JPH0321776B2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention provides a V
This invention relates to a belt-type continuously variable transmission mechanism for vehicles.

V-belt continuously variable transmissions can provide smooth gear shifts and improve fuel efficiency, but it is difficult to shift while the vehicle is stopped, so if the vehicle stops with a small gear ratio, the next time the vehicle starts moving. The drawback was that the torque was small and it was difficult to start smoothly. It is effective to use a fluid coupling such as a torque converter or a fluid coupling to improve this drawback and prevent the lack of torque when starting the vehicle so that the vehicle can always start smoothly. When using
A problem arises in that slit loss occurs and fuel efficiency becomes poor.

In order to solve the above-mentioned drawbacks and problems, the present invention provides a fluid coupling with a mechanically engaged centrifugal clutch, which allows the vehicle to start smoothly at all times, and also provides a torque converter, etc. The primary objective is to provide a continuously variable transmission for a vehicle capable of improving fuel efficiency by eliminating slit loss. Furthermore, by equipping the continuously variable transmission with a fluid coupling with a centrifugal direct coupling clutch, the above problems can be solved, and the structure of the continuously variable transmission can be simplified.
The secondary purpose is to make it more compact.

That is, the present invention takes advantage of the characteristics that a vehicle using a V-belt continuously variable transmission can achieve smooth shifting and improve fuel efficiency, while also achieving low torque when starting the vehicle without using a complicated structure or control method. We provide a vehicle transmission mechanism that compensates for the drawbacks of vehicles using V-belt continuously variable transmissions, solves the technical problem of eliminating slip-up loss, and maximizes the functions of the V-belt continuously variable transmission mechanism. The purpose is to

The continuously variable transmission for a vehicle of the present invention has a continuously variable transmission mechanism consisting of an input-side pulley and an output-side pulley, each of which is attached to an input shaft and an output shaft and whose effective diameter is variable, and a V-belt that transmits power between both pulleys. , is connected to a fixed sheave on the input shaft side of the continuously variable transmission mechanism, and is interposed between the input shaft of the continuously variable transmission mechanism and the engine output shaft, and is connected to the input shaft of the continuously variable transmission mechanism and the engine output shaft by centrifugal force. This configuration includes a fluid coupling having a mechanically engaged centrifugal clutch and a planetary gear mechanism for forward/reverse switching connected to the output shaft of the continuously variable transmission mechanism.

Next, the present invention will be explained based on embodiments shown in the drawings.

FIG. 1 shows a V-belt type continuously variable transmission for a vehicle equipped with a fluid coupling with a direct coupling clutch according to the present invention. This continuously variable transmission 100 for a vehicle includes a V-belt type continuously variable transmission mechanism 200, a centrifugal torque converter 300 with a direct coupling clutch connected to the input side of the transmission mechanism 200, and, in this embodiment, the transmission mechanism A planetary gear mechanism 400 for forward/reverse switching connected to the output side of the planetary gear mechanism 200, a reduction gear mechanism 500 connected to the output side of the planetary gear mechanism 400, and a differential connected to the reduction gear mechanism 500. gear 6
Consists of 00.

1 is an input shaft of the continuously variable transmission 100 connected to the engine output shaft; 2 is a V-belt type continuously variable transmission mechanism 2;
The input shaft 1 and the first intermediate shaft 2 are connected via a torque converter 300 with a direct coupling clutch. 3 is an output shaft of the continuously variable transmission 100; 4 is a V-belt type continuously variable transmission mechanism 2 disposed coaxially on the outside of the output shaft 3;
The second intermediate shaft 4 and the output shaft 3 are composed of a planetary gear mechanism 400 for forward/reverse switching, a third intermediate shaft 5, a reduction gear mechanism 500, and a differential gear mechanism 500. It is connected via an allencial gear 600. 6 and 7 are movable flanges that are slidably fitted to the first intermediate shaft 2 and the second intermediate shaft 4, respectively, and have tubular bearing portions 6A and 7A that are attached to the intermediate shafts 2 and 4, respectively; The movable flange 6
A first cylinder 8, which is provided concentrically on each intermediate shaft 2 and 4 with side walls 7 and 7 as a side wall, is welded together to form a first cylinder 9. 10 and 11 are fixed flanges integrally formed with the first intermediate shaft 2 and the second intermediate shaft 4, respectively, and the movable flange 6 and the fixed flange 10 and the movable flange 7 and the fixed flange 11 respectively correspond to the V-belt 12. Accepting V-shaped space 13
and 14, and constitute pulleys A and B. 15 and 16 are first fixed walls inserted into the first cylinders 8 and 9, respectively, and have flange portions 15A and 16A in contact with the inner walls of the cylinders 8 and 9;
Tubular portions 15B and 16B continuous to A and 16A
and fixed parts 15C and 16C that are continuous with the tubular parts 15B and 16B and fixed to the intermediate shafts 2 and 4, respectively. The first fixed walls 15 and 16 form first annular oil chambers 17 and 18, respectively, between the movable flanges 6 and 7, which are side walls of the cylinder. 19 and 20 are second cylinders 2 that fit onto the first cylinders 8 and 9, respectively.
1 and 22, and is a second fixed wall formed integrally with fixed parts 15C and 16C of the first fixed wall.
It is fixed to the intermediate shafts 2 and 4 in contact with the intermediate shafts 2 and 4. The tip end (right side in the drawing) of the second cylinder 21 is bent in the outer radial direction to form a flange-shaped portion 21A, and teeth 21B are formed on the outer peripheral side of the flange-shaped portion 21A. Reference numeral 23 denotes an electromagnetic pickup mounted at a predetermined position corresponding to the flange-shaped portion 21A of the automatic transmission case 700. The electromagnetic pickup 23 and the flange-shaped portion 21A constitute a device for detecting the rotational speed of the input pulley, that is, the rotational speed of the first intermediate shaft 2. The second fixed walls 19 and 20 have second cylinders 21 and 22 integral with the second fixed walls and a tubular portion 1 of the first fixed wall.
Second annular oil chambers 26 and 27 are formed between annular plate-shaped pressure receiving plates 24 and 25 that are slidably inserted between 5B and 16B. 28 and 29 are spheres inserted into axial grooves provided on both the sliding surfaces of the first intermediate shaft 2 and the movable flange 6 and the second intermediate shaft 4 and the movable flange 7, respectively. This serves to prevent relative rotation of the intermediate shafts 2 and 4.

The continuously variable transmission mechanism 200 includes a V-belt 12, pulleys A and B, and hydraulic servos C and D of the pulleys A and B. This continuously variable transmission mechanism 200 receives detection information from the input pulley rotation speed detection device, vehicle speed, throttle opening, etc., and operates the first oil chambers 17 and 18 and the second oil chambers 26 and 27. Hydraulic servos C and D with
By controlling the hydraulic pressure supplied to the movable flanges 6 and 7, the widths of the V-shaped spaces 13 and 14 are increased or decreased, and the width of the V-belt 12 in contact with the pulleys A and B is accordingly increased. The turning radius increases and decreases to provide stepless speed change according to the driving conditions of the vehicle.

The torque converter 300 with a direct coupling clutch includes a pump impeller 301, a turbine runner 302, a stator 303, a one-way clutch 304, a torque converter outer shell 305, and a turbine runner 30.
It consists of a centrifugal direct coupling clutch 306 that operates to directly couple the two.

The direct coupling clutch 306 is of known construction consisting of an annular disk 42 and a friction shoe assembly 44, as shown in FIGS. 2-7. The disk 42 is concentrically attached to the hub 30 of the turbine runner 302 and secured thereto, for example by rivets 31, for rotation with the turbine member or turbine runner 302. The annular disk 42 is bent as shown in FIG. 2 to approximately match the shape and curvature of the turbine runner 302 and to require minimal clearance to install the disk 42 and clutch 306. . 3 and 4, disk 42 has a series of pockets or openings 50 around its outer periphery. The shape of the opening is such that the T-shaped protrusions 52 on both sides of each opening 50 form the opening 50.
a tab 54 extending radially beyond the end of the
It seems to be forming a . Tab 54 cooperates with shoe assembly 44 to keep the shoe assembly within opening 50 . At the center of each opening is a shoe assembly 44 adapted to engage the shoe and shell 3.
A camming or wedge surface 56 is provided which is adapted to provide a wedging or self-biasing engagement with surface 32 of 05.

Friction shoe assembly 44 is particularly shown in FIGS. 5 and 6. Shoe assembly 44 primarily consists of a rectangular shoe 60 having a generally arcuate shape that generally matches the arcuate shape of surface 32 . Shoe 60 incorporates a spring 62, a friction lining 64, and a contact bottom or cam follower insert 66. Friction lining 64 is Shu 60
It is joined to the outer convex arcuate surface 68 of the.

The spring 62 is secured, for example, by a screw 70 received in a screw hole 72. There are four screws 70, for example, and are received through holes drilled in the spring 62. Spring 62 has a central body portion 80 and a bent end 82 that is connected to tab 5.
4 has a notch 84 in which it can be received. There is a lip 86 at the end of the notch. The spring 62 further has a central opening 88 designed to match the contact bottom or insert 66 .

Insert 66 has a shaft portion 90 received within a suitably sized hole 92 in shoe 60. Insert 66 has a large rectangular portion 91 with a pair of engagement surfaces 94 that act as cam or wedge follower surfaces. One of the engagement surfaces 94 engages the cam 56 to actuate the shoe 60 as described below.

The shoe assembly 44 begins with the friction lining 6
4 to the surface 32 of the outer shell 305 and the spring 62
and into the torque converter 300 by securing the insert 66 and then into the pocket or opening 50 by placing the tab 54 within the notched portion 84 of the spring 62 and engaging the lip 86. It is.

The length of the spring compared to the length of the shoe 60 is such that the spring 62 has a lip at the right portion 82 when the shoe assembly 44 is in the fully retracted position to the left as shown in FIG. 86 is dimensioned such that it still engages tab 54. Tab 54 thus serves to keep shoe assembly 44 within opening 50 under all conditions. Additionally, spring 62 is shaped and hardened to bias shoe assembly 44 radially inwardly as shown in FIG. 3 to resist outward movement of the assembly.

Direct coupling clutch 306 operates as follows. When the turbine runner 302 is not rotating, that is, when no centrifugal force is being generated, the shoe assembly 4
4 is in the left position shown in FIG. impeller 3
When 01 is rotated, the turbine runner 302 begins to rotate, and as the rotational speed of the turbine runner 302 increases further, the shoe assembly 44 attempts to move outward in response to the centrifugal force. Once a predetermined rotational speed is reached, the shoe 60 and friction lining 64 engage, and this initial engagement causes the shoe assembly 44 to move to the right as shown along the cam 56 with respect to the disk 42 and is brought into contact by the insert 66. The action of the wedge or cam surface 56 causes the shoe 60 to engage the surface 32 into the state shown in FIG. . Further, by changing the wedge engagement angle of this cam surface, the engagement torque capacity can be adjusted. Due to this engagement, the turbine runner 302 rotates together with the outer shell 305 and the pump impeller 301.

When a reversal of torque 7 occurs on the driveline, the inherent characteristics of clutch 306 eliminate the wedge effect, releasing clutch 306 and returning torque converter 300 to the torque converter state.

Engagement, disengagement, and reengagement of the centrifugal direct coupling clutch 306 occurs due to its inherent structure without the need for any external controls.

This torque converter 300 with a direct coupling clutch serves to eliminate torque shortage when the vehicle is started, so that the vehicle can always start smoothly, and at the same time, to prevent slip loss caused by the installation of the torque converter.

Because the present invention uses a centrifugal direct-coupled clutch that responds to rotational speed, complex mechanical, hydraulic, or electronic speed sensing and control systems are required to properly time clutch engagement and release. It has the unique effect that it is not necessary.

Furthermore, the above embodiments are not intended to limit the present invention, and it is of course possible to employ various other types of centrifugal clutches.

The forward/reverse switching planetary gear mechanism 400 includes a second intermediate shaft 4, which is the output shaft of the continuously variable transmission mechanism 200, and a ring gear connected via a drum 403 having a cylinder 402A of a hydraulic servo 402 that operates a multi-disc clutch 401. 404 and planetary gear mechanism 4
A sun gear 4 is connected to the third intermediate shaft 5, which is the output shaft of the 00, by spline fitting, and is also connected to the drum 403 via the multi-plate clutch 401.
05, and a planetary gear 4 rotatably meshed between the sun gear 405 and the ring gear 404.
06, a planetary carrier 408 that rotatably supports the planetary gear 406 and is engaged with the automatic transmission case 700 via a multi-disc brake 407, a hydraulic servo 402 that operates the multi-disc clutch 401, and a multi-disc brake. brake 407
It is composed of a hydraulic servo 409 that operates. This forward/reverse switching planetary gear mechanism 400 is as follows:
The multi-disc clutch 401 is engaged, and the multi-disc brake 40
7 is released, a forward gear with a reduction ratio of 1 is obtained, and when the multi-disc clutch 401 is released and the multi-disc brake 407 is engaged, a reverse gear with a reduction ratio of 0.7 is obtained. This reduction ratio of 0.7 during reversing is smaller than the reduction ratio during reversing of a normal automobile transmission, but in this example, the reduction ratio (for example, 24) obtained in a V-belt type continuously variable transmission mechanism and the reduction ratio of Gear mechanism 5
Since deceleration is performed at 00, an appropriate deceleration ratio can be obtained as a whole.

The reduction gear mechanism 500 is intended to compensate for the fact that the speed change range obtained by the V-belt type continuously variable transmission mechanism 200 is lower than the speed change range achieved by a normal vehicle transmission, and the reduction gear mechanism 500 has a reduction ratio between the input and output shafts. A 1.45 speed change is performed to increase torque.

The differential gear 600 is connected to the output shaft 3 and performs the closest deceleration of 3727:1.

As described above, the continuously variable transmission for a vehicle according to the present invention has the following effects.

a. When changing gears when a fluid coupling with a direct coupling clutch is used in a multi-stage transmission mechanism for a vehicle, the shifting shock becomes large unless the direct coupling clutch is released (unlocked). Furthermore, when a fluid coupling with a centrifugal clutch, conventionally known as a direct coupling clutch, is applied to a vehicle multi-stage transmission mechanism, once the vehicle speed exceeds a certain speed and the clutch engages with the torque converter outer shell, , the engaged state cannot be released even when changing gears. Therefore, in order to prevent a shift shock from occurring, a certain amount of slippage is provided between the clutch and the torque converter shell rather than maintaining the clutch completely engaged. However, since the fluid coupling with a mechanically engaged centrifugal clutch of the present invention is used in a V-belt type continuously variable transmission mechanism that can change speed steplessly, once the clutch is engaged with the torque converter outer shell. When this happens, there is no need to go out of your way to provide slippage.

As described above, the fluid coupling with a mechanically engaged centrifugal clutch used in the present invention exhibits a function different from that of the conventionally known fluid coupling with a centrifugal clutch, and is similar to the V-belt type continuously variable transmission. In combination with the V-belt continuously variable transmission mechanism, vehicles using the V-belt continuously variable transmission mechanism can achieve smooth shifting and improved fuel efficiency.
This technology compensates for the drawback of vehicles using V-belt continuously variable transmissions, such as low torque when starting the vehicle, without using a complicated structure or control system, and also solves the technical problem of eliminating slip loss.

That is, the present invention provides a vehicle transmission that maximizes the functions of each by organically combining a V-belt type continuously variable transmission mechanism and a mechanically engaged centrifugal clutch-equipped fluid coupling. This is what I did.

b Mechanically engaged centrifugal clutches have a relatively simple structure, and when applied to fluid couplings, the engagement and release of the clutch can be automatically and appropriately controlled by centrifugal force according to the rotational speed. Therefore, there is no need for a complicated structure like a hydraulic clutch, and there is no need to provide a hydraulic control device outside the fluid coupling to control engagement and release of the clutch.

Therefore, the structure can be simplified and the axial dimension can be shortened.

c When the fluid coupling with the hydraulic clutch is used in a vehicle transmission, it is necessary to control the supply of oil for piston operation in order to control engagement and release of the clutch, so the input shaft of the transmission must be controlled. The timing of releasing the direct connection between the output shaft and the output shaft may be delayed. On the other hand, when a mechanically engaged centrifugal clutch is used, the rotational speed allows the input and output shafts of the transmission to be connected automatically, for example during engine braking, so that the clutch can be released automatically. Since the engagement and release are automatically controlled, there is no risk of the release timing of the direct connection between the input shaft and output shaft of the transmission being shifted, unlike when using a hydraulic clutch. There is no risk of the engine stopping due to timing discrepancies.

d By forming a cam surface with a wedge engagement angle in the pocket provided on the circumferential side of the disk, the friction member that engages with the inner circumferential surface of the input shaft drive housing is not only affected by centrifugal force but also by the friction member. When the clutch rides on the cam surface, the frictional force between the housing and the clutch increases and the lockup capacity can be increased. Furthermore, by reducing the wedge engagement angle of the cam surface, it is possible to perform lock-up at a lower speed, thereby improving fuel efficiency.

e When using a hydraulic servo to make the pulley diameter of a V-belt type continuously variable transmission variable variable, it is necessary to discharge high hydraulic pressure from an oil pump for the hydraulic servo. On the other hand, when a fluid coupling with a hydraulic clutch is used, the hydraulic clutch operates at a relatively low pressure, so it is necessary to drain the high hydraulic pressure discharged from the oil pump and adjust it to a low pressure. As a result, oil pump drive loss and fuel consumption worsen due to draining. However, since the present invention uses a mechanically engaged centrifugal clutch, there is no need for discharge oil and hydraulic pressure for actuating the clutch, resulting in savings in fuel consumption due to draining.

In this way, the present invention provides a V-belt type continuously variable transmission mechanism, a mechanical system that is interposed between the input shaft of the continuously variable transmission mechanism and the engine output shaft, and connects the input shaft of the continuously variable transmission mechanism and the engine output shaft by centrifugal force. This organically combines a fluid coupling with a centrifugal clutch that engages with the
The functions of each are maximized to achieve the effects described in a. to e. above, allowing the vehicle to start smoothly at all times, and eliminating the sluggish loss caused by intervening a torque converter, etc. This makes it possible to make the device more compact and improve fuel efficiency.

[Brief explanation of drawings]

Fig. 1 is a sectional view of a V-belt type continuously variable transmission for vehicles according to the present invention, Fig. 2 is a sectional view of a torque converter with a direct coupling clutch, and Figs. 3 and 4 are explanations of the operation of the centrifugal direct coupling clutch. Figure 5 is a front view of the shoe assembly, which is the main part of the direct coupling clutch.
FIG. 6 is a plan view thereof, and FIG. 7 is a partial view of the annular disc of the direct coupling clutch. In the figure, 2...input shaft, that is, the first intermediate shaft, 4...
...Output shaft, i.e. second intermediate shaft, A...Input side pulley, B...Output side pulley, 12...V belt, C
...Hydraulic servo of pulley A, D...Hydraulic servo of pulley B, 200...V-belt type continuously variable transmission mechanism,
300...Torque converter with direct coupling clutch, 3
06... Centrifugal direct coupling clutch, 400... Planetary gear mechanism for forward/reverse switching.

Claims (1)

[Claims] 1. Consists of an engine output shaft, an outer shell connected to the engine output shaft, a pump impeller formed on the outer shell, and a turbine runner to which the power of the pump impeller is fluidly transmitted. a fluid coupling; an input shaft disposed concentrically with the engine output shaft and connected to a turbine runner of the fluid coupling; and an input shaft disposed between the input shaft and the engine output shaft and configured to rotate the input shaft by centrifugal force. a centrifugal direct coupling clutch that mechanically engages the engine output shaft; an output shaft disposed parallel to the input shaft; and an input that is attached to the input shaft and the output shaft and has a variable effective diameter. The centrifugal direct-coupled clutch comprises a pulley, an output pulley, a continuously variable transmission mechanism consisting of a V-belt that transmits power between the two pulleys, and a forward/reverse switching mechanism that switches and controls the rotation of the engine output shaft between forward and reverse directions. , a disk connected to the input shaft and having an opening on the radially outer side; a friction shoe housed in the opening and urged radially outwardly by centrifugal force; and a radially outer side of the friction shoe. a spring member disposed radially inwardly of the friction shoe and slidably circumferentially within the opening; and a spring member disposed radially inwardly of the spring member the opening. a friction shoe assembly comprising a protrusion that abuts a cam formed on a radially outer surface of the input shaft and is slidably disposed in the circumferential direction, the cam being arranged so that the input shaft is in a predetermined position. The protrusion is circumferentially moved along the cam in order to constantly engage the friction material of the friction shoe with the outer shell disposed on the radially outer side of the friction material due to centrifugal force from the time of low-speed rotation exceeding the number of revolutions. 1. A continuously variable transmission mechanism for a vehicle, characterized in that the inclination angle of the cam surface is formed to be small so that the cam surface can be slid in a direction.