JP2011237021A - Continuously variable transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a continuously variable transmission for a vehicle, which can suppress a slip of a transmission belt even when a hydraulic supply from an oil pump to a hydraulic actuator of a groove width variable pulley stops during low-speed running of the vehicle.SOLUTION: The continuously variable transmission for the vehicle includes an output side movable sheave 94 which is a movable member in an axial C2 direction in an output shaft 40 so that the output shaft 40 and the output side movable sheave 94 are not relatively rotated and they are made relatively movable in the axial C2 direction. The transmission includes an engaging mechanism 122 which gives the output side movable sheave 94 thrust force (thrust direction component F12) in a direction of pressingly pinching the transmission belt 66 when a torque in the low-speed direction of the vehicle is transmitted to the output side movable sheave 94.

Description

  The present invention relates to a continuously variable transmission for a vehicle, and more particularly to a technique for suppressing slippage of a transmission belt when an engine is stopped and a hydraulic pressure supply from an oil pump is stopped when the vehicle is decelerated. .

  In the input shaft, a V groove is formed between an input shaft and an output shaft provided in parallel with each other, an input side fixed sheave fixed to the outer peripheral surface of the input shaft, and the input side fixed sheave. An input side groove width variable pulley having an input side movable sheave that is fitted so as to be relatively non-rotatable and relatively movable in the axial direction, an output side fixed sheave fixed to the outer peripheral surface of the output shaft, and its output side fixed An output-side groove width variable pulley having an output-side movable sheave that is fitted to the output shaft so as not to rotate relative to the output shaft and to be relatively movable in the axial direction so as to form a V-groove with the sheave; An endless transmission belt wound around the V-groove of the pulley and the output side groove width variable pulley, and changing the groove radius of the transmission belt by changing the groove width of the V-groove to change the transmission ratio. Steplessly The vehicle continuously variable transmission is known to be of. For example, those described in Patent Documents 1 and 2.

  In the continuously variable transmission for a vehicle disclosed in Patent Document 1, the input-side movable sheave and the input shaft are spline-fitted so that they cannot be rotated around the shaft center and can be moved relative to each other in the axial direction. In addition, the output-side movable sheave and the output shaft are spline-fitted so that they cannot be rotated around the shaft center and can move relative to each other in the shaft center direction.

  The continuously variable transmission for a vehicle disclosed in Patent Document 2 is provided with a first helical gear that is provided on an output shaft so as to be relatively rotatable about an axis and relatively movable in the axial direction, and is connected to an output-side movable sheave. A transmission gear device having a second helical gear meshed with the helical gear to transmit power to the output side is provided. In this continuously variable transmission for a vehicle, when torque in the acceleration direction of the vehicle is transmitted to the transmission gear device, the output-side movable sheave receives the meshing reaction force between the first helical gear and the second helical gear, and is fixed on the output side. It is urged to the sheave side.

JP 2007-309462 A JP 2007-298139 A

  By the way, in the above-mentioned conventional continuously variable transmission for a vehicle, for example, a hydraulic type actuator is used as an actuator for applying a thrust force in a direction to clamp the transmission belt to the movable sheave of the variable groove width pulley. The hydraulic actuator is operated by being supplied with hydraulic pressure generated from a mechanical oil pump that is driven to rotate by an engine or a rotating member connected thereto. Here, when control is performed to stop the operation of the engine during deceleration traveling for the purpose of improving the fuel efficiency of the vehicle, the operation of the mechanical oil pump is stopped, so that the transmission to the variable groove width pulley is performed. The thrust in the direction of pinching the belt is not applied, and the transmission belt may slip. Therefore, in order to prevent the transmission belt from slipping, an oil pump driven by power other than the engine, for example, an electric oil pump is additionally required, which increases the number of parts and the manufacturing cost of the continuously variable transmission for a vehicle. There was a problem.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to transmit power even when the hydraulic pressure supply from the oil pump to the hydraulic actuator of the variable groove width pulley stops during vehicle deceleration. An object of the present invention is to provide a continuously variable transmission for a vehicle that can suppress belt slip.

  In order to achieve this object, the gist of the invention according to claim 1 is that (a-1) an input shaft and an output shaft provided in parallel to each other, and (a-2) an outer peripheral surface of the input shaft A fixed input-side sheave, and an input-side movable sheave fitted to the input shaft so as not to rotate relative to the input shaft and to move relative to the axis so as to form a V-groove between the input-side fixed sheave and the input-side fixed sheave. (A-3) the output side fixed sheave fixed to the outer peripheral surface of the output shaft, and the output shaft so as to form a V groove between the output side fixed sheave and the output side fixed sheave An output-side groove width variable pulley having an output-side movable sheave that is fitted in such a manner as to be relatively unrotatable and relatively movable in the axial direction, and (a-4) the V-groove of the input-side groove width variable pulley and the output-side groove width variable pulley And an endless annular transmission belt wound around each of (a-5) A continuously variable transmission for a vehicle in which a transmission gear ratio is changed steplessly by changing a groove width of the transmission belt by changing a groove width of the V-groove, and (b) the output shaft and the output side When the movable sheave is provided on a movable member in the axial direction on the output shaft so that the movable sheave cannot be rotated relative to the axial direction, and torque in the deceleration direction of the vehicle is transmitted to the member. And a meshing mechanism for applying a thrust force in a direction to clamp the transmission belt to the output-side movable sheave.

  The gist of the invention according to claim 2 is that, in the invention according to claim 1, the meshing mechanism is provided between the output shaft and the output side movable sheave, and the output shaft and the output side. When torque in the deceleration direction of the vehicle is transmitted between the movable sheave and the output-side movable sheave, thrust toward the output-side fixed sheave is generated.

  The gist of the invention according to claim 3 is that, in the invention according to claim 2, (a) the meshing mechanism is formed on the outer peripheral surface of the output shaft and the inner peripheral surface of the output-side movable sheave. A plurality of helical spline external teeth and helical splines that are formed so as to be twisted counterclockwise around the axis of the output movable sheave from the output movable sheave to the output fixed sheave. (B) the output side movable sheave receives a thrust direction component of the force that the helical spline inner teeth of the output side movable sheave receives from the helical spline outer teeth of the output shaft when the vehicle decelerates; It is biased toward the output side fixed sheave side.

  A gist of the invention according to claim 4 is that, in the invention according to claim 1, (a) the meshing mechanism is a member movable in the axial direction on the output shaft. A first helical gear provided on the opposite side of the output-side fixed sheave and configured to twist counterclockwise around the axis toward the output-side movable sheave, and meshed with the first helical gear. A second helical gear for transmitting power to the output side, and (b) the output side movable sheave includes a thrust direction component of a force received by the first helical gear from the second helical gear when the vehicle is decelerated. It is received through the first helical gear and biased toward the output side fixed sheave side.

  According to the continuously variable transmission for a vehicle of the first aspect of the present invention, in order to make the output shaft and the output-side movable sheave non-rotatable and relatively movable in the axial direction, the output shaft moves in the axial direction. Since it includes a meshing mechanism that is provided on a possible member and applies thrust in a direction to clamp the transmission belt to the output-side movable sheave when torque in the deceleration direction of the vehicle is transmitted to the member, the vehicle is traveling at a reduced speed. Without applying a hydraulic actuator for pressing the output-side movable sheave of the output-side groove width variable pulley toward the output-side fixed sheave, a thrust in the direction in which the transmission belt is clamped is applied to the output-side movable sheave by the meshing mechanism. Therefore, even if the hydraulic pressure supply from the oil pump to the hydraulic actuator of the variable groove width pulley is stopped during vehicle deceleration, slippage of the transmission belt can be suppressed.

  According to the continuously variable transmission for a vehicle of the invention according to claim 2, the meshing mechanism is provided between the output shaft and the output side movable sheave, and between the output shaft and the output side movable sheave. When the torque in the deceleration direction of the vehicle is transmitted, the output side movable sheave generates a thrust toward the output side fixed sheave, so the output side groove width variable pulley is movable on the output side during vehicle deceleration. Because the meshing mechanism can generate thrust toward the output-side fixed sheave by the meshing mechanism without using the hydraulic actuator for pressing the sheave toward the output-side fixed sheave, the oil pump can be used during vehicle deceleration. Even if the hydraulic pressure supply to the hydraulic actuator of the variable groove width pulley is stopped, slippage of the transmission belt can be suppressed.

  According to the continuously variable transmission for a vehicle of the invention according to claim 3, the meshing mechanism is arranged on the outer peripheral surface of the output shaft and the inner peripheral surface of the output side movable sheave from the output side movable sheave to the output side fixed sheave side. A plurality of helical spline external teeth and helical spline internal teeth that are respectively formed to be twisted counterclockwise around the axis of the output movable sheave as it moves toward the output side. During deceleration, the helical spline inner tooth of the output movable sheave receives the thrust direction component of the force received from the helical spline outer tooth of the output shaft and is urged to the output fixed sheave side. Without the hydraulic actuator for pressing the output-side movable sheave of the output-side groove width variable pulley toward the output-side fixed sheave. Thrust direction component of the force received by the inner teeth of the helical spline from the outer teeth of the helical spline can apply thrust in the direction of clamping the transmission belt to the output-side movable sheave, so that the groove width can be varied from the oil pump during vehicle deceleration. Even if the supply of hydraulic pressure to the hydraulic actuator of the pulley is stopped, the transmission belt can be prevented from slipping.

  According to the continuously variable transmission for a vehicle according to a fourth aspect of the present invention, the meshing mechanism is a member that is movable in the axial direction on the output shaft, and is opposite to the output-side fixed sheave of the output-side movable sheave. And a second helical gear meshed with the first helical gear to transmit power to the output side by meshing with the first helical gear. The output-side movable sheave includes a helical gear, and receives the thrust direction component of the force received by the first helical gear from the second helical gear through the first helical gear when the vehicle is decelerated, and is biased toward the output-side fixed sheave side. Therefore, during deceleration traveling of the vehicle, there is no need to use a hydraulic actuator for pressing the output side movable sheave of the output side groove width variable pulley toward the output side fixed sheave side. The thrust in the direction in which the transmission belt is clamped to the output-side movable sheave can be applied to the output-side movable sheave by the thrust direction component of the force received by the first helical gear of the combined mechanism from the second helical gear. Even if the supply of hydraulic pressure to the hydraulic actuator of the variable pulley is stopped, slippage of the transmission belt can be suppressed.

1 is a skeleton diagram of a vehicle power transmission device to which the present invention is preferably applied. It is sectional drawing which shows a part of vehicle power transmission device shown in FIG. It is a figure which shows an output shaft and an output side fixed sheave among the continuously variable transmission of FIG. When torque in the deceleration direction of the vehicle is transmitted between the output shaft and the output side movable sheave shown in FIG. 2, the force acting on the helical spline inner teeth of the output side movable sheave from the helical spline outer teeth of the output shaft FIG. It is a skeleton diagram showing a continuously variable transmission according to another embodiment of the present invention. It is a figure which shows the output shaft of the continuously variable transmission of FIG. When torque in the acceleration direction of the vehicle is transmitted between the output shaft of FIG. 5 and the output-side movable sheave of FIG. 2, it acts on the helical spline inner teeth of the output-side movable sheave from the helical spline outer teeth of the output shaft. It is a figure which shows force. It is a figure which shows the input shaft of the continuously variable transmission of the other Example of this invention. When torque in the deceleration direction of the vehicle is transmitted between the input shaft of FIG. 8 and the input side movable sheave of FIG. 2, the helical spline external teeth of the input shaft act on the helical spline inner teeth of the input side movable sheave. It is a figure which shows force. When torque in the acceleration direction of the vehicle is transmitted between the input shaft of FIG. 8 and the input side movable sheave of FIG. 2, the helical spline outer teeth of the input shaft act on the helical spline inner teeth of the input side movable sheave. It is a figure which shows force. It is a figure which shows the input shaft of the continuously variable transmission of the other Example of this invention. When torque in the deceleration direction of the vehicle is transmitted between the input shaft of FIG. 11 and the input side movable sheave of FIG. 2, the helical spline outer teeth of the input shaft act on the helical spline inner teeth of the input side movable sheave. It is a figure which shows force.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram of a vehicle power transmission device 10 to which the present invention is preferably applied. In FIG. 1, a vehicle power transmission device 10 is for an FF (front engine / front drive) vehicle, and is connected to an engine 12 well known as a drive source for the vehicle. This vehicle power transmission device 10 uses a torque converter 14 that is well known as a fluid transmission device that transmits the torque of the engine 12 using a fluid as a medium, and the rotational direction of the torque transmitted from the torque converter 14 in order to advance the vehicle. The forward / reverse switching device 16 that switches between the rotation direction of the vehicle and the reverse rotation direction for reverse traveling of the vehicle, and the torque transmitted through the forward / reverse switching device 16 is converted into torque according to the load. A belt-type continuously variable transmission for a vehicle (hereinafter referred to as a continuously variable transmission) 18, a reduction gear device 20 connected to the output side of the continuously variable transmission 18, and transmission via the reduction gear device 20 A well-known so-called bevel gear type differential gear device 24 is provided which transmits the generated torque to the pair of left and right wheels 22 while allowing the rotational difference therebetween. The pump impeller 26 of the torque converter 14 is provided with a mechanical oil pump 28 that generates, for example, hydraulic pressure used for shift control of the continuously variable transmission 18 and forward / reverse switching control of the forward / reverse switching device 16. Yes.

  The forward / reverse switching device 16 is connected to the sun gear 32 connected to the turbine shaft 30 of the torque converter 14 and the input shaft 56 of the continuously variable transmission 18 and is selected with respect to the turbine shaft 30 via the forward clutch C. A double-pinion planetary gear device including a carrier 34 that is connected to the vehicle and a ring gear 38 that is selectively connected to a transaxle case 36 as a non-rotating member via a reverse brake B. It is configured. Both the forward clutch C and the reverse brake B are hydraulic friction engagement devices that are frictionally engaged when oil pressure is supplied from the oil pump 28. In such a forward / reverse switching device 16, the forward clutch C is engaged and the reverse brake B is released, whereby the planetary gear device is brought into an integral rotation state and a forward power transmission path is established. It is like that. When the forward power transmission path is established, the torque transmitted from the torque converter 14 is output to the continuously variable transmission 18 in the same rotational direction. Further, in the forward / reverse switching device 16, the reverse brake B is engaged and the forward clutch C is released, whereby the planetary gear device is brought into the input / output reverse rotation state, and the reverse power transmission path is established. It is supposed to be. When the reverse power transmission path is established, the torque transmitted from the torque converter 14 is output to the continuously variable transmission 18 with its rotational direction reversed. Further, the forward / reverse switching device 16 is brought into a neutral state (blocked state) in which power transmission is blocked by releasing both the forward clutch C and the reverse brake B.

  The reduction gear device 20 is provided in parallel with the output shaft 40 and rotatably supported by a first drive gear 42 that is non-rotatably fitted to the outer peripheral surface of the output shaft 40 of the continuously variable transmission 18. A transmission shaft 44, a first driven gear 46 fitted to the outer peripheral surface of the transmission shaft 44 so as not to be relatively rotatable and meshed with the first drive gear 42, and projecting from the outer peripheral surface of the transmission shaft 44 to the outer peripheral side. The second drive gear 48 is fitted in parallel with the transmission shaft 44 and rotatably supported on the outer peripheral surface of the differential case 50 of the differential gear unit 24 so as not to rotate relative to the second drive gear 48. The second driven gear (diff ring gear) 52 is provided. The first drive gear 42 and the second drive gear 48 are formed with a smaller diameter than the first driven gear 46 and the second driven gear 52. In such a reduction gear device 20, when the vehicle is accelerated, torque transmitted from the output shaft 40 of the continuously variable transmission 18 to the first drive gear 42 is transmitted to the first driven gear 46, the transmission shaft 44, and the second drive gear 48. , And the second driven gear 52, respectively, to the differential case 50 of the differential gear unit 24. In the reduction gear device 20, when the vehicle is decelerated, the first drive from the differential case 50 of the differential gear device 24 via the second driven gear 52, the second drive gear 48, the transmission shaft 44, and the first driven gear 46, respectively. The torque transmitted to the gear 42 is output to the output shaft 40 of the continuously variable transmission 18.

  FIG. 2 is a cross-sectional view showing a part of the vehicle power transmission device 10 shown in FIG. In FIG. 2, the continuously variable transmission 18 is provided on an outer peripheral side of the input shaft 56, and an input shaft 56 that is rotatably supported around the axis C <b> 1 by a transaxle case 36 via a pair of bearings 54. A primary pulley (input side groove width variable pulley) 58, an output shaft 40 provided in parallel with the input shaft 56, and supported by a transaxle case 36 via a pair of bearings 60 so as to be rotatable around the axis C2, Power is transmitted by frictional force between the pulleys wound around a secondary pulley (output-side groove width variable pulley) 62 provided on the outer peripheral side of the output shaft 40, and a primary pulley 58 and a V-groove 64 of the secondary pulley 62, respectively. A well-known endless annular transmission belt 66 is provided. Of the pair of bearings 54 and the pair of bearings 60, the bearing 54 and the bearing 60 fitted inside the transaxle case 36 on the side opposite to the engine 12 shown in FIG. Movements in the directions of the axial centers C1 and C2 are prevented by fixed annular plate-like fixing plates 68 and 70, respectively.

  The primary pulley 58 rotates relative to the input shaft 56 so as to form the V-groove 64 between the input-side fixed sheave 72 fixed on the outer peripheral side of the input shaft 56 and the input-side fixed sheave 72. The input-side movable sheave 74 that is impossible and relatively movable in the direction of the axis C1 and the input-side movable sheave 74 are moved in the direction of the axis C1 in accordance with the supplied hydraulic pressure. An input-side hydraulic actuator 76 that changes the groove width of the V-groove 64 by approaching or separating from the fixed sheave 72 is provided.

  The input side fixed sheave 72 is an annular plate-like member that protrudes from the outer peripheral surface of the input shaft 56 to the outer peripheral side and is provided integrally with the input shaft 56. The input-side fixed sheave 72 is formed with a conical taper surface 78 on the surface facing the input-side movable sheave 74 that is separated from the input-side movable sheave 74 toward the outer peripheral side.

  The input side movable sheave 74 is spline-fitted to the input shaft 56 so as to be relatively movable in the direction of the axis C1 and not to be rotatable around the axis C2, and the input side fixing of the inner side cylinder part 74a. A disc portion 74b that protrudes integrally from one end portion on the sheave 72 side to the outer peripheral side, and projects from the outer peripheral portion of the disc portion 74b toward the axis C2 toward the side opposite to the input-side fixed sheave 72. And an outer cylindrical portion 74c provided. A conical tapered surface 80 is formed on the surface of the disk portion 74 b facing the input side fixed sheave 72 so as to move away from the input side fixed sheave 72 toward the outer peripheral side. The tapered surface 80 forms a V groove 64 together with the tapered surface 78 of the input side fixed sheave 72.

  The input side hydraulic actuator 76 has an inner peripheral portion at one end portion of the input shaft 56 opposite to the input side fixed sheave 72 with respect to the input side movable sheave 74 between the stepped end surface of the one end portion and the bearing 54. The fixed wall portion 82a and the outer cylindrical portion 74c of the input side movable sheave 74 are continuously projected in the circumferential direction from the outer peripheral portion of the wall portion 82a to the outer peripheral side of the outer cylindrical portion 74c of the input side movable sheave 74. The cylinder member 82 which has the cylinder part 82b which slides via an oil seal with respect to the outer peripheral surface of this is provided. A hydraulic chamber 84 is formed in a space that is oil-tightly surrounded by the cylinder member 82, the input side movable sheave 74, and the input shaft 56. The hydraulic chamber 84 includes a first oil passage 86 formed in the transaxle case 36, a second oil passage 88 formed on the inner peripheral side of the input shaft 56 and communicated with the first oil passage 86, The hydraulic pressure pumped from the oil pump 28 is appropriately adjusted by a hydraulic control circuit (not shown) through a second oil passage 88 and a third oil passage 90 formed through the input shaft 56 in the radial direction. Are being supplied.

  In such a primary pulley 58, the input-side movable sheave 74 approaches or separates from the input-side fixed sheave 72 in the direction of the axis C1 according to the hydraulic pressure supplied to the hydraulic chamber 84, and the width of the V-groove 64 is changed. It is supposed to be. In FIG. 2, the input side movable sheave 74 indicated by a solid line below the axis C <b> 1 shows a state in which the V groove 64 formed between the input side fixed sheave 72 and the input side fixed sheave 72 has a minimum width. In this state, the winding radius of the transmission belt 66 is maximized. Further, an input side movable sheave 74 indicated by a solid line on the upper side of the axis C1 shows a state in which the V groove 64 formed between the input side fixed sheave 72 and the input side fixed sheave 72 has a maximum width. In this state, the winding radius of the transmission belt 66 is minimized.

  The secondary pulley 62 rotates relative to the output shaft 40 so as to form the V-groove 64 between the output-side fixed sheave 92 fixed on the outer peripheral side of the output shaft 40 and the output-side fixed sheave 92. The output-side movable sheave 94 that is impossible and relatively movable in the direction of the axis C2 and the output-side movable sheave 94 are moved in the direction of the axis C2 in accordance with the supplied hydraulic pressure, so that the output-side movable sheave 94 and the output-side sheave 94 An output-side hydraulic actuator 96 that changes the groove width of the V-groove 64 by approaching or separating from the fixed sheave 92 is provided.

  The output side fixed sheave 92 is an annular plate-like member that protrudes from the outer peripheral surface of the output shaft 40 to the outer peripheral side and is provided integrally with the output shaft 40. The output-side fixed sheave 92 is formed with a conical tapered surface 98 that is separated from the input-side movable sheave 74 toward the outer peripheral side on the surface facing the input-side movable sheave 74. Further, the output side fixed sheave 92 is integrally provided with a parking gear 100 for fixing the output shaft 40 so as not to rotate on the surface opposite to the tapered surface 98.

  The output-side movable sheave 94 is spline-fitted to the output shaft 40 so as to be relatively movable in the direction of the axis C2 and not rotatable relative to the axis C2, and the output of the inner cylinder 94a. An annular plate-like disc portion 94b that protrudes from the one end portion on the side fixed sheave 92 side to the outer peripheral side and is integrally provided, and from the outer peripheral portion of the disc portion 94b toward the side opposite to the output side fixed sheave 92 And an outer cylindrical portion 94c projecting in the direction of the axis C2. A conical tapered surface 102 that is separated from the output-side fixed sheave 92 toward the outer peripheral side is formed on the disk portion 94 b on the surface facing the output-side fixed sheave 92. The tapered surface 102 forms a V groove 64 together with the tapered surface 98 of the output side fixed sheave 92.

  The output-side hydraulic actuator 96 is fixed between the stepped end surface of one end thereof and the cylindrical member 104 at one end of the output shaft 40 opposite to the output-side fixed sheave 92 with respect to the output-side movable sheave 94. An inner peripheral wall portion 106a, 106b extending from the outer peripheral portion of the inner peripheral wall portion 106a toward the disk portion 94b of the output side movable sheave 94, and one end portion of the cylindrical portion 106b on the output side movable sheave 94 side A cylinder member 106 having an outer peripheral wall portion 106c that protrudes on the outer peripheral side continuously in the circumferential direction and slides on the inner peripheral surface of the outer cylindrical portion 94c of the output side movable sheave 94 via an oil seal. I have. A hydraulic chamber 108 is formed in a space that is oil-tightly surrounded by the cylinder member 106, the output-side movable sheave 94, and the output shaft 40. The hydraulic chamber 108 includes a fourth oil passage 110 formed in the transaxle case 36, a fifth oil passage 112 formed on the inner peripheral side of the output shaft 40 and communicated with the fourth oil passage 110, and The hydraulic pressure pumped from the oil pump 28 is appropriately adjusted by a hydraulic control circuit (not shown) through a sixth oil passage 114 formed through the output shaft 40 in the radial direction from the fifth oil passage 112. Are being supplied. Further, between the stepped end surface formed on the outer peripheral surface of the inner cylindrical portion 94 a of the output side movable sheave 94 and the inner cylindrical portion 76 a of the cylinder member 82, the output side movable sheave 94 is moved to the output side fixed sheave 92 side. A coil spring 116 for biasing is provided.

  In such a secondary pulley 62, thrust toward the output side fixed sheave 92, that is, thrust in the direction of clamping the transmission belt 66 is applied to the output side movable sheave 94 according to the hydraulic pressure supplied to the hydraulic chamber 108. ing. In FIG. 2, the secondary pulley 62 indicated by the solid line below the axis C <b> 1 has a maximum width of the V groove 64 of the primary pulley 58, so that the gap between the output-side fixed sheave 92 and the output-side movable sheave 94 is The state where the formed V-groove 64 has a minimum width is shown. In this state, the winding radius of the transmission belt 66 around the secondary pulley 62 is maximized. A secondary pulley 62 indicated by a solid line on the upper side of the shaft center C1 is formed between the output side fixed sheave 92 and the output side movable sheave 94 by setting the V groove 64 of the primary pulley 58 to the smallest width. This shows a state where the V-groove 64 has the maximum width. In this state, the winding radius of the transmission belt 66 around the secondary pulley 62 is minimized.

  In the continuously variable transmission 18 configured as described above, the V grooves 64 of the primary pulley 58 and the secondary pulley 62 are changed, and the winding radii of the primary pulley 58 and the secondary pulley 62 of the transmission belt 66 are changed. As a result, the gear ratio (the rotational speed of the input shaft 56 / the rotational speed of the output shaft 40) changes steplessly. When the winding radius of the primary pulley 58 of the transmission belt 66 is relatively small and the winding radius of the secondary pulley 62 is relatively large, the gear ratio is relatively small. Further, when the winding radius of the primary pulley 58 of the transmission belt 66 is relatively large and the winding radius of the secondary pulley 62 is relatively small, the transmission ratio is relatively large.

  FIG. 3 is a diagram showing the output shaft 40 and the output side fixed sheave 92 in the continuously variable transmission 18 of FIG. As shown in FIG. 3, the fitting portion of the outer peripheral surface of the output shaft 40 with the output-side movable sheave 94 is twisted counterclockwise around the axis C2 toward the output-side fixed sheave 92. A plurality of helical spline external teeth 118 each having a twist angle β of twist are formed. In FIG. 2, a plurality of left-twisted helical spline inner teeth 120 respectively engaged with the plurality of helical spline external teeth 118 are formed on the inner peripheral surface of the inner cylindrical portion 94 a of the output side movable sheave 94. ing. The plurality of helical spline outer teeth 118 and the plurality of helical spline inner teeth 120 are connected to the output shaft 40 in order to make the output shaft 40 and the output-side movable sheave 94 relatively unrotatable and relatively movable in the direction of the axis C2. Provided between the output side movable sheave 94 and the output side movable sheave 94 to the output side fixed sheave 94 when torque in the deceleration direction of the vehicle is transmitted between the output shaft 40 and the output side movable sheave 94. The meshing mechanism 122 is configured to generate a thrust force toward the head. The torque in the deceleration direction of the vehicle is a torque transmitted from the wheel 22 to the engine 12 when the engine 12 is rotationally driven by the wheel 22 during deceleration of the vehicle when moving forward. The rotation direction of the output shaft 40 when the vehicle is moving forward is such that the output-side movable sheave 94 is in front of the output-side fixed sheave 92 with respect to the output-side fixed sheave 92 in the direction of the axis C2 as shown by the arrow a in FIG. The direction is clockwise (clockwise) when viewed at. The output side fixed sheave 92 corresponds to a member movable in the axial direction on the output shaft in the present invention.

  4 shows that when torque in the deceleration direction of the vehicle is transmitted between the output shaft 40 and the output-side movable sheave 94 shown in FIG. It is a figure which shows the force F1 which acts on the helical spline internal tooth 120, ie, the force F1 which the helical spline internal tooth 120 receives from the helical spline external tooth 118. FIG. As shown in FIG. 4, when the torque in the deceleration direction of the vehicle is transmitted to the meshing mechanism 122 from the helical spline external tooth 118 to the helical spline internal tooth 120, the helical spline external tooth 118 is perpendicular to the tooth surface of the helical spline external tooth 118. Directional force F1 acts. A component force in the direction perpendicular to the axis C2 of the force F1, that is, a circumferential component F11, acts on the meshing point between the helical spline outer tooth 118 and the helical spline inner tooth 120 by the torque in the deceleration direction of the vehicle. It is the force of direction. This circumferential component F11 increases in proportion to the magnitude of the torque in the deceleration direction of the vehicle.

  Further, as shown in FIG. 4, when the torque in the deceleration direction of the vehicle is transmitted to the meshing mechanism 122 from the helical spline external teeth 118 having the twist angle β, the direction parallel to the axis C2 of the force F1 Thrust direction component F12 (= F11tanβ) of the helical spline inner teeth 120 acts. Therefore, the output-side movable sheave 94 receives the thrust direction component F12 of the force F1 that the helical spline inner teeth 120 receive from the helical spline outer teeth 118 when the vehicle decelerates, and is biased to the output-side fixed sheave 92. It has become. When the torque in the deceleration direction of the vehicle is transmitted between the output shaft 40 and the output side movable sheave 94, the meshing mechanism 122 generates the thrust direction component as a thrust toward the output side fixed sheave 92 to the output side movable sheave 94. F12 is given. The thrust toward the output-side fixed sheave 92 is also a thrust in a direction in which the transmission belt 66 is pinched. The thrust direction component F12 increases in proportion to the size of the circumferential direction component F11 and increases in proportion to the size of torque in the deceleration direction of the vehicle.

  The helical angle of the helical spline outer teeth 118 and the helical spline inner teeth 120 of the present embodiment is such that, for example, the V groove 64 of the secondary pulley 62 is set to the maximum width and the winding radius of the transmission belt 66 is minimized. In this state, when the torque in the deceleration direction of the vehicle is transmitted from the secondary pulley 62 to the primary pulley 58 via the transmission belt 66, the transmission belt 66 slips with respect to the tapered surfaces 98 and 102 of the secondary pulley 62. Set to not. Specifically, in the state where the V groove 64 of the secondary pulley 62 is set to the maximum width and the winding radius of the transmission belt 66 is minimized, the torque in the deceleration direction of the vehicle is transmitted from the secondary pulley 62 via the transmission belt 66. When transmitted to the primary pulley 58, the thrust direction component F12 (= F11tanβ) and the urging force of the coil spring 116 are necessary so that the transmission belt 66 does not slide with respect to the tapered surfaces 98 and 102 of the secondary pulley 62. For example, it is experimentally obtained in advance and set so as to be equal to or greater than the thrust in the direction in which the transmission belt 66 is clamped.

  As described above, according to the continuously variable transmission 18 of the present embodiment, in order to make the output shaft 40 and the output side movable sheave 94 non-rotatable and relatively movable in the direction of the axis C2, Provided in the output side movable sheave 94 as a movable member in the direction of the axis C2, and when the torque in the deceleration direction of the vehicle is transmitted to the output side movable sheave 94, the transmission belt 66 is sandwiched between the output side movable sheave 94. It includes a meshing mechanism 122 that applies thrust (thrust direction component F12) in the pressing direction. The meshing mechanism 122 is provided between the output shaft 40 and the output-side movable sheave 94, and when torque in the deceleration direction of the vehicle is transmitted between the output shaft 40 and the output-side movable sheave 94, the output side. A thrust force (thrust direction component F12) toward the output side fixed sheave 92 is generated in the movable sheave 94. Therefore, when the vehicle is traveling at a reduced speed, the meshing mechanism 122 does not depend on the output side hydraulic actuator 96 for pressing the output side movable sheave 94 of the secondary pulley (output side groove width variable pulley) 62 to the output side fixed sheave side 92. Thus, the thrust in the direction in which the transmission belt 66 is pinched, that is, the thrust toward the output-side fixed sheave 92, can be applied to the output-side movable sheave 94. Even if the hydraulic pressure supply to the actuator 96 is stopped, the slippage of the transmission belt 66 can be suppressed.

  Further, according to the continuously variable transmission 18 of the present embodiment, the meshing mechanism 122 is provided on the outer peripheral surface of the output shaft 40 and the inner peripheral surface of the output side movable sheave 94 from the output side movable sheave 94 to the output side fixed sheave side 92. The plurality of helical spline outer teeth 118 and the helical spline inner teeth 120 that are respectively meshed with each other and twisted counterclockwise around the axis C2 as it goes to the output side. Sometimes, the helical spline inner teeth 120 receive the thrust direction component F12 of the force F1 received from the helical spline outer teeth 118 and are urged to the output side fixed sheave 92, so that the secondary pulley ( Output side hydraulic sheave 94 of the output side groove width variable pulley) 62 to press the output side fixed sheave 94 to the output side fixed sheave side 92. Regardless of the rotor 96, the helical spline inner tooth 120 of the meshing mechanism 122 applies a thrust force in the direction of clamping the transmission belt 66 to the output-side movable sheave 94 by the thrust direction component F12 of the force F1 received from the helical spline outer tooth 118. Therefore, even if the hydraulic pressure supply from the oil pump 28 to the output-side hydraulic actuator 96 of the secondary pulley 62 is stopped during vehicle deceleration, slippage of the transmission belt 66 can be suppressed.

  Next, another embodiment of the present invention will be described. In the following description of the embodiments, portions that overlap each other are denoted by the same reference numerals and description thereof is omitted.

  FIG. 5 is a skeleton diagram showing a continuously variable transmission 200 and a reduction gear device 202 according to another embodiment of the present invention. The reduction gear device 202 of the present embodiment includes, for example, a first helical gear 204 that is spline-fitted to the output shaft 40 of the continuously variable transmission 200 and is capable of moving in the direction of the axis C2, and the first helical gear 204. A second helical gear 206 is provided which is engaged with the rotary shaft 44 and fixed to the rotary shaft 44 so as not to rotate relative to the output shaft. The first helical gear 204 is provided on the output shaft 40 as a movable member in the direction of the axis C2 on the side opposite to the output-side fixed sheave 92 of the output-side movable sheave 94 of the secondary pulley 62, and is movable on the output side. It has external teeth (oblique teeth) formed so as to be twisted counterclockwise around the axis C2 as it goes toward the sheave 94 side. The first helical gear 204 is coupled to the output side movable sheave 94 via a transmission member 208. The first helical gear 204 and the second helical gear 206 constitute a meshing mechanism 210 that applies thrust in the direction of clamping the transmission belt 66 to the output-side movable sheave 94 when torque in the deceleration direction of the vehicle is transmitted. is there. The output-side movable sheave 94 receives a thrust direction component of the force received by the first helical gear 204 from the second helical gear 206 through the transmission member 208 when the vehicle is decelerated, and is biased toward the output-side fixed sheave 92 side. In FIG. 5, the output-side movable sheave 94 shown below the axis C2 shows a state in which the V-groove 64 formed between the output-side fixed sheave 92 and the output-side fixed sheave 92 has the maximum width. The output-side movable sheave 94 shown above C2 shows a state in which the V-groove 64 formed between the output-side movable sheave 92 and the output-side fixed sheave 92 has a minimum width.

  According to the continuously variable transmission 200 of the present embodiment, the first helical gear 204 that is spline-fitted, for example, is incapable of relative rotation with the output shaft 40 and is movable in the direction of the axis C2, and is meshed with the first helical gear 204. In addition, a meshing mechanism 210 that is fixed to the rotating shaft 44 so as not to rotate relative to the rotating shaft 44 and that includes a second helical gear 206 for transmitting power to the output side is provided, and the output-side movable sheave 94 of the secondary pulley 62 serves as a vehicle deceleration. Sometimes, the thrust direction component of the force received by the first helical gear 204 from the second helical gear 206 is received via the transmission member 208 and urged toward the output side fixed sheave 92 side. The meshing mechanism 210 imparts thrust in a direction in which the transmission belt 66 is clamped to the output side movable sheave 94 when torque in the deceleration direction of the vehicle is transmitted. Therefore, when the vehicle is traveling at a reduced speed, the transmission mechanism 66 is attached to the output side movable sheave 94 by the meshing mechanism 122 without using the output side hydraulic actuator 96 for pressing the output side movable sheave 94 toward the output side fixed sheave 92. Since the thrust in the direction of pinching can be applied, the transmission belt can be applied even when the hydraulic pressure supply from the oil pump 28 to the output side hydraulic actuator 96 is stopped during the vehicle decelerating as in the first embodiment. 66 slip can be suppressed.

  FIG. 6 is a diagram showing an output shaft 40 of a continuously variable transmission 300 (see FIG. 2) according to another embodiment of the present invention. As shown in FIG. 6, in the fitting portion of the outer peripheral surface of the output shaft 40 with the output side movable sheave 94 (see FIG. 2), the clockwise direction around the axis C <b> 2 as it goes toward the output side fixed sheave 92. A plurality of helical spline external teeth 302 that are twisted or right-handed are formed. In FIG. 2, a plurality of right-twisted helical spline inner teeth 304 respectively engaged with the plurality of helical spline external teeth 302 are formed on the inner peripheral surface of the inner cylindrical portion 94 a of the output side movable sheave 94. ing. The plurality of helical spline outer teeth 302 and the helical spline inner teeth 304 are arranged so that the output shaft 40 and the output side movable sheave 94 are relatively unrotatable and relatively movable in the direction of the axis C2. Thrust force provided between the movable sheave 94 and the output-side movable sheave 94 toward the output-side fixed sheave 94 when torque in the acceleration direction of the vehicle is transmitted between the output shaft 40 and the output-side movable sheave 94. The meshing mechanism 306 that generates the above is configured. The torque in the acceleration direction of the vehicle is a torque transmitted from the engine 12 to the wheels 22 when the engine 12 is in a driving state during acceleration when the vehicle moves forward.

  FIG. 7 shows an output side from the helical spline external teeth 302 of the output shaft 40 when torque in the acceleration direction of the vehicle is transmitted between the output shaft 40 and the output side movable sheave 94 of the present embodiment shown in FIG. It is a figure which shows the force F2 which acts on the helical spline internal tooth 304 of the movable sheave 94, ie, the force F2 which the helical spline internal tooth 304 receives from the helical spline external tooth 302. FIG. As shown in FIG. 7, the helical spline external teeth 302 to the helical spline internal teeth 304 are perpendicular to the tooth surface of the helical spline external teeth 302 when torque in the acceleration direction of the vehicle is transmitted to the meshing mechanism 306. Directional force F2 acts. A component force in the direction orthogonal to the axis C2 of the force F2, that is, a circumferential component F21, acts on the meshing point of the helical spline outer teeth 302 and the helical spline inner teeth 304 by the torque in the acceleration direction of the vehicle. It is the force of direction. This circumferential direction component F21 increases in proportion to the magnitude of torque in the acceleration direction of the vehicle.

  Further, as shown in FIG. 7, when the torque in the acceleration direction of the vehicle is transmitted from the helical spline external teeth 302 having the twist angle β to the meshing mechanism 306, the direction parallel to the axis C2 of the force F2 Thrust direction component F22 (= F21tanβ) of the helical spline inner teeth 304. Therefore, the output-side movable sheave 94 receives the thrust direction component F22 of the force F2 that the helical spline inner teeth 304 receive from the helical spline outer teeth 302 when the vehicle is accelerated, and is biased to the output-side fixed sheave 92. It has become. When the torque in the acceleration direction of the vehicle is transmitted between the output shaft 40 and the output-side movable sheave 94, the meshing mechanism 306 has the thrust direction as a thrust toward the output-side movable sheave 94 toward the output-side fixed sheave 92. Component F22 is added. The thrust direction component F22 increases in proportion to the magnitude of the circumferential direction component F21 and also increases in proportion to the magnitude of torque in the acceleration direction of the vehicle.

  As described above, according to the continuously variable transmission 300 of this embodiment, the output shaft 40 and the output-side movable sheave 94 cannot be rotated relative to each other and can be moved relative to each other in the direction of the axis C2. Provided in the output-side movable sheave 94 as a movable member in the direction of the axis C2, and when the torque in the acceleration direction of the vehicle is transmitted to the output-side movable sheave 94, the transmission belt 66 is sandwiched between the output-side movable sheave 94. It includes a meshing mechanism 306 that applies thrust (thrust direction component F22) in the pressing direction. The meshing mechanism 306 is provided between the output shaft 40 and the output side movable sheave 94. When torque in the acceleration direction of the vehicle is transmitted between the output shaft 40 and the output side movable sheave 94, The thrust (thrust direction component F22) toward the output side fixed sheave 92 is generated in the output side movable sheave 94 in accordance with the magnitude of the torque. Therefore, during acceleration traveling of the vehicle, the transmission belt 66 is pinched on the output side movable sheave 94 according to the magnitude of the torque in the acceleration direction of the vehicle transmitted between the output shaft 40 and the output side movable sheave 94. Since the thrust in the direction is applied, the hydraulic pressure to be supplied to the output side hydraulic actuator 96 for pressing the output side movable sheave 94 to the output side fixed sheave side 92 in order to prevent the transmission belt 66 from slipping can be reduced. it can. Therefore, the pressure resistance specification of the output side hydraulic actuator 96 can be simplified, and the manufacturing cost of the continuously variable transmission 300 can be reduced. Further, since the driving torque of the oil pump 28 is reduced by the reduction of the hydraulic pressure, the power transmission efficiency of the continuously variable transmission 300 is increased, so that the vehicle fuel efficiency can be improved.

  FIG. 8 is a diagram showing an input shaft 56 of a continuously variable transmission 400 (see FIG. 2) according to another embodiment of the present invention. As shown in FIG. 8, the fitting portion of the outer peripheral surface of the input shaft 56 with the input side movable sheave 74 (see FIG. 2) is clockwise around the axis C1 toward the input side fixed sheave 74 side. A plurality of helical spline external teeth 402 that are twisted, that is, right-twisted, are formed. In FIG. 2, a plurality of right-twisted helical spline inner teeth 404 respectively engaged with the plurality of helical spline external teeth 402 are formed on the inner peripheral surface of the inner cylindrical portion 72a of the input side movable sheave 74, respectively. ing. The plurality of helical spline external teeth 402 and the helical spline internal teeth 404 are configured so that the input shaft 56 and the input side movable sheave 74 cannot be rotated relative to each other and can move relative to each other in the direction of the axis C2. When torque in the deceleration direction of the vehicle is transmitted between the input shaft 56 and the input side movable sheave 74, the centrifugal hydraulic pressure of the input side hydraulic actuator 76 acts. As a thrust against the thrust toward the input side fixed sheave 72 generated in the input side movable sheave 74, a thrust toward the opposite side of the input side fixed sheave 72 is generated in the input side movable sheave 74, and the input shaft 56 and the input When torque in the acceleration direction of the vehicle is transmitted between the movable sheave 74 and the movable movable sheave 74, thrust toward the input fixed sheave 72 is generated on the movable movable sheave 74. It constitutes a meshing mechanism 406 to.

  FIG. 9 shows an input side from the helical spline external teeth 402 of the input shaft 56 when torque in the deceleration direction of the vehicle is transmitted between the input shaft 56 and the input side movable sheave 74 of the present embodiment shown in FIG. It is a figure which shows the force F3 which acts on the helical spline internal tooth 404 of the movable sheave 74, ie, the force F3 which the helical spline internal tooth 404 receives from the helical spline external tooth 402. FIG. As shown in FIG. 9, when the torque in the deceleration direction of the vehicle is transmitted to the meshing mechanism 406 from the helical spline external teeth 402 to the helical spline internal teeth 404, the helical spline external teeth 402 are perpendicular to the tooth surface of the helical spline external teeth 402. Directional force F3 acts. A component force, ie, a circumferential component F31, of the force F3 in a direction orthogonal to the axis C2 acts on the meshing point of the helical spline outer teeth 402 and the helical spline inner teeth 404 by the torque in the deceleration direction of the vehicle. It is the force of direction. This circumferential component F31 increases in proportion to the magnitude of the torque in the deceleration direction of the vehicle.

  Further, as shown in FIG. 9, when the torque in the deceleration direction of the vehicle is transmitted to the meshing mechanism 406 from the helical spline external teeth 402 having the twist angle β, the direction parallel to the axis C2 of the force F3 Thrust direction component F 32 (= F 31 tan β) of the helical spline inner teeth 404. Therefore, the input side movable sheave 74 receives the thrust direction component F32 of the force F3 that the helical spline inner teeth 404 receive from the helical spline outer teeth 402 when the vehicle decelerates, and urges it to the opposite side of the input side fixed sheave 72. It has come to be. When the torque in the deceleration direction of the vehicle is transmitted between the input shaft 56 and the input side movable sheave 74, the meshing mechanism 406 thrusts the input side movable sheave 74 toward the side opposite to the input side fixed sheave 72. The thrust direction component F32 is given as follows. The thrust direction component F32 increases in proportion to the size of the circumferential direction component F31 and increases in proportion to the size of torque in the deceleration direction of the vehicle.

  10 shows the input side of the helical spline external teeth 402 of the input shaft 56 when torque in the acceleration direction of the vehicle is transmitted between the input shaft 56 and the input side movable sheave 74 of the present embodiment shown in FIG. It is a figure which shows the force F4 which acts on the helical spline internal tooth 404 of the movable sheave 74, ie, the force F4 which the helical spline internal tooth 404 receives from the helical spline external tooth 402. FIG. As shown in FIG. 10, from the helical spline external teeth 402 to the helical spline internal teeth 404, when the torque in the acceleration direction of the vehicle is transmitted to the meshing mechanism 406, it is perpendicular to the tooth surface of the helical spline external teeth 402. Directional force F4 acts. A component force in the direction orthogonal to the axis C2 of the force F4, that is, a circumferential component F41, acts on the meshing point between the helical spline outer teeth 402 and the helical spline inner teeth 404 by the torque in the acceleration direction of the vehicle. It is the force of direction. The circumferential direction component F41 increases in proportion to the magnitude of torque in the acceleration direction of the vehicle.

  Further, as shown in FIG. 10, from the helical spline external teeth 402 having a twist angle β, when the torque in the acceleration direction of the vehicle is transmitted to the meshing mechanism 406, the direction parallel to the axis C2 of the force F4 Thrust direction component F42 (= F41tanβ) of the helical spline inner teeth 404. Therefore, the input side movable sheave 74 receives the thrust direction component F42 of the force F4 that the helical spline inner teeth 404 receive from the helical spline outer teeth 402 during acceleration of the vehicle, and is urged to the input side fixed sheave 72. It has become. When the torque in the acceleration direction of the vehicle is transmitted between the input shaft 56 and the input side movable sheave 74, the meshing mechanism 406 performs the thrust direction as a thrust toward the input side movable sheave 74 toward the input side fixed sheave 72. Component F42 is added. The thrust direction component F42 increases in proportion to the magnitude of the circumferential direction component F41 and also increases in proportion to the magnitude of torque in the acceleration direction of the vehicle.

  As described above, according to the continuously variable transmission 400 of this embodiment, in order to make the input shaft 56 and the input side movable sheave 74 non-rotatable and relatively movable in the direction of the axis C2, When the torque in the deceleration direction of the vehicle is transmitted between the input shaft 56 and the input side movable sheave 74, the centrifugal hydraulic pressure of the input side hydraulic actuator 76 acts. As a thrust against the thrust toward the input side fixed sheave 72 generated in the input side movable sheave 74, a thrust (thrust direction component F32) toward the opposite side of the input side fixed sheave 72 is generated in the input side movable sheave 74. When the torque in the acceleration direction of the vehicle is transmitted between the input shaft 56 and the input side movable sheave 74, the thrust (spin) toward the input side fixed sheave 72 is transferred to the input side movable sheave 74. Including an engagement mechanism 406 for generating a strike direction component F 42). Therefore, during deceleration of the vehicle, a thrust toward the opposite side of the input-side fixed sheave 72 is applied to the input-side movable sheave 74 in accordance with the magnitude of torque in the deceleration direction of the vehicle. The thrust toward the input side fixed sheave 72 generated in the input side movable sheave 74 due to the centrifugal hydraulic pressure 76 can be canceled. Therefore, when the hydraulic pressure supply from the oil pump 28 to the input side hydraulic actuator 76 is stopped while the vehicle is decelerating, the input side movable sheave 74 is caused to enter the input side fixed sheave due to the centrifugal hydraulic pressure of the input side hydraulic actuator 76. It is possible to prevent the gear ratio of the continuously variable transmission from being increased. As described above, when the speed ratio of the continuously variable transmission is increased, there arises a problem that the startability and acceleration performance after the engine is restarted are deteriorated.

  Further, during acceleration traveling of the vehicle, thrust toward the input-side fixed sheave 72 is applied to the input-side movable sheave 74 according to the magnitude of torque in the acceleration direction of the vehicle. The hydraulic pressure to be supplied to the input side hydraulic actuator 76 for movement can be reduced. Therefore, the pressure resistance specification of the input side hydraulic actuator 76 can be simplified, and the manufacturing cost of the continuously variable transmission 400 can be reduced. Further, since the driving torque of the oil pump 28 is reduced by the reduction of the hydraulic pressure, the power transmission efficiency of the continuously variable transmission 400 is increased, so that the vehicle fuel efficiency can be improved.

  FIG. 11 is a diagram showing an input shaft 56 of a continuously variable transmission 500 (see FIG. 2) according to another embodiment of the present invention. As shown in FIG. 11, the fitting portion of the outer peripheral surface of the input shaft 56 with the input-side movable sheave 74 (see FIG. 2) is counterclockwise about the axis C1 as it goes toward the input-side fixed sheave 74. A plurality of helical spline external teeth 502 that are twisted or left-handed are formed. 2, a plurality of right-twisted helical spline inner teeth 504 respectively engaged with the plurality of helical spline external teeth 502 are formed on the inner peripheral surface of the inner cylindrical portion 72a of the input side movable sheave 74, respectively. ing. The plurality of helical spline outer teeth 502 and the helical spline inner teeth 504 are arranged so that the input shaft 56 and the input side movable sheave 74 cannot be rotated relative to each other and can move relative to each other in the direction of the axis C2. When the torque in the deceleration direction of the vehicle is transmitted between the input shaft 56 and the input-side movable sheave 74, the input-side movable sheave 74 is connected to the input-side fixed sheave 72. A meshing mechanism 506 that generates a thrust force to be directed is configured.

  12 shows the input side of the helical spline external teeth 502 of the input shaft 56 when torque in the deceleration direction of the vehicle is transmitted between the input shaft 56 and the input side movable sheave 74 of the present embodiment shown in FIG. It is a figure which shows the force F5 which acts on the helical spline internal tooth 504 of the movable sheave 74, ie, the force F5 which the helical spline internal tooth 504 receives from the helical spline external tooth 502. FIG. As shown in FIG. 12, from the helical spline external teeth 502 to the helical spline internal teeth 504, when the torque in the deceleration direction of the vehicle is transmitted to the meshing mechanism 506, it is perpendicular to the tooth surface of the helical spline external teeth 502. Directional force F5 acts. A component force in the direction orthogonal to the axis C2 of the force F5, that is, a circumferential component F51, acts on the meshing point between the helical spline outer teeth 502 and the helical spline inner teeth 504 by the torque in the deceleration direction of the vehicle. It is the force of direction. This circumferential component F51 increases in proportion to the magnitude of the torque in the deceleration direction of the vehicle.

  Further, as shown in FIG. 12, from the helical spline external teeth 502 having a twist angle β, when the torque in the deceleration direction of the vehicle is transmitted to the meshing mechanism 506, the direction parallel to the axis C2 of the force F5 Thrust direction component F52 (= F51tanβ) of the helical spline inner teeth 504. Therefore, the input side movable sheave 74 receives the thrust direction component F52 of the force F5 that the helical spline inner teeth 504 receives from the helical spline outer teeth 502 when the vehicle decelerates, and is biased toward the input side fixed sheave 72. It has become. When the torque in the deceleration direction of the vehicle is transmitted between the input shaft 56 and the input-side movable sheave 74, the meshing mechanism 506 performs the thrust direction as a thrust toward the input-side movable sheave 74 toward the input-side fixed sheave 72. Component F52 is added. The thrust direction component F52 increases in proportion to the magnitude of the circumferential direction component F51 and also increases in proportion to the magnitude of torque in the deceleration direction of the vehicle.

  As described above, according to the continuously variable transmission 500 of the present embodiment, the input shaft 56 and the input side movable sheave 74 cannot be rotated relative to each other and can be moved relative to each other in the direction of the axis C2. When the torque in the deceleration direction of the vehicle is transmitted between the input shaft 56 and the input side movable sheave 74, the input side fixed sheave 74 is input to the input side movable sheave 74. Including a meshing mechanism 506 that generates thrust toward thrust 72 (thrust direction component F52), the input side fixed sheave 74 is fixed to the input side movable sheave 74 in accordance with the magnitude of torque in the deceleration direction of the vehicle during vehicle deceleration. Since thrust toward the sheave 72 is applied, the hydraulic pressure to be supplied to the input-side hydraulic actuator 76 in order to move the input-side movable sheave 74 at the time of shifting can be reduced. Therefore, the pressure resistance specification of the input side hydraulic actuator 76 can be simplified, and the manufacturing cost of the continuously variable transmission 500 can be reduced. Further, since the driving torque of the oil pump 28 is reduced by the reduction of the hydraulic pressure, the power transmission efficiency of the continuously variable transmission 500 is increased, so that the vehicle fuel efficiency can be improved.

  As mentioned above, although one Example of this invention was described in detail with reference to drawings, this invention is not limited to this Example, It can implement in another aspect.

  For example, the meshing mechanism 122 (210, 306, 406, 506) is not limited to between the output shaft 40 and the output-side movable sheave 94 and between the first drive gear 42 and the first driven gear 46. The shaft 40 and the output shaft 40 may be provided between a movable member in the direction of the axis C2 such as the first drive gear 42.

  Further, the twist angle β of the helical spline outer teeth 118 and the helical spline inner teeth 120 is such that the torque in the deceleration direction of the vehicle passes through the transmission belt 66 in a state where the winding radius of the transmission belt 66 in the secondary pulley 62 is minimized. Although the transmission belt 66 is set so as not to slip with respect to the tapered surfaces 98 and 102 of the secondary pulley 62 when being transmitted from the secondary pulley 62 to the primary pulley 58, the present invention is not limited thereto. That is, the direction in which the thrust direction component F12 (= F11tanβ) and the urging force of the coil spring 116 pinch the transmission belt 66 that is necessary for the transmission belt 66 not to slide against the tapered surfaces 98 and 102 of the secondary pulley 62 is sandwiched. It may be set to be smaller than the thrust. Nevertheless, the effect that the slip of the transmission belt 66 can be suppressed is obtained.

  It should be noted that the above description is merely an embodiment, and other examples are not illustrated. However, the present invention is implemented in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the gist of the present invention. Can do.

18: Vehicle continuously variable transmission 40: Output shaft 56: Input shaft 58: Primary pulley (input side groove width variable pulley)
62: Secondary pulley (output side groove width variable pulley)
64: V groove 66: Transmission belt 72: Input-side fixed sheave 74: Input-side movable sheave 92: Output-side fixed sheave 94: Output-side movable sheave (member movable in the axial direction on the output shaft)
118: Helical spline outer teeth 120: Helical spline inner teeth 122, 210: Engagement mechanism 204: First helical gear (member movable in the axial direction on the output shaft)
206: Second helical gear F1: Force that the helical spline inner teeth receive from the helical spline outer teeth F12: Thrust, thrust direction component

Claims (4)

An input shaft and an output shaft provided in parallel to each other;
An input-side fixed sheave fixed to the outer peripheral surface of the input shaft and a non-rotatable relative to the input shaft and a relative movement in the axial direction so as to form a V groove between the input-side fixed sheave and the input-side fixed sheave An input side groove width variable pulley having a combined input side movable sheave;
An output-side fixed sheave fixed to the outer peripheral surface of the output shaft and a V-groove formed between the output-side fixed sheave and a non-rotatable relative to the output shaft and a relative movement in the axial direction. An output side groove width variable pulley having a combined output side movable sheave;
An endless annular transmission belt wound around each of the V grooves of the input side groove width variable pulley and the output side groove width variable pulley, and the winding radius of the transmission belt is changed by changing the groove width of the V groove. A continuously variable transmission for a vehicle that changes the gear ratio steplessly,
In order to make the output shaft and the output-side movable sheave relatively unrotatable and relatively movable in the axial direction, the output shaft is provided on a movable member in the axial direction, and the torque in the deceleration direction of the vehicle is reduced. A continuously variable transmission for a vehicle, comprising: a meshing mechanism that, when transmitted to the member, applies a thrust force in a direction to clamp the transmission belt to the output-side movable sheave.   The meshing mechanism is provided between the output shaft and the output-side movable sheave, and the output-side movable when the torque in the vehicle deceleration direction is transmitted between the output shaft and the output-side movable sheave. The continuously variable transmission for a vehicle according to claim 1, wherein a thrust toward the output-side fixed sheave is generated in the sheave. The meshing mechanism is provided on the outer peripheral surface of the output shaft and the inner peripheral surface of the output-side movable sheave, counterclockwise around the axis of the output-side movable sheave as it goes from the output-side movable sheave to the output-side fixed sheave side. A plurality of helical spline external teeth and helical spline internal teeth each formed to be twisted in the direction and meshed with each other;
The output-side movable sheave receives a thrust direction component of the force that the helical spline inner teeth of the output-side movable sheave receives from the helical spline outer teeth of the output shaft when the vehicle is decelerated, and is attached to the output-side fixed sheave side. The continuously variable transmission for a vehicle according to claim 2, wherein the continuously variable transmission is applied. The meshing mechanism is provided on the output shaft as a member movable in the axial direction on the output shaft, on the opposite side of the output-side movable sheave to the output-side fixed sheave. A first helical gear formed to be twisted counterclockwise and a second helical gear meshed with the first helical gear for transmitting power to the output side,
The output side movable sheave receives a thrust direction component of the force received by the first helical gear from the second helical gear through the first helical gear when the vehicle is decelerated, and is biased toward the output side fixed sheave side. The continuously variable transmission for a vehicle according to claim 1.

Images