JPS59205058A - Speed change gear for vehicle - Google Patents

Abstract

PURPOSE:To improve economics of fuel and traveling performance of a vehicle by obtaining a speed change step, with large ratio of speed change required for starting, by means of a gear type speed change mechanism and also obtaining steplessly a speed change step on the high speed side by means of a belt type stepless speed change mechanism. CONSTITUTION:At the starting time of a vehicle, a driven gear 8 for advance is connected to an output shaft 7 by means of a dog clutch 11, and a clutch 1 is connected thereto subsequently. Then, turning effort of an internal-combustion engine 100 is transmitted to the output shaft 7 with the comparatively large ratio of speed change determined by a driving gear 5 and the driven gear 8. Upshift after the starting is performed through supply of oil pressure into an oil pressure chamber 3 to put a clutch 20 in connection and the clutch 1 in separation and subsequent transmission of the turning effort of the engine 10 to a belt type stepless speed change gear 25. Said change gear 25 is formed such that the ratio of speed change is continuously reduced by increase in the effective pulley diameter of an output pulley 27 following decrease in the effective pulley diameter of an input pulley 26.

Description

[Detailed description of the invention] The present invention relates to a transmission device used in vehicles such as automobiles.

Conventionally, this is a tri 11!1 type of transmission that is generally used in vehicles such as automobiles, and this has a transmission ratio of l.
The immersion chamber has the advantage of having a high white sand polish and high transmission efficiency, but since it is geared, there is a practical limit to the number of gears, so the vehicle cannot be driven by the output of a prime mover such as an internal combustion engine. There is a limit to adapting the power to the ideal characteristics according to the running load and vehicle speed.

In view of the above-mentioned problems with gear-type transmissions, various attempts have been made to apply continuously variable transmissions in which the gear ratio changes continuously as automatic transmissions for vehicles, one of which is the belt-type transmission. BACKGROUND ART Continuously variable transmission mechanisms are known, and belt-type continuously variable transmission mechanisms are seen as promising as continuously variable transmission devices for vehicles due to the development of metal V-belts. However, since it is a stepless belt type, the rotation radius of the V-belt cannot be made very small.
For this reason, the belt type continuously variable transmission mechanism alone may not be able to satisfactorily match the output characteristics of the vehicle prime mover and the required running characteristics of the vehicle because the gear ratio range is not very large.

The present invention makes effective use of the respective advantages of a gear-type transmission mechanism and a belt-type continuously variable transmission mechanism, and can fully adapt a vehicle drive horn based on the output of a prime mover such as an internal combustion engine to ideal characteristics depending on the running load and vehicle speed. The purpose of this invention is to develop a vehicular transmission that can improve the fuel efficiency and driving performance of a vehicle compared to conventional ones, and can also be used as an automatic transmission.

According to the present invention, such a target is a first clutch;
A second clutch, an output shaft drive-coupled to a wheel, and a vehicle motive force (I'Jl J
The rotary power of the vehicle prime mover is transmitted to the output 4111 with at least one gear ratio and is drive-coupled in a R-like manner.
6 (IJ vehicle type transmission mechanism, selectively drive-coupled to the vehicle prime mover by the second clutch, and having a gear ratio smaller than the gear ratio of the gear type transmission 1) This is achieved by a transmission decoy for medium vehicles, which has a belt type continuously variable transmission mechanism that transmits the rotational power of 1 to the output shaft 1.

In this configuration, gears with relatively large gear ratios, such as the first gear required for starting the vehicle, are gear-type 'I! This is achieved by continuous transmission, and the gears on the higher side than the first gear are continuously controlled by the belt 2 111 (speed change mechanism). It is possible to obtain a wide range of speed, and the speed change during general driving (j) is carried out in a stepless manner with the main belt-type continuously variable transmission mechanism, and the output characteristics of the prime mover can be fully matched to the required driving characteristics of the vehicle. This improves the fuel economy of the prime mover and the driving performance of the vehicle,
However, the quietness of the vehicle will be improved.

The present invention will be described in detail below with reference to the accompanying drawings.
Please explain to 1.

FIG. 1 is a schematic Tl8M diagram showing one embodiment of the vehicle power j* device according to the present invention. The vehicle transmission according to the present invention includes two clutches 1 and 20.

The clutch 1 is of a dry type, and its input member 2 is connected to a flywheel 102 attached to a crank 101 of an internal combustion engine 100.

The output member 3 of the clutch 1 is drivingly connected to the inlet J@4. The engagement and disengagement of the clutch 1 is performed by a hydraulic nervo device or an electromagnetic servo device (not shown).

A forward drive gear 5 and a reverse drive gear 6 are fixed to the input shaft 4.

Medium vehicle use change; *菰"1 is parallel to input l1lIII4 (
The output side 17 has a forward driven gear 8 and a reverse driven gear 9, respectively. There is.

The forward driven driven gear 8 is in constant open mesh with the forward drive gear 5,
For the forward drive 6 + Working together with the wheel 5, the gear ratio is generally I (Yamanaka variant) It has 414 slots.

The reverse driven gear 9 meshes with the intermediate gear 1o, and the intermediate gear 10 meshes with the reverse drive gear 6.
I+, 'I mesh, 13. These three gears make one reverse gear train 47. S has been completed.

The clutch of the dock clutch 11 is f'1 in the output point 7.
2 or C is fixed. The dog clutches 11 are provided on each of the driven blocking wheel 8 for forward movement and the driven wheel 9 for reverse movement, and mesh with the dog clutch members 13 and 14 and the hub 12. Dock Clap part +4 in condition
Dog sleeve 15 selectively interlocks with 13 and 14
When the dog sleeve 15 meshes with the dog clutch member 13, the forward driven gear 8 is connected to the output shaft 7 in a torque transmission relationship, and the dog sleeve 1
5 is caught in the dog clutch member 14? By doing so, the reverse driven gear 9 is connected to the output shaft 7 in a torque transmission relationship. The switching of the dog clutch 11 is performed by a hydraulic system (not shown), an electromagnetic lever device, or a manual operation.

The clutch 20 is of the wet type, and its input member 21 is connected to the input member of the clutch 1 through the gears 16 and 17 and the shaft 18, in other words to the flywheel 10 of the internal combustion engine 100.
2. Clutch 20 is oil j koku 23
When the input member 21 is supplied with a hydraulic pressure higher than a predetermined value
and the output section 22 are connected in a torque transmission relationship.

The output portion 22 of the clutch 20 is drivingly connected to another input shaft 24 provided parallel to the input shaft 4.

The input shaft 24 and the output shaft 7 are drive-coupled by a horizontal belt-type continuously variable transmission 25. The belt type fIM speed change mechanism 25 includes a Hekabu-926 fixed to the input shaft 24, an output pulley 27 fixed to the output l1117, and an endless V stretched between the input pulley 26 and the output pulley 27. It has a belt 28.

The input pulley 26 and the output pulley 27 are fixed pulley parts 1rA26a, 27a and movable pulley member 26b1271, respectively.
), and the effective pulley diameter, that is, vA9ηIV
The rotation radius of the belt 28 is increased.

The belt type continuously variable transmission mechanism 25 continuously decreases the gear ratio as the effective diameter of the output pulley 27 increases as the effective diameter of the input J pulley 2G decreases. As the effective pulley diameter of the output pulley 27 decreases as the effective pulley diameter of the input pulley 26 increases, C1' continuously increases the gear ratio, and changes the maximum gear ratio between the forward drive gear 5 and the forward drive gear C1'. The transmission ratio of the gear pair with the driven gear 8 is set smaller than that of the gear pair, and as in the illustrated embodiment, the internal combustion engine 10
When the rotational power of 0 is input through the reduction gear pair made up of gears 17 and 16, the maximum speed ratio between the speed ratio of the reduction gear i1 and its own speed ratio (111 or the forward drive gear 5) is input. The maximum gear ratio is set to be smaller than the gear ratio of the gear pair of the forward drive gear 5 and the forward driven gear 8, and the gear ratio is set to be smaller than the gear ratio of the gear pair of the forward drive gear 5 and the forward driven gear 8. The gear ratio changes continuously from a gear ratio smaller by a predetermined amount to a gear ratio corresponding to the gear ratio of the required highest gear position.

An output gear 19 is fixed to the output shaft 7, and the output gear 19 has a ring tooth width (input gear) 3 of a differential gear device 30.
1 is always engaged. The output members of differential gearing 30 are drivingly connected to left and right axles 32,33.

FIG. 2 shows one embodiment of a hydraulic circuit for controlling the operation of the clutch 20 and the belt type continuously variable transmission mechanism 25. This hydraulic circuit includes an oil tank 50% strainer 51,
Oil pump 52, electromagnetic variable relief valve 53, check valve 5
4. The oil pump 52 has an electromagnetic switching valve 55, an electromagnetic servo valve 56, and an oil passage connecting these. Relief valve 53 (maintains oil pressure in oil passage 57 to internal combustion engine 10)
The pressure is adjusted to line oil pressure according to predetermined characteristics depending on the load of zero. The relief boat of the variable relief valve 53 is connected to a lubricating oil supply passage 60 via an oil passage 58 and a throttle 59, and is also connected to an oil return passage 61 via a check valve 54.

The oil passage 57 is connected to the hydraulic chamber 27G of the output pulley 27, and is connected to the hydraulic chamber 27G for constantly supplying the line hydraulic pressure to the hydraulic chamber 27G.
It's becoming a sea urchin.

゛The electromagnetic servo valve 56 is connected to the hydraulic chamber 26c of the input pulley 26.
A neutral position where the oil passage 63 connected through the throttle 62 is not connected to either the oil passage 57 or the drain passage 64 and the oil passage 63 is closed, or a hydraulic pressure supply that restricts the oil passage 63 to the oil passage 57. position and a hydraulic discharge position that connects the oil passage 63 to the drain passage 64.
The hydraulic pressure supplied to the engine 6c is controlled according to the load of the internal combustion engine 100 and the vehicle speed.

By controlling the hydraulic pressure introduced into the oil valve 26c by the hydraulic circuit as described above, as the oil 11 increases, the effective pulley force of the input pulley 2G decreases, and the effective diameter of the output pulley 27 increases. As the hydraulic pressure increases, the gear ratio of the belt-type continuously variable transmission mechanism 25 decreases.In contrast, as the oil pressure decreases, the effective diameter of the input pulley 26 increases σ, and the effective pulley diameter of the output pulley 27 decreases. As a result, the gear ratio of the belt-type continuously variable speed mechanism 25 increases.

The electromagnetic switching valve 55 has a hydraulic pressure supply position where the oil passage 6G connected to the hydraulic chamber 23 via the throttle 65 is connected to the oil passage 57, and a hydraulic pressure 1) [out position where the oil passage 66 is connected to the drain passage 67]. It has two switching positions: when the clutch 1 is disengaged, it is switched to the hydraulic pressure supply position, and when the clutch 1 is connected, it is switched to the hydraulic discharge position.

To start the vehicle forward, the forward driven gear 8 is connected to the output shaft 7 by the dog clutch 11 in a torque transmission relationship.
Next, by connecting the clutch 1, the internal combustion engine 100
Knowing that the rotational power of is determined by the forward driving gear 5 and the forward driven driven center 8, it is a relatively large gear ratio, and the rotational power is 411 force l1.
117, and the rotational power is transmitted to 32 and 33 through the left and right center shafts via the moving tooth intermediate device 30. At this time, (, 1 kuratu) 20 is separated, and the belt type 1; 1, 1, tautomorphic)
The internal combustion engine's 1,000-rpm power is completely exhausted at f8;
No costume.

After the center shaft starts moving forward, hydraulic pressure is supplied to the hydraulic chamber 23, the clutch 20 is connected, the clutch 1 is disengaged, and the rotational power of the internal combustion engine 100 is transferred to the belt-type continuously variable transmission mechanism. This is done by transmitting 4' to 25. As mentioned above, the speed ratio of the reduction gear pair formed by gears 17 and 16 and the belt type jlt! +5j Is the maximum value of the gear ratio product with the gear ratio of the transmission mechanism 25 the forward drive? li+medium; 5
smaller than the gear ratio of the gear pair by the forward driven gear 8,
Its gear ratio is a belt-set continuously variable transmission (fA 41i 2
The gear ratio of gear 5 changes continuously with a predetermined width, so that the gear ratio changes from a gear ratio that is a predetermined value smaller than the gear ratio of the gear pair of forward drive gear 5 and forward driven gear 8 to the gear ratio of the highest gear. Since the gear ratio changes continuously up to 1, when the vehicle is running, the gear ratio of the transmission is changed to belt type continuously variable transmission 1 as described above.
By appropriately controlling the gear ratio of the transverse 25 according to the load of the internal combustion engine 100 and the vehicle speed, the gear ratio of the transmission can be appropriately and continuously changed according to the load of the internal combustion engine 100 and the vehicle speed. . From this point onward, the output characteristics of the internal combustion engine 100 and the vehicle's required driving characteristics can be fully matched.
The fuel economy of the internal combustion engine 100 and the driving performance of the vehicle are improved. In addition, the speed change control when the vehicle is running is carried out by the belt-type continuously variable transmission type 41425, so that it is performed smoothly and no shift shock occurs1.When the vehicle starts in reverse, the dog clutch 11 is used to control the speed change 9 of the driven teeth are connected to the output shaft 7 in a torque transmission relationship,
Next, the clutch 1 is connected.

In the embodiment described above, the forward drive gear 5 and the forward driven gear 8 are used only for the forward start of the L vehicle, and the gear ratio thereof is the circle i1't % +ii of the vehicle.
+ 1'-je is set to a relatively large 1111 necessary for the forward movement (1 for forward movement) (drive (ψ1 and 5) and 4 [(speed, high t'J) on the center shaft when moving only when the vehicle is running. 8 out of 1
In order to smoothly develop the torque transmission relationship with output lN17, as shown in Figure C),
~ The same IIJ device is installed in the clutch 11, 1. The twist is good. 1. This period's purchase is Synchro Noiser Ring 3/1
and 1-part month 35 b (1
) 'Q Ah C good.

FIG.
1.1 inside 10 and human power 14 are clutch 20
It is connected in parallel with ←21non・”]1exit f336.

1 non-u 1 ikunotsu 1-3 G is the rotational speed of the input shaft 24 that attempts to increase beyond the rotational speed of the gear 16.
! , 'l +, only 2 is in the J-lock state, that is, only the engine play 11L'+ is in the self-lock state, and the rotational power is transmitted only from the input shaft 2/l to 1'44Φ1 (3). -It's turning into a sea urchin.

By providing the one-way clutch 36, a state in which clutches 1 and 20 are properly disconnected occurs during downshift +14, and the L)1 engine brake state is maintained, resulting in an engine braking effect.

Although the present invention has been described above in detail with reference to specific embodiments, the present invention is not limited thereto, and various embodiments are possible within the scope of the present invention. It will be obvious to those skilled in the art that C.

[Brief explanation of the drawing]

Fig. 1 is a schematic configuration diagram showing an embodiment of the present invention at -0 during running of a vehicle; The hydraulic circuit diagrams of the embodiments, FIGS. 3 and 4, do not show the embodiments of the vehicle transmission according to the present invention, but are schematic configuration diagrams. 1...Clutch, 2...Input member, 3...Outlet J
8I143. 4... Input shaft, 5... Forward drive gear, 6... Reverse drive initial (in +fi, 7... Output shaft, 8... Forward driven gear, 9... IG iIE 1 of 611 Kawasan activities
0...Intermediate gear, 11...Dog Kunotsuji, 12.
... Clutch hub, 13.14 ... Dog sleeve, 1G. 17...(4f(lj 1ε)...axis, 19...
Output south center, 20...clutch, 21...input member,
22... Output member, 23...-i+l+pressure chamber, 2/l
...Input shaft, 25...Belt type non-reciprocal speed 4tlr
, 26... Input pulley, 27... Output pulley. 28...Tsu lj14; V bell i-, 3o...Differential gear device, 31...Manpower Yamanaka, 32.33...Axle, 34...Synchronized noise I nong, 35...・】
-Nbugetsu, 3) 6... One Wooj Ikuratua, ;) 0・
・・Oil tank, 51... Strain +-c) 2...
Oil bonzo, 53...Variable relief valve, 5.1...Check valve, 51]...°Solenoid switching valve, 56...Solenoid servo? , 57.58...oil passage, 59...throttle, 6
0...'81"j? Bone extraction oil supply passage 61... Oil return passage, 62... Restriction. (53... Oil passage, 64... Drain passage, [35.
...Aperture. 6G...oil passage, 100...internal combustion engine, 101...
・Cl]／riil'l11, 102...Flywheel No. 3 Figure 100 Figure 4 A

Claims (1)

[Claims] A first clutch, a second clutch, and an output 1h11 drivingly connected to the wheels; a gear type transmission mechanism that transmits the rotary movement horn of the vehicle prime mover to the output shaft; and a gear ratio J of the gear type transmission mechanism selectively drive-coupled to the vehicle prime mover by the second clutch. A vehicle transmission device comprising a belt-type 11-stage transmission mechanism that transmits the rotational power of the vehicle motive force of one foot to the output shaft with a small gear ratio.