JPS63152770A - Continuously variable transmission - Google Patents

Abstract

PURPOSE:To facilitate separation of a pump drive shaft from the spline coupling part on the crank shaft side by forming a ring-shaped groove in the spline part at the front end of drive shaft, detaining a clip at this groove, putting this clip in pressure contact with the rear end of a boss, and thereby preventing the said two members from seizing. CONSTITUTION:A boss 53 in a single piece with a drive plate 11 is fitted in the center hole 52 of a crank shaft 10 to provide centering alignment. Splines 53a, 42b are formed at the bore of said boss 53 and the periphery at the tip of a pump drive shaft 42, and solid coupling in the rotating direction is provided through meshing of the two splines 53a and 42b. A clip 55 is fitted in a groove 54 in the spline 42b. The clip 55 contacts the rear end-face 53b of the boss 53 to serve stopper action for the pump drive shaft 42 in its axial direction and also to serve location.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a belt-type continuously variable transmission for a vehicle, and more particularly to a spline connection between an engine crankshaft and an oil pump drive shaft.

[Conventional technology]

Conventionally, regarding this type of continuously variable transmission, for example, Japanese Patent Application Laid-open No. 5
There is a prior art of Publication No. 9-175664. Here, the clutch, ft1 reverse switching mechanism, primary pulley, and oil pump are arranged in a straight line in this order with respect to the engine crankshaft, and the drive shaft of the oil pump at the rear is connected to the crankshaft at the front. There is. At this joint, a boss on the drive plate side fits into the center hole of the crankshaft for centering, and the tip of the pump drive shaft is spline-coupled to this boss. Also, the oil pump side of the long drive shaft is partially hollow, and it is shown that it also serves as the primary pressure oil passage.

[Problems to be solved by the invention]

By the way, in the above-described conventional configuration, a pressing force toward the crankshaft always acts on the pump drive shaft due to the primary pressure. Therefore, at the spline joint between the front end of the pump drive shaft and the boss, the cut-up part (corner R part) of the spline on the drive shaft side bites into the corner of the spline on the boss side, and the above pressing force is applied. . Since both the cut-up portion of the spline and the corner portion on the boss side are tapered in shape, the above-mentioned biting progresses more and more. When the engine and transmission are separated, the pump drive shaft may come off together with the two, causing it to bend or damage the oil seal.
There were problems such as pulling. The present invention has been made in view of these points, and provides a continuously variable transmission that prevents the spline joint between the pump drive shaft and the crankshaft from jamming and facilitates the separation of the two. is intended to provide.

[Means for Solving the Problems 1] In order to achieve the above object, the present invention provides that the front end of the drive shaft of the oil pump is spline-coupled to the boss on the crankshaft side, and an oil passage is formed in a part of the rear part. In the continuously variable transmission, a ring-shaped groove is formed in the spline portion at the front end of the drive shaft, and a clip is engaged with the groove, and the clip is pressed into contact with the rear end of the boss. [Function] Based on the above configuration, the front end of the pump drive shaft is integrated with the boss by spline connection in the rotational direction, and
The clip acts as a stopper in the axial direction and receives pressing force from hydraulic pressure. In this way, in the present invention, the pressing force of the pump drive shaft no longer acts on the spline joint, making it possible to facilitate separation from the boss. [Embodiment 1] Hereinafter, one embodiment of the present invention will be specifically described with reference to the drawings. In FIG. 1, an example of a transmission system of a belt-type continuously variable transmission combined with an electromagnetic powder clutch to which the present invention is applied will be described. Reference numeral 1 denotes an electromagnetic powder clutch, and 2 indicates a continuously variable transmission. The continuously variable transmission 2 can be roughly divided into:
1tJ reverse switching section from the input side3. The boolean ratio converting section 4 and the final reduction section 5 are configured in a transmission configuration. The electromagnetic powder clutch 1 is housed in one side of the clutch housing 6, and is connected to the other side of the clutch housing 6, the main case 7 connected thereto, and the side of the main case 7 opposite to the clutch housing 6. Inside the side case 8, the switching section 3 of the continuously variable transmission 2 is installed. A boolean ratio conversion section 4 and a final reduction section 5 are assembled. The electromagnetic powder clutch 1 includes a ring-shaped drive member 2 that is integrally connected to a crankshaft 10 from the engine via a drive plate 11. It has an ice fold-shaped driven member 4 that is integrally spline-coupled to the transmission input shaft 13 in the rotational direction. And driven member 4
A coil 15 is built into the outer peripheral side of both members 2.1.
4, a gap 16 is formed along the circumference, and this gap 16 communicates with a powder chamber 17 containing electromagnetic powder inside the gap 16. In addition, a power supply brush 19 is in sliding contact with a slip ring 18 at the hub portion of the driven member 4 equipped with a coil 15, and a wire is connected from the slip ring 18 through the inside of the driven member 4 to the recoil 15 to form a clutch current circuit. has been done. In this way, when the clutch current is applied to the coil 15, the drive and driven member 2.1 are connected through the gap 16.
4, electromagnetic particles are combined and accumulated in the gear 16 in a chain-like manner, and the resulting binding force causes the driven member 14 to slide and integrally connect to the drive member 2, resulting in a clutch connected state. . On the other hand, when the clutch current is cut, the coupling force between the drive and the drive member 2.degree. 14 due to the electromagnetic powder disappears, resulting in a clutch disengaged state. In this case, the clutch current is controlled by the continuously variable transmission 2.
If this is done in conjunction with the operation of the switching unit 3, the drive (D), sporty drive (Ds) or forward drive (D) from parking (P) or neutral (N> range), sport drive (Ds) or t
Clutch 1 is automatically connected and disconnected when ill is switched to reverse (R) range, eliminating the need for clutch pedal operation. Next, in the continuously variable transmission 2, the switching section 3 is provided between the input shaft 13 from the clutch 1 and the main shaft 20 disposed coaxially therewith. That is, the input shaft 13 is formed with a reverse drive gear 21 that also serves as a forward engaged side, and a reverse engaged side gear 22 is rotatably fitted to the main shaft 20. 21° 22 is a counter gear 24 supported by a shaft 23, an idler gear 2 supported by a shaft 25
They are meshed through 6. A switching mechanism 27 is provided between the main shaft 20 and the gears 21 and 22. Here, the above gear 21.24.26.2 which is always in mesh
2 is a driven member 1 having a coil 15 of the clutch 1;
4, and corresponding to the fact that the inertia mass of this part is relatively large when the clutch is disengaged, the switching mechanism 27 is connected to the main shaft 2.
A sleeve 29 spline-fitted to the hub 28 of the gear 0 is configured to be meshed and coupled to each gear 21, 22 via a synchronizing mechanism 30, 31. Thereby, when the sleeve 29 is engaged with the gear 21 side via the synchronizing mechanism 30, the main shaft 20 is directly connected to the input shaft 13, and the main shaft 20 is in a forward moving state. On the other hand, when the sleeve 29 is reversely engaged with the gear 22 side via the synchronizing mechanism 31, the input shaft 13 is connected to the main shaft 22 via the gears 21, 24, 26, 22.
The engine power is decelerated and reversed to enter the advancing state. In the boolean ratio conversion unit 4, a subshaft 35 is arranged parallel to the main shaft 20, and primary pulleys 36. A secondary pulley 37 is provided and an endless drive belt 3 is provided between both pulleys 36,37.
The fourth stage is a handover. The pulleys 36 and 37 are each divided into two parts, one of which is a fixed pulley 36a. 37a, the other movable pulleys 36b, 37b are movable to make the pulley interval variable, and the movable pulley 36
A hydraulic servo device eF38.39 which itself also serves as a piston is attached to b and 37b, and a spring 40 is applied to the movable pulley 37b of the secondary pulley 37 in a direction to narrow the pulley interval. Further, as a hydraulic control system, an oil pump 41 as an operating source is installed next to the primary pulley 36. This oil pump 41 is a high-pressure gear pump, and the pump drive shaft 42 is connected to the primary pulley 36. It passes through the main shaft 20 and the input shaft 13 and is directly connected to the crankshaft 10, so that hydraulic pressure is always generated during engine operation. and,
The oil pressure of the oil pump 41 is supplied to and discharged from each hydraulic servo device ff138.39 using υIwJL, and the pulley spacing between the primary pulley 36 and the secondary pulley 37 is changed to an inverse relationship, so that the pulley 36.37 of the drive belt 34 The pulley ratio in is continuously changed, and the continuously variable power is output to the subshaft 35. The final reduction unit 5 has a minimum boolean ratio on the high-speed stage side of the boolean converting unit 4 that is very small, for example, 0.5, so that the secondary shaft 35
In view of the fact that the number of rotations is high, an output shaft 44 is connected to the subshaft 35 via a set of intermediate reduction gears 43 . A final gear 46 meshes with the drive gear 45 of this output shaft 44, and transmission is configured from the final gear 46 to the axles 48.degree. 49 of the left and right drive wheels via a differential mechanism 47. On the other hand, in detail regarding the pump drive shaft 42,
A part of the fixed side of the oil pump 41 and the primary pulley 3G is a shaft pipe part 42a, and this shaft pipe part 42a
communicates with the primary cylinder 38a via the hole 50 and the like, forming a part of the primary pressure oil passage 51. Furthermore, in FIG. 2, the crankshaft side spline joint of the pump drive shaft 42 is detailed, and a boss 53 integral with the drive plate 11 is fitted into the center hole 52 of the crankshaft 10 to perform centering. There is. Splines 53a and 42b are formed on the inner periphery of the boss 53 and the outer periphery of the tip of the pump drive shaft 42, and are integrally coupled in the rotational direction by meshing with both splines 53a and 42b. Further, a relatively shallow ring-shaped groove 54 is provided near the cut-up portion 42c of the spline 42b, and a clip 55 is fitted into the groove 54. The clip 55 comes into contact with the rear end surface 53b of the boss 53 to act as a stopper and to position the pump drive shaft 42 in the axial direction. With the above configuration, power from the engine crankshaft 10 is transferred to the dry plate 11. The switching section 3 of the continuously variable transmission 112 via the electromagnetic powder clutch 1. The signal is input to the boolean ratio converter 4. And the primary pulley 36 of the pulley ratio converter 4. Secondary pulley 37. Belt 34° Hydraulic servo device 38
and 39, the continuously variable power is output to the subshaft 35, which is transmitted to the wheels via the final reduction unit 5 to cause the vehicle to travel. At this time, part of the engine power is transferred to the drive plate 11
is transmitted to the pump drive shaft 42 via the boss 53,
This pump drive shaft 42 constantly drives the oil pump 41 for hydraulic control. In addition, primary pressure is generated in the shaft tube portion 42a of the pump drive shaft 42 during gear shifting and acts to push the drive shaft 42 toward the crankshaft, but this pushing force is stopped by the clip 55 on the boss 53 side.
The pressing has no influence on the splines 53a and 42b. As described above, according to the present invention, when a pressing force is applied to the crankshaft side of the pump drive shaft, the clip acts as a stopper just before the spline joint between the two. Therefore, the axial positioning of the pump drive shaft and the reception of the pressing force are ensured. Since the biting at the spline joint is eliminated, the pump drive shaft can be easily removed from the boss when the engine and transmission are separated, and problems associated with pulling out the pump drive shaft will not occur. The use of a clip allows the groove of the pump drive shaft to be shallow, which is advantageous in terms of rigidity.

[Brief explanation of the drawing]

FIG. 1 is a longitudinal sectional view showing an embodiment of the continuously variable transmission of the present invention;
FIG. 2 is an enlarged sectional view of the main part. 10... Crankshaft, 41... Oil pump, 42
...Pump drive shaft, 42a...Shaft tube part, 42b
... Spline, 42c... Cut-up portion, 51...
・Oil passage, 53...Boss, 54...Groove, 55...Clip. Patent applicant Fuji Heavy Industries Co., Ltd. Agent Patent attorney Jundo Kobashi Patent attorney Susumu Murai Figure 2

Claims (1)

[Claims] In a continuously variable transmission in which the front end of the drive shaft of an oil pump is spline-coupled to a boss on the crankshaft side and an oil passage is formed in a part of the rear part, a groove is formed in the spline portion of the front end of the drive shaft. A continuously variable transmission characterized in that the groove is formed into a ring shape, a clip is locked in the groove, and the clip is pressed into contact with the rear end of the boss.