JP2588838B2 - Transmission with belt-type continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an output of an engine through a belt-type continuously variable transmission in which an endless belt is wound around a drive pulley supported on a drive shaft and a driven pulley supported on a driven shaft. I will tell you
The present invention relates to a transmission with a belt-type continuously variable transmission .

[0002]

2. Description of the Related Art A flywheel provided between an engine output shaft and a drive shaft includes a first mass supported on the engine output shaft, a second mass supported on the drive shaft, and a first mass and a second mass. A structure comprising a spring to be connected is known from Japanese Utility Model Laid-Open No. 64-35236. According to such a flywheel, it is possible to effectively prevent the vibration of the engine from being transmitted to the transmission by reducing the fluctuation of the rotation speed of the engine.

[0003]

However, when the inertia mass of the second mass is increased to improve the performance of the flywheel, the load on the bearing supporting the second mass increases, and the durability decreases. There is a problem that fuel consumption during idling is deteriorated.

[0004] Also, resonance in the flywheel in a particular rotational speed range at the time of starting the engine occurs, large vibration might be transmitted to the transmission, vibration during such start-up
In order to reduce the movement, start the spring characteristic between the first and second masses.
Control to shift the resonance point of the flywheel
Although the technical means for this is already known,
Then, when the engine is started, it is possible to change and control the spring characteristic.
Problem that the flywheel structure becomes more complicated
There is a title.

The present invention has been made in view of the above circumstances , and can improve vibration prevention performance without increasing the weight of a flywheel , and has a relatively simple structure.
The flywheel resonance during engine start.
It is an object of the present invention to provide a transmission with a belt-type continuously variable transmission .

[0006]

In order to achieve the above object, according to the first aspect of the present invention, an endless belt is wound around a drive pulley supported on a drive shaft and a driven pulley supported on a driven shaft. The engine output to the load side via a belt-type continuously variable transmission
In the transmission with the belt-type continuously variable transmission ,
A flywheel formed by coupling a first mass provided on the engine output shaft and a second mass provided on the drive shaft via a spring; a traveling clutch for engaging / disengaging the drive pulley and the drive shaft; ,engine start
The drive clutch is engaged during
Control means for disengaging the traveling clutch during ringing .

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the traveling clutch is engaged when the shift range is in the travel range, and when the shift range is in the stop range. Control means for disengaging the traveling clutch is provided.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect , a starting clutch is provided between the driven shaft and the axle.

[0009]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 14 show an embodiment of the present invention. FIG. 1 is a right side view (a sectional view taken along line 1-1 in FIG. 2) of a transmission with a belt-type continuously variable transmission . 2 is a sectional view taken along line 2-2 of FIG. 1, FIG. 3 is an enlarged view of a portion A of FIG. 2, FIG. 4 is an enlarged view of a portion B of FIG. 2, FIG. 5 is an enlarged view of a portion C of FIG. FIG. 7 is a sectional view taken along line 7-7 of FIG. 4, FIG. 8 is a view showing a control system of a traveling clutch, FIGS. 9 to 11 are explanatory views of operation, and FIGS. 12 and 13 are flywheels. FIG. 14 is a graph showing the relationship between the rotational speed and the vibration transmissibility, and FIG.

[0011] First of all, out of the engine with reference to FIGS. 1 to 7
Transmission that transmits force to the load side via belt-type continuously variable transmission T
The overall structure of the device will be described.

The belt-type continuously variable transmission T is connected to the right side of an engine horizontally disposed at the front of the vehicle body of the four-wheel drive vehicle, and is connected via a split surface extending in the vehicle front-rear direction. A left casing 1 and a right casing 2 are provided. On the right side surface of the right casing 2, a narrow intermediate casing 3 and a right cover 4 are overlapped and joined. The belt-type continuously variable transmission T includes a drive shaft 6 disposed coaxially with an engine crankshaft 5, a driven shaft 7 disposed above and behind the drive shaft 6, and a lower rear portion of the driven shaft 7. And a differential shaft 9 disposed substantially below the secondary shaft 8. The drive shaft 6 supported by the ball bearing 10 provided on the intermediate casing 3 and the ball bearing 11 provided on the right casing 2 has a left end connected to a right end of the crankshaft 5 via a flywheel 12. A drive pulley 13 is provided at an intermediate portion of the drive shaft 6, and a planetary gear type speed reduction mechanism 14, a forward clutch 1
A forward / reverse switching mechanism including a reverse brake 5 and a reverse brake 16 is provided. The forward clutch 15 and the reverse brake 16 constitute a traveling clutch of the present invention.
The driven shaft 7 supported by the ball bearing 17 provided on the intermediate casing 3 and the roller bearing 18 provided on the right casing 2 has a starting clutch 19 at the left end and a driven pulley 20 at an intermediate portion thereof. The drive pulley 13 of the drive shaft 6 and the driven pulley 20 of the driven shaft 7
The two straps are connected by an endless belt 21 equipped with a large number of push pieces.

The flywheel 12 has a disk-shaped first mass 25 fixed to the right end of the crankshaft 5 and the first mass 25 fixed to the left end of the drive shaft 6.
, A plurality of springs 27 arranged between the first mass 25 and the second mass 26 and compressed by the relative rotation of the two masses 25, 26, And a frictional force generating means 28 for generating a frictional force by the relative rotation of 26. First cell 25 and second cell 26
A ball bearing 29 that supports the two masses 25 and 26 so as to be rotatable relative to each other is provided therebetween. A starter gear 30 that meshes with a pinion of a starter motor (not shown) is provided on the outer periphery of the first mass 25.

The first drive shaft 6 is fixed to the left end of the drive shaft 6.
The oil pump drive gear 31 meshes with a second oil pump drive gear 33 fixed to an input shaft of an oil pump 32 composed of an external gear pump, so that the rotation of the drive shaft 6 drives the oil pump 32.

The drive pulley 13 provided on the drive shaft 6 has a fixed pulley half 37 integral with a sleeve shaft 36 rotatably supported on the outer periphery of the drive shaft 6 via a pair of needle bearings 34 and 35. ,
A movable pulley half 38 is slidably supported on the outer periphery of the sleeve shaft 36 via a ball spline and is movable toward and away from the fixed pulley half 37. A partition member 39 fixed to the sleeve shaft 36, a partition member 40 fixed to the movable pulley half 38, and the movable pulley half 3
8, an oil chamber 41 for pressing the movable pulley half 38 toward the fixed pulley half 37 is defined. Oil chamber 41
A spring 42 for applying a predetermined initial load to the endless belt 21 is contracted.

Between the partition member 39 of the sleeve shaft 36 and the partition member 40 of the movable pulley half 38, the partition member 3 is provided.
A canceller 43 opposing the oil chamber 41 with the interposition 9 therebetween is defined. The oil pump 3 is provided on the inner periphery of the canceller 43.
The outlet end of the feed pipe 44 for supplying the oil from 2 opens directly. As described above, by directly supplying the oil from the oil pump 32 to the canceller 43 via the feed pipe 44, the guide member for guiding the oil, which is conventionally required, can be eliminated, and the number of parts can be reduced. Thus, by causing the centrifugal force acting on the oil supplied into the canceller 43 to oppose the centrifugal force acting on the oil in the oil chamber 41, an unnecessary thrust force acts on the movable pulley half 38. Is prevented.

A planetary gear type reduction mechanism 14 of a forward / reverse rotation mechanism provided at the right end of the drive shaft 6 has a sun gear 45 spline-coupled to the drive shaft 6 and a planetary carrier whose inner periphery is rotatably supported on the drive shaft 6. 46, a ring gear 48 formed on the outer periphery of a ring gear side plate 47 whose inner periphery is rotatably supported by the drive shaft 6, and inner planetary gears 49 and outer planetary gears 50 supported by the planetary carrier 46. The inner planetary gears 49 and the outer planetary gears 50 mesh with each other, and the inner planetary gears 49 mesh with the sun gear 45 and the outer planetary gears 50 mesh with the ring gear 48.

The inner circumference of the planetary carrier 46 and the inner circumference of the ring gear side plate 47 are provided between the right side surface of the sun gear 45 splined to the drive shaft 6 and the thrust washer 51 fixed to the right end of the drive shaft 6. It is supported via thrust bearings 52, 53, 54. That is, the inner peripheral left side of the planetary carrier 46 is superimposed on the right side of the sun gear 45 via the thrust bearing 52, and the inner peripheral left side of the ring gear side plate 47 via the thrust bearing 53 on the inner peripheral right side of the planetary carrier 46. And the left side surface of the thrust washer 51 is superimposed on the inner peripheral right side surface of the ring gear side plate 47 via the thrust bearing 54.

As described above, the sun gear 45, the planetary carrier 46, the ring gear side plate 47 and the thrust washer 51, which rotate relative to each other, are connected to the three thrust bearings 5.
2, 53, and 54, the number of parts can be reduced by minimizing the number of thrust washers and thrust bearings, and the thrust bearing 52 can be reduced because tolerance accumulation is reduced. , 5
The gap in the axial direction of 3, 54 is also reduced, and as a result, the number of shims for gap adjustment can be reduced.

The forward clutch 15 of the forward / reverse rotation mechanism is
A clutch outer 55 fixed to the right end of the sleeve shaft 36 and connected to the outer periphery of the planetary carrier 46
A clutch inner 56 coupled to the sun gear 45;
A plurality of friction plates 57 disposed between the clutch outer 55 and the clutch inner 56, a clutch piston 58 housed inside the clutch outer 55 and capable of pressing the friction plates 57, and a spring for pushing back the clutch piston 58 59. When oil is supplied to an oil chamber 60 defined between the clutch outer 55 and the clutch piston 58 to drive the clutch piston 58, the friction plates 57 are brought into close contact with each other and the clutch outer 55 and the clutch inner 56 are integrated. The sleeve shaft 36 is coupled to the drive shaft 6, and the drive pulley 13 rotates integrally with the drive shaft 6.

The reverse brake 16 of the forward / reverse rotation mechanism is slidably supported by the intermediate casing 3 and a plurality of friction plates 61 arranged between the outer periphery of the ring gear 48 and the inner periphery of the intermediate casing 3. The friction plate 61 is provided with a brake piston 62 that can be pressed, and a spring 63 that pushes back the brake piston 62. When oil is supplied to an oil chamber 64 defined between the brake piston 62 and the intermediate casing 3 and the brake piston 62 is driven, the friction plates 61 are brought into close contact with each other and the ring gear 48 is connected to the intermediate casing 3. You. Thus, the rotation of the drive shaft 6 is transmitted to the clutch outer 55 via the sun gear 45, the inner planetary gears 49, the outer planetary gears 50, and the planetary carrier 46. This allows
The rotation of the drive shaft 6 is reduced and transmitted in reverse to the drive pulley 13.

The ball bearing 10 supporting the drive shaft 6 and the sleeve shaft 36 is sandwiched between the intermediate casing 3 and a bearing holder 66 fixed by bolts 65 penetrating the intermediate casing 3. The head of the bolt 65 is disposed in the oil chamber 64 of the reverse brake 16, so that the outer diameter of the brake piston 62 is smaller than when the oil chamber 64 is formed radially outside the bolt 65. The size of the reverse brake 16 can be reduced by downsizing.

An oil passage 67 for supplying oil to the oil chamber 41 of the drive pulley 13 by two oil supply tubes coaxially fitted inside the right end of the drive shaft 6, and a forward clutch 15.
An oil passage 68 for supplying oil to the oil chamber 60 and an oil passage 69 for lubricating the forward clutch 15 are formed. The oil passage 67
The oil that has flowed between the drive shaft 6 and the sleeve shaft 36 diverges right and left along the outer periphery of the drive shaft 6 to lubricate the pair of needle bearings 34 and 35.

A pair of seal rings 70 and 71 are provided on the left side of the left needle bearing 35, and an intermediate position between the two seal rings 70 and 71 is the drive shaft 6.
Is communicated with an oil passage 72 formed inside the left end side. Therefore, part of the oil that has lubricated the left needle bearing 35 passes through the right seal ring 70 and is blocked by the left seal ring 71, flows into the oil passage 72 from there, and flows through the first oil pump drive gear 31. Lubricate the spline connection.

With the above configuration, it is possible not only to lubricate the spline connection portion of the first oil pump drive gear 31 without providing a special oil passage, but also to reduce the gap and shape of the abutment of the seal rings 70, 71. Only by adjusting, the amount of refueling can be adjusted.

Fixed pulley half 7 of driven pulley 20
5 is formed integrally with the driven shaft 7, and the movable pulley half 76 is slidably supported on the outer periphery of the driven shaft 7 via a ball spline. A partition member 77 fixed to the driven shaft 7, a partition member 78 fixed to the movable pulley half 76, and a movable pulley half 76
As a result, the movable pulley half 76 is fixed to the fixed pulley half 7
An oil chamber 79 that presses toward 5 is defined. A spring 80 for applying a predetermined initial load to the endless belt 21 is contracted in the oil chamber 79. Driven shaft 7
Partition member 77 of movable side pulley half 76 and partition member 78 of movable side pulley half 76
A canceller 81 facing the oil chamber 79 with the partition member 77 interposed therebetween is defined.

The starting clutch 19 provided at the left end of the driven shaft 7 is rotatably supported by a clutch outer 82 fixed to the driven shaft 7 and an outer periphery of the driven shaft 77 via a pair of needle bearings 83, 83. Clutch inner 84 and clutch outer 8
2 and a plurality of friction plates 8 arranged between the clutch inner 84
5, a clutch piston 86 housed inside the clutch outer 82 and capable of pressing the friction plates 85, and a spring 87 for pushing back the clutch piston 86. When oil is supplied to an oil chamber 88 defined between the clutch outer 82 and the clutch piston 86 and the clutch piston 86 is driven, the friction plates 85 are brought into close contact with each other, and the clutch outer 82 and the clutch inner 84 are connected. The clutch inner 84 rotates integrally with the driven shaft 7.

The parking gear 8 is provided on the clutch inner 84.
9 and the output gear 90 are integrally formed. A first intermediate gear 91 and a second intermediate gear 92 are integrally formed on the secondary shaft 8. The first intermediate gear 91 meshes with the output gear 90, and the second intermediate gear 92 The gear meshes with the final gear 93.

Belt-type continuously variable transmission T having the above structure
Connects the sleeve shaft 36 supporting the drive pulley 13 to the drive shaft 6 by engaging the forward clutch 15 of the forward / reverse rotation mechanism, and connects the output gear 90 to the driven shaft 7 by engaging the starting clutch 19. As a result, the rotation of the crankshaft 5 of the engine is controlled by the flywheel 12 → the forward clutch 15 → the sleeve shaft 36 → the drive pulley 13 → the endless belt 21 → the driven pulley 20 → the driven shaft 7 → the starting clutch 19.
→ output gear 90 → first intermediate gear 91 → second intermediate gear 92
→ The final gear 93 is transmitted via the path of the differential device 9, and the left and right axles are driven to rotate forward to move the vehicle forward.

If the reverse brake 16 is engaged instead of the forward clutch 15, the rotation of the drive shaft 6 is reduced and transmitted to the drive pulley 13 as a reverse rotation, as described above. The left and right axles can be driven in reverse to move the vehicle backward.

As described above, when the vehicle moves forward and backward,
By changing the groove width of the drive pulley 13 and the groove width of the driven pulley 20 by hydraulic pressure, the drive shaft 6
, The speed reduction ratio of the driving force transmitted to the driven shaft 7 can be changed steplessly.

Next, a control system of the traveling clutch (forward clutch 15 and reverse brake 16) will be described with reference to FIG.

An electromagnetic valve 96 is interposed between an oil pump 32 for pumping oil from an oil tank 95 and an oil chamber 60 of the forward clutch 15, and a solenoid valve 96 is provided between the oil pump 32 and an oil chamber 64 of the reverse brake 16. , An electromagnetic valve 97 is interposed. These two solenoid valves 96 and 97 are connected to an electronic control unit U, and a belt type continuously variable transmission T
The opening / closing control is performed in accordance with the shift position and the operation of the starter motor as described later.

As shown in FIG. 9, the forward clutch 1
5 and the reverse brake 16 are both disengaged, the second mass 26 side of the flywheel 12 is connected only to the drive shaft 6, the sun gear 45 and the clutch inner 56, and the inertia mass of the flywheel 12 is minimized. It is in.
In the figure, a solid line indicates a portion which rotates integrally with the flywheel 12 and bears a substantial inertial mass of the second mass 26 of the flywheel 12, and a broken line indicates a portion separated from the flywheel 12 and separated from the flywheel 12. 12 shows a portion of the 12th second cell 26 that is not related to the inertial cell.

When the forward clutch 15 is engaged from this state, as shown in FIG. 10, a planetary carrier 46, a ring gear side plate 47, a ring gear 48, an inner planetary gear 49, an outer planetary gear 50, a clutch outer 55, and a sleeve shaft 36 are provided. , Drive pulley 1
3, the endless belt 21, the driven pulley 20, the driven shaft 7, and the clutch outer 82
And the inertial mass of the second mass 26 of the flywheel 12 increases.

When the reverse brake 16 is engaged, as shown in FIG. 11, substantially the inertial mass of the second mass 26 of the flywheel 12 increases in substantially the same manner as when the forward clutch 15 is engaged. I do. However, in this case, since the ring gear side plate 47 and the ring gear 48 do not rotate, the ring gear side plate 47 and the ring gear 48 do not contribute to an increase in inertial mass.

Next, the operation at the time of starting the engine will be described with reference to the flowchart of FIG.

First, when the starter switch is turned on in step S1, if the starting clutch 19 is engaged in step S2, the starting clutch 19 is disengaged in step S3. When the starting clutch 19 is disengaged, the forward clutch 15 is engaged in step S4, and then the starter motor is operated in step S5. When the engine completely explodes in step S6, the forward clutch 15 engaged in step S4 is disengaged in step S7. The forward clutch 15 in steps S4 and S7 may be a reverse brake 16.

As described above, by engaging the forward clutch 15 (or the reverse brake 16) during the operation of the starter motor, the vibration at the time of starting the engine can be reduced.

That is, in FIG. 12, when the forward clutch 15 (or the reverse brake 16) is not engaged during the operation of the starter motor as in the prior art,
Because the inertia mass of the flywheel 12 is small, the vibration transmissibility changes along the broken line from A to B while the rotation speed of the flywheel 12 increases from the starter rotation speed to the idle rotation speed.
It changes like C. Since the rotation speed of B corresponds to the resonance rotation speed of the flywheel 12, a large vibration occurs at the rotation speed.

However, if the forward clutch 15 (or the reverse brake 16) is engaged during the operation of the starter motor as in this embodiment, the flywheel 1
When the inertial mass of the flywheel 2 substantially increases, the characteristic of the vibration transmissibility moves to the left as shown by the solid line, and the flywheel 1
2 becomes lower than the starter rotation speed. Accordingly, while the rotation speed of the flywheel 12 increases from the starter rotation speed to the idle rotation speed, the vibration transmissibility changes from D to E, and the occurrence of large vibration due to resonance is prevented. Thus, when the flywheel speed reaches the idle speed, the engagement of the forward clutch 15 (or the reverse brake 16) is released.

Since the engagement of the starting clutch 19 is released during the operation of the starter motor, no problem occurs even if the forward clutch 15 or the reverse brake 16 is engaged.

As shown in FIG. 13, the required performance of the flywheel 12 (ie, the magnitude of the inertial mass) after the start of the engine differs depending on the shift range of the belt-type continuously variable transmission T. That is, a large vibration reduction performance is required in the travel range (drive range or reverse range), but a vibration reduction performance similar to the travel range is not required in the stop range (neutral range).

Therefore, in this embodiment, when the shift range is in the running range, the forward clutch 15 (or the reverse brake 16) is engaged to substantially increase the inertial mass of the flywheel 12, and the shift range is reduced. When the vehicle is in the stop range, the engagement of the forward clutch 15 (or the reverse brake 16) is released to reduce the inertial mass of the flywheel 12.

That is, as is apparent from FIG. 13, the inertia of the flywheel 12 itself is set so that the required performance in the stop range is satisfied at the set rotation speed (idle rotation speed) (that is, through the point F). Set the mass to a minimum.
In the driving range, the forward clutch 15 (or
When the reverse brake 16) is engaged, the vibration transmission characteristic changes from the broken line state to the solid line state due to a substantial increase in the inertial mass.
, The required performance in the driving range can be satisfied (see point G).

If the inertia mass of the second mass 26 itself of the flywheel 12 for obtaining a large vibration reduction performance is increased, the ball bearing 2 supporting the second mass 26 is increased.
9 (see FIG. 3) increases the load, causing a decrease in durability, causing a decrease in fuel efficiency during idling in a stop range, and causing an increase in weight. However, in this embodiment, since the substantial inertial mass of the flywheel 12 is increased by engaging the forward clutch 15 (or the reverse brake 16), the load on the ball bearing 29 and the weight are increased. Never come. Further, by disengaging the forward clutch 15 (or the reverse brake 16) in the stop range, the inertial mass of the flywheel 12 can be minimized to prevent the fuel efficiency from deteriorating during idling.

Although the embodiments of the present invention have been described in detail, the present invention is not limited to the above embodiments, and various design changes can be made.

[0048]

As is evident from the foregoing description, according to the invention described in claim 1, belts CVT with transmission smell <br/> Te, a drive pulley and the drive shaft traveling clutch Since the engagement / disengagement is performed, the inertia mass of the flywheel itself is set to a minimum to improve the durability of the support portion of the flywheel, and the traveling clutch is engaged to improve the durability of the flywheel itself. by adding the inertia mass of the drive pulley to the inertia mass, that Ki is possible to improve vibration reduction performance by increasing the substantial inertia mass of flywheel.

Also, especially when starting the engine, the traveling clutch
At the time of idling after starting the engine.
Since the latch is disengaged, the flywheel
The resonance speed of the engine from the speed at engine startup
To prevent the occurrence of large vibrations due to resonance.
As a means to shift the resonance speed.
The latch can be used as it is, simplifying the structure
Can contribute.

According to the second aspect of the present invention,
By engaging the travel clutch in the travel range where a large inertia mass is required for the flywheel and disengaging the travel clutch in the stop range where only a small inertia mass is required for the flywheel, It is possible to obtain a suitable vibration reduction performance. Moreover, Ru can prevent deterioration of fuel consumption during idling by the inertia mass of flywheel in the stop range to a minimum state.

According to the third aspect of the present invention,
By disengaging the starting clutch provided between the driven shaft and the axle, there is no problem even if the traveling clutch is engaged when the engine is started.

[Brief description of the drawings]

FIG. 1 is a right side view of a transmission with a belt-type continuously variable transmission (a sectional view taken along line 1-1 in FIG. 2).

FIG. 2 is a sectional view taken along line 2-2 of FIG.

FIG. 3 is an enlarged view of a portion A in FIG. 2;

FIG. 4 is an enlarged view of a portion B in FIG. 2;

FIG. 5 is an enlarged view of a portion C in FIG. 2;

FIG. 6 is an enlarged view of a portion D in FIG. 2;

FIG. 7 is a sectional view taken along line 7-7 of FIG. 4;

FIG. 8 is a diagram showing a control system of a traveling clutch.

FIG. 9 is an explanatory diagram of an operation when the forward clutch and the reverse brake are not engaged.

FIG. 10 is an explanatory diagram of an operation when the forward clutch is engaged.

FIG. 11 is an explanatory diagram of the operation when the reverse brake is engaged.

FIG. 12 is a graph showing the relationship between flywheel rotation speed and vibration transmissibility.

FIG. 13 is a graph showing the relationship between flywheel rotation speed and vibration transmissibility.

FIG. 14 is a flowchart illustrating an operation.

[Explanation of symbols]

 Reference Signs List 5 crankshaft (engine output shaft) 6 drive shaft 7 driven shaft 13 drive pulley 15 forward clutch (running clutch) 16 reverse clutch (running clutch) 19 starting clutch 20 driven pulley 21 endless belt 25 first mass 26 second Mass 27 Spring U Electronic control unit (control means)

Continuation of the front page (72) Inventor Toshiyuki Yumoto 1-4-1 Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (56) References JP-A-5-296338 (JP, A) JP-A-4-29643 (JP, A) JP-A-1-238768 (JP, A) JP-A-1-197135 (JP, A) JP-A-64-35236 (JP, U) JP-A-63-97751 (JP, U) Kaihei 1-108450 (JP, U)

Claims (3)

(57) [Claims] 1. A belt type continuously variable transmission comprising an endless belt (21) wound around a drive pulley (13) supported on a drive shaft (6) and a driven pulley (20) supported on a driven shaft (7). Engine through (T)
Belt-type continuously variable transmission that transmits the output of the motor to the load side
A flywheel comprising a first mass (25) provided on an engine output shaft (5) and a second mass (26) provided on a drive shaft (6) via a spring (27). The wheels (12), the traveling clutches (15, 16) for engaging / disengaging the drive pulley (13) and the drive shaft (6), and the traveling clutches (15, 16) when the engine is started are engaged.
And the running clutch when idling after starting the engine.
The (15, 16), characterized in that a control means for disengaging (U), power transmission instrumentation with belt type continuously variable transmission
Place . 2. The traveling clutch (15, 16) is engaged when the shift range is in the traveling range, and the traveling clutch (15, 16) is disengaged when the shift range is in the stop range. 2. The belt-type continuously variable transmission according to claim 1, further comprising control means (U).
With gearing . 3. characterized by comprising a driven shaft (7) of the starting clutch (19) between the axle, the belt type continuously variable transmission with transmission instrumentation according to claim 1 or 2
Place .