JPS58156762A - Speed change gear for vehicle - Google Patents

Abstract

PURPOSE:To enhance operatability and transmission efficiency, by a method wherein a V-belt type stepless speed change gear and an intermeshing-type transmission gear are provided in parallel with each other between an input shaft and an output shaft, and are operated selectively. CONSTITUTION:The V-belt type stepless speed change gear Ta and the intermeshing-type transmission gear Tb are provided in parallel with each other between the input shaft 2 and the output shaft 3, and are alternatively operated by changing over the operations of the first and second clutches C1, C2. Accordingly, in an operating condition wherein the load is largely varied, for example, in starting, accelerating, decelerating or running uphill, the V-belt type stepless speed change gear Ta is operated so that a speed change ratio according to the operating condition is steplessly provided between the input and output shafts 2, 3, thereby displaying a favorable operating performance. On the other hand, in an operating condition wherein the load is little varied, for example, in cruising, the intermeshing-type transmission gear Tb is operated to obtain a high transmission efficiency, thereby contriving to reduce fuel consumption.

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. 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 V-belt type continuously variable transmission device starts, accelerates, and decelerates by changing the effective radius of the driving V-pulley connected to the input shaft and the driven V-pulley connected to the output shaft, that is, the contact radius with the V-belt. , it has the advantage of good drivability because the best gear ratio for various driving conditions of the vehicle, such as climbing and cruising, can be easily obtained steplessly. Because of the slippage, there is a disadvantage that the transmission efficiency is lower than that of mesh type transmissions using gears or chains, which is also unfavorable from the standpoint of fuel efficiency.

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 unnecessary. Therefore, it is more preferable to replace the continuously variable transmission with a mesh type transmission with high transmission efficiency.

Therefore, the present invention provides a V-belt type continuously variable transmission device and a mesh type transmission device in parallel between an input shaft and an output shaft, and operates them selectively. It maintains the advantages of a continuously variable transmission while compensating for its disadvantages with a mesh type transmission, resulting in overall good drivability and high transmission efficiency. It is an object of the present invention to provide the above-mentioned transmission which effectively absorbs the shock of the transmission system due to operation switching.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a first embodiment in which the present invention is applied to a power transmission system of a motorcycle. Drive shafts 4 are arranged parallel to each other, and a primary reduction gear Rp consisting of a drive sprocket 5, a driven sprocket 6, and a chain 7 suspended from them is constructed between the crankshaft 1 and the input shaft, and the driven sprocket 6 is rotatably supported by the input shaft 2. A t' belt type continuously variable transmission Ta and a mesh type transmission Tb are arranged in parallel between the output shafts 2 and 3, and either one of them is selectively operated to generate an output from the input shaft 2. Rotational torque is transmitted to the shaft 3.

The V-belt type continuously variable transmission Tα includes a driving V-pulley 8 attached to the input shaft 2 so as to be able to rotate together with it, and a driven V-pulley attached to the output shaft 3 so as to be able to rotate together with it. The main element is the V-belt 10 stretched between these V-pulleys 8 and 9.The driving V-pulley 8 is
It is composed of a fixed pulley half 8α fixed to the input shaft 2, and a movable pulley half 8h 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. At the back of the body 8b, there is a spring 11 that always biases it in the forward direction, and a known first spring that moves it back and forth.
A hydraulic servo motor S is provided.

Further, the driven V pulley 9 includes 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. It consists of a movable pulley half 96 located on the same side and capable of moving back and forth with respect to the fixed pulley half 9a to adjust the effective radius of the driven V-pulley 9. A spring 12 that urges the spring 12 in the forward direction and a known second hydraulic servo motor S that moves the spring 12 forward and backward are provided. This continuously variable transmission Ta changes the gear ratio between both V pulleys 8.9 from a predetermined maximum value (for example, 4.0) to a predetermined minimum value (for example, 4.0) by operating both servo motors S1 and S2.
For example, it can be changed steplessly up to 1.0).

The meshing type transmission Tb includes a driving sprocket 13 connected to the driven sprocket 6 adjacent to the fixed pulley half 8α of the driving V pulley 8, and an output shaft 3 adjacent to the movable pulley half 9α of the driven V pulley 9. A driven sprocket 14 rotatably attached to the
It consists of a cheno 15 that is suspended from the top. Both sprockets 13 and 14 are formed so that the gear ratio therebetween is less than 1.0, that is, the kIA dynamic sprocket 13 can drive the driven sprocket 14 at an increased speed (overdrive). Note that the meshing type transmission device Tb may be composed of a driving gear and a driven gear that mesh with each other via an idle gear.

In order to selectively operate the V-belt type continuously variable transmission Tα and the mesh type transmission 1'b, a first clutch C1 is installed between the driven sprocket 6 and the human power shaft 2, and a first clutch C1 is connected between the output shaft 3 and the driven sprocket. A second clutch C2 is interposed between the two clutches 14 and 14, respectively.

The first clutch C□ includes a clutch outer 21 that is integrally connected to the driven sprocket 6 of the -order reduction gear Rp, and a clutch inner 22 that is disposed inside the clutch outer 21 and connected to the input shaft 2. , between the two 21 and 22, a plurality of drive clutch plates 23 spline-coupled to the former 21.
and a plurality of driven clutch plates 24 spline-coupled to the latter 22 are arranged in an alternately overlapping manner. A pressure receiving ring 25 fixed to the clutch outer 21 and a pressure plate 27 slidably connected to the clutch inner 22 via a plurality of bolts 26 are disposed on both sides of the clutch plate groups 23 and 24. A clutch spring 29 is compressed between the clutch inner 22 and a support plate 28 that connects the plurality of bolts 26 to each other. Thus, the clutch spring 29 presses the pressure plate 27 toward the pressure receiving ring 25 via the support plate 28 and the bolt 26, and normally this pressing force frictionally connects the driving and driven surface clutch plates 23, 24. That is, the clutch is in a connected state.

Therefore, this first clutch C1 is normally closed.

A clutch lifter 31 is connected to the support plate 28 via a release bearing 30. If the clutch lifter 31 pushes the support plate 28 and compresses the clutch spring 29,
The cam pressure plates 27 are retracted to free each clutch plate 23,24 and provide a disengaged state of the clutch.

Further, a hydraulic cylinder 32 is connected to the clutch inner 22 , and a piston 33 that engages the pressure plate 27 is slid into the hydraulic cylinder 32 . When hydraulic pressure is applied to the hydraulic cylinder 32, the piston 33 moves the pressure plate 27 backward by the hydraulic pressure, so that the clutch is also disengaged.

The second clutch C2 connects a clutch inner 34 connected to the driven sprocket 14 of the dog-type transmission Th, and a clutch outer 35 arranged so as to surround it and integrally connected to the output shaft 3. ” and both of these 34.35
In between, a plurality of driving clutch plates 36 spline-coupled to the former 34 and driven clutches &37 spline-coupled to the latter 35 are arranged in an alternately overlapping manner. A piston 38 and a pressure receiving ring 39 are arranged with the clutch plates 36 and 37 groups in between, and the piston 38 is connected to the clutch outer 35
The pressure receiving ring 39 is fitted into a hydraulic cylinder 40 formed in a hydraulic cylinder 40, and the pressure receiving ring 39 is fixed to the clutch outer 35. When hydraulic pressure is applied to the hydraulic cylinder 40, the piston 38 is moved by the hydraulic pressure.
moves forward and presses both clutch plates 36, 37 against the pressure receiving ring 39, and this pressing force frictionally connects both clutch plates 36, 37, that is, the clutches are brought into a connected state.

The hydraulic cylinder 40 is provided with a return spring 41 which always biases the piston 38 in the backward direction, thereby normally freeing each clutch plate 36, 37 and disengaging the clutch. Therefore, this second clutch C2 is of the normally open type.

Furthermore, the final drive shaft 4 connects to the drive wheels of the motorcycle, that is, the rear wheels W, via the propulsion shaft 18 and a pair of bevel gears 19 and 20.
r.

In the above configuration, in order to start the vehicle, the second clutch C2 is first disengaged, the continuously variable transmission Ta is brought to the maximum gear ratio, and the first clutch C1 is gradually engaged. According to the connection, the 10 rotation torque of the crankshaft of the engine/engine E is transmitted to the input shaft 2 via the primary reduction gear Rp.
＼HeronN Tsuru＼＼Abusing＼Big'fh1% h drive r pulley 8,
The signal is sequentially transmitted to the V-belt 10 and the driven V-pulley T, and is transmitted from the output shaft 3 to the rear wheel Wr via the final drive shaft 4 and the like to drive the first wheel. By decreasing the gear ratio of the continuously variable transmission Ta as the vehicle speed increases or increasing it as the load increases, the vehicle can always run smoothly.

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

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 primary reduction gear Rp and the drive V pulley 8 is released.
The continuously variable transmission Tα is in a rest state, and on the other hand, when the second clutch C2 is connected, the driven sprocket 14 and the output shaft 3 are connected. The transmission device rb increases the speed of the output shaft 3 at a constant gear ratio, resulting in a so-called overdrive state. (V)
Slip loss of the belt-type continuously variable transmission Tα is not a problem,
A high-speed cruising state with high transmission efficiency can be achieved.

1st. If both the first clutches C1 and C are disconnected, both the continuously variable transmission Tα and the transmission rb stop operating, so the transmission T becomes in a neutral state.

In the above embodiment, a shaft drive system is employed as the drive system for the rear wheel IP'r, but a chain drive system may also be used instead.

Next, the control system of the transmission T of the present invention will be explained with reference to FIG.

The first and second hydraulic servo motors S1 and S of the V-belt type continuously variable transmission Tα are connected to the pilot valve 4 as usual in the past.
2 and 43, respectively. Both pilot valves 42, 43
is connected to one speed change lever 45 via a t:5 & c interlocking rod 44 that can operate these simultaneously, and this speed change rod 45 is connected to the L
Both pilot valves 42 are shifted from position to position.
, 43 to the right in the figure, each hydraulic servo motor S, ,
S, is actuated by hydraulic pressure supplied through each pilot valve 42, 43 to drive and follower V-pulley 8°9.
Each movable pulley half 8be9b is connected to each pilot valve 42,
43, and the gear ratio of the continuously variable transmission Tα is decreased steplessly.

One end of a shift lever 47 pivotally supported by a fixed bracket 46 is connected to the speed change lever 45, and the other end is connected via an operating wire 49 to a speed change grip 48 provided on the steering handle h of the motorcycle. By pulling the operating wire 49, the shift lever 47 moves the gear change lever 45 from the L position to the H position.
position, and even to the OD position. Further, a return spring 50 is connected to the speed change lever 45 to bias it toward the L position.

A spool-type control valve V is connected to the interlocking rod 44 in parallel with the pilot valves 42 and 43.

The control valve V has first and second annular grooves 51 and 52 on its outer periphery, and a valve surface 53 that accommodates the control valve V has a high-pressure oil passage 56 extending from the discharge port of a 7% oil pressure pump 54. A low-pressure oil passage 57 connected to the oil sump 55, and first and second...
A first output oil passage 58 connected to the pilot valve 42°43 of the motor 5itS2, and the first and second clutches C1 and C2.
A second output oil passage 59 connected to the hydraulic cylinders 32 and 40 is connected.

The second output oil passage 59 is located in the middle so that hydraulic oil can be supplied to the two hydraulic cylinders 32 and 40 at the same time.

and two oil passages 59. ．． It branches into 59□, and these oil channels 59. ．． Distribution orifices 601 and 602 are provided at 59□, respectively. In addition, the A refit 6 is also installed in the low pressure oil passage 57.
1 is provided.

The clutch lifter 31 of the first clutch C1 is connected to one end of an operating lever 63 that is pivotally supported by a fixed bracket 62, and the other end is connected to a clutch lever 64 attached to a steering handle H3 via an operating wire 65. When the clutch lever 64 is pulled toward the steering handle lh and the operating wire 65 is pulled, the clutch lifter 31 moves the first clutch C1.

It operates to shut off.

In addition, 66 in the figure is an IJ leaf valve of the high pressure oil passage 56.

The operation of this control system will be explained for each driving state of the vehicle.

Neutral state> By operating the shift grip 4B, the shift lever 45 is placed between the L position and the H position (and at the same time, the first clutch C1 is disconnected by pulling the operating wire 65 by the clutch lever 64. When in the H position to the H position, the control valve V communicates between the high pressure oil passage 56 and the first output oil passage 58 via the first annular groove 51 and the second annular groove 52.
The low-pressure oil passage 57 and the second output oil passage 59 are communicated through this, and as a result, the normally open type $2 clutch C2 opens the inside of its hydraulic cylinder 40 to the oil sump 55, so that the closed state is maintained. . Therefore, the first and second clutches C1, C2
Since both are in the cutoff state, the neutral state of the transmission is obtained as described above.

<Start> First, set the gear change lever 45 to the L position, then start the engine E in the middle q state of 1-1, and then release the clutch lever.
The operating force is gradually released from 64 onwards. ``1'', the first clutch C1 is connected after being in a half-clutch state, so the continuously variable transmission Tα is activated (0, transmission starts at its maximum gear ratio, and the vehicle starts smoothly. be able to.

Continuously Variable Transmission> When the engine E is started, the hydraulic pump 54 also operates at the same time, and the high-pressure hydraulic oil discharged therefrom passes through the high-pressure oil passage 56 and the first output oil passage 58 to the first and second hydraulic servos. It is supplied to the pilot valves 42, 43 of the motors S, , S2. Therefore, after starting, if the shift lever 45 is shifted from the L position to the H position by rotating the shift grip 48, the pilot valves 42 and 43 will move to the right in the figure, so that they will follow this movement. Hydraulic servo motor S1. S is activated to move the movable pulley half 8 on the drive side.
b is moved forward (moves to the right in the figure) and at the same time moves the movable pulley half 9b on the driven side backward (moves to the right in the figure) to steplessly decrease the gear ratio of the continuously variable transmission Tα, that is, the shift amplifier It will be done.

Conversely, if the gear change lever 45 is shifted from the H position to the L position, the gear ratio of the continuously variable transmission device Ta is increased steplessly, that is, a downshift is performed.

Overdrive> When cruising at high speed, shift the gear lever 45 from the H position to the OD position. Accordingly, the control valve V moves to the position shown in FIG. 2A and is moved through the first annular groove 51.

Since the high pressure oil passage 56 is also communicated with the second output oil passage 59 and the communication between the output oil passage 59 and the low pressure oil passage 5T is cut off, the high pressure hydraulic oil from the hydraulic pump 54 is transferred to the second output oil passage 59. 5
It also flows into the branch oil passages 59+ and 59□, and flows into the hydraulic cylinders 3 of the first and second clutches C, C,
2.40, each piston 33
．． 38 is activated. As a result, the normally closed first clutch C
In the case of the second clutch C2, which is a normally open type, the piston 33 moves the pressure plate 27 backward against the elastic force of the clutch spring 29, so that the piston 38 is in a shut-off state. 41 and presses the 7C clutch plates 36 and 37, resulting in a connected state. At this time, oil passage 59. -5L distribution orifice 601,60.
This defines the distribution ratio of the hydraulic fluid to both hydraulic cylinders 32, 40, thereby providing the proper timing for the disengagement of the first clutch C4□ and the engagement of the second clutch C2.

Then, the continuously variable transmission Ta is stopped and the mesh transmission rh is activated instead, resulting in an overdrive state.

Deceleration from Overdrive State> When the gear change lever 45 is shifted from the OD position to the H position, the control valve V returns to the state shown in FIG. 2, and the second output oil passage 59 communicates with the low pressure oil passage 57. For this reason, the hydraulic oil that had previously applied hydraulic pressure to the hydraulic cylinders 32 and 40 is now in the low pressure oil passage 57.
The oil is discharged to the oil sump 55 through the first clutch C8.
is returned to the connected state, and the second clutch C2 is returned to the disconnected state, and the operation is switched from the mesh type transmission rb to the continuously variable transmission Tα. In this case, both hydraulic cylinders 32.4
The discharge speed of hydraulic oil from 0 to the oil sump 55 is determined by the low pressure oil path 57.
is slowly controlled by the orifice 61 of %Kw
The Jl clutch C8 can be automatically connected through the half-clutch state, and therefore the shock in the transmission system caused by the above switching can be absorbed by the appropriate sliding action of the first clutch C1 in the half-clutch state. .

FIG. 3 shows a second embodiment of the present invention, in which the control valve V is provided with a third annular groove 67, - the valve face 53 is provided with a second low pressure oil passage 69 with an orifice 68, and the gear lever is 4
5 is shifted to the OD position, the first output oil passage 58 is communicated with the second low pressure oil passage 69 via the third annular groove 67, as shown in FIG. In this way, during overdrive to stop the operation of the V-belt type continuously variable transmission Tα, the hydraulic oil of the first and second hydraulic servo motors S, , St is discharged to the oil reservoir 55, and the continuously variable transmission Tα Since the V-belt 10 is released from hydraulic pressure, no unnecessary compressive load is applied to the V-belt 10, which is effective in improving its life. The other configurations are the same as those of the previous embodiment, and in FIG.
Components with the same effect as in the previous example are given the same reference numerals.

FIG. 4 shows a third embodiment of the invention, and that! 1 control valve V
This is a hydraulically operated system. That is, a pressure receiving chamber 70 facing the left end surface of the control valve V is formed in the valve surface 53, and a return spring 71 for pressing the right end surface of the valve V is housed. On the other hand, the interlocking rod 44 has a spool type position sensing valve 7.
2 are connected to each other, and this valve 72 is provided with first and second annular grooves 73, 74 on its outer periphery, and a valve surface 7 that accommodates this valve 72.
A second high-pressure oil passage 76, a third low-pressure oil passage 77, and a signal oil passage 78 are connected to 5, and the other end of this signal oil passage 78 is connected to the pressure receiving chamber 70. The rest of the structure is the same as the embodiment shown in FIG.

Therefore, the gear lever 45 is moved to the section n between the L position and the H position.
When shifting, the position sensing valve 72 & is placed in the state shown in FIG. Since the control valve V is opened to the reservoir 55, the control valve V is held in the leftward movement position by the force of the return spring 71, and the high pressure oil passage 56 and the first output oil passage 58 are communicated with each other. Next, turn the gear lever 45 to O.
When shifted to the D position, the position sensing valve 72 reaches its right movement limit as shown in FIG. 4A and communicates between the high pressure oil passage 76 and the signal oil passage 78, so that the hydraulic oil discharged by the hydraulic pump 54 flows into the pressure receiving chamber. 70, and the hydraulic pressure causes the control valve V to move to the right against the elastic force of the return spring 71.

According to this rightward movement, the high pressure oil passage 56 communicates with the second output oil passage 59 and the first output oil passage 58 communicates with the second low pressure oil passage 69, so there is an overdrive as in the case of FIG. 3A. state.

As described in 1- above, according to the present invention, a V-belt type continuously variable transmission device and a mesh type transmission device are provided in parallel between the input shaft and the output shaft, and they are connected to the first and second clutches. Since the operation is selectively activated by switching the operation, in driving conditions where the load fluctuates greatly, such as when starting, accelerating, decelerating, and climbing, the V-belt type continuously variable transmission is activated to
The gear ratio is steplessly provided between the output shafts according to each operating condition,
This makes it possible to demonstrate good driving performance, and in door-to-door driving conditions with little load fluctuation, such as when cruising,
High transmission efficiency can be obtained by operating the mesh type transmission, thereby reducing fuel consumption, and furthermore, the operating time of the continuously variable transmission is reduced by the operating time of the mesh type transmission compared to the conventional one. Therefore, the life of the V-belt can be improved.

In addition, since the first clutch is a normally closed hydraulically operated type and the second clutch is a normally open hydraulically operated type, hydraulic oil can be supplied to both clutches by a common control valve, and the hydraulic oil can be controlled by a common control valve. By discharging the oil, the operation of both clutches can be switched, and the hydraulic circuit can be simplified.

Furthermore, since an orifice is provided in the low oil passage for discharging the hydraulic oil of both clutches, when discharging the hydraulic oil from both clutches, the discharge is slowly controlled. The system automatically creates a half-clutch state, and this half-clutch state can effectively absorb the shock in the transmission system that occurs when switching from a dog-type transmission to a V-belt continuously variable transmission. be.

[Brief explanation of drawings]

The drawings show the power transmission system of a motorcycle in which the present invention is implemented. Fig. 1 is a developed plan view of the first embodiment, Fig. 2 is its control hydraulic circuit diagram, and Fig. 2A shows the main points of Fig. 2. operation diagram of the section,
Is Fig. 3 the control of the second embodiment? +ldE circuit diagram, FIG. 3A is an operation diagram of the main part of FIG. 3, FIG. 4 is a control hydraulic circuit diagram of the third embodiment, and FIG. 4A is an operation diagram of the main part of FIG. 3. c,',,c,... 1st. 2nd clutch, E...engine, T...transmission, Tσ...L' belt type continuously variable transmission, rb...mesh type transmission, V...control valve, Wγ... Rear wheel as a driving wheel, 1... crankshaft, 2... input shaft, 3... output shaft, 32.40...
- Hydraulic cylinder, 54... Hydraulic pump, 55... Oil reservoir, 56... High pressure oil path, 5T... Low pressure oil path, 61.
...ORIICE patent applicant Honda Motor Co., Ltd.

Claims (1)

[Claims] A V-belt type motor is installed between the input shaft connected to the crankshaft of the engine, the output shaft connected to the drive wheels, and the input and output shafts, and can provide steplessly different gear ratios between the input and output shafts during operation. a gear transmission device, a meshing type transmission device that is provided between the input shaft and the output shaft in parallel with the continuously variable transmission device and is capable of providing a constant speed ratio between the input shaft and the output shaft during operation; a normally closed hydraulically actuated first clutch provided on the output shaft to actuate the continuously variable transmission when connected; and a normally open hydraulically actuated second clutch provided on the output shaft to actuate the transmission device when connected. and a control valve that alternately communicates the hydraulic cylinders of the first and second clutches with a hydraulic pump and an oil sump, and an oriswiss is provided in a low-pressure oil path connecting the control valve and the oil sump, transmission.