JP7330613B2 - transmission - Google Patents

Description

The present invention relates to a transmission mounted on a vehicle.

BACKGROUND ART In a vehicle equipped with an engine as a drive source for running, the power of the engine is transmitted to drive wheels via a transmission. Engine mounting methods include vertical installation in which the crankshaft is oriented vertically with respect to the longitudinal direction of the vehicle body and horizontal installation in which the crankshaft is oriented horizontally. Vehicles that use the FF (Front-engine, Front-wheel-drive) layout, for example, have the engine mounted horizontally in order to increase the cabin length by reducing the size of the engine compartment in the front-rear direction. It is often done. On the other hand, in vehicles that adopt the FR (front-engine rear-wheel-drive) layout, the engine is placed vertically because it is easier to transmit power to the rear wheels, which are the driving wheels. It may be installed.

A longitudinal CVT (Continuously Variable Transmission) has already been provided as a transmission for vehicles in which an engine is longitudinally mounted. A longitudinal CVT is arranged such that an input shaft to which engine power is input is oriented vertically with respect to the longitudinal direction of the vehicle body.

In one example of a longitudinal CVT, an input shaft and an output shaft that outputs power to a propeller shaft are arranged on the same axis, and between the input shaft and the output shaft, the primary shaft is on the same axis as the input shaft and the output shaft. are placed in The input shaft and the primary shaft are connected so as to be able to transmit power, and the power input from the engine to the input shaft is transmitted from the input shaft to the primary shaft. A secondary shaft is arranged parallel to and spaced from the primary shaft, and an endless belt is wound between the primary pulley supported by the primary shaft and the secondary pulley supported by the secondary shaft. As a result, power transmitted from the input shaft to the primary shaft is transmitted from the primary pulley to the belt, and then transmitted from the belt to the secondary pulley. In addition, an intermediate shaft is provided that extends parallel to the secondary shaft with a gap therebetween. Power transmitted to the secondary pulley is transmitted from the secondary shaft to the intermediate shaft via a gear, and the gear is then transmitted from the intermediate shaft to the output shaft. (See, for example, Patent Document 1).

JP 2012-192855 A

In this longitudinal CVT, the input shaft, primary shaft and output shaft are arranged on the same axis, so the overall length is long. Therefore, the structure of the vertically mounted CVT cannot be adopted as it is for the new model vehicle under development by the inventors of the present invention, which is a small vehicle with an FR layout in which the engine is mounted vertically.

SUMMARY OF THE INVENTION An object of the present invention is to provide a transmission with a novel structure that can be mounted on a new compact vehicle with an FR layout in which an engine is mounted vertically.

In order to achieve the above object, a transmission according to the present invention is a transmission mounted on a vehicle, comprising a case forming an outer shell, a first side on the drive source side, and a second side on the opposite side. an input shaft that extends to the side and receives power from a drive source; an output shaft that extends parallel to the input shaft; and a power transmission path that extends parallel to the input shaft. a sheave shaft; and an adapter disposed in the case and fixedly provided with respect to the case, wherein the adapter rotates the second end of the sheave shaft and the first end of the output shaft, respectively. A portion of the output shaft on the second side of the first end is rotatably held by the case.

According to this configuration, the adapter is fixedly provided in the case with respect to the case. The second end of the sheave shaft and the first end of the output shaft are rotatably held by the adapter, and the portion of the output shaft on the second side of the first end is connected to the case. rotatably held in the This new structure makes it possible to install the transmission in a new compact vehicle with an FR layout in which the engine is mounted vertically.

In a configuration in which only the case holds the output shaft rotatably at two points spaced apart in the axial direction thereof, the length of the portion of the case through which the output shaft is inserted becomes long, and the overall length of the transmission becomes long. Furthermore, in order to allow the case to be cast, the portion that holds the sheave shaft and the portion that holds the output shaft must be separated in the shaft radial direction in consideration of removal from the casting mold. Therefore, the distance between the sheave shaft and the output shaft (distance in the radial direction) increases, and the size of the transmission in the radial direction increases. As a result, the size of the transmission increases in both the axial direction and the axial radial direction, making the transmission larger, making it impossible to install the transmission in new compact vehicles with an FR layout in which the engine is mounted vertically. . In contrast, with the new structure using the adapter, the length of the portion of the case through which the output shaft is inserted is not long, and the distance between the sheave shaft and the output shaft can be set small, so the engine can be mounted vertically. It is possible to install the transmission in a small new model vehicle with an FR layout that is installed separately.

It is conceivable to divide the case into a portion that holds the sheave shaft and a portion that holds the output shaft. However, in this configuration, it is necessary to seal the divided portions, which increases concerns about oil leakage. In contrast to this configuration, the novel structure using the adapter can reduce the number of divisions of the case and improve oil leakage resistance.

According to the present invention, a transmission can be mounted on a small new vehicle with an FR layout in which an engine is mounted vertically.

1 is a cross-sectional view showing the configuration of a transmission unit according to one embodiment of the present invention; FIG. FIG. 2 is a cross-sectional view showing an enlarged part of a transmission unit extracted from FIG. 1 ; It is the figure which looked at the inside of the 2nd case of the transmission unit from the front side (engine side). It is the figure which looked at the inside of the 2nd case of the transmission unit from the rear side (engine side and opposite side). FIG. 2 is a skeleton diagram showing the configuration of the longitudinal CVT and the power transmission path in the longitudinal CVT;

BEST MODE FOR CARRYING OUT THE INVENTION Below, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Transmission unit>
FIG. 1 is a cross-sectional view showing the configuration of a transmission unit 1 according to one embodiment of the invention. FIG. 2 is a cross-sectional view showing a portion of the transmission unit 1 extracted from FIG. 1 and enlarged. In addition, in the cross-sectional views of FIG. 1 and subsequent drawings, the hatching representing the cross-section is omitted.

The transmission unit 1 is mounted on a vehicle and is a unit that changes the speed of power generated by an engine (E/G) as a drive source for running. The vehicle adopts an FR layout, and the engine is, for example, a 3-cylinder 4-stroke engine. A transmission unit 1 includes a torque converter 3 and a vertically mounted CVT 4 inside a unit case 2 forming an outer shell.

Although a case where the engine is a 3-cylinder 4-stroke engine will be described below, the number of cylinders of the engine is not limited to 3, and may be 4 or more or 2 or less. Further, the number of strokes of the engine is not limited to 4 strokes, and may be 2 strokes.

<Unit case>
The unit case 2 is composed of a first case 11 , a second case 12 and a third case 13 divided into three parts. The first case 11, the second case 12 and the third case 13 are made of, for example, an aluminum alloy and cast by die casting. The first case 11, the second case 12 and the third case 13 are arranged in this order from the front side (engine side). The second case 12 and the third case 13 are integrated by fastening with bolts 14 . Torque converter 3 is housed in first case 11 , and longitudinal CVT 4 is housed in second case 12 and third case 13 .

<Torque converter>
The torque converter 3 has a front cover 21 , a pump impeller 22 , a turbine hub 23 , a turbine runner 24 , a lockup mechanism 25 and a stator 26 .

The front cover 21 extends in a substantially disc shape around a rotation axis extending in the front-rear direction of the vehicle (vehicle body), and its outer peripheral end portion is on the rear side opposite to the engine side (on the side of the continuously variable transmission mechanism 42 to be described later). It has a curved shape. A central portion of the front cover 21 bulges forward. A crankshaft of the engine is coupled to this bulging portion so as not to rotate relative to it.

The pump impeller 22 is arranged behind the front cover 21 . An outer peripheral end portion of the pump impeller 22 is connected to an outer peripheral end portion of the front cover 21 so as to be integrally rotatable with the front cover 21 about the rotation axis. A plurality of blades 27 are arranged radially on the inner surface of the pump impeller 22 .

Turbine hub 23 is arranged between front cover 21 and pump impeller 22 .

Turbine runner 24 is fixed to turbine hub 23 . A plurality of blades 28 are arranged radially on the surface of the turbine runner 24 facing the pump impeller 22 .

The lockup mechanism 25 has a lockup piston 31 and a damper mechanism 32 .

The lockup piston 31 has a substantially annular plate shape, and its inner peripheral end portion is fitted onto the turbine hub 23 to be positioned between the front cover 21 and the turbine runner 24 . When the hydraulic pressure of the engagement side oil chamber 33 on the turbine runner 24 side with respect to the lockup piston 31 is higher than the hydraulic pressure of the release side oil chamber 34 on the front cover 21 side, the lockup piston 31 moves toward the front cover due to the differential pressure. Move to 21 side. When the lockup piston 31 is pressed against the front cover 21, the pump impeller 22 and the turbine runner 24 are directly connected (locked on). Conversely, when the hydraulic pressure in the release side oil chamber 34 is higher than the hydraulic pressure in the engagement side oil chamber 33, the lockup piston 31 moves toward the turbine runner 24 due to the pressure difference. When the lockup piston 31 is separated from the front cover 21, the direct connection between the pump impeller 22 and the turbine runner 24 is released (lockup off).

The damper mechanism 32 is a mechanism for damping vibrations from the engine when the pump impeller 22 and the turbine runner 24 are directly connected.

Stator 26 is arranged between pump impeller 22 and turbine runner 24 .

When the engine torque rotates the pump impeller 22 in the lockup off state, oil flows from the pump impeller 22 toward the turbine runner 24 . This oil flow is received by the blades 28 of the turbine runner 24 to rotate the turbine runner 24 . At this time, an amplifying action of the torque converter 3 occurs, and torque larger than the engine torque is generated in the turbine runner 24 .

<Vertical CVT>
The vertically mounted CVT 4 includes an input shaft 41 , a continuously variable transmission mechanism 42 , a reverse transmission mechanism 43 and an output shaft 44 . The vertically mounted CVT 4 is arranged such that the input shaft 41 extends vertically in the longitudinal direction of the vehicle.

The input shaft 41 is formed as a hollow shaft and extends along the rotational axis of the torque converter 3 . A front end of the input shaft 41 is inserted into the torque converter 3 and spline-fitted with the turbine hub 23 .

An axial center portion of the input shaft 41 is rotatably supported by the first case 11 via a bearing 45 .

A mechanical oil pump 46 is arranged on the rear side of the input shaft 41 (the side opposite to the engine side). The oil pump 46 includes a pump case 47 and a pump cover 48 overlapping the pump case 47 . The pump case 47 and the pump cover 48 are fastened with a plurality of bolts and held by the second case 12 . A space surrounded by the pump case 47 and the pump cover 48 accommodates a pump gear 49 .

The pump case 47 is arranged on the front side with respect to the pump cover 48 . As shown in FIG. 2, the front end of the pump case 47 is formed with a circular recess 51 recessed rearward. A rear end of the input shaft 41 is inserted into the recess 51 . A needle bearing 52 is interposed between the peripheral surface of the input shaft 41 and the inner peripheral surface of the recess 51, and a thrust bearing 53 is interposed between the end surface of the input shaft 41 and the bottom surface of the recess 51. . Thereby, the rear end of the input shaft 41 is rotatably supported by the pump case 47 via the needle bearing 52 and the thrust bearing 53 .

One end of a pump shaft 54 is connected to the pump gear 49 so as to be relatively non-rotatable, as shown in FIG. The pump shaft 54 protrudes forward from the pump case 47 through the central portion of the recess 51 and is inserted through the hollow portion of the input shaft 41 with a gap between it and the inner peripheral surface of the input shaft 41 . A front end portion of the pump shaft 54 is inserted into a central portion of the front cover 21 of the torque converter 3 that bulges forward and is coupled to the front cover 21 so as not to rotate relative to the front cover 21 . As a result, when the front cover 21 rotates by the power of the engine, the pump shaft 54 and the pump gear 49 rotate together with the front cover 21 , and hydraulic pressure is generated from the oil pump 46 .

Further, the input shaft 41 is rotatably supported by the first case 11 via bearings 45 and rotatably supported by the pump case 47 via needle bearings 52 and thrust bearings 53, and is a turbine hub of the torque converter 3. 23, when the turbine runner 24 rotates, it rotates integrally with the turbine runner 24.例文帳に追加

The continuously variable transmission mechanism 42 has a primary shaft 61 , a secondary shaft 62 , a primary pulley 63 , a secondary pulley 64 and a belt 65 .

FIG. 3 is a view of the inside of the second case 12 as seen from the front side. FIG. 4 is a view of the inside of the second case 12 as seen from the rear side. 1 is a cross-sectional view of the transmission unit 1 cut along the cutting line AA shown in FIG.

The primary shaft 61 extends parallel to the input shaft 41 with its axis spaced from the axis of the input shaft 41 in the lower right direction when viewed from the rear side of the vehicle. The axial distance between the input shaft 41 and the primary shaft 61, in other words, the axial radial direction (rotational radial direction) distance between the axis of the input shaft 41 and the primary shaft 61 is determined by the turbine runner of the torque converter 3. Shorter than 24 turning radius.

The secondary shaft 62 extends parallel to the input shaft 41 with its axis spaced apart from the axis of the input shaft 41 to the upper left when viewed from the rear side of the vehicle. The axial distance between the input shaft 41 and the secondary shaft 62 , in other words, the radial distance between the axis of the input shaft 41 and the axis of the secondary shaft 62 is the axis of the input shaft 41 and the axis of the primary shaft 61 . and is shorter than the turning radius of the turbine runner 24 of the torque converter 3 .

Therefore, when viewed in the longitudinal direction of the vehicle, the axis of the primary shaft 61 and the axis of the secondary shaft 62 are symmetrical with respect to the axis of the input shaft 41 . Further, the primary shaft 61 and the secondary shaft 62 are located between the uppermost and lowermost positions of the turbine runner 24 of the torque converter 3 in their vertical positions, and face the turbine runner 24 in the longitudinal direction. there is

As shown in FIG. 1, the primary pulley 63 is disposed opposite to the primary fixed sheave 71 fixed to the primary shaft 61 with the belt 65 interposed therebetween, and is movable along the axial direction of the primary shaft 61. and a primary movable sheave 72 supported so as not to rotate relative to each other. The primary movable sheave 72 is arranged on the front side with respect to the primary fixed sheave 71 .

A cylinder 73 is provided on the side opposite to the primary fixed sheave 71 side with respect to the primary movable sheave 72 , that is, on the front side. The cylinder 73 has an inner peripheral end fixed to the primary shaft 61, extends in the axial radial direction from the primary shaft 61, and an outer peripheral end bent and extending rearward. The outer peripheral end of the primary movable sheave 72 is in liquid-tight contact with the outer peripheral end of the cylinder 73 from the inner side in the radial direction of rotation. A piston chamber (hydraulic chamber) 74 is formed between the primary movable sheave 72 and the cylinder 73 .

The secondary pulley 64 is arranged opposite to the secondary fixed sheave 75 fixed to the secondary shaft 62 with the belt 65 interposed therebetween, and is supported by the secondary shaft 62 so as to be movable in the axial direction thereof and not relatively rotatable. A secondary movable sheave 76 is provided. The secondary movable sheave 76 is arranged on the rear side with respect to the secondary fixed sheave 75, and the positional relationship between the secondary fixed sheave 75 and the secondary movable sheave 76 in the front-rear direction is the same as that of the primary fixed sheave 71 of the primary pulley 63 and the primary fixed sheave 71 of the primary pulley 63. The positional relationship with the movable sheave 72 is reversed.

A piston 77 is provided on the side opposite to the secondary fixed sheave 75 with respect to the secondary movable sheave 76 , that is, on the rear side. The piston 77 has an inner peripheral end fixed to the secondary shaft 62 and extends radially from the secondary shaft 62 . The outer peripheral end of the secondary movable sheave 76 extends rearward, and the outer peripheral end of the piston 77 liquid-tightly contacts the outer peripheral end of the secondary movable sheave 76 from the inner side in the radial direction of rotation. A piston chamber (hydraulic chamber) 78 is formed between the secondary movable sheave 76 and the piston 77 .

The secondary fixed sheave 75 and the secondary movable sheave 76 of the secondary pulley 64 overlap the primary movable sheave 72 and part of the cylinder 73 in the vertical direction (they overlap when viewed in the front-rear direction). Specifically, the outer peripheral end of the primary movable sheave 72 extends in the front-rear direction and the front end thereof is bent outward in the radial direction of rotation. It faces the portion extending in the front-rear direction from the outside in the radial direction of rotation, and faces the portion extending in the radial direction of rotation at the outer peripheral end thereof from the rear side.

In the continuously variable transmission mechanism 42, the hydraulic pressure supplied to the piston chambers 74, 78 of the primary pulley 63 and the secondary pulley 64 is controlled to change the groove widths of the primary pulley 63 and the secondary pulley 64, thereby changing the width of the belt. The gear ratio (the pulley ratio between the primary pulley 63 and the secondary pulley 64) is continuously and steplessly changed within a fixed gear ratio range.

Specifically, when the belt gear ratio is decreased, the hydraulic pressure supplied to the piston chamber 74 of the primary pulley 63 is increased. As a result, the primary movable sheave 72 of the primary pulley 63 moves toward the primary fixed sheave 71, and the gap (groove width) between the primary fixed sheave 71 and the primary movable sheave 72 becomes smaller. Accordingly, the winding diameter of the belt 65 around the primary pulley 63 increases, and the interval (groove width) between the secondary fixed sheave 75 and the secondary movable sheave 76 of the secondary pulley 64 increases. As a result, the belt transmission ratio becomes smaller.

When the belt gear ratio is increased, the hydraulic pressure supplied to the piston chamber 74 of the primary pulley 63 is decreased. As a result, the thrust of the secondary pulley 64 against the belt 65 becomes greater than the thrust of the primary pulley 63 against the belt 65 , the distance between the secondary fixed sheave 75 and the secondary movable sheave 76 of the secondary pulley 64 becomes smaller, and the primary fixed sheave 71 becomes smaller. and the primary movable sheave 72 becomes larger. As a result, the belt transmission ratio is increased.

A bias spring 69 is provided in the piston chamber 68 of the secondary pulley 64 . The bias spring 69 has one end elastically contacting the secondary movable sheave 76 and the other end elastically contacting the piston 77 . The elastic force of the bias spring 69 urges the secondary movable sheave 76 and the piston 77 away from each other. A biasing force is applied to the secondary movable sheave 76 by the hydraulic pressure in the piston chamber 68 and a bias spring 69, and a corresponding clamping pressure is applied to the belt 65.

The primary shaft 61 is divided into a first primary shaft 81 and a second primary shaft 82 . The first primary shaft 81 is arranged in front of the second primary shaft 82 . Primary pulley 63 is supported by second primary shaft 82 . A circular connection recess 83 is formed at the rear end of the first primary shaft 81 . The front end of the second primary shaft 82 is inserted into the connection recess 83 , and the outer peripheral surface of the second primary shaft 82 is spline-fitted with the inner peripheral surface of the connection recess 83 in the connection recess 83 . . A front end portion of the first primary shaft 81 is rotatably supported by the first case 11 via a bearing 84 . A front end of the second primary shaft 82 is rotatably supported by the second case 12 via a bearing 85 . An adapter 86 fixedly held by the second case 12 is arranged behind the primary pulley 63 , and the rear end of the second primary shaft 82 rotates around the adapter 86 via a bearing 87 . supported as possible.

As shown in FIG. 2, the input shaft 41 is integrally formed with an input shaft gear 91 at a portion adjacent to the rear side of the portion where the inner race of the bearing 45 is fitted. Correspondingly, a primary input gear 92 is rotatably supported on the first primary shaft 81 via a needle bearing 93 . The primary input gear 92 meshes with the input shaft gear 91 and has a larger gear diameter than the input shaft gear 91 .

A forward clutch 94 that permits/prohibits rotation of the primary input gear 92 with respect to the first primary shaft 81 by utilizing the space between the input shaft gear 91 and the primary input gear 92 that mesh with each other and the pump case 47 of the oil pump 46. is provided. A portion of the forward clutch 94 overlaps the oil pump 46 in the rotational radial direction (overlapping when viewed in the rotational axis direction). Forward clutch 94 includes clutch drum 95 , clutch hub 96 , clutch piston 97 and canceller 98 .

The clutch drum 95 has an inner peripheral end fixed to the first primary shaft 81, extends radially from the first primary shaft 81, and an outer peripheral end bends toward the primary input gear 92, that is, extends forward. A plurality of clutch plates 101 are arranged and held at intervals in the front-rear direction at the outer peripheral end of the clutch drum 95 .

Clutch hub 96 is formed integrally with primary input gear 92 . The clutch hub 96 has a cylindrical shape extending rearward from the primary input gear 92 and faces the outer peripheral end portion of the clutch drum 95 from the inside in the radial direction of rotation with a gap therebetween. A plurality of clutch discs 102 are held on the clutch hub 96 at intervals in the front-rear direction. The clutch plates 101 and the clutch discs 102 are arranged alternately in the central axis direction.

The clutch piston 97 is provided between the clutch drum 95 and the clutch hub 96 so as to be movable in the axial direction of the first primary shaft 81, that is, in the longitudinal direction. The clutch piston 97 extends from the first primary shaft 81 radially outwardly of the first primary shaft 81 and extends with its outer peripheral end bent forward. The tip of the outer peripheral end of the clutch piston 97 contacts the clutch plate 101 . In addition, the clutch piston 97 is in liquid-tight contact with the clutch drum 95, and a piston chamber 103 is formed between the clutch drum 95 and the clutch piston 97 to which hydraulic pressure acting on the clutch piston 97 is supplied. ing.

Canceller 98 is provided between clutch hub 96 and clutch piston 97 . An inner peripheral end of the canceller 98 is fixed to the first primary shaft 81 . An outer peripheral end of the canceller 98 is in liquid-tight contact with the clutch piston 97 . Thereby, a canceller chamber 104 is formed between the clutch piston 97 and the canceller 98 . A return spring 105 is provided in the canceller chamber 104 , and the clutch piston 97 and the canceller 98 are elastically biased away from each other by the biasing force of the return spring 105 .

The clutch piston 97 is moved toward the clutch plate 101 by hydraulic pressure supplied to the piston chamber 103 and presses the clutch plate 101 . Due to this pressure, the clutch plate 101 and the clutch disk 102 are pressed against each other, and the forward clutch 94 is engaged. Engagement of the forward clutch 94 inhibits rotation of the primary input gear 92 with respect to the first primary shaft 81 , and when the primary input gear 92 rotates, the first primary shaft 81 rotates together with the primary input gear 92 . When the hydraulic pressure is released from the engaged state of the forward clutch 94 , the biasing force of the return spring 105 interposed between the clutch piston 97 and the canceller 98 separates the clutch piston 97 from the clutch plate 101 . As a result, the pressure contact between the clutch disc 102 and the clutch plate 101 is released, and the forward clutch 94 is released. Disengagement of the forward clutch 94 permits rotation of the primary input gear 92 with respect to the first primary shaft 81 , and even if the primary input gear 92 rotates, the rotation is not transmitted to the first primary shaft 81 .

The secondary shaft 62 is configured by being divided into a first secondary shaft 111 and a second secondary shaft 112 . The first secondary shaft 111 is arranged in front of the second secondary shaft 112 . Secondary pulley 64 is supported by second secondary shaft 112 . A circular connection recess 113 is formed at the rear end of the first secondary shaft 111 . The front end of the second secondary shaft 112 is inserted into the connection recess 113 , and the outer peripheral surface of the second secondary shaft 112 is spline-fitted with the inner peripheral surface of the connection recess 113 in the connection recess 113 . . The first secondary shaft 111 is the same component as the first primary shaft 81 as can be understood by comparing with the first primary shaft 81 . By sharing the first primary shaft 81 and the first secondary shaft 111, it is possible to reduce the number of types of parts that constitute the transmission unit 1 (vertical CVT 4) and reduce the manufacturing cost of the transmission unit 1. . A front end portion of the first secondary shaft 111 is rotatably supported by the first case 11 via a bearing 114 . A front end of the second secondary shaft 112 is rotatably supported by the second case 12 via a bearing 115 . A rear end portion of the second secondary shaft 112 is rotatably supported by the third case 13 via a bearing 116 .

A secondary input gear 121 is rotatably supported on the second secondary shaft 112 via a needle bearing 122 on the rear side of the bearing 114 .

A space between the secondary input gear 121 and the pump case 47 of the oil pump 46 is utilized to provide a reverse clutch 123 that permits/prohibits rotation of the secondary input gear 121 relative to the first secondary shaft 111 . A portion of the reverse clutch 123 overlaps with the oil pump 46 in the rotation radial direction (overlapping when viewed in the rotation axis direction). The reverse clutch 123 has a clutch drum 124 , a clutch hub 125 , a clutch piston 126 and a canceller 127 .

The clutch drum 124 has an inner peripheral end fixed to the first secondary shaft 111, extends in the axial radial direction from the first secondary shaft 111, and an outer peripheral end bent and extending toward the secondary input gear 121 side, that is, toward the front side. A plurality of clutch plates 131 are arranged and held at intervals in the front-rear direction at the outer peripheral end of the clutch drum 124 .

Clutch hub 125 is formed integrally with secondary input gear 121 . The clutch hub 125 has a cylindrical shape extending rearward from the secondary input gear 121 and faces the outer peripheral end portion of the clutch drum 124 from the inner side in the rotation radial direction with a gap therebetween. A plurality of clutch discs 132 are held on the clutch hub 125 at intervals in the front-rear direction. The clutch plates 131 and the clutch discs 132 are arranged alternately in the central axis direction. Each number of clutch plates 131 and clutch disks 132 is greater than each number of clutch plates 101 and clutch disks 102 of forward clutch 94 .

The clutch piston 126 is provided between the clutch drum 124 and the clutch hub 125 so as to be movable in the axial direction of the first secondary shaft 111, that is, in the longitudinal direction. The clutch piston 126 extends radially outward from the first secondary shaft 111 in the axial direction of the first secondary shaft 111, and has an outer peripheral end bent forward. The tip of the outer peripheral end of clutch piston 126 contacts clutch plate 131 . In addition, the clutch piston 126 is in liquid-tight contact with the clutch drum 124, and a piston chamber 133 is formed between the clutch drum 124 and the clutch piston 126 to which hydraulic pressure acting on the clutch piston 126 is supplied. ing.

Canceller 127 is provided between clutch hub 125 and clutch piston 126 . An inner peripheral end of the canceller 127 is fixed to the first secondary shaft 111 . An outer peripheral end of the canceller 127 is in liquid-tight contact with the clutch piston 126 . Thereby, a canceller chamber 134 is formed between the clutch piston 126 and the canceller 127 . A return spring 135 is provided in the canceller chamber 134 , and the clutch piston 126 and the canceller 127 are elastically biased away from each other by the biasing force of the return spring 135 .

Clutch piston 126 moves toward clutch plate 131 by hydraulic pressure supplied to piston chamber 133 and presses clutch plate 131 . Due to this pressure, the clutch plate 131 and the clutch disk 132 are pressed against each other, and the reverse clutch 123 is engaged. The engagement of the reverse clutch 123 inhibits rotation of the secondary input gear 121 with respect to the first secondary shaft 111 , and when the secondary input gear 121 rotates, the first secondary shaft 111 rotates integrally with the secondary input gear 121 . When the hydraulic pressure is released from the engaged state of the reverse clutch 123 , the biasing force of the return spring 135 interposed between the clutch piston 126 and the canceller 127 separates the clutch piston 126 from the clutch plate 131 . As a result, the pressure contact between the clutch disc 132 and the clutch plate 131 is released, and the reverse clutch 123 is released. Disengagement of reverse clutch 123 allows rotation of secondary input gear 121 with respect to first secondary shaft 111 , and rotation of secondary input gear 121 is not transmitted to first secondary shaft 111 even if secondary input gear 121 rotates.

The reverse transmission mechanism 43 is a mechanism that transmits the power (rotation) of the input shaft 41 to the secondary shaft 62 (first secondary shaft 111) without passing through the continuously variable transmission mechanism 42. Reverse transmission mechanism 43 includes a reverse idler shaft 141 , a first reverse gear 142 and a second reverse gear 143 .

The reverse idler shaft 141 extends in the front-rear direction parallel to the input shaft 41 . A front end of the reverse idler shaft 141 is rotatably supported by the first case 11 via a bearing 144 . A rear end of the reverse idler shaft 141 is rotatably supported by the second case 12 via a bearing 145 . In addition, as shown in FIG. 4, the reverse idler shaft 141 is located between the uppermost and lowermost positions of the turbine runner 24 of the torque converter 3 in the vertical direction. facing.

The first reverse gear 142 is formed integrally with the reverse idler shaft 141 . The first reverse gear 142 meshes with the input shaft gear 91 and has a larger gear diameter than the input shaft gear 91 . The second reverse gear 143 is formed integrally with the reverse idler shaft 141 behind the first reverse gear 142 . The second reverse gear 143 meshes with the secondary input gear 121 and has a smaller gear diameter than the secondary input gear 121 .

The output shaft 44 is arranged on the same axis as the input shaft 41 while being spaced rearward from the input shaft 41 . In other words, the input shaft 41 and the output shaft 44 are arranged to have a common axis extending longitudinally along the longitudinal direction of the vehicle with a space therebetween in the longitudinal direction.

A front end of the output shaft 44 is rotatably supported by an adapter 86 via a needle bearing 146 . Almost the entire adapter 86 overlaps the secondary movable sheave 76 and the piston 77 of the secondary pulley 64 in the front-rear direction (overlapping when viewed from the rotational radial direction of the secondary pulley 64). As a result, the output shaft 44 is brought as close as possible to the secondary movable sheave 76 and is arranged to overlap the piston 77 in the longitudinal direction. As a result, the longitudinal length of the transmission unit 1 (vertical CVT 4) is shortened. In addition, the output shaft 44 is rotatably supported by the third case 13 via the bearing 147 with the inner ring of the bearing 147 fitted on the portion spaced rearward from the support portion by the needle bearing 146 . It is

An output shaft gear 148 is integrally formed on the output shaft 44 between a portion supported by the needle bearing 146 and a portion supported by the bearing 147 . Correspondingly, the secondary output gear 149 is spline-fitted and supported on the secondary shaft 62 (second secondary shaft 112) adjacent to the rear side of the piston 77 of the secondary pulley 64 so as to be non-rotatable relative thereto. . The output shaft gear 148 and the secondary output gear 149 mesh with each other, and the output shaft gear 148 has a larger gear diameter than the secondary output gear 149 . The output shaft gear 148 vertically overlaps the piston 77 of the secondary pulley 64 (overlapping when viewed in the front-rear direction).

<Valve body>
A valve body 151 is provided at the bottom of the second case 12 . A hydraulic circuit including various valves for controlling the supply of oil to each part of the transmission unit 1 is formed in the valve body 151 . An oil pan 152 is fixed to the second case 12 from below with a plurality of bolts. Oil is stored in the oil pan 152, and a strainer is immersed in the oil. As the pump gear 49 of the oil pump 46 rotates, the oil stored in the oil pan 152 is sucked up through the strainer and supplied to the valve body 151 . Then, oil is supplied from the valve body 151 as working oil or lubricating oil to each part that requires oil supply.

Hydraulic oil is supplied to the piston chamber 103 of the forward clutch 94 through an oil passage 153 extending upward along the radial direction of the primary shaft 61 from a valve body 151 at a position overlapping the oil pump 46 in the longitudinal direction. In the forward clutch 94, the clutch drum 95 is arranged on the oil pump 46 side with respect to the clutch hub 96, and the piston chamber 103 is closer to the oil pump 46 than in the configuration of the forward clutch 94 that is reversed front to back. . Therefore, in the configuration of the forward clutch 94, the distance from the oil passage 153 to the piston chamber 103 can be shortened, and the length of the oil passage from the oil pump 46 to the piston chamber 103 can be shortened as compared with the configuration in which the configuration is reversed. It is possible to improve the responsiveness by shortening the oil passage length.

Hydraulic oil is supplied to the piston chamber 133 of the reverse clutch 123 through an oil passage 154 extending upward along the axial radial direction of the primary shaft 61 from a valve body 151 at a position overlapping the oil pump 46 in the longitudinal direction. In the reverse clutch 123, the clutch drum 124 is arranged on the oil pump 46 side with respect to the clutch hub 125, and the piston chamber 133 is closer to the oil pump 46 than in the reverse clutch 123 structure. . Therefore, in the configuration of the reverse clutch 123, the distance from the oil passage 154 to the piston chamber 133 can be shortened compared to the configuration in which the configuration is reversed. It is possible to improve the responsiveness by shortening the oil passage length.

A partition wall 155 is formed integrally with the second case 12 as shown in FIG. The partition wall 155 extends along the outer periphery of the primary pulley 63 beyond a position facing the lower end of the primary pulley 63 in the vertical direction toward the secondary pulley 64 to a position facing the left end of the primary pulley 63 in the vertical direction. . The partition wall 155 can isolate the primary pulley 63 from the oil stored in the oil pan 152, and can prevent the lower portion of the primary pulley 63 from being immersed in the oil.

When the vehicle moves forward, the primary pulley 63 rotates clockwise when viewed from the rear side, so even if oil accumulates on the partition wall 155, the accumulated oil is scraped out by the primary pulley 63 to the open end side of the partition wall 155. . As a result, it is possible to prevent the lower portion of the primary pulley 63 from being immersed in oil, reduce the mechanical loss caused by the oil acting as resistance to the rotation of the primary pulley 63, and improve the fuel efficiency of the vehicle.

<Power transmission path>
FIG. 5 is a skeleton diagram showing the configuration of the longitudinal CVT 4 and the power transmission path in the longitudinal CVT 4. As shown in FIG.

When the vehicle moves forward, the forward clutch 94 is engaged and the reverse clutch 123 is released. Power input from the engine to the input shaft 41 via the torque converter 3 is transmitted from the input shaft gear 91 to the primary shaft 61 via the primary input gear 92 by engagement of the forward clutch 94 . On the other hand, even if the power input to the input shaft 41 is transmitted from the input shaft gear 91 to the secondary input gear 121 and the secondary input gear 121 rotates, the release of the reverse clutch 123 causes the secondary input gear 121 to rotate to the secondary shaft 62 . (The first secondary shaft 111 ) and power is not transmitted to the secondary shaft 62 .

The power transmitted to the primary shaft 61 is changed at a belt gear ratio according to the pulley ratio between the primary pulley 63 and the secondary pulley 64 and transmitted to the secondary shaft 62 . The power transmitted to the secondary shaft 62 is transmitted from the secondary output gear 149 to the output shaft 44 via the output shaft gear 148, is output from the output shaft 44 to a propeller shaft (not shown), and is output from the propeller shaft. It is transmitted to the left and right rear wheels via the rear differential gear (rear differential) and drive shaft.

Since the gear diameter of primary input gear 92 is larger than that of input shaft gear 91 , the power of input shaft 41 is reduced by input shaft gear 91 and primary input gear 92 and transmitted to primary shaft 61 . In addition, since the gear diameter of the output shaft gear 148 is larger than the gear diameter of the secondary output gear 149, the power of the secondary shaft 62 is reduced by the secondary output gear 149 and the output shaft gear 148 and transmitted to the output shaft 44. . Therefore, when the vehicle moves forward, in the power transmission path from the input shaft 41 to the output shaft 44, the input shaft gear 91 and the primary input gear 92 constitute a primary reduction gear mechanism 156 that reduces the power. The secondary output gear 149 constitutes a secondary reduction gear mechanism 157 that further reduces the power.

For example, a configuration in which the secondary shaft 62 is directly connected to the output shaft 44 and the secondary reduction gear mechanism 157 is omitted is conceivable. In this configuration, in order to obtain a reduction ratio by the primary reduction gear mechanism 156 and the secondary reduction gear mechanism 157, the reduction ratio of the primary reduction gear mechanism 156 must be increased, and the gear diameter of the primary input gear 92 must be increased. There is a need to. As the gear diameter of the primary input gear 92 increases, the size of the longitudinal CVT 4 increases. Therefore, in the configuration including the secondary reduction gear mechanism 157 in addition to the primary reduction gear mechanism 156, compared to the configuration in which the secondary reduction gear mechanism 157 is omitted, the vertical CVT 4 can be made smaller.

In addition, since the primary reduction gear mechanism 156 and the secondary reduction gear mechanism 157 are provided, even if the specifications of the engine are changed, the primary reduction gear mechanism 156 can be changed without changing the secondary reduction gear mechanism 157. By changing the design of at least one of the input shaft gear 91 and the primary input gear 92, the vertically mounted CVT 4 can be adapted to the specifications of the engine after the change.

When the vehicle moves backward, the forward clutch 94 is released and the reverse clutch 123 is engaged. Power input from the engine to the input shaft 41 via the torque converter 3 is transmitted from the input shaft gear 91 to the secondary shaft 62 via the reverse transmission mechanism 43 and the secondary input gear 121 due to engagement of the reverse clutch 123 . . At this time, the secondary shaft 62 rotates in a direction opposite to that during forward movement of the vehicle. On the other hand, even if the power input to the input shaft 41 is transmitted from the input shaft gear 91 to the primary input gear 92 and the primary input gear 92 rotates, the disengagement of the forward clutch 94 causes the primary input gear 92 to rotate to the primary shaft 61 . (The first primary shaft 81 ) and power is not transmitted to the primary shaft 61 .

The power transmitted to the secondary shaft 62 is transmitted from the secondary output gear 149 to the output shaft 44 via the output shaft gear 148, is output from the output shaft 44 to the propeller shaft, and is transmitted from the propeller shaft to the rear differential gear and the drive shaft. It is transmitted to the left and right rear wheels via the

The gear diameter of the first reverse gear 142 of the reverse transmission mechanism 43 is larger than the gear diameter of the input shaft gear 91, and the gear diameter of the secondary input gear 121 is larger than the gear diameter of the second reverse gear 143 of the reverse transmission mechanism 43. , the power of the input shaft 41 is reduced by the input shaft gear 91 , the reverse transmission mechanism 43 and the secondary input gear 121 and transmitted to the secondary shaft 62 . In addition, since the gear diameter of the output shaft gear 148 is larger than the gear diameter of the secondary output gear 149, the power of the secondary shaft 62 is reduced by the secondary output gear 149 and the output shaft gear 148 and transmitted to the output shaft 44. . Therefore, when the vehicle moves backward, in the power transmission path from the input shaft 41 to the output shaft 44, the input shaft gear 91, the reverse transmission mechanism 43 and the secondary input gear 121 constitute a primary reduction gear mechanism 158 that reduces power. The output shaft gear 148 and the secondary output gear 149 constitute a secondary reduction gear mechanism 157 that further reduces the power.

<Effect>
As described above, the adapter 86 is fixed to the second case 12 inside the unit case 2 . The rear end of the primary shaft 61 (second primary shaft 82 ) and the front end of the output shaft 44 are rotatably held by the adapter 86 . is rotatably held by the third case 13 . With this new structure, it is possible to install a vertical CVT 4 in a new compact vehicle with an FR layout in which the engine is mounted vertically.

In a configuration in which only the third case 13 rotatably holds the output shaft 44 at two positions spaced apart in the axial direction thereof, the length of the portion of the third case 13 through which the output shaft 44 is inserted becomes long, and the length of the portion of the third case 13 through which the output shaft 44 is inserted increases. becomes longer. Furthermore, in order to make the third case 13 castable, the portion holding the primary shaft 61 and the portion holding the output shaft 44 are arranged in the radial direction of the third case 13 in consideration of removal from the casting mold. must be released. Therefore, the distance between the primary shaft 61 and the output shaft 44 (distance in the axial direction) is increased, and the size of the vertically arranged CVT 4 in the axial direction is increased. As a result, the size of the longitudinally mounted CVT4 increases in both the axial direction and the axial radial direction, making the longitudinally mounted CVT4 larger. Cannot be installed. In contrast, in the new structure using the adapter 86, the length of the portion of the case through which the output shaft 44 is inserted is not long, and the distance between the primary shaft 61 and the output shaft 44 can be set small. , It is possible to install a vertical CVT 4 in a small new vehicle with an FR layout in which the engine is mounted vertically.

It is conceivable to divide the third case 13 into a portion that holds the primary shaft 61 and a portion that holds the output shaft 44. However, in this structure, it is necessary to seal those divided portions, and there is concern that oil leakage may occur. increases. In contrast to this configuration, the new structure using the adapter 86 can reduce the number of divisions of the unit case 2 and improve oil leakage resistance.

<Modification>
Although one embodiment of the present invention has been described above, the present invention can also be implemented in other forms.

For example, in the above embodiment, the gear diameter of the first reverse gear 142 of the reverse transmission mechanism 43 is larger than the gear diameter of the input shaft gear 91. , the gear diameter of the first reverse gear 142 may be smaller than the gear diameter of the input shaft gear 91 .

In addition, although the vertically mounted CVT 4 has been taken as an example of the transmission, the present invention is not limited to the vertically mounted CVT 4, and can be applied to a horizontally mounted transmission such that the input shaft extends in the left-right direction of the vehicle. .

The power transmission method of the continuously variable transmission mechanism 42 is not limited to the belt type, and may be a chain type or a toroidal type.

In addition, various design changes can be made to the above configuration within the scope of the matters described in the claims.

2: Unit case (case)
4: Vertical CVT (transmission)
12: Second case (case)
13: Third case (case)
41: Input shaft 44: Output shaft 61: Primary shaft (sheave shaft)
86: Adapter

Claims (1)

A transmission mounted on a vehicle,
a case forming an outer shell;
an input shaft extending to a first side, which is a drive source side, and a second side, which is opposite to the first side, to which power from the drive source is input;
an output shaft arranged on the same axis as the input shaft;
a sheave shaft provided on a power transmission path between the input shaft and the output shaft and extending parallel to the input shaft;
an adapter disposed within the case and fixedly provided with respect to the case;
the second end of the sheave shaft and the first end of the output shaft are rotatably held by the adapter;
The transmission, wherein the case rotatably holds the second side portion of the output shaft relative to the first side end portion.