JP2012154468A - Vehicle continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle continuously variable transmission which includes a forward-reverse switching device that can perform switching between high gear state and low gear state and can improve kinetic performance and fuel consumption performance.SOLUTION: A planetary gear mechanism 40 of the forward-reverse switching device 4 has 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 constitutional elements. Further, the rear side gear set 40R includes a rear sun gear 44 and a rear pinion gear 45. The front pinion gear 42 and the rear pinion gear 45 are integrally supported by a carrier 46. The forward-reverse switching device 4 can perform not only forward-reverse switching but also the switching between high gear state and low gear state by means of the switching of a brake 50, a first clutch 51 and a second clutch 52.

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 according to the present invention provided to solve the above-described problem, the driving force 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. The driving force transmitted to the shaft is used for a vehicle in which the driving force is transmitted to the output shaft via a reduction gear pair and a differential. In the continuously variable transmission for a vehicle according to the present invention, the continuously variable transmission includes a forward / reverse switching device, and the forward / backward switching device includes a planetary gear mechanism, a single brake, and two clutches. It has. The planetary gear mechanism includes a front sun gear and a rear sun gear juxtaposed in the axial direction of the continuously variable transmission, a planetary gear having a front planetary gear portion and a rear planetary gear portion that mesh with each of the front sun gear and the rear sun gear, and The carrier includes a carrier that rotatably supports the planetary gear, and a ring gear that meshes with one of the front planetary gear portion and the rear planetary gear portion that constitute the planetary gear. Further, the planetary gear mechanism is capable of outputting a driving force by using two of the components as input elements for driving force and the other one of the components as an output element for driving force. is there. In the continuously variable transmission for a vehicle according to the present invention, the output shaft is rotated in the forward direction in which the output shaft rotates in a predetermined direction and in the direction opposite to the forward state by the single brake and the two clutches. It is possible to switch between a reverse state and a high gear state with a high gear ratio and a low gear state with a low gear ratio in the forward state.

  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, a forward / reverse switching device that can be switched between a high gear state and a low gear state, can improve movement performance or fuel consumption performance, and can secure a degree of design freedom with a simple configuration. The continuously variable transmission for vehicles provided with this can be provided.

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 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 sectional drawing which shows the forward / reverse switching device shown in FIG. It is sectional drawing which shows an example of the forward / reverse switching apparatus which has arrange | positioned the 1st clutch and the 2nd clutch in the rear side gear set side. 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. 7, (b) is an alignment chart. 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 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. 11, (b) is an alignment chart. 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. 11, (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 the configuration of the continuously variable transmission X will be outlined prior to the description of the specific configuration of the forward / backward switching device 4. .

  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. Therefore, the continuously variable transmission X has a three-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 27a 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 that extends to the left and right to drive the wheels.

<< 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.

  In the planetary gear mechanism 40, the front pinion gear 42 and the rear pinion gear 45 are integrally formed. That is, in the present embodiment, the pinion gear 47 in which the front pinion gear 42 and the rear sun gear 44 are integrally formed is disposed over the front side gear set 40F and the rear side gear set 40R. A carrier 46 is attached to the pinion gear 47. 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. 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 through the first clutch 51. In the rear gear set 40R, the rear sun gear 44 is connected to the brake 50. Further, the rear pinion gear 45 meshes with the rear sun gear 44. The carrier 46 attached to the front pinion gear 42 and the rear pinion gear 45 is connected to the input shaft 3 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 is disengaged and the second clutch 52 and the brake 50 are engaged, the forward / reverse switching device 4 is in the high gear forward state. In this state, the power transmission system from the input shaft 3 to the ring gear 43 via the first clutch 51 is disconnected, and the rear sun gear 44 is fixed by the brake 50. When driving force is input via the input shaft 3 in the high gear forward state, the front pinion gear 42 and the rear pinion gear 45 revolve around the front sun gear 41 and the rear sun gear 44, respectively. The driving force transmitted to the front pinion gear 42 is transmitted to the drive shaft 10 and output.

  Further, when the brake 50 and the first clutch 51 are engaged and the second clutch 52 is disengaged, the forward / reverse switching device 4 is in the low gear forward state. In this state, the power transmission system from the input shaft 3 to the carrier 46 via the second clutch 52 is disconnected, and the rear sun gear 44 is fixed by the brake 50. When a driving force is input via the input shaft 3 in the low gear forward state, the driving force is transmitted to the ring gear 43, and the front pinion gear 42 and the rear pinion gear 45 rotate integrally. Further, the front sun gear 41 rotates in conjunction with the rotation of the front pinion gear 42, and a driving force is output to the drive shaft 10.

  Further, 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 switched to the reverse state. When a driving force is input via the input shaft 3 in this state, the driving force is transmitted to the ring gear 43 via the first clutch 51 and also transmitted to the carrier 46 via the second clutch 52. Is done. As a result, the driving force is transmitted to the front sun gear 41 and the rear sun gear 44 via the front pinion gear 42 and the rear pinion gear 45, and both gears 41, 44 rotate. The driving force transmitted to the front sun gear 41 is output to the drive shaft 10. 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 set to the high gear advance state and the low gear advance state, the rotation of the front sun gear 41 is opposite to the rotation of the carrier 46 and is output to the drive shaft 10. Further, the rotational speed in the high gear forward state is larger than the rotational speed in the low gear forward state. In the reverse state, the front sun gear 41 rotates in the same direction as the ring gear 43 and the carrier 46 and is output to the drive shaft 10.

  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 the present embodiment, the first clutch 51 and the second clutch 52 are provided on the front gear set 40F side so that the input system can be switched. Therefore, as shown in FIG. 5, oil passages 54 and 56 for supplying hydraulic oil to the first clutch 51 and the second clutch 52 can be formed in the existing stator shaft 17 in the radial direction. There is no need to provide a separate structure for forming the oil passages 54 and 56.

  Specifically, for example, as shown in FIG. 6, unlike the configuration of the forward / reverse switching device 4 described above, when the first clutch 51 and the second clutch 52 are provided on the rear gear set 40R side, In order to form an oil passage for supplying oil to the first clutch 51 and the second clutch 52, it is necessary to provide a separate structure 19, and the size of the forward / reverse switching device 4 is the axial direction (left and right direction in the figure). It must be bigger. On the other hand, in the embodiment shown in the present embodiment, since it is not necessary to provide the structure 19 or the like, the size of the forward / reverse switching device 4 can be made compact in the axial direction.

≪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. 7, 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. 7, 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.

  In the planetary gear mechanism 60, the front pinion gear 62 and the rear pinion gear 65 are integrally formed. That is, the front pinion gear 62 and the rear sun gear 64 are integrally formed as a pinion gear 67, and the pinion gear 67 is disposed across the front side gear set 60F and the rear side gear set 60R. A carrier 66 is attached to the pinion gear 67. The front pinion gear 62 has a smaller diameter than the rear pinion gear 65. Further, the front sun gear 61 has a larger diameter than the rear sun gear 64.

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

  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. be able to. Specifically, when the brake 70 and the second clutch 72 are engaged and the first clutch 71 is disengaged, the forward / reverse switching device 4 is in the high gear forward state. In this state, the power transmission system from the input shaft 3 to the front sun gear 61 via the first clutch 71 is disconnected. Further, the carrier 66 is fixed by the brake 70. When driving force is input via the input shaft 3 in the high gear forward state, the rear sun gear 64 rotates. As a result, the ring gear 62 rotates and the driving force is output to the drive shaft 10.

  Further, when the brake 70 and the first clutch 71 are engaged and the second clutch 72 is disengaged, the forward / reverse switching device 4 is in the low gear forward state. In this state, the power transmission system from the input shaft 3 to the rear sun gear 64 via the second clutch 71 is disconnected. Further, the carrier 66 is fixed by the brake 70. When driving force is input via the input shaft 3 in the low gear forward state, power is transmitted to the front sun gear 61 via the first clutch 71. Further, the front pinion gear 62 and the rear pinion gear 65 rotate. The ring gear 63 rotates in conjunction with the rotation of the rear pinion gear 65, and a driving force is output to the drive shaft 10.

  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 switched to the reverse state. In this state, the driving force input via the input shaft 3 is transmitted to the front sun gear 61 and the rear sun gear 64 via the first clutch 71 and the second clutch 72. Further, the front pinion gear 61 and the rear pinion gear 65 rotate integrally. As a result, the ring gear 63 meshing with the rear pinion gear 65 rotates, and the driving force is output to the drive shaft 10. At this time, the drive shaft 10 rotates in the opposite direction to that in the high gear advance state and the low gear advance state described above.

  Here, when the nomograph of the forward / reverse switching device 4 provided with the unit U2 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, the rotation is converted to a rotation opposite to the rotation direction input to the rear sun gear 64 and output to the drive shaft 10. Further, even when the forward / reverse switching device 4 is in the low gear forward state, the rotation is converted to the rotation opposite to the rotation direction input to the front sun gear 61 and output to the drive shaft 10. The number of rotations when the high gear is in the forward state is larger than the number of rotations when the low gear is in the forward state. In the reverse state, the ring gear 63 rotates in the same direction as the rotation direction input to the front sun gear 61 and the rear sun gear 64 and is output to the drive shaft 10.

  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.

  In the present embodiment, the first clutch 71 and the second clutch 72 are provided on the front gear set 60F side. Accordingly, as in the example shown in FIG. 5, an oil passage for supplying hydraulic oil to the first clutch 71 and the second clutch 72 can be formed in the existing stator shaft 17 in the radial direction. Therefore, even when the structure of this modification is employed, the size of the forward / reverse switching device 4 can be made compact in the axial direction.

«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 three-axis configuration shown in FIG. 1, the unit U1 and the unit U2 are exemplified, but instead of these, for example, as shown in FIG. One that can be employed in the continuously variable transmission X having a shaft configuration is one that employs the unit U3. Hereinafter, after briefly explaining the configuration of the continuously variable transmission X ′ having a four-axis configuration, a modification example of the forward / reverse switching device 4 including the unit U3 will be described in detail with reference to the drawings. Since the continuously variable transmission X ′ is mostly the same in configuration as the above-described continuously variable transmission X having the three-axis configuration, the same components are denoted by the same reference numerals and detailed description thereof is omitted. To do.

  The continuously variable transmission X 'shown in FIG. 9 has a structure in which an intermediate shaft 34 and the like are added to the continuously variable transmission X having the three-axis configuration shown in FIG. 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. 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.

  Specifically, one end of the driven shaft 20 extends toward the engine, and the output gear 27a is fixed to this one end. 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 transmits power from the differential device 30 to the output shaft 32 extending left and right to drive the wheels. It is possible to make it.

  As shown in FIG. 10, the unit U3 of the present 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. Specifically, the front pinion gear 82 and the rear sun gear 84 are integrally formed as a pinion gear 87, and the pinion gear 87 is disposed over the front side gear set 80F and the rear side gear set 80R. A carrier 66 is attached to the pinion gear 87. 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 input shaft 3 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 via the first clutch 91. In the rear gear set 80 </ b> R, the rear sun gear 84 is connected to the drive shaft 10, and the rear pinion gear 85 meshes with the rear sun gear 84. Further, the front pinion gear 82 and the rear pinion gear 85 are connected to the brake 90 via a 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 and the second clutch 92 are engaged and the brake 90 is disengaged, the forward / reverse switching device 4 is in the high gear forward state. In this state, when a driving force is input from the input shaft 3 to the ring gear 83, this driving force is transmitted to the ring gear 83 and the front sun gear 81 via the first clutch 91 and the second clutch 92, and both gears 83, 81 rotates. In conjunction with this, the front pinion gear 82 rotates together with the rear pinion gear 85 while revolving between the ring gear 83 and the front sun gear 81. As the rear pinion gear 85 rotates, the rear sun gear 84 also rotates, and a driving force is output to the drive shaft 10.

  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 low gear forward state. In this state, the power transmission system connected to the ring gear 83 via the first clutch 91 is disconnected. Further, the front pinion gear 82 and the rear pinion gear 85 are fixed. When a driving force is input from the input shaft 3 in this state, the driving force is transmitted to the front sun gear 81 via the second clutch 92, and the front sun gear 81 rotates. As a result, the front pinion gear 82 and the rear pinion gear 85 also rotate (autorotate) together. When the rear pinion gear 85 rotates, the rear sun gear 84 meshed with the rear pinion gear 85 rotates, and the driving force is output to the drive shaft 10.

  Further, when the first clutch 91 and the brake 90 are engaged and the second clutch 91 is disengaged, the forward / reverse switching device 4 is switched to the reverse travel state. In this state, the power transmission system that transmits the driving force to the front sun gear 81 via the second clutch 92 is disconnected. Further, the front pinion gear 82 and the rear pinion gear 85 are fixed. When a driving force is input via the input shaft 3 in the reverse drive state, the driving force is transmitted to the ring gear 83 via the first clutch 91. As a result, when the ring gear 83 rotates, the front pinion gear 82 and the rear The pinion gear 85 rotates integrally. As the rear pinion gear 85 rotates, the rear sun gear 84 rotates and a driving force is output to the drive shaft 10.

  Here, conceptually showing a collinear diagram of the forward / reverse switching device 4 provided with the unit U3 described above, as shown in FIG. In both cases, the rotation is output in the same direction as 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 U3 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 U3 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.

  In the present embodiment, since the first clutch 91 and the second clutch 92 are provided on the front gear set 60F side, the first clutch 91 and the second clutch 92 are similar to the example shown in FIG. An oil passage for supplying hydraulic oil to the two clutches 92 can be formed in the existing stator shaft 17 in the radial direction. Therefore, even when the structure of this modification is employed, the size of the forward / reverse switching device 4 can be made compact in the axial direction.

«About the third modification of the forward / reverse switching device 4»
Although the unit U3 is exemplified as the forward / reverse switching device 4 applicable to the continuously variable transmission X ′ having the four-axis configuration shown in FIG. 9, a unit U4 as shown in FIG. It 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 U4 will be described in detail with reference to the drawings.

  As shown in FIG. 12, the unit U4 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. That is, in the present modification, the front pinion gear 102 and the rear sun gear 104 are formed as part of the pinion gear 107. The pinion gear 107 is disposed across the front side gear set 100F and the rear side gear set 100R. A carrier 106 is attached to the pinion gear 107. The front pinion gear 102 has a smaller diameter than the rear pinion gear 105. Further, the front sun gear 101 has a larger diameter than the rear sun gear 104.

  In the front gear set 100 </ b> F, the front sun gear 101 is connected to the input shaft 3 via the second clutch 112. Further, the front pinion gear 102 meshes with the front sun gear 101. In the rear gear set 100R, the ring gear 103 is connected to the input shaft 3 via the first clutch 111. The rear sun gear 104 is connected to the drive shaft 10. The rear pinion gear 105 is disposed between the ring gear 103 and the rear sun gear 104 and meshes with both the gears 103 and 104. The carrier 106 is attached to the front pinion gear 102 and the rear pinion gear 105 and is connected to the brake 110.

  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 is disengaged and the second clutch 112 and the brake 110 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 ring gear 103 via the first clutch 111 is disconnected. In addition, the carrier 106 is fixed, and the front pinion gear 102 and the rear pinion gear 105 are in a state where they can only rotate. When a driving force is input through the input shaft 3 in this state, the driving force is transmitted to the front sun gear 101 through the second clutch 112. Accordingly, the driving force is transmitted in the order of the front sun gear 101, the front pinion gear 102, the rear pinion gear 105, and the rear sun gear 104, and is output to the drive shaft 10.

  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 enters the low gear forward state. When a driving force is input via the input shaft 3 in this state, the driving force is transmitted via the first clutch 111 and the ring gear 103 rotates. The driving force input via the input shaft 3 is also transmitted to the power transmission system via the second clutch 112, and the front sun gear 101 rotates. As the front sun gear 101 and the ring gear 103 rotate, the front pinion gear 102 and the rear pinion gear 105 rotate integrally (revolution and rotation). Accordingly, the rear sun gear 104 rotates and a driving force is output to the driving shaft 10.

  Further, 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 switched to the reverse state. In this state, the power transmission system that reaches the front sun gear 101 via the second clutch 112 is disconnected. Further, the carrier 106 is fixed, and the front pinion gear 102 and the rear pinion gear 105 cannot revolve. When driving force is input via the input shaft 3 in the reverse drive state, the driving force is transmitted to the ring gear 103 via the first clutch 111. As a result, when the ring gear 103 rotates, the rear pinion gear 105 rotates and the rear sun gear 104 rotates, and a driving force is output to the drive shaft 10.

  Here, a nomographic chart of the forward / reverse switching device 4 provided with the unit U4 described above is conceptually as shown in FIG. In the unit U4, similarly to the unit U3 of the second modified example described above, both the forward / reverse switching device 4 is in the same direction as the input rotation direction in both the high gear forward state and the low gear forward state. 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. In the reverse state, the rotation is output in the direction opposite to the input rotation direction.

  When the above-described unit U4 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 110, the first clutch 111 and the second clutch 112. Can be implemented. Further, when the unit U4 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.

  Further, the first clutch 111 and the second clutch 112 are provided on the front side gear set 110F side. Accordingly, it is possible to supply hydraulic oil to the first clutch 111 and the second clutch 112 by forming an oil passage extending in the radial direction in the existing stator shaft 17 as in the example shown in FIG. Become. Therefore, by adopting the structure of this modification, a structure for forming an oil passage for supplying oil to the first clutch 111 and the second clutch 112 becomes unnecessary, and the forward / reverse switching is correspondingly performed. The size of the device 4 can be made compact in the axial direction.

  The continuously variable transmission for a vehicle according to the present invention can improve the motion performance or fuel consumption performance of a vehicle while ensuring a degree of freedom in design with a simple configuration. Thus, the present invention can be particularly suitably used for vehicles that require a compact device configuration.

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

Claims (1)

The driving force input from the input shaft on the power source side is transmitted to the continuously variable transmission, and the driving force transmitted from the continuously variable transmission to the driving shaft is output to the output shaft via the reduction gear pair and the differential gear. A continuously variable transmission used in a vehicle transmitted to
The continuously variable transmission includes a forward / reverse switching device,
The forward / reverse switching device 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;
A planetary gear having a front planetary gear part and a rear planetary gear part meshing with each of the front sun gear and the rear sun gear;
A carrier that rotatably supports the planetary gear;
A ring gear meshing with one of a front planetary gear part and a rear planetary gear part constituting the planetary gear;
Two of the components are used as input elements for driving force, and the other one of the components is used as an output element for driving force, and the driving force can be output.
Switching between the forward state in which the output shaft rotates in a predetermined direction by the single brake and the two clutches, the reverse state in which the output shaft rotates in the opposite direction to the forward state, and the gear ratio in the forward state A continuously variable transmission for a vehicle capable of switching between a high gear state with a high gear ratio and a low gear state with a low gear ratio.