WO2017022699A1 - Transmission à variation continue du type à répartition de couple et structure d'alimentation en huile - Google Patents

Transmission à variation continue du type à répartition de couple et structure d'alimentation en huile Download PDF

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Publication number
WO2017022699A1
WO2017022699A1 PCT/JP2016/072458 JP2016072458W WO2017022699A1 WO 2017022699 A1 WO2017022699 A1 WO 2017022699A1 JP 2016072458 W JP2016072458 W JP 2016072458W WO 2017022699 A1 WO2017022699 A1 WO 2017022699A1
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WIPO (PCT)
Prior art keywords
shaft
gear
input shaft
oil
continuously variable
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PCT/JP2016/072458
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English (en)
Japanese (ja)
Inventor
雅夫 嶋本
浩二 福元
恭太 松本
弥輝 檀上
Original Assignee
ダイハツ工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Priority claimed from JP2015153584A external-priority patent/JP6351556B2/ja
Priority claimed from JP2015254049A external-priority patent/JP6351566B2/ja
Application filed by ダイハツ工業株式会社 filed Critical ダイハツ工業株式会社
Priority to MYPI2018700402A priority Critical patent/MY198651A/en
Publication of WO2017022699A1 publication Critical patent/WO2017022699A1/fr

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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
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating

Definitions

  • the present invention relates to a power split type continuously variable transmission capable of splitting and transmitting power input to an input shaft (input shaft) into two systems.
  • the present invention further relates to an oil supply structure applied to a unit including a torque converter and an automatic transmission.
  • a continuously variable transmission mechanism that continuously changes engine power
  • a gear mechanism that transmits engine power without going through a continuously variable transmission mechanism
  • a continuously variable transmission mechanism There has been proposed a planetary gear mechanism for synthesizing the power from the gear and the power from the gear mechanism.
  • the power from the engine can be divided into a continuously variable transmission mechanism and a gear mechanism, and the divided powers can be combined by the planetary gear mechanism and transmitted to the wheels.
  • the applicant has also proposed a transmission capable of transmitting the power of the drive source by dividing it into two systems as a power split type continuously variable transmission.
  • FIG. 5 is a skeleton diagram showing a configuration of a power split type continuously variable transmission 901 according to the applicant's previous proposal.
  • the power split type continuously variable transmission 901 according to the applicant's previous proposal is not a technique described in Patent Document 1, but is an unpublished in-house technique and not a known technique.
  • the power split type continuously variable transmission 901 outputs a continuously variable transmission mechanism 902 that continuously changes power by changing a transmission ratio, a constant transmission mechanism 903 that changes power at a constant transmission ratio, and outputs power.
  • Output planetary gear mechanism 904 is provided.
  • the continuously variable transmission mechanism 902 has the same configuration as a known belt-type continuously variable transmission (CVT: Continuously Variable Transmission).
  • the primary shaft 905 is directly connected to the input shaft 906.
  • the secondary shaft 907 supports the sun gear 908 of the output planetary gear mechanism 904 in a relatively non-rotatable manner.
  • An output shaft 910 is connected to the ring gear 909 of the output planetary gear mechanism 904. The rotation of the output shaft 910 is transmitted to the differential gear 913 via the first output idle gear 911 and the second idle gear 912, and is transmitted from the differential gear 913 to the left and right drive wheels.
  • the constant speed change mechanism 903 includes a speed increasing planetary gear mechanism 914, a split drive gear 915, a split driven gear 916, and an idle gear 917.
  • the sun gear 918 of the speed increasing planetary gear mechanism 914 is externally fitted to the input shaft 906 so as to be relatively rotatable.
  • the carrier 919 of the speed increasing planetary gear mechanism 914 is supported by the input shaft 906 so as not to be relatively rotatable.
  • the split drive gear 915 is provided so as to be able to rotate integrally with the sun gear 918.
  • the split driven gear 916 is provided so as to rotate integrally with the carrier 920 of the planetary gear mechanism 904 for output.
  • the idle gear 917 meshes with the split drive gear 915 and the split driven gear 916.
  • FIG. 6 is a diagram showing states of the clutch C1 and the brakes B1 and B2 during forward and reverse travel.
  • “ ⁇ ” indicates that the clutch C1 and the brakes B1 and B2 are engaged.
  • “X” indicates that the clutch C1 and the brakes B1 and B2 are in the released state.
  • the power split type continuously variable transmission 901 includes, as a power transmission mode, a belt mode in which power is transmitted to the output planetary gear mechanism 904 via only the continuously variable transmission mechanism 902, and power is continuously variable with the continuously variable transmission mechanism 902.
  • the clutch C1 In the belt mode, the clutch C1 is engaged, the sun gear 908 and the ring gear 909 of the output planetary gear mechanism 904 are directly connected, the brakes B1 and B2 are released, and the carrier 920 of the output planetary gear mechanism 904 is free. Put into a state. Therefore, when the primary shaft 905 is rotated by the power input to the input shaft 906, the rotation of the primary shaft 905 is transmitted to the secondary shaft 907 via the belt 921, and the sun gear 908 and the ring gear 909 of the output planetary gear mechanism 904 are transmitted. Rotate integrally, and the output shaft 910 rotates integrally with the ring gear 909. Therefore, in the belt mode, the gear ratio of the power split continuously variable transmission 901 matches the gear ratio (belt gear ratio) of the continuously variable transmission mechanism 902.
  • the clutch C1 and the brake B1 are released. Further, by engaging the brake B2, the ring gear 922 of the speed increasing planetary gear mechanism 914 is braked. Therefore, when the primary shaft 905 rotates by the power input to the input shaft 906, the rotation of the primary shaft 905 is transmitted to the secondary shaft 907 via the belt 921, and the sun gear 908 of the output planetary gear mechanism 904 rotates. . On the other hand, since the ring gear 922 of the speed increasing planetary gear mechanism 914 is braked, the rotation of the input shaft 906 causes the carrier 919, the sun gear 918, and the split drive gear 9 of the speed increasing planetary gear mechanism 914 to rotate.
  • the speed is increased and transmitted to the carrier 920 of the output planetary gear mechanism 904 via the idle gear 917 and the split driven gear 916. Therefore, in the split mode, the larger the belt speed ratio, the smaller the speed ratio (unit speed ratio) of the power split type continuously variable transmission 901, and the speed ratio less than the speed ratio (split speed ratio) of the constant speed change mechanism 903. Can be realized.
  • the clutch C1 and the brake B2 are released and the brake B1 is engaged.
  • the split drive gear 915 is braked by the engagement of the brake B1. Due to the braking of the split drive gear 915, the idle gear 917 cannot be rotated, and the split driven gear 916 and the carrier 920 of the output planetary gear mechanism 904 cannot be rotated. Therefore, when rotation is transmitted from the input shaft 906 to the sun gear 908 of the output planetary gear mechanism 904 via the primary shaft 905 and the secondary shaft 907, the ring gear 909 of the output planetary gear mechanism 904 rotates in the opposite direction to the sun gear 908. Then, the output shaft 910 rotates in the direction opposite to that when the vehicle moves forward.
  • the speed increasing planetary gear mechanism 914 operates (transmits power) in the split mode that greatly contributes to the improvement of the driving fuel consumption of the vehicle. Intermeshing loss occurs. Further, in the split mode, the rotation of the split drive gear 915 is transmitted to the split driven gear 916 via the idle gear 917, so that a meshing loss also occurs in the gear train. The torque transmission efficiency in the power split type continuously variable transmission 901 is reduced by the meshing loss, and the vehicle fuel consumption in the split mode is deteriorated. Further, by providing the idle gear 917, the physique (size) of the power split continuously variable transmission 901 increases, and the cost of the power split continuously variable transmission 901 increases.
  • a vehicle equipped with an automatic transmission the driving force from the engine is input to the automatic transmission via the torque converter, and the driving force changed by the automatic transmission is transmitted to the drive wheels.
  • an automatic transmission for example, a continuously variable transmission (CVT: Continuously Variable Transmission) or a stepped automatic transmission (AT: Automatic Transmission) is widely used.
  • CVT Continuously Variable Transmission
  • AT Automatic Transmission
  • a brake for braking the rotating element and a clutch for connecting the rotating element to another rotating element are often used. It is necessary to supply oil for operating brakes, clutches, and torque converters. Further, the brake and the clutch must absorb the differential rotation between the rotating elements, and need to supply oil for lubrication in order to prevent seizure due to the absorption of the differential rotation. Therefore, in the automatic transmission, the hydraulic pressure generated by the oil pump is regulated by the valve body, and the regulated hydraulic pressure is supplied from the valve body to each part that needs to supply oil through the oil passage.
  • FIG. 7 is a cross-sectional view showing a configuration in the vicinity of the input shaft 102 of the conventional automatic transmission 101. In FIG. 7, hatching is omitted to improve the visibility of the drawing.
  • One end of the input shaft 102 of the automatic transmission 101 is inserted into the torque converter 103.
  • a gap is provided between one end of the input shaft 102 and the front cover 104 of the torque converter 103 in the direction of the rotational axis of the input shaft 102.
  • the pump impeller 105 of the torque converter 103 is located on the automatic transmission 101 side with respect to the front cover 104, is coupled to the front cover 104, and can be rotated around the input shaft 102 and can rotate integrally with the front cover 104.
  • a turbine runner 106 of the torque converter 103 is provided between the front cover 104 and the pump impeller 105. The turbine runner 106 is supported on the input shaft 102 so as to be integrally rotatable.
  • a lockup clutch 107 is provided between the front cover 104 and the turbine runner 106.
  • the lock-up clutch 107 is engaged by a hydraulic pressure difference between the release-side oil chamber 108 between the lock-up clutch 107 and the front cover 104 and the engagement-side oil chamber 109 on the opposite side across the lock-up clutch 107. /To be released.
  • the input shaft 102 is inserted through a tubular stator shaft 111.
  • One end of the stator shaft 111 extends between the pump impeller 105 and the turbine runner 106, and the stator 112 of the torque converter 103 is fixed to one end thereof.
  • a first housing 114 of the oil pump 113 is fixed to the other end portion of the stator shaft 111.
  • the first housing 114 projects outward from the stator shaft 111 in the rotational radial direction and has a thickness in the rotational axis direction.
  • a second housing 115 of the oil pump 113 is provided on the torque converter 103 side with respect to the first housing 114.
  • the first housing 114 and the second housing 115 are fastened with bolts 116 to constitute a pump housing that houses the pump gear 117 therein.
  • the pump gear 117 is rotatably provided around the stator shaft 111.
  • One end of a sleeve 119 that is externally fitted to the stator shaft 111 with a gap 118 is connected to the pump gear 117.
  • the other end of the sleeve 119 is connected to the pump impeller 105.
  • a clutch 121 is provided on the opposite side of the first housing 114 of the oil pump 113 from the second housing 115.
  • the first housing 114 forms a piston chamber 123 to which oil for moving the piston 122 (engagement of the clutch 121) is supplied between the first housing 114 and the piston 122 of the clutch 121.
  • a first oil passage 124 and a second oil passage 125 are formed in the input shaft 102.
  • the first oil passage 124 communicates the space 126 between the input shaft 102 and the stator shaft 111 and the release side oil chamber 108.
  • the second oil passage 125 communicates with a space 127 between the input shaft 102 and the stator shaft 111.
  • the spaces 126 and 127 are separated by a bush 128.
  • first housing 114 of the oil pump 113 In the first housing 114 of the oil pump 113, supply oil passages 131 and 132 communicating with the gap 118 and the space 126 are formed. Oil is supplied from the supply oil passage 131 through the gap 118 to the engagement side oil chamber 109. The release-side oil chamber 108 is supplied with oil from the supply oil passage 132 through the space 126 and the first oil passage 124.
  • the first housing 114 is formed with supply oil passages that supply oil to the piston chamber 123 and the second oil passage 125, respectively. Oil flowing through the second oil passage 125 is supplied to the clutch 121 and the like as lubricating oil.
  • JP 2004-176890 A Japanese Patent Laid-Open No. 10-103455
  • a first object of the present invention is to provide a power split type continuously variable transmission capable of improving torque transmission efficiency and reducing physique and cost as compared with the configuration according to the previous proposal by the applicant. It is to be.
  • the second object of the present invention is to provide an oil supply structure capable of further reducing the size and cost of the oil pump.
  • a power split continuously variable transmission is supported by an input shaft (input shaft), an output shaft (output shaft), and a primary shaft.
  • a planetary gear mechanism comprising a mechanism, a carrier, a sun gear provided to rotate integrally with the secondary shaft, and a ring gear provided to rotate integrally with the output shaft, a split drive gear, and a carrier to be rotated integrally with the carrier;
  • Split driven gear meshing with split drive gear, input shaft and split drive A first engagement element that is engaged with and released to integrally rotate the gear and to disengage the joint; and a sun gear and a ring gear that are engaged to disengage and to disengage the joint.
  • a second engagement element to be released.
  • the split drive gear is disconnected from the input shaft, and the planetary gear mechanism carrier is free to rotate. Further, in a state where the second engagement element is engaged, the sun gear and the ring gear of the planetary gear mechanism are coupled so as to be integrally rotatable. Therefore, in a state in which the first engagement element is released and the second engagement element is engaged, the power input to the input shaft is reversely transmitted by the reverse gear mechanism and transmitted to the primary shaft, thereby continuously variable transmission. Is transmitted from the mechanism to the sun gear of the planetary gear mechanism and output to the output shaft via the sun gear and the ring gear of the planetary gear mechanism.
  • the split drive gear is coupled to the input shaft so as to be integrally rotatable. Further, in the state where the second engagement element is released, the coupling between the sun gear and the ring gear of the planetary gear mechanism is released. Therefore, in a state where the first engagement element is engaged and the second engagement element is released, a part of the power input to the input shaft is reversed by the reverse gear mechanism and transmitted to the primary shaft, It is transmitted from the continuously variable transmission mechanism to the sun gear of the planetary gear mechanism. Part of the power input to the input shaft is transmitted from the split drive gear to the carrier of the planetary gear mechanism via the split driven gear.
  • the power input to the input shaft passes through the continuously variable transmission mechanism and the constant transmission mechanism including the split drive gear and the split driven gear.
  • the split mode is achieved in which the transmitted power is transmitted to the planetary gear mechanism, and the transmitted power is output from the planetary gear mechanism to the output shaft.
  • the belt mode and the split mode can be realized as the power transmission mode.
  • the speed increasing planetary gear mechanism and the split drive gear and the split driven gear The intervening idle gear is omitted.
  • the meshing loss can be reduced, and the torque transmission efficiency can be improved.
  • the cost can be reduced by reducing the number of parts, and the cost of the vehicle on which the power split type continuously variable transmission is mounted can be reduced.
  • by omitting the idle gear one axis can be reduced, and the physique of the power split type continuously variable transmission can be reduced. As a result, the mountability of the power split type continuously variable transmission on the vehicle can be improved.
  • the reverse gear mechanism preferably has a configuration in which power input to the input shaft is reversely and decelerated and transmitted to the primary shaft.
  • the reverse gear mechanism has, for example, a first gear that is held relatively non-rotatably on the input shaft and a first gear that has more teeth than the first gear and is held non-rotatably relative to the primary shaft and meshes with the first gear.
  • the structure including two gears may be sufficient.
  • the power input to the input shaft is reversed and decelerated and transmitted to the primary shaft, the number of rotations of the belt can be suppressed, so that friction loss of the belt can be reduced. As a result, the torque transmission efficiency of the power split continuously variable transmission can be further improved.
  • the power split type continuously variable transmission may include a third engagement element (brake) that is engaged / released in order to prohibit and allow rotation of the carrier.
  • a third engagement element brake
  • an oil supply structure is an oil supply structure applied to a unit including a torque converter and an automatic transmission, and in this oil supply structure, An input shaft of the automatic transmission is formed as a hollow shaft, and an end of one side thereof is inserted into the torque converter, and an oil pump is disposed away from the one side of the input shaft. A drive shaft of the oil pump is inserted into the input shaft, and a supply oil passage for supplying oil between the input shaft and the drive shaft is formed in the pump housing of the oil pump. .
  • the oil pump is arranged not on the torque converter and the automatic transmission but on the opposite side of the torque converter from the input shaft of the automatic transmission. Therefore, it is possible to eliminate the necessity of forming a large number of supply oil passages in the pump housing of the oil pump for supplying the hydraulic oil for the clutch provided in the torque converter and the automatic transmission and the lubricating oil for lubricating each part. .
  • torque converters and automatic transmissions have many locations for supplying oil (hydraulic oil or lubricating oil), and usually a valve body is arranged below them, so there are many places between the torque converter and the automatic transmission. It is necessary to arrange the supply oil passage. Therefore, in the conventional structure, since the oil pump is disposed between the torque converter and the automatic transmission, a large number of supply oil passages are formed in the pump housing of the oil pump.
  • the oil pump is disposed on the opposite side to the torque converter side with respect to the input shaft of the automatic transmission, so the oil pump is interposed between the torque converter and the automatic transmission.
  • a member different from the pump can be arranged to form a supply oil passage in the member. This eliminates the need to form a large number of supply oil passages in the pump housing of the oil pump.
  • the gap between the input shaft and the drive shaft can be used as an oil path.
  • a supply oil path for supplying oil to the oil path between the input shaft and the drive shaft is formed in the pump housing, so that the supply oil path for supplying oil to at least one place is automatically connected to the torque converter. It is possible to eliminate the need to form a member disposed between the transmission and the transmission. As a result, not only the oil pump but also the entire unit can be reduced in size and cost.
  • the drive shaft of the oil pump may be connected to the front cover of the torque converter.
  • torque input from the drive source to the torque converter can be transmitted to the drive shaft via the front cover.
  • torque transmission efficiency can be improved as compared with the configuration according to the previous proposal by the applicant, and as a result, the running fuel consumption of a vehicle equipped with a power split continuously variable transmission is improved. Reduction can be achieved.
  • the physique of the power split continuously variable transmission can be reduced, and the mountability of the power split continuously variable transmission on the vehicle can be improved.
  • the cost of the power split type continuously variable transmission can be reduced.
  • the size and cost of the oil pump can be reduced, and the size and cost of not only the oil pump but also the entire unit can be reduced.
  • FIG. 1 is a skeleton diagram showing a configuration of a drive system of a vehicle equipped with a power split type continuously variable transmission according to an embodiment of the present invention. It is a figure which shows the state of the clutch and brake in each power transmission mode. It is a collinear diagram which shows the relationship of the rotation speed (rotation speed) of the sun gear of a planetary gear mechanism, a carrier, and a ring gear. It is sectional drawing which shows the oil supply structure which concerns on one Embodiment of this invention. It is a skeleton figure which shows the structure of the power division type continuously variable transmission which concerns on an applicant's previous proposal. It is a figure which shows the state of the clutch and brake in each motive power transmission mode in the motive power division type continuously variable transmission shown by FIG. It is sectional drawing which shows the conventional oil supply structure.
  • FIG. 1 is a skeleton diagram showing a configuration of a drive system of a vehicle 301 equipped with a power split type continuously variable transmission 304 according to an embodiment of the present invention.
  • the vehicle 301 is an automobile that uses the engine 302 as a drive source.
  • the output of engine 302 is transmitted to drive wheels (for example, left and right front wheels) of vehicle 301 via torque converter 303 and power split continuously variable transmission 304.
  • the engine 302 includes an E / G output shaft 321.
  • the E / G output shaft 321 is rotated by the power generated by the engine 302.
  • the torque converter 303 includes a pump impeller 331, a turbine runner 332, and a lockup clutch 333.
  • An E / G output shaft 321 is connected to the pump impeller 331, and the pump impeller 331 is provided so as to be integrally rotatable about the same rotation axis as the E / G output shaft 321.
  • the turbine runner 332 is provided to be rotatable about the same rotation axis as that of the pump impeller 331.
  • the lockup clutch 333 is provided to directly couple / separate the pump impeller 331 and the turbine runner 332. When the lockup clutch 333 is engaged, the pump impeller 331 and the turbine runner 332 are directly connected, and when the lockup clutch 333 is released, the pump impeller 331 and the turbine runner 332 are separated.
  • the power split type continuously variable transmission 304 transmits the power input from the torque converter 303 to the differential gear 306.
  • the power split type continuously variable transmission 304 includes an input shaft 341, an output shaft 342, a continuously variable transmission mechanism 343, a reverse gear mechanism 344, a planetary gear mechanism 345, a split drive gear 346, and a split driven gear 347.
  • the input shaft 341 is connected to the turbine runner 332 of the torque converter 303 and is provided so as to be integrally rotatable about the same rotation axis as the turbine runner 332.
  • the output shaft 342 is provided in parallel with the input shaft 341.
  • An output gear 348 is supported on the output shaft 342 so as not to be relatively rotatable.
  • the output gear 348 meshes with the differential gear 306 (the input gear of the differential gear 306).
  • the continuously variable transmission mechanism 343 has the same configuration as a known belt-type continuously variable transmission (CVT: Continuously Variable Transmission). Specifically, the continuously variable transmission mechanism 343 includes a primary shaft 351, a secondary shaft 352 provided in parallel with the primary shaft 351, a primary pulley 353 supported by the primary shaft 351 so as not to be relatively rotatable, and a secondary shaft 352. A secondary pulley 354 supported so as not to be relatively rotatable, and a belt 355 wound around the primary pulley 353 and the secondary pulley 354.
  • CVT Continuously Variable Transmission
  • the primary pulley 353 is disposed so as to face the fixed sheave 361 fixed to the primary shaft 351 with the belt 355 sandwiched between the fixed sheave 361 and supported by the primary shaft 351 so as to be movable in the axial direction and not to be relatively rotatable. 362.
  • a cylinder (not shown) fixed to the primary shaft 351 is provided on the opposite side of the movable sheave 362 from the fixed sheave 361, and a piston chamber (oil chamber) is formed between the movable sheave 362 and the cylinder.
  • the secondary pulley 354 is disposed so as to face the fixed sheave 365 fixed to the secondary shaft 352 with the belt 355 sandwiched between the fixed sheave 365 and is supported by the secondary shaft 352 so as to be movable in the axial direction but not relatively rotatable. 366.
  • a cylinder (not shown) fixed to the secondary shaft 352 is provided on the opposite side of the movable sheave 366 from the fixed sheave 365, and a piston chamber (oil chamber) is formed between the movable sheave 366 and the cylinder.
  • the hydraulic pressure supplied to the piston chambers of the primary pulley 353 and the secondary pulley 354 is controlled, and the groove widths of the primary pulley 353 and the secondary pulley 354 are changed, whereby the continuously variable transmission mechanism.
  • the belt speed ratio which is the speed ratio at 343, is continuously changed continuously.
  • the hydraulic pressure supplied to the piston chamber of the primary pulley 353 is increased.
  • the movable sheave 362 of the primary pulley 353 moves to the fixed sheave 361 side, and the interval (groove width) between the fixed sheave 361 and the movable sheave 362 is reduced.
  • the winding diameter of the belt 355 around the primary pulley 353 is increased, and the interval (groove width) between the fixed sheave 365 and the movable sheave 366 of the secondary pulley 354 is increased.
  • the pulley ratio between the primary pulley 353 and the secondary pulley 354 is reduced, and the belt transmission ratio is reduced.
  • the hydraulic pressure supplied to the piston chamber of the primary pulley 353 is decreased.
  • the thrust of the secondary pulley 354 with respect to the belt 355 is greater than the thrust of the primary pulley 353 with respect to the belt 355, the distance between the fixed sheave 365 and the movable sheave 366 of the secondary pulley 354 is reduced, and the fixed sheave 361 and the movable sheave The interval with 362 is increased.
  • the pulley ratio between the primary pulley 353 and the secondary pulley 354 increases, and the belt transmission ratio increases.
  • the thrust of the primary pulley 353 and the secondary pulley 354 needs to be large enough to prevent slippage between the primary pulley 353 and the secondary pulley 354 and the belt 355. Therefore, the hydraulic pressure supplied to each piston chamber of the primary pulley 353 and the secondary pulley 354 is controlled so that a thrust according to the magnitude of the torque input to the input shaft 341 is obtained.
  • the reverse gear mechanism 344 is configured to transmit the power input to the input shaft 341 to the primary shaft 351 by reversely rotating and decelerating.
  • the reverse gear mechanism 344 has a first gear 371 that is supported by the input shaft 341 so as not to rotate relative to the input shaft 341, and has a larger diameter and a larger number of teeth than the first gear 371, so that it cannot rotate relative to the primary shaft 351.
  • a second gear 372 that is supported and meshes with the first gear 371 is included.
  • the planetary gear mechanism 345 includes a sun gear 381, a carrier 382, and a ring gear 383.
  • the sun gear 381 is supported by the secondary shaft 352 so as not to be relatively rotatable.
  • the carrier 382 is fitted on the output shaft 342 so as to be relatively rotatable.
  • the carrier 382 supports a plurality of pinion gears 384 in a rotatable manner.
  • the plurality of pinion gears 384 are arranged on the circumference and mesh with the sun gear 381.
  • the ring gear 383 has an annular shape that collectively surrounds the plurality of pinion gears 384, and meshes with each pinion gear 384 from the outside in the rotational radial direction of the secondary shaft 352.
  • An output shaft 342 is connected to the ring gear 383, and the ring gear 383 is provided so as to be integrally rotatable about the same rotation axis as the output shaft 342.
  • the split drive gear 346 is fitted on the input shaft 341 so as to be relatively rotatable.
  • the split driven gear 347 is provided so as to be integrally rotatable about the same rotation axis as the carrier 382 of the planetary gear mechanism 345.
  • the split driven gear 347 is formed with a smaller diameter than the split drive gear 346 and has fewer teeth than the split drive gear 346.
  • the power split type continuously variable transmission 304 includes clutches C1 and C2 and a brake B1.
  • the clutch C1 is switched between an engaged state (on) in which the input shaft 341 and the split drive gear 346 are directly connected (coupled so as to be integrally rotatable) and a released state (off) in which the direct connection is released.
  • the clutch C2 is switched between an engaged state (on) in which the sun gear 381 and the ring gear 383 of the planetary gear mechanism 345 are directly coupled (coupled so as to be integrally rotatable) and a released state (off) in which the direct coupling is released.
  • the brake B1 is switched between an engaged state (ON) for braking the carrier 382 of the planetary gear mechanism 345 and a released state (OFF) for allowing the carrier 382 to rotate.
  • FIG. 2 is a diagram illustrating states of the clutches C1 and C2 and the brake B1 when the vehicle 301 is moving forward and backward.
  • “ ⁇ ” indicates that the clutches C1 and C2 and the brake B1 are engaged.
  • “X” indicates that the clutches C1 and C2 and the brake B1 are in the released state.
  • FIG. 3 is a collinear diagram showing the relationship among the rotational speeds (rotational speeds) of the sun gear 381, the carrier 382, and the ring gear 383 of the planetary gear mechanism 345.
  • the power split type continuously variable transmission 304 has a belt mode and a split mode as power transmission modes when the vehicle 301 moves forward.
  • the power input to the input shaft 341 is reversed and decelerated by the reverse gear mechanism 344 and transmitted to the primary shaft 351 of the continuously variable transmission mechanism 343 to rotate the primary shaft 351 and the primary pulley 353.
  • the rotation of the primary pulley 353 is transmitted to the secondary pulley 354 via the belt 355 and rotates the secondary pulley 354 and the secondary shaft 352. Since the sun gear 381 and the ring gear 383 of the planetary gear mechanism 345 are directly connected, the sun gear 381, the ring gear 383, and the output shaft 342 rotate together with the secondary shaft 352. Therefore, in the belt mode, as shown in FIG. 3, the unit speed ratio, which is the overall speed ratio of the power split type continuously variable transmission 304, matches the belt speed ratio.
  • Part of the power input to the input shaft 341 is reversely rotated and decelerated by the reverse gear mechanism 344 and transmitted to the primary shaft 351 of the continuously variable transmission mechanism 343, and the primary pulley 353, the belt 355, and the secondary pulley are transmitted from the primary shaft 351. It is transmitted to the secondary shaft 352 via 354 and transmitted to the sun gear 381 of the planetary gear mechanism 345.
  • a part of the power input to the input shaft 341 is accelerated and transmitted from the split drive gear 346 to the carrier 382 of the planetary gear mechanism 345 via the split driven gear 347.
  • the split gear ratio which is the gear ratio between the split drive gear 346 and the split driven gear 347, is constant and unchanged (fixed)
  • the planetary gear mechanism The rotation of the 345 carriers 382 is held at a constant speed. Therefore, when the belt speed ratio is increased, the rotational speed of the sun gear 381 of the planetary gear mechanism 345 decreases, so that the rotational speed of the ring gear 383 (output shaft 342) of the planetary gear mechanism 345, as indicated by a broken line in FIG. Goes up.
  • the unit transmission ratio decreases as the belt transmission ratio increases.
  • the power input to the input shaft 341 is reversed and decelerated by the reverse gear mechanism 344 and transmitted to the primary shaft 351 of the continuously variable transmission mechanism 343, and is transmitted from the primary shaft 351 via the primary pulley 353, the belt 355, and the secondary pulley 354.
  • the sun gear 381 of the planetary gear mechanism 345 is rotated integrally with the secondary shaft 352. Since the carrier 382 of the planetary gear mechanism 345 is braked, when the sun gear 381 rotates, the ring gear 383 of the planetary gear mechanism 345 rotates in the opposite direction to the sun gear 381. The rotation direction of the ring gear 383 is opposite to the rotation direction of the ring gear 383 during forward movement (belt mode and split mode).
  • the output shaft 342 rotates integrally with the ring gear 383.
  • the rotation of the output shaft 342 is transmitted to the differential gear 306 via the output gear 348.
  • the drive shafts 307 and 308 of the vehicle 301 rotate in the reverse direction.
  • the speed increasing planetary gear mechanism 914 and the idle gear 917 are omitted as compared with the configuration according to the previous proposal by the applicant, that is, the configuration shown in FIG.
  • the meshing loss can be reduced, and the torque transmission efficiency can be improved.
  • the idle gear 917 By omitting the idle gear 917, one axis can be reduced, and the physique of the power split type continuously variable transmission 304 can be reduced. As a result, the mountability of the power split type continuously variable transmission 304 on the vehicle 301 can be improved.
  • the reverse gear mechanism 344 is configured to transmit the power input to the input shaft 341 to the primary shaft 351 of the continuously variable transmission mechanism 343 by reversing and decelerating the power. Since the power input to the input shaft 341 is reversed and decelerated and transmitted to the primary shaft 351, the rotational speed of the belt 55 can be suppressed, so that the friction loss of the belt 355 can be reduced. As a result, the torque transmission efficiency of the power split type continuously variable transmission 304 can be further improved.
  • FIG. 4 is a cross-sectional view showing an oil supply structure 1 according to an embodiment of the present invention. In FIG. 4, hatching is omitted to improve the visibility of the drawing.
  • Oil supply structure 1 is applied to a unit including a torque converter 2 and an automatic transmission 3.
  • the torque converter 2 includes a front cover 11, a pump impeller 12, a turbine runner 13, a lock-up clutch 14, and a stator 15.
  • the front cover 11 extends in a substantially disc shape around the rotation axis, and has an outer peripheral end bent toward the automatic transmission 3 (left side in FIG. 4; hereinafter referred to as “left side”).
  • the center portion of the front cover 11 bulges on the side opposite to the automatic transmission 3 side (the right side in FIG. 4, hereinafter referred to as “the right side”). Torque from a drive source (for example, an engine) is input to this bulged portion.
  • the pump impeller 12 is disposed on the left side of the front cover 11.
  • the outer peripheral end of the pump impeller 12 is connected to the outer peripheral end of the front cover 11 and is provided so as to be able to rotate integrally with the front cover 11 around the rotation axis.
  • the turbine runner 13 is disposed between the front cover 11 and the pump impeller 12, and is provided so as to be rotatable about a rotation axis.
  • the lockup clutch 14 is disposed between the front cover 11 and the turbine runner 13.
  • the lockup clutch 14 is engaged by a hydraulic pressure difference between a release side oil chamber 16 between the lockup clutch 14 and the front cover 11 and an engagement side oil chamber 17 between the lockup clutch 14 and the pump impeller 12. Combined / released.
  • the stator 15 is disposed between the pump impeller 12 and the turbine runner 13 and is fixed to the unit case 4.
  • the automatic transmission 3 includes an input shaft 21 and a clutch 22.
  • the input shaft 21 is formed as a hollow shaft and extends on the rotation axis.
  • the right end of the input shaft 21 is inserted into the torque converter 2 and is spline-fitted with the turbine runner 13 of the torque converter 2.
  • the turbine runner 13 and the input shaft 21 are provided so as to be integrally rotatable.
  • the outer periphery of the input shaft 21 is surrounded by a substantially cylindrical stator shaft 23.
  • a gap 24 is provided between the input shaft 21 and the stator shaft 23.
  • a right end portion of the stator shaft 23 is inserted into the torque converter 2.
  • the stator 15 of the torque converter 2 is supported on the right end of the stator shaft 23.
  • a space is provided between the stator shaft 23 and the turbine runner 13, and a gap 24 between the input shaft 21 and the stator shaft 23 is engaged between the stator shaft 23 and the turbine runner 13. It communicates with the side oil chamber 17.
  • the clutch 22 includes a clutch drum 25 and a clutch hub 26.
  • the clutch drum 25 is provided so as to be rotatable integrally with the input shaft 21, and projects outward from the input shaft 21 in the rotational radial direction.
  • the clutch hub 26 is formed integrally with a gear 28 supported on the input shaft 21 via a bearing 27.
  • a plurality of clutch plates 29 and 30 are provided between the clutch drum 25 and the clutch hub 26, respectively.
  • the plurality of clutch plates (clutch plates) 29 are supported by the clutch drum 25 and are arranged at intervals in the rotation axis direction.
  • the plurality of clutch plates (clutch discs) 30 are supported by the clutch hub 26 and arranged so as to be alternately arranged with the clutch plates 29 in the rotation axis direction.
  • the piston 31 is disposed inside the clutch drum 25 so as to be movable in the direction of the rotation axis.
  • a piston chamber 32 is formed between the clutch drum 25 and the piston 31.
  • the oil pump 5 is disposed on the left side of the input shaft 21.
  • the oil pump 5 includes a pump housing 41, a pump drive shaft 42, and a pump gear 43.
  • the pump housing 41 is attached to the unit case 4.
  • the pump drive shaft 42 extends along the rotation axis and is inserted into the input shaft 21.
  • the right end of the pump drive shaft 42 is directly connected to the front cover 11 of the torque converter 2.
  • a gap 44 is formed between the inner peripheral surface of the input shaft 21 and the outer peripheral surface of the pump drive shaft 42.
  • the left end of the gap 44 is closed by a seal 45 interposed between the inner peripheral surface of the input shaft 21 and the outer peripheral surface of the pump drive shaft 42, and the right end thereof is opened. Thereby, the gap 44 communicates with the release-side oil chamber 16 between the lockup clutch 14 and the front cover 11.
  • the pump gear 43 is accommodated in the pump housing 41 and is provided so as to be rotatable integrally with the pump drive shaft 42.
  • the pump drive shaft 42 rotates, and the pump gear 43 rotates together with the pump drive shaft 42, whereby hydraulic pressure is output from the oil pump 5.
  • a supply oil passage 46 through which oil is supplied from a valve body (not shown) is formed.
  • An axial center oil passage 47 is formed in the pump drive shaft 42.
  • the shaft center oil passage 47 is opened at the left end of the pump drive shaft 42 and communicates with the supply oil passage 46. Further, the shaft center oil passage 47 communicates with a gap 44 between the input shaft 21 and the pump drive shaft 42 through a connection oil passage 48 formed in the pump drive shaft 42.
  • a retainer 51 is provided between the torque converter 2 and the clutch 22.
  • the retainer 51 is installed between the unit case 4 and the stator shaft 23, and holds the stator shaft 23 fixedly to the unit case 4.
  • the retainer 51 is formed with a supply oil passage 52 through which oil is supplied from a valve body (not shown).
  • a communication oil passage 53 that communicates with the supply oil passage 52 is formed in the stator shaft 23.
  • the communication oil passage 53 is opened at the left end of the stator shaft 23, and communicates with the space on the left side of the piston 31 in the clutch 22 through the space between the input shaft 21 and the clutch drum 25 of the clutch 22.
  • distribution oil passages 54 and 55 are formed in the stator shaft 23.
  • the communication oil passage 53 communicates with the piston chamber 32 of the clutch 22 via the distribution oil passage 54 and communicates with the gap 24 between the input shaft 21 and the stator shaft 23 via the distribution oil passage 55.
  • Oil pressure generated by the oil pump 5 is regulated by the valve body and supplied to the supply oil passages 46 and 52 from the valve body.
  • Oil flowing through the supply oil passage 46 by hydraulic pressure is supplied to the gap 44 between the input shaft 21 and the pump drive shaft 42 through the shaft center oil passage 47 and the connection oil passage 48, and the torque converter 2 passes through the gap 44.
  • the release side oil chamber 16 is supplied as hydraulic oil.
  • the oil flowing through the supply oil passage 52 by hydraulic pressure is supplied as lubricating oil into the clutch 22 through the communication oil passage 53 and between the input shaft 21 and the clutch drum 25 of the clutch 22. Further, the oil flowing through the supply oil passage 52 by hydraulic pressure is supplied as hydraulic oil to the piston chamber 32 of the clutch 22 through the communication oil passage 53 and the distribution oil passage 54. Further, the oil flowing through the supply oil passage 52 by hydraulic pressure passes through the communication oil passage 53, the distribution oil passage 55, and the gap 24 between the input shaft 21 and the stator shaft 23 to the engagement side oil chamber 17 of the torque converter 2. Supplied as hydraulic oil.
  • the oil pump is separated from the input shaft 21 of the automatic transmission 3 on the side opposite to the torque converter 2 side, not between the torque converter 2 and the automatic transmission 3. 5 is arranged. Therefore, the supply oil passage 52, the communication oil passage 53, the distribution oil passages 54, 55 for supplying the working oil of the clutch 22 provided in the torque converter 2 and the automatic transmission 3 and the lubricating oil for lubricating each part, etc. It is possible to eliminate the need to form a large number of supply oil passages including the oil pump 5 in the pump housing 41 of the oil pump 5.
  • the input shaft 21 is formed as a hollow shaft, and the pump drive shaft 42 of the oil pump 5 is inserted into the input shaft 21, so that the gap 44 between the input shaft 21 and the pump drive shaft 42 is an oil passage.
  • a supply oil passage 46 for supplying oil to the oil passage formed by the gap 44 is formed in the pump housing 41, so that the supply oil passage 46 for supplying oil to at least one location is automatically shifted with the torque converter 2.
  • positioned between the machines 3 can be eliminated. As a result, not only the oil pump 5 but also the size and cost of the entire unit can be reduced.
  • the pump drive shaft 42 is directly connected to the front cover 11 of the torque converter 2, but the right end of the pump drive shaft 42 is located in the middle of the input shaft 21, and the pump drive shaft 42 is located in the input shaft 21.
  • a connecting shaft that connects the front cover 11 and the front cover 11 may be provided.
  • a gap is provided between the input shaft 21 and the coupling shaft, and the gap 44 between the input shaft 21 and the pump drive shaft 42 is torqued via the gap between the input shaft 21 and the coupling shaft.
  • the open side oil chamber 16 of the converter 2 is communicated.

Abstract

Selon la présente invention, une transmission à variation continue du type à répartition de couple (304) comprend : une transmission à variation continue du type à courroie (343) ; un mécanisme d'engrenage à culbuteur (344) pour inverser une puissance envoyée à un arbre d'entrée (341) et transmettre la puissance inversée à un arbre primaire (351) ; un mécanisme d'engrenage planétaire (345) ayant un support (382), un engrenage planétaire (381) agencé afin de pouvoir tourner intégralement avec un arbre secondaire (352), et une couronne dentée (383) agencée afin de pouvoir tourner intégralement avec un arbre de sortie (342) ; un engrenage en deux pièces d'entraînement (346) ; un engrenage en deux pièces entraîné (347) qui est agencé afin de pouvoir tourner intégralement avec le support (382) et qui s'engrène avec l'engrenage en deux pièces d'entraînement (346) ; un embrayage (C1) pour embrayer et débrayer l'arbre d'entrée (341) et l'engrenage en deux pièces d'entraînement (346) ; un embrayage (C2) pour embrayer et débrayer l'engrenage planétaire (381) et la couronne (383).
PCT/JP2016/072458 2015-08-03 2016-07-31 Transmission à variation continue du type à répartition de couple et structure d'alimentation en huile WO2017022699A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
MYPI2018700402A MY198651A (en) 2015-08-03 2016-07-31 Power-split-type continuously variable transmission

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2015153584A JP6351556B2 (ja) 2015-08-03 2015-08-03 動力分割式無段変速機
JP2015-153584 2015-08-03
JP2015254049A JP6351566B2 (ja) 2015-12-25 2015-12-25 オイル供給構造
JP2015-254049 2015-12-25

Publications (1)

Publication Number Publication Date
WO2017022699A1 true WO2017022699A1 (fr) 2017-02-09

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Application Number Title Priority Date Filing Date
PCT/JP2016/072458 WO2017022699A1 (fr) 2015-08-03 2016-07-31 Transmission à variation continue du type à répartition de couple et structure d'alimentation en huile

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MY (1) MY198651A (fr)
WO (1) WO2017022699A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107504151A (zh) * 2017-10-12 2017-12-22 中国船舶重工集团公司第七0三研究所 一种功率多分支液力行星调速装置
CN110242728A (zh) * 2018-03-09 2019-09-17 株式会社艾科赛迪 前盖总成
CN107504151B (zh) * 2017-10-12 2024-04-26 中国船舶重工集团公司第七0三研究所 一种功率多分支液力行星调速装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61184274A (ja) * 1985-02-09 1986-08-16 Mazda Motor Corp 自動変速機の潤滑装置
DE19631294A1 (de) * 1995-08-23 1997-02-27 Luk Getriebe Systeme Gmbh Getriebeeinheit
JPH11325207A (ja) * 1998-05-18 1999-11-26 Aisin Aw Co Ltd Ｆｒ用ベルト式無段変速機
WO2013175587A1 (fr) * 2012-05-23 2013-11-28 トヨタ自動車株式会社 Dispositif de transmission de puissance pour véhicule

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61184274A (ja) * 1985-02-09 1986-08-16 Mazda Motor Corp 自動変速機の潤滑装置
DE19631294A1 (de) * 1995-08-23 1997-02-27 Luk Getriebe Systeme Gmbh Getriebeeinheit
JPH11325207A (ja) * 1998-05-18 1999-11-26 Aisin Aw Co Ltd Ｆｒ用ベルト式無段変速機
WO2013175587A1 (fr) * 2012-05-23 2013-11-28 トヨタ自動車株式会社 Dispositif de transmission de puissance pour véhicule

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107504151A (zh) * 2017-10-12 2017-12-22 中国船舶重工集团公司第七0三研究所 一种功率多分支液力行星调速装置
CN107504151B (zh) * 2017-10-12 2024-04-26 中国船舶重工集团公司第七0三研究所 一种功率多分支液力行星调速装置
CN110242728A (zh) * 2018-03-09 2019-09-17 株式会社艾科赛迪 前盖总成
CN110242728B (zh) * 2018-03-09 2024-02-20 株式会社艾科赛迪 前盖总成

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