JPH01172679A - Transmission - Google Patents

Abstract

PURPOSE:To improve transmission efficiency by inputting torque from a first input element via a fluid coupling at low speed mode, and torque via the fluid coupling and torque from a second input element directly coupled to an input member at high speed mode. CONSTITUTION:An automatic continuously variable transmission 12 is provided with a single planetary gear unit 20, a belt type continuously variable transmission unit 30, an output member 70, a forward and backward change over unit 90 consisting of a dual planetary gear unit and a fluid coupling 40. Revolution of an input member 1 is transmitted to a first transmission route 30 via the fluid coupling 40, and still to an output member 70 at low speed mode, with selective drive of clutches C1, C2, brakes B1, B2 and a oneway clutch F. When high speed mode is selected, torque from the fluid coupling 40 is transmitted via the first transmission route 30 while revolution of a second input element 61 directly coupled to revolution of the input member 1 is transmitted to the output member 70 via a transfer device 80. Improvement on transmission efficiency can thus be attained.

Description

DETAILED DESCRIPTION OF THE INVENTION (A) Industrial Application Field The present invention relates to a transmission, and is particularly suitable for use in a continuously variable transmission installed in an automobile and incorporating a continuously variable transmission. In detail, the present invention relates to the configuration of an input portion having a fluid coupling in a transmission having at least two transmission paths.

(b) Conventional technology Conventionally, continuously variable transmissions incorporating belt-type continuously variable transmissions,
For example, as shown in Japanese Unexamined Patent Publication No. 58-57561, power is transmitted to the input shaft of a belt type continuously variable transmission via a fluid coupling such as a torque converter or fluid coupling.

In general, even if a transmission has two transmission paths, a low speed mode and a high speed mode, and these transmission paths are selected by a selection means such as a clutch or brake, both transmission paths are It is input from the output shaft of the fluid coupling (including torque converter).

←→ Problems to be Solved by the Invention By the way, the fluid coupling causes a power loss, especially a larger power loss when the output rotational speed is low, and thus reduces the transmission efficiency of the above-mentioned transmission.

Further, if a lock-up clutch is installed in order to reduce the power loss of the fluid coupling, the device becomes larger by the amount of the lock-up clutch, and requires complicated control, leading to an increase in cost.

In addition, the present applicant has developed an undisclosed project at the time of application with the aim of increasing the torque ratio range without forming a torque circulation path and improving the reliability and durability of the continuously variable transmission. He proposed a continuously variable transmission (patent application 1986-
No. 205614/unpublished). This continuously variable transmission includes an input member, a continuously variable transmission that changes the rotation of the input member steplessly, a planetary gear device that inputs torque from the continuously variable transmission, and the planetary gear device and the input member. a transfer device that connects the two, and an output member that inputs torque from the planetary gear device, and further that the planetary gear device increases the torque from the continuously variable transmission and transmits it to the output member. and a split drive mechanism that combines the torque from the continuously variable transmission and the torque from the transfer device and transmits the combined torque to the output member, and either of the reduction mechanism and the split drive mechanism. A selection means for selectively functioning one of them is provided, so that the speed reduction mechanism functions in the low speed mode, and the split drive mechanism functions in the high speed mode Z.

In this case as well, the input member is composed of a single shaft to which power is transmitted via a fluid coupling or a lock-up clutch.

Therefore, in the continuously variable transmission, FIG. 7 shows the case where the continuously variable transmission is in a low speed transmission state, where A is the efficiency of the fluid coupling at high load in the low speed mode, and B is the efficiency in the high speed mode. Shows the efficiency of fluid couplings under high loads. Also, the 8th
The figure shows a case where the continuously variable transmission is in a high-speed transmission state, and A
B indicates the efficiency of the fluid coupling at high load in low speed mode, and B indicates the efficiency of the fluid coupling at high load in high speed mode.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a transmission with an extremely simple configuration and improved transmission efficiency.

(b) Means for Solving the Problems The present invention, as shown for example with reference to FIG. A first transmission path (30) and a second transmission path that branch and transmit
A transmission comprising: a power transmission system having a transmission path (8); and selection means (F), (C2), (Bl) for selecting both of these transmission paths; A low speed mode power transmission path that transmits the torque of the input section to the output section (70) via the first transmission path (30), and a low speed mode power transmission path that transmits the torque of the input section to the first transmission path (30) and the second transmission path (30). ! It has a high-speed mode power transmission path which transmits the torque through the @I path (80) and combines the torques (30) and (801) of these two transmission paths and transmits the result to the output section, and furthermore, the input section (1). A first input element (60) connected to the input section (60) via a fluid coupling (40), and a second input element (61) directly connected to the input section (1), and Torque from the first input element (60) is transmitted to the first transmission path, and torque from the second input element (61) is transmitted to the second transmission path. It is characterized by

To give a concrete example, the first transmission path does not include the continuously variable transmission (30), the second transmission path includes the transfer device 801, and the transmission from the continuously variable transmission Torque is input into the first element (20R) of the planetary gearing (20) and into its second element (20R).
C) to the output section (70) and further connect its third element (2OS) to the transfer device i! (80), the third element (20S) is fixed based on the selection means (F) and (81), the planetary gear device (20) is used as a reduction mechanism, and the continuously variable transmission device (30
) is transmitted to the output section (70) via the reduction mechanism to constitute the low speed mode power transmission path, and the torque from the second input element (61
) said torque! - The torque from the continuously variable transmission (30) and the torque from the transfer device (80) are transmitted to the third element (20S) via the transfer device (80) to control the planetary gear device (20). ) and a split drive mechanism for synthesizing the torque, and transmits it to the output section (70) via the split drive mechanism to constitute the high speed mode power transmission path.

(e) Effect Based on the above configuration, in the low speed mode, the input section (1
) is transmitted via the fluid coupling (40) to the first transmission path (
30), and further transmitted to the output section (70).

When the high-speed mode is selected by the selection means, the torque via the fluid coupling (40) is transmitted via the first transmission path (30) and is directly connected to the rotation of the input section (1). The rotation of the second input element (61) is transmitted to the output section (70).

As an example, in the case of a continuously variable transmission (12), in the low speed mode (L), the locking means (F) or (B1) constituting the selection means is activated. The third element (2OS) of the planetary gear arrangement (20) is fixed. In this state, the rotation of the first input element (60) to which power is transmitted via the fluid coupling (40) is transmitted via the continuously variable transmission (30) to the planetary gear device (
20), and is further transmitted to the output section (70) via the planetary gear device (20), which constitutes a speed reduction mechanism by fixing the third element (20S). . In addition, a clutch (C2
) to switch to the high-speed mode (H), the rotation of the second input element (61) directly connected to the planetary gear device is transferred via the transfer device E2 (80) without going through the fluid coupling (40). The third element of (20) (20S
). Then, the planetary gear device (20
), the first
The torque transmitted from the input element (60) to the first element (20R) via the continuously variable transmission (30) and the torque transmitted to the third element (20S) described above are combined, The combined torque is output from the second element (20C) to the output section (70).

Therefore, in the high speed mode, the transfer device (
80) does not go through the fluid coupling (40), so there is no power loss, and as shown in FIGS. 7 and 8.
As shown by C in the figure, the transmission efficiency of the input system during high loads is improved.

Note that the above reference numerals in parentheses are used to refer to FIG. 1, and do not limit the structure in any way.

In addition, the configuration of the personal power part is not limited to the above-mentioned continuously variable transmission,
Transmits information by engaging or disengaging each element of the planetary gear mechanism, etc.
1! Of course, the present invention can also be applied to other power transmission devices such as transmissions that change paths.

(F) Example First, to explain the outline of the automatic continuously variable transmission according to the present invention, as shown in FIG. A fluid connecting an output member 70 consisting of a transmission 30, a transfer device 80, a reduction gear device 71, etc., a forward/reverse switching device 90 consisting of a dual planetary gear device, and an input portion thereof to the engine crank shirt l-1. The input shaft 60 is equipped with a coupling 40 and is connected to the turbine liner 41 of the fluid coupling 40, as well as the input shaft 60C (directly connected to the pump impeller 42 of the powder fluid coupling 40 through a fitted sleeve). It has a directly connected input shaft 61.

The planetary gear device 20 has a ring gear 2.
0R is interlocked with the secondary shaft 30a of the continuously variable transmission 30, and the carrier 20C is interlocked with the output member 70,
The sun gear 205 is connected via a transfer device 80 to a row one-way clutch F and a low coast/reverse brake B1 that constitute a locking means, and is also connected to a direct input shaft 61 via a high clutch C2.

Further, the dual planetary gear device 90 has a sun gear 90S connected to the input shaft 60, a carrier 90C connected to the primary shaft 30b of the continuously variable transmission 30, and connected to the input shaft 60 via the forward clutch C1. Ring gear 90R is reverse brake B2
is connected to.

Based on the above configuration, each clutch, brake, and one-way clutch in the present automatic continuously variable transmission 12 operate as shown in FIG. 2 at each position.

To explain in detail, in low speed mode L at D ledge,
In addition to the forward clutch C1 being connected, the row one-way clutch F is activated. In this state, the rotation of the engine crankshaft 1 is controlled by the input shaft 60 via the fluid coupling 40.
It is further transmitted directly to the sun gear 903 of the dual planetary gear system fi90, and is also transmitted to the carrier 90C via the forward clutch C1. Therefore, the dual planetary gear device 90 rotates integrally with the input shaft 60, transmits the positive rotation to the primary shaft 30b of the belt-type continuously variable transmission 30, and furthermore,
The rotation speed changed appropriately at 0 is the secondary shirt I-30.
Ring gear 2 of single planetary gear device 20 from a
It is transmitted to 0R.

On the other hand, in this state, the sun gear 20S, which is a reaction force supporting element that receives the reaction force, is stopped by the row one-way clutch F via the transfer device [80.
, and further transmitted to the axle shaft 73 via the reduction gear device 71 and the like.

Furthermore, in high-speed mode H in the D range, the high clutch C2 is connected in addition to the forward clutch C1. In this state, as described above, the forward rotation, which has been appropriately shifted by the continuously variable transmission 30, is taken out from the output portion 30a and input to the ring gear 20R of the single planetary gear device 20. On the other hand, at the same time, the rotation of the direct input shaft 61 directly connected to the engine crankshaft l is transmitted to the sun gear 208 of the single planetary gear device 20 via the high clutch C2 and the transfer device fi80. 201't and sun gear 2O3 are combined to form carrier 20C.
is output from. At this time, since the rotation against the reaction force is transmitted to the sun gear 203 via the transfer device 80, a predetermined plus torque is transmitted via the transfer device 80 without causing torque circulation.

Then, the combined torque from the carrier 20C is transmitted to the axle shaft 73 via the reduction gear device 71 and the like.

As a result, as shown in FIG. 9, in the low speed mode L, all the torque in the continuously variable transmission 12 is transmitted via the continuously variable transmission 30, that is, the input shaft 60 via the fluid coupling 40. However, in high-speed mode H, as shown by diagonal lines, the torque transmitted via the 1-transfer device 80, that is, the direct input shaft 61, and the torque transmitted via the aforementioned input shaft 60 are in accordance with the torque ratio. As for the torque that is shared at a predetermined ratio and is shared by the direct input shaft 61, there is no power loss caused by the fluid coupling 40.

Therefore, the output is shown in FIG. 7 (when the belt type continuously variable transmission [30 is in a high torque ratio (low ratio) state)] and FIG. 8 (when the continuously variable transmission 30 is in a low torque ratio (high ratio) state). As shown in the figures for various efficiencies at rotational speed, in high-speed mode H, the torque from the transfer device 80 is also transmitted via a fluid coupling, whereas in B the torque is directly input to the transfer device. , C
Improve efficiency as shown in

In addition, in operation in D range, it is free when reverse torque is applied (during engine braking) based on one-way clutch F, but in S range, in addition to rowan uni clutch F, low coast and reverse brake B
1 is activated and power is transmitted even when reverse torque is applied.

Furthermore, in the N range, the reverse brake B2 operates together with the low coast and reverse brake B1. In this state, the rotation of the input shaft 60 is input to the belt type continuously variable transmission g130 as reverse rotation from the carrier 90C based on the ring gear 90ft being fixed by the dual planetary gear device 90. On the other hand, the sun gear 20S of the single planetary gear device 20 is fixed based on the operation of the low coast and reverse brake B1, so that the reverse rotation from the continuously variable speed value fi30 is caused by the planetary gear device i! It is decelerated at 22G and taken out to the output member 70.

Further, in the P range and the N range, the low coast and reverse brake B1 is operated.

Next, an embodiment embodying the present invention will be described with reference to FIGS. 3 and 4.

This continuously variable transmission 12 has a transmission case 15 that is divided into three parts, and an input shaft 60 is attached to the case 15.
, the direct-coupled input shaft 61 and the input shaft 30b of the continuously variable transmission 30
are rotatably supported coaxially to constitute a first shaft, and an output shaft 30a with a continuously variable speed value fi30 and a gear shaft 7
0a is coaxially and rotatably supported to constitute a second shaft. Furthermore, on the first shaft, there is a fluid coupling 40, a field clutch CI S7N clutch C2, a low coast and reverse brake B1, a reverse brake B2, an operating section 10 consisting of a row one-way clutch F, and a dual drive that constitutes a forward/reverse switching device. A planetary gear device 90 and a hydraulic pump 17 are disposed, and a single planetary gear device 20 is disposed on the second shaft.

Furthermore, explaining the first shaft portion along FIG. 4, the fluid coupling 40 has a coupling case 43 connected to the engine crankshaft 1 (FIG. 3), and the case 43 includes a pump. An impeller 42 is formed, a spline is formed at the base thereof, and the impeller 42 is fixed to a directly connected input shaft 61 made of a sleeve shaft. In addition, the fluid coupling 4
The turbine liner 41 of No. 0 is fixed to a boss portion 45, and the boss portion 45 is spline-coupled to an input shaft 60 that is fitted onto a directly connected input shaft 61 via a needle bearing. Further, a pump 17 is disposed in a portion of the case 15 adjacent to the fluid coupling 40.
7 is connected to the direct-coupled input shaft 61, and the protrusion 15a formed on the case 15 is connected to the direct-coupling input shaft 61 via a needle bearing inside the protrusion 15a.
is supported, and an input sprocket 81 of the transfer device 80 is supported on the outside thereof via a bearing. The boss portion of the sprocket 81 is connected to the case protrusion 15a via the freewheel F, and has a flange 85 extending in the outer diameter direction. Splines are formed on both the inner and outer surfaces of the flange of the flange 85, and a low coast and reverse brake B1 consisting of a multi-disc brake is interposed between the outer peripheral spline and the spline formed on the case 15. There is. Furthermore, a high clutch C2 consisting of a multi-disc clutch is interposed between the inner peripheral spline of the flange portion of the flange 85 and the connecting boss portion 62, and the connecting boss portion 62 is connected to the directly connected input shaft 61 via a damper 63. connected.

On the other hand, a sun gear 903 of the dual planetary gear mechanism 90 is spline-coupled to the tip of the input shaft 60, and a flange 91 extends in the outer diameter direction. Further, the tip of the input shaft 60 is fitted and aligned with the primary shirt l-30b of the belt-type continuously variable transmission via a bearing, and the input side of the pressure regulating cam mechanism 34 fixed to the shaft 30b. A carrier 90G is spline-coupled to the cam portion 34a. Further, the carrier 90C supports a first pinion 90P1 and a second pinion 90P2 (FIG. 1), and also has a connecting member 92 extending in the outer radial direction. A forward clutch C1 consisting of a multi-disc clutch is interposed between the inner diameter spline and the outer diameter spline of the flange 91. Further, a support member 93 fixing the ring gear 90R is rotatably supported on the carrier boss portion, and a multi-plate plate is provided between the outer peripheral spline of the collar portion of the support member 93 and the spline formed on the case 15. A reverse brake B2 consisting of a brake is provided.

An actuator unit 11 is disposed between the low coast and reverse brake B1 and high clutch C2, and between the reverse brake B2 and forward clutch C1. - 11 consists of a one-piece unique lla for the forward/reverse switching device and an actuator llb for the low/high speed mode switching device which are arranged adjacent to each other. The actuator unit 11 has a forward/reverse switching device motor 100 and a low/high speed mode switching round device motor 130, which are arranged at a predetermined distance in the circumferential direction. It consists of a rotating magnetic field motor such as a motor, a servo motor, an electric motor such as an ultrasonic motor, and a holding means such as an electromagnetic brake is installed so that the motor can be held at a predetermined rotational position (speed change motor 166 described later). (not shown). Further, a female threaded portion 106 is fixed to the case 15 on the inner diameter side of the motors 100, 130, and a female threaded portion 106 is provided with a ball 107 for a forward/reverse switching device and a low/high speed mode switching device, respectively. The female screw portions 109 and 139 of the two screws are adjacent to each other and screwed together. Further, pressing members 115 and 145 are fixed to these female threaded portions so as not to rotate or slide, and each of these members has teeth formed on the outside of the female threaded portion, and each of these teeth is connected to a motor. 100, 130 output gears 100a, 1
30a through gears 116 and 146.

In addition, these pressing members 115 and 145 have lugs formed on their backs, and connecting members 102 and 132 whose outward movement is regulated by retaining rings are respectively fitted to be slidable in the axial direction. Coil springs 111 and 141 are compressed between the lug and these connecting members 102 and 132, respectively. In addition, the suppression member 11
The regulating members 117, 147 fixed to the brakes B2. Contact the disc springs 119° and 149 of Bl. The one connecting portions 44102.132 are arranged back to back and extend in the inner diameter direction. On the other hand, bridge members 120 and 150 are rotatably and axially movably supported on the directly coupled input shaft 61 via needle bearings.
0,150 and the connecting member 102.degree. 132 are in contact with each other via a slither bearing 113.degree. 143. Further, a support member 112 is fixed to the tip of the flange of the connecting member 92 with a retaining ring.
A receiver portion 112R fixed to the tip end of the disk spring 105 supports the middle portion of the disc spring 105. The disc spring 105 has its distal end biasing the forward clutch C1 into the connected state, and its proximal end abuts against the bridge member 120. In addition, when the disc spring 105 is in a position where the clutch C1 is in contact, most of its reaction force is received by the support member 112, and the thrust force acting on the thrust bearing leg 113 via the bridge member 119 becomes 1. It is set as follows. Similarly, a support member 142 is fixed to the tip of the flange portion of the flange 85 with a retaining ring.
A receiver portion 142a fixed to the tip of 42 supports the middle portion of the disc spring 135. The disc spring 135 has its distal end biasing the high clutch C2 to the connected state, and its proximal end abuts the bridge member 150.

Further, as shown in FIG. 4, the belt type continuously variable transmission 30 includes a primary pulley 31. It consists of a secondary pulley 32 and a belt 33 wound around both of these pulleys, and both pulleys each consist of fixed sheaves 31a, 32a and movable sheaves 31b, 32b. Furthermore, the primary pulley 31 is composed of a fixed cam part 34a that is integrally fixed to the input shaft 30b and a movable cam part 34b that is in pressure contact with the fixed sheave 31a via a disc spring.・
A pressure regulating cam mechanism 34 is provided that applies an axial force corresponding to the torque, and the movable sheave 31b is connected to the fixed sheave 31a.
It is slidably supported on the boss part via a ball spline, and a ball screw + 3A structure 3 is attached to the back of the boss part.
5 are arranged. The ball screw 81 mechanism 35 is installed so that its bolt portion 35a can freely adjust its rotational position with respect to the case 15.
The adjusting member 38 is fixedly connected to the adjusting member 38 so as not to be able to move in the axial direction, and the nut portion 35b thereof is connected to the movable sheave 31b via a thrust bearing so as to move together in the axial direction. On the other hand, the fixed sheave 32a of the secondary pulley 32 is integrated with the output shaft 30a in the case 15.
The movable sheave 32b is slidably supported on the output shaft 30a via a ball spline. Further, a ball screw mechanism 36 is disposed on the back surface of the movable sheave 32b, and its bolt portion 36a is installed in the case 15 so that its rotational position can be adjusted freely, and is connected to the output shaft 308 via a thrust bearing so that it cannot move in the axial direction. The nut portion 36b thereof is connected to the movable sheave 3'2b via a thrust bearing so as to move together in the axial direction.

Then, the primary pulley 31 and the secondary pulley 3
2, an operating shaft 160 is rotatably supported.

Note that since FIG. 3 is a developed view, the operating shaft 160 is drawn upward, but in reality, the operating shaft 460 is located at an intermediate portion between the input shaft 30b and the output shaft 30a when viewed from the front. A circular gear 161 and a non-circular gear 162 are fixed to the operating shaft 160, and mesh with a wide circular gear 35C fixed to a nut portion 35b on the primary pulley 31 side of the circular gear 1611. Further, the non-circular gear 162 meshes with a spiral non-circular gear 36c fixed to the nut portion 36b on the side of the secondary pulley 32. Further, the circular gear 161 is connected to the speed change motor 1 via a two-stage gear train 165 consisting of a spur gear or a helical gear.
66 output gear 166a. The speed change motor 166 is an electric motor, and a Ti magnetic brake 16 is installed on its output shaft, and when the motor is de-energized, the electromagnetic brake 167 operates, and the gear train 165 and the ball screw i structure capable of reversible transmission are activated. 35 and 36, both pulleys 31 and 32 can be maintained at a predetermined speed change position.

Moreover, the single planetary gear device 20 is a gear shaft that constitutes a second shaft. The ring gear 20rL is located on the output shaft 30a of the belt type continuously variable transmission 30.
It is connected to the flange part of.

A sprocket 82 is rotatably supported on the gear shaft 70a integrally with the sun gear 205, and a carrier 20C rotatably supporting the pinion 20P is fixed to the gear shaft 70a.

On the other hand, a silent chain 8 is connected between the sprocket 82 integrated with the sun gear 203 on the second shaft and the sprocket 81 supported by the row one-way clutch F.
3 is wound around, and these sprockets and chains constitute a transfer device 80.

Further, the gear shaft 70a integrally constitutes a gear 71a to constitute an output member 70, and the gear 71a meshes with a gear 71c fixed to an intermediate shaft 72. Further, a small gear 71d is formed on the intermediate shaft 72, and the gear 71d meshes with a ring gear 75a fixed to the differential gear device 75, thereby forming the speed reduction device 71. Further, left and right front axle shafts 73 extend from the differential gear device 75.

Next, the operation of this embodiment will be explained.

The rotation of the engine crankshaft 1 is controlled by the coupling case 43.
The rotation of the direct input shaft 61 is transmitted directly to the direct input shaft 61 via the fluid coupling 40, and the rotation of the direct input shaft 61 slides the pump 17 and the damper 63.
The input shaft 60 is also transmitted to the sun gear 90S of the dual planetary gear device 90 and to the seven flange 91.

In the D range and the S range, the rudder reverse switching device motor 100 is in the home position, the forward clutch C1 is in the engaged state based on the biasing force of the disc spring 105, and the reverse brake B2 is in the released state. It is in. In this state, the dual planetary gear device 9
0 is a combination of sun gear 903 and carrier 90C,
Therefore, the ring gear 90R also rotates integrally, and forward rotation is transmitted to the input shaft 30b of the belt type continuously variable transmission M30.

Note that the transmission installed in the vehicle is in the forward state for an overwhelmingly longer period than in the reverse state, and in this state, the electric motor 100 is in the home position and is not energized. , clutch CI of blood spring 105
Most of the reaction force based on the biasing force is on the receiving part 11
2a and the support member 112, the reaction force acting on the thrust bearing 113 is small, and the reaction force acting on the disc spring 105 is small.
is in a rotating state together with the clutch C1, and the bearing 1
Although the motor 13 is in a rotating state, its load (Pv value) is maintained at a low state, so that the durability 2ζ problem of the motor 100 and the thrust bearing 113 does not occur.

The rotation of the input shaft 30b is transmitted to the pressure regulating cam mechanism 34, and further to the fixed sheave 31 of the primary pulley 31.
a and a ball spline to the movable sheave 31b. At this time, the pressure regulating cam machine H434 is connected to the input shaft 30b.
An axial force corresponding to the input torque acting on the other sheave 31a acts on the back surface of the sheave 31a via the disc spring.
In b, the ball screw mechanism 35 is fixed in its length direction in accordance with a predetermined gear ratio, and therefore, an equivalent reaction force acts on the back surface of the sheave 31b via the thrust bearing, and as a result, the primary pulley 31 clamps the belt 33 with a clamping force corresponding to the input torque. Furthermore, the rotation of the belt 33 is transmitted to the secondary pulley 32, and further transmitted to the output shaft 30a. In addition, when the transmission motor 166 is controlled based on signals from various sensors such as throttle opening and vehicle speed during the belt transmission, the gear train 16
5, the operating shaft 160 is rotated. Then, the nut portion 35b of the ball screw mechanism 35 on the primary pulley 31 side rotates via the circular gears 161 and 35c, and
Secondary pulley 3 via non-circular gears 162, 36c
The nut portion 36b of the second side ball screw mechanism 36 rotates.

As a result, the bolt portion 35a is stopped from rotating by the case 15.

36a, the ball screw mechanisms 35 and 36 move the movable sheaves 31b and 32b via thrust bearings, and adjust the primary pulley 31 and the secondary pulley 32 to a predetermined effective diameter. setting, and the set torque ratio is obtained. At this time, since both pole screw mechanisms move linearly, there is a difference between the original movement amount of the movable sheave defined by the belt 33, but the secondary pulley 32#I is connected to the non-circular gears 37b, 36.
c, the movable sheave is moved by an amount matching its original movement. Also, both sheaves 31
The belt clamping pressure from a, 31b and 32a, 32b acts on the primary pulley 31 side to pull the input shaft 30b via the thrust bearing, and does not act on the case 15, and similarly on the secondary pulley 32. Also on the side, it does not act to pull the output shaft 30a and act on the case 15.

Furthermore, the rotation of the output shaft 30a of the belt-type continuously variable transmission [30] is caused by the rotation of the ring gear 20R of the single planetary gear device 20.
is further transmitted to the gear shaft 70a via the carrier 20C.
transmitted to.

In the case of the low-speed mode L in the D range, the low-high-speed mode switching device actuator 1lb (Y) is in a state where the motor 130 is rotated to a predetermined position, and the connecting member 1
32 is in a state in which the disc spring 135 is slightly moved through the thrust bearing 143 and the bridge member 150 against the biasing force thereof, and in this state, the high clutch C2 is released and the low coast & reverse brake B1 has been released. Therefore, as shown in FIG. 2, the row one-way clutch F is in the operating state, and the ring gear 2
When the torque is transmitted from 0R to the carrier 20C, the sun gear 208 receives a reaction force, but the sun gear 203 is stopped from rotating by the row one-way clutch F via the transfer device 1180, and the single planetary gear device 20 constitutes a speed reduction mechanism. are doing. As a result, the rotation of the output shaft 30a of the belt type continuously variable transmission 30 is simply decelerated by the single planetary gear device 20, and further
1a, 71c, an intermediate shaft 72, a gear 71d, and a mount gear 75a.

Further, when the throttle opening degree and vehicle speed reach predetermined values, the electric motor 130 for the low/high speed mode switching device rotates to the home position in response to a signal from the control unit. In this state, the high clutch C2 is in a more engaged state with the disc spring 1351, and the low coast & reverse brake B2 is in a released state. Therefore, in the planetary gear device 20, a predetermined rotation is applied to the ring gear 20R via the belt type continuously variable transmission device 30, and the rotation of the direct input shaft 61 is applied to the gunpa 63 and the connecting member 6.
2 and input sprocket 8 via high clutch C2.
1, and further transmitted to sun gear 203 via transfer device e80.

At this time, the sprocket 81 at the input end of the transfer device @80 is the sun gear 208 of the single planetary gear device at the row one-way clutch F.

Since the high clutch C2 receives the reaction force from the high clutch C2, the shift shock caused by changing the clutch is prevented, and the high clutch C2 starts rotating smoothly and transmits torque to the sun gear 203. As a result, the torque continuously variable by the belt-type continuously variable transmission 30 and the torque transmitted through the transfer device 80 are combined in the single planetary gear device 20.
The resultant torque is transmitted from the carrier 20C to the gear shaft 70a. Further, as in the low speed mode described above, the rotational speed is transmitted to the left and right front axle shafts 73 via the reduction gear device 71 and the differential gear device 75.

Note that during normal driving, the operating time of the high-speed mode state is overwhelmingly longer than that of the low-speed mode state, and in the high-speed mode state, as described above, power is transmitted with high efficiency and the motor 130 is At the home position, the thrust bearing 143 is in a non-energized state, and the reaction force from the disc spring 135 acting on the thrust bearing 143 is small, so its load (Pv value) is maintained at a low state.

Furthermore, in the low speed mode L in the S range, the electric motor 130 for the low/high speed mode switching device is rotated. Then, the suppressing member 145 engages the acid threaded portion 139 via the gear 146.
It also rotates, performs a screw movement with respect to the fixed male threaded portion 106, and moves a predetermined amount in the right direction in the drawing. This results in
One of the connecting members 132 moves in the same direction via the coil spring 141, and further connects the disc spring 135 to the receiving portion 1 of the supporting member 142 via the thrust bearing 143 and the bridge member 150.
42a as a fulcrum, and releases the urging force of the disc spring 135 against the high clutch C2, thereby releasing the clutch C2. Further, as the suppressing member 145 moves, the other connecting member 133 also moves in the same direction via the bearing 141, and the low course 1. & Engage reverse brake B1. In this state, the sprocket 81 is prevented from rotating in both forward and reverse directions by the low coast & reverse brake B1, and therefore also prevented from rotating due to negative torque such as engine braking. Further, the high speed mode in the S range is similar to the high speed mode in the D range.

On the other hand, in the R range, the electric motor 100 is energized to rotate the suppressing member 115 via the gear 116, thereby rotating the male threaded portion 109 of the ball screw mechanism 101. Then, the male threaded portion moves in the axial direction while rotating with respect to the lockable threaded portion 106, moves one of the connecting means 102 in the same direction via the coil spring 111, and further connects the bearing 1
3 and the bridge member 120, the receiver of the support member 112 rotates clockwise about the fulcrum 112a, thereby releasing the forward clutch C1. Further, by moving the suppressing member 115 to the left in the drawing, the other connecting means 103 is moved in the same direction via the bearing 110, and the reverse brake B1 is engaged. In addition, at this time, the male thread part 1
09 moves a predetermined amount to fully engage the brake B2 after releasing the clutch C1, but this movement is caused by the coil spring 1
11 to prevent excessive deformation of the disc spring 105 and to reliably maintain the engagement timing of the clutch and brake. At the same time, the motor 130 for the low/high speed mode switching device also rotates to release the high clutch C2 and engage the low coast and reverse brake Bl as described above.

At this time, similarly, the coil spring 145 prevents the deformation of the disc spring 135, and the motor Zoo, 130 is provided with the disc spring 105.
, 135 act as torque through the ball screw mechanism 101, 131, but the motor must be kept in a predetermined energized state, or a holding means such as an electromagnetic brake (self-holding in the case of an ultrasonic motor) is provided. , the motor is maintained in the above position. In this state, in the dual planetary gear device 90, the ring gear 90R is fixed by the reverse brake B1, and the rotation of the input shaft 60 is taken out as decelerated reverse rotation from the sun gear 905 to the carrier 90C via the pinions 90P1 and 90P2. The signal is transmitted to the input shaft 30b of the belt type continuously variable transmission N30. In addition, the reaction torque is transferred from the sun gear 20S of the single planetary gear Q20 to the sprocket 8 via the transfer device 80.
However, the low coast and reverse brake B1 operates to stop the sprocket 81.

In addition, in the N range and P range, the actuator 11b for the low/high speed mode switching device is held in a predetermined position and the low coast and reverse brake B1 is engaged, and at the same time, the electric motor 100 for the forward/reverse switching device is activated. It rotates a little from the home position and moves the pressing member 115 to the right by a predetermined amount.

In this state, one of the connecting members 102 is attached to the bridge member 1.
20, the disc spring 105 is moved by a predetermined amount to release the forward clutch C1, and at the same time, the reverse brake 82 is released.
remain free.

Next, various modifications of the present invention will be explained with reference to FIGS. 5 and 6. Note that the same parts as those in FIGS. 1 to 4 are given the same reference numerals, and the description thereof will be omitted.

The embodiment shown in FIG. 5 is different from the actuator shown above in that the disc springs 105 and 135 that bias the forward clutch CI and the high clutch C2 to the connected state are of a tension type, and the arrangement of the clutch and actuator is There are differences regarding.

That is, the actuator lla for the forward/reverse switching device and the low/high speed mode switching actuator llb are arranged in parallel in close proximity to the respective clutches CI, C2 and brake B2°Bl. Specifically, each electric motor 100, 13
0 are lined up in the axial direction and the output shafts 100a, 13 are in the same direction.
The ball screw mechanisms 101 and 131 are arranged in such a manner that the fixed side super threaded portions 106 and 136 are also arranged separately in the axial direction. Furthermore, the male threaded portion (integrated with the pressing members 115, 145) 109°139
and one of the connecting members 102, 132 are connected via tension type coil springs 111, 141, and the bridge member 1
20,150 is the connecting member 102.132 (slath)
・Through a bearing) and disc springs 105, 135 are connected against the tension direction. The forward clutch C1 is located on the opposite side of the connecting member 102 with respect to the dual planetary gear device 90, and the connecting member 132 of the actuator 11b for the low-high speed mode switching device is located on the opposite side of the connecting member 102 with respect to the dual planetary gear device 90, and the connecting member 132 of the actuator 11b for the low-high speed mode switching device is located between the high clutch C2 and the low coast and reverse brake B1.
It is located between.

6 is substantially the same as that shown in FIG. 1, except that the input shaft 60 is connected to the turbine liner 41 of the fluid coupling 40 and is also connected to the lock-up clutch 50. The lock-up clutch 50 is a centrifugal clutch and is connected to the input shaft 60 via a damper 51, and is directly connected to the case 43 when the input shaft 60 reaches a predetermined rotational speed.

Therefore, in this embodiment, in addition to preventing the power loss of the fluid coupling 40 in the power transmission system via the transfer device 80 described above, the power loss of the fluid coupling in the power transmission system via the belt type continuously variable transmission 30 is prevented. can also be reduced, further improving transmission efficiency.

(G) As described in detail, according to the present invention, input is input from the first input element (60) via the fluid coupling (40) to the low-speed mode power transmission path, and the high-speed mode power transmission path Since the torque via the fluid coupling (40) and the torque from the second input element (61) directly connected to the input section (1) are input to the path, in the low speed mode, , it is possible to perform smooth startup via the fluid coupling, and it is also possible to reduce the power loss of the fluid coupling in the high-speed mode state and improve the transmission efficiency. In addition, the second transmission path is connected to a second input element (6
1), there is no need to use a lock-up clutch that requires complicated control, and the above-mentioned transmission efficiency can be improved without increasing the size of the device or increasing costs.

In particular, in high-speed mode, planetary gear system ff1 (
20) is a continuously variable speed W (
12), the transmission torque through the continuously variable transmission (30) is reduced due to the reduction in power loss of the fluid coupling, reducing the temperature rise of the continuously variable transmission (30), and reducing the continuously variable transmission. The durability of the machine (1' 2) can be improved, and even in high-speed mode, the torque is shared at a predetermined ratio with the torque via fluid coupling C40), so torque fluctuations when switching between low-speed and high-speed modes can be handled by the fluid coupling. can absorb the shift shock. Furthermore, when the continuously variable transmission (12) is mounted on a vehicle, fuel efficiency can be improved.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing a continuously variable transmission according to the present invention.
The figure shows the operation of each element in each position. Further, FIG. 3 is a sectional view showing a continuously variable transmission embodying the present invention, and FIG. 4 is an enlarged sectional view showing the main parts thereof. Furthermore, FIGS. 5 and 6 are schematic diagrams showing different embodiments. Figure 7 shows the transmission efficiencies against the output rotation speed when the continuously variable transmission is in the low ratio, and Figure 8 shows the transmission efficiencies against the output rotation speed when the continuously variable transmission is in the high ratio. FIG. 9 is a diagram showing the transmission torque share with respect to the continuously variable transmission 81 torque ratio. 1 Human power section (engine crankshaft), 12... (stepless)
Transmission, 15...Case, 20--Power transmission system (simple planetary gear device for low-high speed mode switching device), 20C...Second element (carrier)
, 2OR・first element (su, ngya),
20S...Third element (sun gear), 30...
First VH transmission path (belt type continuously variable transmission), 40
...Fluid coupling, 41...Coupin liner, 42
...Pump impeller, 43...Case, 6
0...First input element (input axis), 61...Second
input element (directly connected input shaft), 70...output section,
80...'2nd transmission path (!・Transfer device)
, 90... Dual planetary gear device for forward/reverse switching device, Bl, C2... Selection means, B1... Low coast & reverse brake, B2... Reverse brake, C1... Forward clutch, C2
・High clutch. Applicant Aisin, Warner Co., Ltd.

Claims (2)

[Claims] (1) Select a power transmission system having an input section connected to a power generation source, a first transmission path and a second transmission path that branch and transmit the torque of the input section, and both of these transmission paths. In the transmission, the power transmission system includes a low-speed mode power transmission path that transmits the torque of the input section to the output section via the first transmission path; The torque is transmitted through the first transmission path and the second transmission path.
and a high-speed mode power transmission path that combines the torque of both transmission paths and transmits the torque to the output section, and is further connected to the input section via a fluid coupling. an input element and a second input element directly connected to the input section, and transmits the torque from the first input element to the first transmission path, and transmits the torque from the first input element to the first transmission path; A transmission configured to transmit torque from an input element to the second transmission path. (2) the first transmission path consists of a continuously variable transmission, and the second transmission path consists of a transfer device;
and inputting the torque from the continuously variable transmission to a first element of the planetary gear device, connecting the output section to the second element thereof, further connecting the transfer device to the third element, and making the selection. The third element is fixed based on the means, the planetary gear device is used as a reduction mechanism, and the torque from the continuously variable transmission is transmitted to the output section via the reduction mechanism to establish the low speed mode power transmission path. and transmitting the torque of the second input element to the third element via the transfer device based on the selection means, and transmitting the torque from the continuously variable transmission and the transfer device to the planetary gear device. 2. The transmission according to claim 1, further comprising a split drive mechanism for synthesizing the torque from the split drive mechanism, and transmitting the torque to the output section via the split drive mechanism to form the high speed mode power transmission path.