JP3418227B2 - Vehicle with a vertically placed 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 FF in which a transmission having a belt type continuously variable transmission is connected to an engine.
More specifically, the present invention relates to a structure of a transmission that is vertically connected to an engine, and a vehicle-mounted structure of a vertically installed engine and a transmission.

[0002]

2. Description of the Related Art In a vehicle such as an automobile, it is known that an engine and a transmission are vertically arranged and coupled to each other to drive by an FF drive system. In this case, in the automatic shift system, the transmission is provided with an automatic transmission.

A conventional transmission having an automatic transmission will be described with reference to FIG. First, an engine 5 is mounted vertically in a vehicle front-rear direction in an engine room 2 of a vehicle 1, and a transmission 9 is mounted on the engine 5.
0 is coupled to the torque converter 33 and the automatic transmission 91.
Etc. are connected in series. Horizontally opposed engine, V
When the total length of the engine is short, such as a type engine, the engine 5 is arranged relatively forward. Therefore, the engine 5
A predetermined distance is secured between the rear end and the toe board 4 that partitions the engine compartment 2 and the vehicle compartment 3. In addition, the front differential device 8 is provided between the torque converter 33 and the automatic transmission 91 in consideration of the vehicle body structure, the front wheel position, and the like.
A transmission 90 in which 0s are arranged and these are integrated is known.

According to this transmission 90, the steering gear box 6 is arranged directly below the torque converter 33, and the cross member 7 as a vehicle body structural member is arranged around the steering gear box 6. Therefore, the front differential device 80 is in a position where it does not interfere with the torque converter 33, the steering gear box 6, and the cross member 7, and the axles taken out on the left and right of the front differential device 80 interfere with the front wheels 8 arranged at the optimum positions. It is possible to connect without it.

However, in the transmission 90, since the automatic transmission 91 is configured to extend rearwardly, the automatic transmission 91 bites into the passenger compartment 3 side from the toe board 4. In recent years, in particular, the automatic transmission 91 has become larger in size with an increase in the number of gear stages. Therefore, a tunnel 14 having a relatively large cross-sectional area is formed in the vehicle compartment 3, and the automatic transmission 91 is provided in the tunnel 14. It is housed and installed in a state that it bites into the 3 side. Therefore, the living range of the vehicle compartment 3 becomes narrower, and the arrangement of the accelerator pedal 9, the brake pedal 10, etc. is restricted. The toe board 4 is a partition and heavy objects cannot be attached to it.
The space of the part is not used effectively.

A belt type continuously variable transmission has already been proposed by the applicant of the present invention as a transmission for automatic transmission. According to this continuously variable transmission, since the speed is continuously changed, there is no interruption of power and the power transmission efficiency is improved. In addition, the output characteristics of the engine can be fully utilized, practical fuel efficiency is improved, and smooth gear shifting is possible without causing a gear shift shock. Since a larger step ratio can be set in the basic dimension, there is an advantage that it is possible to achieve both high gears during traveling and good starting characteristics.

Further, the continuously variable transmission is basically composed of a primary pulley, a secondary pulley and a drive belt wound around both pulleys, and has a very compact structure in which the length in the axial direction is shortened. In addition, the secondary pulley can be arranged at any position around the primary pulley, which provides a great degree of freedom in design and has an advantage that the power transmission path after the secondary pulley can be easily routed. Therefore, by adopting a belt type continuously variable transmission for the transmission of the vertically installed engine, a great effect can be expected.

Conventionally, regarding a transmission in which the above-mentioned vertically installed engine is combined with a belt type continuously variable transmission,
For example there is the prior art JP 51-8906 6 JP, connecting the continuously variable transmission via a torque converter to the engine. In a continuously variable transmission, place the output pulley below the input pulley, extend the output shaft of the output pulley straight to the engine side, and connect it to the differential device directly below the engine via the forward / reverse switching device. It is shown.

In the prior art of Japanese Patent Laid-Open No. 54-96654, an engine is connected to a continuously variable transmission via a centrifugal clutch and a forward / reverse planetary gear mechanism. Further, it is shown that the input side belt wheel of the continuously variable transmission is connected to the wheels via a clutch, and the output side belt wheel is connected to the wheels via a clutch and a gear device.

Further, in the prior art of Japanese Patent Application Laid-Open No. 2-150539, as a drive system of an FF-based part-time type 4WD vehicle, a secondary shaft of a continuously variable transmission is extended forward and a pair of reduction gears are provided. Via the front drive shaft. Further, it is shown that a differential case is provided below a housing provided with a torque converter, a front differential device is accommodated in this case, and a front drive shaft is configured to be transmitted to the front differential device.

[0011]

By the way, in the above prior art, in the first prior art, since the forward / reverse switching device is arranged on the output side of the continuously variable transmission, it does not exist even in the neutral position. Since the gear shift device is driven, power loss, fuel consumption, etc. deteriorate. Further, since a large output pulley, a forward / reverse switching device, and a differential device are arranged below the engine, the overall height becomes extremely high, which causes various problems in an actual vehicle-mounted state.

In the second prior art, the FR drive system is used, and therefore it cannot be applied to the FF drive system of the present invention.

In the third prior art, since the secondary shaft is connected to the front differential device by a pair of reduction gears, it is possible to freely set the reduction ratio and the positional relationship between the secondary shaft and the front differential device. Missing. Further, since the front differential device is arranged below the torque converter, the overall height becomes high when actually mounted on the vehicle as in the first prior art.

In view of the above points, the present invention provides a compact vertical transmission having a belt type continuously variable transmission, and changes the body structure of the vertically arranged engine and transmission. The purpose is to be able to mount it in the engine room without it.

[0015]

SUMMARY OF THE INVENTION To achieve the above object, the present invention is directed to a vertical transmission in which an engine and a transmission consisting of a belt-type continuously variable transmission are combined and arranged vertically.
In a vehicle with a gear transmission , the above transmission
On the same axis of the engine output shaft via the starting clutch.
The primary shaft of the belt type continuously variable transmission is connected and
The transmission power of the belt type continuously variable transmission is set to the above primary shaft.
Output from a secondary axis that is parallel to the side of
The rear side of the starting clutch and the belt type
The front differential is located just below the continuously variable transmission.
Is installed and the output from the secondary shaft is
High-speed power consists of a speed reducer that reduces the speed change power and this reduction power.
Change the power transmission direction of the shifting power decelerated by the speed device.
Through a pair of orthogonal reduction gears to be replaced.
It is characterized in that it is configured to be transmitted to a differential device .

[0016]

According to the present invention having the above-described structure, the transmission has a starting clutch, a forward / reverse switching device, a belt type continuously variable transmission, a speed reducer and a front differential device, and is constructed in a compact integrated structure. Therefore, when this compact transmission is combined with the vertically installed engine, it can be mounted in front of the toe board in the engine room, and there is no bite into the passenger compartment. In addition, the front differential device is located directly below the forward / reverse switching device and the continuously variable transmission, so that it can be configured to transmit power to the front wheels at the optimum position without interfering with cross members, etc. The gearbox and cross member can be arranged without any trouble and the vehicle body structure need not be changed. Further, in a vehicle in which a transmission is connected to a vertically installed engine and mounted, for example, the power of the engine is input to a continuously variable transmission at a forward position of a forward / reverse switching device and continuously changed, and the speed reduction power is reduced by a reduction gear. Moreover, the direction is changed by the orthogonal gear and transmitted to the front differential device. Then, power is transmitted to and driven by the front differential device to the left and right front wheels to drive the vehicle forward with the FF drive system. In this case, the continuously variable transmission shifts the vehicle smoothly while shifting the speed.

[0017]

Embodiments of the present invention will be described below with reference to the drawings. The transmission will be described with reference to FIGS. 1 to 3. First, to explain the overall outline, as the vehicle-mounted structure in the engine room, the arrangement of the engine, toe board, steering gear box, cross member, front wheels, etc. is not changed, and in this state, the front differential position is set to drive the cross members and front wheels. Set it so that it does not hinder the operation. In this way, a wide space is provided above the front differential position, and the transmission 20 is made compact by making maximum use of the front-rear and left-right directions of this space.

Therefore, the transmission 20 has a main case 21, to which the side case 22 and the rear cover 23 are joined and integrally connected. The main case 21 is connected to the engine in a front housing chamber 21a, a cylindrical switching chamber 21b is provided immediately after the housing chamber 21a, and an elliptical transmission chamber 21c in the left-right direction is provided behind the switching chamber 21b. It is lined up. The switching chamber 21
b and the differential room 21 directly below the transmission room 21c
d is provided, and the rear side of the transmission case 21c and the differential chamber 21d is located behind the side case 22 and the rear cover 2.
It is configured to be covered by 3.

The housing chamber 21a of the main case 21 accommodates a torque converter 33 having a lock-up clutch 36 as a starting clutch, the switching chamber 21b accommodates a forward / reverse switching device 40, and the transmission chamber 21c. The belt type continuously variable transmission 50 is housed in the engine 5
It is placed coaxially with. In addition, the differential room 21
A front differential device 80 is accommodated in d, and the front differential device 80 is orthogonally arranged immediately below the forward / reverse switching device 40 and the continuously variable transmission device 50.
Further, the side case 22 and the rear cover 23 are attached to the speed reducer 7.
0 is housed so as to connect the continuously variable transmission 50 and the front differential device 80 to form an integrated structure.

The drive system of the transmission 20 will be described in detail. First, the crankshaft 30 of the vertically installed engine 5 is driven by the converter plate 32 via the drive plate 31 and the pump impeller 33a of the torque converter 33.
Connect to. Turbine runner 3 of torque converter 33
3b is connected to the turbine shaft 34, and the stator 33c is guided by a one-way clutch 35. A lock-up clutch 36 is integrally connected to the turbine runner 33b, and the lock-up clutch 36 is installed so as to be engageable with or disengageable from a converter cover 32 that is connected to the drive plate 31.
3 or via the lockup clutch 36.

In the forward / reverse switching device 40, a primary shaft 51 of a continuously variable transmission 50 is coaxially arranged on a turbine shaft 34, and a double pinion type planetary gear 41 is provided on the turbine shaft 34 and the primary shaft 51. The double pinion type planetary gear 41 includes a carrier 45 that supports a sun gear 42, a ring gear 43, and two sets of pinions 44.
The turbine shaft 34 is connected to the sun gear 42, and the primary shaft 51 is connected to the carrier 45.

A forward clutch 46 is provided between the sun gear 42 and the ring gear 43, and a reverse brake 47 is provided between the ring gear 43 and the main case 21. Then, by engaging the forward clutch 46 and integrating the planetary gear 41, the turbine shaft 34 and the primary shaft 51 are brought into the forward position where they are directly connected. In addition, by engaging the reverse brake 47 and locking the ring gear 43, the reverse clutch 47 and the reverse brake 4 are brought to the reverse position in which the reverse power is output to the primary shaft 51.
7 is released to make the planetary gear 41 free so that the planetary gear 41 is in the neutral position.

The belt type continuously variable transmission 50 has a primary shaft 51 and a secondary shaft 54 arranged in parallel therewith. Both of the primary shaft 51 and the secondary shaft 54 are in the front-rear direction of the vehicle body, and the primary shaft 51 is at a relatively low position which coincides with the crank shaft 30, whereas
The secondary shaft 54 is arranged at a high place on the right side of the primary shaft 51. Then, the primary pulley 5 is attached to the primary shaft 51.
2, a secondary shaft 55 is provided with a secondary pulley 55, and a drive belt 57 is wound between both pulleys 52, 55.

The primary pulley 52 is a fixed pulley 52a.
On the other hand, the movable pulley 52b is movably fitted so as to change the pulley interval, and the movable pulley 52b is provided with the primary cylinder 53 which also serves as a piston. The secondary pulley 55 is also configured to have a fixed pulley 55a, a movable pulley 55b, and a secondary cylinder 56 that are similar to each other. Further, a balance chamber 58 (shown in FIG. 1) is provided inside the secondary cylinder 56, and the movable pulley 55b is initialized. The spring 59 is biased.
Here, towards the primary cylinder 53 from the secondary cylinder 56, Ru Tei is set <br/> constant as relatively pressure-receiving area is increased.

The main case 21 is shown in FIG.
As described above, the valve body 60 is mounted, and the valve body 60 is provided with the control valve 61 that electronically controls the line pressure, the primary pressure, and the like. A hydraulic circuit is configured so that the oil passage communicates with the primary cylinder 53. Then, the line pressure corresponding to the transmission torque is constantly supplied to the secondary cylinder 56, and the secondary cylinder 56 is clamped so that belt slip does not occur. In this state, the primary pressure is supplied to the primary cylinder 53 according to the traveling conditions, and the primary pressure of the drive belt 57 causes the primary pulley 5 of the drive belt 57 to move.
2. It is configured so that the ratio of the winding diameter with respect to the secondary pulley 55 is changed to continuously change the speed.

In the speed reducer 70, the pulley ratio of the continuously variable transmission 50 is small, for example, set to 0.5 to 2.5.
This is a deceleration correction to the same gear ratio as a normal transmission
The power output to the secondary shaft 54 at variable speed
Through the gear trains 73 and 74 including the shaft 71, the speed is reduced by two stages and transmitted to the front differential device 80. Therefore , it is laterally offset with respect to the primary axis 51.
At the rear of the secondary shaft 54 disposed Te, FIG.
As shown in FIG. 3, from the secondary shaft 54 to the primary
Axial center distribution in order on the obliquely downward line segment towards the front differential device 80 which is arranged in the lower part of the shaft 51 side
The counter shaft 71 and the pinion shaft 72 are arranged in parallel in a triaxial structure so as to be placed.

[0027] Then, the rear portion of the secondary shaft 54 coupled diameter drive gear 73a is integral with the reduction gear 73, the drive gear 73a is meshed with a larger diameter of the driven gear 73b of the counter shaft 71. In addition, the counter shaft 71
Is provided with a drive gear 74a of a counter gear 74, and this drive gear 74a meshes with a driven gear 74b of the pinion shaft 72, and the two gears 73, 74
Ri Ru is decelerated to a predetermined speed reduction ratio. These shafts 71 and 72 and gears 73 and 74 are provided in the side case 22 and the rear case .
Is more supported provided with bearings, it is decelerated power
Is connected to the differential device 80 by a drive pinion 75 for converting the power transmission direction at the front end of the pinion shaft 72.
Transmitted .

The front differential device 80 is
As shown in FIG. 3, the differential case 81 in the interior of the differential chamber 21d is rotatably disposed toward the lateral direction of the vehicle body, are I meshed drive pinion 75 to the crown gear 76 of the differential case 81 is perpendicular. So
Therefore, the deceleration motion decelerated by the speed reducer 70
The force is transmitted from the pinion shaft 72 to the differential device 80.
Drive pinion 75 and crown when transmitted to
The gear 76 is finally decelerated and
The power transmission direction is output to the left and right direction of the vehicle body.
Is converted to . A pinion 83 is provided by a pinion shaft 82 inside the differential case 81.
The left and right side gears 84, 85 mesh with the gear 3, and the side gears 84, 85 are connected to the left and right front wheels 8 by the axles 86, respectively.

Thus, the transmission 20 incorporates the torque converter 33, the forward / reverse switching device 40, the belt type continuously variable transmission 50, the speed reducer 70 and the front differential device 80 inside the main case 21, the side case 22 and the rear cover 23. It is constructed as an integrated structure. The overall shape is shorter than the conventional automatic transmission in the axial direction, the continuously variable transmission portion swells in the lateral direction of the vehicle width , and the differential device portion has the vehicle width smaller than that of the conventional automatic transmission . Almost center
It will be projected downward.

On the other hand, in order to obtain a hydraulic power source for controlling the continuously variable transmission , as shown in FIGS. 1 and 2 , the partition wall 1 is provided between the housing chamber 21a of the main case 21 and the switching chamber 21b.
5 is bolted, and an oil pump 16 (shown in FIG. 1) and a fixing member 17 (see FIG. 2 in FIG. 2 ) for supporting the oil pump 16 (shown in FIG. 1) and the one-way clutch 35 of the torque converter 33 are attached to the partition wall 15 .
(Shown) is installed. The oil pump 16 is connected to the converter cover 32 via the pump drive shaft 18 so as to always drive the pump during engine operation.

The on-vehicle state will be described with reference to FIG. The vehicle 1 has an engine room 2 at the front, and a vehicle room 3 is provided behind the engine room 2 by a toe board 4. In engine room 2, vertically installed engine 5
The transmission 20 is connected vertically in the longitudinal direction behind the vehicle. Transmission 20 here
As described above, since the axial length is short and the shape swells to the left and right and downward, the front space of the toe board 4 is effectively utilized, and the engine room 2 in front of the toe board 4 is effectively utilized.
It will stay installed inside. As a result, the transmission 20 does not bite into the passenger compartment 3 side, and the toe board 4
Will be without a tunnel. Further, just below the torque converter 33 at the front end of the transmission 20, the steering gear box 6 and the cross member 7 are arranged without trouble as in the conventional case. The front differential device 80 below the continuously variable transmission 50 is arranged immediately after the cross member 7 and the front wheel 8 at the optimum position, and is configured to be transmitted to the front wheel 8 without any trouble.

The interior of the vehicle compartment 3 is maximized by eliminating the bite of the transmission 20 by the tunnel, and the accelerator pedal 9, the brake pedal 10, the footrest 11 and the like are arranged at optimal positions on the driver's side. The select lever 12 is connected to the valve body 60 by a cable 13.
It is possible to operate the forward / reverse switching device 40 according to the range of D, R, N, etc.

Next, the operation of this embodiment will be described. First, when the select lever 12 is set to the N range, the forward / reverse switching device 40 is set to the neutral position and the drive system is shut off. When the engine 5 is operated in this N range, the converter cover 32 and the pump drive shaft 18 are driven by the engine 5.
The oil pump 16 is driven through the above, and the torque converter 33 is supplied with oil to enable hydraulic control of the forward / reverse switching device 40 and the continuously variable transmission device 50. Further, the power of the engine 5 is input to the turbine shaft 34 via the drive plate 31 and the torque converter 33.

Then, when the select lever 12 is operated to the D range, the forward / reverse switching device 40 causes the forward clutch 4 to move.
6 is in the forward drive position, and the engine power remains unchanged from the turbine shaft 34 to the primary shaft 51 of the continuously variable transmission 50.
To enter. In the continuously variable transmission 50, the drive belt 57 is controlled to the maximum gear ratio at which the drive belt 57 has moved to the secondary pulley 55 most at the time of starting, and the gear shift power having the maximum gear ratio is output to the secondary shaft 54. This shifting power is applied to the reduction gear 73 of the reduction gear 70 at the rear of the continuously variable transmission 50,
The speed is reduced and transmitted to the pinion shaft 72 via the counter shaft 71 and the counter gear 74. Then, the deceleration power is converted in the left-right direction of the vehicle body by the drive pinion 75 and the crown gear 76, and finally decelerated and input to the front differential device 80. In the front differential device 80, the power is distributed to the left and right, and the distributed power is transmitted to the left and right front wheels 8 by the side gears 84 and 85 and the axle 86 to be driven, whereby the vehicle 1 travels forward by the FF drive system.

During this forward traveling, the operation and traveling conditions are judged by the electronic control system of the continuously variable transmission 50. Then, for example, when the vehicle speed increases, the primary pressure of the primary cylinder 53 increases, the drive belt 57 sequentially shifts to the primary pulley 52 and upshifts, and reaches the high speed stage of the minimum speed ratio. When the vehicle speed decreases during deceleration, the drive belt 57 moves to the secondary pulley 55 again due to the decrease in the primary pressure and downshifts, and when the vehicle is stopped, it returns to the low speed stage of the maximum gear ratio. In this way, the vehicle smoothly travels in a stepless manner according to the driving and running conditions.

When the select lever 12 is operated to the R range, the reverse brake 47 of the forward / reverse switching device 40 is engaged to move to the reverse position, the engine power is reversed, and the power is input to the continuously variable transmission 50. Then, the reverse speed change power fixed to the maximum speed ratio, for example, is output from the continuously variable transmission 50 and transmitted to the front wheels 8 in the same manner as described above, so that the vehicle 1 travels backward.

A second embodiment of the present invention will be described with reference to FIG. That is, in the above-described embodiment, the transmission power is output from the rear of the secondary shaft 54 to be transmitted to the speed reducer 70. However, by avoiding the interference with the part of the forward / reverse switching device 40, the secondary shaft 54 can be prevented. It is possible to output shift power even from the front. Therefore, in this embodiment, the reduction gear 73, the counter shaft 71, the counter gear 74, and the pinion shaft 72 of the reduction gear device 70 are provided in the front portion of the secondary shaft 54 of the continuously variable transmission 50, and the pinion shaft 72 is provided.
From the front differential device 80.

A third embodiment of the present invention will be described with reference to FIG. In this embodiment, the gear configuration of the reduction gear transmission 70 is changed, and (a) is constituted by the drive gear 73a of the secondary shaft 54 meshing with the driven gear 73b of the pinion shaft 72 via the gear 73c of the counter shaft 71. . The drive gear 73a of the secondary shaft 54 is directly meshed with the driven gear 73b of the pinion shaft 72 in (b). Also in the case of these embodiments, the reduction gear transmission 70
Similarly, the shift power is decelerated, the power transmission direction is changed, and the power is transmitted to the front differential device 80.

Although the embodiment of the present invention has been described above, an automatic clutch other than the torque converter may be used as the starting clutch. It can also be applied to a four-wheel drive system based on the FF drive system.

[0040]

As described above, according to the present invention,
The transmission is coaxially connected to the engine, and the start clutch, the forward / reverse switching device, and the belt-type continuously variable transmission are sequentially connected, and the output side of the continuously variable transmission is decelerated and the power transmission direction is changed through a reduction gear device. To reduce the size and weight of a vertical transmission having a belt type continuously variable transmission because it is integrally formed by connecting to a forward differential device that is arranged right below the continuously variable transmission and a continuously variable transmission. You can For this reason, when the engine and the transmission are vertically connected and mounted in the engine room, the transmission can be installed in front of the toe board. Therefore,
In the passenger compartment, tunnels etc. due to the bite of the transmission are not necessary, and the living space is improved and the habitability is improved.
The layout of various pedals can be optimized. Since the transmission has a configuration in which a front differential device is orthogonally arranged immediately below the forward / reverse switching device and the continuously variable transmission,
The steering gear box and the cross member of the vehicle body structural member can be arranged in a vehicle-mounted state as in the conventional case, and the front differential device can be connected to the front wheels without any trouble, so that it is not necessary to drastically change the vehicle body structure. Since the transmission is short in the axial direction and swells to the left and right and downward, the space in the toeboard portion can be effectively used, and the rigidity of the transmission itself is increased. Since the total length of the engine and transmission is shortened, the increase in natural frequency and the whirling phenomenon of the transmission are reduced, and vibration and noise are improved. In the reduction gear transmission, the counter shaft and the pinion shaft are arranged in parallel with the secondary shaft, and the reduction gear, the counter gear, the drive pinion of the pinion shaft, and the gear transmission are configured by meshing, so that the speed is reduced optimally and the direction is changed. be able to. Also, it has a robust and compact structure, and has a high degree of freedom in design.

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing an embodiment of a transmission of a vehicle with a vertical continuously variable transmission according to the present invention in a developed state.

FIG. 2 is a vertical cross-sectional view of a mounted state of the transmission.

FIG. 3 is a transverse cross-sectional view of a mounted state of the transmission.

FIG. 4 is a cross-sectional view showing a vertically mounted vehicle state of an engine and a transmission.

FIG. 5 is a skeleton diagram showing another embodiment of the present invention.

FIG. 6 is a skeleton diagram showing another embodiment of the speed reducer.

FIG. 7 is a cross-sectional view showing a state in which a conventional engine and transmission are installed vertically in a vehicle.

[Explanation of symbols]

1 vehicle 2 engine room 4 toe board 5 engine 20 transmission 33 Torque converter 40 Forward / reverse switching device 50 belt type continuously variable transmission 70 Reduction gear 80 front differential device

Continuation of the front page (56) Reference JP-A-53-100534 (JP, A) JP-A-57-191134 (JP, A) JP-A-60-37455 (JP, A) JP-A-1-206156 (JP , A) JP-A 2-150540 (JP, A) JP-A 2-155834 (JP, A) JP-A 2-173455 (JP, A) JP-A 3-199759 (JP, A) JP-A 3-258618 (JP, A) Actual development Sho 63-84453 (JP, U) US patent 5632354 (US, A) British patent application publication 2281886 (GB, A) German patent application publication 3436759 (DE, A 1) Germany National patent invention 4432889 (DE, C2) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 37/02

Claims (4)

(57) [Claims] 1. A belt engine stepless transmission Tona
Tate置arranged in the vertical placement to combine that transmission
In a vehicle with a continuously variable transmission , the transmission should be coaxial with the engine output shaft.
Through the starting clutch, the belt type continuously variable transmission system
The gear shift of the above belt type continuously variable transmission is connected with the Imari shaft.
The power is parallel to the side of the primary shaft
Output from the Dali shaft and after the start clutch
To the side of the belt continuously variable transmission.
Lonto differential device is installed,
The shifting power output from the shaft is reduced.
Speed reducer and the speed change reduced by this speed reducer
A pair of orthogonal reduction gears that convert the power transmission direction of the power
A vehicle with a vertical continuously variable transmission characterized in that it is configured to be transmitted to the front differential device via the above . 2. The speed reducer is provided after the secondary shaft.
Speed change output from the secondary shaft provided on the end side
Reduce the power in two stages by the gear train with the counter shaft
The vehicle with a vertically-mounted continuously variable transmission according to claim 1 , wherein the vehicle is input to the front differential device . 3. The speed reducer is provided in front of the secondary shaft.
It is composed of a gear train provided on the end side, the secondary shaft
The speed change power output from the
Above the pinion shaft disposed behind the pinion shaft
The vehicle with a vertical continuously variable transmission according to claim 1 , wherein the vehicle is input to a front differential device . 4. The front differential device
In the vehicle width direction on the front side and below the starting clutch.
A contract characterized in that a cross member extending to
A vehicle with a continuously variable transmission according to any one of claims 1 to 3 .