JPS62255651A - Continuously variable transmission - Google Patents

Abstract

PURPOSE:To form a device into small size, by providing a one way clutch, which enables the rotation to be performed only in the advance rotating direction of a vehicle from an input shaft side to an output shaft side, between a torque cam of a continuously variable transmission and a clutch in the output shaft side. CONSTITUTION:If a vehicle is stopped when it advances climbing a hill by an internal combustion engine, a reversely turning effect is transmitted to a countershaft III from the side of an output shaft IV and to a one way clutch 40, provided being unable to reversely rotate, by separating a start clutch 6 while placing a hydraulic clutch 30 in an engaged condition. In this way, the vehicle, in which a reversing preventing, that is, hill stop function is generated while the generation of a large sound and/or shock in the time of restarting can be prevented, enables various driven parts to be protected. While mounting space can be reduced by enabling a device to be formed into small size.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a continuously variable transmission, and more particularly to a continuously variable transmission that has a hill stop function, protects a driving part, and is miniaturized.

[Conventional technology]

There are various types of continuously variable transmissions (CVTs), such as belt type and toroidal type, which increase or decrease the vehicle speed by continuously changing the gear ratio determined by the input rotation speed and output rotation speed. .

[Problem that the invention seeks to solve]

Incidentally, in a continuously variable transmission, thrust in the axial direction is generated by a wedge effect in which balls or rollers are wedged between parallel slopes.

As a result, a backlash inevitably occurs, and when the slope on which the ball or roller rides is changed during a reverse rotation, a large noise and impact are generated. In addition, when a car is reversed, it means, for example, when the car stops on the way up a slope, when it slides down due to its own weight, when it starts to climb again.

To prevent this phenomenon, as shown in FIG. 1, a clutch 60 that connects and disconnects the rotational force may be placed behind the torque cam 62. In other words, the continuously variable transmission device 2X including the torque cam 62 is always rotated in a fixed direction by the prime mover, and there is no problem.

However, in a symmetrical continuously variable transmission device such as a toroidal type, a range of gear ratios is secured during speed increase and deceleration, and the clutch has a high torque (more than twice the input torque) during deceleration. The clutch is subject to high rotation (more than twice the input rotation speed) during acceleration and speed increase, and is easily damaged, increases in size, and has the disadvantage that it is difficult to control the clutch to function as a starting clutch. .

Furthermore, when used as a continuously variable transmission for an automobile, it is necessary to incorporate a reverse gear and a neutral function, resulting in a complicated configuration, difficulty in manufacturing, and disadvantages in practical use.

[Purpose of the invention]

Therefore, an object of the present invention is to provide a starting clutch on the input shaft side of a continuously variable transmission and a clutch for connecting the input shaft side and the output shaft side on the output shaft side, in order to eliminate the above-mentioned disadvantages. Ly7 between the torque cam of the gear transmission and the clutch on the output shaft side is a one-way clutch that can rotate only in the forward rotation direction of the vehicle from the input shaft side to the output shaft side. To realize a continuously variable transmission device that has a hill stop function, prevents the generation of loud noises and shocks when restarting, protects various drive parts, and can downsize the device.

[Means for solving problems]

In order to achieve this object, the present invention provides a continuously variable transmission in which the rotational force of an internal combustion engine is input from an input shaft, and the rotational force after gear change is transmitted via a continuously variable transmission shaft to an output shaft via a counter shaft. A starting clutch is provided on the human power shaft side, and a clutch that connects the input shaft side and the output shaft side is provided on the output shaft side, and a clutch is provided on the input shaft side between the torque cam of the continuously variable transmission and the clutch on the output shaft side. The present invention is characterized by the provision of a one-way clutch that can rotate only in the forward rotational direction of the vehicle from the output shaft side toward the output shaft side.

[Effect]

With the above-mentioned configuration, when the internal combustion engine stops when moving forward, the starting clutch is separated and the hydraulic clutch is in the engaged state, so that reverse rotational force is transmitted from the output shaft side to the counter shaft ■. Reverse rotation force is transmitted to a one-way clutch that cannot be rotated in reverse, creating a hill stop function that prevents backward rotation, and prevents the generation of loud noises and shocks when restarting, protecting various drive parts. This also contributes to the miniaturization of the device.

〔Example〕

Embodiments of the present invention will be described in detail below based on the drawings.

Figure 1.2 shows an embodiment of the invention. 1st
．． In FIG. 2, 2 is a continuously variable transmission of an internal combustion engine, 2 is an input shaft, 2 is a continuously variable transmission shaft, 2 is a counter shaft, and 2 is an output shaft. The input shaft (2) is configured to be co-centered with the motor shaft 4, and a starting clutch 6 is provided on the input shaft I side, that is, the motor shaft 4. The starting clutch 6 drives an oil pump (not shown), and the continuously variable transmission 2 is connected to the continuously variable transmission 2. The necessary hydraulic pressure is generated, the pressure is regulated or divided by a hydraulic pulp (not shown), and the pressure is supplied to each important point.

A gear 8 is provided on the input shaft I of the continuously variable transmission 2, and a gear 10 that meshes with the gear 8 and functions as a torque cam is provided on the continuously variable transmission shaft H. Further, the continuously variable transmission shaft H is provided with, for example, a traction drive type toroid type continuously variable transmission [12]. This continuously variable transmission 812 is
An input disk 14, an output disk 16, and two toroidal rollers 18.18 that are interposed between the input disk 14 and the output disk 16 and change the radius of the contact position.
It consists of. The toroidal rollers 18.18 are each pivoted about a pivot axis 20.20.

Furthermore, a torque cam 22 is provided between the gear IO and the input disk 14, and as shown in FIG. The configuration is as follows.

The continuously variable transmission shaft (2) passes through the roller 24, the gear 10, and the torque cam 22, and is equipped with a gear 26. This gear 26 is engaged with the gear 28 of the counter shaft (2), and is configured to intermittent transmission of driving force from the continuously variable transmission shaft (2) to the counter shaft (2) by means of a hydraulic clutch 30 provided on the counter shaft (2). In addition, gear 3 installed on the counter shaft ■
2 is a counter reverse gear that engages with the idler gear 34 as appropriate. Further, the final drive gear 36 on the counter shaft (2) is configured to rotate a drive wheel (not shown) via a differential unit 38 on the output shaft (2) side.

Between the torque cam 22 of the continuously variable transmission 12 and the hydraulic clutch 30 provided on the counter shaft (■) on the output shaft (■) side, for example, the continuously variable transmission shaft (H), the hydraulic clutch 30 is engaged only during forward movement, and the hydraulic clutch 30 is connected only when moving forward. A one-way clutch 40 capable of rotating only in the forward rotational direction of the vehicle toward the (1) side is provided, and this one-way clutch 40 is fixed to a case 42. In addition, code 44
is a reverse gear provided on the input shaft I.

Next, the effect will be explained.

When the internal combustion engine drives the vehicle forward, the prime mover shaft 4 drives the input shaft (2) with the starting clutch 6, and drives the continuously variable transmission shaft (2) through the gear 10 meshed with the forward gear 8.
A driving force is transmitted to generate a pressing force on the roller 18. The roller 18 rotates around the swing shaft 20, changing the radius to the point of contact with each disk 14, 16, and changing the speed ratio. Further, the gear 28 is driven by the gear 26 of the continuously variable transmission shaft H, the counter shaft (■) is also driven by the engaged hydraulic clutch 30, and the differential unit 3 is driven by the final drive gear 36.
8 to drive the output shaft [V, which drives the drive wheels (not shown) forward.

Furthermore, when the vehicle is stopped while moving forward, the starting clutch 6 is separated, and a reverse rotational force is transmitted from the drive wheels (not shown) to the differential unit 38 via the output shaft ■, and this reverse rotational force is transmitted to the final drive gear 36. is transmitted to the counter shaft (■). At this time, the hydraulic clutch 30 is in an engaged state, and this hydraulic clutch 30
．． The reverse rotational force is transmitted via the gear 28 to the one-way clutch 40 that is fixed to the case 42 so as not to be able to rotate in reverse.

Furthermore, when reversing, the input shaft! A driving force is transmitted by the reverse gear 44 to the gear 32 via the idler gear 34, causing the counter shaft (■) to rotate in the reverse direction, and the reverse rotational force is transmitted to the differential unit 38 via the final drive gear 36, and then through the output shaft (■). The drive wheels (not shown) are rotated in the opposite direction.

As a result, the hydraulic clutch is engaged when the vehicle is pitched forward, and the one-way clutch that can rotate only in the forward rotation direction of the vehicle from the input shaft side to the output shaft side creates a backward prevention, or hilst knob function, and is put into practical use. In addition to being advantageous, it also prevents balls and rollers from running uphill, prevents large noises and shocks when restarting, and prevents slipping and galling of the continuously variable transmission part. Therefore, various driving parts can be protected.

Further, the device can be made smaller, the installation space can be reduced, and the degree of freedom in layout is increased, which is advantageous in practice.

Furthermore, the hydraulic clutch is disengaged when the vehicle is in neutral or in reverse rotation, so there is no problem.

Note that the present invention is not limited to the above-described embodiments, and various modifications can be made.

For example, in the embodiment of the present invention, the one-way clutch 40, which can rotate only in the vehicle forward rotation direction from the input shaft ■ side to the output shaft ■ side, is driven from the input shaft ■ to the counter shaft ■, as shown in FIG. If it is attached to the continuously variable transmission 2A which is provided with a bypass clutch 50, a bypass gear 52, and a gear 54 to bypass the power, when the bypass gear is used,
It is possible to set the gear ratio of the continuously variable transmission part to a rotation range where the sliding resistance of the one-way clutch is small, and it is possible to maintain high efficiency and downsize.

〔Effect of the invention〕

As explained in detail above, according to the present invention, a starting clutch is provided on the input shaft side of the continuously variable transmission, and a clutch is provided on the output shaft side for connecting the input shaft side and the exit horn shaft side, and the continuously variable transmission is A one-way clutch is installed between the torque cam of the machine and the clutch on the output shaft side, which allows the vehicle to rotate only in the forward direction of rotation from the input shaft side to the output shaft side, so it prevents backward movement or prevents hills when the vehicle stops in the middle of a forward pitch. It is possible to generate a stop function, prevent the generation of loud noises and bumps when restarting, and prevent slipping and galling of the continuously variable transmission parts, thereby protecting various drive parts. Furthermore, the device can be made smaller and the degree of freedom in layout is increased, which is advantageous in practice.

[Brief explanation of drawings]

1.2 shows an embodiment of the present invention, FIG. 1 is a schematic explanatory diagram of a continuously variable transmission, and FIG. 2 is an enlarged view of a main part of a torque cam in the continuously variable transmission. FIG. 3 is a schematic explanatory diagram of a continuously variable transmission device showing another embodiment of the present invention. FIG. 4 is a schematic explanatory diagram of a continuously variable transmission device showing the prior art of the present invention. In the figure, 2 is a continuously variable transmission, ■ is an input shaft, ■ is a continuously variable transmission shaft, ■ is a counter shaft, ■ is an output shaft, 4 is a prime mover shaft, 6 is a starting clutch, 8.10 is a gear, and 12 is a Continuously variable transmission, 14 is an input disk, 16 is an output disk, 1
8 is a toroidal roller, 20 is a swing shaft, 22 is a torque cam, 24 is a roller, 26.28 is a gear, 30 is a hydraulic clutch, 32 is a gear, 34 is an idler gear, 36 is a final dry 7'-t' gear, 38 is the differential unit, 40 is the one-way clutch, 42 is the case, 44
is the reverse gear. Patent Applicant Suzuki Motor Co., Ltd. Representative Patent Attorney Yoshimi Saigo Figure 'X2 Figure 2

Claims (1)

[Claims] In a continuously variable transmission that inputs the rotational force of an internal combustion engine from an input shaft and transmits the rotational force after gear change to an output shaft via a countershaft via a continuously variable transmission shaft, a starting clutch is provided on the input shaft side and the output A clutch is provided on the shaft side to connect the input shaft side and the output shaft side, and a clutch is provided between the torque cam of the continuously variable transmission and the clutch on the output shaft side only in the forward rotation direction of the vehicle from the input shaft side to the output shaft side. A continuously variable transmission characterized by being equipped with a one-way clutch that can rotate.