JPH03163251A - Continuously variable transmission - Google Patents

Abstract

PURPOSE:To obtain the speed change ratio in a wide range by suppressing the slip of the V-belt of a V-belt type continuously variable transmission by setting the connection degree of a hydraulic multidisc clutch installed in a driving power transmission passage according to the output of a driving power source. CONSTITUTION:A driven shaft 4 is connected with a driven side intermediate shaft 22 in the coaxial arrangement through a differential mechanism 20 and a hydraulic multidisc clutch 14. In the driven rotary shaft 22, the interval between two pulleys 30a and 30b which are opposed by a hydraulic driving mechanism C4 is varied, and the revolution of the driven shaft 22 is varied by a V-belt 32 laid between both the pulleys by the similar operations of the pulleys 18a and 18b of a driving side intermediate shaft 12. The connection degree of the clutch 14 in the case when the multidisc clutch 14 is turned ON is set according to the output of an engine by a clutch driving mechanism C2, and as the engine output is larger, the clutch connection degree is increased. During the time when the connection degree of the clutch 14 increases or decreases, the proper speed change ratio is selected through the V-belt speed change, and the slip of the belt 32 is prevented.

Description

[Detailed Description of the Invention] [Industrial Application Field 1 ★Moku III $1 God 4 Ilc's Idan So Tatami IF Dark Blind Umbrella School 1?
'11 t<L k fRegarding a continuously variable transmission that can realize a wide range of gear ratios by combining a continuously variable transmission mechanism and a differential gear mechanism. [Prior Art and Problems to be Solved by the Invention] Continuously variable transmission devices that continuously change the ratio of the rotational speed of a driven rotating shaft to a driving rotating shaft are widely used in various machines when transmitting rotational force. ．． There are various types of continuously variable transmissions, but one with a relatively simple structure is a transmission using a belt-type continuously variable transmission mechanism. ■In a belt-type continuously variable transmission mechanism, at least one of the V-boots on the driving side and the driven side is a variable bitch boob, and at least one of the two flanges that make up the boob is moved in the direction of the rotation axis. It is configured to be possible. Then, the biasing force applied to the flange is controlled in order to set the position (pitch) of the V-belt on at least one of the driving rotation shaft and the driven rotation shaft. By the way, (2) the belt-type continuously variable transmission mechanism has a relatively narrow range of gear ratios and cannot stop or reverse the rotation of the driven shaft, so it cannot be said to be fully satisfactory for some applications.

Therefore, a continuously variable transmission that can achieve a wide range of gear ratios by combining a belt-type continuously variable transmission mechanism and a differential gear mechanism has been proposed. Slippage may occur, and this phenomenon is particularly likely to occur when the load increases rapidly. In that case, ideally the gear ratio should be changed instantaneously to an appropriate value, but in reality, the response is often insufficient.

Once the belt slippage occurs, it takes a considerable amount of time to stop the slippage, and during that time, proper gear shifting cannot be performed.

For this reason, ■Continuously variable transmissions that combine a belt-type continuously variable transmission mechanism and a differential gear mechanism are difficult to apply, especially to automatic transmissions for medium- and large-sized vehicles that tend to have large load fluctuations. It was said to be.

In order to prevent the occurrence of belt slippage, it is possible to increase the pressing force of the V-belt clamping by the V-boots, but this requires increasing the strength of the V-belt and V-pulleys, and The transmission ratio is changed by changing the pressing force, but there is a problem in that the response characteristics deteriorate. Therefore, the present invention is a continuously variable transmission that uses a combination of a belt-type continuously variable transmission mechanism and a differential gear mechanism and is capable of a wide range of gear ratios, and is capable of more stable operation, especially for automobiles. The purpose is to provide something suitable for various uses. [Means for Solving the Problems 1] According to the present invention, the above-mentioned objects are achieved as follows: (1) A driving side intermediate rotating shaft is connected to the driving side, and a differential gear mechanism is connected to the driven side. The driven side intermediate rotating shaft is connected through two side gears and a clutch, and
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the driving side intermediate rotating shaft and the driven side intermediate rotating shaft are connected to each other via a rotational driving force transmitting means, and the driving side intermediate rotating shaft and the driven side intermediate rotating shaft
A continuously variable transmission device connected via a belt-type continuously variable transmission mechanism, and comprising means for setting the degree of engagement of the clutch according to the output of the drive source, and (2) a drive side. A first intermediate rotating shaft on the driving side is connected to the first intermediate rotating shaft on the driving side, a second intermediate rotating shaft on the driving side is connected to the first intermediate rotating shaft on the driving side via a clutch, and two driving side intermediate rotating shafts of the differential gear mechanism are connected to the driven side. A driven side intermediate rotating shaft is connected to the driven side intermediate rotating shaft via a side gear, the driving side first intermediate rotating shaft and the differential case of the differential gear mechanism are connected via a rotational driving force transmission means, and the driving side The second intermediate rotating shaft and the driven-side intermediate rotating shaft are connected via a V-belt type continuously variable transmission mechanism, and the second intermediate rotating shaft has a means for setting the degree of engagement of the clutch according to the output of the drive source. In the present invention, there is a configuration in which the clutch is a hydraulic clutch.

Further, according to the present invention, there is provided an automobile equipped with the above-described continuously variable transmission, in which the degree of engagement of the clutch can be set based on the accelerator operation.

[Example] Hereinafter, specific examples of the present invention will be described with reference to the drawings.

FIG. 1 is a schematic sectional view showing a first embodiment of a continuously variable transmission according to the present invention, and FIG. 2 is a schematic perspective view thereof.

In these figures, 2 is the drive rotation shaft (hereinafter referred to as the "drive shaft").
), and 2a is its center of rotation. 4 is a driven rotation shaft (hereinafter referred to as "driven shaft"), and 4a is its rotation center. Drive shaft rotation center 2a and driven shaft rotation center 4
It is parallel to a.

The drive shaft 2 is connected via a dog clutch 10 to a drive-side intermediate rotating shaft (hereinafter referred to as "drive-side intermediate shaft") 12 coaxially arranged.
It is connected to The dog clutch engages and engages by moving the movable dog on the drive side intermediate shaft in the axial direction. The movement of this movable dog is carried out by a hydraulic drive mechanism C,
It is done by Nyori.

A wheel 13 is attached to the drive-side intermediate shaft 12. Furthermore, the driving side intermediate shaft 12 has a fixed flange 18a.
is fixed, and the movable flange 18b is attached to be movable only in the axial direction by spline connection. The movable flange is biased toward the hydraulic drive mechanism C and the stationary flange 18a. The fixed flange 18a and the movable flange 18b constitute a variable pitch V-boot on the driving side. On the other hand, the driven shaft 4 is connected to a coaxially arranged driven-side intermediate rotating shaft (hereinafter referred to as "driven-side intermediate shaft") 22 via a differential mechanism 20 and a hydraulic multi-plate clutch 14. The differential mechanism is arranged such that the axes of the two differential binions are perpendicular to the driven shaft, and the differential binion shaft is held by a differential case, which is rotatable around the driven wheel rotation center 4a. ing. One of the two side gears that mesh with the differential gear is attached to the driven shaft 4, and the other is connected to the hydraulic multi-disc clutch 14. The hydraulic multi-plate clutch 14 is engaged with the outer cylindrical body between the outer cylindrical body attached to the side gear of the differential mechanism 20 and the inner member spline-coupled to the driven side intermediate shaft 22. The plurality of outer plates arranged and the plurality of inner plates arranged so as to be engaged with the inner member are attached and detached by moving the piston body in the axial direction, thereby performing disconnection. This movement of the piston body is performed by a hydraulic drive mechanism C2.

A plurality of rows of subrockets 24 for the chain are formed on the outer periphery of the wheel 13, and correspondingly, a plurality of rows of subrockets 26 for the chain are formed on the differential case of the differential mechanism 20. ．． and,
Sprocket 24 and fascia rq A-. Lri C Leha day - IJ E -t Q O J = (It is rejoiced.

Further, a fixed flange 3ob is fixed to the driven-side intermediate shaft 22, and a movable flange 30a is attached to the driven-side intermediate shaft 22 so as to be movable only in the axial direction by spline connection. The movable flange is urged toward the fixed flange 30b by the hydraulic drive mechanism 04. The fixed flange 30
b and the movable flange 30a constitute a variable pitch V-boot on the driven side.

A V-belt 32 is wound between the drive-side V-boot and the driven-side V-pulley to form a belt-type continuously variable transmission mechanism. As the V-belt, for example, a steel belt formed by connecting a large number of pieces with two flat belts can be used. Thus, two paths are formed for transmitting the driving force from the driving side to the driven side (namely, the path of the chain 28 and the path of the belt 32). Note that 34 is a driven shaft locking mechanism. Lock it. In the above embodiment, the ratio of the number of teeth between the subrocket 24 and the subrocket 26 is such that the number of revolutions on the driven side is equal to (1) the number of revolutions on the driving side.
71.15). In addition, ■In the belt type continuously variable transmission mechanism, the driven side rotation speed is set to the driving side rotation speed (
It is set so that it can be changed within the range of 1.6 to l/1.6). Therefore, in the device of this embodiment, (a
) When the dog clutch 10 and the hydraulic multi-disc clutch 14 are both OFF, (b) When the dog clutch 10 is ON and the hydraulic multi-disc clutch 14 is OFF, and (C) When the dog clutch 10 and the hydraulic multi-disc clutch 14 are OFF. All O
In the case of N, the rotational speed ratios of the drive shaft 2, drive-side intermediate shaft 12, driven-side intermediate shaft 22, differential case (DC), and driven shaft 4 are as shown in the table below. In the above table, "0" indicates that no driving force is transmitted.

FIG. 3 is a schematic diagram showing a drive control system of an automobile using the continuously variable transmission of the above embodiment.

In FIG. 3, reference numerals 42 indicate the drive mechanism 11C+ of the dog clutch 10, the drive mechanism C of the hydraulic multi-plate clutch l4, the drive mechanism C of the movable flange 18b, and the movable flange 30a.
The drive mechanism C4s of the driven shaft lock mechanism 34 and the drive mechanism C4s of the driven shaft lock mechanism 34. This circuit is a hydraulic circuit for controlling the above-mentioned drive mechanisms, and this circuit can change the hydraulic pressure of each of the drive mechanisms described above according to commands from a control unit (microcomputer) 44.

Incidentally, CI1 is a hydraulic drive mechanism to which a reversing mechanism (not shown) is connected in order to obtain a reversing output from the driven shaft 4, and this mechanism is also connected to the hydraulic circuit 42.

46 is a shift device connected to the hydraulic circuit 42, and this device is connected to the P range, P range,
It has an R range, an N range, a D range, and an L range, and the driver selects the desired range by operating a lever. A signal regarding the state of the shift device 46 is input to the control unit 44. The control unit further includes signals regarding the state of the hydraulic circuit 42 and state signals obtained from various sensors other than the hydraulic circuit (for example,
A signal of the rotational speed of the driven shaft 4, a vehicle speed signal, a signal of the throttle valve opening degree associated with accelerator operation, a signal of the engine rotational speed, etc.) are input.

The control unit 44 issues command signals to each predetermined program drive mechanism according to the range selected by the shift device 46.

The operation in each shift range will be explained below.

・P range dog clutch 10 is turned OFF, driven shaft locking mechanism 3
Turn 4 ON. ●Turn on R range dog clutch 10, and hydraulic multi-plate clutch l4
is turned on, and the reversing mechanism (not shown) is connected. Here, in the belt-type continuously variable transmission mechanism, settings similar to those in the L range described later are made.

・Turn on the N range dog clutch 10 and turn on the hydraulic multi-plate clutch 14.
Turn off. Therefore, the driving force is transmitted independently to the differential case of the differential mechanism 18 and the driven intermediate shaft 22 via the driving intermediate shaft 12, the chain 28, and the belt 32. The driven shaft 4 rotates according to external conditions. Turn on the dog clutch 10 and turn on the hydraulic multi-plate clutch 14.
Turn on. Here, in the belt-type continuously variable transmission mechanism, the rotational speed ratio of the driven-side intermediate shaft 22 to the driving-side intermediate shaft 12 is 1.6 to 1/1.6. The rotation speed ratio is 0.14 to 1. It becomes l1. In addition, when the vehicle speed is O, the rotation speed ratio of the driven shaft 4 to the drive shaft 2 is set to 0.14 when the hydraulic multi-disc clutch is ON, and from then on, the optimum rotation speed ratio is determined depending on the load on the driven shaft 4, etc. Selected. In addition, when the vehicle speed is other than O, the rotation speed ratio of the driven shaft 4 to the drive shaft 2 is appropriately set according to the vehicle speed and other factors when the hydraulic multi-plate clutch is turned on.

・Turn on the L range dog clutch 10 and turn on the hydraulic multi-plate clutch 14.
Turn on. Here, in the belt type continuously variable transmission mechanism, the rotation speed ratio of the driven side intermediate shaft 22 to the driving side intermediate shaft 12 is 1.6 to 1.2. The ratio will be 0.14 to 0.54. Note that when the vehicle speed is O, the rotation speed ratio of the driven shaft 4 to the drive shaft 2 is 0.14 when the hydraulic multi-disc clutch is ON.
Thereafter, the optimum rotation speed ratio is selected depending on the load on the driven shaft 4, etc. In addition, when the vehicle speed is other than O, the hydraulic multi-disc clutch is ON.
At the point in time, the rotational speed ratio of the driven shaft 4 to the driving shaft 2 is appropriately set according to the vehicle speed and other factors. In this embodiment, when the hydraulic multi-plate clutch l4 is turned ON, the degree of engagement of the clutch is set by the drive mechanism C according to the output of the engine, and the greater the engine output, the greater the degree of clutch engagement. do. Therefore, when the load on the driven shaft suddenly increases, for example when the car reaches a steep uphill slope, the degree of engagement of the hydraulic multi-disc clutch 14 is relatively low when the engine output is low. The clutch 14 slips. Then, when the driver operates the accelerator to increase engine output, the degree of engagement of the clutch 14 increases. On the other hand, from the time the clutch starts slipping until it stops slipping, the belt-type continuously variable transmission mechanism selects an appropriate gear ratio. As a result, the V
The belt-type continuously variable transmission mechanism can quickly return to the proper operating state without causing belt slippage. Incidentally, when using the engine brake, by operating a button separately provided on the lever of the shift device 46, the degree of engagement of the clutch 14 is set to a relatively large constant value by the drive mechanism C. When engine braking is required, the case is the opposite of the above-mentioned increase in the load on the driven wheel, so
There is no inconvenience.

FIG. 4 is a schematic perspective view showing a second embodiment of the continuously variable transmission according to the present invention. In this figure, the above figures 1 to 2
Similar parts in the figure are given the same symbols. This embodiment is based on the subrocket 24 in the first embodiment.
．． Gears 25, 27 and gears 29 are used as rotational driving force transmission means in place of 26 and chain 28,
Only this point differs from the first embodiment.

This embodiment exhibits the same functions as the first embodiment described above. FIG. 5 is a schematic sectional view showing a third embodiment of the continuously variable transmission according to the present invention. In this figure, the above figures 1 to 2
Similar parts in the figure are given the same symbols. In this embodiment, the drive-side intermediate shaft consists of a first intermediate rotation shaft 12° and a second intermediate rotation shaft 16, a hydraulic multi-disc clutch 14 is interposed between these two intermediate rotation shafts, and the hydraulic A subrocket 24 is formed on the outer cylindrical body of the multi-disc clutch 14.

In this way, this embodiment differs from the first embodiment only in the arrangement of the hydraulic multi-disc clutch 14.

This embodiment also exhibits the same functions as the first embodiment. In the embodiments of the present invention described above, by appropriately controlling the operation of the hydraulic multi-disc clutch 14 and the operation of the V-belt type continuously variable transmission mechanism, a wide range of gear ratios is possible, and (1) excessive tension is not applied to the belt. Stable operation is possible without slipping.

[Effects of the Invention] According to the present invention as described above, ■ In a continuously variable transmission using a combination of a belt type continuously variable transmission mechanism and a differential gear mechanism, the clutch provided in the driving force transmission path Since the degree of coupling is set according to the output of the drive source, a wide range of gear ratios is possible, and stable operation is possible without applying excessive tension to the V-belt and causing it to slip, making it especially suitable for automobiles. A continuously variable transmission device suitable for use is provided.

[Brief explanation of the drawing]

FIG. 1 is a schematic sectional view showing an embodiment of a continuously variable transmission according to the present invention, and FIG. 2 is a schematic perspective view thereof. FIG. 3 is a schematic diagram showing a drive control system of an automobile using the continuously variable transmission of the above embodiment. FIG. 4 is a schematic perspective view showing an embodiment of the continuously variable transmission according to the present invention. FIG. 5 is a schematic sectional view showing an embodiment of the continuously variable transmission according to the present invention. 2: Drive shaft, 2a: Drive shaft rotation center, 4: Driven shaft, 4a: Drive shaft rotation center, lO: Dog clutch, 12: Drive side intermediate shaft, 12°: Drive side first intermediate shaft, 14: Hydraulic pressure Plate clutch, 15: Wheel, 16: Drive side second intermediate shaft, 18a: Fixed flange, 18b: Movable flange, 20: Differential mechanism, 22: Driven side intermediate shaft, 24, 26:
subrocket, 25, 27, 29: gear, 28: chain, 30a: movable flange, 30b: fixed flange, 32: ■belt, 34: driven shaft lock mechanism, C1 to Cs, C*: drive mechanism.

Claims (5)

[Claims] (1) A driving side intermediate rotating shaft is connected to the driving side, a driven side intermediate rotating shaft is connected to the driven side via two side gears and a clutch of a differential gear mechanism, and the driving side intermediate rotating shaft is connected to the driven side through two side gears and a clutch of a differential gear mechanism. and the differential case of the differential gear mechanism are connected via a rotational driving force transmission means, and the driving side intermediate rotating shaft and the driven side intermediate rotating shaft are connected via a V-belt type continuously variable transmission mechanism. A continuously variable transmission, comprising means for setting the degree of engagement of the clutch in accordance with the output of the drive source. (2) A first intermediate rotating shaft on the driving side is connected to the driving side, a second intermediate rotating shaft on the driving side is connected to the first intermediate rotating shaft on the driving side via a clutch, and a differential rotation shaft is connected to the driven side. A driven side intermediate rotating shaft is connected via two side gears of the gear mechanism, and the driving side first intermediate rotating shaft and a differential case of the differential gear mechanism are connected via a rotational driving force transmission means. , and the drive side second intermediate rotation shaft and the driven side intermediate rotation shaft are connected via a V-belt type continuously variable transmission mechanism, and means for setting the degree of engagement of the clutch according to the output of the drive source. A continuously variable transmission characterized by having. (3) The continuously variable transmission according to claim 1 or 2, wherein the clutch is a hydraulic clutch. (4) An automobile equipped with the continuously variable transmission according to any one of claims 1 to 3. (5) The automobile according to claim 4, wherein the degree of engagement of the clutch is set based on an accelerator operation.