JPS59121250A - Stepless speed change gear for vehicle - Google Patents

Abstract

PURPOSE:To shorten the dimension of an output shaft and reduce weight by a method wherein the engaging part of a clutch of the V-belt type stepless speed change gear for a horizontally disposed engine between an input pulley and the engine is operated at the opposite side of the engine through a push rod in the shaft of the input pulley. CONSTITUTION:The stepless speed change gear for vehicle consists of the input pulley 23, whose effective diameter is changed by a servo mechanism 26 provided in a hollow input shaft 21, an output pulley 24, whose effective diameter is changed by the servo mechanism 27 provided in the hollow output shaft 22, and a V-belt 25. The clutch mechanism 3 thereof consists of the engaging part 31, provided at one side of the input pulley 23, and an operating part 33, provided at the other side and operating the engaging part 31 through the hollow part of the input shaft 21, while a go and back switching mechanism 4 is provided at the side of the pulley 24 and a differential mechanism 5 is attached so as to penetrate the hollow part of the output shaft 22. Thus, the operating part 33 is provided at the opposite side of the engine, therefore, the dimension of the output shaft 22 is shortened and distances from isochronous joints 13, 14 to wheels become equal.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicular continuously variable transmission for a horizontal engine using a V-belt type continuously variable transmission.

When installing a continuously variable 31i1 engine for horizontally mounted single-engine vehicles on a heavy vehicle, the main constraints that must be taken into consideration are as shown in Figure 1. There are three points.

a) The position of the mounting surface A of the engine 100 and the continuously variable transmission 101 for the vehicle must be within a certain range from the center line [Yo].

b) Attach the above [-] within the distance B between the position of the - face Δ and the body lead member 102, on the first shaft (the input shaft of the V-bell 1 continuously variable transmission and the shaft coaxial with it)+10 The installed mechanism must be able to be easily maintained (°゛゛).

C> The position of the center line E, the distance C1 to one constant velocity joint 1 to 103, and the distance 111D to the opposite constant velocity joint 104 are equal.

Conventionally, this type of continuously variable transmission for vehicles has been disclosed, for example, in Japanese Patent Application Laid-open No. 5
As shown in Publication No. 7-29845, ■Pel 1 set continuously variable speed mechanism is moved to the other constant velocity joint 104 side, and the input pulley 10j is inserted between the input pulley 10j and the engine 100. A damper, Norai small, and eel 106 are installed, and a second shaft (the output shaft of the V-belt continuously variable transmission and a shaft coaxial with it) is equipped with two wet brakes for 120 km starting, one for forward and one for quick reverse. [The following drawbacks have arisen.]

b) Since a wet brake is used as a starting device at the rear of the output shaft of the V-belt continuously variable transmission, the transmitted torque during starting (half-clutch state) is large, and the brake requires a large heat capacity. For this reason, the number of discs in the wet multi-disc brake increases and the axial dimension increases.

口）A flyhole and damper similar to conventional manual transmissions are required separately.

c) Since it is a wet brake, it cannot obtain a large friction coefficient like a dry clutch.

2) A large amount of oil pressure is required to apply the brake once.

b) It is necessary to cool the brakes.

An object of the present invention is to arrange a clutch engaging part between the input pulley and the engine of a V-belt type continuously variable transmission, and to perform a closing operation via a bushing rod passing inside the input boob.
The input pulley is configured so that the opposite side of the engine can be operated, thereby shortening the axial dimension of the second shaft and eliminating the use of oil L for the operation of the clutch, V-belt type continuously variable transmission, and forward/reverse switching mechanism. The objective is to provide a continuously variable transmission for horizontally mounted 1-engine vehicles that is lightweight and can be configured as a compact 1-stroke, and can be manufactured with a low 1-stroke.Furthermore, the same configuration can be controlled manually or automatically. Our goal is to provide a continuously variable transmission for vehicles that can be used in a variety of ways.

The continuously variable transmission for vehicles of the present invention includes an input pulley that is provided coaxially with a hollow input shaft and whose effective diameter is variable by a servo mechanism, and an input pulley that is provided on a hollow output shaft that is parallel to the input shaft and that has a servo mechanism. A V-belt type continuously variable transmission consisting of an output pulley whose effective diameter is variable by a mechanism, and a V-belt 1 to 1 that transmits power between the input pulley and the output horn pulley, and the side of the input pulley. The engaging part is connected to the clutch mechanism consisting of the operating part and to one side of the output boob through the hollow part of the input shaft provided on the other side. A forward/reverse switching mechanism is provided, and one of the output shafts is provided on one side of the forward/reverse switching mechanism. A differential [19] is installed through the hollow part of the output shaft of the output shaft.

Next, the present invention will be explained based on an embodiment shown in FIG.

1 is an engine, 10 is a transmission case, 11 is an output shaft of the engine, 12 is a flywheel fastened to its tip,
2 is a belt-type continuously variable transmission, 3 is a clutch mechanism, and 1
In this embodiment, a single-plate dry friction clutch is used.

4 is a forward/backward switching a-lateral, and 5 is a differential 1 full mechanism.

The flywheel 12 consists of a disk 123 fastened to the end surface 111 of the engine output shaft 11 with a bolt 121 at the center and an annular weight 125 fastened to the outer periphery of the disk 123. A cylindrical part 127 for forming a cradle room is extended on the other side of the cylindrical part 12 (the same applies hereinafter).
An inner peripheral edge 129 for forming a clutch surface 128 is formed on the other end of the clutch.

■Belt type continuously variable 3i machine 2 is a hollow input @21 arranged in series on the same axis as the engine output shaft, and t = v belt type continuously variable transmission. The hollow output shaft 22 and input shaft 21 are installed (Jarata manual pulley 2
3. Output pulley 24 which is attached to the hollow output shaft 22, V-belt 2:) that transmits power between the manual pulley 23 and the output pulley 24, Servo 11.4i26 that changes the effective diameter of the horn pulley 23, Output 4 novo Ill horizontal 27 that changes the effective diameter of the pulley 24, set in the input groove (
It consists of a cam mechanism 28 that is bent.

The input shaft 21 has a hollow shaft center and a ring 211a.
3 and 212, V bell]・Continuously variable speed) Case 1
A step 213 is formed on one side of the engine, and an outer peripheral spline 214 and a threaded end 215 are formed on the other side.

The output shaft 22 has a hollow shaft center, and in this embodiment is formed integrally with a sleeve of a fixed flange, which will be described later, and is rotatably supported by the V-belt type continuously variable transmission case 10 by bearings 221 and 222.

The input pulley 23 has one end (the right end in the figure) abutted against the step 213 of the input shaft via a thrust bearing 21G.
(l!! On the outer periphery of the end there is an outer circumferential spline 231 and a key groove 23.
2, a sleeve-like portion 233 provided with a sleeve-like portion 2;
The flange portion 23 () is formed integrally with 33 and has a ring (~234) on the outer periphery for detecting the rotational speed of the input shaft.
Fixed flange 23A1 consisting of 7 fixed flange 23A
A key groove 236 corresponding to the key groove 232 of the fixed flange is formed on the inner circumferential wall, and a driven screw 237, which is a first screw, is provided on the outer circumferential wall. (The sleeve-shaped hub portion 27
8, and a 7 flange portion 2 integrally formed with the hub portion 278.
39, a movable 7-lunge 233, and a keyway 23.
2 and 236 to permit axial changes between the fixed 7 langes 23A and the movable 7 langes 23B, and to integrally perform rotation around the axis.
Consists of 30.

The output pulley 271 has a key leak 241, a spline 242, a screw 243, and a spline 249 formed on the outer periphery, and a three-one-shaped portion 244 formed integrally with the output shaft 22.
and a fixed clutch 24A consisting of a seven flange portion 247 formed integrally with the sleeve-shaped portion 244, and a fixed clutch 24A that is fitted onto the sleeve portion 244 of the fixed clutch 24A to prevent displacement in the axial direction, and is fitted on the inner periphery of the fixed clutch 24A. Key groove 24 corresponding to the old key 2
50, a sleeve-shaped hub portion 247 having a driven screw 24G, which is a first screw, formed on the outer fn1, and a flange portion 248 formed integrally with the hub portion 241. and a ball inserted into the keyway 24Lt) and 2450 to accommodate the axial displacement 1<I of the fixed flange 24Δ and the movable flange 243 and integrally rotate around the axis: t, -2
Consists of 40.

■Bell I-2! i is the human pulley 23Δj, respectively
Working surfaces 251J5 and 252 are provided on both sides to form a friction surface by coming into contact with the V-shaped working surfaces formed by the fixed 7 langes 23△ and the fixed 7 flange 24A of the protruding horn pulley 24, the movable 7 langes 23B, and the movable flange 243. There is.

The input pulley servo mechanism 26 has a drive screw 261 formed on its inner periphery, which is a second screw that is screwed into the driven screw 231 of the movable flange 23B of the input pulley, and has one end with a sluscus bearing 265, which will be described later. The sleeve 262, which is the driver of the movable 7-lunge, is in contact with the other cam race 287 of the cam mechanism, and the sleeve 262 and the case 10
A wet multi-plate electromagnetic downshift brake 263 is provided between the sleeve 262 and the sleeve 262; An engine spring is connected to the movable flange 23B, the other end of which is connected to the other end of a cylindrical spring guide 264, and a first upsit torsion coil spring 266 is arranged around the outer periphery of the spring guide. , the engine spring end is connected to the engine side end of the spring guide 264, and the other spring end (consisting of a second upshift l-111 + - John Coyle link 2137 connected to the other side end of the J sleeve 262). .

The servo mechanism 27 of the output pulley is connected to the movable flange 24.
A driving screw 271, which is a second screw screwed into the driven screw 246 of B, is formed on the inner periphery of the sleeve 2, which is a driving element.
72, a wet multi-plate electromagnetic upshift I-brake 273 fixedly covering the sleeve 272 and the case 10, and both ends connected between the sleeve 272 and the movable lever 24B. torsion coil spring 274 and spline 24 for output Qql+
A spline is formed to fit with [1 moving flange 2].
One surface on the 43 side is in contact with the end surface of the sleeve 272 via the bearing 215, and the other surface is in contact with the end surface of the sleeve 272 via the bearing 215.
a support ring 2 that is latched in place at the sleeve 276 and supports the sleeve 212 in the axial direction;
It consists of 77 items.

As shown in FIG. 3, the cam shaft 28 is fixed in the axial direction by a sprag ring 218 fitted onto the input shaft 21 and a chit 217 screwed into the screw 215 formed at the end of the input shaft. One cam race 282 is spline-fitted with the spline 214 of the input shaft 21 and has a tc inner peripheral spline 281 formed thereon, and the other cam race 28
7, a tapered roller 288 interposed between these cam races, and a cover ring 289 of the roller 288.
The roller 288 is sandwiched between the working surfaces 292 and 286 of the races 282 and 287, and presses the movable flange 23B to the right in the figure in response to the rotational displacement of the input shaft 21 and the fixed flange 23Δ. The pressure will be exacerbated.

Next, the operation of this V-Pel 1-type continuously variable transmission will be explained.

(a) When traveling at constant speed, both brakes 263 and 273 are released.

Torque is transmitted through the input shaft 21 → one race 282 of the force ram mechanism → the taper roller 288 → the other race 28
7 → Input Kapuli 23- → V Hell l-2! i→output pulley 24→output shaft 22 in this order. J to V belt 25
The size of the transmitted torque is V bell l-2! The clamping force is proportional to the clamping force applied to i, and the clamping pressure is brought into contact with the other cam race 287 via the movable pulley 231i5 and the sleeve 2 (32) screwed together with the drive pulley, and the input pulley rotates due to the principle of the cam mechanism. In the direction slightly Eh shi, -i-bird [-1-
The clamping force 1:C acting in the axial direction by the roller 288 changes proportionally to the transmitted torque, as shown in FIG.
The clamping force applied to the ii J dynamic flange 23B that pinches the V belt 25 is transmitted to avoid T change corresponding to 1 to
The surface 1 between the working surface of the belt 25 and the working surfaces of the movable flange 23F3 and the fixed seven runci 23Δ changes to change the clamping force on the contact surface. b) In Figure 4, El is the necessary clamping force to prevent V-pel 1- from slipping at the maximum reduction ratio;
F2 is the required clamping force LT to prevent the V-belt from slipping after the lowest reduction ratio, FO is the clamping force when using a conventional hydraulic servo, and Fs is the clamping force by the spring. Fourth
In the V-belt continuously variable transmission using the cam mechanism 28 from Grano shown in the figure, the clamping force and the transmitted torque are directly proportional even when the transmitted l-lux is 5 kgm or less, and unnecessary clamping force between the V-belt and the boot is avoided. It turns out that it can be reduced.

(Long upshifts are made by pressing the brake 273.

The sleeves 262 and 272 rotate relative to the sleeve portions 278 and 247 of the movable flange, and
3 [3 is displaced in the direction of increasing the effective diameter of the input pulley 23 (to the right in the figure), the movable flange 243 is displaced in the direction to decrease the effective diameter of the output horn pulley 24 (to the right in the figure),
A reduction in the gear ratio is performed. Brakes 263 and 273 are released when the gear ratio reaches the control set value.

During this upshift, the +--John spring 274 of the output spring servo mechanism is twisted to accumulate energy.

(c) A downshift is performed by engaging the brake 263.

When the brake 263 is engaged, the sleeve 262 is fixed, the movable 7-lunge 233 is displaced in the direction of decreasing the effective diameter of the input pulley 23 (to the left in the figure), and the torsion spring 274
rotates the sleeve 272 and returns, moving the movable flange 2
43 in the direction of increasing the effective diameter of the output boom (to the left in the figure). This displacement of the movable flange 23B of the input pulley 23 is performed against the pressing force of the movable 7 langes 23B by the cam mechanism. When the gear ratio reaches the control set value, the brake 263 is released. During this town shift, the first and second upshift springs 26Gj and 267 of the input pulley servo mechanism 26 are twisted to accumulate energy.

In this V-belt type continuously variable transmission, the brake 263.
If the electromagnetic brake of 273 fails and the brake becomes inapplicable, the vehicle can run with the same speed ratio as before the failure. Therefore, it is possible to prevent the gear ratio from being changed inadvertently due to oil pressure leakage in the case of a V-belt continuously variable transmission in which the gear ratio is changed by a hydraulic servo, resulting in excellent elasticity.

The clutch tit4ft3 has an engaging portion 31 installed between the input pulley 23 and the engine 1, and an operating portion 33 installed on the other side of the input pulley for operating the engaging portion 31.
, and a bushing rod 35 inserted through the input shaft 21. The engaging portion 31 has a hub 311 at the center of which the engine of the bushing rod 35 abuts against the ゎ@351.
is fixed, a diaphragm spring 313 arranged on the side of the engine in the clutch room, an annular pressure plate 315 engaged with the outer periphery of the diaphragm spring 313, and the other pressure plate 315 is stuck to the spring surface. one clutch disc 311, the other clutch disc 319 numbered on the clutch surface 128 provided on the flywheel quaid 125, the input pulley 23 and the tire flamm spring 31.
a hub 321 spline-fitted to the engine-side end 219 of the input shaft of the V-bell mill type continuously variable transmission; a clutch plate 323 disposed between the hub 321 and the clutch plate 3;
23 and a damper spring 325 connecting the two. The operating section 33 includes a bushing lever 331 pivotally connected to the transmission case 1o, and a sliding cap 3 provided on the transmission case.
33, the engine side is in contact with the other end 352 of the bushing rod 35, and the other end is in contact with the release bearing 3
When the bushing lever 331 is manually or automatically rotated around a fulcrum in the counterclockwise direction in the drawing, the sliding cap is rotated by the engine. The push lever 35 is pushed toward the engine, the center of the tie 47 flam spring 312 is displaced toward the engine, the pressure plate is pulled toward the engine, and the first and second clutch disks are moved toward the engine. The clutch plate 323 sandwiched between 317 and 319 is released, and the connection between the flywheel 12 and the V-belt continuously variable transmission input @I21 is released.

The forward/reverse switching mechanism 4 includes a dog clutch 41 (brake device), a first simple planetary gear set 43, and a second simple planetary gear set 45.

The dog clutch 41 includes a fork 411 linked to an operating lever, a brake sleeve 413 that is engaged with the fork and slid in the axial direction, a first gear 415 (spline piece), a second gear 417 (spline piece), It consists of a synchronizer gear 419 (synchronizer ring) provided between the sleeve 413 and the second gear 417.

43 to the first planetary gear cell 1 is the spline 24 provided on the output shaft 22 of the V-belt adult stage change 311M.
The sun gear 431 formed in the sun gear Qll 4301- is spline-fitted to the second part of the dog clutch 41.
Ring gear 43 connected to gear 417 and sun gear 451 of second planetary gear set 45
3. Carrier 4 connected to first gear 415 of dog clutch 41 and connected to second ring gear 453
35, and a planetary gear 437, the second planetary gear set 45 includes a spline 459 installed on an output sleeve 450 connected to the sun gear 451, ring gear 453, and the gear box of the differential mechanism.
It consists of a carrier 455 and a planetary gear 457 which are spline-fitted to each other. This forward/reverse switching mechanism 41 is operated manually or automatically by the sleeve 41 of the dog clutch 41.
3 is meshed with the second gear 417, and when the ring gear 433 and the sun gear 451 are fixed to the case 101, the set gear ratio is moved forward, and the sleeve 413 is engaged with the first gear 41.
5 and the carrier 435 and the ring gear 453 are fixed to the case 10, the gear moves backward at the set gear ratio.

The differential mechanism 5 has an output sleeve 450, which is the output shaft of the forward/reverse switching mechanism 4, as an input shaft, and is integrally connected to the input shaft 450, and includes a gear box 52, a small differential gear 53, and a small differential gear 53, 54. gear? A large differential gear 55, 56 meshed with the large differential gear, one output shaft 57 spline-fitted to the large differential gear, the output shaft box 1 of the V-belt type continuously variable transmission, and the second V-ring gear 431. 451, and the other output shaft 58 disposed with the output sleeve 450 inserted therein.

13 and 14 are output shafts 57 of the differential mechanism 5
This is a constant velocity joint installed at the ends of J3 and 58.

FIG. 5 shows another embodiment of the invention.

In this embodiment, (1) As a bell 1 to adult gear stage transmission, hydraulic valves 2A and 2B are used for the servo mechanism of the input pulley 23 [and the servo mechanism of the output pulley 24], and the forward/reverse switching mechanism 4
, a forward multi-plate brake 4B operated by a hydraulic servo 4A, and a reverse multi-plate brake 4D operated by a hydraulic servo 4C, and an oil pump 6 as a hydraulic power source for these hydraulic servos.

As described above, the continuously variable transmission for vehicles of the present invention includes an input pulley that is provided on a hollow human-powered shaft and whose effective diameter is variable by a servo mechanism, and a servo mechanism that is provided on a hollow output shaft that is parallel to the input shaft. A V-belt type continuously variable transmission consisting of an output pulley whose effective diameter is variable, and a V-belt that transmits power between the input pulley and the output pulley, and an engagement provided on one side of the input pulley. and a clutch mechanism comprising an operating section provided on the other side and operating the engagement section via a hollow portion of the input shaft, and a forward/reverse switching mechanism provided on one side of the output boob; one of the output shafts is provided on one side of the forward/reverse switching mechanism, and one of the output shafts is inserted through a hollow portion of the output shaft of the forward/reverse switching mechanism and the V-belt type continuously variable transmission. The engagement part of the clutch mechanism is placed next to the engine of the input boolean of the belt-type continuously variable transmission, and the operating part is placed on the opposite side of the engine. The directional dimension can be shortened, and one of the constant velocity joints can be set closer to the center, making it easier to ensure equal distances from each constant velocity joint to the wheels.

In addition, by using a dry single-plate clutch as the clutch, the engaging part can be compactly formed in a flyhole with a large heat capacity, and air cooling can be achieved by rotation of the clutch. Furthermore, this allows the axial dimension of the first shaft to be shortened. The distance between the end of the first shaft opposite to the engine and the body is large, allowing for excellent mounting ease and a small turning radius of the vehicle. Zarani■Bell!・By using an electromagnetic brake and torsion spring for the servo mechanism of the continuously variable transmission, the radial dimension can be made thinner than when using a hydraulic servo, and a dog clutch is used as the engagement element of the forward/reverse switching mechanism. By using , the outer diameter of this part can be made thinner, making it lightweight and compact. Furthermore, by adopting the above-mentioned dry clutch, dry servo mechanism, and dry dog clutch, the automatic transmission can be controlled without using hydraulic pressure, eliminating the need for a hydraulic control circuit and eliminating the need for oil passage formation.
The structure can be simplified, manufacturing costs can be reduced, and maintenance is easy. Furthermore, since the clutch, dog clutch, and electromagnetic brake can be easily operated both manually and automatically, control can be performed manually or automatically with the same configuration.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram showing a state in which a continuously variable transmission for a vehicle is mounted on a vehicle, Fig. 2 is a sectional view of the continuously variable transmission for a vehicle according to the present invention, Fig. 3 is an enlarged view of the cam mechanism, and Fig. 4 is A graph for explaining the function of the cam mechanism, and FIG. 5 is a skeleton diagram of a continuously variable transmission for a vehicle according to another embodiment of the present invention. Agent Kenji Ishiguro 3rd figure 4th figure 9 mate! ) - Ruri

Claims (1)

[Claims] 1) A human pulley whose effective diameter is variable by a servo mechanism provided on a hollow input shaft, and a human pulley whose effective diameter is variable by a servo Hi provided on a hollow output shaft parallel to the input shaft. A V-belt type continuously variable transmission consisting of an output pulley and a V-belt that transmits power between the input pulley and the output pulley, an engaging part provided on one side of the input pulley, and a clutch mechanism consisting of an operating section that operates the engaging section through the hollow part of the input shaft; a forward/reverse switching mechanism provided on one side of the output pulley; One of the output shafts is provided on one side of the reverse switching mechanism, and one of the output shafts is inserted through the hollow part of the forward/reverse switching mechanism and the output shaft of the V-belt type continuously variable transmission. A continuously variable transmission for a vehicle consisting of several parts. 2) A V-belt type continuously variable transmission is provided on an input shaft and an output shaft arranged parallel to the human power shaft, respectively, and has a fixed seven-lunge and a fixed seven-lunge transmission. A manual pulley and an output pulley that are movable in the axial direction with respect to the fixed flange and rotate integrally with the fixed flange, and a V-belt that transmits power between the manual pulley and the output pulley. , a first screw formed on each of the seven movable flange or a member interlocking with the seven movable flange, and a second screw screwed into the first screw, and the first screw and the second screw are connected to each other. a servo mechanism for each of the seven movable flange, which comprises a drive element for displacing the 5J moving flange in the axial direction by relative rotation of the movable flange, and a drive mechanism for the drive element;
■Pinch J between dynamic flange and fixed flange and V-belt:
The continuously variable transmission for a vehicle according to claim 1, further comprising a cam mechanism that makes the F force proportional to the transmission torque of the V belt. 3) The continuously variable transmission for a vehicle according to claim 2, wherein the drive mechanism is a brake that brakes the drive element. 4) Kaku! 3. The continuously variable transmission for a vehicle according to claim 2, wherein the FIJ mechanism is a torsion spring that rotates the drive element. 5) The continuously variable transmission for a vehicle according to claim 1, wherein the clutch mechanism is a dry single friction clutch. 6> The forward/reverse switching mechanism is characterized by comprising a first gear set (+3) and a second gear set 1~, and a dog clutch that selectively fixes the components to the transmission gear. A continuously variable transmission for a vehicle according to claim 1.