JPS58193965A - Speed change gear - Google Patents

Abstract

PURPOSE:To reduce wear of a speed change gear at the region of its transmission ratio, by employing such as an arrangement that power is not transmitted by a stepless transmission during the while when power is being transmitted by a step transmission and the step transmission is operated at a transmission ratio near or outside of the end of the stepless speed changing range. CONSTITUTION:A speed change mechanism of this invention consists of a stepless transmission 12, a step transmission the transmission ratio of which is fixed at a value near and/or outside of the end of the change-speed range of the stepless transmission 12, and a selector mechanism for operating either of the avove two transmissions selectively. During the while when power is being transmitted at stages 14, 16 of the step transmission, the stepless transmission 12 is made not to transmit power. Therefore, the transmission ratio at the time is near or outside of the end of the stepless speed changing range. By employing such an arrangement, durability at the region of the transmission ratio where wear is caused most can be increased as compared with the case in which speed is changed only by use of the stepless transmission 12. Further, the range of transmission ratio is also increased since the fixed-step change- speed range is added to the stepless change-speed range.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission, and more particularly to a transmission suitable for an automobile.

In order to improve the fuel efficiency and acceleration of automobiles, multi-speed transmissions that require complicated gear shifting operations (6-speed transmissions for large vehicles such as trucks)
Various attempts have been made to use a continuously variable transmission with a wide gear ratio range instead of a continuously variable transmission with a wide gear ratio range. Especially in urban areas, shifting is complicated, and there is a strong need for continuously variable transmission. However, if the range of gear ratios of a continuously variable transmission is widened, certain gear ratio ranges, such as low and medium speed ranges for city driving, will be used more frequently, and this will cause early wear and tear, reducing the durability of the continuously variable transmission. The disadvantage was that the value was extremely low.

Therefore, an object of the present invention is to provide a transmission device that enables continuously variable transmission, has high durability, and has a wide transmission ratio.

The transmission device of the present invention includes a continuously variable transmission, at least one step transmission in which a gear ratio is fixed near the end of a shift lens of the continuously variable transmission and/or outside the lens, and any one of these transmissions. It consists of a switching device that selectively operates. For example, a continuously variable transmission, a step transmission for a low gear ratio,
A combination with a clutch connected to the input shaft or output shaft of each of these transmissions, or a continuously variable transmission, a stainless steel 7" transmission for a no-i gear ratio, and a human power shaft or output shaft of each transmission. In combination with a connected clutch or a continuously variable transmission...
A combination of a step transmission for a gear ratio, a step transmission for a low gear ratio, and a clutch connected to the input shaft or output shaft of each transmission, or a combination of a continuously variable transmission and a planetary gear set. is a step transmission having a power train for a low or...a gear ratio, or both, consisting of a combination of multiple gear ratios, and a power flow path via a continuously variable transmission between an input shaft and an output shaft. and a second actuator that completes a power flow path between the input shaft and the output shaft via a step transmission. As the switching device or actuating device, a device using a planetary gear set in addition to a clutch, or a device combining a planetary gear set with a clutch or a brake, etc. are used.

According to the configuration of the present invention, while power is being transmitted in the step gear, power is not transmitted to the continuously variable transmission section, and this section is near the end of the continuously variable transmission range or outside the range, and only the continuously variable transmission is provided. If the gears are changed by the gear ratio, the durability of the transmission will be greatly improved since this is the gear ratio part that is prone to wear.

Furthermore, since a fixed step transmission range is added to the continuously variable transmission range, the transmission ratio range is not only widened, but also has the effect of improving the fuel efficiency and acceleration of the vehicle.

Embodiments of a transmission according to the present invention will be described below with reference to the accompanying drawings, but the present invention is not limited thereto and can be widely applied.

First, referring to FIG. 1, the transmission 10 shown in this figure includes a continuously variable transmission 12, a high (overdrive) step transmission 14, a low step transmission 16, and a reverse transmission 18. Clutch C provided for each transmission
v, CH1CL and CR. Input shaft 2
The shafts 20 and 22 are arranged parallel to each other, and between these shafts 20.
．． 18, a reverse clutch Cm, a high (overdrive) clutch CH1, and a continuously variable transmission clutch Cv are provided on the input shaft 20, and a low clutch CL is provided on the output shaft 22. .

These clutches are selectively actuated by a clutch actuator (not shown) to actuate only one desired transmission. In the present invention, the arrangement of the clutches is limited to only impractical cases. However, due to design considerations, it may be installed either on the human power shaft 20 or on the output shaft 22, but it is recommended to arrange it so that the internal gear train does not move idly when the transmission is not operating. It is preferable from the point of view.

As shown in the figure, the continuously variable transmission 12 is a so-called V-belt type transmission, and the engagement radius of the V-belt 26 is varied by controlling the movement of one or both of the conical gouriers 24 in the axial direction. It has become. Naturally, this V-shaped belt continuously variable transmission is merely an example, and other continuously variable transmissions can also be used in the present invention. The low transmission 16 and the high transmission 14 are composed of planetary gear sets.

FIG. 6 is a graph showing the relationship between vehicle speed and driving force by the transmission device of the embodiment shown in FIG. In the figure, curve a is a curve showing the relationship between vehicle speed and driving force when the low transmission 16 is operating, curve 2 is a curve when the continuously variable transmission 12 is operating, and curve ac is a curve when the high (overdrive) transmission is operating. The curve d shows the running resistance on a flat road. It can be seen from this figure that a gear ratio other than the Lenz gear ratio of the continuously variable transmission can be obtained. That is, when the driving force on the low side is large, the low transmission 16 transmits power, so the continuously variable transmission 12 transmits power within a relatively small range of driving force. In addition, when traveling on the A side, which is frequently used, the power is transmitted by the transmission 14,
Power transmission by the continuously variable transmission 12 is omitted. These results
The durability of the transmission is improved.

FIG. 2 shows a transmission without a high transmission. This transmission includes a continuously variable transmission 12, a low transmission 16, a reverse transmission 18, and clutches Cv, CL, and C for each transmission.
Consists of R. Input shaft 20 and output shaft 22
are arranged in parallel, and a transmission is arranged in parallel between the shafts 20.22, and a clutch C1 for each transmission 12, 16.18.

CL and Cv are provided on the input shaft 20.

FIG. 7 is a graph showing the relationship between vehicle speed and driving force of the transmission shown in FIG. (Curve b) is covered by the continuously variable speed Ijaku 12. In other words, when the driving force on the low side is large, the low transmission 16 transmits the power, so the thermal stage transmission 12 transmits the power in a range where the driving force is relatively small, and as a result, the durability of the transmission is improved. .

The embodiment shown in FIG. 3 is similar to the embodiment shown in FIG. 2 in that a high transmission is not provided, but the arrangement of the shaft, transmission, and switching device is different. First, the input/yaft 20 and the output shaft 22 are arranged in alignment on the same straight line, and the counter shaft 28 is arranged parallel to the input shaft 20 and the output shaft 22. A V-belt type continuously variable transmission 12 and a secondary clutch Cv are provided on the input shaft 20, and a low transmission 16 is provided between the input shaft 20 and the output shaft 22. The low transmission 16 includes a sun gear 30 fixed to one end of an input shaft 20, a ring gear 32 having internal teeth and connected to one end of the output shaft 22, and a planetary gear meshed between the two. 34, and the support shaft 36 of the planetary gear 34.

The brake 38 enables or disables rotation.

Between the counter shaft 28 and the output shaft 22,
A forward gear train 40 and a reverse gear train 42 are provided, and a switching wheel 44 is provided between the two gear trains on the car/return/gift 28 for operating either one of the float cars. There is.

To explain the operation of this transmission, first, when obtaining a low gear ratio, the brake 38 is applied to the planetary gear 34 and the fixed shaft 3.
6 is made unrotatable around the input/yaft 20, and the input 7 is made unrotatable around the Yaft 20, that is, the rotational torque of the sun gear 30 (-
It is transmitted to the gear 32, that is, the output shaft 22, via the planetary wheel 34, which rotates in a fixed position. Next, when moving forward or (backward) at a gear ratio other than the low gear ratio, the clutch c7 is activated and the rotational torque of the input/yaft 20 is transmitted to the cowl gear shaft 28 via the gear shifter 16. The switching device 44 on the counter/gift 28 indicates '+i
When connected to the lM gear train 40, the rotational torque of the counter/gift 28 is transmitted to the output/yaft 22 via the Ail advancement gear train 4°. Next ((When the switching device 44 is connected to the advance gear tally 42, the rotational torque of the counter/gift 28 is transmitted to the output shaft 22 via the 1× advance gear train 42. During reverse travel, the planetary gear 34 of the low transmission 16 idles.The embodiment shown in FIG. 3 has the same characteristics as the embodiment shown in FIG.

FIG. 4 shows an embodiment that does not include the low transmission 16, and includes a reverse transmission 18, a transmission 14, a continuously variable transmission 12, and each transmission clutch CR2C□.

Cv, and the transmission 12, 14.18 is
Input shaft 20 and output shaft 22 arranged in parallel
is established between.

Regarding the operation, when traveling in reverse, the clutch CR is activated, the reverse transmission 18 is activated, and the input shaft 20 is activated.
The 0-rotation torque is reversely transmitted to the output shaft 22. During normal continuously variable transmission, clutch Cv operates and V
Rotational torque is transmitted to the output shaft 22 via the belt type continuously variable transmission 12. Next high (overdrive)
During gear shifting, a high clutch CH provided on the output shaft 22 side is operated, and the rotational torque of the input shaft 20 is transmitted to the output shaft 22 via the high transmission 14.

FIG. 8 is a graph showing the relationship between vehicle speed and 1';m power in the above embodiment.

As a result, driving on the A side, which is frequently used, is faster than the Kiseki 1.
4, and power transmission through the thermal stage transmission 12 is omitted, improving the durability of the transmission.

The embodiment shown in FIG. 5 is similar to the embodiment shown in FIG. 4 in that it does not include the low transmission 16, but the arrangement of the shaft, transmission, etc. is different.

First, the input can shaft 20 and the output shaft 22 are arranged in alignment on the same straight line, and the counter shaft 28 is arranged parallel to the input can shaft 20 and the output shaft 22. On the input shaft 20 are one pulley 24 of the V-belt continuously variable transmission 12 and this continuously variable transmission 12.
A clutch Cv is provided for input/yaft 20 and output/
A transmission 14 is provided between the shafts 22. The gear shift gear 14 for...A is rotatably mounted on the input/gift 20, and the sun gear 30 is rotatable or disabled by a brake 38 for...A (bar drive). , a ring gear 32 fixed to one end of the output shaft 22 and having internal teeth, and a planetary gear 34 meshed between the two wheels. It is mounted on the top so that it can rotate freely. Between the counter 7 shaft 28 and the output shaft 22, there is a forward power train (chain) 46 and a reverse power train 48.
and both power trains 46 on the counter/gift 28.
48, there is provided a forward/reverse switching gear 44 for operating either of the two power trains.

Next, to explain the operation of this transmission, first of all, for forward or reverse operation other than the high gear ratio, the clutch Cv is activated, and the input shaft 200 rotation torque is sent to the counter/gift 28 via the continuously variable transmission 12. Reportedly. Switching gear 4
4 is connected to the forward power train 46, the rotational torque of the countershaft 28 is transmitted to the output shaft 22 via the forward power train 46 including the chain, and the switching device 44 is connected to the reverse power train 4B. When connected, the rotational torque of the countershaft 28 is transmitted to the output/yaft 22 via a reverse power train 48 consisting of a gear train. While the continuously variable transmission 12 operates as described above...
The No. 4 planetary gear 34 idles around the input can shaft 20.

Next, when the clutch Cv is released and the high brake 38 is activated, the sun gear 30 is fixed, so the planetary gear 3
4 rotates while turning around the sun gear 30, the gear 32 rotates accordingly, and the input can shaft 200 rotational torque is transmitted to the output shaft 22.

As a result, when driving on the high side, which is frequently used, the transmission 14
Since the transmission is performed via the continuously variable transmission 12, power transmission through the continuously variable transmission 12 is omitted, and the durability of the transmission is improved.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing one embodiment of the transmission device according to the invention, FIG. 2 is a schematic diagram showing another embodiment of the transmission device according to the invention, and FIG. 3 is a schematic diagram showing another embodiment of the transmission device according to the invention. Schematic diagram showing an example,
Fig. 4 is a schematic diagram showing another embodiment of the transmission, Fig. 5 is a schematic diagram showing another embodiment of the transmission, and Fig. 6 shows the relationship between vehicle speed and driving force of the embodiment shown in Fig. 1. 7 is a graph showing the relationship between vehicle speed and driving force in the embodiment shown in FIG. 2, and FIG. 8 is a graph showing the relationship between vehicle speed and driving force in the embodiment shown in FIG. 4. 10...Transmission device, 12...Continuously variable speed ti14...
・Transmission for high, 16...Transmission for low, 18...Transmission for reverse, Cv... Clutch for continuously variable transmission, CH
...Clutch for transmission for high gear, CL...Clutch for gearbox for low gear, CR...Clutch for reverse gear transmission. Applicant Ain Seiki Co., Ltd. Agent Patent Attorney Asa Kato Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 4 Figure 6 Warehouse L (km/H) Figure 7 Vehicle speed (krII/H)

Claims (1)

[Claims] a continuously variable transmission, at least one step transmission with a gear ratio fixed near the end of the gear ratio range of the continuously variable transmission and/or outside the range, and selectively operating any one of these transmissions. A transmission device consisting of a switching mechanism.