WO2016129314A1 - 自動変速機 - Google Patents
自動変速機 Download PDFInfo
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- WO2016129314A1 WO2016129314A1 PCT/JP2016/050739 JP2016050739W WO2016129314A1 WO 2016129314 A1 WO2016129314 A1 WO 2016129314A1 JP 2016050739 W JP2016050739 W JP 2016050739W WO 2016129314 A1 WO2016129314 A1 WO 2016129314A1
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- WIPO (PCT)
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- rotation
- axis
- shaft
- center
- automatic transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H37/0846—CVT using endless flexible members
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/46—Gearings having only two central gears, connected by orbital gears
- F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
- F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
- F16H3/54—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
- F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
- F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
- F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
- F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
- F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H2037/023—CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
- F16H2037/0886—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft with switching means, e.g. to change ranges
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2038—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with three engaging means
Definitions
- the first shaft, the second shaft, and the fourth shaft are provided with large-diameter rotating elements.
- the first shaft, the second shaft, The axis and the fourth axis are arranged so as to form a substantially acute triangle when viewed in the axial direction.
- a fourth shaft that is coaxial with the drive shaft is disposed below the automatic transmission, the first shaft is disposed obliquely above the fourth shaft, and the first shaft A second axis is disposed obliquely above.
- An automatic transmission is provided between an input member disposed on a first shaft and drivingly connected to a drive source, and the first shaft and a second shaft parallel to the first shaft, A transmission mechanism that transmits the rotation of the first shaft to the second shaft, a primary pulley disposed on the second shaft, a secondary pulley disposed on a third shaft parallel to the second shaft, A continuously variable transmission mechanism having a belt wound around both pulleys and capable of continuously changing a gear ratio, and disposed on a fourth axis parallel to the third axis, An output member that meshes with the drive pinion gear and outputs a rotated rotation, and when viewed from the axial direction, with a straight line connecting the center of the first axis and the center of the fourth axis as a boundary, on one side The center of the second axis is disposed on the other side, and the center of the third axis is disposed on the other side.
- the first axis AX1 is coaxial with the crankshaft of the internal combustion engine 2.
- the input shaft 31 of the automatic transmission 10 is connected to the forward / reverse switching mechanism 50 via the transmission mechanism 90.
- the transmission mechanism 90 has a drive gear 91 and a driven gear 92 that mesh with each other, and transmits the rotation to the input shaft 51 of the forward / reverse switching mechanism 50 by reversing the rotation of the input shaft 31. That is, the transmission mechanism 90 is provided between the first axis AX1 and the second axis AX2, and transmits the rotation of the first axis AX1 to the second axis AX2.
- the continuously variable transmission mechanism 40 includes a primary pulley 41 and an input shaft 47 disposed on the second shaft AX2, a secondary pulley 42 and an output shaft 48 disposed on the third shaft AX3, and both the pulleys 41 and 42.
- the belt-type continuously variable automatic transmission mechanism has a wound endless belt 43 and the speed ratio can be continuously changed.
- the input shaft 47 is drivingly connected to the output shaft 52, and the output shaft 48 is drivingly connected to the intermediate shaft 60.
- the secondary pulley 42 has conical wall surfaces that oppose each other, a fixed sheave 42 a that is fixed so as not to move in the axial direction with respect to the output shaft 48, and an axial direction with respect to the output shaft 48.
- the movable sheave 42b is movably supported, and the belt 43 is sandwiched by a groove portion having a V-shaped cross section formed by the fixed sheave 42a and the movable sheave 42b.
- the fixed sheave 41 a of the primary pulley 41 and the fixed sheave 42 a of the secondary pulley 42 are arranged so as to be opposite to the belt 43 in the axial direction.
- a hydraulic servo 45 is disposed on the back side of the movable sheave 41b of the primary pulley 41, and a hydraulic servo 46 is disposed on the back side of the movable sheave 42b of the secondary pulley 42.
- the hydraulic servo 45 is supplied with a primary pressure as a working hydraulic pressure from a primary pressure control valve (not shown) of the hydraulic control device 12, and a secondary pressure is supplied to the hydraulic servo 46 from a secondary pressure control valve (not shown) of the hydraulic control device 12. It is supplied as working hydraulic pressure.
- the hydraulic servos 45 and 46 are configured to generate a belt clamping pressure corresponding to the load torque by supplying each operating hydraulic pressure, and to generate a clamping pressure for changing or fixing the gear ratio. ing.
- the differential device 70 has a differential case 71 containing a differential gear (not shown), and the differential case 71 has a relatively large diameter mounting ring gear 72 fixed thereto.
- the mount ring gear 72 is connected to a differential gear via a differential case 71, and left and right drive shafts 73 supported by the differential case 71 are connected via a differential gear.
- the output gear 61 on the third axis AX3 and the mount ring gear 72 are meshed with each other, the output gear 61 is configured to have a relatively small diameter, and the mount ring gear 72 is configured to have a relatively large diameter.
- the ratio is gained. That is, the drive shaft 73 is disposed on the fourth axis AX4 and outputs a rotated rotation.
- FIG. 2A is a schematic view showing the shaft arrangement when the automatic transmission 10 is viewed from the axial direction, with a first straight line L1 connecting the center of the first axis AX1 and the center of the fourth axis AX4 as one boundary.
- the center of the second axis AX2 is arranged on the side, and the center of the third axis AX3 is arranged on the other side.
- the second axis AX2 is arranged on the lower side and the third axis AX3 is arranged on the upper side with the first straight line L1 as the boundary.
- the center of the primary pulley 41 can be arranged below the crankshaft of the internal combustion engine 2, so that there is no need in the automatic transmission 10 compared to the case where the center of the primary pulley 41 is arranged coaxially with the crankshaft.
- the arrangement position of the step transmission mechanism 40 can be lowered.
- the second straight line L2 connecting the center of the second axis AX2 and the center of the third axis AX3 when viewed from the axial direction is relative to the first straight line L1.
- the third shaft AX3 can be disposed behind the first shaft AX1
- the secondary pulley 42 disposed on the third shaft AX3 is driven by the internal combustion engine 2 connected to the first shaft AX1.
- the ECU 11 includes, for example, a CPU, a ROM that stores processing programs, a RAM that temporarily stores data, an input / output port, and a communication port. Various control signals such as a control signal to the hydraulic control device 12 are provided. This signal is output from the output port.
- the ECU 11 switches the automatic transmission 10 between the forward mode and the reverse mode as appropriate based on the travel stop state of the vehicle 1 and the driver's intention of acceleration / deceleration.
- the hydraulic control device 12 is configured by, for example, a valve body, generates line pressure, modulator pressure, and the like from hydraulic pressure supplied from an oil pump (not shown), and the first clutch C1 and the first clutch based on a control signal from the ECU 11.
- the hydraulic pressure for controlling each one brake B1 can be supplied and discharged.
- the automatic transmission 10 configured as described above moves forward by disengaging the first clutch C1 and the first brake B1 shown in the skeleton diagram of FIG. 1 in the combination shown in the engagement table of FIG. 2B. Either mode or reverse mode is selected and achieved, or none is selected and the neutral state is entered.
- the ECU 11 selects the forward mode. Then, the ECU 11 controls the hydraulic control device 12 to supply and discharge the hydraulic pressure so as to engage the first clutch C1 and release the first brake B1 as shown in FIG. 2B. Thereby, in the automatic transmission 10, the input rotation from the input shaft 31 is input from the transmission mechanism 90 to the input shaft 47 of the continuously variable transmission mechanism 40 via the first clutch C1. Then, the continuously variable transmission mechanism 40 performs speed change as appropriate, and the left and right drive shafts 73 are rotated in the forward direction from the intermediate shaft 60 via the differential device 70.
- the ECU 11 selects the reverse mode. Then, the ECU 11 controls the hydraulic control device 12 to release and supply the hydraulic pressure so as to release the first clutch C1 and engage the first brake B1, as shown in FIG. 2B.
- the input rotation from the input shaft 31 is reversed from the transmission mechanism 90 via the planetary gear DP 1 and input to the input shaft 47 of the continuously variable transmission mechanism 40. Then, the continuously variable transmission mechanism 40 performs speed change as appropriate, and the left and right drive shafts 73 are rotated in the reverse direction from the intermediate shaft 60 via the differential device 70.
- the first straight line L1 connecting the center of the first axis AX1 and the center of the fourth axis AX4 is used as one boundary. Since the center of the second axis AX2 and the center of the third axis AX3 are arranged on the other side, the second axis AX2 or the third axis AX3 can be arranged below the first axis AX1.
- the rotation direction of the drive shaft 73 and the rotation directions of the second axis AX2 and the third axis AX3 are opposite to each other. For this reason, the lubricating oil that has been lifted up by the primary pulley 41 disposed on the second shaft AX ⁇ b> 2 is less likely to scatter in the direction of the drive shaft 73. Thereby, the stirring resistance with respect to the lubricating oil of the drive shaft 73 can be made small, and a fuel consumption can be improved.
- the first straight line L1 connecting the center of the first axis AX1 and the center of the fourth axis AX4 is used as a boundary.
- the center of the second axis AX2 is disposed on the lower side, and the center of the third axis AX3 is disposed on the upper side.
- the forward / reverse switching mechanism 50 which is a heavy object arranged on the second axis AX2
- the center of gravity of the automatic transmission 10 can be lowered and installed.
- the running stability of the vehicle 1 can be improved.
- the secondary transmission 42 disposed on the third axis AX3 is the automatic transmission 10 disposed above the primary pulley 41 disposed on the second axis AX2.
- running can be made small, and a fuel consumption can be improved.
- the forward / reverse switching mechanism 50 is disposed on the second shaft AX2 and can output to the primary pulley 41 by switching the rotation input from the input shaft 31 between forward rotation and reverse rotation. It has. For this reason, since the driving force of the internal combustion engine 2 input to the input shaft 31 can be switched between forward rotation and reverse rotation, the vehicle 1 can be switched forward and backward.
- the forward / reverse switching mechanism 50 is disposed on the second shaft AX2 and is connected to the sun gear S1 that is drivingly connected to the input shaft 31 and the carrier CR1 that is drivingly connected to the primary pulley 41.
- a first clutch C1 having a ring gear R1 that can be freely rotated and connected to the input shaft 31 and the primary pulley 41 via the carrier CR1 at the time of engagement and capable of achieving a forward rotation mode;
- a first brake B1 capable of achieving a reverse mode in which the rotation of the ring gear R1 is fixed and the input shaft 31 and the primary pulley 41 are connected via the planetary gear DP1 to transmit reverse rotation.
- forward / reverse switching can be realized by a relatively simple configuration of the planetary gear DP1, the first clutch C1, and the first brake B1.
- an automatic transmission 210 according to a second embodiment will be described with reference to FIGS. 3A and 3B.
- This embodiment is different from the first embodiment in that a transmission gear mechanism 250 is disposed instead of the forward / reverse switching mechanism 50, but the other configuration is the same as that of the first embodiment.
- the same configurations are denoted by the same reference numerals, and detailed description thereof is omitted.
- the driven gear 92 of the transmission mechanism 90, the primary pulley 41 of the continuously variable transmission mechanism 40, and the input shaft 47 are disposed on the second axis AX2. Further, the secondary pulley 42 and the output shaft 48 of the continuously variable transmission mechanism 40, the transmission gear mechanism 250, the intermediate shaft 60, and the output gear 61 are arranged on the third shaft AX3.
- the planetary gear DP2 includes a sun gear (first rotating element) S2 that is drivingly connected to the secondary pulley 42, and a carrier (second rotating element) CR2 that is drivingly connected to the second clutch C2 and can input the rotation of the input shaft 31. And a single pinion planetary gear having a ring gear (third rotating element) R2 drivingly connected to the drive shaft 73 via the intermediate shaft 60.
- the carrier CR2 rotatably supports a pinion P2 meshing with the sun gear S2 and the ring gear R2, and can be fixed to the transmission case 80 via the first brake B1.
- the first clutch C1 is disposed between the output shaft 48 and the intermediate shaft 60 of the continuously variable transmission mechanism 40, and the output shaft 48 and the intermediate shaft 60 are directly connected by engagement so that the first clutch C1 is a low speed only by the continuously variable transmission mechanism 40.
- a transmission path in the mode is formed.
- the second clutch C2 is disposed between the input gear 253 and the carrier CR2, and when engaged, the planetary gear DP2 is input from the input shaft 31 via the input gear 253 and the continuously variable transmission mechanism. 40 is combined with the input rotation input from 40, and the rotation drive in the high-speed mode is output.
- the first brake B1 is configured such that, by engaging, the input rotation input from the continuously variable transmission mechanism 40 reversely rotates the intermediate shaft 60 via the planetary gear DP2, thereby forming a reverse mode transmission path.
- the first clutch C1, the second clutch C2, and the first brake B1 shown in the skeleton diagram of FIG. 3A are engaged in the combinations shown in the engagement table of FIG. 3B.
- either one of the forward low-speed mode, the forward high-speed mode, and the reverse mode is selected and achieved, or none is selected and the neutral state is established.
- the first straight line L1 that connects the center of the first axis AX1 and the center of the fourth axis AX4 as seen from the axial direction is used as a boundary. Since the center of the second axis AX2 is arranged on one side and the center of the third axis AX3 is arranged on the other side, the second axis AX2 or the third axis AX3 can be arranged below the first axis AX1. it can. For this reason, since the upward protrusion of the automatic transmission 210 can be reduced, the mountability to the vehicle 1 can be improved while the continuously variable transmission mechanism 40 is provided.
- a planetary gear DP2 having a drive-coupled ring gear R2 and capable of shifting the rotation of the drive shaft 73, and the input shaft 31 and the drive shaft 73 are connected via the continuously variable transmission mechanism 40 when engaged to transmit the rotation.
- the first clutch C1 that can achieve the low speed mode is connected to the input shaft 31 and the drive shaft 73 via the planetary gear DP2 and the continuously variable transmission mechanism 40 when engaged, and is faster than when the first clutch C1 is engaged.
- an automatic transmission 310 according to a third embodiment will be described with reference to FIGS. 4A and 4B.
- the present embodiment is different from the second embodiment in that the transmission gear mechanism 350 includes a planetary gear unit PU1, but the other configuration is the same as that of the second embodiment, and thus the same configuration. Are denoted by the same reference numerals and will not be described in detail.
- the transmission gear mechanism 350 of the present embodiment includes a planetary gear unit PU1, a first brake (first engagement element) B1, a first clutch (second engagement element) C1, and a second brake (third Engagement element B2 and an input gear 353 meshing with the drive gear 91 of the transmission mechanism 90, and the rotation of the drive shaft 73 can be changed. Further, the transmission gear mechanism 350 is adapted to transmit by switching the rotation direction according to the traveling direction of the vehicle 1 and also functions as a forward / reverse switching device.
- the planetary gear unit PU1 includes two single-pinion planetary gears, that is, a planetary gear DP3 and a planetary gear DP4, and is a Simpson type planetary reset.
- the planetary gear DP3 includes a sun gear (first rotating element) S3 that is drivingly connected to the secondary pulley 42, a carrier (third rotating element) CR3 that is drivingly connected to the driving shaft 73 via the intermediate shaft 60, and a first gear. It is composed of a single pinion planetary gear having a ring gear (fourth rotating element) R3 that can be rotationally fixed by the brake B1.
- the carrier CR3 rotatably supports a pinion P3 that meshes with the sun gear S3 and the ring gear R3.
- the first brake B1 is connected to the ring gear R3, and forms a transmission path in the low speed mode in which the output of the continuously variable transmission mechanism 40 is decelerated by the planetary gear DP3 by engagement.
- the first clutch C1 is disposed between the input gear 353 and the carrier CR4.
- the planetary gear DP4 When engaged, the planetary gear DP4 is input from the input shaft 31 via the input gear 353 and the continuously variable transmission mechanism. 40 is combined with the input rotation input from 40, and the rotation drive in the high-speed mode is output.
- the second brake B2 is configured such that, due to the engagement, the input rotation input from the continuously variable transmission mechanism 40 reversely rotates the intermediate shaft 60 via the planetary gear DP4 to form a reverse mode transmission path.
- the first brake B1, the first clutch C1, and the second brake B2 shown in the skeleton diagram of FIG. 4A are engaged in the combinations shown in the engagement table of FIG. 4B.
- either one of the forward low-speed mode, the forward high-speed mode, and the reverse mode is selected and achieved, or none is selected and the neutral state is established.
- the first straight line L1 connecting the center of the first axis AX1 and the center of the fourth axis AX4 is used as a boundary. Since the center of the second axis AX2 is arranged on one side and the center of the third axis AX3 is arranged on the other side, the second axis AX2 or the third axis AX3 can be arranged below the first axis AX1. it can. For this reason, since the upward protrusion of the automatic transmission 310 can be reduced, the mountability to the vehicle 1 can be improved while the continuously variable transmission mechanism 40 is provided.
- the first brake B1 that can achieve the low-speed mode in which the input shaft 31 and the drive shaft 73 are connected to each other via the planetary gear unit PU1 and the continuously variable transmission mechanism 40 to transmit rotation, and the planetary gear unit PU1 and the continuously variable transmission mechanism 40 when engaged
- the input shaft 31 and the drive shaft 73 are connected via a high-speed motor that transmits rotation at a higher speed than when the first brake B1 is engaged.
- the power transmission paths of the planetary gear DP4 and the continuously variable transmission mechanism 40 are connected in parallel to perform power transmission.
- the torque load on the mechanism 40 can be reduced. Thereby, the fuel efficiency can be improved and the continuously variable transmission mechanism 40 can be downsized.
- an automatic transmission 410 according to a fourth embodiment will be described with reference to FIGS. 5A and 5B.
- This embodiment is different from the first embodiment in that a transmission gear mechanism 450 is disposed instead of the forward / reverse switching mechanism 50, but the other configuration is the same as that of the first embodiment.
- the same configurations are denoted by the same reference numerals, and detailed description thereof is omitted.
- the driven gear 92 of the transmission mechanism 90, the transmission gear mechanism 450, the primary pulley 41 of the continuously variable transmission mechanism 40, and the input shaft 47 are disposed on the second axis AX2. Further, the secondary pulley 42 and the output shaft 48 of the continuously variable transmission mechanism 40, the first clutch C1, the intermediate shaft 60, and the output gear 61 are disposed on the third shaft AX3.
- the transmission gear mechanism 450 of the present embodiment includes a planetary gear unit PU2, a first brake (first engagement element) B1, a first clutch (second engagement element) C1, and a second brake (third engagement). (Engagement element) B2 and a counter gear 454 meshing with the mount ring gear 72 are provided, and the rotation of the drive shaft 73 can be changed. Further, the transmission gear mechanism 450 switches the rotation direction according to the traveling direction of the vehicle 1 and transmits it, and also functions as a forward / reverse switching device.
- the planetary gear unit PU2 includes two single pinion planetary gears, that is, a planetary gear DP5 and a planetary gear DP6 disposed on the outer peripheral side in the radial direction.
- the planetary gear DP5 disposed on the inner peripheral side includes a sun gear (first rotating element) S5 that is drivingly connected to the primary pulley 41, a carrier (second rotating element) CR5 that is drivingly connected to the counter gear 454, and a first gear.
- the carrier CR5 rotatably supports a pinion P5 that meshes with the sun gear S5 and the ring gear R5.
- the planetary gear DP6 disposed on the outer peripheral side of the planetary gear DP5 includes a sun gear (fourth rotating element) S6 that is drivingly connected to the ring gear R5, and a carrier that is drivingly connected to the carrier CR5 and the counter gear 454 (fifth rotating element). It is comprised by the single pinion planetary gear which has CR6 and the ring gear (6th rotation element) R6 which can be rotationally fixed by 2nd brake B2.
- the carrier CR6 rotatably supports a pinion P6 that meshes with the sun gear S6 and the ring gear R6.
- the first brake B1 is connected to the ring gear R5 and the sun gear S6.
- the input brake 31 decelerates the input rotation input from the input shaft 31 via the planetary gear DP5, and outputs it from the drive shaft 73 via the counter gear 454.
- a transmission path in a fixed gear mode is formed.
- the first clutch C1 is disposed on the third shaft AX3 between the output shaft 48 and the intermediate shaft 60 of the continuously variable transmission mechanism 40, and the output shaft 48 and the intermediate shaft 60 are directly connected by engagement to be continuously variable.
- a transmission path in the continuously variable transmission mode by only the transmission mechanism 40 is formed.
- the second brake B2 When engaged, the second brake B2 is configured such that the input rotation input from the input shaft 31 reversely rotates the counter gear 454 via the planetary gear unit PU2, thereby forming a reverse mode transmission path.
- the first brake B1, the first clutch C1, and the second brake B2 shown in the skeleton diagram of FIG. 5A are engaged in the combinations shown in the engagement table of FIG. 5B.
- one of the forward fixed gear (fixed shift) mode, the forward continuously variable transmission (continuous shift) mode, and the reverse mode is selected and achieved, or both are selected. Without being neutral.
- the first straight line L1 connecting the center of the first axis AX1 and the center of the fourth axis AX4 as viewed from the axial direction is used as a boundary. Since the center of the second axis AX2 is arranged on one side and the center of the third axis AX3 is arranged on the other side, the second axis AX2 or the third axis AX3 can be arranged below the first axis AX1. it can. For this reason, since the upward protrusion of the automatic transmission 410 can be reduced, the mountability to the vehicle 1 can be improved while the continuously variable transmission mechanism 40 is provided.
- the sun gear S5 that is disposed on the second shaft AX2 and is drivingly connected to the input shaft 31, the carrier CR5 that is drivingly connected to the driving shaft 73, and a ring gear that is freely rotatable.
- R5 and a planetary gear DP5 that can change the rotation of the drive shaft 73, and the rotation of the ring gear R5 is fixed when engaged, and the input shaft 31 and the drive shaft 73 are connected via the planetary gear DP5 to transmit the rotation.
- the planetary gear DP5, the sun gear S6 that is disposed on the second shaft AX2, is drivingly connected to the ring gear R5, and is freely rotatable by the first brake B1, the carrier CR5, and the drive shaft.
- a planetary gear unit PU2 that has a carrier CR6 that is drivingly connected to 73 and a ring gear R6 that can be rotatably fixed, and that can change the rotation of the drive shaft 73, and a planetary gear unit PU2 that fixes the rotation of the ring gear R6 when engaged.
- a second brake B2 capable of achieving a reverse mode in which the input shaft 31 and the drive shaft 73 are connected via a reverse rotation transmission.
- the axial length can be shortened, and the axial length of the automatic transmission 410 can be shortened to reduce the size. Can be planned.
- the mountability to the vehicle 1 can be improved while the continuously variable transmission mechanism 40 is provided.
- the transmission gear mechanisms 250 and 350 that are heavy objects are arranged on the third shaft AX3 as in the second and third embodiments, the transmission gear mechanisms 250 and 350 are connected to the automatic transmission 10. Since the center of gravity of the automatic transmission 10 can be lowered, the running stability of the mounted vehicle 1 can be improved.
- the automatic transmission 10, 210, 310, 410 provided with the torque converter 20 has been described as an example.
- the present invention is not limited to this.
- it may be provided with a starting clutch, that is, as long as it can adjust the rotation from the internal combustion engine 2 and input it to the automatic transmission 10, 210, 310, 410 when starting, etc. May be provided.
- the automatic transmissions 10, 210, 310, and 410 have been described using the internal combustion engine 2 as a drive source.
- the present invention is not limited to this.
- a combination of a motor and an internal combustion engine or only a motor may be used as a drive source, that is, the automatic transmissions 10, 210, 310, 410 may be used for a hybrid vehicle, an electric vehicle, or the like.
- the present invention is not limited to these, and any device may be used as long as it can be used as a drive source to which an automatic transmission can be connected.
- the present embodiment includes at least the following configuration.
- the automatic transmission (10, 210, 310, 410) according to the present embodiment includes an input member (30, 31) disposed on a first shaft (AX1) and drivingly connected to a drive source (2), Provided between a first axis (AX1) and a second axis (AX2) parallel to the first axis (AX1), and transmits the rotation of the first axis (AX1) to the second axis (AX2).
- the center of the second axis (AX2) is arranged on one side
- the center of the third axis (AX3) is arranged on the other side, with the first straight line (L1) connecting the two as a boundary.
- the first axis (AX1) and the center of the fourth axis (AX4) are connected to the first axis (L1) as a boundary, and the second axis ( Since the center of the third axis (AX3) is arranged on the other side, the center of the second axis (AX2) or the center of the third axis (AX3) is set to the center of the first axis (AX1). It can be arranged below the center. For this reason, since the center of either the primary pulley (41) or the secondary pulley (42) can be arranged below the drive shaft of the drive source (2), the center of the primary pulley (41) or the secondary pulley (42) is driven.
- the arrangement position of the continuously variable transmission mechanism (40) in the automatic transmission (10, 210, 310, 410) can be lowered as compared with the case where it is arranged coaxially with the drive shaft of the source (2).
- the center of either the primary pulley (41) or the secondary pulley (42) may be disposed below the drive shaft of the drive source (2).
- the rotation direction of the output member (73) is opposite to the rotation directions of the second axis (AX2) and the third axis (AX3).
- the first axis (AX1) and the fourth axis (AX4) are connected to each other when viewed from the axial direction.
- the center of the second axis (AX2) is arranged on the lower side, and the center of the third axis (AX3) is arranged on the upper side, with one straight line (L1) as a boundary.
- the forward / reverse switching mechanism (50), the transmission gear mechanism (450), and the like which are heavy objects arranged on the second shaft (AX2), are included in the automatic transmission (10, 210, 310, 410).
- the transmission gear mechanism (250, 350) which is a heavy object, is disposed on the third shaft (AX3), the transmission gear mechanism (250, 350) is connected to the automatic transmission (10, 210, 310, 410), the center of gravity of the automatic transmission (10, 210, 310, 410) can be lowered, and the running stability of the mounted vehicle (1) can be improved. it can.
- the second axis (AX2) and the third axis (AX3) are connected to each other as viewed from the axial direction.
- the second straight line (L2) intersects the first straight line (L1) between the center of the first axis (AX1) and the center of the fourth axis (AX4).
- the third shaft (AX3) can be disposed behind the first shaft (AX1), the secondary pulley (42) disposed on the third shaft (AX3) is disposed on the first shaft. It can arrange
- the forward protrusion of the automatic transmission (10, 210, 310, 410) can be reduced, the mountability to the vehicle (1) is improved while the continuously variable transmission mechanism (40) is provided. be able to.
- the automatic transmission (10) of the present embodiment is arranged on the second shaft (AX2), and the rotation input from the input member (30, 31) is switched between forward rotation and reverse rotation, and the A forward / reverse switching mechanism (50) capable of outputting to the primary pulley (41) is provided. According to this configuration, since the driving force of the driving source (2) input to the input member (30, 31) can be switched between forward rotation and reverse rotation, the vehicle (1) can be switched forward and backward. .
- the forward / reverse switching mechanism (50) is disposed on the second shaft (AX2) and is drivingly connected to the input member (30, 31).
- the output member includes a first rotating element (S1), a second rotating element (CR1) drivingly connected to the primary pulley (41), and a third rotating element (R1) that is rotatably fixed.
- a planetary gear (DP1) capable of changing the rotation of the rotation and the input member (30, 31) and the primary pulley (41) via the second rotation element (CR1) when engaged, and forward rotation
- the first engagement element (C1) capable of achieving the forward mode for transmission, and the input member (30) via the planetary gear (DP1) while fixing the rotation of the third rotation element (R1) when engaged.
- forward / reverse switching can be realized by a relatively simple configuration of the planetary gear (DP1), the first engagement element (C1), and the second engagement element (B1).
- the output member includes a second rotating element (CR2) capable of inputting rotation of the members (30, 31) and a third rotating element (R2) drivingly connected to the output member (73).
- a planetary gear (DP2) capable of shifting the rotation of (73) and the input member (30, 31) and the output member (73) are connected via the continuously variable transmission mechanism (40) when engaged to transmit the rotation.
- the first engaging element (C1) capable of achieving the low speed mode, the input member (30, 31) and the output member via the planetary gear (DP2) and the continuously variable transmission mechanism (40) when engaged.
- the planetary gear (DP5) and the second shaft (AX2) are disposed on the third rotating element (R5) and connected to the third gear (DP5).
- a fourth rotating element (S6) that can be rotated and fixed by two engaging elements (B1), and a fifth rotating element (D5) that is drivingly connected to the second rotating element (CR5) and the output member (73).
- CR6) and a sixth rotating element (R6) that can be rotatably fixed, and a planetary gear unit (PU2) that can change the rotation of the output member (73), and the sixth rotating element when engaged.
- a third reverse rotation mode is achieved in which the rotation of (R6) is fixed and the input member (30, 31) and the output member (73) are connected via the planetary gear unit (PU2) to transmit reverse rotation.
- An engagement element (B2) is provided.
- the planetary gear (DP5) and the planetary gear (DP6) are arranged so as to overlap in the radial direction, the axial length can be shortened, and the axial direction of the automatic transmission (410) can be reduced. The length can be shortened to reduce the size.
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Abstract
Description
以下、第1の実施形態に係る自動変速機10を、図1、図2A、図2Bに沿って説明する。なお、本明細書中で駆動連結とは、互いの回転要素が駆動力を伝達可能に連結された状態を指し、それら回転要素が一体的に回転するように連結された状態、あるいはそれら回転要素がクラッチ等を介して駆動力を伝達可能に連結された状態を含む概念として用いる。
次に、第2の実施形態に係る自動変速機210を、図3A及び図3Bに沿って説明する。本実施形態は、前後進切換え機構50の代わりに変速歯車機構250が配置される点で第1の実施形態と異なっているが、それ以外の構成は第1の実施形態と同様であるので、同様の構成は符号を同じくして詳細な説明を省略する。
次に、第3の実施形態に係る自動変速機310を、図4A及び図4Bに沿って説明する。本実施形態は、変速歯車機構350がプラネタリギヤユニットPU1を有している点で第2の実施形態と異なっているが、それ以外の構成は第2の実施形態と同様であるので、同様の構成は符号を同じくして詳細な説明を省略する。
次に、第4の実施形態に係る自動変速機410を、図5A及び図5Bに沿って説明する。本実施形態は、前後進切換え機構50の代わりに変速歯車機構450が配置される点で第1の実施形態と異なっているが、それ以外の構成は第1の実施形態と同様であるので、同様の構成は符号を同じくして詳細な説明を省略する。
10 自動変速機
30,31 入力軸(入力部材)
40 無段変速機構
41 プライマリプーリ
42 セカンダリプーリ
43 ベルト
50 前後進切換え機構
61 出力ギヤ(ドライブピニオンギヤ)
73 駆動軸(出力部材)
90 伝達機構
210 自動変速機
310 自動変速機
410 自動変速機
AX1 第1軸
AX2 第2軸
AX3 第3軸
AX4 第4軸
B1 第1ブレーキ(第2の係合要素、第3の係合要素、第1の係合要素)
B2 第2ブレーキ(第3の係合要素)
C1 第1クラッチ(第1の係合要素、第2の係合要素)
C2 第2クラッチ(第2の係合要素)
CR1 キャリヤ(第2の回転要素)
CR2 キャリヤ(第2の回転要素)
CR3 キャリヤ(第3の回転要素)
CR4 キャリヤ(第2の回転要素)
CR5 キャリヤ(第2の回転要素)
CR6 キャリヤ(第5の回転要素)
DP1 プラネタリギヤ
DP2 プラネタリギヤ
DP3 プラネタリギヤ
DP4 プラネタリギヤ
DP5 プラネタリギヤ
DP6 プラネタリギヤ
L1 第1の直線
L2 第2の直線
PU1 プラネタリギヤユニット
PU2 プラネタリギヤユニット
R1 リングギヤ(第3の回転要素)
R2 リングギヤ(第3の回転要素)
R3 リングギヤ(第4の回転要素)
R4 リングギヤ(第3の回転要素)
R5 リングギヤ(第3の回転要素)
R6 リングギヤ(第6の回転要素)
S1 サンギヤ(第1の回転要素)
S2 サンギヤ(第1の回転要素)
S3 サンギヤ(第1の回転要素)
S4 サンギヤ(第1の回転要素)
S5 サンギヤ(第1の回転要素)
S6 サンギヤ(第4の回転要素)
Claims (10)
- 第1軸上に配置され、駆動源に駆動連結された入力部材と、
前記第1軸と前記第1軸に平行な第2軸との間に設けられ、前記第1軸の回転を前記第2軸に伝達する伝達機構と、
前記第2軸上に配置されたプライマリプーリと、前記第2軸と平行な第3軸上に配置されたセカンダリプーリと、それら両プーリに巻回されたベルトと、を有し、変速比を連続的に変更可能な無段変速機構と、
前記第3軸と平行な第4軸上に配置され、前記第3軸上のドライブピニオンギヤと噛合して、変速した回転を出力する出力部材と、を備え、
軸方向から視て、前記第1軸の中心と前記第4軸の中心とを結ぶ第1の直線を境界として、一方側に前記第2軸の中心を配置し、他方側に前記第3軸の中心を配置する自動変速機。 - 軸方向から視て、前記第1軸の中心と前記第4軸の中心とを結ぶ第1の直線を境界として、下側に前記第2軸の中心を配置し、上側に前記第3軸の中心を配置する請求項1記載の自動変速機。
- 軸方向から視て、前記第1軸の中心と前記第4軸の中心とを結ぶ第1の直線を境界として、下側に前記第3軸の中心を配置し、上側に前記第2軸の中心を配置する請求項1記載の自動変速機。
- 軸方向から視て、前記第2軸の中心と前記第3軸の中心とを結ぶ第2の直線は、前記第1の直線に対して、前記第1軸の中心と前記第4軸の中心との間で交差する請求項1乃至3のいずれか1項に記載の自動変速機。
- 前記第2軸上に配置され、前記入力部材から入力される回転を正転と逆転とで切り換えて前記プライマリプーリに出力可能な前後進切換え機構を備える請求項1乃至4のいずれか1項に記載の自動変速機。
- 前記前後進切換え機構は、前記第2軸上に配置され、前記入力部材に駆動連結された第1の回転要素と前記プライマリプーリに駆動連結された第2の回転要素と回転固定自在な第3の回転要素とを有して前記出力部材の回転を変速可能なプラネタリギヤと、係合時に前記第2の回転要素を介して前記入力部材と前記プライマリプーリとを接続し正回転伝達する前進モードを達成可能な第1の係合要素と、係合時に前記第3の回転要素の回転を固定して前記プラネタリギヤを介して前記入力部材と前記プライマリプーリとを接続し逆回転伝達する後進モードを達成可能な第2の係合要素と、を有する請求項5記載の自動変速機。
- 前記第3軸上に配置され、前記セカンダリプーリに駆動連結された第1の回転要素と、前記入力部材の回転を入力可能な第2の回転要素と、前記出力部材に駆動連結された第3の回転要素と、を有して前記出力部材の回転を変速可能なプラネタリギヤと、
係合時に前記無段変速機構を介して前記入力部材と前記出力部材とを接続し回転伝達する低速モードを達成可能な第1の係合要素と、
係合時に前記プラネタリギヤ及び前記無段変速機構を介して前記入力部材と前記出力部材とを接続し、前記第1の係合要素の係合時よりも高速に回転伝達する高速モードを達成可能な第2の係合要素と、を備える請求項1乃至4のいずれか1項に記載の自動変速機。 - 前記第3軸上に配置され、前記セカンダリプーリに駆動連結された第1の回転要素と、前記入力部材の回転を入力可能な第2の回転要素と、前記出力部材に駆動連結された第3の回転要素と、回転固定自在な第4の回転要素と、を有して前記出力部材の回転を変速可能なプラネタリギヤユニットと、
係合時に前記第4の回転要素の回転を固定して前記プラネタリギヤユニット及び前記無段変速機構を介して前記入力部材と前記出力部材とを接続し回転伝達する低速モードを達成可能な第1の係合要素と、
係合時に前記プラネタリギヤユニット及び前記無段変速機構を介して前記入力部材と前記出力部材とを接続し、前記第1の係合要素の係合時よりも高速に回転伝達する高速モードを達成可能な第2の係合要素と、を備える請求項1乃至4のいずれか1項に記載の自動変速機。 - 前記第2軸上に配置され、前記入力部材に駆動連結された第1の回転要素と、前記出力部材に駆動連結された第2の回転要素と、回転固定自在な第3の回転要素と、を有して前記出力部材の回転を変速可能なプラネタリギヤと、
係合時に前記第3の回転要素の回転を固定して前記プラネタリギヤを介して前記入力部材と前記出力部材とを接続し回転伝達する固定ギヤモードを達成可能な第1の係合要素と、
係合時に前記無段変速機構を介して前記入力部材と前記出力部材とを接続し回転伝達する無段変速モードを達成可能な第2の係合要素と、を備える請求項1乃至4のいずれか1項に記載の自動変速機。 - 前記プラネタリギヤと、前記第2軸上に配置され、前記第3の回転要素に駆動連結されて前記第2の係合要素により回転固定自在な第4の回転要素と、前記第2の回転要素及び前記出力部材に駆動連結された第5の回転要素と、回転固定自在な第6の回転要素と、を有し、前記出力部材の回転を変速可能なプラネタリギヤユニットと、
係合時に前記第6の回転要素の回転を固定して前記プラネタリギヤユニットを介して前記入力部材と前記出力部材とを接続し逆回転伝達する後進モードを達成可能な第3の係合要素と、を備える請求項9記載の自動変速機。
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JP2000158961A (ja) * | 1998-11-26 | 2000-06-13 | Kubota Corp | 作業機の伝動装置 |
JP2003247623A (ja) * | 2002-02-27 | 2003-09-05 | Toyota Motor Corp | 無段変速機 |
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US4602525A (en) * | 1984-04-27 | 1986-07-29 | Aisin Warner Kabushiki Kaisha | Continuously variable speed transmission for a vehicle having a forward-reverse changeover mechanism |
JP2009036231A (ja) * | 2007-07-31 | 2009-02-19 | Toyota Motor Corp | 変速装置 |
CN101649895B (zh) * | 2009-09-07 | 2012-08-22 | 郭克亚 | 混合式无级变速传动装置 |
CN102695625B (zh) * | 2010-03-08 | 2015-08-05 | 爱信艾达株式会社 | 混合动力驱动装置 |
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JP2000158961A (ja) * | 1998-11-26 | 2000-06-13 | Kubota Corp | 作業機の伝動装置 |
JP2003247623A (ja) * | 2002-02-27 | 2003-09-05 | Toyota Motor Corp | 無段変速機 |
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US20180274644A1 (en) | 2018-09-27 |
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