JPH01234649A - V belt type continuously variable transmission - Google Patents

Abstract

PURPOSE:To shorten a span of a supporting part so as to eliminate deflection by supporting a pulley rotating shaft on a partition wall of a transmission case positioned between a transmission and a forward/backward switching mechanism through a bearing. CONSTITUTION:A rotating shaft 2 of a pulley 20 is supported on a partition wall 200 of a transmission case 203 positioned between a transmission side and a forward/backward switching mechanism 300 through a bearing 205. Accordingly, a span of a supporting part of the rotating shaft 2 can be shortened compared with that in the conventional transmission. On the partition wall 200 and the rotating shaft 2, passages 316, 317, 319 for feeding pressurized oil to the pulley 20 and the forward/backward switching mechanism 300 are formed and the bearing 205 is arranged in such a way as to be located on the transmission side apart from the passages 316, 317, 319. With this arrangement, even if a load is applied on an output shaft 2, the deformation thereof due to the deflection becomes smaller because the span is shortened. With no deformation in the passages 317, 319, it is possible to improve durability of a sealing member.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention involves stretching a belt having a square or trapezoidal cross section between two variable pulleys, and adjusting the points at which the belt contacts each variable pulley. This invention relates to a belt-type continuously variable transmission that changes the rotational speed ratio between two variable pulley shafts by changing their positions.

[Conventional technology]

■The belt-type continuously variable transmission uses an endless metal belt invented by Han Doorne wrapped around two pulleys. It is characterized by the fact that the mold blocks are arranged without interruption, and the power is transmitted between the sides of the pulley and the side surfaces of the (2) mold blocks and by the pressing force between the (2) mold blocks.

In recent years, various attempts have been made to use this endless metal V-belt as a continuously variable transmission, but when using this continuously variable transmission for vehicles, it is necessary to achieve appropriate torque transmission, low noise, economy, and durability. There are various issues to be solved, such as miniaturization, etc., and for this purpose, a means for accurately changing the torque ratio according to the driving condition, a hydraulic control device for controlling power transmission according to the I/Lux ratio, Many problems remain to be solved in the forward/reverse switching mechanism for smooth starting.

For example, the reason why a forward/reverse switching mechanism is necessary in a continuous variable transmission for a vehicle is that even when the engine is in idle-link operation, the torque converter outputs rotational power at a small speed, allowing the transmission to reach a neutral state. Also, in a continuously variable transmission, it is difficult to change gears while the vehicle is stopped, so if the vehicle comes to a stop with a small gear ratio, the next time the vehicle starts, the torque will be small and it will be difficult to start.

Conventionally, as a biped forward/backward switching mechanism, for example,
As shown in Japanese Patent No. 5-63051, a method is known in which power transmission is cut off using a multi-disc clutch and a dog clutch is operated.

[Problem to be solved by the invention]

However, in the conventional forward/backward switching mechanism described above,
The troublesome operation of cutting off power transmission with a multi-disc clutch and operating a dog clutch is required, and as the gear mechanism increases in size, the power transmission is performed through one surface of the gear, reducing durability. There is a problem with this.

In order to solve this problem, British Patent No. 2.058.250 (Boulder Warner Limited', filed on September 7, 1970, published on April 8, 1980) was invented as a prior invention. ing. As shown in FIG. 2, this includes a letter torque converter 12 connected to the output side of the engine,
An input shaft 5 connected to the output side of the torque converter 12
2, a forward/reverse switching mechanism 14 interposed between the input shaft 52 and the fixed flange 64, and an input pulley 60 composed of the fixed flange 64 and the movable flange 66. Between the side pulleys ■bell) 10
6 is wound around to form a continuously variable transmission mechanism.

However, in the prior invention, since the forward/reverse switching mechanism 14 is located at the front stage of the continuously variable transmission mechanism, the brake torque from the wheels acts on the V-belt, and the V-belt rotates when moving forward and backward. Because the directions are different, the durability of the belt decreases, and the capacity of the continuously variable transmission mechanism needs to be increased.

Also, bearings 5 are provided at both ends of the rotating shaft 61 of the continuously variable transmission mechanism.
6.86, the span over which the rotating shaft 61 is supported becomes longer, and when power is transmitted by the belt 106, the load acts on the rotating shaft 61, causing deformation due to flexure. As a result, the oil passage formed in the rotating shaft 61 for operating the movable flange 66 is also deformed due to the bending.
There is a problem in that the durability of the seal members provided on both sides of the oil passage is reduced.

The present invention solves the above conventional problems, and
This invention is a further improvement on the invention of the prior application, and its purpose is to prevent the rotating shaft of the continuously variable transmission from being deformed due to flexure, and to make the continuously variable transmission compact.

[Means to solve the problem]

To this end, the V-belt type continuously variable transmission of the present invention includes a belt type transmission in which a bell (C) is wound between two pulleys 10 and 20 that are movable relative to each other in the axial direction, and a forward/reverse switching mechanism 300. In the V-belt type continuously variable transmission, the rotating shaft 2 of the pulley 20 is supported via a bearing 205 by a partition wall 200 of a transmission case 203 located between the belt type transmission and the forward/reverse switching mechanism 300. Oil passages 316, 317, and 319 for supplying hydraulic pressure to the pulley 20 and the forward/backward switching mechanism 300 are formed in the partition wall 200 and the rotating shaft 2, and the bearing 205 is connected to the oil passage 316. .317.31
It is characterized in that it is arranged so as to be located closer to the belt type transmission than 9.

Note that the numbers added to the above configurations are for comparison with the drawings and do not limit the configurations in any way.

[Operation and Effects of the Invention] According to the present invention, the output shaft 2 is supported by the bearings 205 on the side of the continuously variable transmission of the partition wall 200, and the support portion is smaller than that of the type in which the output shaft 2 is supported by bearings at both ends. Since the span of the belt C is shortened, even if a load is applied to the output shaft 2 during power transmission by the belt C, deformation due to bending of the output shaft 2 can be reduced. As a result, bearing 20
5, the oil passages 317 and 319 formed in the output shaft 2 on the side of the forward/reverse switching mechanism 300 are also free from deformation due to bending.
The durability of the seal members provided on both sides of the oil passages 317 and 319 is improved.

Also, a partition wall 20 formed on the opposite side of the bearing 205
Since the oil passage to the clutch 302 can be formed in the protrusion 207 of 0, the clutch 302 can be formed compactly in the radial direction.

Furthermore, the forward/reverse switching mechanism is composed of a planetary gear mechanism, and when moving forward, the power is transmitted through the integral rotation of the planetary gear mechanism rather than through the tooth surfaces of the gears, which improves the switching performance and durability of the forward/reverse switching mechanism. can be made to

Furthermore, the brake torque from the wheels is received by the forward/reverse switching mechanism, and the belt rotates in the same direction both when moving forward and when moving backward, improving the durability of the belt.

〔Example] The present invention will be described below based on embodiments shown in the drawings.

FIG. 1 is a cross-sectional view showing one embodiment of a two-belt continuously variable transmission according to the present invention.

In the figure, an input shaft 1 has a spline 101 connected to an input transmission shaft 100 connected to an output shaft of an engine via a clutch, a full S coupling, or a torque converter.
It is mated through. Input shaft 1 has input pulley 1
0 is provided, and an output pulley 20 is provided on the output shaft 2 arranged parallel to the input shaft 1, and a transmission belt C is provided between the input pulley 1° and the output pulley 20. It is stretched.

The input pulley 10 is integrally formed with the input shaft 1 and has a conical surface 1.
1a, and a movable flange 12 having a conical surface 12a that is slidably fitted onto the input shaft 1 and forms a variable intermediate V school space together with the conical surface 11a of the fixed flange 11. . The movable flange 12 is
It is driven by a hydraulic servo 15 having oil chambers 13 and 14 supplied with hydraulic pressure from an oil passage connected to a hydraulic control device as shown by the arrow.

The output pulley 20 is integrally formed with the output shaft 2 and has a conical surface 2.
1a, and a movable flange 22 having a conical surface 22a that is slidably fitted onto the output shaft 2 and forms a variable 111-shaped space together with the conical surface 21a of the fixed flange 21. . The movable flange 22
is driven by a hydraulic servo 25 having an oil chamber 23 supplied with oil pressure from an oil path communicating with a hydraulic control device as shown by arrow I.

The hydraulic pressure for operating the hydraulic servo 15.25 is adjusted by a hydraulic control device according to vehicle speed, throttle opening, torque ratio between input and output shafts, etc.
By changing the position of the point where the variable pulley 10.20 contacts the respective pulley 10.20, the rotational speed ratio between the two variable pulley shafts is changed.

One end of the output shaft 2 of the output pulley 20 is rotatably supported by a case 201 via a bearing 202, and the other end is rotatably supported by a partition wall 200 fixed to a case 203 via a bearing 205. .

The forward/reverse switching mechanism 300 includes a planetary gear mechanism consisting of a sun gear 304, double pinions 305a, 305b, a ring gear 303, and a planetary carrier 306 that rotatably supports the double pinions 305a, 305b, and the ring gear 303 and a transmission case 200. The reverse brake 301 provided between the fixed flange 21 and
and a forward clutch 302 provided between the planetary carrier 306 and the planetary carrier 306. Note that the double pinions 305a and 305b mesh with each other, and one of them 305b meshes with the sun gear 304, and the other 305a meshes with the ring gear 303.

Each element of the planetary gear mechanism, the reverse brake 301 and the forward clutch 302 are connected as follows between the output shaft 2 of the output pulley 20 or the intermediate shaft 350 which is the output member to the reduction gear mechanism 400. has been done.

That is, sun gear 304 and forward clutch 302
An input hub 307, which is a connecting member, is connected to the outer periphery of the output shaft 2 by a spline. The ring gear 303 has
A flange 308 is secured together, and a multi-disc brake 30 is connected between the flange 308 and the transmission housing 200.
1, and the flange 308 is fixed to the partition wall 200 or controlled to be rotatable by the operation of a hydraulic servo consisting of a cylinder 312 and a piston 313 provided on the partition wall 200.

The carrier 306, which serves as an alarm for the planetary gear mechanism, is connected to the intermediate shaft 350 via the cylinder 309 of the forward multi-disc clutch 302. A multi-disc clutch 302 is constructed between an input hub 307, which is a connecting member of the forward clutch 302, and a cylinder 309, and operates a hydraulic servo consisting of the cylinder 309 and a piston 311 sliding within the cylinder 309. As a result, the multi-disc clutch 302 is actuated to connect the intermediate shaft 350 to the input hub 307.
It is controlled to hold and release freely.

The intermediate shaft 350 is connected to a ring gear 401 which is an input part of a reduction gear mechanism 400, and is connected to a ring gear 401 which is an input part of a reduction gear mechanism 400.
2 is fitted with the outboard center foot 5° through a spline, and the sun gear 403 is fixed to the case. The output shaft 500 is connected to an axle via a differential gear (not shown).

In this transmission, when moving forward, by engaging the clutch 302 and releasing the brake 301, the planetary gear mechanism is integrally rotated. , and the reduction gear mechanism 400 performs a speed change to a speed ratio of around 1.5 degrees. When going backwards, release the clutch 302 and apply the brake 301.
by engaging the ring gear 3 of the planetary gear mechanism.
03 is fixed, and the carrier 306, which does not form an indeno I. and an outpn I. with respect to the sun gear 304, is reversed due to the double-binion planetary mechanism and is input to the reduction gear mechanism 400.

Next, a support structure for the output shaft 2 of the output pulley 20, which is a feature of the present invention, will be explained.

The input hub 307, which is a connecting member of the clutch 302, is supported by the protrusion 207 of the bulkhead 200 via a thrust ring 315, so that the thrust force generated in the input hub 307 is received by the protrusion 207 of the bulkhead 200. It turns out.

The partition wall 200 fixed to the case 203 includes a cylinder 312 for the brake 301 formed on the outer periphery, a large diameter protrusion 206 formed on the radially inner side, and the protrusion 20.
6 and a small diameter protrusion 207 formed on the opposite side. The output shaft 2 is rotatably supported by the large-diameter protrusion 206 via a bearing 205, and is also fitted and supported by the small-diameter protrusion 207G.

Further, an oil passage 316 is formed in the partition wall 200, and the oil passage 316 communicates with an oil passage 317 formed in the output shaft 2. The oil pressure supplied from the oil passage 316 is supplied to the oil passage 317,
It is supplied to the oil chamber 23 of the output pulley 20 via (2). In addition, oil is supplied through an oil passage (not shown) in the partition wall 200, which is arranged parallel to the oil passage 316, and then through an oil passage 319 to lubricate each part of the I/transmission. In addition, in order to prevent oil leakage between the fixed member and the rotating part, the oil passage 31
7.319 are provided with conventional sealing members on both sides.

Therefore, according to the configuration described in -H, the output shaft 2 is supported by the bearing 205 on the continuously variable transmission side of the partition wall 200, and the output shaft 2
Since the span is shorter than that of a quib which is supported by bearings at both ends of the belt C, even if the load is applied to the output shaft 2 during power transmission by the belt C, deformation due to flexure of the output shaft 2 can be reduced. can. As a result, the oil passages 317 and 319G formed on the output shaft 2 side closer to the forward/reverse switching mechanism 300 than the bearing 205 are no longer deformed due to bending, and the durability of the seal members provided on both sides of the oil passages 317 and 319 is improved. will improve.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a belt type gear transmission according to the present invention, and FIG. 2 is a sectional view of a continuously variable automatic transmission for explaining the prior patent application. 2... Rotating shaft, 10-- Input side pulley, 2o... Output-side pulley, C... Bell I, 300... Forward/forward switching device, 200... Bulkhead, 203... Speed change Machine case, 205...Bearing, 316.317.319.
...Oil road.

Claims (1)

[Claims] (1) In a V-belt continuously variable transmission having a belt-type transmission in which a belt is wound between two pulleys that can each move relative to each other in the axial direction, and a forward/reverse switching mechanism, the rotation axis of the pulley is It is supported via a bearing on a bulkhead of the transmission case located between the belt-type transmission and the forward/reverse switching mechanism, and the bulkhead and rotating shaft supply hydraulic pressure to the pulley and the forward/backward switching mechanism. A V-belt type continuously variable transmission, wherein an oil passage is formed for the purpose of the transmission, and the bearing is arranged so as to be located closer to the belt type transmission than the oil passage.