JP4147788B2

JP4147788B2 - Continuously variable transmission for vehicle

Info

Publication number: JP4147788B2
Application number: JP2002058797A
Authority: JP
Inventors: 隆清水
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2002-03-05
Filing date: 2002-03-05
Publication date: 2008-09-10
Anticipated expiration: 2022-03-05
Also published as: JP2003254403A

Description

【０００１】
【発明の属する技術分野】
本発明は、車輌の変速装置に係り、更に詳細には変速比を無段階に変化可能な車輌用無段変速装置に係る。
【０００２】
【従来の技術】
自動車等の車輌の無段変速装置の一つとして、例えば本願出願人の出願にかかる特開２００１−２２７６１５号公報に記載されている如く、一次側回転軸と二次側回転軸との間の変速比を連続的に変化する無段変速機と、該無段変速機の二次側回転軸を経て伝達された駆動力を後段へ出力する出力部材とを備えた車輌用無段変速装置であって、無段変速機の二次側回転軸からの回転を減速し且つ車輌の前進回転方向又は後進回転方向へ切り換えて後段へ伝達すべく、サンギヤと、リングギヤと、サンギヤ及びリングギヤと噛み合うプラネタリギヤを回転可能に支持するキャリヤとから成る３要素のうちの第１要素が二次側回転軸に連結された遊星歯車装置と、前記３要素のうち第１要素を除く２要素の一方を非回転部材に連結すると同時に他方を出力部材に連結する状態と、他方を非回転部材に連結すると同時に一方を出力部材に連結する状態とに切り換えられる連結切換装置とを含む無段変速装置が従来より知られている。
【０００３】
この先の提案にかかる無段変速装置によれば、遊星歯車装置は連結切換装置によって連結状態が切り換えられることにより、前後進切換装置として機能すると共に減速装置としても機能するので、減速歯車装置を用いる必要がなく、これにより車輌用無段変速装置を従来に比較して小型化することができる。
【０００４】
【発明が解決しようとする課題】
しかし上述の如き従来の無段変速装置に於いては、遊星歯車装置は、サンギヤとリングギヤとキャリヤとから成る３要素のうち無段変速機の二次側回転軸に連結された第１要素を除く２要素の一方を非回転部材に連結すると同時に他方を出力部材に連結する状態と、他方を非回転部材に連結すると同時に一方を出力部材に連結する状態とに切り換えられなければならないため、連結切換装置の構造を単純化することが困難であり、車輌用無段変速装置を更に小型化し、構造を単純化し、部品点数を低減する上で改善の余地がある。
【０００５】
特に連結切換装置は、上記２要素の一方を非回転部材に連結すると同時に他方を出力部材に連結し、他方を非回転部材に連結すると同時に一方を出力部材に連結しなければならないため、好ましくは上記２要素の一方又は他方を非回転部材に連結する第一の同期噛合型連結装置及び上記２要素の他方又は一方を出力部材に連結する第二の同期噛合型連結装置の二つの同期噛合型連結装置が必要であり、これらの同期噛合型連結装置は互いに同期して駆動されなければならず、また第一の同期噛合型連結装置は非回転状態に維持されなければならないのに対し、第二の同期噛合型連結装置は駆動力伝達状態に於いて上記２要素の何れか及び出力部材と共に回転しなければならず、従って第二の同期噛合型連結装置は第一の同期噛合型連結装置に対し相対的に回転可能に且つ第一の同期噛合型連結装置と同期して移動可能に連結されなければなず、そのため車輌用無段変速装置の耐久性を向上させる上でも改善の余地がある。
【０００６】
本発明は、非回転部材及び出力部材に対する遊星歯車装置の二つの要素の連結状態が同時に切り換えられるよう構成された従来の無段変速装置に於ける上述の如き問題に鑑みてなされたものであり、本発明の主要な課題は、キャリヤにより回転可能に支持されるプラネタリギヤの構造を工夫し、遊星歯車装置の二つの要素の連結状態を択一的に切り換えることによって遊星歯車装置の連結状態の切り換えを単純に行い得るよう構成することにより、上記先の提案にかかる無段変速装置の場合よりも更に一層無段変速装置を小型化し、構造を単純化し、部品点数を低減し、耐久性を向上させることである。
【０００７】
【課題を解決するための手段】
上述の主要な課題は、本発明によれば、請求項１の構成、即ち一次側回転軸と二次側回転軸との間の変速比を連続的に変化させる無段変速機と、前記無段変速機の二次側回転軸よりの回転を減速すると共にその回転方向を車輌の前進回転方向又は後進回転方向へ切り換えて出力部材へ伝達する遊星歯車装置であって、前記二次側回転軸に連結されたサンギヤと、リングギヤと、前記サンギヤ及び前記リングギヤと噛み合うプラネタリギヤを回転可能に支持するキャリヤとを有する遊星歯車装置と、前記遊星歯車装置の連結状態を切り換える連結切換装置とを備えた車輌用無段変速装置に於いて、前記プラネタリギヤは前記リングギヤと噛み合う第一のギヤと前記出力部材のギヤと噛み合う第二のギヤとを有し、前記連結切換装置は前記リングギヤの回転を拘束し且つ前記キャリヤの回転を許容する状態と、前記キャリヤの回転を拘束し且つ前記リングギヤの回転を許容する状態とに切り換わることを特徴とする車輌用無段変速装置によって達成される。
【０００８】
また本発明によれば、上述の主要な課題を効果的に達成すべく、上記請求項１の構成に於いて、前記二次側回転軸に連結されたパーキング用ギヤを有し、前記連結切換装置は前記二つの状態に加えて前記パーキング用ギヤ及び前記キャリヤを非回転部材に連結することにより前記パーキング用ギヤの回転を拘束する状態に切り換わるよう構成される（請求項２の構成）。
【０００９】
また本発明によれば、上述の主要な課題を効果的に達成すべく、上記請求項１又は２の構成に於いて、前記第一及び第二のギヤは互いに異なるピッチ円直径を有するよう構成される（請求項３の構成）。
また本発明によれば、上述の主要な課題を効果的に達成すべく、上記請求項３の構成に於いて、前記第一のギヤは前記第二のギヤよりも大きいピッチ円直径を有するよう構成される（請求項４の構成）。
【００１０】
【発明の作用及び効果】
上記請求項１の構成によれば、遊星歯車装置のプラネタリギヤはリングギヤと噛み合う第一のギヤと出力部材のギヤと噛み合う第二のギヤとを有し、連結切換装置はリングギヤの回転を拘束し且つキャリヤの回転を許容する状態と、キャリヤの回転を拘束し且つリングギヤの回転を許容する状態とに切り換わり、これにより出力部材へ伝達される回転方向が車輌の前進回転方向と後進回転方向とに切り換えられるので、連結切換装置はリングギヤ又はキャリヤの連結状態のみを切り換えればよく、またリングギヤ又はキャリヤと共に回転する必要がなく、更には出力部材へ伝達される回転方向が車輌の前進回転方向及び後進回転方向の何れの場合にも入力部材の回転を減速して出力部材へ伝達させることができる。
【００１１】
従って遊星歯車装置の二つの要素の連結状態が互いに同期して切り換えられなければならず互いに相対回転し同期駆動される二つの同期噛合型連結装置を必要とする上述の先の提案にかかる無段変速装置の場合に比して、連結切換装置の構造を単純化することができ、これにより上記先の提案にかかる無段変速装置の場合よりも更に一層無段変速装置を小型化し、構造を単純化し、部品点数を低減し、耐久性を向上させることができる。
【００１２】
また上記請求項２の構成によれば、二次側回転軸に連結されたパーキング用ギヤが設けられ、連結切換装置は前記二つの状態に加えてパーキング用ギヤ及びキャリヤを非回転部材に連結することによりパーキング用ギヤの回転を拘束する状態に切り換わるので、連結切換装置により無段変速装置をパーキング位置に設定することができ、連結切換装置とは独立のパーキング位置設定装置は不要であり、従ってこのことによっても上記先の提案にかかる無段変速装置の場合よりも更に一層無段変速装置を小型化し、構造を単純化し、部品点数を低減することができる。
【００１３】
また上記請求項３の構成によれば、第一及び第二のギヤは互いに異なるピッチ円直径を有するので、連結切換装置によってリングギヤの回転を拘束する状態とキャリヤの回転を拘束する状態とに切り換えることにより、出力部材へ伝達される回転方向を車輌の前進回転方向と後進回転方向とに切り換えると共に変速比を変化させることができ、これにより前進段及び後進段の変速比の設定の自由度を高くすることができる。
また上記請求項４の構成によれば、第一のギヤは第二のギヤよりも大きいピッチ円直径を有するので、無段変速装置の大型化を招来することなく前進段及び後進段の何れについても高い減速比を達成することができる。
【００１４】
【課題解決手段の好ましい態様】
本発明の一つの好ましい態様によれば、上記請求項１乃至４の何れか一つの構成に於いて、連結切換装置はリングギヤを非回転部材に連結することによりリングギヤの回転を拘束し、キャリヤを非回転部材に連結することによりキャリヤの回転を拘束するよう構成される（好ましい態様１）。
【００１６】
本発明の他の一つの好ましい態様によれば、上記請求項１乃至４の何れか一つの構成に於いて、連結切換装置は同期噛合型連結装置を含み、同期噛合型連結装置はキャリア及びリングギヤに固定され互いに隔置された第一及び第二の噛合歯車と、これらの歯車の間に配置され互いに隔置された第一及び第二の同期リングと、遊星歯車装置の軸線に沿って往復動可能なスライダとを有し、スライダは第一の同期リングと噛み合った後第一の噛合歯車と噛み合うことによりキャリアの回転を拘束し且つリングギヤの回転を許容し、第二の同期リングと噛み合った後第二の噛合歯車と噛み合うことによりリングギヤの回転を拘束し且つキャリヤの回転を許容するよう構成される（好ましい態様２）。
【００１７】
本発明の他の一つの好ましい態様によれば、上記請求項１乃至４の何れか一つの構成に於いて、プラネタリギヤの第二のギヤは出力部材のギヤの内周歯と噛み合うよう構成される（好ましい態様３）。
【００１８】
本発明の他の一つの好ましい態様によれば、上記請求項１乃至４の何れか一つの構成に於いて、出力部材は差動歯車装置であり、出力部材のギヤは差動歯車装置の入力ギヤであるよう構成される（好ましい態様４）。
【００１９】
本発明の他の一つの好ましい態様によれば、上記請求項２の構成に於いて、連結切換装置はリングギヤ、キャリヤ、パーキング用ギヤの回転を拘束しない第一の状態と、リングギヤの回転を拘束し且つキャリヤ及びパーキング用ギヤの回転を拘束しない第二の状態と、キャリヤの回転を拘束し且つリングギヤ及びパーキング用ギヤの回転を拘束しない第三の状態と、キャリヤ及びパーキング用ギヤの回転を拘束する第四の状態とに切り換わるよう構成される（好ましい態様５）。
【００２１】
【発明の実施の形態】
以下に添付の図を参照しつつ、本発明を好ましい実施形態について詳細に説明する。
【００２２】
図１はベルト式無段変速装置として構成された本発明による車輌用無段変速装置の一つの実施形態を示すスケルトン図、図２は図１に示された実施形態の要部を拡大して示すスケルトン図である。尚これらの図に於いて、遊星歯車装置等の下半分の図示は一部省略されている。
【００２３】
図１に於いて、図示の無段変速装置はベルト式無段変速機１０を含み、無段変速機１０はエンジンや電動モータの如き原動機１２より駆動力が入力される一次側回転軸、即ち入力軸１４と、該入力軸に平行に延在し回転可能に支持された中空状の二次側回転軸、即ち出力軸１６と、それぞれ入力軸１４及び出力軸１６に設けられ有効径を変化可能な可変プーリ１８及び２０と、これらのプーリのＶ字形の溝に巻き掛けられた伝動ベルト２２とを有している。
【００２４】
可変プーリ１８は入力軸１４に固定された固定回転体２４と、入力軸１４の周りに相対回転不能に且つ軸線方向に相対移動可能に入力軸１４に支持された可動回転体２６とよりなり、固定回転体２４及び可動回転体２６は互いに共働して伝動ベルト２２を受けるＶ字形の溝を郭定している。同様に、可変プーリ２０は出力軸１６に固定された固定回転体２８と、出力軸１６の周りに相対回転不能に且つ軸線方向に相対移動可能に出力軸１６に支持された可動回転体３０とよりなり、固定回転体２８及び可動回転体３０は互いに共働して伝動ベルト２２を受けるＶ字形の溝を郭定している。
【００２５】
図には示されていないが、入力軸１４及び出力軸１６にはそれぞれ可動回転体２６及び３０を軸線に沿って移動させる油圧シリンダが設けられており、可動回転体２６は変速比制御弁によって対応する油圧シリンダが制御されることにより、固定回転体２４に対し相対的に入力軸１４に沿って変位し、これにより可変プーリ１８の有効径が変更され、無段変速装置１０の変速比γ、即ち出力軸１６の回転数Ｎoutに対する入力軸１４の回転数Ｎinの比が調節される。また可動回転体３０は張力制御圧調圧弁によって対応する油圧シリンダが制御されることにより、固定回転体２６に対し相対的に出力軸１６に沿って変位し、これにより固定回転体２６と共働して伝動ベルト２２に対する挾圧力を変更し伝動ベルト２２の張力を適正な値に制御する。
【００２６】
図示の実施形態に於いては、無段変速機１０に対し原動機１２の側には前後進切換用の遊星歯車装置３２が設けられており、遊星歯車装置３２の軸線は無段変速機１０の出力軸１６の軸線と整合している。図示の遊星歯車装置３２はサンギヤ入力型であり、出力軸１６よりの回転駆動力が直接入力されるよう出力軸１６に連結されたサンギヤ３４と、サンギヤ３４と同軸に回転可能に設けられたリングギヤ３６と、サンギヤ３４及びリングギヤ３６と噛み合う複数個のプラネタリギヤ３８と、プラネタリギヤ３８を自転可能に且つ公転可能に支持するキャリア４０とを有している。
【００２７】
図示の如く、プラネタリギヤ３８は遊星歯車装置３２の軸線に沿って延在する所謂ステップドピニオンギヤであり、サンギヤ３４及びリングギヤ３６と噛み合う第一のギヤ４２と、出力部材である差動歯車装置（終減速機）４４のギヤ４６の内周歯４６Ａと噛み合う第二のギヤ４８とを有し、図示の実施形態に於いては第一のギヤ４２のピッチ円は第二のギヤ４８のピッチ円よりも大きく設定されている。ギヤ４６は出力軸１６及び遊星歯車装置３２の軸線と同一の軸線の周りに回転可能に支持されており、その軸線に垂直な軸線の周りに回転可能に一対のピニオンギヤ５０を支持している。
【００２８】
差動歯車装置４４は、出力軸１６及び遊星歯車装置３２と同一の軸線の周りに回転可能に設けられピニオンギヤ５０と噛み合う一対のピニオンギヤ５２及び５４２を有し、ピニオンギヤ５２及び５４はそれぞれ遊星歯車装置３２の軸線と同一の軸線の周りに回転可能に支持された第一の駆動軸５６及び第二の駆動軸５８の一端（車輌について見て内端）に固定されている。第一の駆動軸５６は出力軸１６を貫通して延在し、図には示されていない等速ジョイントを介して車輌の左側駆動輪６０に連結され、第二の駆動軸５８は図には示されていない等速ジョイントを介して車輌の右側駆動輪６２に連結されている。
【００２９】
遊星歯車装置３２の前後進等の切換えは連結切換装置６４により行われる。図示の連結切換装置６４は、リングギヤ３６及びキャリア４０の回転を拘束しない第一の状態（ニュートラル位置）と、リングギヤ３６の回転を拘束しキャリア４０の回転を許容する第二の状態（ドライブ位置）と、キャリア４０の回転を拘束しリングギヤ３６の回転を許容する第三の状態（リバース位置）と、出力軸１６に固定されたパーキング用ギヤ６６及びキャリア４０の回転を拘束する第四の状態（パーキング位置）とに遊星歯車装置３２の連結状態を切り換えるようになっている。
【００３０】
連結切換装置６４は遊星歯車装置３２に対し径方向外側に配置された同期噛合型連結装置６８を含んでいる。同期噛合型連結装置６８は、それぞれキャリア４０及びリングギヤ３６に固定され互いに近接して遊星歯車装置３２の軸線方向に隔置された第一の噛合歯車７０及び第二の噛合歯車７２と、これらの歯車の間に配置され互いに近接して軸線方向に隔置された第一の同期リング７４及び第二の同期リング７６と、遊星歯車装置３２の軸線に沿って往復動可能なスライダ７８とを有している。
【００３１】
図２に詳細に示されている如く、第一の噛合歯車７０及び第二の噛合歯車７２は互いに近接する側にそれぞれ円錐面８０及び８２を有し、互いに離れる側にそれぞれ外周歯８４及び８６を有している。第一の同期リング７４及び第二の同期リング７６はそれぞれ円錐面８０及び８２に摩擦係合する円錐面８８及び９０と、それぞれ外周歯８４及び８６に近接して設けられた外周歯９２及び９４とを有している。パーキング用ギヤ６６の外周歯６６Ａは外周歯８４に近接しており、外周歯８４、８６、９２、９４、６６Ａは実質的に同一のピッチ円直径を有している。
【００３２】
スライダ７８は変速装置のハウジング９６に固定されたレール９８により遊星歯車装置３２の軸線の周りに回転不能に且つ該軸線に沿って往復動可能に案内される案内部材７８Ａと、外周歯８４、８６、９２、９４、６６Ａと選択的に噛合可能な内周歯７８Ｂとを有し、運転者により操作される図には示されていないシフトレバーに連動して駆動される。尚連結切換装置６４は図には示されていないシフトレバーに連動して駆動されることにより、リングギヤ３６、キャリア４０、パーキング用ギヤ６６の回転を選択的に拘束し得る限り、任意の構成のものであってよい。
【００３３】
以上の如く構成された無段変速装置に於いて、図には示されていないシフトレバーによりスライダ７８がニュートラル（Ｎ）位置に設定されると、スライダ７８の内周歯７８Ｂは第一の同期リング７４の外周歯９２と第二の同期リング７６の外周歯９４との間にてこれらより隔置され、スライダ７８はリングギヤ３６及びキャリア４０の自由な回転を許し、プラネタリギヤ３８は差動歯車装置４４のギヤ４６に対し相対的に自由に自転し公転するので、変速機１０より遊星歯車装置３２を経て差動歯車装置４４へ至る動力伝達経路が開かれ、無段変速装置は中立状態とされる。
【００３４】
これに対し、スライダ７８がドライブ（Ｄ）位置へ移動されると、スライダ７８の内周歯７８Ｂは外周歯７６と噛み合った後外周歯８６と噛み合い、スライダ７８はリングギヤ３６の回転を拘束すると共にキャリア４６の回転を許容するので、プラネタリギヤ３８はリングギヤ３６に対し自転しつつ公転し、これにより変速機１０の出力軸１６の回転駆動力は遊星歯車装置３２により減速されつつ車輌の前進方向の回転駆動力として差動歯車装置４４のギヤ４６へ伝達される。
【００３５】
またスライダ７８がリバース（Ｒ）位置へ移動されると、スライダ７８の内周歯７８Ｂは外周歯９２と噛み合った後外周歯８４と噛み合い、スライダ７８はキャリア４０の回転を拘束すると共にリングギヤ３６の回転を許容するので、プラネタリギヤ３８は公転することなく自転し、これにより変速機１０の出力軸１６の回転駆動力は遊星歯車装置３２により減速されつつ車輌の後進方向の回転駆動力として差動歯車装置４４のギヤ４６へ伝達される。
【００３６】
更にスライダ７８がパーキング（Ｐ）位置へ移動されると、スライダ７８の内周歯７８Ｂは外周歯８４及び６６Ａと噛み合い、キャリア４０及びパーキング用ギヤ６６の回転が拘束されることにより出力軸１６、サンギヤ３４、プラネタリギヤ３８の回転が拘束されるので、差動歯車装置４４のギヤ４６の回転も拘束され、これにより左右の駆動輪６０及び６２の回転が阻止される。
【００３７】
かくして図示の実施形態によれば、連結切換装置６４のスライダ７８を遊星歯車装置３２の軸線に沿って移動させることにより、リングギヤ３６又はキャリア４０の回転拘束状態を切り換え、これにより遊星歯車装置の連結状態をニュートラル状態、ドライブ状態、リバース状態の三つの連結状態に切り換えることができるので、遊星歯車装置のリングギヤ及びキャリアの二つの要素の連結状態が互いに同期して切り換えられなければならず互いに相対回転し同期駆動される二つの同期噛合型連結装置を必要とする前述の先の提案にかかる無段変速装置の場合に比して、連結切換装置の構造を単純化することができ、これにより無段変速装置を更に一層小型化し、構造を単純化し、部品点数を低減し、耐久性を向上させることができる。
【００３８】
また図示の実施形態によれば、プラネタリギヤ３８はその第一のギヤ４２にてリングギヤ３６と噛み合い第二のギヤ４８にて差動歯車装置４４のギヤ４６と噛み合っているので、第一のギヤ４２及び第二のギヤ４８のピッチ円直径の関係を比較的自由に設定することができ、これにより遊星歯車装置３２のドライブ位置及びリバース位置の減速比の設定の自由度を高くすることができる。
【００３９】
特に図示の実施形態によれば、プラネタリギヤ３８の第一のギヤ４２は第二のギヤ４８よりも大きいピッチ円直径を有するので、遊星歯車装置３２がドライブ位置にあるときの減速比γd及びリバース位置にあるときの減速比γrを高くすることができ、これにより無段変速装置の大型化を招来することなく前進段及び後進段の何れについても高い減速比を達成することができる。
【００４０】
例えばサンギヤ３４の歯数Ｚsを３４とし、プラネタリギヤ３８の第一のギヤ４２の歯数Ｚp1を３２とし、第二のギヤ４８の歯数Ｚp2を１６とし、リングギヤ３６の歯数Ｚr1を９８とし、差動歯車装置４４のギヤ４６の内周歯４６Ａの歯数Ｚr2を９７とすると、減速比γd及びγrはそれぞれ下記の式１及び２にて求められ、何れの減速比をも高くすることができる。
γd＝（１＋Ｚs／Ｚr1）／（Ｚs／Ｚr1−Ｚp2／Ｚp1＊Ｚs／Ｚr2）
＝７．８５ ……（１）
γr＝−Ｚp1／Ｚp2＊Ｚr2／Ｚs
＝−５．７１ ……（２）
【００４１】
また図示の実施形態によれば、出力軸１６にパーキング用ギヤ６６が固定され、スライダ７８の内周歯７８Ａはパーキング位置に於いてキャリア４０の外周歯８４及びパーキング用ギヤ６６の外周歯６６Ａと噛み合い、キャリア４０及び出力軸１６の回転を拘束するので、連結切換装置６４により無段変速装置をパーキング位置に設定することができ、連結切換装置とは独立のパーキング位置設定装置は不要であり、従ってこのことによっても前述の先の提案にかかる無段変速装置の場合よりも更に一層無段変速装置を小型化し、構造を単純化し、部品点数を低減することができる。
【００４２】
また図示の実施形態によれば、連結切換装置６４に於ける位置、即ちＤ位置、Ｎ位置、Ｒ位置、Ｐ位置の順序はシフトレバーのシフト位置の順序と同一であるので、単純な構成にてシフトレバーの動きをスライダ７８へ伝達することができ、従ってこのことによっても無段変速装置を小型化し、構造を単純化し、部品点数を低減することができる。
【００４３】
また出力部材としての差動歯車装置４４より左右の駆動輪６０及び６２へ至る回転駆動力伝達経路は本発明の構造よっては制約を受けず、任意の構成のものであってよく、図示の実施形態によれば、前述の先の提案にかかる無段変速装置の実施例と同様、駆動軸５６は無段変速機１０の中空の出力軸１６を貫通して延在しているので、上記実施例の場合と同様、このことによっても無段変速装置を小型化することができる。
【００４４】
以上に於いては本発明を特定の実施形態について詳細に説明したが、本発明は上述の実施形態に限定されるものではなく、本発明の範囲内にて他の種々の実施形態が可能であることは当業者にとって明らかであろう。
【００４５】
例えば上述の実施形態に於いては、出力軸１６にパーキング用ギヤ６６が固定され、遊星歯車装置３２は連結切換装置６４によりパーキング位置にも設定されるようになっているが、パーキング用ギヤ６６が省略され、遊星歯車装置３２は従来より周知のパーキング位置設定装置によりパーキング位置に設定されるよう修正されてもよい。
【００４６】
また上述の実施形態に於いては、プラネタリギヤ３８の第一のギヤ４２は第二のギヤ４８よりも大きいピッチ円直径を有しているが、これらのギヤのピッチ円直径は逆の関係であってもよく、また互いに同一の値であってもよい。
【００４７】
また上述の実施形態に於いては、プラネタリギヤ３８の第二のギヤ４８は差動歯車装置４４のギヤ４６の内周歯４６Ａと噛み合うようになっているが、差動歯車装置４４のギヤ４６に内周歯４６Ａに代えて外周歯が設けられ、第二のギヤ４８が遊星歯車装置３２の軸線と平行な軸線の周りに回転可能な回転方向逆転用の遊動ギヤを介して差動歯車装置４４のギヤ４６の外周歯と噛み合うよう修正されてもよい。
【００４８】
更に上述の実施形態に於いては、パーキング用ギヤ６６は出力軸１６に固定されているが、パーキング用ギヤ６６がプラネタリギヤ３８の軸部に固定され、その外周歯６６Ａが第二の噛合歯車７２の外周歯８６に近接してその図にて右側に配置され、プラネタリギヤ３８の第二のギヤ４８が遊動ギヤを介することなく差動歯車装置４４のギヤ４６の外周歯と噛み合い、これにより連結切換装置６４のＤ位置、Ｎ位置、Ｒ位置、Ｐ位置の順序が図示の順序とは逆の順序に設定されてもよい。
【図面の簡単な説明】
【図１】ベルト式無段変速装置として構成された本発明による車輌用無段変速装置の一つの実施形態を示すスケルトン図である。
【図２】図１に示された実施形態の要部を拡大して示すスケルトン図である。
【符号の説明】
１０…ベルト式無段変速機
１４…入力軸
１６…出力軸
３２…遊星歯車装置
３４…サンギヤ
３６…リングギヤ
３８…プラネタリギヤ
４０…キャリア
４４…差動歯車装置
６４…連結切換装置
６６…パーキング用ギヤ
６８…同期噛合型連結装置
７８…スライダ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a transmission for a vehicle, and more particularly to a continuously variable transmission for a vehicle that can change a transmission ratio steplessly.
[0002]
[Prior art]
As one of continuously variable transmissions for vehicles such as automobiles, for example, as described in Japanese Patent Application Laid-Open No. 2001-227615 filed by the applicant of the present application, between a primary side rotary shaft and a secondary side rotary shaft, A continuously variable transmission for a vehicle, comprising: a continuously variable transmission that continuously changes a gear ratio; and an output member that outputs a driving force transmitted through a secondary rotating shaft of the continuously variable transmission to a subsequent stage. A planetary gear that meshes with the sun gear, the ring gear, the sun gear, and the ring gear to decelerate the rotation from the secondary rotary shaft of the continuously variable transmission and to switch to the forward rotation direction or the reverse rotation direction of the vehicle and transmit it to the subsequent stage. A planetary gear device in which a first element of three elements composed of a carrier that rotatably supports the planetary gear is connected to a secondary rotating shaft, and one of the two elements excluding the first element among the three elements is not rotated At the same time as connecting to the member A state connected to the output member, the continuously variable transmission and a connection switching unit which is switched between a state for connecting the output member one simultaneously connecting the other to non-rotating member is conventionally known a.
[0003]
According to the continuously variable transmission according to the previous proposal, the planetary gear device functions as a forward / reverse switching device and also as a reduction device when the connection state is switched by the connection switching device. Therefore, the reduction gear device is used. This is unnecessary, and thus the vehicular continuously variable transmission can be reduced in size as compared with the prior art.
[0004]
[Problems to be solved by the invention]
However, in the conventional continuously variable transmission as described above, the planetary gear device has a first element connected to the secondary rotating shaft of the continuously variable transmission among the three elements consisting of the sun gear, the ring gear, and the carrier. Since one of the two elements must be connected to the non-rotating member and at the same time the other is connected to the output member, and the other is connected to the non-rotating member and at the same time one is connected to the output member. It is difficult to simplify the structure of the switching device, and there is room for improvement in further reducing the size of the continuously variable transmission for a vehicle, simplifying the structure, and reducing the number of parts.
[0005]
In particular, the connection switching device preferably connects one of the two elements to the non-rotating member and simultaneously connects the other to the output member, and connects the other to the non-rotating member and simultaneously connects one to the output member. Two synchronous meshing types, a first synchronous meshing coupling device that couples one or the other of the two elements to a non-rotating member and a second synchronous meshing coupling device that couples the other or one of the two elements to an output member Whereas a coupling device is required, these synchronous meshing coupling devices must be driven in synchronism with each other and the first synchronous meshing coupling device must be maintained in a non-rotating state, whereas The two synchronous meshing coupling devices must rotate with either of the two elements and the output member in the driving force transmission state, and therefore the second synchronous meshing coupling device is the first synchronous meshing coupling device. In However, it must be connected so as to be relatively rotatable and movable in synchronism with the first synchronous meshing connecting device, so that there is room for improvement in improving the durability of the continuously variable transmission for a vehicle. .
[0006]
The present invention has been made in view of the above-described problems in a conventional continuously variable transmission configured to be capable of simultaneously switching the connection state of two elements of a planetary gear device with respect to a non-rotating member and an output member. The main object of the present invention is to change the connection state of the planetary gear device by devising the structure of the planetary gear rotatably supported by the carrier and selectively switching the connection state of the two elements of the planetary gear device. By simply configuring the continuously variable transmission according to the above proposal, the continuously variable transmission can be further downsized, the structure can be simplified, the number of parts can be reduced, and the durability can be improved. It is to let you.
[0007]
[Means for Solving the Problems]
According to the present invention, the main problem described above is the configuration of claim 1, that is, the continuously variable transmission that continuously changes the speed ratio between the primary side rotary shaft and the secondary side rotary shaft, A planetary gear device that decelerates rotation from a secondary rotation shaft of a step transmission and switches the rotation direction to a forward rotation direction or a reverse rotation direction of a vehicle and transmits it to an output member, wherein the secondary rotation shaft A planetary gear device having a sun gear coupled to a ring, a ring gear, and a carrier that rotatably supports the sun gear and the planetary gear meshing with the ring gear, and a connection switching device that switches a coupling state of the planetary gear device. In the continuously variable transmission, the planetary gear includes a first gear that meshes with the ring gear and a second gear that meshes with the gear of the output member, and the connection switching device includes the ring gear. Achieve a state which permits rotation of the restraint and and the carrier rotation Ya, the vehicular continuously variable transmission, characterized in that switching to a state that allows the rotation of the restraint and and the ring gear a rotation of the carrier Is done.
[0008]
According to the present invention, in order to effectively achieve the above-mentioned main problems, in the configuration of the above-described claim 1, the parking gear connected to the secondary-side rotating shaft is provided, and the connection switching In addition to the two states, the device is configured to switch to a state in which the rotation of the parking gear is restrained by connecting the parking gear and the carrier to a non-rotating member (configuration of claim 2).
[0009]
According to the present invention, in order to effectively achieve the above-described main problems, the first and second gears are configured so that the first and second gears have different pitch circle diameters. (Structure of claim 3).
According to the present invention, in order to effectively achieve the above-mentioned main problems, in the configuration of claim 3, the first gear has a larger pitch circle diameter than the second gear. (Constitution of Claim 4)
[0010]
[Action and effect of the invention]
According to the configuration of claim 1, the planetary gear of the planetary gear device has the first gear that meshes with the ring gear and the second gear that meshes with the gear of the output member, and the connection switching device restrains the rotation of the ring gear and and a state that allows the rotation of the carrier, switches to a state that allows the rotation of the restraint by and ring gear a rotation of the carrier, thereby the direction of rotation is transmitted to the output member is the forward rotational direction of the vehicle and reverse the direction of rotation because switched, connection switching device may be switched only connection state of the ring gear or carrier, also need to be rotated together with the ring gear or carrier rather name further forward rotation direction of the rotation direction the vehicle is transmitted to the output member and In any case of the reverse rotation direction, the rotation of the input member can be decelerated and transmitted to the output member .
[0011]
Therefore, the connection state of the two elements of the planetary gear device must be switched in synchronism with each other, and the two steps of the above-mentioned proposal which requires two synchronous mesh type coupling devices that rotate relative to each other and are driven synchronously. Compared to the case of a transmission, the structure of the connection switching device can be simplified, thereby further reducing the size of the continuously variable transmission further than the case of the continuously variable transmission according to the above proposal. It can be simplified, the number of parts can be reduced, and durability can be improved.
[0012]
According to the second aspect of the present invention, the parking gear connected to the secondary rotating shaft is provided, and the connection switching device connects the parking gear and the carrier to the non-rotating member in addition to the two states. since switch to their respective positions to restrain the rotation of the parking gear by the continuously variable transmission can be set to the parking position by the connecting switching device, separate parking position setting device to the connecting switching device is not required, Therefore, this also makes it possible to further reduce the size of the continuously variable transmission, to simplify the structure, and to reduce the number of parts compared to the case of the continuously variable transmission according to the above proposal.
[0013]
According to the third aspect of the present invention, since the first and second gears have different pitch circle diameters, the connection switching device switches between a state in which the rotation of the ring gear is restricted and a state in which the rotation of the carrier is restricted. As a result, the rotation direction transmitted to the output member can be switched between the forward rotation direction and the reverse rotation direction of the vehicle, and the gear ratio can be changed, thereby increasing the degree of freedom in setting the forward gear ratio and the reverse gear ratio. Can be high.
According to the fourth aspect of the present invention, since the first gear has a larger pitch circle diameter than the second gear, the forward gear and the reverse gear can be operated without causing an increase in the size of the continuously variable transmission. High reduction ratio can be achieved.
[0014]
[Preferred embodiment of the problem solving means]
According to one preferred aspect of the present invention, in the structure according to any one of claims 1 to 4 , the connection switching device constrains the rotation of the ring gear by connecting the ring gear to the non-rotating member, and the carrier It is comprised so that rotation of a carrier may be restrained by connecting to a non-rotating member (Preferred aspect 1).
[0016]
According to another preferred embodiment of the present invention, in any one of the first to fourth aspects, the connection switching device includes a synchronous meshing coupling device, and the synchronous meshing coupling device includes a carrier and First and second meshing gears fixed to the ring gear and spaced apart from each other, first and second synchronization rings disposed between these gears and spaced apart from each other, and along the axis of the planetary gear unit A reciprocating slider, and the slider meshes with the first synchronization ring and then meshes with the first meshing gear to restrain the rotation of the carrier and allow the ring gear to rotate, and the second synchronization ring After meshing, meshing with the second meshing gear restricts the rotation of the ring gear and allows the carrier to rotate (Preferable Mode 2 ).
[0017]
According to another preferred embodiment of the present invention, in the structure according to any one of claims 1 to 4 , the second gear of the planetary gear is configured to mesh with the inner peripheral teeth of the gear of the output member. that (preferred embodiment 3).
[0018]
According to another preferred embodiment of the present invention, in any one of the first to fourth aspects, the output member is a differential gear device, and the gear of the output member is a differential gear device. It is comprised so that it may be an input gear (the preferable aspect 4 ).
[0019]
According to another preferred aspect of the present invention, in the configuration of claim 2, the connection switching device restricts the rotation of the ring gear, the carrier and the parking gear, and the rotation of the ring gear. And the second state where the rotation of the carrier and the parking gear is not restricted, the third state where the rotation of the carrier is restricted and the rotation of the ring gear and the parking gear is not restricted, and the rotation of the carrier and the parking gear is restricted. It is comprised so that it may switch to the 4th state to do (Preferable aspect 5 ).
[0021]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
[0022]
FIG. 1 is a skeleton diagram showing an embodiment of a continuously variable transmission for a vehicle according to the present invention configured as a belt type continuously variable transmission, and FIG. 2 is an enlarged view of a main part of the embodiment shown in FIG. FIG. In these drawings, the illustration of the lower half of the planetary gear device and the like is partially omitted.
[0023]
In FIG. 1, the illustrated continuously variable transmission includes a belt-type continuously variable transmission 10, and the continuously variable transmission 10 is a primary rotary shaft to which a driving force is input from a prime mover 12 such as an engine or an electric motor, that is, The input shaft 14 and a hollow secondary rotating shaft that extends in parallel with the input shaft and is rotatably supported, that is, the output shaft 16, are provided on the input shaft 14 and the output shaft 16, respectively, and the effective diameter is changed. It has possible variable pulleys 18 and 20 and a transmission belt 22 wound around the V-shaped grooves of these pulleys.
[0024]
The variable pulley 18 includes a fixed rotating body 24 fixed to the input shaft 14 and a movable rotating body 26 supported by the input shaft 14 so as not to rotate relative to the input shaft 14 and to be relatively movable in the axial direction. The fixed rotating body 24 and the movable rotating body 26 cooperate with each other to define a V-shaped groove that receives the transmission belt 22. Similarly, the variable pulley 20 includes a fixed rotating body 28 fixed to the output shaft 16, and a movable rotating body 30 supported by the output shaft 16 so as not to rotate relative to the output shaft 16 and to be relatively movable in the axial direction. Thus, the fixed rotating body 28 and the movable rotating body 30 cooperate with each other to define a V-shaped groove that receives the transmission belt 22.
[0025]
Although not shown in the figure, the input shaft 14 and the output shaft 16 are provided with hydraulic cylinders for moving the movable rotating bodies 26 and 30 along the axis, respectively. The movable rotating body 26 is controlled by a gear ratio control valve. By controlling the corresponding hydraulic cylinder, the displacement relative to the fixed rotating body 24 is displaced along the input shaft 14, thereby changing the effective diameter of the variable pulley 18, and the speed ratio γ of the continuously variable transmission 10. That is, the ratio of the rotational speed Nin of the input shaft 14 to the rotational speed Nout of the output shaft 16 is adjusted. Further, the movable rotating body 30 is displaced along the output shaft 16 relative to the fixed rotating body 26 by controlling the corresponding hydraulic cylinder by the tension control pressure regulating valve, thereby cooperating with the fixed rotating body 26. Then, the reed pressure on the transmission belt 22 is changed to control the tension of the transmission belt 22 to an appropriate value.
[0026]
In the illustrated embodiment, a planetary gear device 32 for forward / reverse switching is provided on the prime mover 12 side with respect to the continuously variable transmission 10, and the axis of the planetary gear device 32 is the axis of the continuously variable transmission 10. It is aligned with the axis of the output shaft 16. The illustrated planetary gear device 32 is a sun gear input type, and a sun gear 34 connected to the output shaft 16 so that the rotational driving force from the output shaft 16 is directly input, and a ring gear provided coaxially with the sun gear 34. 36, a plurality of planetary gears 38 that mesh with the sun gear 34 and the ring gear 36, and a carrier 40 that supports the planetary gear 38 so as to be capable of rotating and revolving.
[0027]
As shown in the figure, the planetary gear 38 is a so-called stepped pinion gear that extends along the axis of the planetary gear device 32, a first gear 42 that meshes with the sun gear 34 and the ring gear 36, and a differential gear device (end member). The second gear 48 meshes with the inner peripheral teeth 46A of the gear 46 of the speed reducer 44. In the illustrated embodiment, the pitch circle of the first gear 42 is greater than the pitch circle of the second gear 48. Is also set larger. The gear 46 is supported so as to be rotatable about the same axis as that of the output shaft 16 and the planetary gear device 32, and supports a pair of pinion gears 50 so as to be rotatable around an axis perpendicular to the axis.
[0028]
The differential gear device 44 includes a pair of pinion gears 52 and 542 that are rotatably provided around the same axis as the output shaft 16 and the planetary gear device 32, and mesh with the pinion gear 50. The pinion gears 52 and 54 are respectively planetary gear devices. The first drive shaft 56 and the second drive shaft 58 that are rotatably supported around the same axis as the 32 axes are fixed to one end (the inner end as viewed from the vehicle). The first drive shaft 56 extends through the output shaft 16 and is connected to the left drive wheel 60 of the vehicle via a constant velocity joint not shown in the figure, while the second drive shaft 58 is shown in the figure. Is connected to the right drive wheel 62 of the vehicle via a constant velocity joint not shown.
[0029]
Switching of the planetary gear device 32 such as forward and backward movement is performed by a connection switching device 64. The illustrated connection switching device 64 has a first state (neutral position) in which the rotation of the ring gear 36 and the carrier 40 is not constrained, and a second state (drive position) in which the rotation of the ring gear 36 is constrained and the rotation of the carrier 40 is allowed. A third state (reverse position) in which the rotation of the carrier 40 is restricted and the ring gear 36 is allowed to rotate, and a fourth state in which the rotation of the parking gear 66 fixed to the output shaft 16 and the rotation of the carrier 40 is restricted ( The connection state of the planetary gear device 32 is switched to the parking position).
[0030]
The connection switching device 64 includes a synchronous meshing connection device 68 disposed radially outward with respect to the planetary gear device 32. The synchronous mesh type coupling device 68 includes a first meshing gear 70 and a second meshing gear 72 fixed to the carrier 40 and the ring gear 36, respectively, and spaced apart in the axial direction of the planetary gear device 32. A first synchronizing ring 74 and a second synchronizing ring 76 that are arranged between the gears and are axially spaced apart from each other, and a slider 78 that can reciprocate along the axis of the planetary gear device 32. is doing.
[0031]
As shown in detail in FIG. 2, the first meshing gear 70 and the second meshing gear 72 have conical surfaces 80 and 82 on the sides close to each other and outer peripheral teeth 84 and 86 on the sides away from each other. have. The first synchronizing ring 74 and the second synchronizing ring 76 are conical surfaces 88 and 90 that frictionally engage the conical surfaces 80 and 82, respectively, and outer peripheral teeth 92 and 94 provided close to the outer peripheral teeth 84 and 86, respectively. And have. The outer peripheral teeth 66A of the parking gear 66 are close to the outer peripheral teeth 84, and the outer peripheral teeth 84, 86, 92, 94, 66A have substantially the same pitch circle diameter.
[0032]
The slider 78 is guided by a rail 98 fixed to the transmission housing 96 so as to be non-rotatable around the axis of the planetary gear unit 32 and reciprocating along the axis, and outer peripheral teeth 84, 86. , 92, 94, 66A and inner peripheral teeth 78B that can selectively mesh with each other, and are driven in conjunction with a shift lever not shown in the figure operated by the driver. The connection switching device 64 is driven in conjunction with a shift lever not shown in the figure, so that the rotation of the ring gear 36, the carrier 40, and the parking gear 66 can be selectively restricted. It may be a thing.
[0033]
In the continuously variable transmission configured as described above, when the slider 78 is set to the neutral (N) position by a shift lever (not shown), the inner peripheral teeth 78B of the slider 78 are in the first synchronization. The outer peripheral teeth 92 of the ring 74 and the outer peripheral teeth 94 of the second synchronization ring 76 are spaced apart from each other, the slider 78 allows the ring gear 36 and the carrier 40 to freely rotate, and the planetary gear 38 is a differential gear unit. Therefore, the power transmission path from the transmission 10 through the planetary gear unit 32 to the differential gear unit 44 is opened, and the continuously variable transmission is set in a neutral state. The
[0034]
On the other hand, when the slider 78 is moved to the drive (D) position, the inner peripheral teeth 78B of the slider 78 are engaged with the outer peripheral teeth 76 and then the outer peripheral teeth 86, and the slider 78 restrains the rotation of the ring gear 36. Since the rotation of the carrier 46 is allowed, the planetary gear 38 revolves while rotating with respect to the ring gear 36, whereby the rotational driving force of the output shaft 16 of the transmission 10 is decelerated by the planetary gear device 32 and rotated in the forward direction of the vehicle. A driving force is transmitted to the gear 46 of the differential gear unit 44.
[0035]
When the slider 78 is moved to the reverse (R) position, the inner peripheral teeth 78B of the slider 78 are engaged with the outer peripheral teeth 92 and are then engaged with the outer peripheral teeth 84. The slider 78 restrains the rotation of the carrier 40 and the ring gear 36. Since the rotation is allowed, the planetary gear 38 rotates without revolving, whereby the rotational driving force of the output shaft 16 of the transmission 10 is decelerated by the planetary gear unit 32 and is used as a rotational driving force in the reverse direction of the vehicle. Is transmitted to the gear 46 of the device 44.
[0036]
When the slider 78 is further moved to the parking (P) position, the inner peripheral teeth 78B of the slider 78 are engaged with the outer peripheral teeth 84 and 66A, and the rotation of the carrier 40 and the parking gear 66 is restrained, whereby the output shaft 16, Since the rotation of the sun gear 34 and the planetary gear 38 is constrained, the rotation of the gear 46 of the differential gear unit 44 is also constrained, thereby preventing the left and right drive wheels 60 and 62 from rotating.
[0037]
Thus, according to the illustrated embodiment, the rotation 78 of the ring gear 36 or the carrier 40 is switched by moving the slider 78 of the connection switching device 64 along the axis of the planetary gear device 32, thereby connecting the planetary gear device. Since the state can be switched to three connection states of neutral state, drive state, and reverse state, the connection state of the two elements of the ring gear and the carrier of the planetary gear unit must be switched in synchronization with each other and rotate relative to each other. The structure of the connection switching device can be simplified compared to the case of the continuously variable transmission according to the above-mentioned proposal that requires two synchronous meshing connection devices that are driven synchronously. The step transmission can be further miniaturized, the structure can be simplified, the number of parts can be reduced, and the durability can be improved.
[0038]
According to the illustrated embodiment, the planetary gear 38 is engaged with the ring gear 36 by the first gear 42 and is engaged with the gear 46 of the differential gear unit 44 by the second gear 48. The relationship between the pitch circle diameters of the second gear 48 and the second gear 48 can be set relatively freely, so that the degree of freedom in setting the reduction ratios of the drive position and the reverse position of the planetary gear device 32 can be increased.
[0039]
In particular, according to the illustrated embodiment, the first gear 42 of the planetary gear 38 has a larger pitch circle diameter than the second gear 48, so the reduction ratio γd and reverse position when the planetary gear set 32 is in the drive position. it is possible to increase the speed reduction ratio γr when in the, thereby Ru can achieve higher reduction ratio for any forward gear and reverse gear without causing an increase in the size of the continuously variable transmission.
[0040]
For example, the number of teeth Zs of the sun gear 34 is 34, the number of teeth Zp1 of the first gear 42 of the planetary gear 38 is 32, the number of teeth Zp2 of the second gear 48 is 16, the number of teeth Zr1 of the ring gear 36 is 98, If the number of teeth Zr2 of the inner peripheral teeth 46A of the gear 46 of the differential gear unit 44 is 97, the reduction ratios γd and γr can be obtained by the following equations 1 and 2, respectively, and any reduction ratio can be increased. it can.
γd = (1 + Zs / Zr1) / (Zs / Zr1−Zp2 / Zp1 * Zs / Zr2)
= 7.85 (1)
γr = −Zp1 / Zp2 * Zr2 / Zs
= -5.71 (2)
[0041]
Further, according to the illustrated embodiment, the parking gear 66 is fixed to the output shaft 16, and the inner peripheral teeth 78A of the slider 78 are connected to the outer peripheral teeth 84 of the carrier 40 and the outer peripheral teeth 66A of the parking gear 66 at the parking position. Since the meshing and the rotation of the carrier 40 and the output shaft 16 are restrained, the continuously variable transmission can be set to the parking position by the connection switching device 64, and a parking position setting device independent of the connection switching device is unnecessary, Therefore, this also makes it possible to further reduce the size of the continuously variable transmission, to simplify the structure, and to reduce the number of parts as compared with the case of the continuously variable transmission according to the above-mentioned proposal.
[0042]
Further, according to the illustrated embodiment, the position in the connection switching device 64, that is, the order of the D position, the N position, the R position, and the P position is the same as the order of the shift positions of the shift lever. Thus, the movement of the shift lever can be transmitted to the slider 78. Therefore, the continuously variable transmission can be reduced in size, the structure can be simplified, and the number of parts can be reduced.
[0043]
Further, the rotational driving force transmission path from the differential gear device 44 as the output member to the left and right driving wheels 60 and 62 is not limited by the structure of the present invention, and may be of any configuration, According to the embodiment, the drive shaft 56 extends through the hollow output shaft 16 of the continuously variable transmission 10 as in the embodiment of the continuously variable transmission according to the above-described proposal. As in the case of the example, this also allows the continuously variable transmission to be reduced in size.
[0044]
Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.
[0045]
For example, in the above-described embodiment, the parking gear 66 is fixed to the output shaft 16, and the planetary gear device 32 is set to the parking position by the connection switching device 64. May be omitted, and the planetary gear device 32 may be modified to be set to the parking position by a conventionally known parking position setting device.
[0046]
In the above-described embodiment, the first gear 42 of the planetary gear 38 has a larger pitch circle diameter than the second gear 48, but the pitch circle diameters of these gears have an inverse relationship. Or may be the same value.
[0047]
In the above-described embodiment, the second gear 48 of the planetary gear 38 meshes with the inner peripheral teeth 46A of the gear 46 of the differential gear unit 44. An outer peripheral tooth is provided in place of the inner peripheral tooth 46A, and the differential gear device 44 is provided via a rotating gear for reversing the rotational direction in which the second gear 48 can rotate around an axis parallel to the axis of the planetary gear device 32. It may be modified so as to mesh with the outer peripheral teeth of the gear 46.
[0048]
Further, in the above-described embodiment, the parking gear 66 is fixed to the output shaft 16, but the parking gear 66 is fixed to the shaft portion of the planetary gear 38, and the outer peripheral teeth 66 </ b> A thereof are the second meshing gear 72. The second gear 48 of the planetary gear 38 meshes with the outer peripheral teeth of the gear 46 of the differential gear unit 44 without passing through the idle gears, thereby being connected and switched. The order of the D position, the N position, the R position, and the P position of the device 64 may be set in the order opposite to the order shown.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram showing one embodiment of a continuously variable transmission for a vehicle according to the present invention configured as a belt type continuously variable transmission.
FIG. 2 is a skeleton diagram showing an enlarged main part of the embodiment shown in FIG. 1;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Belt type continuously variable transmission 14 ... Input shaft 16 ... Output shaft 32 ... Planetary gear device 34 ... Sun gear 36 ... Ring gear 38 ... Planetary gear 40 ... Carrier 44 ... Differential gear device 64 ... Connection switching device 66 ... Parking gear 68 ... Synchronous engagement type coupling device 78 ... Slider

Claims

A continuously variable transmission that continuously changes the gear ratio between the primary side rotary shaft and the secondary side rotary shaft, and the rotation of the continuously variable transmission from the secondary side rotary shaft is decelerated and the direction of rotation is changed. A planetary gear device that switches to a forward rotation direction or a reverse rotation direction of a vehicle and transmits it to an output member, the sun gear coupled to the secondary rotation shaft, a ring gear, and a planetary gear that meshes with the sun gear and the ring gear. In a continuously variable transmission for a vehicle comprising a planetary gear device having a carrier that can be supported and a connection switching device that switches a connection state of the planetary gear device, the planetary gear is a first gear that meshes with the ring gear. said and a second gear meshing with the gear of the output member, the connecting switching device and the state of allowing the rotation of and the carrier to restrain rotation of the ring gear Vehicular continuously variable transmission, characterized in that switching to a state that allows the rotation of the restraint and and the ring gear a rotation of the carrier.

A parking gear connected to the secondary rotating shaft, and the connection switching device connects the parking gear and the carrier to a non-rotating member in addition to the two states; The continuously variable transmission for a vehicle according to claim 1, wherein the continuously variable transmission is switched to a state in which rotation is constrained.

The continuously variable transmission for a vehicle according to claim 1 or 2, wherein the first and second gears have different pitch circle diameters.

The continuously variable transmission for a vehicle according to claim 3, wherein the first gear has a larger pitch circle diameter than the second gear.