valve body 82 and the rear case 33 are thermally expanded, the valve body 82 and the rear case 33 move relatively, and the connection state between the valve body 82 and the pipe 115 and the connection state between the rear case 33 and the pipe 115 are changed. It gets worse.

  In that case, the sealing state between the valve body 82 and the pipe 115 and between the rear case 33 and the pipe 115 is deteriorated, and there is a possibility that oil leaks.

  Therefore, one end 121 of the pipe 115 is disposed so as to be movable in the first direction with respect to the valve body 82, and the other end 122 of the pipe 115 is arranged in the first direction with respect to the rear case 33. It is arranged so as to be movable in a second direction different from the above. In the present embodiment, the first direction is the axial direction, and the second direction is the direction in which the end 122 is perpendicular to the axial direction. Therefore, the first and second directions are perpendicular to each other.

  For this purpose, a first hole 123 having a predetermined inner diameter d1 and a depth w1 is formed in the opening of the first oil passage 111 in the valve body 82, and the end 121 is formed in the first hole 123. Is inserted. A second hole 124 having a predetermined inner diameter d2 and a depth w2 is formed in the opening of the second oil passage 112 in the rear case 33, and the end 122 is inserted into the second hole 124. Is done.

  An annular groove 131 is formed on the outer peripheral surface of the end portion 121, and an O-ring 126 as a first seal member is disposed in the groove 131. The O-ring 126 and the outer peripheral surface of the end portion 121 are The space between the inner peripheral surface of the first hole 123 is sealed. A first clearance ρ1 is formed between the end surface of the end portion 121 and the bottom surface of the first hole 123 so that the end portion 121 does not contact the bottom surface of the first hole 123.

  Further, an annular flange 128 is formed on the end portion 122 so as to protrude radially outward, and a concave portion 132 is formed on the end surface of the end portion 122, and the concave portion 132 serves as a second seal member. An O-ring 127 is disposed, and the O-ring 127 seals between the end surface of the end portion 122 and the bottom surface of the second hole 124. Then, a second clearance ρ2 is provided between the outer peripheral surface of the flange 128 and the inner peripheral surface of the second hole 124 so that the outer peripheral surface of the flange 128 does not contact the inner peripheral surface of the second hole 124. Is formed.

  Therefore, when the valve body 82 and the rear case 33 relatively move in the first direction and, for example, the valve body 82 and the rear case 33 come close to or separate from each other, the first clearance ρ1 is changed and the end is changed. When the portion 121 moves in the first hole 123 and the valve body 82 and the rear case 33 are displaced in the second direction, the end portion 122 moves in the second hole 124 by changing the second clearance ρ2. To do.

  During this time, the O-ring 126 sufficiently seals between the outer peripheral surface of the end portion 121 and the inner peripheral surface of the first hole 123, and the O-ring 127 includes the end surface of the end portion 122 and the second hole 124. Seal between the bottom. Therefore, the seal state between the valve body 82 and the pipe 115 and between the rear case 33 and the pipe 115 is not deteriorated, and oil can be prevented from leaking.

  The inner diameter d3 of the through hole 116 is set so that the end surface of the end portion 122 and the bottom surface of the second hole 124 do not separate as the end portion 121 moves in the first hole 123. The outer diameter of the flange 128 is made smaller by a predetermined value, and a retaining portion 134 as a restricting portion is formed on the end surface of the front case 32 so as to correspond to the flange 128.

  Further, the inner peripheral surface of the through hole 116 and the outer peripheral surface of the pipe 115 are arranged so that the front case 32 and the pipe 115 do not interfere with each other as the end portion 122 moves in the second hole 124. A predetermined clearance ρ3 is formed between the two.

It is sectional drawing which shows the principal part of the continuously variable transmission in embodiment of this invention. 1 is a conceptual diagram of a continuously variable transmission in an embodiment of the present invention. FIG. 6 is a first velocity diagram showing the operation of the continuously variable transmission according to the embodiment of the present invention. It is a 2nd speed diagram which shows operation | movement of the continuously variable transmission in embodiment of this invention. It is a speed change characteristic figure in an embodiment of the invention. It is a conceptual diagram which shows the arrangement | positioning state of the oil pump in embodiment of this invention. It is a bottom view which shows the arrangement | positioning state of the oil pump in embodiment of this invention. It is sectional drawing which shows the structure of the oil path in embodiment of this invention.

Explanation of symbols

10 Case 11 Continuously variable transmission 32 Front case 33 Rear case 81 Oil pump 82 Valve bodies 111, 112 First and second oil passages 115 Pipes 121, 122 Ends

Claims (3)

  A case for accommodating a hydraulic servo of the transmission, an oil supply part that supplies oil to the hydraulic servo, a first oil passage formed in the oil supply part, and an oil supply part formed in the case. A transmission comprising: a second oil passage for supplying the oil; and a pipe installed between the first and second oil passages.   The oil supply unit is fixed to another case formed separately from the case, and the pipe is directly installed between the oil supply unit and a case housing the hydraulic servo. The described transmission. One end of the pipe is arranged to be movable in a first direction with respect to the oil supply section and sealed, and the other end of the pipe is against a case housing the hydraulic servo. The transmission according to claim 1, wherein the transmission is disposed and sealed in a second direction different from the first direction.

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