JPS58145523A - Transmission for vehicle - Google Patents

Abstract

PURPOSE:To heighten the efficiency of transmission, by providing a torque converter between a crankshaft and a stepless transmission unit of V-belt type, installing a transmission unit of engagement type in parallel with the transmission unit of V-belt type and selectively operating one of these transmission units. CONSTITUTION:A fluid torque converter TC is installed on the input shaft 2 of a transmission M. A stepless transmisson unit Ma of V-belt type and a transmission unit Mb of engagement type are provided in parallel with each other between the input shaft 2 and an output shaft 3. One of the transmission units Ma, Mb is selectively operated to transmit torque from the shaft 2 to the other 3. To start a vehicle, a first clutch C1 is engaged, a second clutch C2 is disengaged, the transmission unit Ma is set at the maximum transmission ratio and the torque of a crankshaft 1 is automatically increased by the converter TC and transmitted to the shaft 3 through the shaft 2 to smoothly accelerate the vehicle to a high speed. When the vehicle is cruising at a high speed, the torque is transmitted to the shaft 3 through the unit Mb so that the transmission efficiency is high.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission used in a power transmission system of a vehicle such as a motorcycle or an automobile, and particularly to an engine output 1, I! lll
There is a V between the input shaft connected to the drive wheel and the output shaft connected to the drive wheel.
This invention relates to a belt-type continuously variable transmission device that is capable of continuously controlling the gear ratio of the driver and output shaft.

The above-mentioned V-belt type continuously variable transmission is capable of starting and accelerating by changing the effective radius of the drive V-boot connected to the input shaft and the driven V-pulley connected to the output shaft, that is, the contact radius with the V-belt. , deceleration, pitching.

It has the advantage of good drivability because it can easily and steplessly obtain a gear ratio suitable for various driving conditions of the vehicle such as cruising, but on the other hand, there is a certain amount of slippage between the V-belt and the V-booley. Therefore, the transmission efficiency is lower than that of mesh type transmissions using gears or chains, and furthermore, the transmission efficiency is maximum at a gear ratio of 1.00 and moves toward the reduction ratio side and the speed increase ratio side (decreasing characteristic) Therefore, there is a drawback that it is actually difficult to set the gear ratio width sufficiently wide.

By the way, in general, the cruising state of a vehicle lasts longer than other driving states, and in this state there is almost no need to change the gear ratio, so the continuously variable speed function of the V-belt type continuously variable transmission is effective. is not necessary, and rather, it is preferable to replace the continuously variable transmission with a mesh type transmission with high transmission efficiency.

Therefore, the present invention interposes a torque conversion device between the engine crankshaft and the V-belt continuously variable transmission, thereby adjusting the practical gear ratio of the V-belt continuously variable transmission to a relatively low transmission efficiency. The gear ratio width is set in a high range, and the insufficient gear ratio width is compensated for by the torque conversion device. Furthermore, a mesh type transmission device is installed in parallel with the V-belt type continuously variable transmission device, and these continuously variable transmission devices and transmission devices are Alternative activation 15
When the top state of the V-belt continuously variable transmission continues for a long time, such as when cruising at high speeds, transmission can be switched to the mesh type transmission without losing the advantages of the V-belt continuously variable transmission. (As a whole, it is possible to significantly widen the gear ratio range, increase transmission efficiency, improve drivability and fuel efficiency, and also directly connect the torque converter and the output member. The transmission is provided with an actuation device for the device and its direct connection device, and operates the direct connection device in the direct connection region of the torque conversion device to eliminate slippage in the torque conversion device, thereby further increasing transmission efficiency. The purpose is to provide

An embodiment in which the present invention is applied to a power transmission system of a motorcycle will be described with reference to the drawings and drawings. are arranged in parallel. Input shaft 2
Above is a fluid torque converter T as a torque conversion device.
C is provided, and the pump impeller P, which is an input member thereof, is connected to the crankshaft 1 via a primary speed reduction device Rp consisting of a driving streak rocket 5, a driven sprocket 6, and a chino 7 suspended from them, Further, the turbine wheel T, which is the output member, is fixed to the input shaft 2.

A direct coupling clutch D is provided between the two winged wheels P and T as a direct coupling device that can directly couple them, and the details thereof will be described later. Note that S is a stator wheel.

A V-belt heating stage transmission M is installed between the output shaft 2.3 and the output shaft 2.3.
α and mesh type transmission device MA are arranged in parallel, and one of them is selectively activated to transmit rotational torque from input shaft 2 to output shaft 3. V-belt heating The step transmission device Mα has a driving V-pulley 8 rotatably attached to the input shaft 2, a driven V-pulley 9 attached so as to be able to rotate integrally with the output shaft 3V, and both V-pulleys 8, 9. The main element is a tensioned V-belt 10. The drive V pulley 8 includes a fixed pulley half 8α that is prevented from moving in the axial direction on the input shaft 2, and a movable pulley half 8α that can move forward and backward with respect to the fixed pulley half 8α to adjust the effective radius of the drive V pulley 8. A known speed change control mechanism 11 is provided on the back of the movable pulley half 8b to move it forward and backward. Further, the driven V pulley 9 has a fixed pulley half 9α fixed to the output shaft 3 on the same side as the movable pulley half 8b of the drive V pulley 8, and a fixed pulley half 8α of the drive V pulley 8. The driven V-boo IJ 9 moves forward and backward with respect to the fixed pulley half 9α on the same side.
1. A movable pulley half body 9b that can adjust the effective radius of the pulley. A known speed change control mechanism 12 for moving the movable pulley half 9h forward and backward is provided at the back of the first movable pulley half 9h. The continuously variable transmission Mα changes the speed ratio between the two pulleys 8 and 9 from a predetermined maximum value (for example, 4.0) to a predetermined minimum value (for example, 4.0) by the operation of the speed change control mechanisms 11 and 12. For example 1,0
) can be changed steplessly to levels.

The meshing type transmission device Mb has a drive sprocket 13 fixed to the input shaft 2 adjacent to the fixed pulley half 8α of the drive r pulley 8, and an output sprocket 13 fixed to the input shaft 2 adjacent to the movable pulley half 9AK of the driven V pulley 9. It is composed of a driven sprocket 14 rotatably attached to the shaft 3, and a chain 15 suspended between these two sprockets 13 and 14.The above-mentioned two sprockets) 13 and 14 have a gear ratio of 1.0. In other words, the driving sprocket 13 is configured to drive the driven sprocket 14 at an increased speed (overdrive).

In order to selectively operate the V-belt adult stage transmission Ma and the dog-type transmission %Ib, a first clutch C1 is provided between the drive V-pulley 8 and the drive sprocket 13, and between the output shaft 3 and the driven sprocket 14. A second clutch C2 is interposed between the two. Therefore, the first and second clutches C, , C constitute an operation selection device in the transmission M of the present invention.

The output shaft 3 is connected to the final drive shaft 4 via a final reduction gear Rf consisting of a pair of gears 16.17, and this final drive shaft 4 is connected to the motorcycle via a propulsion shaft 18 and a pair of bevel gears 19.20. , the rear wheel Wτ.

Further, the output shaft 3 is provided with a parking gear 21 that is engaged with a lock pawl 22 and locked when the vehicle is parked.゛Now, as shown in Fig. 2, the direct coupling clutch D has a V
A clutch outer ring 23 having a tapered clutch surface is integrally formed with the core ring of the pump impeller P, and a hydraulic cylinder 24 is integrally formed with the core ring of the turbine impeller T.
and a piston 25 that is slid into this hydraulic cylinder 24.
A clutch inner ring 26 having a tapered clutch surface is connected to the piston 25, and a clutch roller 2T is inserted between the clutch surfaces of the inner and outer rings 23 and 26 with the axis inclined in a predetermined direction Gζ. It consists of When hydraulic pressure is applied to the hydraulic cylinder 24, the piston 25 moves forward and generates an engagement force between the clutch roller 23, the outer ring 23, and the clutch roller 27, which causes the pump wheel P to move from the turbine blade. When a positive load is applied to drive the vehicle T in a specified direction of rotation, the clutch roller 27 exerts a wedge action to prevent damage to the inside of the clutch.

It connects the outer rings 23 and 26, and therefore the two blade wheels p and r, but the wedge action is released when a reverse load is applied. If the direct coupling clutch D is configured as a roller type with a one-way transmission function in this way, even in its operating state, the operation of the torque converter 'C is allowed during reverse load, that is, during deceleration operation, thereby reducing the shock in the power transmission system. This has the advantage of reducing fuel consumption by suppressing excessive increases in engine speed.

A solenoid valve 29 is connected to an oil passage 28 that supplies hydraulic oil to the hydraulic cylinder 24 . This solenoid valve 29 opens the oil passage 28 to the oil sump 3o when it is not energized, and opens the oil passage 2B to the oil sump 3o when it is energized.
This solenoid valve 2
A normally open switch 35 operated by a switch actuator 34 is inserted into an energizing circuit 33 connecting the solenoid '9 and the power supply 32. The switch actuator 34 is connected to the driven V
When the movable pulley half 9h of the pulley 9, which is disposed opposite to the back surface of the movable pulley half 9b, retreats to a predetermined position, that is, when the gear ratio of the V-belt adult stage transmission yα decreases to a predetermined value. , and is pushed by the movable pulley half 9h to close the switch 35. (then,
The electromagnetic valve 29, the hydraulic pump 31, the power source 32, the switch actuator 34, and the normally open switch 35 constitute an actuating device A of the direct coupling clutch D.

Next, the operation of this embodiment will be explained. When the vehicle starts, the first clutch C1 is brought into the connected state, the second clutch C1 is brought into the disconnected state, and the continuously variable transmission Mα is brought into the maximum gear ratio state. Therefore, when the rotation speed of engine E is increased, the crankshaft 10 rotation torque is first transmitted to the fluid torque converter TC via the primary reduction gear Rp, and is automatically increased to a torque commensurate with the negative load. After that, the signal is transmitted to the input shaft 2, and is further transmitted to the drive sprocket 13, the first clutch C1, the drive V pulley 8. The signal is transmitted sequentially through the V-belt 10° and the driven V-pulley 9 to the output shaft 3, and further transmitted from the output shaft 3 via the final drive shaft 4 and the like to the rear wheel rr to drive it. After starting, the continuously variable transmission Mα
The gear ratio is decreased as the vehicle speed increases (.

By operating in this manner, the vehicle can be smoothly accelerated to a high speed state.

During this time, the mesh type transmission Mh is disconnected from the output shaft 3 due to the disconnection of the second clutch C2, and therefore is in a rest state and does not interfere with the operation of the continuously variable transmission Mα.

When the vehicle is in a high-speed cruising state, the first clutch C1 is disconnected and the second clutch C2 is connected at the same time, contrary to the above case. When the first clutch C1 is disconnected, the connection between the input shaft 2 and the drive V-boot 98 is released, and the continuously variable transmission Mα is put into a rest state.

On the other hand, when the second clutch C2 is connected, the driven sprocket 14 and the output shaft 3 are connected, so the rotational torque of the human power shaft 20 is transmitted to the output shaft 3 via the mesh transmission Mb, and is in a so-called overdrive state in which the output shaft 3 is driven at an increased speed with a constant gear ratio. Thus,
Slip loss of the V-belt adult stage transmission Mα is not a problem, and a high-speed cruising state with high transmission efficiency can be obtained.

Further, when the gear ratio of the V-belt adult gear transmission Ha decreases to a predetermined value and the movable pulley half 9h of the driven V-pulley 9 retreats to the operating position of the switch actuator 34, the switch 35 is closed and the solenoid valve 29 is energized by the power source 32, so the solenoid valve 29 establishes continuity between the hydraulic pump 31 and the oil passage 28. Then, high-pressure hydraulic oil discharged from the hydraulic pump 31 is supplied into the hydraulic cylinder 24 of the direct coupling clutch D, and the piston 25 is moved forward by the hydraulic pressure.
The direct coupling clutch D is activated and directly connects the pump wheel P and the turbine wheel L of the fluid torque converter TC. Thus, the slip losses of the fluid torque converter TC are also eliminated.

1st and 2nd clutch '11C! When both of them are turned off, both the continuously variable transmission device Mα and the transmission device Alb are stopped, and the transmission device Alb is brought into a neutral state.

Note that the transmission device between the output shaft 3 and the rear wheel Wr may be configured as a chain drive type consisting of a pair of driving and driven sprockets and a chino attached to them. Furthermore, the meshing type transmission device Mb may be composed of a driving gear on the input shaft 2, a driven gear on the output shaft 3, and an idle gear that meshes with both of these gears. When configured in this way, the meshing type transmission device MA
The constraint on the number of teeth of each gear in each sprocket 1 of the above embodiment is
Since the number of teeth is less than the restriction of 3.14, there is an advantage that a value can be taken relatively freely, especially when setting the gear ratio to the overdrive side.

As described above, according to the present invention, the input shaft is connected to the crankshaft via the torque conversion device, and the V-belt type continuously variable transmission and the mesh type transmission are connected between the input shaft and the output shaft. Since they are installed in parallel and operated selectively, even if the practical gear ratio of the V-belt type continuously variable transmission is set to a relatively high transmission efficiency range, the gear ratio will be insufficient due to this setting. The width can be compensated for by the torque conversion device, and as a result, the transmission efficiency is always high (and the overall gear ratio width is wide).
Furthermore, it is possible to provide a vehicle transmission with good drivability and fuel efficiency.

In addition, in operating conditions with little load fluctuation, such as when cruising, the V-belt continuously variable transmission is stopped while the meshing transmission is activated, which causes the inevitable slip loss problem of the V-belt continuously variable transmission. It is possible to eliminate this problem and further improve the transmission efficiency.Furthermore, since the operating time of the continuously variable transmission is reduced by the operating time of the mesh type transmission compared to the conventional one, it has a positive effect on the life of the V-belt. It is something that affects people.

In addition, since a direct connection device such as a direct connection clutch that can directly connect the output member of the torque conversion device in a timely manner is provided, it is possible to operate this direct connection device. It also solves the problem of slip loss, and is particularly effective in improving transmission efficiency at high speeds.

Furthermore, since it detects the movement of the movable pulley half of the V-belt continuously variable transmission, which is the actuating device of the direct-coupled device, it is activated.
The response is better than when the operating signal is obtained from a speedometer, etc.

[Brief explanation of the drawing]

The drawings show a power transmission system for a two-wheeled motor vehicle in which the present invention is implemented, and FIG. 1 is a developed plan view, and FIG. 2 is a schematic diagram of an actuating device that operates the direct coupling device in FIG. 1. DESCRIPTION OF SYMBOLS 1... Crankshaft, 2... Input shaft, 3... Output shaft, A... Actuation device, (:'1#C1... 1st and 2nd clutches as operation selection device, D ...Direct coupling clutch as a direct coupling device, M...Transmission, Mα...V-belt type continuously variable transmission, Mb...Mesh type transmission, TC...
...Fluid torque converter as a torque conversion device, 8
... Drive V pulley, 9... Driven V pulley, Bb, g
b...Movable pulley half, 10...V belt.

Claims (1)

[Claims] a torque converter that connects an input member to the crankshaft of an engine; a direct connection device that can directly connect the output member of the torque converter; an input shaft that connects to the output member of the torque converter; an output shaft connected to the drive wheel; a movable pulley that is provided between the input and output shafts and whose effective radius can be adjusted by moving in the axial direction in order to provide steplessly different speed ratios between the input and output shafts during operation; A V-belt type continuously variable transmission consisting of a V-belt suspended between a driving V-pulley and a driven V-pulley each having a half body: , said person when actuated;
a meshing type transmission device that provides a constant speed ratio between output shafts; an operation selection device that can selectively operate the continuously variable transmission device and the transmission device; an actuating device that detects movement of the movable boolean half and operates the direct coupling device when the gear ratio of the continuously variable transmission device is reduced to a predetermined value due to movement of the IJ half. transmission.