JP2012140975A - Continuously variable transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a continuously variable transmission for a vehicle including a steering reverser which can switch a gear state between a high-gear state and a low-gear state and which can improve kinetic performance or fuel economy performance.SOLUTION: The steering reverser 4 includes: a planetary gear mechanism 40; a brake 50; a first clutch 51; and a second clutch 52. The planetary gear mechanism 40 is broadly divided into a front side gear set 40F and a rear side gear set 40R. The front side gear set 40F includes a front sun gear 41, a front pinion gear 42 and a ring gear 43 as structural elements thereof. The rear side gear set 40R includes a rear sun gear 44 and a rear pinion gear 45 as structural elements thereof. Furthermore, in the planetary gear mechanism 40, the front pinion gear 42 and the rear pinion gear 45 are integrally provided and rotatably supported by a carrier 46.

Description

  The present invention relates to a vehicular continuously variable transmission including a vehicular forward / reverse switching device configured by a planetary gear mechanism.

  Conventionally, a continuously variable transmission for a vehicle according to Patent Document 1 below and an automatic transmission according to Patent Document 2 are provided. A continuously variable transmission for a vehicle according to Patent Document 1 is a belt-type continuously variable transmission, and in a planetary gear mechanism disposed between the continuously variable transmission and an output shaft, a small gear meshing with a large sun gear, and A planetary pinion gear integrally having a large gear meshing with the small sun gear is configured to be rotatably supported by a common carrier.

  The automatic transmission according to Patent Document 2 is a multistage automatic transmission including a planetary gear mechanism. The planetary gear mechanism included in this automatic transmission is configured to use a planetary pinion gear integrally provided with large and small gears.

JP-A-60-196463 JP-A-8-326850

  In recent years, in a vehicle equipped with a continuously variable transmission (CVT), it is required to increase the gear ratio range in order to further improve the motion performance or the fuel efficiency. For this reason, it is conceivable to increase the diameter of the pulley of the continuously variable transmission mechanism, but this is disadvantageous in that the installation space increases and the weight increases accordingly. Therefore, it is conceivable to increase the speed ratio width by combining a continuously variable transmission mechanism with a high gear or a low gear. Specifically, it is desirable to combine a high gear or a low gear with the planetary gear mechanism of the forward / reverse switching device.

  However, the above-described continuously variable transmission for a vehicle disclosed in Patent Document 1 is not switchable between a high gear state and a low gear state, and cannot satisfy the above-described demand. Further, the automatic transmission disclosed in Patent Document 2 is intended to reduce the size of an automatic transmission and cannot satisfy the above-described demand.

  On the other hand, it is also possible to configure a forward / reverse switching device capable of switching between a high gear state and a low gear state by a Ravigneaux type planetary gear mechanism as shown in FIG. This planetary gear mechanism is arranged between a long pinion gear PL having a long shaft length, a front sun gear SF to which an input shaft I is connected, a front sun gear SF and a long pinion gear PL, and a short pinion gear PS meshing with both. The structure includes a rear sun gear SR connected to the shaft O and meshed with the long pinion LP, and a ring gear R arranged on the outer periphery of the long pinion gear PL. In the planetary gear mechanism shown in FIG. 14, a brake B3 and a clutch C3 are provided in a system to which a long pinion PL is connected.

  However, the Ravigneaux type planetary gear mechanism described above requires two types of pinion gears, a short pinion gear PS and a long pinion gear PL, and there is a problem that the arrangement of the devices expands in the radial direction by arranging them. is there. As a result, the Ravigneaux type planetary gear mechanism has a problem that the degree of freedom in design cannot be increased.

  Therefore, the present invention is capable of switching between a high gear state and a low gear state, can improve the performance of movement or fuel consumption, and can ensure a design freedom with a simple configuration. It aims at providing the continuously variable transmission for vehicles provided with.

  In the continuously variable transmission for a vehicle of the present invention provided to solve the above-described problem, the rotational power input from the input shaft on the power source side is transmitted to the continuously variable transmission, and further driven from the continuously variable transmission. There is provided a vehicle forward / reverse switching device used for a vehicle in which the rotational power transmitted to the shaft is transmitted to the output shaft via a reduction gear pair and a differential gear. In the continuously variable transmission for a vehicle according to the present invention, the forward / reverse switching device is provided on the input side or the output side of the continuously variable transmission, and includes a planetary gear mechanism, a single brake, and two clutches. And the planetary gear mechanism includes a front sun gear and a rear sun gear juxtaposed in the axial direction of the continuously variable transmission, and a front planetary gear formed integrally with each of the front sun gear and the rear sun gear, and A rear planetary gear, a carrier that rotatably supports the front planetary gear and the rear planetary gear, and a ring gear that meshes with one of the front planetary gear and the rear planetary gear, are provided as components. One of them is used as an input element for rotational power, and the other two of the components are rotated. And the output element, which is assumed capable of outputting rotational power to the output shaft. The continuously variable transmission for a vehicle according to the present invention is configured to switch between a forward state in which the output shaft rotates in a predetermined direction and a reverse state in which the output shaft rotates in a direction opposite to the forward state, the single brake, Switching between a high gear state with a high gear ratio and a low gear state with a low gear ratio can be performed with the single brake and the two clutches.

  In the continuously variable transmission for a vehicle of the present invention, it is possible to switch between a forward state and a reverse state and a gear ratio in a forward state (high gear state, low gear state) with a single brake and two clutches, In each of these states, the components in the idling state can be suppressed to one element. As a result, the fuel efficiency of the vehicle can be improved. Further, in the continuously variable transmission for a vehicle according to the present invention, the forward / reverse switching device can be formed compactly, so that it is possible to improve fuel consumption and reduce manufacturing costs by reducing weight. Furthermore, in the continuously variable transmission for a vehicle according to the present invention, since it is possible to switch between the high gear state and the low gear state in the forward state, there is a wide range for selecting the gear ratio, and it is possible to improve the exercise performance. .

  According to the present invention, it is possible to switch between a high gear state and a low gear state so as to improve the movement performance or the fuel consumption performance, and the vehicle non-return device equipped with the forward / reverse switching device having a large design freedom with a compact configuration. A step transmission can be provided.

1 is a skeleton diagram of a belt-type continuously variable transmission with a four-axis configuration according to an embodiment of the present invention. It is the front view which showed notionally the planetary gear mechanism with which the forward / reverse switching device employ | adopted as the continuously variable transmission of FIG. 1 is provided. It is a skeleton figure which shows the forward / reverse switching apparatus employ | adopted as the continuously variable transmission of FIG. (A) is an engagement table | surface of the forward / reverse switching apparatus employ | adopted as the continuously variable transmission of FIG. 1, (b) is an alignment chart. It is a skeleton figure which shows the forward / reverse switching device which concerns on a 1st modification. (A) is an engagement table | surface of the forward / reverse switching apparatus shown in FIG. 5, (b) is an alignment chart. It is a skeleton figure which shows the forward / reverse switching device which concerns on a 2nd modification. (A) is an engagement table | surface of the forward / reverse switching apparatus shown in FIG. 7, (b) is an alignment chart. It is a skeleton figure concerning the belt type continuously variable transmission of the 3 axis composition concerning one embodiment of the present invention. It is a skeleton figure which shows the forward / reverse switching device which concerns on a 3rd modification. (A) is an engagement table | surface of the forward / reverse switching apparatus shown in FIG. 10, (b) is an alignment chart. It is a skeleton figure which shows the forward / reverse switching device which concerns on a 4th modification. (A) is an engagement table | surface of the forward / reverse switching apparatus shown in FIG. 12, (b) is an alignment chart. (A) is a skeleton diagram showing a conventional forward / reverse switching device, and (b) is a front view conceptually showing a planetary gear mechanism provided in the forward / reverse switching device of (a).

  Next, a belt type continuously variable transmission X (hereinafter also simply referred to as “continuously variable transmission X”) according to an embodiment of the present invention will be described. The belt-type continuously variable transmission X of the present embodiment is characterized by the forward / reverse switching device 4, but prior to the description of the specific configuration of the forward / reverse switching device 4, the configuration of the continuously variable transmission X will be outlined. .

  The continuously variable transmission X is an FF horizontal type automobile transmission, and generally includes an input shaft 3, a forward / reverse switching device 4, a continuously variable transmission A, a differential device 30 and the like as shown in FIG. ing. The input shaft 3 is driven by the engine output shaft 1 via the torque converter 2 and is connected to the turbine runner 2 b of the torque converter 2. The forward / reverse switching device 4 is a device that transmits the rotation of the input shaft 3 to the drive shaft 10 by switching between forward and reverse. The continuously variable transmission A includes a drive pulley 11, a driven pulley 21, and a V belt 15 wound around both pulleys. The differential device 30 transmits the power of the driven shaft 20 to the output shaft 32.

  In the continuously variable transmission X, the input shaft 3 and the drive shaft 10 are disposed on the same axis. Further, the driven shaft 20 and the output shaft 32 of the differential device 30 are arranged parallel to the input shaft 3 and non-coaxially. Further, an intermediate shaft 34 is disposed between the driven shaft 20 and the output shaft 32 so as to be parallel and non-coaxial with respect to the shafts 20 and 32. The driven shaft 20 and the intermediate shaft 34 and the intermediate shaft 34 and the output shaft 32 are connected via gears, respectively. Therefore, the continuously variable transmission X has a four-axis configuration as a whole. The V-belt 15 is a known metal belt composed of a pair of endless tension bands and a number of blocks supported by these tension bands.

  Each component constituting the continuously variable transmission X is accommodated in the transmission case 5. An oil pump 6 is disposed between the torque converter 2 and the forward / reverse switching device 4. The oil pump 6 includes a pump gear 9 that is driven by the pump impeller 2 a of the torque converter 2.

  The forward / reverse switching device 4 includes a planetary gear mechanism 40, a brake 50, a first clutch 51, and a second clutch 52 as will be described in detail later, and is connected to the input shaft 3 and the drive shaft 10. (See FIGS. 2 and 3). The forward / reverse switching device 4 can perform forward / reverse switching and gear ratio switching by changing the engagement state of the brake 50, the first clutch 51, and the second clutch 52.

  The drive pulley 11 of the continuously variable transmission A is a fixed sheave 11a formed integrally on a drive shaft (pulley shaft) 10 and a movable supported on the drive shaft 10 so as to be axially movable and integrally rotatable. A sheave 11b and a hydraulic servo 12 provided behind the movable sheave 11b are provided. A piston portion 12a extending to the back side is integrally formed on the outer peripheral portion of the movable sheave 11b, and the outer peripheral portion of the piston portion 12a is in sliding contact with the inner peripheral portion of the cylinder portion 12b fixed to the drive shaft 10. A hydraulic oil chamber 12c of the hydraulic servo 12 is formed between the movable sheave 11b and the cylinder portion 12b. Shift control can be performed by controlling the hydraulic pressure to the hydraulic oil chamber 12c.

  The driven pulley 21 includes a fixed sheave 21a integrally formed on a driven shaft (pulley shaft) 20, a movable sheave 21b supported on the driven shaft 20 so as to be axially movable and integrally rotatable, and a movable sheave. And a hydraulic servo 22 provided behind 21b. A cylinder portion 22a extending to the back surface is integrally formed on the outer peripheral portion of the movable sheave 21b, and a piston portion 22b (fixed piston) fixed to the driven shaft 20 is in sliding contact with the inner peripheral portion of the cylinder portion 22a. . A hydraulic oil chamber 22c of the hydraulic servo 22 is formed between the movable sheave 21b and the piston portion 22b. By controlling the hydraulic pressure of the hydraulic oil chamber 22c, a belt thrust necessary for torque transmission is given. A spring 24 that applies initial thrust is disposed in the hydraulic oil chamber 22c.

  One end portion of the driven shaft 20 extends toward the engine side, and an output gear 27a is fixed to this one end portion. The output gear 27 a meshes with a first intermediate gear 34 a provided on one end side of the intermediate shaft 34. The second intermediate gear 34b provided on the other end side of the intermediate shaft 34 meshes with the ring gear 31 of the differential device 30, and power is transmitted from the differential device 30 to the output shaft 32 extending left and right to drive the wheels. Is done.

<< Specific configuration and operation of the forward / reverse switching device 4 >>
Next, a specific configuration of the forward / reverse switching device 4 will be described in detail with reference to the drawings. As shown in FIG. 3, the forward / reverse switching device 4 includes a unit U <b> 1 that includes a planetary gear mechanism 40, a brake 50, a first clutch 51, and a second clutch 52. The planetary gear mechanism 40 is roughly divided into a front side gear set 40F and a rear side gear set 40R. The front gear set 40F includes a front sun gear 41, a front pinion gear 42, and a ring gear 43 as components. The rear side gear set 40R includes a rear sun gear 44 and a rear pinion gear 45 as components. Furthermore, the planetary gear mechanism 40 includes a carrier 46 that connects the front pinion gear 42 and the rear pinion gear 45 as a constituent element.

  In the planetary gear mechanism 40, the front pinion gear 42 and the rear pinion gear 45 are integrally formed. The front pinion gear 42 has a larger diameter than the rear pinion gear 45. Further, the front sun gear 41 has a smaller diameter than the rear sun gear 44.

  In the front gear set 40F, the front sun gear 41 is connected to the drive shaft 10 via the first clutch 51. Further, the front pinion gear 42 is provided between the front sun gear 41 and the ring gear 43 in a state of being engaged with both the gears 41 and 43. The ring gear 43 is connected to the input shaft 3. In the rear gear set 40R, the rear sun gear 44 is connected to the brake 50. Further, the rear pinion gear 45 is connected to the front pinion gear 42 via the carrier 46, and can be rotated together with the front pinion gear 42. The carrier 46 is connected to the drive shaft 10 as an output shaft via the second clutch 52.

  The forward / reverse switching device 4 switches to a high gear forward state, a low gear forward state, and a reverse state by switching the engagement state of the brake 50, the first clutch 51, and the second clutch 52 as shown in FIG. be able to. Specifically, when the first clutch 51 and the second clutch 52 are engaged and the brake 50 is disengaged, the forward / reverse switching device 4 is directly connected (high gear forward state). In this state, when rotational power is input via the input shaft 3, the front pinion gear 42 and the front sun gear 41 rotate, and the rotational power is transmitted to the drive shaft 10 via the first clutch 51. When the front pinion gear 42 rotates, the rear pinion gear 45 connected via the carrier rotates integrally with the front pinion gear 42. The rotational power by this is transmitted to the drive shaft 10 through the carrier 46 and the second clutch 52.

  When the first clutch 51 is disengaged and the second clutch 52 and the brake 50 are engaged, the forward / reverse switching device 4 is in the low gear forward state. In this state, the rear sun gear 44 is fixed and the rotational power is not transmitted via the front sun gear 41. When rotational power is input through the input shaft 3 in this state, the front pinion gear 42 and the front sun gear 41 revolve around the front sun gear 41 and the rear sun gear 44, respectively. The rotational power transmitted to the front pinion gear 42 is transmitted to the drive shaft 10 via the carrier 46 and the second clutch 52.

  Further, when the first clutch 51 and the brake 50 are engaged and the second clutch 52 is disengaged, the forward / reverse switching device 4 is switched to the reverse state. In this state, the rear sun gear 44 is fixed and the power transmission system via the carrier 46 is disconnected. When rotational power is input via the input shaft 3 in this state, the front pinion gear 42 and the rear pinion gear 45 rotate, and the front sun gear 41 rotates in the direction opposite to the ring gear 43. The rotational power transmitted to the front sun gear 41 is output to the drive shaft 10 via the first clutch 51. At this time, the rotation direction of the drive shaft 10 is opposite to that in the above-described high gear advance state and low gear advance state.

  Here, when the collinear diagram of the forward / reverse switching device 4 described above is conceptually shown, it is as shown in FIG. When the forward / reverse switching device 4 is in the high gear forward state, it is in a direct connection state, so the rotational speed (rotational speed) of each component is not reduced. On the other hand, when the low gear advance state is set, the output rotational speed output via the carrier 46 is reduced and the vehicle is decelerated. In the reverse state, the front sun gear 41 has a negative rotation speed, that is, the front sun gear 41 rotates in the direction opposite to the input.

  Further, if the number of teeth of the front sun gear 41 is ZSf, the number of teeth of the rear sun gear 44 is ZSr, the number of teeth of the front pinion gear 42 is ZPf, the number of teeth of the rear pinion gear 45 is ZPr, and the number of teeth of the ring gear 43 is ZR. The gear ratios when the forward / reverse switching device 4 is in the low gear forward state and in the reverse state can be derived from the following (Equation 1) and (Equation 2), respectively. When the forward / reverse switching device 4 is in the high gear forward state, the gear ratio is 1 because it is in the direct connection state as described above.

  More specifically, the number of teeth ZSf of the front sun gear 41 is 23, the number of teeth ZSr of the rear sun gear 44 is 41, the number of teeth ZPf of the front pinion gear 42 is 34, the number of teeth ZPr of the rear pinion gear 45 is 29, and the ring gear. When the number of teeth ZR of 43 is 91, the gear ratio becomes 1.528 by setting the low gear forward state. Further, when the forward / reverse switching device 4 is set to the reverse drive state, the gear ratio becomes -1.402.

  As described above, in the continuously variable transmission X according to the present embodiment, the forward brake state and the reverse clutch state are switched by the single brake 50, the first clutch 51 and the second clutch 52, and the gear ratio is switched in the forward state. (High gear state, low gear state) can be implemented. Further, in any of the high gear forward state, the low gear forward state, and the reverse state, there is only one component in the idle state, so that it is possible to improve the fuel efficiency of the vehicle equipped with the continuously variable transmission X. It becomes possible. In the continuously variable transmission X, since the number of components is small, it is possible to improve fuel consumption by reducing the weight and to suppress the manufacturing cost. Furthermore, in the continuously variable transmission X, when moving the vehicle forward, it is possible to switch between a high gear forward state and a low gear forward state, so that a wide ratio can be achieved.

  In this embodiment, the forward / reverse switching device 4 is provided on the input side of the continuously variable transmission A, that is, on the upstream side of the continuously variable transmission A in a series of power transmission systems from the engine to the wheels. Although an example is shown, the present invention is not limited to this. Specifically, as shown by a two-dot chain line in FIG. 1, the forward / reverse switching device 4 may be provided on the output side (downstream side) with respect to the continuously variable transmission A.

≪About the first modification of the forward / reverse switching device 4 ≫
The forward / reverse switching device 4 is not limited to the one provided with the unit U1 described above, and may employ a unit U2 as shown in FIG. 5, for example, instead of the unit U1. Hereinafter, a modified example of the forward / reverse switching device 4 including the unit U2 will be described in detail with reference to the drawings.

  As shown in FIG. 5, the unit U <b> 2 of this modification includes a planetary gear mechanism 60, a brake 70, a first clutch 71, and a second clutch 72. The planetary gear mechanism 60 is roughly divided into a front side gear set 60F and a rear side gear set 60R. The front side gear set 60F includes a front sun gear 61, a front pinion gear 62, and a ring gear 63 as components. The rear side gear set 60R includes a rear sun gear 64 and a rear pinion gear 65 as components. Further, the planetary gear mechanism 60 includes a carrier 66 that connects the front pinion gear 62 and the rear pinion gear 65 as a constituent element.

  In the planetary gear mechanism 60, the front pinion gear 62 and the rear pinion gear 65 are integrally formed. The front pinion gear 62 has a larger diameter than the rear pinion gear 65. Further, the front sun gear 41 has a smaller diameter than the rear sun gear 44.

  In the front gear set 60F, the front sun gear 61 is connected to the input shaft 3. Further, the front pinion gear 62 meshes with both gears 61 and 63 between the front sun gear 61 and the ring gear 63. The ring gear 63 is connected to the drive shaft 10 serving as an output shaft via a first clutch 71. In the rear side gear set 60 </ b> R, the rear sun gear 64 is connected to the drive shaft 10 via the second clutch 72. Further, the rear pinion gear 65 is connected to the front pinion gear 62 via the carrier 66. The carrier 66 is connected to the brake 70.

  The forward / reverse switching device 4 switches between a high gear forward state, a low gear forward state, and a reverse state by switching the engagement state of the brake 70, the first clutch 71, and the second clutch 72 as shown in FIG. 6 (a). be able to. Specifically, when the first clutch 71 and the second clutch 72 are engaged and the brake 70 is disengaged, the forward / reverse switching device 4 is directly connected (high gear forward state). In this state, when rotational power is input to the front sun gear 61 via the input shaft 3, the front pinion gear 62 and the ring gear 63 rotate and the rotational power is transmitted to the drive shaft 10 via the first clutch 71. . Further, when the front pinion gear 62 rotates, the rear pinion gear 65 also rotates. The rotational power by this is transmitted to the drive shaft 10 via the rear sun gear 64 and the second clutch 72.

  When the first clutch 71 is disengaged and the second clutch 72 and the brake 70 are engaged, the forward / reverse switching device 4 is in the low gear forward state. In this state, the power transmission system connected from the ring gear 63 to the drive shaft 10 via the first clutch 71 is disconnected. Further, the front pinion gear 62 and the rear pinion gear 65 are fixed. In this state, when rotational power is input to the front sun gear 61 via the input shaft 3, the front pinion gear 62 and the rear pinion gear 65 rotate. Accordingly, the rear sun gear 64 rotates in the same direction as the front sun gear 61. Thereby, the rotational power input to the front sun gear 61 is output to the drive shaft 10 in a decelerated state via the front pinion gear 62, the rear pinion gear 65, the rear sun gear 64, and the second clutch 72.

  Further, when the first clutch 71 and the brake 70 are engaged and the second clutch 72 is disengaged, the forward / reverse switching device 4 is switched to the reverse state. In this state, the power transmission system connected from the rear sun gear 64 to the drive shaft 10 via the second clutch 72 is disconnected. Further, the front pinion gear 62 and the rear pinion gear 65 are fixed. In this state, when rotational power is input to the front sun gear 61 via the input shaft 3, the rotational power is transmitted to the drive shaft 10 via the front pinion gear 62, the ring gear 63, and the first clutch 71. At this time, the rotation direction of the drive shaft 10 is opposite to that in the above-described high gear advance state and low gear advance state.

  Here, a nomographic chart of the forward / reverse switching device 4 provided with the unit U2 described above is conceptually shown in FIG. When the forward / reverse switching device 4 is in the high gear forward state, it is in a direct connection state, so that the rotational speed input to the front sun gear 61 is transmitted to each component without being decelerated. On the other hand, when the low gear advance state is set, the output rotational speed output via the rear sun gear 64 is reduced. In the reverse state, the rotation speed of the ring gear 63 is negative, and the rotation is output in the direction opposite to the input.

  In the case where the unit U2 described above is adopted in the forward / reverse switching device 4, as in the case where the unit U1 is adopted, switching between forward and reverse by the single brake 70, the first clutch 71 and the second clutch 72, In addition, the gear ratio can be widened. In addition, it is possible to suppress the components in the idling state to a minimum (one element) and improve fuel efficiency. Furthermore, it is possible to minimize the number of components, improve fuel efficiency by reducing weight, and reduce manufacturing costs.

  Note that the continuously variable transmission 4 according to this modification is also arranged on the input side (upstream side) with respect to the continuously variable transmission A, similarly to the forward / reverse switching device 4 including the unit U1 described above. It is not limited. Specifically, as shown by a two-dot chain line in FIG. 1, it may be arranged on the output side (downstream side) with respect to the continuously variable transmission A.

«About the second modification of the forward / reverse switching device 4»
As the forward / reverse switching device 4 applicable to the continuously variable transmission X having the four-axis configuration shown in FIG. 1, the unit U1 and the unit U2 are exemplified, but instead of these units, for example, a unit as shown in FIG. U3 can be employed in a continuously variable transmission X having a four-axis configuration. Hereinafter, a modified example of the forward / reverse switching device 4 including the unit U3 will be described in detail with reference to the drawings.

  As shown in FIG. 7, the unit U3 of the present modification includes a planetary gear mechanism 120, a brake 130, a first clutch 131, and a second clutch 132. The planetary gear mechanism 120 is roughly divided into a front side gear set 120F and a rear side gear set 120R. The front gear set 120F includes a front sun gear 121 and a front pinion gear 122 as components. The rear side gear set 120R includes a ring gear 123, a rear sun gear 124, and a rear pinion gear 125 as components. Further, the planetary gear mechanism 120 includes a carrier 126 that connects the front pinion gear 122 and the rear pinion gear 125 as a component.

  In the planetary gear mechanism 120, the front pinion gear 122 and the rear pinion gear 125 are integrally formed. The front pinion gear 122 has a smaller diameter than the rear pinion gear 125. Further, the front sun gear 121 has a larger diameter than the rear sun gear 124.

  In the front gear set 120F, the front sun gear 121 is connected to the input shaft 3. Further, the front pinion gear 122 meshes with the front sun gear 121. In the rear side gear set 100R, the ring gear 123 is connected to the drive shaft 10 as an output shaft via the first clutch 131. The rear sun gear 124 is connected to the drive shaft 10 via the second clutch 132. The rear pinion gear 125 is connected to the brake 130 through the carrier 126 together with the front pinion gear 122.

  The forward / reverse switching device 4 can be switched to a high gear forward state, a low gear forward state, and a reverse state by switching the engagement state of the brake 130, the first clutch 131, and the second clutch 132. Specifically, when the first clutch 131 is disengaged and the second clutch 132 and the brake 130 are engaged, the forward / reverse switching device 4 is in the high gear forward state. In this state, the power transmission system that reaches the drive shaft 10 via the ring gear 123 is disconnected. Further, the front pinion gear 122 and the rear pinion gear 125 are fixed. Therefore, when rotational power is input to the front sun gear 121 in the high gear forward state, rotational power is output to the drive shaft 10 via the front pinion gear 122, the rear pinion gear 125, the rear sun gear 124, and the second clutch 132.

  Further, when the first clutch 131 and the second clutch 132 are engaged and the brake 130 is disengaged, the forward / reverse switching device 4 enters the low gear forward state. When rotational power is input to the front sun gear 121 in this state, rotational power is output to the drive shaft 10 via the front pinion gear 122, the rear pinion gear 125, the ring gear 123, and the first clutch 131. Further, when the rear pinion gear 125 rotates, rotational power is transmitted to the drive shaft 10 via the rear sun gear 124 and the second clutch 132.

  Further, when the first clutch 131 and the brake 130 are engaged and the second clutch 132 is disengaged, the forward / reverse switching device 4 is switched to the reverse travel state. In this state, the front pinion gear 122 and the rear pinion gear 125 are in a fixed state. Further, the power transmission system from the rear sun gear 124 to the drive shaft 10 via the second clutch 132 is disconnected. When rotational power is input to the front sun gear 121 in this state, rotational power is output to the drive shaft 10 via the front pinion gear 122, the rear pinion gear 125, the ring gear 123, and the first clutch 131.

  Here, a nomographic chart of the forward / reverse switching device 4 provided with the unit U3 described above is conceptually shown in FIG. In the unit U3, when the forward / reverse switching device 4 is in the high gear forward state, the rotational speed input to the front sun gear 121 is increased and output via the rear sun gear 124. Further, when the low gear advance state is set, it is output via the rear sun gear 124 with the input rotation speed. Further, in the marching state, it is output at a negative rotation speed (reverse rotation) via the ring gear 123.

  When the above-described unit U3 is employed in the forward / reverse switching device 4, the forward / reverse switching and the gear ratio during forward movement are appropriately performed by changing the engagement state of the brake 130, the first clutch 131, and the second clutch 112. Can be changed. Further, even when the unit U3 is adopted, since only one component is required in the idling state, it is possible to improve the fuel consumption by reducing the weight and to suppress the manufacturing cost.

«About the third modification of the forward / reverse switching device 4»
Subsequently, a third modification of the forward / reverse switching device 4 will be described. As shown in FIG. 10, the forward / reverse switching device 4 according to this modification employs a unit U4 instead of the above-described units U1 to U3. Hereinafter, a modified example of the forward / reverse switching device 4 including the unit U4 will be described in detail with reference to the drawings.

  The forward / reverse switching device 4 including the unit U4 of this modification can be employed in a continuously variable transmission X ′ having a three-axis configuration as shown in FIG. Specifically, the continuously variable transmission X ′ shown in FIG. 9 has a structure in which the intermediate shaft 34 and the like are omitted from the continuously variable transmission X shown in FIG. 1. Specifically, in the continuously variable transmission X ′, the input shaft 3 and the drive shaft 10 are disposed on the same axis. Further, the driven shaft 20 and the output shaft 32 of the differential device 30 are arranged parallel to the input shaft 3 and non-coaxially, and are connected via the output gear 27 a and the ring gear 31. The continuously variable transmission X ′ has the same structure as the above-described continuously variable transmission X except that it has a three-axis configuration. Therefore, the other components are denoted by the same reference numerals in the drawing. Detailed description will be omitted.

  As shown in FIG. 10, the unit U4 of this modification includes a planetary gear mechanism 80, a brake 90, a first clutch 91, and a second clutch 92. The planetary gear mechanism 80 is roughly divided into a front side gear set 80F and a rear side gear set 80R. The front gear set 80F includes a front sun gear 81, a front pinion gear 82, and a ring gear 83 as components. The rear side gear set 80R includes a rear sun gear 84 and a rear pinion gear 85 as components. Further, the planetary gear mechanism 80 includes a carrier 86 that connects the front pinion gear 82 and the rear pinion gear 85 as a constituent element.

  In the planetary gear mechanism 80, the front pinion gear 82 and the rear pinion gear 85 are integrally formed. The front pinion gear 82 has a larger diameter than the rear pinion gear 85. Further, the front sun gear 81 has a smaller diameter than the rear sun gear 84.

  In the front gear set 80 </ b> F, the front sun gear 81 is connected to the drive shaft 10 via the second clutch 92. Further, the front pinion gear 82 meshes with both the gears 81 and 83 between the front sun gear 81 and the ring gear 83. The ring gear 83 is connected to the input shaft 3. In the rear side gear set 80 </ b> R, the rear sun gear 84 is connected to the drive shaft 10 via the first clutch 91. Further, the rear pinion gear 85 is connected to the brake 90 via the carrier 86.

  The forward / reverse switching device 4 switches to a high gear forward state, a low gear forward state, and a reverse state by switching the engagement state of the brake 90, the first clutch 91, and the second clutch 92 as shown in FIG. be able to. Specifically, when the first clutch 91 is disengaged and the second clutch 92 and the brake 90 are engaged, the forward / reverse switching device 4 is in the high gear forward state. In this state, the front pinion gear 82 and the rear pinion gear 85 are fixed by the brake 90. Further, the power transmission system from the rear sun gear 84 to the drive shaft 10 is disconnected. When rotational power is input from the input shaft 3 to the ring gear 83 in this state, this rotational power is transmitted to the drive shaft 10 via the front pinion gear 82, the front sun gear 81, and the second clutch 92, and is output. .

  Further, when the first clutch 91 and the brake 90 are engaged and the second clutch 92 is disengaged, the forward / reverse switching device 4 enters the low gear forward state. In this state, the power transmission system connected from the front sun gear 81 to the drive shaft 10 via the second clutch 92 is disconnected. Further, the front pinion gear 82 and the rear pinion gear 85 are fixed. In this state, when rotational power is input to the ring gear 83, the front pinion gear 82 and the rear pinion gear 85 rotate. The rotational power is transmitted to the rear pinion gear 85 and output to the drive shaft 10 via the first clutch 91.

  Further, when the first clutch 71 and the second clutch 92 are engaged and the brake 90 is disengaged, the forward / reverse switching device 4 is switched to the reverse travel state. In this state, the rotational power input to the ring gear 83 is transmitted to the drive shaft 10 via the front pinion gear 82, the front sun gear 81 and the second clutch 92. Further, when the rear pinion gear 85 rotates together with the front pinion gear 82, rotational power is transmitted to the drive shaft 10 via the rear sun gear 84 and the first clutch 91.

  Here, conceptually showing a collinear diagram of the forward / reverse switching device 4 provided with the unit U4 described above, as shown in FIG. 11B, the forward / reverse switching device 4 is in a high gear forward state and the low gear. In both cases of forward movement, the rotation is output in the direction opposite to the input rotation direction. Further, when the high gear advance state is set, the rotational speed is output to the drive shaft 10 at a higher rotational speed than when the low gear advance state is set.

  When the above-described unit U4 is adopted in the forward / reverse switching device 4, the engagement state of the brake 90, the first clutch 91, and the second clutch 92 is appropriately changed as in the case where the unit U1 or the like is adopted. This makes it possible to switch between forward and reverse, and to change the gear ratio during forward movement. Further, when the unit U4 is employed, since only one component is required in the idling state, it is possible to improve fuel consumption by reducing the weight and to suppress the manufacturing cost.

  Note that the continuously variable transmission 4 provided with the unit U4 according to the present modification is also input to the continuously variable transmission A (upstream side) in the same manner as the forward / reverse switching device 4 provided with the unit U1 and the like described above. It is not limited to the structure arrange | positioned. Specifically, as shown by a two-dot chain line in FIG. 9, it may be arranged on the output side (downstream side) with respect to the continuously variable transmission A.

≪About the 4th modification of forward / reverse switching device 4≫
As a modification of the forward / reverse switching device 4 applicable to the above-described continuously variable transmission X ′ (see FIG. 9) having the three-axis configuration, there is a unit U5 as shown in FIG. Hereinafter, a modified example of the forward / reverse switching device 4 including the unit U5 will be described in detail with reference to the drawings.

  As shown in FIG. 12, the unit U5 of this modification includes a planetary gear mechanism 100, a brake 110, a first clutch 111, and a second clutch 112. The planetary gear mechanism 100 is roughly divided into a front side gear set 100F and a rear side gear set 100R. The front gear set 100F includes a front sun gear 101, a front pinion gear 102, and a ring gear 103 as components. The rear side gear set 100R includes a rear sun gear 104 and a rear pinion gear 105 as components. Further, the planetary gear mechanism 100 includes a carrier 106 that connects the front pinion gear 102 and the rear pinion gear 105 as a component.

  In the planetary gear mechanism 100, the front pinion gear 102 and the rear pinion gear 105 are integrally formed. The front pinion gear 102 has a larger diameter than the rear pinion gear 105. Further, the front sun gear 101 has a smaller diameter than the rear sun gear 104.

  In the front gear set 100F, the front sun gear 101 is connected to the brake 110. Further, the front pinion gear 102 meshes with both the gears 101 and 103 between the front sun gear 101 and the ring gear 103. The ring gear 103 is connected to the drive shaft 10 serving as an output shaft via the first clutch 111. In the rear gear set 100R, the rear sun gear 104 is connected to the input shaft 3. The rear pinion gear 105 is connected to the drive shaft 10 via the second clutch 112.

  The forward / reverse switching device 4 switches to a high gear forward state, a low gear forward state, and a reverse state by switching the engagement state of the brake 110, the first clutch 111, and the second clutch 112 as shown in FIG. be able to. Specifically, when the first clutch 111 and the brake 110 are engaged and the second clutch 112 is disengaged, the forward / reverse switching device 4 is in the high gear forward state. In this state, the power transmission system from the rear pinion gear 105 to the drive shaft 10 via the second clutch 112 is disconnected. Further, the front sun gear 101 is fixed. In this state, when rotational power is input to the rear sun gear 104 via the input shaft 3, the rotational power is transmitted in the order of the rear pinion gear 105, the front pinion gear 102, and the ring gear 103, and is transmitted via the first clutch 111. It is output to the drive shaft 10.

  When the first clutch 111 is disengaged and the second clutch 112 and the brake 110 are engaged, the forward / reverse switching device 4 is in the low gear forward state. In this state, the power transmission system connected from the ring gear 103 to the drive shaft 10 via the first clutch 111 is disconnected. Further, the front sun gear 101 is fixed. When rotational power is input to the rear sun gear 104 in this state, it is output to the drive shaft 10 via the rear pinion gear 105 and the second clutch 112.

  Further, when the first clutch 111 and the second clutch 112 are engaged and the brake 110 is disengaged, the forward / reverse switching device 4 is switched to the reverse state. In this state, power is output to the drive shaft 10 via the rear pinion gear 105 and the second clutch 112, and power is supplied to the drive shaft 10 via the front pinion gear 102, the ring gear 103 and the first clutch 111. Is output.

  Here, a nomographic chart of the forward / reverse switching device 4 provided with the unit U5 described above is conceptually shown in FIG. 13B. In the unit U5, similarly to the unit U4 of the third modified example described above, the input rotation direction is opposite in both the case where the forward / reverse switching device 4 is set to the high gear advance state and the low gear advance state. Is output as rotation. Further, when the high gear advance state is set, the rotational speed is output to the drive shaft 10 at a higher rotational speed than when the low gear advance state is set.

  When the above-described unit U5 is adopted in the forward / reverse switching device 4, the forward / reverse switching and the gear ratio during forward movement are appropriately performed by changing the engagement state of the brake 110, the first clutch 111 and the second clutch 112. Can be implemented. Further, when the unit U5 is adopted, since only one component is required in the idling state, it is possible to improve fuel consumption by reducing the weight and to suppress the manufacturing cost.

  Note that the continuously variable transmission 4 provided with the unit U5 according to the present modification also has an input side (upstream side) with respect to the continuously variable transmission A, similarly to the forward / reverse switching device 4 provided with the unit U4 described above. It is not limited to the structure arrange | positioned. Specifically, as shown by a two-dot chain line in FIG. 9, it may be arranged on the output side (downstream side) with respect to the continuously variable transmission A.

3 Input shaft 4 Forward / reverse switching device 10 Drive shaft (output shaft)
40, 60, 80, 100, 120 Planetary gear mechanism 41, 61, 81, 101, 121 Front sun gear 42, 62, 82, 102, 122 Front pinion gear 43, 63, 83, 103, 123 Ring gear 44, 64, 84, 104, 124 Rear sun gear 45, 65, 85, 105, 125 Rear pinion gear 46, 66, 86, 106, 126 Carrier 50, 70, 90, 110, 130 Brake 51, 71, 91, 111, 131 First clutch 52, 72, 92, 112, 132 Second clutch

Claims (1)

The rotational power input from the input shaft on the power source side is transmitted to the continuously variable transmission, and the rotational power transmitted from the continuously variable transmission to the drive shaft is output to the output shaft via the reduction gear pair and the differential gear. A vehicle forward / reverse switching device used for a vehicle transmitted to the vehicle,
The forward / reverse switching device is
It is provided on the input side or the output side of the continuously variable transmission, and includes a planetary gear mechanism, a single brake, and two clutches,
The planetary gear mechanism is
A front sun gear and a rear sun gear juxtaposed in the axial direction of the continuously variable transmission;
An integrally formed front planetary gear and rear planetary gear meshing with each of the front sun gear and the rear sun gear;
A carrier that rotatably supports the front planetary gear and the rear planetary gear;
A ring gear that meshes with one of the front planetary gear and the rear planetary gear, as a component,
One of the components is an input element for rotational power, and the other two of the components are output elements for rotational power, and the rotational power can be output to the output shaft.
Switching between the forward state in which the output shaft rotates in a predetermined direction and the reverse state in which the output shaft rotates in a direction opposite to the forward state can be performed by the single brake and the two clutches, and A continuously variable transmission for a vehicle, wherein switching between a high gear state with a high gear ratio and a low gear state with a low gear ratio in a forward state can be performed by the single brake and the two clutches.

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