JP6363394B2 - Continuously variable transmission for vehicle - Google Patents

Description

  The present invention relates to a continuously variable transmission for a vehicle including a continuously variable transmission and a power transmission mechanism in parallel, and a mating surface between the housing and the case by an impact load generated in a parking gear without increasing the mass of the housing and the case. It is related with the technology which controls that it opens.

  For example, as in the vehicle of Patent Document 1, power transmission is performed in parallel with a continuously variable transmission having an input shaft to which torque output from an internal combustion engine is input and an output shaft connected to drive wheels so as to be able to transmit power. A vehicular continuously variable transmission equipped with a mechanism is known. The power transmission state by the continuously variable transmission or the power transmission mechanism can be selected according to the traveling state of the vehicle, and the fuel efficiency performance and the traveling performance can be improved.

  In the continuously variable transmission for a vehicle, a gear to which power from a power transmission mechanism is input, a gear that outputs power to the drive wheels, and a parking gear may be disposed on the output shaft of the continuously variable transmission. desired.

Japanese Utility Model Publication No. 6-78660

  For example, FIG. 5 shows a vehicle continuously variable transmission in which a gear to which power from a power transmission mechanism is input, a gear that outputs power to drive wheels, and a parking gear are provided on an output shaft. It is a figure which shows an example of the position arrange | positioned at an output shaft with the mating surface of a housing and a case. The continuously variable transmission 110 for a vehicle meshes with a gear (not shown) to which power from a power transmission mechanism is input, a parking gear 112 that locks a drive wheel, and a counter driven gear 114 provided on a counter shaft (not shown). The output shaft 118 includes a reduction gear 116 that constitutes a pair of reduction gears and outputs power to the drive wheels. The continuously variable transmission 110 for a vehicle includes a ball bearing 122 and a roller bearing 124 that are fixed to the case 120 and rotatably support the output shaft 118. The continuously variable transmission 110 for a vehicle is covered by integrally housing the housing and the case 120, and the mating surface P 0 between the housing and the case 120 is orthogonal to the output shaft 118 and passes through the ball bearing 122. It is configured. The continuously variable transmission 110 for a vehicle includes a parking gear 112, a reduction gear 116, and a roller bearing 124 in order from the mating surface P0 between the housing and the case 120 on the output shaft 118. Accordingly, the parking gear 112 is provided closer to the mating surface P0 than the reduction gear 116, and is only separated from the mating surface P0 in the axial direction by L0.

  Here, for example, when the shift lever is mistakenly operated to the parking position (P position) while the vehicle is running and a parking pawl (not shown) is engaged with the parking gear 112, the impact load generated in the parking gear 112 is affected by the housing or case 120. It acts as a reaction force on the housing and the case 120 through the ball bearing 122 and the roller bearing 124 supported by the bearing. In the continuously variable transmission 110 for a vehicle, since the parking gear 112 is disposed at a position that is only L0 away from the mating surface P0 in the axial direction, a large reaction is input to the housing and the case 120 via the ball bearing 122. The mating surface P0 of the housing and the case 120 may open due to a force or a large reaction force input to the parking pole that meshes with the parking gear 112. If the rigidity of the housing and the case 120 is increased in order to prevent the mating surface P0 between the housing and the case 120 from being opened, there arises a problem that the mass of the housing and the case 120 increases.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a continuously variable transmission for a vehicle including a continuously variable transmission and a power transmission mechanism in parallel. It is an object of the present invention to provide a continuously variable transmission for a vehicle that suppresses an opening of a mating surface between a housing and a case even when an impact load generated on a parking gear is applied due to an erroneous operation of a shift lever without increasing the mass.

That is, the gist of the present invention is that a power is provided in parallel with a continuously variable transmission having an input shaft to which torque output from an internal combustion engine is transmitted and an output shaft connected to drive wheels so as to be able to transmit power. A continuously variable transmission for a vehicle including a transmission mechanism, wherein an end of the output shaft on the internal combustion engine side is disposed at a position offset from a mating surface between a case and a housing of the continuously variable transmission. a reduction gear has, based on said reduction gear, and the mating surfaces have a parking gear is disposed on the opposite side, an end portion of the internal combustion engine side of said output shaft, said continuously variable than the mating surface It is rotatably supported by the case and the housing via a first bearing located on the transmission side and a second bearing located on the internal combustion engine side relative to the parking gear. Parking gear is in continuously variable transmission for a vehicle characterized that you have been placed adjacent to between the second bearing and the reduction gear.

According to the continuously variable transmission for a vehicle of the present invention, the parking gear is disposed at a position offset from the mating surface of the case and the housing of the continuously variable transmission at the end of the output shaft on the internal combustion engine side. With respect to the reduced gear as a reference, it is arranged on the side opposite to the mating surface. Therefore, since the mating surface is positioned at a position separated from the parking gear by at least the reduction gear, the load applied to the vicinity of the mating surface among the impact loads generated on the parking gear due to erroneous operation of the shift lever is small. This provides a continuously variable transmission for a vehicle that suppresses the opening of the mating surface between the case and the housing even when an impact load generated on the parking gear due to an erroneous operation of the shift lever is applied without increasing the mass of the housing and the case. can do. Further, an end of the output shaft on the internal combustion engine side is a first bearing located on the continuously variable transmission side with respect to the mating surface, and a second bearing located on the internal combustion engine side with respect to the parking gear. The parking gear is rotatably supported by the case and the housing, and is disposed adjacent to the reduction gear and the second bearing. For this reason, since the parking gear is arranged on the second bearing side separated from the mating surface by at least the reduction gear, the load acting on the vicinity of the mating surface among the impact loads generated on the parking gear due to erroneous operation of the shift lever. Is small. This provides a continuously variable transmission for a vehicle that suppresses the opening of the mating surface between the case and the housing even when an impact load generated on the parking gear due to an erroneous operation of the shift lever is applied without increasing the mass of the housing and the case. can do.

It is a figure explaining schematic structure of the power transmission device for vehicles to which the present invention is applied. It is a figure explaining the relationship between the action | operation of the engaging element of the power transmission device of FIG. 1, and switching of a running pattern. FIG. 2 is an enlarged view for explaining a positional relationship between a parking gear and a mating surface of a housing and a case at an engine side end portion of an output shaft of the continuously variable transmission of FIG. 1. It is a figure explaining the impact load which acts on the parking gear of FIG. 3, and the reaction force input into a housing and a case via the bearing which supports the output shaft in which the parking gear was provided. It is an enlarged view corresponding to FIG. 3 which shows an example of the position arrange | positioned at the output shaft of a parking gear with the mating surface of a housing and a case.

  Hereinafter, an embodiment of a continuously variable transmission for a vehicle according to the present invention will be described in detail with reference to the drawings.

  In the present embodiment, preferably, the continuously variable transmission is a known belt type continuously variable transmission, but other types of continuously variable transmissions such as a known traction type continuously variable transmission are adopted. You can also. The power transmission mechanism is a meshing gear mechanism in which one or a plurality of gear stages having different gear ratios are formed. The gear ratio formed by the power transmission mechanism is formed by the gear ratio on the lower vehicle speed side than the gear ratio on the lowest vehicle speed side formed by the continuously variable transmission and / or by the continuously variable transmission. This is the gear ratio on the higher vehicle speed side than the gear ratio on the highest vehicle speed side. The internal combustion engine may be a gasoline engine or a diesel engine. The power of the internal combustion engine is transmitted to the continuously variable transmission and the power transmission mechanism via a fluid transmission device. Further, the vehicle includes a known forward / reverse switching device provided between the input shaft and the output shaft in parallel with the continuously variable transmission and in series with the power transmission mechanism.

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied. In FIG. 1, a vehicle 10 corresponds to the internal combustion engine of the present invention, and an engine 12 that functions as a driving power source for traveling, a drive wheel 14, and the present invention provided between the engine 12 and the drive wheel 14. And a power transmission device 16 that functions as a continuously variable transmission for a vehicle. The power transmission device 16 includes a known torque converter 20 as a fluid transmission device connected to the engine 12, an input shaft 22 provided integrally with a turbine shaft that is an output rotation member of the torque converter 20, and an input shaft 22. A well-known belt-type continuously variable transmission 24 (hereinafter referred to as continuously variable transmission 24) as a continuously variable transmission of the present invention, a forward / reverse switching device 26, and a forward / reverse switching device 26 that are also connected to the input shaft 22. The gear mechanism 28 serving as a power transmission mechanism of the present invention, which is connected to the input shaft 22 via the shaft and provided in parallel with the continuously variable transmission 24, is a common output rotating member for the continuously variable transmission 24 and the gear mechanism 28. The output shaft 30, the counter shaft 31, the output shaft 30 and the counter shaft 31 are provided in a relatively non-rotatable manner and engage with each other, that is, a reduction gear 32 and a counter driven A reduction gear device 34 composed of a bearing member 33, a parking gear 35 provided on the output shaft 30 so as not to rotate relative to each other and locking the drive wheel, and a counter drive gear 36 provided on the counter shaft 31 so as not to rotate relative to each other. And a pair of axles 39 operatively connected to the differential gear device 38.

  Further, in the power transmission device 16, the housing 40, the first case 41, and the second case 42 as the non-rotating members arranged in order from the engine 12 side include the mating surface P1 between the housing 40 and the first case 41, and the first case 41. The transaxle case connected by the mating surface of the case 41 and the second case 42 is entirely covered. The first case 41 corresponds to the case of the present invention.

  In the power transmission device 16 configured as described above, the power of the engine 12 is supplied from the torque converter 20, the continuously variable transmission 24 (or the forward / reverse switching device 26 and the gear mechanism 28), the reduction gear device 34, and the differential gear device 38. , And the axle 39 etc. are sequentially transmitted to the pair of drive wheels 14.

  As described above, the power transmission device 16 includes the continuously variable transmission 24 and the gear mechanism 28 provided in parallel between the engine 12 and the drive wheels 14. The power transmission device 16 includes a first power transmission path for transmitting the power of the engine 12 from the input shaft 22 to the output shaft 30 via the continuously variable transmission 24, and the power of the engine 12 from the input shaft 22 via the gear mechanism 28. And a second power transmission path that transmits to the output shaft 30 in parallel, and is configured to be switched between the first power transmission path and the second power transmission path according to the traveling state of the vehicle 10. . The power transmission device 16 is a clutch mechanism for selectively switching between the first power transmission path and the second power transmission path, and is used for CVT traveling as a first clutch mechanism for intermittently transmitting power in the first power transmission path. The clutch C2 is provided with a forward clutch C1 and a reverse brake B1 as a second clutch mechanism for intermittently transmitting power in the second power transmission path. The CVT travel clutch C2, the forward clutch C1, and the reverse brake B1 correspond to a connection / disconnection device, and are all known hydraulic friction engagement devices that are frictionally engaged by a hydraulic actuator. Further, the forward clutch C1 and the reverse brake B1 are one of the elements constituting the forward / reverse switching device 26 described later.

  The forward / reverse switching device 26 includes a double pinion planetary gear device 26p, a forward clutch C1, and a reverse brake B1 provided coaxially with the input shaft 22. The carrier 26c of the planetary gear unit 26p is integrally connected to the input shaft 22, and the ring gear 26r of the planetary gear unit 26p is selectively connected to the first case 41 as a non-rotating member via the reverse brake B1. The sun gear 26s of the gear device 26p is connected to a small diameter gear 43 provided around the input shaft 22 so as to be rotatable relative to the input shaft 22 coaxially. The carrier 26c and the sun gear 26s are selectively connected to each other via the forward clutch C1. In the forward / reverse switching device 26 configured as described above, when the forward clutch C1 is engaged and the reverse brake B1 is released, the input shaft 22 is directly connected to the small-diameter gear 43, and the second power transmission path. The forward power transmission path is established (achieved) at. When the reverse brake B1 is engaged and the forward clutch C1 is released, the small-diameter gear 43 is rotated in the reverse direction with respect to the input shaft 22, and the reverse power transmission is performed in the second power transmission path. A route is established. When both the forward clutch C1 and the reverse brake B1 are released, the second power transmission path is brought into a power transmission cutoff state.

  The gear mechanism 28 includes a small-diameter gear 43 connected to the sun gear 26 s and a large-diameter gear 46 fixed to the gear mechanism counter shaft 44 and meshing with the small-diameter gear 43. The gear mechanism 28 is a reduction mechanism in which one gear stage (gear ratio) is formed. An idler gear 48 is provided around the gear mechanism counter shaft 44 so as to be rotatable relative to the gear mechanism counter shaft 44 coaxially. Around the gear mechanism counter shaft 44, a meshing clutch (dog clutch) D1 is provided between the gear mechanism counter shaft 44 and the idler gear 48 so as to selectively connect and disconnect between them. Therefore, the meshing clutch D1 functions as a third clutch mechanism provided in the power transmission device 16 for intermittently transmitting power in the second power transmission path. The meshing clutch D1 can be fitted to the first gear 50 fixed to the gear mechanism counter shaft 44, the second gear 52 provided to the idler gear 48, and the first gear 50 and the second gear 52 (engagement). And a hub sleeve 54 formed with inner peripheral teeth that can be engaged with each other. In the meshing clutch D <b> 1 configured as described above, the gear mechanism counter shaft 44 and the idler gear 48 are connected by the hub sleeve 54 being engaged with the first gear 50 and the second gear 52. The meshing clutch D1 further includes a known synchromesh mechanism S1 as a synchronizing mechanism that synchronizes rotation when the first gear 50 and the second gear 52 are engaged. The idler gear 48 meshes with an output gear 56 having a larger diameter than the idler gear 48. The output gear 56 is provided around the same rotational axis as the output shaft 30 so as not to rotate relative to the output shaft 30. When one of the forward clutch C1 and the reverse brake B1 is engaged and the meshing clutch D1 is engaged, the power of the engine 12 is transferred from the input shaft 22 to the forward / reverse switching device 26, the gear mechanism 28, the idler gear 48, and A second power transmission path that is sequentially transmitted to the output shaft 30 via the output gear 56 is established (connected).

  The continuously variable transmission 24 is provided on a power transmission path between the input shaft 22 and the output shaft 30. The continuously variable transmission 24 includes a primary pulley 58 having a variable effective diameter provided on the input shaft 22, a secondary pulley 62 having a variable effective diameter provided on a rotary shaft 60 coaxial with the output shaft 30, and a pair thereof. And a transmission belt 64 wound between the variable pulleys 58 and 62, and power is transmitted through a frictional force between the pair of variable pulleys 58 and 62 and the transmission belt 64. In the continuously variable transmission 24, the V groove width of the pair of variable pulleys 58 and 62 is changed to change the engagement diameter (effective diameter) of the transmission belt 64, whereby the transmission ratio (gear ratio) γ (= input shaft). The rotational speed Ni / output shaft rotational speed No) is continuously changed. For example, when the V groove width of the primary pulley 58 is reduced, the gear ratio γ is reduced (that is, the continuously variable transmission 24 is upshifted). Further, when the V groove width of the primary pulley 58 is increased, the gear ratio γ is increased (that is, the continuously variable transmission 24 is downshifted). The output shaft 30 is disposed around the rotation shaft 60 so as to be relatively rotatable coaxially with the rotation shaft 60. The CVT travel clutch C2 is provided closer to the drive wheel 14 than the continuously variable transmission 24 (that is, provided between the secondary pulley 62 and the output shaft 30), and the secondary pulley 62 and the output shaft 30 Selectively connect between. When the CVT travel clutch C2 is engaged, a first power transmission path is established (connected) in which the power of the engine 12 is transmitted from the input shaft 22 to the output shaft 30 via the continuously variable transmission 24. It is done.

  The operation of the power transmission device 16 will be described below. FIG. 2 is a diagram for explaining the switching of the travel pattern using the engagement table of the engagement elements for each travel pattern of the power transmission device 16. In FIG. 2, C1 corresponds to the operating state of the forward clutch C1, C2 corresponds to the operating state of the CVT traveling clutch C2, B1 corresponds to the operating state of the reverse brake B1, and D1 is the meshing clutch D1. "○" indicates engagement (connection), and "x" indicates release (cutoff).

  First, gear traveling, which is a traveling pattern in which the power of the engine 12 is transmitted to the output shaft 30 via the gear mechanism 28 (that is, a traveling pattern in which power is transmitted through the second power transmission path) will be described. In this gear travel, as shown in FIG. 2, for example, the forward clutch C1 and the meshing clutch D1 are engaged, while the CVT travel clutch C2 and the reverse brake B1 are released.

  Specifically, when the forward clutch C1 is engaged, the planetary gear device 26p constituting the forward / reverse switching device 26 is integrally rotated, so that the small-diameter gear 43 is rotated at the same rotational speed as the input shaft 22. . Further, since the small-diameter gear 43 is engaged with the large-diameter gear 46 provided on the gear mechanism counter shaft 44, the gear mechanism counter shaft 44 is similarly rotated. Further, since the meshing clutch D1 is engaged, the gear mechanism counter shaft 44 and the idler gear 48 are connected. Since the idler gear 48 is meshed with the output gear 56, the output shaft 30 provided integrally with the output gear 56 is rotated. As described above, when the forward clutch C1 and the meshing clutch D1 are engaged, the power of the engine 12 is output to the output shaft through the torque converter 20, the forward / reverse switching device 26, the gear mechanism 28, the idler gear 48, and the like sequentially. 30. In this gear travel, for example, when the reverse brake B1 and the meshing clutch D1 are engaged, the reverse travel is enabled when the CVT travel clutch C2 and the forward clutch C1 are released.

  Next, CVT traveling, which is a traveling pattern in which the power of the engine 12 is transmitted to the output shaft 30 via the continuously variable transmission 24 (that is, a traveling pattern in which power is transmitted through the first power transmission path) will be described. In this CVT travel, as shown in CVT travel (high vehicle speed) in FIG. 2, for example, the CVT travel clutch C2 is engaged, while the forward clutch C1, the reverse brake B1, and the meshing clutch D1 are released. The

  Specifically, when the CVT travel clutch C2 is engaged, the secondary pulley 62 and the output shaft 30 are connected, so that the secondary pulley 62 and the output shaft 30 are integrally rotated. As described above, when the CVT traveling clutch C2 is engaged, the power of the engine 12 is transmitted to the output shaft 30 via the torque converter 20, the continuously variable transmission 24, and the like sequentially. The release of the meshing clutch D1 during the CVT traveling (high vehicle speed) eliminates dragging of the gear mechanism 28 during CVT traveling, for example, and prevents the gear mechanism 28 and the like from rotating at a high vehicle speed. It is to do.

  The gear traveling is selected in a low vehicle speed region including, for example, when the vehicle is stopped. The gear ratio γ1 (that is, the gear ratio EL formed by the gear mechanism 28) in the second power transmission path is the maximum gear ratio formed by the continuously variable transmission 24 (that is, the lowest gear that is the lowest gear speed side gear ratio). Ratio) is set to a value larger than γmax (that is, the gear ratio on the low side). For example, the gear ratio γ1 corresponds to the first speed gear ratio γ1 that is the gear ratio of the first speed gear stage in the power transmission device 16, and the lowest gear ratio γmax of the continuously variable transmission 24 is the second gear ratio γmax in the power transmission device 16. This corresponds to the second speed gear ratio γ2 that is the gear ratio of the speed gear stage. Therefore, for example, gear traveling and CVT traveling are switched according to a shift line for switching between the first speed gear stage and the second speed gear stage in a known shift map of a stepped transmission. For example, in CVT traveling, a known method is used to perform a shift (for example, a CVT shift or a continuously variable shift) in which the gear ratio γ is changed based on the travel state such as the accelerator opening θacc and the vehicle speed V. . Here, when switching from gear travel to CVT travel (high vehicle speed), or from CVT travel (high vehicle speed) to gear travel, as shown in FIG. 2, the CVT travel (medium vehicle speed) is switched via a transition. It is done.

  For example, when switching from gear traveling to CVT traveling (high vehicle speed), the CVT traveling clutch C2 and the meshing clutch D1 are engaged from the state in which the forward clutch C1 and the meshing clutch D1 corresponding to the gear traveling are engaged. The vehicle is transitively switched to the CVT traveling (medium vehicle speed) that has been performed. That is, a shift (for example, clutch-to-clutch shift (hereinafter referred to as CtoC shift)) is performed in which the forward clutch C1 is released and the CVT travel clutch C2 is engaged. At this time, the power transmission path is changed from the second power transmission path to the first power transmission path, and the power transmission device 16 is substantially upshifted. Then, after the power transmission path is switched, the meshing clutch D1 is released to prevent unnecessary drag and high rotation of the gear mechanism 28 and the like (see driven input interruption in FIG. 2). In this way, the meshing clutch D1 functions as a driven input cutoff clutch that blocks input from the drive wheel 14 side.

  In addition, for example, when switching from CVT travel (high vehicle speed) to gear travel, the meshing clutch D1 is further engaged in preparation for switching from gear CVT travel clutch C2 to gear travel. The vehicle is transiently switched to CVT running (medium vehicle speed) (see the downshift preparation in FIG. 2). In this CVT traveling (medium vehicle speed), the rotation is transmitted to the sun gear 26s of the planetary gear unit 26p via the gear mechanism 28. When a shift (for example, CtoC shift) is executed to release the CVT travel clutch C2 and engage the forward clutch C1 from this CVT travel (medium vehicle speed) state, the operation is switched to gear travel. . At this time, the power transmission path is changed from the first power transmission path to the second power transmission path, and the power transmission device 16 is substantially downshifted.

  FIG. 3 is an enlarged view for explaining the positional relationship between the parking gear 35 and the mating surface P1 between the housing 40 and the first case 41 at the end of the output shaft 30 of the vehicle 10 on the engine 12 side. At the end of the output shaft 30 on the engine 12 side, a reduction gear 32 that meshes with the counter driven gear 33 of the counter shaft 31 is disposed at a position offset from the mating surface P1 of the housing 40 and the first case 41 to the engine 12 side. A parking gear 35 is disposed adjacent to the reduction gear 32 on the opposite side of the mating surface P1 between the housing 40 and the first case 41 with the reduction gear 32 as a reference. Further, at the end of the output shaft 30 on the engine 12 side, the roller bearing is located on the continuously variable transmission 24 side of the mating surface P1 between the housing 40 and the first case 41 and supports the output shaft 30 rotatably. 66 and a thrust bearing 68 that receives an axial load, and a ball bearing 70 that is positioned adjacent to the parking gear 35 and closer to the engine 12 than the parking gear 35 and rotatably supports the output shaft 30. . In short, the parking gear 35 is disposed adjacent to the reduction gear 32 and the ball bearing 70 at a distance L1 from the mating surface P1 between the housing 40 and the first case 41. The roller bearing 66 corresponds to the first bearing of the present invention, and the ball bearing 70 corresponds to the second bearing of the present invention.

  Here, for example, when the shift lever is erroneously operated so as to be positioned at the shift operation position P while the vehicle is running, and a parking pole (not shown) is locked to the parking gear 35, the impact load generated on the parking gear 35 is increased. The housing 40 and the first case 41 act as a reaction force through the roller bearing 66 fixed to the first case 41 and the ball bearing 70 fixed to the housing 40. The greater the reaction force applied to the mating surface P1 between the housing 40 and the first case 41, the greater the force that opens the housing 40 and the first case 41 at the mating surface P1.

  FIG. 4 is a diagram for explaining the relationship between the impact load F applied to the parking gear and the reaction force F1 and the reaction force F2 input to the housing and the case via the bearing that supports the output shaft. The horizontal axis indicates the output axis. The point O on the output shaft indicated by the arrow of the impact load F is a point where the impact load F is generated, the point where the parking gear is disposed, the points A and B are the reaction force F1 derived from the impact load F. And F2 are input to the housing and the case, respectively, and the points where the bearings supporting the output shaft are arranged are shown. The point A has a distance d1 from the point O, and the point B has a distance d2 from the point O on the opposite side of the point A. The points A and B are separated by a distance D. . The distance d1 between the A point and the O point is shorter than the distance d2 between the B point and the O point. In this case, the impact load F generated at the point O where the parking gear is located supports the output shaft that receives the impact load F at each of the points A and B, and is input to the housing and the case via the bearings. With respect to the reaction force F1 and the reaction force F2, the reaction force F1 input at point A is shorter than the interval d2 between the point B and the point O, and the reaction force F1 input at the point B. It becomes larger than F2.

  In the power transmission device 16, a parking gear 35 is disposed on the opposite side of the mating surface P <b> 1 between the housing 40 and the first case 41 with respect to the reduction gear 32, and the mating surface P <b> 1 between the housing 40 and the first case 41. Has a gap L1 with the parking gear 35 where an impact load is generated. Therefore, the load applied to the mating surface P1 between the housing 40 and the first case 41 is small, and the force for opening the mating surface P1 between the housing 40 and the first case 41 on the mating surface P1 is small.

  As described above, according to the power transmission device 16 of the present embodiment, the parking gear 35 is connected to the mating surface P1 between the housing 40 of the power transmission device 16 and the first case 41 at the end of the output shaft 30 on the engine 12 side. Is disposed on the side opposite to the mating surface P1 with the reduction gear 32 disposed at a position offset from the reference. Therefore, the mating surface P1 is arranged at least at a position L1 apart from the parking gear 35 by the reduction gear 32. Therefore, the housing 40 and the first case out of the impact load generated in the parking gear 35 due to erroneous operation of the shift lever. The load applied to the vicinity of the mating surface P1 with 41 is small. Thus, without increasing the mass of the housing 40 and the first case 41, the mating surface P1 between the housing 40 and the first case 41 can be opened even if an impact load generated on the parking gear 35 due to an erroneous operation of the shift lever is applied. Can be suppressed.

  In addition, according to the power transmission device 16 of the present embodiment, the end of the output shaft 30 on the engine 12 side is a roller positioned closer to the continuously variable transmission 24 than the mating surface P1 between the housing 40 and the first case 41. The parking gear 35 is rotatably supported by the first case 41 and the housing 40 via a bearing 66 and a thrust bearing 68 and a ball bearing 70 positioned on the engine 12 side of the parking gear 35. And the ball bearing 70 are disposed adjacent to each other. For this reason, since the parking gear 35 is disposed at least on the side of the ball bearing 70 that is separated from the mating surface P1 by the distance L1, it acts on the vicinity of the mating surface P1 in the impact load generated in the parking gear 35 due to erroneous operation of the shift lever. The load is small. Thus, without increasing the mass of the housing 40 and the first case 41, the mating surface P1 between the housing 40 and the first case 41 can be opened even if an impact load generated on the parking gear 35 due to an erroneous operation of the shift lever is applied. Can be suppressed.

  Further, according to the power transmission device 16 of the present embodiment, the parking pole supported by the housing 40 or the first case 41 that meshes with the parking gear 35 when the shift lever is shifted to the parking position is provided on the reduction gear 32. It is separated from the mating surface P1 by an interval L1. For this reason, of the impact load generated in the parking gear 35, the load applied to the mating surface P1 between the housing 40 and the first case 41 via the parking pole is small. Therefore, without increasing the mass of the housing 40 and the first case 41, the mating surface P1 between the housing 40 and the first case 41 opens even if an impact load generated on the parking gear 35 due to an erroneous operation of the shift lever is applied. Can be suppressed.

  As mentioned above, although this invention was demonstrated in detail with reference to the table | surface and drawing, this invention can be implemented in another aspect, and can be variously changed in the range which does not deviate from the main point.

  For example, in the power transmission device 16 of the above-described embodiment, the parking gear 35 is disposed adjacently between the reduction gear 32 and the ball bearing 70, but is not limited thereto. The mating surface P1 between the housing 40 and the first case 41 and the parking so that the load applied to the mating surface P1 due to the impact load generated in the parking gear 35 is reduced so that the mating surface P1 with the first case 41 does not open. Other parts other than the parking gear may be interposed between the reduction gear 32 and the ball bearing 70 as long as a sufficient distance from the gear 35 is ensured.

  In the power transmission device 16 of the above-described embodiment, the reduction gear 32 is adjacent to the reduction gear 32 that is disposed at a position offset toward the engine 12 with respect to the mating surface P1 between the housing 40 and the first case 41. However, the present invention is not limited to this. For example, the parking gear 35 is offset toward the continuously variable transmission 24 with respect to the mating surface P1 between the housing 40 and the first case 41. Alternatively, a reduction gear may be disposed at the position, and a parking gear may be disposed adjacent to the reduction gear 32 and closer to the continuously variable transmission 24 than the reduction gear 32.

12: Engine (internal combustion engine)
14: Drive wheel 16: Power transmission device (Vehicle continuously variable transmission)
22: input shaft 24: continuously variable transmission 28: gear mechanism (power transmission mechanism)
30: Output shaft 32: Reduction gear 35: Parking gear 40: Housing 41: First case (case)
66: Roller bearing (first bearing)
68: Thrust bearing 70: Ball bearing (second bearing)
P1: mating surface

Claims (1)

A continuously variable transmission for a vehicle having a power transmission mechanism in parallel with a continuously variable transmission having an input shaft to which torque output from an internal combustion engine is transmitted and an output shaft connected to drive wheels so as to be able to transmit power. Because
At the end of the output shaft on the internal combustion engine side, a reduction gear disposed at a position offset from the mating surface of the case and the housing of the continuously variable transmission, and the mating surface with reference to the reduction gear though the parking gear is disposed on the side opposite to the,
An end of the output shaft on the internal combustion engine side is interposed between a first bearing located on the continuously variable transmission side with respect to the mating surface and a second bearing located on the internal combustion engine side with respect to the parking gear. And is rotatably supported by the case and the housing,
The parking gear is continuously variable transmission for a vehicle, characterized in that that are disposed adjacent to between said reduction gear second bearing.

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