JPS59200865A - Stepless speed change device for vehicle - Google Patents

Abstract

PURPOSE:To improve incorporating property by retaining the support wall of an output shaft to the inner wall of a speed change device case through a core for a solenoid brake. CONSTITUTION:The support wall 7 of the output shaft is retained to the wall of the speed change device case 10 through the core 81 of the solenoid brake 8. According to this method, the output shaft support wall 7 and the solenoid brake 8 may be integrated or may be arranged so as to be superposed in the diametral directin thereof. Accordingly, the size in the axial direction may be shortened and the size of a gap L1 between a ring gear 122 for starting an engine, which gear is attached to a flywheel 12, and the output shaft support wall 7 at the output shaft 22 side of the speed change device case 10 as well as the receiving part 10K of the solenoid brake 8 may be increased, therefore, the incorporating property of the device may be improved.

Description

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

In the case of a dual-use continuously variable transmission in which the engine is placed horizontally relative to the vehicle body, due to dimensional constraints when mounted on the vehicle, the space between the shafts of the input shaft and the horn shaft cannot be taken much. ,
Components placed on the output shaft side must be placed away from components with a large outer diameter placed on the input shaft (for example, a ring gear for engine starting attached to the flywheel, etc.), and There are some restrictions on the outer diameter.

Furthermore, when assembling an automatic transmission to an engine, since the flywheel, etc., which are components on the input shaft side, are assembled to the engine, a certain amount of relief must be removed on the output shaft side for assembly. Failure to do so may result in injury or impairing workability. As shown in Fig. 1, when an automatic transmission is connected to the engine 1 and the automatic transmission is shifted on the side of the manual shaft when the load is heavy, there is a d5 at the joint between the ring assembly and the engine assembly, where the spline is fitted when the engine is in use. 12 mowings are required. However, in the conventional two-shaft V-bell I to automatic transmission, the output shaft supporting wall 7 (
The flywheel 1
Engine star attached to 2 (- ring gear 12
2 and the support 7 and the electromagnetic brake 8 housing section 10 on the side of the output shaft 22 of the transmission case 10 are reduced, and Ll cannot be made sufficiently larger than the L2, so the assembly (= poor J property) is reduced. It has become.

The purpose of the present invention is to integrate the four supports supporting the output shaft and the cores of the electromagnetic brakes adjacent to the supports or to overlap them in the radial direction. Alternatively, by configuring it as a support, the axial dimension can be shortened and the size 111 in FIG. 1 can be increased, thereby improving the ease of assembly.

The continuously variable transmission for vehicles of the present invention includes a hollow input shaft, an input/J pulley whose effective diameter is variable by a four-button mechanism, a hollow output shaft parallel to the input shaft, and a servo mechanism. An output pulley with a variable diameter, and a bell that transmits power between the input pulley and the output pulley. Set on the side (j
a forward/reverse switching mechanism 1 shallow 4f4 provided on one side of the output boo; It consists of a reverse switching mechanism and a differential 41?J installed through the hollow part of the output shaft of the V-belt type continuously variable transmission 1.
In an automatic transmission for a vehicle in which the toma is equipped with an electromagnetic brake, the output shaft is rotatably supported by an output shaft support wall provided near the electromagnetic brake, and is locked to a transmission case, the output shaft 111 is fixed to a transmission case. The support walls (sabo 1~) change speed via the core of the electromagnetic brake); and (2) are locked to the inner wall of the case.

Next, the present invention will be explained based on the 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 Pell 1-type continuously variable transmission, and 3 is a clutch mechanism. In the present invention, a centrifugal clutch is used. 4 is a forward/reverse switching mechanism, and 5 is a differential mechanism.

The flywheel 12 has a disk 123 at its center that is fastened to the end face 111 of the engine outlet @ 11 with a bolt 121.
and an annular weight 125 fastened to the outer periphery of the annular weight 125, and the annular ways 1 to 125 have a cylindrical part for forming a clutch room inside. 127 is extended, and the cylindrical part 1
An inner peripheral edge 129 for forming a clutch member 128 is formed on the other side 9 of 27.

The V-belt type continuously variable transmission 2 includes a hollow input shaft 12 disposed in series on the same axis as the engine output shaft.
1. A hollow output shaft 22 of a V-belt type continuously variable transmission arranged in parallel with the input horn shaft, an input pulley 23 provided on the input shaft 21, and a hollow output 11111 provided on the 22 The output pulley 24, the V belt 25 that transmits power between the input pulley 23J5 and the output J pulley 24, the servo mechanism 26 that changes the effective diameter of the input pulley 23, and the effective diameter of the output pulley 24 that changes → It consists of a fubo machine IG 27 and a nozzle structure 28 installed on the input box.

The input shaft 21 has a hollow shaft center and is rotatable by bearings 211 and 212 (supported by the belt-type continuously variable transmission case 10, and also supported by the engine at the gear stage 213).
, the other side has an alligator outer peripheral spline 214 and a tip screw 21
5 is formed.

The output shaft 22 has a hollow shaft center, and in this embodiment is formed integrally with a sleeve of a fixed flange that covers the outer periphery 71.
is spline-fitted to an axial protrusion 101 formed on the inner wall of the case 10 and locked in the circumferential direction, and is locked in the axial direction via a snap ring 223, with a bearing fitting boss section at the center. It is rotatably supported on the output shaft supporting wall 73 formed therein via a bearing 221, and is rotatably supported on the other side 102 of the transmission case 10 via a bearing 222. There is.

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 216.
The other end has an outer peripheral spline 231, a sleeve-shaped part 233 provided with a key groove 232, and a flange formed integrally with the sleeve-shaped part 233 and provided with a slit 234 on the outer periphery for detecting the rotational speed of the input shaft. A fixed flange 23A consisting of a portion 235 is fitted onto the sleeve portion 233 of the fixed flange 23A so as to be freely displaceable in the axial direction, and a key groove 236 corresponding to the key groove 232 of the fixed flange is formed in the inner peripheral wall. A movable flange 23B1 and key grooves 232 and 23 consisting of a sleeve-shaped hub portion 278 having a driven screw 237, which is a first screw, on the outer peripheral wall of the arm, and a flange portion 239 formed integrally with the hub portion 278.
Fixed 7-lunge 23A and movable 7-lunge 23 placed in G
It consists of a ball key 230 that allows displacement in the axial direction with respect to [3] and integrally rotates around the axis.

The output pulley 24 has a keyway 241 and a spline 2 on the outer periphery.
42, screws 243, and splines 249, a fixed flange 24A consisting of a sleeve-shaped part 244 formed integrally with the output shaft 22, and a flange part 247 formed integrally with the sleeve-shaped part 244; The sleeve portion 244 of the fixed flange 24Δ is displaceably displaceable in the axial direction, a key groove 2450 corresponding to the key groove 241 is provided on the inner periphery, and a driven screw, which is a first screw, is provided on the outer periphery. A movable flange 24B1 consisting of a sleeve-shaped hub part 247 on which a screw 246 is formed and a flange part 248 formed integrally with the hub part 247; It consists of a ball key 240 for allowing displacement in the axial direction and integrally rotating around the axis.

The V-belt 25 includes a fixed flange 23Δ and a fixed flange 24A, a movable flange 23BJ>, and a movable flange 24 of the input pulley 23 and the output pulley 24, respectively.
Working surfaces 251 and 252 are provided on both sides, which contact the 3-7-shaped working surface and form a grinding surface.

The panono pulley servo machine 4f/'J2G has a driving screw 261 formed on the inner periphery, which is a second screw that is screwed into the movable flange 23 [3 of the above-mentioned input pulley's recessed screw 237]. to 7 'J >'J 2
65 wo interlude, -Cq, a note.

A sleeve 262 which is a driver of a movable flange that is in contact with the other cam race 287 of the cam mechanism, and the sleeve 26
2 and the case 10, a wet multi-plate electromagnetic downshift brake 263 brakes the sleeve 262.
, a cylindrical spring guide 264 (arranged around the outer periphery of the sleeve 262), the spring kite 264 and the sleeve 2
62, the end on the engine side is connected to the movable plunger 23 [3], and the spring end is used for the first Noah tube shift 1 connected to the other end of the cylindrical spring guide 264. The torsion coil sleeve 266 is disposed on the outer periphery of the spring guide, and is connected to the engine of the spring guide 264 with the other end connected to the other end of the sleeve 202. Connected torsion coil spring 26 for second upshift 1~
Consists of 1.

[Output] The servo 1 structure 27 of the boob has a sleeve 272, which is a driver, and a drive screw 271, which is a second screw, which is screwed into the driven screw 24G of the movable flange 24B, is formed on the inner periphery. , a wet multi-plate electromagnetic type that fixes the sleeve 272 and the case 10. A torsion spring 274 for downshifting is installed with both ends connected between the shaft shift brake 8, the sleeve 272 and the movable flange 24B, and a spline that fits with the spline 242 of the output shaft is formed, and the movable flange One surface on the 243 side is in contact with the end surface of the sleeve 272 via a bearing 275, and the other surface is locked with a nut 276 via the inner race of the bearing 221.
and a support ring 277 that supports 2 in the axial direction.

An electromagnetic upshift brake 8 (J4) includes a core 81 integrally formed with the output shaft support wall 7, an electromagnetic coil 82 wound around the core, and spline-fitted to a protrusion 101 on the inner wall of the transmission case 10. The brake plates 1 and 83d3 and the backing plates 1-84 are spline-fitted to the cylindrical brake hub 85 connected to the sleeve 272, and the brake plates 1 and 86 are connected to the brake plates 1 and 86 alternately with the brake plates 1 to 1. Become.

As shown in FIG. 3, the cam mechanism 28 is fixed in the axial direction by a snap ring 218 fitted onto the input shaft 21 and a nut 217 screwed into the screw 215 formed at the end of the input shaft. 1ij121 spline 21
One cam race 282 on which an inner circumferential spline 281 with a four-way spline fit is formed, the other cam race 287, a tapered roller 288 interposed between these cam races, and a cover ring 2 of the roller 288.
89, a roller 2884; a movable 7 flange 233 which is sandwiched between the action surfaces 292 and 286 of the races 282 and 287 and corresponds to the change in the rotational direction of the input shaft 21 and the fixed flange 23A. Press to the right) Change the direction.

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

(a) When running at constant speed, play = 1 = 2G3 and 8 are both released.

Torque transmission is as follows: input shaft 21 → one race 282 of the cam mechanism → taper roller 288 → other race 2
81→Input coupler 23->■ Bells 1 to 25-) Output pulley 24→Output shaft 22 in this order. ■The magnitude of 1 herk transmitted by the bells 1 to 25 is proportional to the force applied to the V-pels 1 to 25, and the clamping force is transmitted via the movable pulley 23B and the sleeve 262 screwed with the movable pulley. Te(l)
! ! Due to the principle of the 7J mechanism, the inlet J boob moves slightly in the rotational direction, and a clamping force F is applied in the axial direction by the data roller 288.
C changes in proportion to the transmitted torque as shown in FIG. -25 and the working surfaces of the movable flange 23-B and the fixed flange 23A change, thereby changing the clamping force on the contact surfaces. ~ Required clamping force not to slip,
F2 is the necessary clamping force to prevent the V-belt from slipping at the lowest gear ratio, FO is the clamping force when using a conventional hydraulic servo, and Fsl is the clamping force by the J spring. From the graph in Figure 4, it can be seen that the clamping force and the transmission torque are directly proportional to each other even if the transmission torque is 5kg g m or less, and the V-belt and pulley It can be seen that the occurrence of unnecessary Hasatsujino is greatly reduced.

(b) Upshifting is performed by engaging the brake 8.

The sleeves 262 and 272 rotate relative to the sleeve portions 278 and 247 of the movable flange, and
3B is displaced to the right of the input pulley 23 (rightward in the figure in the direction of increasing the vector radius), and the movable flange 24B is displaced to the right of the input pulley 23.
4 (to the right in the drawing), and the ratio of change j to middle is reduced. When the gear ratio reaches the control set value, the brakes 263 and 8 are released.

During this upshift, the 14th torsion spring 274 of the J pulley is twisted and energy is accumulated.

(c) Crank shift 1~ is performed without engaging the brake 263. .

When the brake 263 is engaged, the sleeve 262 is fixed, the movable flange 23B is displaced in the direction of decreasing the effective i of the input coupler 23 (to the left in the figure), and the torsion spring 27
4 rotates and returns the sleeve 272, and moves the movable flange 24B in the direction of increasing the effective i\ of the output boolean (left side in the figure)
Displace it to. Movable flange 23 of this person couple 23
The displacement of B is performed against the pressing force of the movable flange 23[3 by the cam mechanism. When the gear ratio reaches the control set value, the brake 263 is released. This downshift 1-hour,
The first a3 of the inlet coupler->novo mechanism 26 and the second up-rotator 1 to the spring 266 and 267 are twisted to accumulate energy.

Brake for this\/bevel 1~continuously variable transmission
- If the 263.8 electromagnetic brake fails and the brake becomes unable to engage, the vehicle can continue to drive with the same gear ratio as before the failure. Therefore, the gear ratio is changed by the hydraulic servo V.
It is possible to prevent the gear ratio from being changed inadvertently, such as due to oil pressure leakage in the Pell 1-type continuously variable transmission, resulting in excellent safety.

The clutch nM Jf'j 3 includes an engaging portion 31 provided between the input coupler 23 and the engine 1, and an operating portion 33 provided on the other side of the input pulley for operating the engaging portion 31.
, and a bushing rod 35 inserted into the hollow of the J-shaft 21.

The engaging part 31 has a hub 311 fixed to the center thereof which is in contact with the engine side end 351 of the bushing rod 35, and a tie A7 flamm spring 313 and the diaphragm spring 31 disposed on the engine arm part of the clutch room.
Centrifugal way 1-314 engaged with the outer periphery of K centrifugal way 1-314, pressure play 1-315 which is suppressed by K centrifugal way 1-314 and engages the clutch, and between the input turnip 123 and the dial flam spring 313. The hub 321 is spline-fitted to the bell (one end 21 of the engine of the input shaft of the continuously variable transmission), the breath plate 315 and the fly 11). ) MOν(Ways 1 to 125 (This theory) Clutch plate 1-32 is arranged between the clutch meat 128 and has clutch discs 317 and 319 attached to both sides.
3. Huff '321 and clutch play 1 and 323)
history ii'i? It consists of a Danha spring 325.

The operating section 33 includes a bush lever 331 mounted on the transmission case 10;
The other or four of: i ' 3! +2 is touched,
The other spring end is rotatably supported on the inner wall of the sliding knob 333 via a release bearing 335. It consists of a bearing race 337, and the bushing lever 331 is rotated counterclockwise around a fulcrum by manual or automatic operation. The sliding cap slides against the engine and pushes the bushing lever 35 against the engine.
L, displace the center of the dart flam spring 313 toward the engine, pull the pressure plates 1 to 1 toward the engine, and connect the first and second clutch disks 317 and 3.
19 is attached to the clutch plate 323, and the flywheel 12 is disconnected from the V-bell mill type continuously variable transmission input shaft 21. In releasing this clutch, the diaphragm spring 313 reduces the operating force. J3 clutch's yR1j sentence is Bushlever 33
1 may be absorbed by two engines (performed using a booster using negative L1).

Forward speed switching 1514m 4 is dog clutch 41<
(brake device), a first simple planetary gear set 43, and a second simple planetary gear set 45.

The dog clutch 41 is connected to the lever A-
9411, 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), a sleeve 413, etc. between the second gear 417 Setup (pulled synchro gear 419 (sync [i-nizer ring)
Consisting of.

The first planetary gear sets 1 to 43 are installed on the output shaft 22 of the Pell 1-type continuously variable transmission.
The lean gear 431 formed on the sun gear 430 spline-fitted to the 2nd gear 41 of the old dog clutch
7 and the second planetary gearlet 4.
ring gear 433 connected to sun gear 451 of No. 5, A-1? connected to first gear 415 of dog clutch 41 and connected to second ring gear 453. rear 43
5, d3, and a planetary gear 437, and the second planetary gearlet 45 includes the sun gear 451, the ring gear 453, and the protruding horn sleeve 4! connected to the gearbox of the differential mechanism. )0 spline 459
1 consisting of a gear A/rear 455 and a planetary gear 457 spline-fitted to the
When the sleeve 413 of the dog clutch 41 is engaged with the second gear 417 by the 'f-motion or automatically, the ring gear 4 is engaged with the second gear 417.
33 and sun gear 41) 1 are fixed at /ll sous 01, the set gear ratio forward movement is performed, and the sleeve 413
is meshed with the first gear 415. i
When the link gear 453 is set to case 1 (), t,', ], there is a backward movement at the set gear ratio.

Differential arrangement A・le 1) f+: ! i is the advance 1
The output sleeve 450, which is the output shaft of the hexadecimal switching mechanism 4, is used as an input shaft, and is integrally connected to the input shaft 450, and includes a gear box 52, a differential small gear 53, and a stop gear meshed with the differential small gear. Large dynamic gear, 5! i, 5G, one output shaft 57 spline-fitted to the large differential gear and the output of the above-mentioned Pell 1 ~ type continuously variable transmission 1 @ first and second sun gears 431, 451, and output sleeve 450 Insert the full
The other output shaft 58 is arranged at 1 and 1.

13 and 14 are constant velocity joins i~ provided at the ends of the output shafts 57A5 and 58 of the Dino Allencial 1 horizontally 5.
It is.

FIG. 5 shows a second embodiment of the invention.

In this embodiment, the recess 75 formed in the output shaft support wall 1 is integrated by fitting the core 81 therein, and has the same axial dimensions as the embodiment shown in FIG. Wall 7 is attached.

FIG. 6 shows a third embodiment.

In the 71-embodiment, the protruding J-axis supporting wall 7 is engaged with the inner periphery of the core 81. Engagement is formed on the inner periphery 87 of the core 81 with a protrusion 88 in the circumferential direction and a snare 1 fitted into the inner periphery 87.
, the outer periphery of the output shaft support wall 7 is sandwiched between the eight rings.

FIG. 7 shows the fourth embodiment! I’.

In this embodiment, a protrusion 90 is provided on the inner circumferential surface 87 of the core 81 (the protrusion 90 is inserted into a recess provided on the outer circumference of the output shaft support wall 7).
7, and fix it with some rotation.

In the second to fourth embodiments, the core 81 and the output shaft support wall 7 are formed of different materials suitable for their respective purposes, and at the same time, the axial dimension can be shortened.

As described above, since the continuously variable transmission for vehicles of the present invention locks the output shaft support to the inner wall of the transmission case through the core of the electromagnetic brake, the axial dimension can be shortened. This improves the ease of assembling the automatic transmission assembly to the engine.

[Brief explanation of the drawing]

Figure 1 is a 1-meter cross-section of a conventional TJ dual-use continuously variable transmission 11-lighter.
FIG. 2 is a sectional view of the continuously variable transmission for a vehicle according to the first embodiment of the present invention, FIG. 3 is an enlarged view of the cam mechanism, FIG. 4 is a graph for explaining the function of the cam mechanism, and FIG. The figure is an enlarged view of main parts of a continuously variable transmission for a vehicle according to a second embodiment of the present invention, and FIG.
FIG. 7 is an enlarged view of the main parts of the continuously variable transmission for a vehicle according to the fourth embodiment. In the figure: 2... V-bell; - type continuously variable transmission 3... Clutch 41 4... Forward/reverse switching mechanism 5... Differential mechanism 7... Output shaft supporting wall 8... Electromagnetic type up-zino Flake for 1 ~ 81...Core 2''1 (3: Me1 28 Figure 4 q Chair straw lL7

Claims (1)

[Claims] 1) Medium? P's input shaft, a human pulley whose effective diameter is variable by a servo mechanism, a hollow output shaft parallel to the input shaft, an output pulley whose effective diameter is variable by a servo mechanism,
J: Consisting of a V-bell 1- type that transmits power between the input boolean and the output pulley, and a clutch (shallow groove) provided on one side of the input boolean and out) J
A forward/reverse switching mechanism is provided on one side of the pulley, and one of the output shafts is provided on one side of the forward/reverse switching mechanism. It consists of a differential mechanism inserted through the hollow part of the output shaft of the machine, and the output mechanism is equipped with an electromagnetic brake, and the output shaft is installed near the electromagnetic brake. In the automatic transmission for a vehicle, the output shaft support wall is rotatably supported by an output shaft support wall and is locked to a transmission case, and the output shaft support wall is connected to an inner wall of the transmission case via the core of the electromagnetic brake. 2) The V-Pel 1~ type continuously variable transmission has an input shaft, an output shaft arranged parallel to the input shaft, a fixed flange, and a fixed flange. An input and output boolean consisting of a movable flange that is movable in the axial direction with respect to the flange and rotates integrally with the fixed flange, and a V-belt that transmits power between these manual pulleys and the output pulley. and a first screw formed on each movable flange or a member interlocking with the movable flange, a second screw 1c screwed into the first screw, and the first screw and the second screw are connected to each other. a servo mechanism for each movable flange consisting of a drive element that displaces the movable flange in the axial direction by relatively rotating the movable flange, and a drive mechanism for the drive element;
At least the input shaft or I is provided on one side of the output shaft, and a cam mechanism is provided to make the clamping force between the movable flange or the fixed flange and the V-belt 1 proportional to the transmission torque of the V-belt. The electromagnetic brake has a drive (stepped in a shallow groove) for controlling a drive element on the side of the output pulley. Machine.