JP3424492B2 - Belt type 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 belt type speed change device for a vehicle, which continuously changes the speed change ratio by changing the groove width of a pulley.

[0002]

2. Description of the Related Art Conventionally, a continuously variable automatic transmission that continuously changes gears has been developed as a transmission mounted on a vehicle such as an automobile. As such a continuously variable automatic transmission, for example, a belt type transmission in which an endless belt is stretched between a pair of pulleys whose groove width can be changed, so-called CVT (= Continuously Variable Transmission)
Is widely known.

In such a belt type transmission, because of its structure, when transmitting the output of the transmission to the wheels, it is necessary to reduce the speed with a large reduction ratio. Therefore, the driven pulley and the differential of the transmission are usually used. A reduction gear shaft is provided between the gear and the gear. On the other hand, not only the belt type transmission but also the casing of the transmission preferably has high rigidity. Therefore, a casing for housing the transmission, a torque converter housing for housing the torque converter,
A technique has been proposed in which a transmission case for accommodating a speed change mechanism such as a pulley is configured to be divided into two parts.

By thus forming the casing into two parts, high casing rigidity can be obtained. Further, in such a technique, if one end of the reduction gear shaft is pivotally supported by the torque converter housing and the other end is pivotally supported by the transmission case, the supporting rigidity of the reduction gear shaft can be increased.

[0005]

However, in a vehicle belt type transmission in which the casing has a two-part structure consisting of a torque converter housing and a transmission case, the support portion of the reduction gear shaft is formed integrally with the transmission case. There is a problem that it is difficult.

That is, since the reduction gear and the driven pulley are arranged close to each other so as to partially overlap each other when viewed in the axial direction, when the support portion of the reduction gear shaft is formed integrally with the transmission case, When the driven pulley is assembled, it may be difficult to assemble the driven pulley and the like due to interference between the driven pulley and the support portion of the reduction gear shaft. In such a case, it is conceivable to set a large axial distance between the rotary shaft of the driven pulley and the reduction gear shaft. However, if the axial distance is set large in this way, the transmission itself becomes large. There's a problem.

On the other hand, it is conceivable that the transmission case is divided into two parts on the rotary shaft side and the reduction gear shaft side of the driven pulley, and the above-mentioned supporting portion is integrally formed on the case on the reduction gear shaft side. With such a configuration, the casing is eventually divided into three parts, which leads to a decrease in rigidity of the entire casing. Further, when the casing is divided into three parts, there is a problem that the cost also increases accordingly.

By the way, in Japanese Unexamined Patent Publication No. 5-248518, a casing for accommodating a transmission, a torque converter housing (coupling portion housing) for accommodating a torque converter, and a transmission case (transmission mechanism housing) for accommodating a pulley are disclosed. There is disclosed a technology in which one end of a reduction gear shaft is pivotally supported on a torque converter housing and the other end is pivotally supported on a case member (bearing cover), and the case member is attached to a transmission case. There is.

However, in this case, both ends of the reduction gear shaft are pivotally supported by the torque converter housing, and there is a problem in that the rigidity of the support portion of the reduction gear shaft cannot be made too high. The present invention has been devised in view of such problems, and it is possible to increase the support rigidity of the reduction shaft while the transmission casing has a two-part structure including a torque converter housing and a transmission case. An object is to provide a belt type transmission for a vehicle.

[0010]

Therefore, the vehicle belt type transmission of the present invention according to claim 1 is a drive pulley to which a driving force from an engine is input via a power transmission means, and the drive pulley. A driven pulley to which a driving force is transmitted via an endless belt that is stretched around an endless belt, and a rotation shaft of the driven pulley.
Is installed in parallel with
Force reduction shaft, the power transmission means, the both pulleys and the reduction gear.
Includes a housing for accommodating the fast axis in a vehicle belt type transmission for changing the speed ratio between the drive pulley and the driven pulley by changing the groove width of the drive pulley and the driven pulley, the The housing is the power transmission
The drive shaft and the driven shaft.
Torque converter that supports one end of each
A data housing and both pulleys
The axis of rotation of the drive pulley and that of the driven pulley
With the transmission case that supports the other end of each
Having the torque converter housing and the transformer.
And a two-part structure in which the
The reduction shaft has one end supported by the torque converter housing via a bearing and the other end supported by a bearing retainer detachably mounted on the transmission case via the bearing. There is.

Further, the vehicle belt transmission system of the present invention according to claim 2, in addition to the above-described configuration according to claim 1, wherein
Bearing retainer interferes with the driven pulley when viewed from the axial direction of the deceleration shaft, it is characterized in that it is arranged at a position not interfering with the driven pulley when viewed from a direction perpendicular to the deceleration shaft. Further, the vehicle vehicle of the present invention according to claim 3
In addition to the structure according to claim 1,
The bearing that supports the other end of the reduction shaft is the inner race and the outer race.
The bearing retainer
Is integrated with the outer race of the bearing
Is characterized by. The vehicle of the present invention according to claim 4
A belt-type transmission for a vehicle is the same as the above-mentioned structure according to claim 1.
The bearing retainer
Lubricant is collected inside the base and the speed is reduced.
Guide for supplying the lubricating oil to the hole formed inside the shaft
It is characterized by having parts.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION A vehicle belt-type transmission according to an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic cross-sectional view showing the entire structure thereof, and FIG. 2 is an enlarged view of a speed change mechanism portion thereof. As shown in FIG. 1, the speed change device accommodates an internal mechanism. A casing (housing) 1 is provided. The casing 1 is composed of a torque converter housing 3 and a transmission case 5 and can be divided into two parts. The casing 1 is fastened with a bolt 1a. Further, the torque converter housing 3 is integrally formed with a partition wall 3a for partitioning the inner space of the casing 1 into two, and the torque converter housing 3 and the transmission case 5 are divided on one plane. Is configured. Then, a power transmission chamber for accommodating the torque converter 8 is formed on the torque converter housing 3 side of the partition wall 3a, and a transmission chamber for accommodating pulleys 12, 18 described later is formed on the transmission case 5 side of the partition wall 3a. Has been done.

Inside the casing 1, the first shaft 2 and the second shaft 2 are provided.
A shaft (secondary shaft) 4 and a third shaft (transfer shaft or reduction shaft) 6 are provided, and a first shaft 2
The rotational driving force input to is transmitted to the differential (differential mechanism) 27 via the secondary shaft 4 and the transfer shaft 6, and the left and right output shafts (drive shafts) 24 are driven.

As shown in FIGS. 1 and 2, the first shaft 2
A torque converter (power transmission means) 8, a forward / reverse switching mechanism 10, a drive pulley (drive pulley) 12, an oil pump 13 and the like are provided in this order from the engine side, and a driven pulley (driven) is provided on the secondary shaft 4. A pulley) 18, a parking gear 16, a transfer drive gear 14, etc. are provided. Further, a transfer driven gear 20 and a final drive pinion gear 22 are provided on the transfer shaft 6.
The final drive pinion gear 22 is a final gear 26 provided on an output shaft (drive shaft) 24.
Meshes with.

Of these, the first shaft 2 is composed of a hollow input shaft (input shaft) 2A and a hollow primary shaft 2B integrally formed with a part of the drive pulley 12. Also, these input shafts 2
An oil pump drive shaft 2C is disposed in A and the primary shaft 2B so as to be relatively rotatable.

The input shaft 2A is pivotally supported via a reaction shaft 36a, a reaction shaft support 36b and the like. By the way, as shown in FIG. 2, the torque converter 8 is housed in the torque converter housing 3 described above, and the rotational driving force output from the torque converter 8 is transmitted through the input shaft 2A to the forward / reverse switching mechanism. 10 is transmitted.

The torque converter 8 is constructed in the same manner as a normal automatic transmission, and includes a pump 8a, a turbine 8b and a stator 8c.
It has The pump 8a is connected to the engine crankshaft via a drive plate 8d,
When this pump 8a is rotationally driven, the torque converter 8
The rotational energy of the pump 8a is transmitted to the turbine 8b via the hydraulic oil therein. Further, the turbine 8b is spline-coupled to the input shaft 2A via the turbine hub 8e, and the input shaft 2A is rotationally driven by the rotational driving force transmitted to the turbine 8b. The torque converter has a direct coupling (lock-up) mechanism that directly transmits the driving force from the drive plate 8d to the turbine 8b.

The rear side of the torque converter 8 (see FIG. 2)
A forward / reverse switching mechanism 10 is provided on the left side). The forward / reverse switching mechanism 10 is provided with the input shaft 2
This is for switching the rotation direction of the rotational driving force transmitted from A to the primary shaft 2B or for cutting off the transmission of the driving force to the primary shaft 2B. Here, the forward / reverse switching mechanism 10 is housed in a cylindrical case (switching mechanism case) 28 as shown in FIG. 2, and the planetary gear mechanism 30, the clutch 32, and the brake 34 are housed in the cylindrical case 28. Etc. are provided. The cylindrical case 28 is attached to the partition wall 3a of the torque converter housing 3 with bolts 28a, and the rigidity of the entire transmission is improved.

The planetary gear mechanism 30 is constructed as a double pinion type planetary gear mechanism having two pinion gears, and includes a sun gear 30a, a first pinion gear 30b, and
It is composed of a second pinion gear 30c, a planetary carrier 30d and an annulus gear (ring gear) 30e. In addition, as shown in FIG. 2, in this embodiment, the sun gear 30a is integrally formed with the input shaft 2A. Further, the first pinion gear 30b and the second pinion gear 30c mesh with each other, and the planetary carrier 30
The first pinion gear 30b is supported by the sun gear 30a.
a, the second pinion gear 30c is the annulus gear 30e.
Meshes with.

The planetary carrier 30d has a shaft support portion 30d-1 provided at the end of the drive pulley 12 side.
And the shaft support portion 30d-1 has the drive pulley 12
And is splined. Also, the above-mentioned brake 3
4 is the outer peripheral side of the annulus gear 30e and the cylindrical case 2
It is arranged between the inner peripheral side of 8 and the annulus gear 3
It is provided to regulate the rotation of 0e. The brake 34 includes a brake disc 34 that meshes with the annulus gear 30e and rotates integrally with the annulus gear 30e.
a and a cylindrical case 28 that meshes with the cylindrical case 28.
And a plurality of brake plates 34b fixed in the rotational direction with respect to these plates 34a, 3b.
4b are arranged alternately. Further, a cylindrical brake piston 34c is provided at an end of the cylindrical case 28 on the drive pulley 12 side, and hydraulic oil is stored in a hydraulic chamber 34d formed between the cylindrical case 28 and the brake piston 34c. Is supplied, the brake piston 34c is driven rightward in FIG. 2 against the urging force of the return spring 34e to come into contact with the brake plate 34b.

Then, in this way, the brake piston 34
When c is driven, the brake plate 34b is pressed by the brake piston 34c, and the annulus gear 3 is caused by the frictional force between the plates 34a and the disks 34b.
The rotation of 0e is restricted. On the other hand, the clutch 32 is provided to regulate the relative rotation between the sun gear 30a and the planetary carrier 30d, and like the brake 34 described above, the plurality of clutch disks 32a and the plurality of clutch plates 32b are alternately arranged. It is arranged. Here, the clutch disc 32a is
The planetary carrier 30d meshes with a spline of a cylindrical portion that extends in the axial direction from the main body of the planetary carrier 30d, and the clutch disc 32a and the planetary carrier 30d rotate together.

The clutch plate 32b meshes with the spline of the outer cylindrical portion of the clutch retainer 32f shown in FIG. 2 and rotates together with the clutch retainer 32f. Here, the clutch retainer 32
f is a member that is slidably supported on the reaction shaft support 36 and is spline-coupled to the input shaft 2A, whereby the clutch plate 32b rotates together with the sun gear 30a.

A clutch actuating piston 32c is disposed at the end of the clutch retainer 32f.
When hydraulic oil is supplied to the hydraulic chamber 32d formed between the clutch retainer 32f and the clutch piston 32c,
The clutch piston 32c is driven leftward in FIG. 2 against the urging force of the return spring 32e to come into contact with the clutch plate 32b.

Then, in this way, the clutch piston 32
When c is driven, the clutch plate 32b is pressed by the clutch piston 32c, and each plate 32a,
Relative rotation between the sun gear 30a and the planetary carrier 30d is restricted by the frictional force between 32b, so that the planetary carrier 30d rotates integrally with the sun gear 30a and the input shaft 2A.

Therefore, when the clutch 32 is turned on and the brake 34 is turned off, the planetary carrier 30d.
And the sun gear 30a rotate integrally, and the sun gear 30a
The rotational driving force input to a is directly transmitted to the primary shaft 2B of the drive pulley 12. That is, in this case, the input shaft 2A and the drive pulley 12 rotate at a constant speed.

When the clutch 32 is turned off and the brake 34 is turned on, the annulus gear 30e is fixed to the cylindrical case 28. Therefore, when the rotational driving force is input to the sun gear 30a, the first pinion gear 30b and the second pinion gear 30c revolve while revolving in the direction opposite to the rotation direction of the sun gear 30a, whereby the pinion carrier 30d is rotated. Mo Sun Gear 3
It rotates in the opposite direction of 0a.

Further, when both the clutch 32 and the brake 34 are turned off, the rotational driving force from the input shaft 2A to the primary shaft 2B is cut off and the neutral state is established. Thus, the forward / reverse switching mechanism 10
Then, by controlling the operation of the clutch 32 and the brake 34, switching control of the rotational direction transmitted to the drive pulley 12 is performed.

In this embodiment, the forward / reverse switching mechanism 1
Although the double pinion type planetary gear mechanism 30 is used for 0, the forward / reverse switching mechanism 10 is not limited to such a mechanism, and may be a single pinion type planetary gear mechanism or a synchromesh type. It may be a switching mechanism. Now, at the position adjacent to the forward / reverse switching mechanism 10,
A drive pulley (drive pulley) 12 is provided.
The drive pulley 12 includes a fixed pulley 12a formed integrally with the primary shaft 2B and a movable pulley 1 provided on the primary shaft 2B and movable in the axial direction.
2b, and the power transmission surface 12a-having a substantially conical shape is formed on the surfaces of the pulleys 12a and 12b that face each other.
1, 12b-1 are formed. Then, the pulleys 12a, 12b-1 and 12b-1 are connected by the power transmission surfaces 12a-1, 12b-1.
A V-shaped groove 12c is formed between the 12b.

Further, one end (right end in FIG. 2) of the primary shaft 2B is provided with the shaft support portion 3 of the planetary carrier 30d.
Cylindrical case 28 via 0d-1 and bearing 40
Is pivotally supported at the end of the transmission case 5, and the other end (the left end in FIG. 2) is pivotally supported at the transmission case 5 via a bearing 42. In this device, as described above, the bearing distance (or bearing span, see FIG. 1) of the primary shaft 2B can be shortened by pivotally supporting the primary shaft 2B on the end of the cylindrical case 28. Therefore, the rigidity of the primary shaft 2B is improved. That is, a large bending moment acts on the primary shaft 2B in the direction of the secondary shaft 4 due to the steel belt (endless belt) 44 described later, but by shortening the bearing span as described above, The flexural rigidity with respect to various tensions can be improved.

By the way, in the present transmission, the primary shaft 2B and the planetary carrier 30d are spline-coupled to each other in the vicinity of the position where the bearing 40 of the cylindrical case 28 is disposed. That is, as shown in FIG. 2, at the position where the bearing 40 is arranged, the outer peripheral portion of the primary shaft 2B and the inner peripheral portion of the shaft supporting portion 30d-1 of the planetary carrier 30d mesh with each other by a spline, and further the shaft supporting portion 30d. The outer peripheral side of -1 is axially supported by the bearing 40.

The other end (left end in FIG. 2) of the primary shaft 2B is pivotally supported by the transmission case 5 via a bearing 42. Then, in this way, on the inner peripheral side of the bearing 40, the primary shaft 2B
With the configuration in which the planetary carrier 30d and the planetary carrier 30d are spline-coupled, the forward / reverse switching mechanism 10 and the drive pulley 12 can be configured with high rigidity and compactness. Further, as will be described in detail later, with such a structure, the assembly itself of the transmission can be facilitated.

On the other hand, a driven pulley (driven pulley) 18 is provided on the secondary shaft 4 at a position facing the drive pulley 12. The driven pulley 18 is also configured similarly to the drive pulley 12, and includes a fixed pulley 18a and a movable pulley 18b.
Further, substantially conical power transmission surfaces 18a-1 and 18b-1 are formed on the surfaces of the pulleys 18a and 18b that face each other, and a V-shaped groove 18c is also formed.

A steel belt 44 as an endless belt is stretched between the groove 12c of the drive pulley 12 and the groove 18c of the driven pulley 18, and the drive pulley 12 is rotationally driven through the steel belt 44. The force is transmitted to the driven pulley 18. That is, on the drive pulley 12 side, the rotational driving force of the drive pulley 12 is transmitted to the steel belt 44 by the frictional force between the steel belt 44 and the power transmission surfaces 12a-1 and 12b-1, and on the driven pulley 18 side. Is the steel belt 44 and the power transmission surface 18a-
The driven pulley 1 is driven by the frictional force between the driven pulley 1 and 18b-1.
8 is rotationally driven.

The distance between the fixed pulleys 12a, 18a and the movable pulleys 12b, 18b, that is, the groove 12
The gear ratio can be changed by changing the widths of c and 18c. Therefore, the drive pulley 12
The movable pulley 12b by driving the movable pulley 12b.
A hydraulic piston mechanism 60 for changing the width dimension of the groove 12c is attached.

The drive pulley 12 and the hydraulic piston mechanism 60 will now be described. The movable pulley 12b
Is provided on the primary shaft 2B integrally formed with the fixed pulley 12a via a ball spline mechanism 46. The ball spline mechanism 46 restricts the movable pulley 12b from rotating relative to the primary shaft 2B. , Is provided so as to be movable in the axial direction.

On the other end side (left end in FIG. 2) of the primary shaft 2B, a cylindrical wall portion 48 which rotates integrally with the primary shaft 2B and extends in the direction of the movable pulley 12b.
A cylinder portion 48 having a is provided. A cylindrical wall portion 12b-2 is formed on the outer peripheral side of the movable pulley 12b so as to cover the cylindrical wall portion 48a of the cylinder portion 48. Further, two pistons 50 and 52 are arranged in the space formed by such a cylinder portion 48 and the movable pulley 12b.
0 and the cylinder portion 48 form a hydraulic chamber 54, and the piston 52 and the movable pulley 12b form a hydraulic chamber 56.

Here, the piston 50 is the movable pulley 12
It is in contact with the shaft end portion of b, and its relative movement in the axial direction with respect to the movable pulley 12b is restricted. The piston 52 is in contact with the tip end of the wall portion 48 a of the cylinder portion 48, and its relative movement in the axial direction with respect to the cylinder portion 48 is restricted. In addition, a seal member is interposed between the piston 50 and the cylinder portion 48 and between the piston 52 and the movable pulley 12b, respectively, to maintain the liquid tightness of the hydraulic chambers 54 and 56. .

Further, hydraulic oil is supplied to these hydraulic chambers 54 and 56 simultaneously by a control means (controller) not shown. Therefore, the hydraulic chamber 5
When the hydraulic oil is supplied to 4, the piston 50 is driven rightward in FIG. 2 and the movable pulley 12b is driven rightward in FIG. Further, when the hydraulic oil is supplied to the hydraulic chamber 56, the piston 52 is pressed leftward in the drawing, but the axial position of the piston 52 is restricted by the wall portion 48a of the cylinder portion 48. The movable pulley 12b is driven to the right side in the figure.

As described above, the hydraulic piston mechanism 60 for moving the movable pulley 12b is a double piston hydraulic piston mechanism having two pistons 50 and 52. This is because a large force is required when narrowing (when driving the movable pulley 12b to the right in the figure). For this purpose, it is possible to increase the pressure of the hydraulic oil supplied, but by using the hydraulic piston mechanism 60 of the double piston as described above, the pressure receiving area of the hydraulic oil is limited in a limited space. Can be approximately doubled, and a large force can be efficiently obtained.

The oil pressure is supplied by the oil pump 13. The oil pump 13 is attached to the transmission case 5 on the rear end side (left side) of the first shaft 2 and is driven by the oil pump drive shaft 2C. Further, as described above, the oil pump drive shaft 2C is disposed in the input shaft 2A and the primary shaft 2B so as to be rotatable relative to each other, and is attached so as to rotate integrally with the crankshaft of the engine.

The rotational driving force input to the driven pulley 18 is transmitted from the transfer drive gear 14 on the secondary shaft 4 to the transfer driven gear 20 on the transfer shaft 6 shown in FIG. Here, as shown in FIG. 2, the secondary shaft 4 is a fixed pulley 18 of the driven pulley 18.
It is formed integrally with a, one end (the right end in the drawing) of which is supported by the torque converter housing 3 via a bearing 64, and the other end (the left end of the drawing) is supported by the transmission case 5 via a bearing 66. There is.

Further, in the secondary shaft 4,
A hydraulic oil supply path 4a is formed in the axial direction, and hydraulic oil for driving the movable pulley 18b is supplied via the hydraulic oil supply path 5a formed on the transmission case 5 side. Further, as shown in FIG. 2, in the driven pulley 18, the drive pulley 12 described above is used.
Similarly, the movable pulley 18b is provided on the secondary shaft 4 via the ball spline mechanism 68,
The ball spline mechanism 68 restricts the relative rotation of the movable pulley 18b with respect to the secondary shaft 4, and is provided so as to be movable in the axial direction.

Further, the driven pulley 18 is provided with a hydraulic piston mechanism 62 for axially driving the movable pulley 18b to change the width of the groove 18c of the driven pulley 18. Here, the hydraulic piston mechanism 62 will be described. On the outer peripheral side of the movable pulley 18b, a cylindrical wall portion 70 extending in the direction opposite to the power transmission surface 18b-1 is formed. Further, a piston (secondary piston) 72 is provided on the inner peripheral side of the cylindrical wall portion 70, and the outer peripheral edge portion of the secondary piston 72 comes into contact with the inner peripheral surface of the cylindrical wall portion 70. .

A hydraulic chamber 74 is formed by the cylindrical wall portion 70 and the secondary piston 72.
The secondary piston 72 is fixed in the axial direction and the rotation direction with respect to the secondary shaft 4, and a return spring 76 that comes into contact with the secondary piston 72 and the movable pulley 18b is disposed in the hydraulic chamber 74. There is. The secondary piston 72 and the movable pulley 1
A seal member is interposed between the hydraulic chamber 74 and 8b, whereby the liquid tightness of the hydraulic chamber 74 is maintained.

Therefore, when the hydraulic oil is not supplied to the hydraulic chamber 74, only the urging force (preload) of the return spring 76 acts on the movable pulley 18b, and the movable pulley 18b is urged to the left side in the figure. . Then, due to this urging force, a desired frictional force is generated between the power transmission surfaces 18a-1 and 18b-1 and the steel belt 44, and a certain degree of clamping force (clamping force) is generated, and the driven pulley 1
8 is driven to rotate without slipping.

Next, the operation during shifting between the drive pulley 12 and the driven pulley 18 will be described.
When the gear ratio is changed to the low speed side, the hydraulic oil in the hydraulic chambers 54 and 56 is discharged on the drive pulley 12 side, and the movable pulley 12b is moved (driven) to the left in the drawing. The width of the groove 12c increases, and the radius of rotation of the steel belt 44 on the drive pulley 12 side decreases.

On the driven pulley 18 side, the movable pulley 18b is driven to the left side in the figure by supplying hydraulic oil to the hydraulic chamber 74 via the hydraulic oil supply oil passages 5a and 4a. That is, the width dimension of the groove 18c of the driven pulley 18 is narrowed, and the turning radius of the steel belt 44 is increased. That is, since the gear ratio of the pulley is: gear ratio = (belt rotation radius of driven pulley 18 side) / (belt rotation radius of drive pulley 12 side) (1), the gear ratio is large, That is, it becomes the low speed side.

Also during the shifting, the hydraulic chambers 54 and 56 on the drive pulley 12 side and the hydraulic chamber 78 on the driven pulley 18 side.
Appropriate hydraulic oil also acts on the movable pulleys 12b and 18b.
Due to the urging force of the drive pulley 12, the desired frictional force is generated between the power transmission surfaces 12a-1 and 12b-1 and the power transmission surfaces 18a-1 and 18b-1 and the steel belt 44.
It is possible to transmit the driving force from the driven pulley 18 to the driven pulley 18 at a low speed.

When the gear ratio is changed to the high speed side, hydraulic oil is supplied to the hydraulic chambers 54 and 56 on the drive pulley 12 side, whereby the movable pulley 12b is driven rightward in the drawing, The width of the groove 12c becomes narrower, and the radius of rotation of the steel belt 44 on the drive pulley 12 side becomes larger.
On the driven pulley 18 side, the hydraulic oil in the hydraulic chamber 74 is discharged, so that the movable pulley 18b moves leftward in the drawing to widen the groove 18c and reduce the turning radius of the steel belt 44. . Therefore, the gear ratio becomes smaller according to the above formula (1), and the speed is higher.

Further, the hydraulic chamber 5 on the side of the drive pulley 12
4, 56 and the hydraulic chamber 74 on the side of the driven pulley 18 also act on the movable pulleys 12b, 1b.
A biasing force is generated in 8b, and power transmission surfaces 12a-1 and 12b
-1, a desired frictional force is generated between the power transmission surfaces 18a-1 and 18b-1 and the steel belt 44, and the driving force from the drive pulley 12 can be transmitted to the driven pulley 18 at a high speed. .

By the way, when the secondary shaft 4 rotates at a high speed in a state where the hydraulic oil is supplied to the hydraulic chamber 74 or remains in the hydraulic chamber 74, a large centrifugal force acts on the hydraulic oil in the hydraulic chamber 74. Such centrifugal force is proportional to the square of the distance from the center of rotation and acts not only in the radial direction of rotation but also in all directions of the hydraulic chamber 74. Therefore,
When the hydraulic oil is present in the hydraulic chamber 74, when the secondary shaft 4 rotates, particularly when the secondary shaft 4 rotates at high speed, the hydraulic chamber 74 has a high pressure and a force is generated to urge the movable pulley 18b to the left side in the drawing. As a result, a clamping force greater than the desired clamping force is generated. In this case, the desired gear ratio is not achieved, or the driving force transmission surfaces 18a-1, 18b-1
Wear between the steel belt 44 and the steel belt 44 may occur.

Therefore, in the belt type transmission for this vehicle,
A centrifugal balance chamber 78 is provided outside the hydraulic chamber 74 so that the hydraulic pressure due to such centrifugal force is canceled. That is, as shown in FIG. 2, the hydraulic piston mechanism 62 is provided with a balancing cap 80 that covers the cylindrical wall portion 70 and the secondary piston 72. The balancing cap 80 and the secondary piston 72 serve to balance the centrifugal balance chamber. 78 is formed.

The balancing cap 80 is fixed to the cylindrical wall portion 70, and the centrifugal balance chamber 78 is provided.
Has a hole 4b provided in the secondary shaft 4,
The hydraulic oil is supplied via 4c. Therefore, when the secondary shaft 4 rotates, particularly when it rotates at a high speed, a centrifugal force generates a high pressure of the hydraulic oil in the hydraulic chamber 74, particularly in the outer peripheral side, which causes a force to expand the volume of the hydraulic chamber 74. At the same time, the hydraulic oil in the centrifugal balance chamber 78 also becomes a high pressure due to the centrifugal force, and a force for expanding the volume of the centrifugal balance chamber 78 is generated. As a result, the force that acts on the balancing cap 80 (the force that acts in the right direction in the figure) and the movable pulley 18b.
The force that acts on (the force that acts in the left direction in the figure) is canceled out, and the force that drives the movable pulley 18b is canceled.

On the other hand, on the secondary shaft 4, adjacent to the hydraulic piston mechanism 62, the parking gear 16 is provided.
And a transfer drive gear 14.
Any of these gears 16 and 14 is spline-coupled to the secondary shaft 4, and
It is configured to rotate integrally with. Among these, as shown in FIG. 1, the transfer drive gear 14 meshes with a transfer driven gear 20 that is spline-coupled to the transfer shaft 6, and the transfer drive gear 14 and the transfer driven gear 20 cause the secondary shaft 4 to move. The rotational driving force is reduced and transmitted to the transfer shaft 6.

The parking gear 16 restrains the rotation of the secondary shaft 4. When the transmission lever (not shown) is operated to the parking position (P position), the parking sprag (not shown) also meshes with the parking gear 16. The rotation of the secondary shaft 4 is restricted. Also, FIG.
As shown in FIG. 6, the transfer shaft 6 has a bearing (power transmission chamber side bearing) 9 at one end (right end in the drawing) side.
Is supported by the torque converter housing 3 via 0,
The other end (the left end in the drawing) is supported by the transmission case 5 via a bearing 92.

A final drive pinion gear 22 is integrally formed on the transfer shaft 6, and the final drive pinion gear 22 meshes with a final gear 26 provided on the output shaft 24. The driving force transmitted from the final drive pinion gear 22 is transmitted to the differential 27 via the final gear 26, and the left and right drive shafts 24 are driven.

Next, the main parts of the vehicle belt type transmission of the present invention will be described. The above-mentioned bearing 92 is attached to a bearing retainer 94 as shown in FIG. 1, and this bearing retainer 94 is attached to a bolt 96. It is attached to the transmission case 5 by.
Then, the bearing 92 and the bearing retainer 9
The transmission chamber side bearing is constituted by 4.

As described above, the bearing retainer 94 is formed separately from the transmission case 5, the bearing retainer 94 is attached to the transmission case 5, and the end of the transfer shaft (reduction shaft) 6 is attached to the shaft. The reason why it is configured to support is as follows. Here, FIG. 3 is a view of the inside of the transmission case 5 as viewed from the side of a split surface with the torque converter housing 3, and FIGS. 4 and 5 are views showing a partial cross-sectional shape of the transmission case 5. 4 is a sectional view taken along the line C-C in FIG. 3, and FIG. 5 is a line D-D in FIG.
Although it is a cross-sectional view, as can be seen from FIGS. 1 and 3,
In this transmission, since the casing 1 has a two-part structure including the torque converter housing 3 and the transmission case 5, it is not possible to integrally form a support portion corresponding to the bearing retainer 94 on the transmission case 5 side.

That is, as shown in FIGS. 1 and 5, when the support portion of the transfer shaft 6 is formed integrally with the transmission case 5, when the driven pulley 18 and the secondary shaft 4 are assembled, the support portion and the driven pulley 18 are assembled. Interfere with each other, and the secondary shaft 4 cannot be attached.

In such a case, it is conceivable to set the axial distance d between the secondary shaft 4 and the transfer shaft 6 shown in FIGS. 1 and 3 to a large value. However, such an axial distance d is set to a large value. Then, inevitably, the transfer drive gear 14 and the transfer driven gear 2
If the gear outer diameter of 0 becomes large, the transfer drive gear 14 may interfere with the torque converter housing 3 or the transfer driven gear 20 may interfere with the final gear 26. In order to avoid such interference, the axial distance between the secondary shaft 4 and the transfer shaft 6 and the axial distance between the transfer shaft 6 and the drive shaft 24 must be set to a large value. There is a problem that the device itself becomes large.

On the other hand, the transmission case 5 is divided into two in the vicinity of the support portion of the transfer shaft 6 and the support portion of the secondary shaft 4, and the bearing retainer 9 is provided on the support portion side of the transfer shaft 6 among them.
Although it is conceivable to integrally form four members, in such a configuration, the casing 1 is eventually divided into three parts, and the rigidity of the entire casing 1 is reduced. When the casing 1 is divided into three,
Along with this, there is a problem that the cost also rises.

Furthermore, after one end (right end in the drawing) side of the transfer shaft 6 is supported by the torque converter housing 3, the other end (left end in the drawing) side is supported by, for example, the bottom surface of a cylindrical case, It may be possible to fix the case itself to the torque converter housing 3, but in this case, there is a problem in that the rigidity of the support portion of the transfer shaft 6 cannot be made too high.

Therefore, in the vehicle belt type transmission of the present invention, the casing 1 has a two-part structure composed of the torque converter housing 3 and the transmission case 5, but the rigidity of the transfer shaft 6 is increased as described above. , A bearing retainer 94 (this bearing retainer 94 constitutes a part of the transmission chamber side bearing) is provided separately from the transmission case 5, and the bearing retainer 94 is attached to the transmission case 5 to form a transfer shaft (deceleration). That is, the end of the shaft 6 is supported.

Now, the bearing retainer 94 will be described. FIG. 6 is a plan view showing the bearing retainer 94, and FIGS. 7 and 8 are views showing the sectional shape thereof. 6 is a sectional view taken along line AA in FIG. 6, and FIG. 8 is a sectional view taken along line BB in FIG. As shown in FIG. 3, there are three bolt holes 96 at the bearing retainer 94 mounting position of the transmission case 5.
a, 96b, 96c are formed, and as shown in FIG. 6, the flange portion 100 of the bearing retainer 94 is formed.
Has three boss portions 94a, 94b, 94c at positions corresponding to the bolt holes 96a, 96b, 96c.

As shown in FIGS. 6, 7 and 8, the bearing retainer 94 is formed with a recess 102 for mounting the bearing 92.
The outer race 92a (see FIG. 1) of the bearing 92 is fitted to the 02. The recess 102
The bearing 92 and the bearing 92 preferably have a strong fit, and in this case, a tight fit is desirable.

In this embodiment, the boss portions 94a, 94b, 94c formed on the flange portion 100 of the bearing retainer 94 are attached to the transmission case 5 by the transmission case 5.
The bearing retainer 94 is fixed to the transmission case 5 with the bolts 96 so as to correspond to the bolt holes 96a, 96b, and 96c. Further, by mounting the bearing retainer 94 after the secondary shaft 4 is pivotally supported by the transmission case 5, the work at the time of assembling the driven pulley 18 and the secondary shaft 4 can be facilitated, and the size can be reduced. It is possible to realize a lightweight transmission.

Since the vehicle belt-type transmission according to the embodiment of the present invention is configured as described above, the driving force from the engine is transmitted to the forward / reverse switching mechanism 10 via the torque converter 8. It In addition, the forward / reverse switching mechanism 1
At 0, the drive pulley 12 is switched between normal rotation, reverse rotation, and neutral by controlling the operation of the clutch 32 and the brake 34. Then, the rotational driving force input to the drive pulley 12 is transmitted to the driven pulley 18 via the steel belt 44.

The rotary driving force input to the secondary shaft 4 via the driven pulley 18 is transmitted from the transfer drive gear 14 to the transfer driven gear 20 on the transfer shaft 6. The rotational driving force of the secondary shaft 4 is decelerated by the transfer drive gear 14 and the transfer driven gear 20 and transmitted to the transfer shaft 6.

The rotary driving force input to the transfer shaft 6 is applied to the final drive pinion gear 22.
And to the left and right drive shafts 24 via the final gear 26. Here, the transfer shaft 6
Has one end pivotally supported by the torque converter housing 3,
Since the other end is axially supported by the transmission case 5 via the bearing retainer 94, the supporting rigidity of the transfer shaft 6 can be increased while the casing 1 has a two-part structure including the torque converter housing 3 and the transmission case 5. You can do it. This also has the advantage that the transmission case 5 can be simplified.

Now, the procedure for assembling this apparatus will be briefly described. First, the clutch retainer 32f.
The clutch piston 32c and the return spring 32
e, clutch disc 32a and clutch plate 32
b, etc. are attached to form an assembly, and this is splined to the input shaft 2A. The planetary gear mechanism 30 is assembled by assembling the planetary carrier 30d with the first pinion gear 30b, the second pinion gear 30c, the annulus gear 30e, the pinion shaft (not shown), the bearing 40, and the like.

Further, the brake piston 34c, the return spring 34e, the brake disc 34a, the brake plate 34, etc. are assembled to the cylindrical case 28 to form an assembly. And the torque converter housing 3
The reaction shaft support 36 is attached to the hole portion (support portion) 3b formed in the partition wall 3a, and the clutch retainer 32f and the input shaft 2A are assembled.
The assembly of the planetary gear mechanism 30 and the assembly of the cylindrical case 28 are assembled in this order, and the cylindrical case 28 is attached to the partition wall 3a of the torque converter housing 3 by the bolt 28.
Fasten with a.

Next, the drive pulley 12 and the driven pulley 18 are attached to the transmission case 5,
Then, the bearing retainer 94 fitted with the bearing 92 is fixed to the transmission case 5 with the bolt 96. Then, after one end of the transfer shaft 6 is pivotally supported by the bearing 92, the final gear 26 and the like are attached to the transmission case 5, and then the torque converter housing 3 is aligned with the transmission case 5 and fastened by the bolt 1a.

As described above, according to the belt type transmission of the present invention, the casing 1 is provided with the torque converter housing 3.
Even though it has a two-part structure composed of the transmission case 5 and the transmission case 5, the end portions of the transfer shaft 6 can be supported by the torque converter housing 3 and the transmission case 5, respectively, and the support rigidity of the transfer shaft 6 can be increased. There is. That is, as described above, the bearing retainer 94 is provided separately from the transmission case 5, the bearing retainer 94 is attached to the transmission case 5, and the end portion of the transfer shaft (reduction shaft) 6 is pivotally supported. The support rigidity of the transfer shaft 6 can be increased. Moreover, the driven retainer 94 is fixed to the transmission case 5 after the driven pulley 18 is attached to the transmission case 5 during the assembling work, which is also advantageous in that the assembling workability is excellent.

Further, since the transfer shaft 6 and the supporting portion at the end portion on the transmission case 5 side can be arranged so as to partially overlap each other when viewed in the axial direction of the secondary shaft 4, the secondary shaft 4 and the transfer shaft 6 are It is not necessary to set the inter-axle distance d to be large, and a small and lightweight transmission can be realized. Further, it is possible to avoid interference with the torque converter housing 3 and the transfer driven gear 20.

Next, a modified example of this embodiment will be described. FIGS. 9 and 10 are views showing a first modified example thereof, and FIGS. 11, 12, 13, and 14 are all views showing the same. It is a figure which shows the modification of No. 2. First, the first modified example will be described. In this modified example, as shown in FIG.
A cylindrical portion 104 communicating with the inside of the transfer shaft 6 is formed at the center of the bearing retainer 94.
A hole 6 a is formed in the transfer shaft 6 so as to communicate with both ends of the transfer shaft 6, and the opening 6 a is formed. The cylindrical part 104 formed in the bearing retainer 94 is formed inside the transfer shaft 6. It is formed in a shape having an outer diameter smaller than that of the hole 6a.

Further, as shown in FIGS. 9 and 10, on the side opposite to the transfer shaft 6 of the cylindrical portion 104,
In order to collect the lubricating oil scattered by the drive pulley 12 or the driven pulley 18, a guide portion 106 is formed such that a half portion of the driven pulley 18 projects in the axial direction. When the drive pulley 12 and the driven pulley 18 scatter the lubricating oil in the direction of the transfer shaft 6, the lubricating oil is guided into the cylindrical portion 104 by the guide portion 106, passes through the cylindrical portion 104,
It is designed to be supplied into the transfer shaft 6.

As described above, in this first modification,
The bearing retainer 94 is provided with the cylindrical portion 104 communicating with the inside of the transfer shaft 6, and the cylindrical portion 104 is provided with the guide portion 106 for collecting the lubricating oil scattered by the drive pulley 12 or the driven pulley 18. There is an advantage that sufficient lubricating oil can be supplied into the transfer shaft 6 and the durability of the shaft support portion is improved. Further, such a lubricating oil supply structure has an advantage that there is almost no increase in cost or weight.

Next, the second modification will be described.
This modified example is different in that the bearing retainer 94 and the bearing 92 in the above-described embodiment are integrally formed. That is, in this modification, the outer race 92a of the bearing 92 is integrally formed with the flange portion 92c as shown in FIGS. Further, the flange portion 92c has three boss portions 93a, 93b, 93c at positions corresponding to the bolt holes 96a, 96b, 96c of the transmission case 5.
The bearing 92 is directly attached to the transmission case 5 by the bolt 96 as shown in FIGS. 11 and 12.

As shown in FIGS. 11 and 12, the other end (left end in FIG. 11) of the transfer shaft 6 is in contact with the inner race 92b side of the bearing 92 and is axially supported. . In addition, the second modification has the advantage that the number of parts can be reduced and the cost and weight can be reduced with the configuration as described above.

The vehicle belt-type transmission of the present invention is not limited to the above-described embodiment and its modified examples, and various modifications can be made without departing from the gist of the present invention. For example, the guide portion 10 in the first modified example.
6 is not necessarily the cylindrical portion 104 of the bearing retainer 94.
It is not necessary to integrally form the guide portion 106, and the direction and shape of the guide portion 106 can be appropriately changed.

Further, in the above-described embodiment, the case where the torque converter 8 is used as the power transmission means has been described, but the power transmission means is not limited to such a torque converter 8 and fluid coupling and An electromagnetic clutch or the like may be used.

[0082]

As described in detail above, according to the vehicle belt type transmission of the present invention as defined in claim 1, the housing is a torque converter housing for accommodating the power transmission means.
It has an advantage that the supporting rigidity of the reduction shaft can be increased even though it has a two-part structure consisting of the gear and the transmission case that accommodates both pulleys . Further, this can simplify the transmission case. That is, the bearing retainer is provided separately from the transmission case, and
By mounting the bearing retainer and pivotally supporting the end portion of the reduction shaft, the supporting rigidity of the reduction shaft can be increased.

According to the vehicle belt type transmission of the present invention as defined in claim 2, the reduction shaft supporting rigidity can be increased while avoiding the interference when the bearing retainer of the reduction shaft and the driven pulley are assembled. There are advantages. This also has the advantage that the transmission case can be simplified, and also has the advantage of excellent workability during assembly. Further, there is no need to set a large axial distance between the rotation shaft of the driven pulley and the reduction shaft, and there is an advantage that the transmission can be made smaller and lighter.

Further , the bell for a vehicle of the present invention according to claim 3
According to the automatic transmission, the bearing retainer is
The number of parts is low because it is integrated with the Uta race.
Can be reduced, and the cost and
There is an advantage that the weight can also be reduced. Also,
According to the vehicle belt type transmission of the present invention as defined in claim 4,
For example, if the reduction shaft is formed in a cylindrical shape, and the bearing retainer is
By forming the guide part that collects the lubricating oil scattered by the drive pulley or the driven pulley and guides it inside the reduction shaft, sufficient lubricating oil can be supplied into the reduction shaft, and the shaft support part of the reduction shaft is provided. There is an advantage that the durability of is greatly improved. Further, by supplying the lubricating oil in this manner, there is an advantage that the shaft support portion of the reduction shaft can be lubricated with almost no increase in cost and weight.

[Brief description of drawings]

FIG. 1 is a schematic cross-sectional view showing an overall configuration of a vehicle belt type transmission as an embodiment of the present invention.

FIG. 2 is an enlarged view showing a transmission mechanism portion in a vehicle belt type transmission apparatus according to an embodiment of the present invention.

FIG. 3 is a schematic diagram showing a transmission case of a vehicle belt type transmission as an embodiment of the present invention.

FIG. 4 is a partial cross-sectional view showing a transmission case of a vehicle belt type transmission according to an embodiment of the present invention, which is a cross-sectional view taken along line CC of FIG.

5 is a partial cross-sectional view showing a transmission case of a vehicle belt type transmission as one embodiment of the present invention, which is a cross-sectional view taken along line D-D in FIG.

FIG. 6 is a plan view showing a bearing member in the vehicle belt type transmission according to the embodiment of the present invention.

7 is a schematic cross-sectional view showing a bearing member in a vehicle belt type transmission as one embodiment of the present invention, which is a cross-sectional view taken along line AA in FIG.

FIG. 8 is a schematic cross-sectional view showing a bearing member in a vehicle belt type transmission according to an embodiment of the present invention, which is a cross-sectional view taken along line BB in FIG.

FIG. 9 is a diagram showing a first modified example of the vehicle belt-type transmission according to the embodiment of the present invention.

FIG. 10 is a diagram showing a first modification of the vehicle belt-type transmission according to the embodiment of the present invention, and FIG.
6 is a sectional view taken along line EE in FIG.

FIG. 11 is a schematic cross-sectional view showing a second modified example of the vehicle belt-type transmission according to the embodiment of the present invention.

FIG. 12 is a schematic diagram showing a main part of a second modified example of the vehicle belt-type transmission according to the embodiment of the present invention.

FIG. 13 is a schematic diagram showing essential components of a second modified example of the vehicle belt-type transmission according to the embodiment of the present invention.

FIG. 14 is a schematic diagram showing a main component part in a second modified example of the vehicle belt type transmission as one embodiment of the present invention, which is a cross-sectional view taken along line F-F in FIG. 13.

[Explanation of symbols]

1 Casing (housing) 2 Primary axis 2A input shaft (input shaft) 2B primary shaft 2C oil pump drive shaft 3 Torque converter housing 3a partition 3b Hole (support) 4 Second shaft (secondary shaft) 5 transmission case 6 Third axis (transfer shaft or reduction shaft) 6a hole 8 Torque converter 8a pump 8b turbine 8c stator 8d drive plate 8e plate 10 Forward / reverse switching mechanism 12 Drive pulley (drive pulley) 12a Fixed pulley 12b movable pulley 12a-1, 12b-1 power transmission surface 12b-2 Cylindrical wall 12c groove 13 Oil pump 14 Transfer drive gear 16 parking gear 18 Driven pulley (driven pulley) 18a Fixed pulley 18b movable pulley 18a-1, 18b-1 Power transmission surface 18c groove 20 Transfer Driven Gear 22 Final Drive Pinion Gear 24 Output shaft (drive shaft) 26 Final Gear 28 Cylindrical case (switching mechanism case) 28a bolt 30 Planetary gear mechanism 30a Sun Gear 30b 1st pinion gear 30c Second pinion gear 30d planetary carrier 30d-1 Shaft support 30e Annulus gear (ring gear) 32 clutch 32a clutch disc 32b clutch plate 32c clutch piston 32d oil chamber 32e Return spring 32f clutch retainer 34 Brake 34a brake disc 34b brake plate 34c brake piston 34d oil chamber 34e Return spring 36 Reaction shaft support 40, 42 bearing 44 Steel Belt (Endless Belt) 46 ball spline mechanism 48 Cylinder part 48a wall 50,52 piston 54,56 hydraulic chamber 60,62 Hydraulic piston mechanism 64 66 bearing 68 ball spline mechanism 70 Cylindrical wall 72 piston (secondary piston) 74 Hydraulic chamber 76 Return spring 78 Centrifugal balance chamber 80 balancing cap 90 Bearing (Power transmission chamber side bearing) 92 Bearing (transmission room side bearing) 92a outer race 94 Bearing retainer 94a to 94c, 93a to 93c Boss part 96 volts 96a-96c bolt holes 100 flange 102 recess 104 Cylindrical part 106 Guide part

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) F16H 9/00-9/26 B60K 17/00-17/36 F16H 57/00-57/12

Claims (4)

(57) [Claims] 1. A drive pulley to which a drive force from an engine is input via a power transmission means, a driven pulley to which the drive force is transmitted via an endless belt wound around the drive pulley, and the driven pulley. Is arranged parallel to the rotation axis of the
A deceleration shaft for decelerating and outputting the power from the above, a power transmission means, both pulleys and a housing for accommodating the deceleration shaft.
In a belt-type transmission for a vehicle, which comprises a housing, the housing is provided with the power source, and a gear ratio between the drive pulley and the driven pulley is changed by changing groove widths of the drive pulley and the driven pulley. Accommodating the transmission means and
The rotary shaft of the drive pulley and the rotary shaft of the driven pulley, respectively.
And a torque converter housing that supports one end of the
The pulley is housed and
Supports the other end of each of the driven pulley and the rotating shaft.
A transmission case, and the torque converter
The data housing and the transmission case are
The reduction shaft has one end supported by the torque converter housing through a bearing and the other end through a bearing by a bearing retainer detachably attached to the transmission case. A belt-type transmission for a vehicle, characterized in that it is supported by. Wherein said bearing retainer interferes with the driven pulley when viewed from the axial direction of the deceleration shaft, it is disposed at a position not interfering with the driven pulley when viewed from a vertical direction of the deceleration shaft The belt type transmission for a vehicle according to claim 1, wherein: 3. A bearing that supports the other end of the reduction shaft is
The bearing retainer is integrally formed with the outer race of the bearing.
The vehicle according to claim 1, characterized in that
Dual belt transmission. 4. The bearing retainer is the transformer.
And collect the lubricating oil that scatters inside the engine case.
To supply the lubricating oil to the hole formed inside the reduction shaft
It has a guide part for
The belt-type transmission for vehicles according to 1.