JP3162328B2 - V-belt type automatic transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method in which a V-belt is wound between a drive sheave on a drive shaft and a driven sheave on a driven shaft, and is movable by a drive sheave thrust generating mechanism on the drive shaft. The present invention relates to an in-vehicle V-belt type automatic transmission that automatically shifts gears by moving a sheave in an axial direction to change an effective winding diameter of a drive sheave.

[0002]

2. Description of the Related Art A V-belt type automatic transmission generally used in this type is capable of shutting off the power between a driving gear and a belt when the vehicle is idling, thereby providing a clutch function with a very simple structure, that is, a belt clutch. Functioning.

[0003] However, this belt clutch function is
If the engine is idling while the vehicle is slowly descending the slope, the power is cut off, so that the engine brake cannot be used, and a normal brake device such as a foot brake is used.

A V having such a belt clutch function
In contrast to the belt type automatic transmission, the V-belt type automatic transmission itself does not have a clutch function, and always keeps the power connected between the belt and the driving gearbox. As disclosed in JP-A-63-71424, there has been developed a transmission in which a centrifugal clutch and a one-way clutch are arranged between an engine and a V-belt type automatic transmission.

[0005] In FIG. 7, a V-belt type automatic transmission comprises:
Fixed sheave 101 and movable sheave 102 on drive shaft 100
And a driven gear 108 comprising a fixed sheave 106 and a movable sheave 107 on a driven shaft 105, and a V-belt 11 between the two gears 103, 108.
0 is wound around.

[0006] As a driving towing thrust generating mechanism, a cam plate 111 and a roller weight 11 are provided on the back of the movable sheave 102.
2 and the like, and the roller weight 11
The movable sheave 102 is moved to the fixed sheave 101 side by an increase in the centrifugal force applied to 2, and the effective winding diameter is increased. The driving wheel 103 and the V-belt 11 are also in the idling state so that the engine brake works.
Power is transmitted between zero.

[0007] A centrifugal clutch 116 is disposed between the crankshaft 115 and the drive shaft 100.
Reference numeral 16 denotes a roller 118 having a one-way clutch action.
Is built in, and power is transmitted only in one direction from the clutch outer 121 on the drive shaft side to the boss 120 on the crank shaft side.

In the structure shown in FIG. 7, when the engine is driven to drive the vehicle, if the engine speed rises above the idling state, the centrifugal clutch 116 is brought into the connected state, and the state is accelerated. Conversely, when coasting, that is, in an engine braking state in which the engine is driven by the inertial force of the vehicle, the engine rotation decreases to an idling state, and even if the centrifugal clutch 116 is disengaged, the one-way clutch roller 118 is not driven. Since the locked state is maintained, the reverse driving force acts on the engine, and as a result, engine braking can be expected.

[0009]

However, the structure as shown in FIG. 7 has the following problems. (1) Since the centrifugal clutch 116 is mounted, the size of the engine in the axial direction is increased, which impairs the vehicle mountability. That is, the centrifugal clutch 116 is connected to the crankshaft 11 of the engine.
5 and the drive shaft 100, the axial dimension of the engine is increased. In general, in a vehicle equipped with such a V-belt type automatic transmission, the engine is inevitably laterally arranged (crankshaft is not used) because the V-belt type automatic transmission is disposed on the side of the vehicle body for maintenance and inspection of the V-belt 110 and the like. (Parallel to the vehicle width direction), which makes it difficult to mount on a small vehicle with a narrow vehicle width.

(2) Since the centrifugal clutch 116 is mounted, the weight of the vehicle increases and the cost also increases. In particular, the centrifugal clutch 116 is a component that increases in weight as well as in volume, and in addition to that, there is an increase in weight due to an enlargement of the crankcase due to the extension in the axial direction, and the cost associated therewith increases.

[0011]

SUMMARY OF THE INVENTION It is an object of the present invention to keep the size in the axial direction compact and to keep the belt clutch function of the simple structure of the conventional V-belt type automatic transmission, but also to make the engine brake effective. It is an object of the present invention to provide a lightweight V-belt type automatic transmission that is lightweight and inexpensive.

In order to achieve the above object, according to the first aspect of the present invention, a V-belt is wound around a drive pulley on a drive shaft and a driven pulley on a driven shaft, and the drive control on the drive shaft is provided. In a vehicle-mounted V-belt type automatic transmission that automatically shifts by moving the movable sheave in the axial direction by changing the effective winding diameter of the drive sheave by a vehicle thrust generating mechanism, the movable sheave relative to the fixed sheave of the drive sheave The opening restriction device is provided for restricting the maximum opening position of the vehicle, and the opening restriction device disconnects the power transmission between the belt and the drive gear when idling to rotate so that the clutch is disengaged. A movable sheave between a position and a second maximum open position which is on the fixed sheave side of the first maximum open position and which connects the belt and the drive gear when the engine is idling to engage the clutch; Can be changed By, is characterized in that it is to have a belt clutch function in conjunction with the automatic shifting feature.

According to the second aspect of the present invention, the V
In a belt-type automatic transmission, a vehicle speed sensor for detecting a vehicle speed and a vehicle speed signal from the vehicle speed sensor are inputted, and the vehicle is regulated at a first maximum open position until a first predetermined speed is reached while the vehicle speed is increasing. When the vehicle speed is equal to or higher than the predetermined speed, the regulation range is changed from the first maximum open position to the second maximum open position. On the other hand, while the vehicle speed is decreasing, the control range is equal to or lower than the second predetermined speed lower than the first predetermined speed. And a control device for sending a control signal to the opening degree regulating device so as to change the regulation range from the second maximum open position to the first maximum open position.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is an explanatory diagram showing a skeleton style of a power transmission mechanism for a motorcycle having a V-belt type automatic transmission to which the present invention is applied. The engine includes a cylinder 1, a piston 2, and a crank. A transmission case 6 is integrally formed at the rear of the crankcase 3, and a bell-con case 5 and a bell-con cover 7 are sequentially attached to the right side of the crankcase 3. 13 is supported by the crankcase 3 at both ends.

In the bell-con case 5 and the bell-con cover 7, a drive shaft 8, a driven shaft 9, a drive shed 10, a driven shed 11, a V-belt 12 wound around the two sheds 10, 11 and the like. A V-belt type automatic transmission T is provided, and the V-belt type automatic transmission T is provided with an opening regulating device 29 capable of switching between the presence and absence of a belt clutch function. The input transmission shaft 2 is provided in the transmission case 6.
0, an intermediate transmission shaft 21, an output shaft 22, and the like, and a gear transmission G that switches between two forward stages and one reverse stage is disposed.

Referring to FIG. 2, the structure of the V-belt type automatic transmission T will be described in detail. The drive shaft 8 is taperedly fitted to the right end of the crankshaft 4, is integrally connected by a fastening bolt 17, and is cantilevered by a bearing 18. The drive sheave 10 includes a left fixed sheave 14 and a movable sheave 15 axially opposed to the fixed sheave 14 from the right.
The fixed sheave 14 is fixed to the drive shaft 8 in the rotation direction and the axial direction, while the movable sheave 15 is movable with respect to the drive shaft 8 in the axial direction, but is integrally formed with the drive shaft 8. It is fitted to rotate. Fixed sheave 14
A cooling fan 31 is formed on the left end surface of the cooling fan 31.

On the back side (right side) of the movable sheave 15, a spider 23, a plurality of governor weights 24,
Drive-gear thrust generating mechanism 19 composed of the gear 5 and the cover 26
Is provided. The plurality of governor weights 24 are rotatably supported by a plurality of pins 27 provided on the back surface of the movable sheave 15, and expand rightward due to centrifugal force as the rotation speed of the drive shaft 8 increases. It is designed to open. A connecting arm 35 that extends rightward through the spider 23 is formed on the rear surface of the movable sheave 15, and is fitted on the right end edge of the connecting arm 35 so as to be axially movable and rotatable on the drive shaft 8. The mating cover 26 is coupled, so that the movable sheave 15 and the cover 26 rotate integrally with each other, and can move in the axial direction integrally with the drive shaft 8.

The spider 23 is provided on the right side of the movable sheave 15 and has a pressure receiving roller 28 which is screwed to the drive shaft 8 and in which the governor weights 24 come into contact. The pressure adjusting spring 25 is contracted between the spider 23 and the cover 26, whereby the cover 26 is urged rightward.

The opening restriction device 29 includes a bearing 32 that is fitted to the outer peripheral surface of the drive shaft 8 via a slide metal 55 so as to be movable in the axial direction, a cylindrical cam 56 that changes the axial position of the bearing 32, The electric actuator 5 having a cam output shaft 57 into which the cylindrical cam 56 is fitted via a torsion spring 77.
8 and the like.

The inner ring of the bearing 32 is fitted on the slide metal 55 so as to move in the axial direction integrally therewith. The inner ring of the bearing 32 is axially fitted to an annular ridge 26 a formed at the inner peripheral end of the right surface of the cover 26. , So that the bearing 3
The right end face of the outer ring 2 can be brought into contact with the cam surface of the cylindrical cam 56. A stopper 45 for preventing the bearing 32 from falling off is fixed to the right end of the drive shaft 8.

The cylindrical cam 56 is rotatably supported by a boss 61 formed on the bell-con cover 7 via a bearing 62 and is fitted to the cam output shaft 57 so as not to fall off. A step 76 shown in FIG. 3 is formed. The lower end of a torsion spring 77 for exerting a waiting function is engaged with the stepped portion 76. The upper end of the torsion spring 77 is
As shown in FIG. 5A, the pin 78 driven into the upper end of the cam output shaft 57 is engaged with a predetermined initial torsion, and the torsion spring 77 causes the cam 78 to be viewed from above as shown in FIG. The cylindrical cam 56 is urged counterclockwise (in the direction of arrow R1) with a constant load against the output shaft 57 for use.

In FIG. 5A, the cam surface of the cylindrical cam 56 is formed in an oval shape having a top dead center P2 and a bottom dead center P1 at an interval of 180 °, and the bottom dead center P1 is located on the outer ring side of the bearing 32. A state in which the bearing 32 is restricted at the bottom dead center position by contacting the end;
As shown in FIG. 5B, between the state where the top dead center P2 is in contact with the bearing 32 and the bearing 32 is regulated at the top dead center position, the arrow R1
And the cylindrical cam 56 rotates in the direction of the arrow R2, whereby the bearing 32 can be repositioned in the axial direction within the range of the cam stroke S1.

At the upper end of the cylindrical cam 56, there is formed a step 79 which is opposed to the step 76 with which the torsion spring 77 is engaged at an interval in the circumferential direction. The pin 80 driven into the output shaft 57 is engaged, and the cylindrical cam 56 is locked so as not to rotate relative to the cam output shaft 57 in the direction of arrow R1. The positions of both steps 76 and 79 are approximately 90 ° from the top dead center P2 and the bottom dead center P1, respectively.
It is located at a distance.

Accordingly, when the cam output shaft 57 rotates in the direction of the arrow R1 from the bottom dead center position shown in FIG. 5A, the cylindrical cam 56 moves the pin 78, the torsion spring 77 and the stepped portion on the upper side in FIG. 5B, and from the top dead center position shown in FIG.
Is rotated in the direction of arrow R2, so that the lower pin 80
And it rotates integrally via the step part 79.

As shown in FIG. 5A, the bearing 32 at the bottom dead center position
The maximum open position (rightward movement position) of the movable sheave 15 is adjusted as shown in FIG. 2 by regulating the maximum rightward movement position of the cover 26 in the idling state.
The restriction is made at a first maximum open position where the 0 and V belt 12 are cut off. That is, the belt clutch function can be exhibited.

On the other hand, by regulating the maximum rightward movement position of the cover 26 by the bearing 32 at the top dead center position as shown in FIG. 5B, the maximum open position of the movable sheave 15 is changed to the idling state as shown in FIG. But the drive wheel 10 and V belt 12
Are regulated at the second maximum open position maintained in the connected state.

FIG. 4 is a perspective view of the opening restriction device 29. The electric actuator 58 includes an electric motor 64,
The electric motor 64 and the potentiometer 65 are provided with a reduction gear 66 and a potentiometer 65 for measuring a rotational position and a pivotal amount of the cam output shaft 57.
Connected to

The control device 59 is connected to a vehicle speed sensor (vehicle speed pickup) 60 disposed on the axle 67. A vehicle speed signal detected by the vehicle speed sensor 60 and a rotation position signal of the cam output shaft 57 detected by the potentiometer 65 are input to the control device 59, and a rotation instruction signal and a stop signal are issued to the electric actuator 58 based thereon. It has become.

As a specific control, while the vehicle speed is increasing, the cylindrical cam 56 is held at the bottom dead center position in FIG. 5A until the first predetermined speed V1 (for example, 7 km / h) is reached. Hold the state where the clutch function can be exhibited,
When the vehicle speed sensor 60 shown in FIG. 4 detects that the speed is equal to or higher than the predetermined speed V1, the control device 59 issues an instruction to the electric motor 64 to rotate the cam output shaft 57 by 180 ° in the R1 direction. 57 rotates 180 ° and FIG.
When the potentiometer 65 detects that it has reached the top dead center position shown in (1), a stop signal is issued to stop the cam output shaft 57.

On the other hand, while the vehicle speed is decreasing, the cylindrical cam 56 is held at the top dead center position in FIG. 5B until it reaches the second predetermined speed V2 (for example, 5 km / h), so that the belt clutch function cannot be exhibited. State, the vehicle speed sensor 6
When it is detected that the speed V2 is equal to or less than the predetermined speed V2, the control device 59 instructs the electric motor 64 to output the cam output shaft 57.
When the potentiometer 65 detects that the cam output shaft 57 has rotated 180 ° and has reached the bottom dead center position shown in FIG. 5A, a stop signal is issued and the cam is output. The output shaft 57 is stopped.

Returning to FIG. 2, the driven gear 11 will be described. The driven gear 11 includes a right fixed sheave 33 and a left movable sheave 34, and passes through a pressure adjusting mechanism including a cylindrical cam shaft 38, a roller supporting sleeve 46, a roller 50, a pressure adjusting spring 49, and the like. The power of the belt 12 is transmitted to the driven shaft 9 via a torsional damper 42 arranged at the right end of the driven shaft 9 while being supported by the driven shaft 9.

More specifically, the fixed sheave 33 is connected to the driven shaft 9 via a torsional damper 42 and integrally has a cam shaft 38 on an inner peripheral portion thereof, and is fixed to the driven shaft 9 in the axial direction. In addition, in the rotation direction, it can be twisted against the damper 42 within a certain angle range. The camshaft 38 has a plurality of cam guide grooves 51 extending spirally in the axial direction. A sleeve 46 fixed to the inner peripheral end of the movable sheave 34 is fitted to the camshaft 38 so as to be axially movable and rotatable. The movable sheave 34 is slidably engaged with the guide groove 51, and when the rotational torque from the V-belt 12 increases and the movable sheave 34 is twisted forward in the rotational direction, the cam action between the roller 50 and the cam guide groove 51 causes The movable sheave 34 is pushed toward the fixed sheave to increase the clamping pressure. A pressure adjusting spring 49 is contracted between a spring receiving ring 73 provided at the left end of the movable sleeve 34 and a spring receiving ring 74 provided at the left end of the cam shaft 38, and the movable sleeve 34 is moved by the pressure adjusting spring 49. It is urged to the fixed sheave side with a constant spring force.

[0033]

First, the operation of the entire power transmission path will be briefly described. In FIG. 1, the rotational force of the crankshaft 4 is controlled by a drive shaft 8, a drive gear 10,
The transmission is transmitted to the V-belt 12 and the driven gear 11, and is transmitted from the driven gear 11 to the driven shaft 9 via the torsional damper 42. The transmission is automatically shifted in response to the load from the side, and the torsional damper 42 eliminates the generation of the impact noise during the shift of the gear transmission G or the acceleration noise during the acceleration / deceleration.

The power transmitted from the driven shaft 9 to the input transmission shaft 20 of the gear transmission G is arbitrarily switched from a neutral state to a forward high state, a forward low state or a reverse state by operating the shift fork 127. And the intermediate transmission shaft 2
1 is transmitted to the propeller shaft 16 via the output shaft 22 and the bevel gears 85 and 86.

The operation of the V-belt type automatic transmission will be described.
When the engine is stopped, the drive pulley 10 is in a state shown in FIG. 2 and the driven pulley 11 is driven by the driven shaft O2 shown in FIG.
It is in a more front side state, and the governor weight 24 of the drive pulley 10 is closed. Since the cylindrical cam 56 is at the bottom dead center position, the bearing 32 is connected to the cover 26 and the connecting arm 35.
, The maximum open position of the movable sheave 15 is regulated by the first maximum open position, so that the belt clutch function can be exhibited. The movable sheave 15 has been moved rightward to the first maximum open position shown in FIG. 2 by the pressure adjusting spring 25, and the drive pulley 10 and the V-belt 12 have been cut off by the belt clutch function.

When the engine rotation is idling, the governor weight 24 slightly opens due to centrifugal force, so that the movable sheave 15 moves slightly to the left from the state shown in FIG. Power transmission with the V-belt 12 is shut off. That is, the drive pulley 10 and the V-belt 12 are still in a disconnected state by the belt clutch function.

When the engine speed further rises from the idling state, the governor weight 24 rotates further rightward by centrifugal force and pushes the roller 28 rightward, and the movable sheave 15 resists the pressure adjusting spring 25 by the reaction force. To the left, the power of the driving gear 10 and the V-belt 12 is connected by the belt clutch function, and the driven gear 11, the torsional damper 42, the driven shaft 9 and the gear are connected via the V-belt 12. Power is transmitted to wheels via the transmission G or the like, and the vehicle starts running.

Further, while the vehicle speed is increasing, the belt clutch function can be exerted as described above up to the first predetermined speed V1 (for example, 7 km / h), and power is connected by the belt clutch operation. .

When the vehicle speed exceeds the predetermined speed V1, a signal from the vehicle speed sensor 60 is transmitted to the control device 59, and the electric actuator 58 is operated to rotate the cylindrical cam 56 from the bottom dead center position in FIG. The bearing 32 is moved to the top dead center position shown in FIG.
Move one. Thereby, the maximum open position of the movable sheave 15 is narrowed leftward to the second position as shown in FIG.
The state where the belt clutch function cannot be exhibited is maintained.

Next, while the vehicle speed is decreasing, the second predetermined speed V2
Until (for example, 5 km / h), the cylindrical cam 56 maintains the top dead center position in FIG. 3 and the state where the belt clutch function cannot be exhibited is maintained. That is, the power transmission between the drive pulley 10 and the V-belt 12 is maintained so as not to be cut off even if the rotation is reduced to the idling state. Therefore, the engine brake during coasting can be used.

When the vehicle speed falls below the second predetermined speed V2,
The signal from the vehicle speed sensor 60 is transmitted to the control device 59, the electric actuator 58 is operated, and the cylindrical cam 56 is rotated in the direction of the arrow R2 from the top dead center position in FIG.
And returns to a state where the belt clutch function can be exhibited. Therefore, when the rotation is reduced to the idling state, the movable sheave 15 is opened to a substantially first maximum open position as shown in FIG. 2, and the power transmission between the drive sheave and the V-belt 12 is cut off.

When the diameter of the driven gear 10 increases, the movable sheave 33 of the driven gear 11 moves to the left by the V-belt 12 against the pressure adjusting spring 49, and the sheaves 33,
34 is widened, and the effective winding diameter is reduced. Further, during running, when the rotational torque increases and the movable sheave 34 of the driven shed 11 is twisted forward in the rotational direction with respect to the fixed sheave 33, the roller 50 is guided by the cylindrical cam groove 51. The sleeve 46 and the movable sheave 34 move toward the fixed sheave 33 to increase the clamping pressure of the V-belt 12 and increase the effective winding diameter of the driven gear 11. At this time, the rightward pressing force of the pressure adjusting spring 49 is also applied to the movable sheave 34.

As shown in FIG. 6, a predetermined vehicle speed for switching the electric actuator 58 is set to be lower than a predetermined speed V2 during the speed decrease and a predetermined speed V2 during the speed decrease.
By providing the hysteresis, the hunting phenomenon near the switching speed can be prevented.

The waiting mechanism of the opening restriction device 29 will be described. When the cylindrical cam 56 is rotated in the direction of the arrow R1 from the bottom dead center position shown in FIG.
When it is difficult to rotate, the cylindrical cam 56 temporarily stops at the bottom dead center position or in the middle of rotation.
7 rotates independently to a predetermined amount (to the top dead center position in FIG. 5B) while screwing the torsion spring 77. Therefore, the electric motor 64 is not stopped, and burns of the motor 64 can be avoided. The stopped cylindrical cam 56 is
When the cause of the stop is eliminated by the fluctuation of the rotation or some vibration, the restoring force of the torsion spring 77 causes an arrow R1.
5B, and is locked at the top dead center position in FIG. 5B by the engagement between the lower pin 80 and the step portion 79.

[0045]

[Other Embodiments] (1) Although only the vehicle speed is used in the above embodiment as an operating factor of the electric actuator 58 of the opening degree regulating device 29, in order to perform fine control, the vehicle speed is added to the vehicle speed. In some cases, feedback factors such as deceleration, engine throttle opening, engine rotation, presence / absence of brake operation, and speed of brake operation may be combined.

(2) In the illustrated embodiment, FIGS.
Although the cylindrical cam 56 reciprocates 180 ° in the R1 and R2 directions as described above, a structure in which the cylindrical cam 56 rotates continuously only in the R1 direction is also possible. In this case, even when changing from the top dead center position to the bottom dead center position, the torsion spring 77 is used.
Can exhibit a waiting function.

[0047]

As described above, according to the present invention, (1) the state in which the belt clutch function can be exhibited during the idling state by the opening degree regulating device 29 which regulates the maximum open position of the movable sheave 15; Since the belt clutch function can sometimes be switched to a state in which the belt clutch function cannot be exerted, the shaft shaft is compared with a structure in which a bulky centrifugal clutch or the like is arranged between a crankshaft and a drive shaft as in the conventional example of FIG. It is possible to provide a belt clutch function that can apply the engine brake while suppressing an increase in the directional dimension.

(2) It is possible to provide a lightweight and inexpensive V-belt type automatic transmission in which the engine brake can be expected, while leaving the normal belt clutch function of a simple structure.

(3) As in the second aspect of the present invention, the vehicle speed is detected by the vehicle speed sensor 60, and the belt clutch function is enabled at a low speed, and the belt clutch function is disabled at a predetermined speed or more. Since it is configured to switch, engine stall at low speed can be prevented, and engine braking during inertial running can be automatically applied.

(4) As described in the second aspect of the present invention, the predetermined speed which is an operating factor of the opening degree regulating device 29 for switching the maximum open position of the movable sheave 15 is determined when the vehicle speed increases and when the vehicle speed decreases. Since the hysteresis is applied so that the predetermined speed V1 at the time of ascending is higher than the predetermined speed V2 at the time of ascending, it is possible to prevent a hunting phenomenon of frequently switching near the predetermined speed, which is comfortable. Switching and running can be ensured.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a power transmission system of a motorcycle engine including a V-belt type automatic transmission to which the present invention is applied.

FIG. 2 is a cross-sectional view of the V-belt type automatic transmission shown in FIG. 1 cut along a cut surface passing through each shaft.

FIG. 3 is a cross-sectional view similar to FIG. 2, showing the drive gear change of the V-belt type automatic transmission in a state where a belt clutch function is disabled.

FIG. 4 is a perspective view of an opening regulating device.

5 is a cross-sectional view taken along the line VV of FIG. 2, in which A is a bottom dead center position, and B is a top dead center position.

FIG. 6 is a characteristic diagram showing a relationship between a position of a cylindrical cam and a vehicle speed.

FIG. 7 is a longitudinal sectional view of a conventional example.

[Explanation of symbols]

 Reference Signs List 8 drive shaft 9 driven shaft 10 drive shed 11 driven shed 12 V belt 14 fixed sheave (drive shed side) 15 movable sheave (drive shed side) 19 drive shed thrust generating mechanism 29 opening restriction device 33 fixed Sheave (driven shed side) 34 Movable sheave (driven shed side)

────────────────────────────────────────────────── ─── Continued on the front page (51) Int.Cl. ⁷ Identification code FI F16H 59:48 63:06 (56) References JP-A-6-330995 (JP, A) JP-A-2-21057 (JP, A) JP-A-8-42655 (JP, A) JP-A-3-38481 (JP, A) JP-A-9-112672 (JP, A) JP-A-63-246552 (JP, A) (58) Survey Field (Int.Cl. ⁷ , DB name) B62M 9/08 F16H 9/00 F16H 9/12 F16H 61/16 F16H 59:44 F16H 59:48 F16H 63:06

Claims (2)

(57) [Claims] 1. A V-belt is wound around a drive sheave on a drive shaft and a driven sheave on a driven shaft, and a movable sheave is moved in an axial direction by a drive sheave thrust generating mechanism on the drive shaft. In the V-belt type automatic transmission for vehicles, which automatically changes the speed by changing the effective winding diameter of the drive sheave, an opening control device is provided to regulate the maximum opening position of the movable sheave with respect to the fixed sheave of the drive sheave. The opening restriction device is configured to cut off power transmission between the belt and the drive gear when idling to rotate, thereby setting a clutch disengaged state at a first maximum open position, and fixed at a position higher than the first maximum open position. On the sheave side, when the idling rotation is performed, the belt and the drive sheave are connected to each other so that the clutch can be engaged with the second maximum open position. Belt clutch in addition to shifting function Automotive V-belt type automatic transmission, characterized by that way have a pitch function. 2. The vehicle-mounted V-belt type automatic transmission according to claim 1, further comprising: a vehicle speed sensor for detecting a vehicle speed; and a vehicle speed signal from the vehicle speed sensor being input to a first predetermined speed while the vehicle speed is increasing. Regulates at the first maximum open position, and when the speed exceeds a first predetermined speed, changes the restriction range from the first maximum open position to the second maximum open position. A control device that sends a control signal to the opening degree regulating device so as to change the regulation range from the second maximum open position to the first maximum open position when the speed falls below a second predetermined speed lower than the first predetermined speed. An in-vehicle V-belt type automatic transmission characterized by comprising: