JP2796968B2 - transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (A) Field of Industrial Application The present invention relates to a transmission, particularly a vehicle suitable for being mounted on an automobile.
More specifically, the torque transmission from two transmission paths
Has split drive function to combine and output
The present invention relates to a configuration of an input portion of a power transmission system. (B) Conventional technology Conventionally, as disclosed in JP-A-57-140956,
In a continuously variable transmission equipped with a continuously variable transmission (CVT),
Lock consisting of a centrifugal friction engagement clutch at the input part
Fluid coupling with up clutch (torque converter
Have been devised. The continuously variable transmission uses a centrifugal
And start running smoothly through the fluid coupling.
At the same time, slide the centrifugal clutch even at high torque to
Engine torque generated during knocking at low
The occurrence of torsional vibration due to fluctuations in torque has been reduced.
During high-speed and low-torque operations, such as during low-speed driving on flat roads,
The power loss caused by the fluid coupling.
Preventing. (C) Problems to be Solved by the Invention By the way, the above-described continuously variable transmission has a low speed (low ratio) state.
Locks up everything from state to high-speed (high ratio) state
Power is transmitted via a fluid coupling with a clutch
However, in general, torsional vibration due to engine torque fluctuation
The effect depends on the magnitude of the torque ratio,
(Low ratio) condition, large torque, low torque ratio
The ratio becomes smaller as it shifts to the (ratio) side. Therefore, the centrifugal friction that constitutes the lock-up clutch
As shown in FIG. 7, the capacity A of the
Set small to reduce torsional vibration during shio
Then, in the high-ratio state, as indicated by symbol C,
Lockup is not possible even during steady driving
As a result, on the high ratio side,
The clutch slips, causing power loss and reducing fuel consumption.
I will. Therefore, the present invention branches the transmission path into two systems,
Only the torque of the other transmission path via the lock-up clutch
And torsional vibration during low ratio
As well as the clutch slip at high ratios.
To provide a transmission that prevents occurrence
It is. (D) Means for Solving the Problems The present invention has been made in view of the above situation,
For example, referring to FIG. 1, the input unit (1)
A first transmission path (30) for transmitting the torque of the section (1) and the first transmission path (30);
Second transmission path (80) for transmitting the torque of the input section (1)
And the torque from these first and second transmission paths
To combine the two torques and output the combined torque to an output unit (70).
Gear device (20) for transmission to the transmission.
And the input unit (1) receives the torque from the power generation source.
A first input element (60) for inputting via the fluid coupling (40)
And a second input for directly inputting torque from the power generation source.
An input element (61), and said first input element
Transmitting the torque from (60) to the first transmission path (30)
And the torque from the second input element (61)
The power is transmitted to a second transmission path (80),
The torque from the power source is applied before the first input element.
A lock-up that can be directly transmitted to the first input element (60).
A clutch (50), and the first transmission path
Changes the rotation of the first input element (60) steplessly.
A continuously variable transmission (30), and
Up clutch (50) is combined with the gear unit (20)
Stepless speed change in the first and second power transmission paths
Carrying only the torque of the first transmission path (30)
A transmission is characterized in that: As an example, the lock-up clutch has a centrifugal friction
An engagement clutch (50) and a second transmission path
Consisting of a transfer device (80) and said gear device
Are connected to the first element (20) connected to the continuously variable transmission (30).
R), a second connected to the transfer device (80)
Third element connected to element (20S) and output (70)
Planetary gear unit (20) consisting of element (20C)
And a transfer device (80) and a second input element
By connecting (61), the first element (20R) and
Combining the torque from the second element (20S) and the third element
(20C) and transfer device (80)
By fixing, the rotation of the first element (20R) is reduced
And output from the third element (20C). (E) Action Based on the above configuration, the first input element (60) is not rotated.
Gear via a first transmission path comprising a step transmission (30)
Device (eg, first element 20R of planetary gear device 20)
And the rotation of the second input element (61) is
Gears via transmission path (eg transfer device 80)
Device (eg second element 20S of planetary gear device 20)
And the torque from both transmission paths is transmitted to the gear device.
And (from the third element 20C) to the output (70)
The continuously variable rotation is output. At this time, the second input element (61) and the second transmission path
The torque through (80) can be
From the power source without going through the clutch (50)
Lock-up clutch (50) is supported because of direct input
The first input element (60) and the first transmission
Only the torque through the road (30) is required, thus the stepless
Over the entire area of the output rotation consisting of
Even in the ratio state, the lock-up clutch
However, for example, with the same centrifugal friction engagement clutch as the conventional
Even if there is a
And does not slip. Note that the reference numerals in parentheses above refer to FIG.
And does not limit the configuration at all. (F) Embodiment First, an automatic continuously variable transmission to which the present invention is applied is described.
To explain the outline, the automatic continuously variable transmission 12 is shown in FIG.
As shown, the single planetary gear unit 20
Step transmission 30, transfer 80, reduction gear 71
Output member 70 and dual planetary gear
Forward and backward switching device 90 consisting of a device, furthermore a fluid coupling 40 and
Lock-up clutch consisting of a centrifugal friction engagement clutch
50, and a turbine runner 41 and
Input shaft 60 connected to the lock-up clutch 50
And a fluid coupling 40 comprising a sleeve fitted to the input shaft 60.
Has a direct input shaft 61 directly connected to the pump impeller 42
ing. Then, the planetary gear device 20 is
R interlocks with the secondary shaft 30a of the continuously variable transmission 30,
And the carrier 20C is interlocked with the output member 70, and
20S constitutes the locking means via the transfer device 80
Low one way clutch F and low coast & river
Brake B1 and high clutch C2
And is directly connected to the input shaft 61. In addition, the dual planetary gear device 90
Gear 90S is connected to the input shaft 60, and the carrier 90C is continuously variable.
Connected to the primary shaft 30b of the device 30 and
Connected to the input shaft 60 via the word clutch C1,
The gear 90R is connected to the reverse brake B2. Based on the above configuration, each click in the automatic continuously variable transmission 12
Latch, brake and one-way clutch
The operation is as shown in FIG. *
This shows that the lock-up clutch 50 can operate appropriately. Specifically, in the low speed mode L in the D range,
Outside the forward clutch C1 is connected,
The way clutch F operates. In this state, the engine
The rotation of the crankshaft is controlled by the lock-up clutch 50 or fluid.
It is transmitted to the input shaft 60 via the joint 40, and
When transmitted directly to the sun gear 90S of the sprocket 90
Transmitted to the carrier 90C via the forward clutch C1.
It is. Therefore, the dual planetary gear device 90
Belt-type continuously variable transmission 30 that rotates integrally with shaft 60 and rotates forward
To the primary shaft 30b of the
The rotation that has been appropriately shifted by the device 30 is the secondary shaft 30a.
From single planetary gear unit 20 to ring gear 20R
Is transmitted. On the other hand, in this state, the reaction force
The sun gear 20S is a transfer element via the transfer device 80.
Is stopped by the low one-way clutch F
The rotation of the ring gear 20R is reduced as the carrier 20C
From the axle via the reduction gear device 71, etc.
It is transmitted to the shaft 73. In the low speed mode L in a steady running state on a flat road
As shown in Fig. 8, the required torque capacity
Due to switching to the high-speed mode, the continuously variable transmission 30
Drive required torque in the low ratio condition
Quantity B _L Is low and in a low torque ratio (high ratio) state
Drive required torque C _L Is the same centrifugal clutch as before
With respect to the torque capacity A, it becomes lower at a certain rotation speed or more.
I have. Therefore, even in the low speed mode L, the clutch
Centrifugation when the power shaft (ie, the input shaft 60 of the transmission) is low
The clutch 50 is in the disengaged state and operates via the fluid coupling 40.
When the input shaft 60 reaches the specified number of revolutions, the centrifugal
The latch 50 is engaged and the input shaft 60 is connected to the engine crankshaft.
Rotate directly. At this time, the centrifugal clutch 50 is
At low speed (accelerator opening is almost constant)
(Stable driving on a flat road)
Engine torque directly without going through the torque converter 40.
Transmission in the closed state, but depress the accelerator pedal for acceleration, etc.
When it is engaged, it is driven from the torque capacity A of the centrifugal clutch 40
The required torque increases and the centrifugal clutch 50 slips.
I do. The input shaft 60 rotates directly connected to the engine crankshaft.
You. In high-speed mode H in the D range,
The high clutch C2 is connected in addition to the low clutch C1.
In this state, the speed is appropriately shifted by the continuously variable transmission 30 as described above.
The output normal rotation is taken out from the output unit 30a and
The signal is input to the ring gear 20R of the gear 20. one
Directly connected to the engine crankshaft at the same time
The rotation of the force shaft 61 is a high clutch C2 and a transfer device
Sun gear 20 of single planetary gear device 20 through 80
S to the planetary gear device 20
The torque of the ring gear 20R and the sun gear 20S is combined to
Output from carrier 20C. At this time, the sun gear 20S
Is transmitted through the transfer device 80.
To achieve a predetermined level without torque cycling.
Last torque is transmitted via the transfer device 80.
You. And the torque from the synthesized carrier 20C is
The power is transmitted to the axle shaft 73 via the reduction gear device 71 and the like. In the high-speed mode H, the input shaft 60 and the continuously variable transmission
30, the power transmission path, the direct input shaft 61 and the
Branch to the path that is transmitted power through the transfer device 80
(Split drive), and the torque
The charge depends on the torque ratio of the continuously variable transmission as shown in FIG.
Change. That is, it is transmitted via the centrifugal clutch 50.
Torque transmitted through the input shaft 60 and the continuously variable transmission 30
Torque) is the value of each torque
It becomes part of the transmission torque of the entire continuously variable transmission over the ratio.
As shown in FIG. 10, steady running on a flat road, that is, a flat road,
Drive at low speed with the accelerator pedal substantially constant
If the torque capacity A of the centrifugal clutch is
In contrast, the entire transmission (the transmission torque of the continuously variable transmission 30 +
Transfer torque of transfer device 80)
Required torque capacity B during O-drive _H Is small but haile
Required torque capacity C during Shio drive _H Becomes larger. Only
However, as described above, the centrifugal clutch 50
It suffices to carry a certain percentage of torque, so apparently,
The torque capacity (system capacity) of the centrifugal clutch 50 is A
_B (If the continuously variable transmission 30 is in mid-ratio drive,
A), A _C (When the continuously variable transmission 30 is
Required), the required torque capacity of the entire transmission
B _H (During mid-ratio drive) C _H (High ratio drive
Hour). In operation in the D range, the one-way
When the reverse torque is applied (when the engine is braked)
Free, but in the S range, low one way
Low coast & reverse brake B1 in addition to clutch F
Operates to transmit power even when reverse torque is applied. In the R range, low coast and reverse brake
The reverse brake B2 operates together with the rake B1. This state
In this state, the rotation of the input shaft 60 is controlled by a dual planetary gear
When the ring gear 90R is fixed at the
Enters belt-type continuously variable transmission 30 as reverse rotation from rear 90C
Is forced. On the other hand, low coast & reverse brake B1
Sun gear of single planetary gear unit 20 based on operation
20S is fixed, so the reverse from the continuously variable transmission 30
The rotation is reduced by the planetary gear device 20 and the output member 70
Is taken out. In the P range and N range, low cost &
The reverse brake B1 may be operated. Next, an embodiment of the present invention will be described with reference to FIG.
explain. The continuously variable transmission 12 is a transmission composed of three parts.
The case 15 has an input shaft 60 directly connected to the case 15.
The input shaft 61 and the input shaft 30b of the continuously variable transmission 30 rotate coaxially.
It is rotatably supported to form the first shaft, and is continuously variable.
The output shaft 30a of the transmission 30 and the gear shaft 70a are rotatable coaxially.
To form a second shaft. Furthermore, on the first axis
Means lock-up clutch 50 and fluid coupling 40, forward
Clutch C1, high clutch C2, low coast & reverse
Brake B1, reverse brake B2, low one-way class
Operating unit 10 consisting of a switch F, constitutes a forward / reverse switching device
The dual planetary gear unit 90 and the hydraulic pump 17 are provided.
And a single planetary gear on the second axis.
Device 20 is provided. Further, the first shaft portion will be described with reference to FIG.
The coupling 40 is a coupling connected to the engine crankshaft.
A pumping case 43.
A spline 42b is formed and a spline is formed at the base.
Is formed and fixed to the directly connected input shaft 61 consisting of the sleeve shaft
Have been. Further, the turbine liner 41 of the fluid coupling 40 is
The boss 45 is fixed to the boss 45, and the boss 45 is directly connected to the input shaft 61.
To the input shaft 60 which is inserted through the needle bearing
Splines are joined. Furthermore, the case 43
Japanese Patent Application Laid-Open No. 60-69332 discloses a centrifugal friction clutch.
The clutch 50 is provided through a damper 51.
And is fixed to the turbine boss 45. Also,
The pump 17 is located in a portion of the base 15 adjacent to the fluid coupling 40.
Is provided, and the rotor of the pump 17 is
It is connected to the shaft 61. The projecting portion 15a formed on the case 15 is
The input shaft 61 is directly connected via a needle bearing
Of the transfer device 80
The input sprocket 81 is supported via bearings
You. Further, the boss of the sprocket 81 is a free wheel.
When connected to the case protrusion 15a via F
In addition, a flange 85 extends in the outer radial direction. The
Splines are formed on the inner and outer surfaces of the flange of the flange 85
And formed on its outer peripheral spline and case 15.
Low-course consisting of multiple disc brakes between splines
And reverse brake B1 is interposed. Also, hula
Between the spline of the flange 85 and the connecting boss 62
High clutch C2 consisting of multiple disc clutches
The connecting boss portion 62 is directly connected to the input shaft 61 via a damper 63.
Are linked. On the other hand, a dual planetary gear
When the sun gear 90S of the device 90 is splined,
In addition, a flange 91 extends in the outer diameter direction. Also, enter
The tip of the power shaft 60 is the primary shaft of the belt type continuously variable transmission.
The shaft 30b is fitted and aligned via the bearing,
Of the pressure adjusting cam mechanism 34 fixed to the shaft 30b.
The carrier 90C is spline-coupled to the force side cam portion 34a.
You. Further, the carrier 90C has a first pinion 90P1 and a
2 pinion 90P2 (Fig. 1) is supported and the connecting part
A member 92 extends in the outer diameter direction, and a flange portion of the connecting member 92 is provided.
Inner diameter spline and outer diameter spline of the flange 91
Forward clutch consisting of a multi-plate clutch between the line
Switch C1 is provided. In addition, fix the ring gear 90R
Support member 93 is rotatable with respect to the carrier boss.
And a flange outer peripheral surface of the support member 93.
Between the spline and the spline formed in the case 15.
A reverse brake B2 consisting of a rake is interposed. And the low coast & reverse brake brake
Key B1 and high clutch C2, and reverse brake B2 and brake
Actuator according to the present invention is provided between
Eta unit 11 is provided and this actuator
Unit 11 is an adjoining forward / reverse switching device
Actuator 11a and the low-speed mode switching device
It is composed of the actuator 11b. And the actuator
Units 11 are arranged at predetermined intervals in the circumferential direction
Motor 100 for forward / reverse switching device and low / high speed mode switching
It has device motors 130 and these motors are commutators
Rotating magnetic field motors such as motors and step motors, servo motors
Motors and electric motors such as ultrasonic motors.
Electromagnetic brake, etc. so that the
(A speed change motor 16 to be described later)
This is the same as the holding means 167 of FIG. 6 and is not shown). Also,
A female screw portion 106 is provided in the case 15 on the inner diameter side of the motors 100 and 130.
Are fixed, and a ball 1 is
07 for forward / reverse switching device and low / high speed mode switching
Female screw portions 109 and 139 for the device are screwed adjacently.
Further, pressing members 115 and 145 are provided in these female screw portions, respectively.
Are fixed so that they cannot rotate and slide.
Teeth are formed on the outside of the female thread, respectively.
The teeth are geared to the output gears 100a and 130a of the motors 100 and 130, respectively.
Meshing via 116 and 146. In addition, these pressing parts
Lugs 115 and 145 are formed with back to back
Connection member whose movement is restricted by a retaining ring.
102 and 132 are respectively inserted slidably in the axial direction,
The lugs and the connecting members 102 and 132
The coil springs 111 and 141 are contracted, respectively. Also, press
The regulating members 117 and 147 fixed to the pressure members 115 and 145
Other connecting members 1 via ball bearings 110 and 140, respectively
03 and 133 are provided, and these connecting members 103 and 133 are
They can contact the disc springs 119, 149 of the brakes B2, B1, respectively. So
Then, the one connecting members 102 and 132 are back-to-back
And extends in the inner diameter direction. On the other hand, the direct input shaft 61
Rotatable and axially movable via needle bearing
Piece members 120 and 150 are supported, and these piece members 120 and 150 are supported.
And the connecting members 102 and 132 are respectively the last bearing 1
Abut via 13,143. In addition, the connection member 92
A support member 112 is fixed to the tip of the flange with a retaining ring.
The receiving portion 112a fixed to the tip of the support member 112
It supports the middle part of 05. The disc spring 105 is on the tip side
So that the forward clutch C1 is in the connected state
Is biased, and its proximal end is in contact with the piece member 120.
doing. The disc spring 105 is in contact with the clutch C1.
At a certain position, the reaction force is mostly received by the support member 112.
To the thrust bearing 113 via the bridge member 119.
The acting thrust force is set to be small.
You. At the same time, a retaining ring is attached to the tip of the flange of the flange 85.
Holding member 142 is fixed and fixed to the tip of the supporting member 142
Receiving portion 142a supports the intermediate portion of the disc spring 135.
You. The disc spring 135 is connected to the high clutch C2
And the base end side
Are in contact with the piece member 150. Further, as shown in FIG.
Imari pulley 31, secondary pulley 32 and both pulleys
Belt 33 wound around the pulley, and both pulleys
Each of the fixed sheaves 31a and 32a and the movable sheaves 31b and 32b
You. Further, the primary pulley 31 is integrated with the input shaft 30b.
The fixed cam 34a and the fixed sheave 31a
The movable cam portion 34b that is in pressure contact with the
Pressure adjusting cam mechanism that applies an axial force corresponding to the transmission torque
34 are provided, and the movable sheave 31b is a fixed sheave 3
Only the boss of 1a can slide freely via the ball spline
It is supported, and a ball screw mechanism 35 is on its back
It is arranged. The ball screw mechanism 35 has its bolt 35a
Is installed so that the rotation position can be adjusted with respect to the case 15, and
No axial movement to input shaft 30b via thrust bearing
It is fixed to the adjustment member 38 connected to the
The nut 35b is connected to the movable sheave 31b via a thrust bearing.
And are connected so as to move integrally in the axial direction. one
On the other hand, the secondary pulley 32 has its fixed sheave 32a
0a is rotatably supported by the case 15 integrally with
The movable sheave 32b is connected to the output shaft 30a via a ball spline.
Only sliding is supported. Further, the movable sheave 32
A ball screw mechanism 36 is provided on the back of b, and the
Bolt part 36a is installed on case 15 so that the rotational position can be adjusted
And axially through the thrust bearing to the output shaft 30a
It is fixed to the adjustment member 39 which is immovably connected, and
Nut 36b is movable sheave 3 through thrust bearing
It is connected so as to move integrally with 2b in the axial direction. Then, the primary pulley 31 and the secondary pulley 32
An operation shaft 160 is rotatably supported therebetween. What
4 is an exploded view, so the operation shaft 160 is drawn upward.
However, actually, the operation axis 460 is the input axis 3 in front view.
0b and an intermediate portion between the output shaft 30a. And the
A circular gear 161 and a non-circular gear 162 are fixed to the operation shaft 160.
The circular gear 161 has a nut on the primary pulley 31 side.
Mesh with the wide circular gear 35c fixed to the
The non-circular gear 162 is
Meshes with a spiral non-circular gear 36c fixed to the slot 36b.
I agree. The circular gear 161 is a spur gear or helicopter.
Transmission gears via a two-stage gear train 165 composed of
The output gear 166a is connected to an output gear 166a. Speed change motor 166
Consists of an electric motor and its output shaft has an electromagnetic brake
167 is installed, and the electromagnetic
When the brake 167 is operated, the reversible transmission gear train 165 and
Both pulleys 31, 32 are shifted at a specified speed regardless of the ball screw mechanism 35, 36
May be held in position. In addition, the single planetary gear device 20 has a second shaft.
The ring gear 2 is disposed on the gear shaft 70a
0R is the flange of the output shaft 30a of the belt-type continuously variable transmission 30
It is connected to. Also, the sun gear 20S is attached to the gear shaft 70a.
A sprocket 82 is integrally supported rotatably, and
The pinion 20P is rotatably supported on the gear shaft 70a.
Carrier 20C is fixed. On the other hand, a sprocket mounted integrally with the sun gear 20S on the second shaft.
And the low one-way clutch F
Between the sprocket 81 and the silent chain 83
It is hung, with these sprockets and chains
The transfer device 80 is configured. In addition, the gear shaft 70a outputs the gear 71a by integrally forming the gear 71a.
Constitutes the member 70, and the gear 71a is fixed to the intermediate shaft 72
Gear 71c. Furthermore, the intermediate shaft 72
Is formed with a small gear 71d, and the gear 71d is a differential gear.
Meshes with the ring gear 75a fixed to the vehicle device 75.
You. The reduction gear 71 is constituted. Also, differential gearing 75
The left and right front axle shafts 73 extend. Next, the operation of the present embodiment will be described. The rotation of the engine crankshaft turns the coupling case 43
And the centrifugal clutch
50 or through the fluid coupling 40 to the input shaft 60,
The rotation of the input shaft 61 drives the pump 17 and the damper 63.
Through the connecting boss 62, and the input shaft 60 is
Transmitted to sun gear 90S of al planetary gear unit 90
Is transmitted to the flange 91. And in the D range and S range,
The changer motor 100 is in the home position,
Forward clutch C1 is engaged based on the urging force of the spring 105
Reverse brake B2 is in the released state.
You. In this state, the dual planetary gear device 90 is
The gear 90S and the carrier 90C are integrated, so that the ring
Gear 90R also rotates integrally, and forward rotation is a belt-type continuously variable transmission
The power is transmitted to the input shaft 30b of the device 30. In addition, mounted on the vehicle
If the transmission is in the forward state, the reverse
It is overwhelmingly longer than
Data 100 is in the home position and
And the reaction based on the urging force of the disc spring 105 to the clutch C1.
Most of the force is generated by the receiving portion 112a and the support member 112.
Reaction force acting on the thrust bearing 113
Is small and the disc spring 105 is rotating with the clutch C1.
Therefore, the bearing 113 is in a rotating state, but its load (P
V value) is kept low, so the motor 100 and
It does not cause a problem in the durability of the strike bearing 113.
No. The rotation of the input shaft 30b is transmitted to the pressure adjusting cam mechanism.
And the fixed sheave 31a of the primary pulley 31 and
It is transmitted to the movable sheave 31b via the ball spline.
You. At this time, the pressure adjusting cam mechanism 34 operates the input shaft 30b.
The axial force corresponding to the force torque is applied to the sheave 31a via the disc spring.
Acts on the back, while the other sheave 31b
Correspondingly, the ball screw mechanism 35 is fixed in its length direction
State and therefore sheaves through thrust bearings
An equivalent reaction force acts on the back of 31b,
The Mari pulley 31 is a belt with a clamping force corresponding to the input torque.
Hold 33. Furthermore, the rotation of the belt 33 is
It is transmitted to the shaft 32 and further transmitted to the output shaft 30a. Also,
When transmitting the belt, the throttle opening and vehicle speed
The speed change motor 166 is controlled based on a signal from the sensor.
Then, the operation shaft 160 is rotated via the gear train 165. You
The primary pulley 31 via the circular gears 161 and 35c.
While the nut portion 35b of the side ball screw mechanism 35 rotates,
Secondary pulley 32 side boring through non-circular gears 162 and 36c
The nut 36b of the screw mechanism 36 rotates. This allows
Between the bolts 35a, 36a that are stopped from rotating in the case 15.
The nut portions 35b and 36b rotate relative to each other, and the ball screw mechanism 35 and
36 has movable sheaves 31b and 32b via thrust bearings
Move the primary pulley 31 and secondary pulley 32
A predetermined effective diameter is set, and a set torque ratio is obtained. Naoko
In this case, both ball screw devices move linearly,
Difference between the original moving amount of the movable sheave specified by
However, the secondary pulley 32 has non-circular gears 37b and 36c.
, The movable sheave has its original travel
Is moved by an amount that matches with. In addition, both sheaves 31a, 31b
And 32a, 32b, the belt clamping pressure is
On the 1 side, the input shaft 30b is connected via a thrust bearing.
It does not act on the case 15 by acting as a pull,
Similarly, pull the output shaft 30a on the secondary pulley 32 side as well.
It does not act on the case 15 because it acts to stretch it. Further, the rotation of the output shaft 30a of the belt-type continuously variable transmission 30 is
Transmission to ring gear 20R of single planetary gear unit 20
And transmitted to the gear shaft 70a via the carrier 20C.
You. In the case of the low speed mode L in the D range,
The speed mode switching device actuator motor 11b is
When the motor 130 is rotated to a predetermined position,
32 is displaced through the thrust bearing 143 and the bridge member 150
135 slightly moved against its biasing force.
In this state, if the high clutch C2 is released
Both low coast & reverse brake B1 is released
You. Therefore, as shown in FIG.
Latch F is in operation, and carry from ring gear 20R.
When transmitting torque to gear 20C, sun gear 20S receives a reaction force.
However, the sun gear 20S is connected via a transfer device 80.
The rotation is stopped by the low one-way clutch F,
The single planetary gear device 20 constitutes a reduction mechanism.
You. As a result, the output shaft 30a of the belt-type continuously variable transmission 30 is
The rotation is simply reduced by the single planetary gear set 20.
Gears 71a, 71c, intermediate shaft 72, gear 71d and mount
The speed is further reduced via the reduction gear device 71 including the gear 75a.
Left and right front axle via differential gearing 75
To the shaft 73. In the low speed mode L, when the vehicle starts, the input shaft 60
The rotation speed is low, the centrifugal clutch 50 is in the released state,
Engine crankshaft rotation is smooth via fluid coupling 40
Is transmitted to the input shaft 60 and starts without shock
You. When the rotation speed reaches a predetermined value, the centrifugal clutch 50
Are engaged, but the torque capacity of the centrifugal clutch 50 is relatively large.
Engine torque such as knocking is set low.
Low ratio drive with fluctuations and large effects
In the centrifugal crack having the low torque capacity A.
The motor 50 slides, and the torque fluctuation of the engine is transmitted to the fluid coupling 40.
And does not significantly affect the entire continuously variable transmission 12.
No. In the low-speed mode L, as shown in FIG.
Even if the continuously variable transmission 30 is in the high ratio state,
Required torque capacity C for steady road running _L Is a centrifugal clutch
Lower than the torque capacity A of 50, the clutch 50
Transmits the required torque without occurring. When the throttle opening and the vehicle speed reach predetermined values,
Low-high-speed mode switching device by signal from control unit
Electric motor 130 is rotated to the home position
I do. In this state, the high clutch C2 is
5 engaged and low coast & reverse
The brake B2 is in the released state. Therefore, the planetary gear
The device 20 is connected to the link through a belt-type continuously variable transmission 30.
Gear 20R is given a predetermined rotation, and the
1 rotation is damper 63 and connecting member 62 and high clutch C
2 to the input sprocket 81,
The power is transmitted to the sun gear 20S via the spur device 80. What
At this time, the sprocket on the input side of the transfer device 80
81 is single planetary with low one-way clutch F
Since it receives the reaction force from the sun gear 20S of the gear device,
Prevents shift shocks caused by gripping
Switch C2 starts to rotate smoothly and the sun gear 20
Transmit torque to S. This allows belt-type continuously variable transmission
The torque that is continuously variable by the device 30 and the transfer device
Single planetary gear device 20
And the combined torque is transmitted from the carrier 20C to the gear shaft 7
It is transmitted to 0a. Further, similarly to the low-speed mode L described above,
Left and right front via the speed gear 71 and the differential gear 75
The power is transmitted to the axle shaft 73. In normal driving, the high-speed mode state is the low-speed mode.
The usage time is overwhelmingly longer than
Motor 130 is in the home position.
And the thrust bearing 143
The reaction force from the disc spring 135 acting on the
The load (PV value) is kept low. Further, in the high-speed mode H, the transmission
Path between the transfer device 80 and the route via the transfer device 80
Lit drive, but via transfer device 80
Transmission path does not pass through the fluid coupling 40 from the direct input shaft 61.
Torque is transmitted, causing power loss due to fluid
And the path through the continuously variable transmission 30
Alternatively, the power is transmitted through the centrifugal clutch 50,
In the idle state, the centrifugal clutch 50 is in the engaged state.
To the required torque capacity carried by the split path
In contrast, the relatively small capacity clutch 50 described above is used.
It has a sufficient torque capacity (see Fig. 10),
The centrifugal clutch 50 transmits power without slipping,
There is no power loss. Downshift from high-speed mode H to low-speed mode L
If the transmission torque capacity increases momentarily
And the centrifugal clutch 50 slips to reduce shift shock.
You. In the low speed mode L in the S range, the low speed mode
The electric motor 130 for the mode switching device is rotated. Do
And the pressing member 145 together with the female screw portion 139 via the gear 146
Rotates and makes a screw motion with respect to the fixed male screw portion 106.
To the right by a predetermined amount. This allows the coil
One connecting member 132 moves in the same direction via
Disc spring via thrust bearing 143 and bridge member 150
135 rotates about the receiving portion 142a of the support member 142 as a fulcrum,
The urging force of the spring 135 against the high clutch C2 is released to
Release the clutch C2. Also, as the pressing member 145 moves,
And the other connecting member in the same direction via the bearing 141
Move, low coast & reverse bus via disc spring 149
Engage rake B1. In this state, low coast & re
The sprocket 81 rotates in both forward and reverse directions due to the berth brake B1.
Blocked, and therefore by negative torque such as engine braking
Also prevents rotation. High-speed mode in S range
Is the same as in the high-speed mode in the D range. On the other hand, in the R range, the electric motor 100 is energized and the gear 1
The rotation of the pressing member 115 through the
The male screw 109 is rotated. Then, the male screw part is fixed female
It moves in the axial direction while rotating with respect to the screw part 106,
One connecting means 102 is moved in the same direction via a spring 111
Through the thrust bearing 113 and the bridge member 120
A clock with the disc spring 105 as a fulcrum about the receiving portion 112a of the support member 112
To release the forward clutch C1. Ma
In addition, the movement of the pressing member 115 to the left in the drawing
Move the other connecting means 103 in the same direction via the
Engage reverse brake B1. In this case, the male screw part
109 fully engages brake B2 after releasing clutch C1
To move the coil spring 111.
When absorbed to prevent excessive deformation of the disc spring 105
In both cases, ensure the clutch and brake engagement timing
Hold. At the same time, the mode for the low-
130 also rotates to release high clutch C2 as described above.
Release and engage low coast & reverse brake B1
I do. At this time, similarly, the coil spring 145 is a deformation of the disc spring 135.
And disc springs 105 and 135 are applied to the motors 100 and 130.
Force acts as torque via ball screw mechanisms 101 and 131
But keep the motor in the specified energized state, or
Holding hand for brake (self-holding for ultrasonic motor)
With a step, the motor is maintained in the position described above. This state
In the state, the dual planetary gear device 90
The ring gear 90R is fixed by the
Rotation of the shaft 60 from the sun gear 90S via pinions 90P1 and 90P2
The carrier 90C as a deceleration reverse rotation,
The power is transmitted to the input shaft 30b of the continuously variable transmission 30. Also,
From the sun gear 20S of the single planetary gear unit 20
The reaction torque is applied to the sprocket 81 via the spur device 80.
Acts as reverse rotation, but low coast and reverse blur
The brake B1 is operating to stop the sprocket 81. In the N range and P range,
Hold the actuator 11b for the
And engage low coast & reverse brake B1
The home position of the electric motor 100 for forward / reverse switching
Slightly from the position, and move the pressing member 115 to the right by a predetermined amount.
Move. In this state, one connecting member 102 is
The disc spring 105 is moved by a predetermined amount via the member 120, and
Release clutch C1 and release reverse brake B2.
Keep released. Next, various modifications of the present invention will be described with reference to FIGS.
A further example will be described. 1 to 4
The same parts as in are marked with the same reference numerals and the description is omitted.
I do. The embodiment shown in FIG.
Using a hydraulic clutch.
Connected to the hydraulic actuator 5 to be operated and directly connected to the input shaft 61
The hydraulic pressure is supplied from the hydraulic pump 17 '. This
As a result, the hydraulic pump 17 'responds to the rotation speed of the input section.
A hydraulic pressure is generated and the hydraulic pressure causes the hydraulic clutch 50 to
Has a transmission torque capacity corresponding to the rotation speed of the motor. Next, change the actuator partially according to Fig. 6.
An example will be described. This embodiment is different from the actuator described above in that
Energizes the word clutch C1 and high clutch C2 to the connected state
That the springs 105 and 135 to be
There are differences regarding the placement of the latch and actuator.
You. That is, the forward / backward switching device actuator 11a and
The low-high speed mode switching actuator 11b
Parallel to the latches C1, C2 and the brakes B2, B1.
You. Specifically, the electric motors 100 and 130 are arranged in the axial direction.
And the output shafts 100a and 130a are arranged so as to protrude in the same direction.
And each ball screw mechanism 101, 131 is fixed female screw part 1 on the fixed side.
06 and 136 are also installed separately in the axial direction.
You. Further, male screw portions (integrated with the pressing members 115 and 145)
And one connecting member 102, 132 is a tension type coil spring 1
11 and 141, and the link members 120 and 150
Material 102,132 (via thrust bearing) and disc spring 10
5,135 are connected against the pulling direction. And
Forward clutch C1 is dual planetary gear unit 90
Of the connecting member 102 with respect to the
The connecting member 132 of the mode switching device actuator 11b is
With the clutch C2 and the low coast and reverse brake B1
Located between. (G) Effects of the Invention As described above, according to the present invention, the transmission path is two
Split drive mechanism that branches and synthesizes into the system
Fluid only in the first transmission path composed of the continuously variable transmission.
With coupling (40) and lock-up clutch (50) interposed
Therefore, it is not possible to output stepless rotation to the output unit.
However, the torque carried by the lock-up clutch (50) is
Part of the transmission torque of the entire transmission is sufficient, and
Even when the torque capacity of the clutch is low,
The required torque in the line can be sufficiently secured and the clutch slip
To reduce power loss and improve fuel efficiency
And torsional vibration due to engine torque fluctuations
The impact of is reduced, the ride comfort can be improved,
Further, the oil temperature based on the reduction of the torsional vibration and the improvement of the transmission efficiency
It is also possible to improve durability and reliability by preventing
Can be. In addition, a centrifugal friction engagement clutch
Using a latch (50) requires a complicated hydraulic control unit
Simplifies the structure and improves maintainability
it can. Furthermore, the planetary gear unit (20) is operated in high-speed mode.
Split drive mechanism, and in low-speed mode,
Low ratio drive in low speed mode
The torque is sometimes affected most by the torque fluctuation of the engine.
Vibration to a relatively small lock-up clutch.
In addition to being able to absorb more reliably,
The lock also applies to the required transmission torque during ratio drive.
Higher speed mode, which can be fully supported by up clutch
Lock down when shifting down from
The latch slips and shift shock can be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing a continuously variable transmission according to the present invention, and FIG. 2 is a diagram showing the operation of each element in each position. FIG. 3 is a sectional view showing a continuously variable transmission embodied in the present invention, and FIG. 4 is an enlarged view showing a main part thereof. FIGS. 5 and 6 are schematic views showing different embodiments. FIG. 7 is a diagram showing each torque with respect to the output speed in the conventional device, FIG. 8 is a diagram showing each torque with respect to the output speed in the low speed mode of the continuously variable transmission, and FIG. FIG. 10 is a diagram showing a transmission torque sharing ratio with respect to a step transmission torque ratio, and FIG. 10 is a diagram showing respective torques with respect to an output rotation speed in a high speed mode in the continuously variable transmission. DESCRIPTION OF SYMBOLS 1 ... Input part, 12 ... (stepless) transmission, 15 ... Case, 20 ... Gear device (simple planetary gear device for low-high-speed mode switching device), 20C ... 2nd element (carrier), 20R ... 1st
Element (ring gear), 20S: third element (sun gear), 30: first transmission path (belt-type continuously variable transmission),
40 ... fluid coupling, 41 ... turbine liner, 42 ... pump impeller, 43 ... case, 60 ... first input element (input shaft), 61 ...
Second input element (directly connected input shaft), 70 ... output unit, 80 ... second
Transmission path (transfer device).

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 47 / 06,47 / 08 F16H 37/02

Claims (1)

(57) [Claims] An input section, a first transmission path for transmitting the torque of the input section, a second transmission path for transmitting the torque of the input section, and inputting the torque from the first and second transmission paths. A gear device for combining the two torques and transmitting the combined torque to an output unit, wherein the input unit receives a torque from a power source via a fluid coupling. And a second input element for directly inputting torque from the power source, transmitting torque from the first input element to the first transmission path, and A first transmission path that transmits torque from an input element to the second transmission path, wherein the first transmission path is a continuously variable transmission that continuously changes the rotation of the first input element; Between the first input element and the first input element, the torque from the power source is supplied to the first input element. A lock-up clutch capable of transmitting directly to an input element, wherein the lock-up clutch is a first steplessly shifted first and second transmission path of the first and second transmission paths combined by the gear device; A transmission that carries only the torque of the transmission path. 2. The transmission according to claim 1, wherein the lock-up clutch is a centrifugal friction engagement clutch. 3. A first element connected to the first transmission path, a second element connected to the second transmission path;
And a third element connected to the output section, and wherein the second transmission path and the second input element are connected to each other to form the first element and the second element. The torque from the second element is combined and output from the third element, and the second transmission path is fixed, so that the rotation of the first element is decelerated and output from the third element. The transmission according to claim 1.