JPH10274319A - Belt type transmission for vehicles - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve rigidity of a case and an input pulley shaft of a transmission, relating to the belt type transmission for a vehicle. SOLUTION: A casing 1 of a transmission is constituted so that it can be divided into two parts, a torque converter housing 3 storing a torque converter 8 and a transmission case 5 storing a forward/reverse switching mechanism 10, drive pulley 12 and a driven pulley 18. This constitution is formed such that in the torque converter housing 8, a partition 3a having a journal part 3b journalling a first shaft 2 is integrally formed in the side of the transmission case 5.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a belt type transmission for a vehicle which changes the gear ratio steplessly by changing the groove width of a pulley.

[0002]

2. Description of the Related Art Conventionally, a continuously variable automatic transmission which continuously changes gears has been developed as a transmission mounted on a vehicle such as an automobile. As such a continuously variable automatic transmission, for example, a belt type transmission in which an endless belt is stretched between a pair of pulleys configured to be able to change a groove width, so-called CVT (= Continuously Variable Transmission)
Is widely known.

[0003] Among the technologies relating to such a belt-type transmission, for example, Japanese Patent Publication No. 4-48978 and Japanese Patent Application Laid-Open No. 5-280612 disclose a case for accommodating the mechanism of the transmission, a torque converter case and a transmission. There is disclosed a technology in which a transmission case is provided with an intermediate wall that supports the input pulley shaft in a transmission case, and a hydraulic control mechanism or a forward / reverse switching mechanism is provided in a space defined by the intermediate support wall.

[0004]

However, such a conventional technique has a problem that the rigidity of the entire case of the transmission is relatively low. In other words,
In the techniques disclosed in Japanese Patent Application Laid-Open No. 978 and Japanese Patent Application Laid-Open No. 5-280612, the torque converter and the forward / reverse switching mechanism are provided in the torque converter case. Therefore, a large opening is formed, which reduces the rigidity of the entire case.

A method of eliminating the intermediate wall and supporting the entire input shaft including the forward / reverse switching mechanism immediately after the torque converter and on the rear side of the transmission can be considered. However, there is a problem that the rigidity of the input pulley shaft is reduced. The present invention has been made in view of such a problem, and provides a vehicle belt-type transmission that improves the rigidity of a case of a transmission and at the same time improves the rigidity of an input pulley shaft. With the goal.

[0006]

According to the present invention, there is provided a belt type transmission for a vehicle according to the present invention, which is coaxial with a first shaft to which a driving force from an engine is input via a power transmission means. A driving pulley to which the rotational driving force is input via a forward / reverse switching mechanism, and a driven pulley to which rotational driving force from the driving pulley is transmitted via an endless belt stretched from the driving pulley. And a casing for accommodating the speed change mechanism, and changing the groove width of the drive pulley and the driven pulley to change the speed ratio between the drive pulley and the driven pulley. In the belt-type transmission, the casing includes a housing member that houses the power transmission unit, and a transmission case that houses the forward / reverse switching mechanism, the driving pulley, and the driven pulley. Dividable configured, on the transmission case side of said housing member, the partition wall having a shaft support for supporting the shaft of the first is characterized by being formed integrally.

According to a second aspect of the present invention, in addition to the structure of the first aspect, the forward / reverse switching mechanism is housed in a switching mechanism case, and One end of a case is attached to the partition wall of the housing member or the transmission case, and the other end of the switching mechanism case is configured to pivotally support one end of the drive pulley via a bearing. I have.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the forward / reverse switching mechanism and the drive pulley are arranged on the inner peripheral side of the bearing. Are spline-connected.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A belt type transmission for a vehicle as an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic cross-sectional view showing the entire structure, and FIG. 2 is an enlarged view of a main part thereof. As shown in FIG. 1 is provided. The casing 1 can be divided into two parts by a torque converter housing (housing member) 3 and a transmission case 5, and is fastened by bolts 1a. The torque converter housing 3 is integrally formed with a partition 3a for dividing the space inside the casing 1 into two, and the torque converter housing 3 and the transmission case 5 are divided on one plane. It is configured as follows.

A first shaft 2 and a second shaft 2 are provided inside the casing 1.
A shaft (secondary shaft) 4 and a third shaft (transfer shaft) 6 are provided, and the rotational driving force input to the first shaft 2 is transmitted via the secondary shaft 4 and the transfer shaft 6 to a differential (differential mechanism). 2
7 and the left and right output shafts (drive shafts) 24
Is driven.

As shown in FIGS. 1 and 2, the first shaft 2
A torque converter (power transmission means) 8, a forward / reverse switching mechanism 10, a drive pulley (drive pulley) 12, an oil pump 13 and the like are provided in this order from the engine side. Pulley) 18, a parking gear 16, a transfer drive gear 14, and the like. Further, a transfer driven gear 20 and a final drive pinion gear 22 are provided on the transfer shaft 6.
The final drive pinion gear 22 includes a final gear 26 provided on an output shaft (drive shaft) 24.
Is engaged.

The first shaft 2 includes a hollow input shaft (input shaft) 2A and a hollow primary shaft 2B integrally formed with a part of the drive pulley 12. In addition, these input shafts 2
An oil pump drive shaft 2C is provided in A and the primary shaft 2B so as to be relatively rotatable.

The input shaft 2A is supported by a reaction shaft 36a, a reaction shaft support 36b and the like. Incidentally, the torque converter 8 is housed in the above-described torque converter housing 3 as shown in FIG. 2, and the rotational driving force output from the torque converter 8 is transmitted through the input shaft 2A to the forward / reverse switching mechanism. 10.

Here, the torque converter 8 is constructed similarly to a normal automatic transmission, and includes a pump 8a, a turbine 8b and a stator 8c.
Is provided. The pump 8a is connected to the engine crankshaft via a drive plate 8d,
When the pump 8a is rotationally driven, the torque converter 8
The rotational energy of the pump 8a is transmitted to the turbine 8b via the working oil inside. The turbine 8b is spline-coupled to the input shaft 2A via a turbine hub 8e, and the input shaft 2A is rotationally driven by the rotational driving force transmitted to the turbine 8b. The torque converter 8 has a direct connection (lock-up) mechanism for directly transmitting the driving force from the drive plate 8d to the turbine 8b.

Further, the rear side of the torque converter 8 (FIG. 2)
A middle / left side) is provided with a forward / reverse switching mechanism 10. The forward / reverse switching mechanism 10 includes an input shaft 2
The purpose is to switch the rotation direction of the rotational driving force transmitted from A to the primary shaft 2B, and to cut off the transmission of the driving force to the primary shaft 2B. Here, the forward / reverse switching mechanism 10 is housed in a cylindrical case (switching mechanism case) 28 as shown in FIG. 2, and the planetary gear mechanism 30, the clutch 32 and the brake 34 are accommodated in the cylindrical case 28. Etc. are provided. Note that the cylindrical case 28 is attached to the partition wall 3a of the torque converter housing 3 with bolts 28a to improve the rigidity of the entire transmission.

The planetary gear mechanism 30 is configured as a double pinion type planetary gear mechanism having two pinion gears, and includes a sun gear 30a, a first pinion gear 30b,
It comprises a second pinion gear 30c, a planetary carrier 30d and an annulus gear (ring gear) 30e. As shown in FIG. 2, in this embodiment, the sun gear 30a is formed integrally with the input shaft 2A. The first pinion gear 30b and the second pinion gear 30c are supported by a planetary carrier 30d while meshing with each other. The first pinion gear 30b is connected to the sun gear 30a, and the second pinion gear 30c is connected to the annular gear 3d.
0e.

The planetary carrier 30d is provided with a shaft support 30d-1 provided at an end of the drive pulley 12 side.
And the shaft support portion 30d-1 is connected to the drive pulley 12
And splines are joined. In addition, the above-mentioned brake 3
4 is the outer peripheral side of the annulus gear 30e and the cylindrical case 2
8 and the annulus gear 3
0e is provided to regulate the rotation. The brake 34 engages with the annulus gear 30e to rotate integrally with the annulus gear 30e.
a and the cylindrical case 28
, A plurality of brake plates 34b fixed in the rotation direction with respect to
4b are alternately arranged. A cylindrical brake piston 34c is provided at an end of the cylindrical case 28 on the side of the drive pulley 12, and hydraulic oil is supplied to a hydraulic chamber 34d formed between the cylindrical case 28 and the brake piston 34c. Is supplied, the brake piston 34c is driven rightward in FIG. 2 against the urging force of the return spring 34e, and comes into contact with the brake plate 34b.

Then, as described above, the brake piston 34
When c is driven, the brake plate 34b is pressed by the brake piston 34c, and the rotation of the annulus gear 30e is regulated by the frictional force between each plate 34a and each disk 34b.
On the other hand, the clutch 32 is provided so as to regulate the relative rotation between the sun gear 30a and the planetary carrier 30d. Like the brake 34, the clutch disks 32a and the clutch plates 32b are alternately provided. It is arranged. Here, the clutch disc 32a
Are engaged with splines of a cylindrical portion extending in the axial direction from the main body of the planetary carrier 30d, so that the clutch disc 32a and the planetary carrier 30d rotate integrally.

The clutch plate 32b meshes with a spline of a cylindrical portion outside the clutch retainer 32f shown in FIG. 2, and rotates integrally with the clutch retainer 32f. Here, the clutch retainer 32
f is a member that is supported while sliding on the reaction shaft support 36 and is spline-coupled to the input shaft 2A, whereby the clutch plate 32b rotates integrally with the sun gear 30a and the input shaft 2A. I have.

A clutch actuating piston 32c is provided at an end of the clutch retainer 32f.
When hydraulic oil is supplied to a hydraulic chamber 32d formed between the clutch retainer 32f and the clutch piston 32c,
The clutch piston 32c is driven leftward in FIG. 2 against the urging force of the return spring 32e, and comes into contact with the clutch plate 32b.

Then, as described above, the clutch piston 32
When c is driven, the clutch plate 32b is pressed by the clutch piston 32c, and each plate 32a,
The relative rotation between the sun gear 30a and the planetary carrier 30d is regulated by the frictional force between the sun gears 32b, and the planetary carrier 30d rotates integrally with the sun gear 30a.

Therefore, when the clutch 32 is turned on and the brake 34 is turned off, the planetary carrier 30d
And the sun gear 30a rotate integrally, and the sun gear 30
The rotational driving force input to “a” is transmitted to the primary shaft 2B of the drive pulley 12 as it is. That is, in this case, the input shaft 2A and the drive pulley 12 rotate at a constant speed.

When the clutch 32 is turned off and the brake 34 is turned on, the annulus gear 30e is fixed to the cylindrical case 28. Therefore, when a rotational driving force is input to the sun gear 30a, the first pinion gear 30b and the second pinion gear 30c revolve in the direction opposite to the rotation direction of the sun gear 30a while rotating, thereby causing the pinion carrier 30d to rotate. Also sun gear 3
It rotates in the direction opposite to 0a.

Further, when both the clutch 32 and the brake 34 are turned off, the rotational driving force from the input shaft 2A to the primary shaft 2B is cut off, and a neutral state is established. Thus, the forward / reverse switching mechanism 10
Thus, by controlling the operation of the clutch 32 and the brake 34, switching control of the rotation direction transmitted to the drive pulley 12 is performed.

In this embodiment, the forward / reverse switching mechanism 1
Although a double-pinion type planetary gear mechanism 30 is used for 0, the forward / reverse switching mechanism 10 is not limited to such a mechanism, but is a single pinion type planetary gear mechanism or a synchromesh type planetary gear mechanism. A switching mechanism may be used. By the way, at a position adjacent to the forward / reverse switching mechanism 10,
A drive pulley (drive pulley) 12 is provided.
The drive pulley 12 includes a fixed pulley 12a formed integrally with the primary shaft 2B, and a movable pulley 1 provided on the primary shaft 2B and movable in the axial direction.
2b, and a substantially conical power transmission surface 12a-
1, 12b-1 are formed. The pulleys 12a, 12b-1 are connected by the power transmission surfaces 12a-1, 12b-1.
A V-shaped groove 12c is formed between 12b.

One end (the right end in FIG. 2) of the primary shaft 2B is connected to the shaft support 3 of the planetary carrier 30d.
Od-1 and the cylindrical case 28 via the bearing 40
The other end (the left end in FIG. 2) is supported by the transmission case 5 via a bearing 42. In the present apparatus, as described above, the primary shaft 2B is pivotally supported on the end of the cylindrical case 28, so that the bearing distance (or bearing span, see FIG. 1) of the primary shaft 2B can be reduced. As a result, the rigidity of the primary shaft 2B is improved. That is, a large bending moment acts on the primary shaft 2B in the direction of the secondary shaft 4 by a steel belt (endless belt) 44 described later. It is possible to improve the bending stiffness against a great tension.

By the way, in this transmission, the primary shaft 2B and the planetary carrier 30d are spline-connected to each other near the position where the bearing 40 of the cylindrical case 28 is provided. That is, as shown in FIG. 2, at the disposition position of the bearing 40, the outer peripheral portion of the primary shaft 2B and the inner peripheral portion of the shaft support portion 30d-1 of the planetary carrier 30d mesh with the spline, and further, the shaft support portion 30d The outer peripheral side of -1 is axially supported by the bearing 40.

The other end (left end in FIG. 2) of the primary shaft 2B is supported by the transmission case 5 via a bearing 42. And, in this way, on the inner peripheral side of the bearing 40, the primary shaft 2B
And the planetary carrier 30d are spline-coupled, so that the forward / reverse switching mechanism 10 and the drive pulley 12 can be configured to be highly rigid and compact. Further, as will be described in detail later, such a configuration makes it possible to easily assemble the transmission.

On the other hand, a driven pulley (driven pulley) 18 is provided on the secondary shaft 4 at a position facing the drive pulley 12. The driven pulley 18 is configured similarly to the drive pulley 12, and includes a fixed pulley 18a and a movable pulley 18b.
In addition, substantially conical power transmission surfaces 18a-1 and 18b-1 are formed on opposing surfaces of the respective pulleys 18a and 18b, and a V-shaped groove 18c is also formed.

A steel belt 44 as an endless belt is stretched between the groove 12c of the drive pulley 12 and the groove 18c of the driven pulley 18, and the drive pulley 12 is driven to rotate via the steel belt 44. The force is transmitted to the driven pulley 18. That is, on the drive pulley 12 side, the rotational driving force of the drive pulley 12 is transmitted to the steel belt 44 by the frictional force between the steel belt 44 and the power transmission surfaces 12a-1 and 12b-1, and the driven pulley 18 side Is the steel belt 44 and the power transmission surface 18a-
Driven pulley 1 due to the frictional force between
8 is driven to rotate.

The distance between the fixed pulleys 12a and 18a and the movable pulleys 12b and 18b,
By changing the widths of c and 18c, the gear ratio is changed. Therefore, the drive pulley 12
The movable pulley 12b is driven to drive the driven pulley 12b.
A hydraulic piston mechanism 60 for changing the width of the groove 12c is additionally provided.

Here, the drive pulley 12 and the hydraulic piston mechanism 60 will be described.
Is provided on a primary shaft 2B integrally formed with the fixed pulley 12a via a ball spline mechanism 46, and the rotation of the movable pulley 12b relative to the primary shaft 2B is restricted by the ball spline mechanism 46. , Are provided so as to be movable in the axial direction.

On the other end (left end in FIG. 2) of the primary shaft 2B, a cylindrical wall 48 which rotates integrally with the primary shaft 2B and extends in the direction of the movable pulley 12b.
A cylinder portion 48 having a is provided. A cylindrical wall portion 12b-2 is formed on the outer peripheral side of the movable pulley 12b so as to cover the cylindrical wall portion 48a of the cylinder portion 48. Further, two pistons 50 and 52 are disposed in a space formed by such a cylinder portion 48 and the movable pulley 12b.
A hydraulic chamber 54 is formed by the cylinder 0 and the cylinder portion 48, and a hydraulic chamber 56 is formed by the piston 52 and the movable pulley 12b.

Here, the piston 50 is connected to the movable pulley 12
b, and is restricted from moving relative to the movable pulley 12b in the axial direction. Further, the piston 52 is in contact with the distal end portion of the wall portion 48a of the cylinder portion 48, and the relative movement in the axial direction with respect to the cylinder portion 48 is restricted. Further, seal members are interposed between the piston 50 and the cylinder portion 48 and between the piston 52 and the movable pulley 12b, respectively, so that the fluid tightness of the hydraulic chambers 54 and 56 is maintained. .

The hydraulic oil is supplied to these hydraulic chambers 54 and 56 simultaneously by control means (controller) (not shown). Therefore, the hydraulic chamber 5
When the hydraulic oil is supplied to 4, the piston 50 is driven rightward in FIG. 2, and the movable pulley 12b is driven rightward in FIG. When hydraulic oil is supplied to the hydraulic chamber 56, the piston 52 is pressed leftward in the figure. However, since the position of the piston 52 in the axial direction is regulated by the wall portion 48a of the cylinder portion 48, The movable pulley 12b is driven rightward in the figure.

As described above, the hydraulic piston mechanism 60 for moving the movable pulley 12b is a double piston hydraulic piston mechanism having two pistons 50 and 52 because the groove width of the drive pulley 12 is reduced. This is because a large force is required when the movable pulley 12b is narrowed (when the movable pulley 12b is driven rightward in the figure). For this purpose, it is conceivable to increase the pressure itself of the supplied hydraulic oil. However, by adopting the hydraulic piston mechanism 60 having the double piston as described above, the pressure receiving area of the hydraulic oil can be reduced within a limited space. Can be approximately doubled, and a large force can be efficiently obtained.

Such an oil pressure is supplied by an oil pump 13. The oil pump 13 is attached to the transmission case 5 on the rear end side (left side) of the first shaft 2, and is driven by an oil pump drive shaft 2C. Further, as described above, the oil pump drive shaft 2C is disposed so as to be relatively rotatable in the input shaft 2A and the primary shaft 2B, and is mounted so as to rotate integrally with the engine crankshaft.

The rotational driving force input to the driven pulley 18 is transmitted from the transfer drive gear 14 on the secondary shaft 4 to the transfer driven gear 20 on the transfer shaft 6 shown in FIG. Here, as shown in FIG. 2, the secondary shaft 4 is connected to a fixed pulley 18 of the driven pulley 18.
a one end (right end in the figure) is supported by the torque converter housing 3 via a bearing 64, and the other end (left end in the figure) is supported by the transmission case 5 via a bearing 66. I have.

In the secondary shaft 4,
A hydraulic oil supply path 4a is formed in the axial direction, and hydraulic oil for driving the movable pulley 18b is supplied through a hydraulic oil supply path 5a formed on the transmission case 5 side. As shown in FIG. 2, the driven pulley 18 includes the drive pulley 12 described above.
Similarly to the above, a movable pulley 18b is provided on the secondary shaft 4 via a ball spline mechanism 68,
The ball spline mechanism 68 regulates the relative rotation of the movable pulley 18b with respect to the secondary shaft 4, and is provided so as to be movable in the axial direction.

The driven pulley 18 is provided with a hydraulic piston mechanism 62 for driving the movable pulley 18b in the axial direction to change the width of the groove 18c of the driven pulley 18. Here, the hydraulic piston mechanism 62 will be described. On the outer peripheral side of the movable pulley 18b, a cylindrical wall portion 70 extending in a direction opposite to the power transmission surface 18b-1 is formed. A piston (secondary piston) 72 is provided on the inner peripheral side of the cylindrical wall portion 70, and the outer peripheral edge of the secondary piston 72 comes into contact with the inner peripheral surface of the cylindrical wall portion 70. .

A hydraulic chamber 74 is formed by the cylindrical wall 70 and the secondary piston 72.
The secondary piston 72 is fixed in both the axial direction and the rotational direction with respect to the secondary shaft 4, and a return spring 76 that contacts the secondary piston 72 and the movable pulley 18 b is disposed in the hydraulic chamber 74. I have. The secondary piston 72 and the movable pulley 1
A seal member is interposed between the hydraulic chamber 74 and the hydraulic chamber 74.

Therefore, when the hydraulic oil is not supplied to the hydraulic chamber 74, only the urging force (preload) of the return spring 76 acts on the movable pulley 18b, and the movable pulley 18b is urged to the left in the drawing. . A desired frictional force is generated between the power transmission surfaces 18a-1 and 18b-1 and the steel belt 44 by the biasing force, and a certain clamping force (clamping force) is generated.
8 is driven to rotate without slipping.

Next, the operation at the time of shifting between the drive pulley 12 and the driven pulley 18 will be described.
When the gear ratio is changed to the low speed side, the hydraulic oil in the hydraulic chambers 54 and 56 is discharged on the drive pulley 12 side, and the movable pulley 12b is moved (driven) to the left in the drawing. The width of the groove 12c increases, and the radius of rotation of the steel belt 44 on the drive pulley 12 side decreases.

On the driven pulley 18 side, hydraulic oil is supplied to the hydraulic chamber 74 through the hydraulic oil supply oil passages 5a and 4a, so that the movable pulley 18b is driven to the left in the figure. That is, the width dimension of the groove 18c of the driven pulley 18 is reduced, and the radius of rotation of the steel belt 44 is increased. That is, the gear ratio of the pulley is as follows: gear ratio = (belt rotation radius on driven pulley 18 side) / (belt rotation radius on drive pulley 12 side) (1) That is, it is on the low speed side.

Also during the gear shifting, the hydraulic chambers 54, 56 on the drive pulley 12 side and the hydraulic chamber 78 on the driven pulley 18 side.
The appropriate hydraulic oil also acts on the movable pulleys 12b and 18b.
, A desired frictional force is generated between the power transmission surfaces 12a-1 and 12b-1 and between the power transmission surfaces 18a-1 and 18b-1 and the steel belt 44.
Can be transmitted to the driven pulley 18 at a low speed.

When the gear ratio is changed to a higher speed, hydraulic oil is supplied to the hydraulic chambers 54, 56 on the drive pulley 12 side to drive the movable pulley 12b rightward in the drawing. The width of the groove 12c is reduced, and the radius of rotation of the steel belt 44 on the drive pulley 12 side is increased.
On the driven pulley 18 side, the hydraulic oil in the hydraulic chamber 74 is discharged, so that the movable pulley 18b moves leftward in the drawing, the width of the groove 18c increases, and the turning radius of the steel belt 44 decreases. . Therefore, the gear ratio becomes smaller according to the above equation (1), and becomes higher.

The hydraulic chamber 5 on the drive pulley 12 side
4, 56 and the hydraulic chamber 74 on the driven pulley 18 side also act on the movable pulleys 12b, 1
8b generates an urging force, and the power transmission surfaces 12a-1, 12b
-1 and the power transmission surfaces 18a-1 and 18b-1 generate a desired frictional force between the steel belt 44 and the driving force from the drive pulley 12 can be transmitted to the driven pulley 18 at a high speed. .

When the secondary shaft 4 rotates at a high speed in a state where the hydraulic oil is supplied to or remains in the hydraulic chamber 74, a large centrifugal force acts on the hydraulic oil in the hydraulic chamber 74. Such a centrifugal force is proportional to the square of the distance from the rotation center, and acts not only in the rotation radius direction but also in all directions of the hydraulic chamber 74. Therefore,
When hydraulic oil is interposed in the hydraulic chamber 74, the pressure in the hydraulic chamber 74 becomes high during rotation of the secondary shaft 4, especially during high-speed rotation, and a force is generated that urges the movable pulley 18b to the left in the drawing. As a result, a clamping force higher than a desired clamping force is generated. In this case, a desired gear ratio may not be achieved, or wear may occur between the driving force transmitting surfaces 18a-1, 18b-1 and the steel belt 44.

Therefore, in the present belt type transmission,
A centrifugal balance chamber 78 is provided outside the hydraulic chamber 74 so that the hydraulic pressure due to such a centrifugal force is canceled. That is, as shown in FIG. 2, the hydraulic piston mechanism 62 is provided with a balancing cap 80 that covers the cylindrical wall portion 70 and the secondary piston 72, and the centrifugal balance chamber is formed by the balancing cap 80 and the secondary piston 72. 78 is formed.

The balancing cap 80 is fixed to the cylindrical wall 70, and the centrifugal balance chamber 78
Have holes 4b provided in the secondary shaft 4,
Hydraulic oil is supplied via a hole 16a provided in the parking gear 4c and the parking gear 16. Therefore, when the secondary shaft 4 rotates, particularly at high speed, centrifugal force causes the hydraulic oil to have a high pressure particularly on the outer peripheral side in the hydraulic chamber 74 and generates a force to expand the volume of the hydraulic chamber 74. At the same time, the hydraulic oil in the centrifugal balance chamber 78 also becomes high in pressure due to the centrifugal force, and a force for expanding the volume of the centrifugal balance chamber 78 is generated. As a result, the force acting on the balancing cap 80 (the force acting in the right direction in the figure) and the force acting on the movable pulley 18b (the force acting in the left direction in the figure) cancel each other, so that the movable pulley 18b is driven. Power is canceled.

On the other hand, on the secondary shaft 4, adjacent to the hydraulic piston mechanism 62, the parking gear 16
And a transfer drive gear 14.
Each of these gears 16 and 14 is spline-coupled to the secondary shaft 4.
It is constituted so that it may rotate integrally. As shown in FIG. 1, the transfer drive gear 14 meshes with a transfer driven gear 20 spline-coupled to the transfer shaft 6, and the transfer drive gear 14 and the transfer driven gear 20 Is reduced and transmitted to the transfer shaft 6.

The parking gear 16 restrains the rotation of the secondary shaft 4. When a transmission lever (not shown) is operated to a parking position (P position), a parking sprag (not shown) meshes with the parking gear 16. The rotation of the secondary shaft 4 is restricted. FIG.
As shown in FIG. 5, the transfer shaft 6 has one end (the right end in the drawing) supported by the torque converter housing 3 via a bearing 90 and the other end (the left end in the drawing) connected to the transmission case 5 via a bearing 92. It is supported by.

The bearing 90 is directly mounted on the torque converter housing 3. On the other hand, the bearing 92 is a bearing retainer 9 as shown in FIG.
4 and the bearing retainer 94
Are attached to the transmission case 5 by bolts 96. In addition, the transfer shaft 6 includes
The final drive pinion gear 22 is formed integrally, and the final drive pinion gear 22 meshes with a final gear 26 provided on the output shaft 24. The driving force transmitted from the final drive pinion gear 22 is transmitted to the differential 27 via the final gear 26, and the left and right drive shafts 24 are driven.

Since the vehicle belt type transmission according to one embodiment of the present invention is configured as described above, the driving force from the engine is transmitted to the forward / reverse switching mechanism 10 via the torque converter 8. You. Here, the forward / reverse switching mechanism 10 is housed in a cylindrical case 28, and the cylindrical case 28 is attached to the partition 3a to improve rigidity.

In the forward / reverse switching mechanism 10, the operation of the clutch 32 and the brake 34 is controlled,
The drive pulley 12 is switched between forward rotation, reverse rotation and neutral. The rotational driving force input to the drive pulley 12 is applied to the driven pulley 1 via the steel belt 44.
8 is transmitted. Here, one end (right end in the figure) of the primary shaft 2B formed integrally with the drive pulley 12
Is supported by the end of the cylindrical case 28 via the shaft support 30d-1 of the planetary carrier 30d and the bearing 40, and the other end (the left end in the figure) is supported by the transmission case 5 via the bearing 42. Thus, the bearing span of the primary shaft 2B (see FIG. 1) is shortened, and the rigidity of the primary shaft 2B is improved. In particular, this primary shaft 2B has
A bending moment acts in the direction of the secondary shaft 4 due to the steel belt 44, but by shortening the bearing span as described above, the bending rigidity against such tension can be improved.

Further, in this transmission, the primary shaft 2B and the planetary carrier 30d are spline-coupled in the inner circumferential direction at the position where the bearing 40 of the cylindrical case 28 is disposed. That is, as shown in FIGS. 1 and 2, on the inner peripheral side of the bearing 40, the outer peripheral portion of the primary shaft 2B and the inner peripheral portion of the shaft support portion 30d-1 of the planetary carrier 30d mesh with a spline. The outer peripheral side of the support portion 30d-1 is axially supported by the bearing 40.

In this way, the primary shaft 2B and the planetary carrier 30d are spline-coupled to each other in the inner circumferential direction of the arrangement position of the bearing 40, so that the forward / reverse switching mechanism 10 and the drive pulley 12
Can be configured with high rigidity and compactness.
In addition, with such a configuration, the transmission itself can be easily assembled.

On the other hand, the rotational driving force input to the secondary shaft 4 via the driven pulley 18 is transmitted from the transfer drive gear 14 to the transfer driven gear 20 on the transfer shaft 6. Then, the rotational driving force of the secondary shaft 4 is reduced via the transfer drive gear 14 and the transfer driven gear 20 and transmitted to the transfer shaft 6.

The rotational driving force input to the transfer shaft 6 is applied to the final drive pinion gear 2.
2, output to the left and right drive shafts 24 via the final gear 26 and the differential 27. Further, in the vehicle belt-type transmission according to the present invention, the casing 1 housing the internal mechanism is divided into a torque converter housing 3 and a transmission case 5 and further divides the internal space of the casing 1 into two. 3a is formed integrally with the torque converter housing 3, so that there is an advantage that the rigidity of the entire casing 1 can be increased. In addition, since the torque converter housing 3 and the transmission case 5 are configured to be divided on one plane, the joint surface between the torque converter housing 3 and the transmission case 5 can be processed into one surface, and the There is an advantage that processing can be facilitated and the number of processing steps can be reduced.
Drive pulley 12 (primary shaft 2B)
One end of the shaft support 30d of the planetary carrier 30d.
1, while supporting the end of the cylindrical case 28 via the bearing 40 and the other end (the left end in the figure) of the drive pulley 12 (primary shaft 2B) via the bearing 42 to the transmission case 5 Thereby, the bearing distance (bearing span) of the primary shaft 2B can be shortened, and the rigidity of the primary shaft 2B is improved. In particular, a large bending moment acts on the primary shaft 2B in the direction of the secondary shaft 4 due to the steel belt 44. However, by shortening the bearing span as described above, the bending rigidity against such tension is further improved. You can do it.

Further, the bearing 4 of the cylindrical case 28
Primary shaft 2B in the inner diameter direction at the disposition position of 0
And the planetary carrier 30d are spline-coupled, and the outer peripheral side brake piston 34c of the bearing 40 in the cylindrical case 28 is provided.
By arranging the brake disk 34a and the brake plate 34 on the outer peripheral side of e, the axial dimension can be reduced, and the entire transmission can be reduced in size.

Next, the procedure for assembling the present apparatus will be briefly described. First, the clutch retainer 32f will be described.
, A clutch piston 32c and a return spring 32
e, clutch disc 32a and clutch plate 32
b, etc., and assembled, and spline-coupled to the input shaft 2A. Further, the first pinion gear 30b, the second pinion gear 30c, the annulus gear 30e, the pinion shaft (not shown), the bearing 40, and the like are assembled to the planetary carrier 30d, and the planetary gear mechanism 30 is assembled.

Further, a brake piston 34c, a return spring 34e, a brake disk 34a, a brake plate 34, and the like are assembled in the cylindrical case 28 to form an assembly. And the torque converter housing 3
A reaction shaft support assembly 36 is attached to a hole (supporting portion) 3b formed in the partition wall 3a, and assembled in the order of the assembly of the clutch retainer 32f and the input shaft 2A, the assembly of the planetary gear mechanism 30, and the assembly of the cylindrical case 28. Then, the cylindrical case 28 is separated from the partition 3a of the torque converter
Is fastened by bolts 28a.

A drive pulley 12, a driven pulley 18, a transfer shaft 6, a differential gear 26 and the like are attached to the transmission case 5,
Thereafter, the torque converter housing 3 is aligned with the transmission case 5 and fastened with the bolts 1a. As described above, according to the present belt type transmission,
The assembling work can also be made relatively simple, and the number of work steps involved in manufacturing can be reduced.

The vehicle belt-type transmission according to the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the gist of the present invention. For example, in the above-described embodiment, an example in which a torque converter is used as the power transmission means has been described. However, the power transmission means is not limited to the torque converter, and a fluid coupling, an electromagnetic clutch, or the like may be used. The same effects as those of the above-described embodiment can be obtained.

For example, FIG. 3 is a view showing a first modification of the belt type transmission for a vehicle according to the present invention. In this modification, only the support structure of the primary shaft 2B is different.
Otherwise, the configuration is the same as that of the above-described embodiment. That is, in this modification, as shown in FIG.
The outer peripheral portion of the 0d shaft support portion 30d-1 and the inner peripheral portion of the primary shaft 2B are meshed by splines, and the outer peripheral side of the primary shaft 2B is directly supported by the bearing 40.

Even in the case of such a configuration, there is an advantage that the rigidity of the primary shaft 2B can be increased, and also the axial dimension can be reduced, and the entire transmission can be downsized. Have the advantage that you can. FIG. 4 is a view showing a second modification of the belt type transmission for a vehicle according to the present invention. In this modification, the mounting structure of the cylindrical case 28 is different. It is configured similarly. That is, in this modification, as shown in FIG. 4, the cylindrical case 28 is fastened to the transmission case 5 by the bolt 1b. As shown in FIG. 4, the axial center is determined by the cylindrical portion 28a of the cylindrical case 28 and the cylindrical hole 5a of the transmission case 5.

In this case, the procedure for assembling the present apparatus is partially different from the above-described embodiment. First, the cylindrical case 2
8, bearing 40, brake 34, planetary gear mechanism 3
0, the clutch 32 and the input shaft 2A are assembled, and the forward / reverse switching mechanism 10 is assembled. next,
A drive pulley, a driven pulley 18, a transfer shaft 6, a differential gear 26, and the like are mounted on the transmission case 5, and an assembled forward / reverse switching mechanism 10 is further mounted. Thereafter, the torque converter housing 3 is aligned with the transmission case 5 and fastened with the bolts 1a.

As described above, also in this belt type transmission for a vehicle, the assembling workability can be simplified, and the number of work steps can be reduced. In addition, cylindrical case 2
By centering 8 on the transmission case 5, the support position of the cylindrical case 28 approaches the shaft bearing 40 of the primary shaft 2B, and the support rigidity can be further increased.

Even in such a case, there is an advantage that the same effects as those of the above-described embodiment can be obtained.

[0070]

As described above in detail, according to the belt type transmission for a vehicle according to the first aspect of the present invention, the casing of the transmission is configured to be divided into two parts by the torque converter housing and the transmission case. By integrally forming a partition having a shaft supporting portion for supporting the first shaft in the torque converter housing, there is an advantage that the rigidity of the entire casing can be increased. That is, since the rear side (the drive pulley side) of the torque converter is a partition wall integral with the torque converter housing, there is an advantage that the rigidity is greatly improved as compared with the case of the conventional belt type transmission for a vehicle.

According to the second aspect of the present invention, the forward / reverse switching mechanism is housed in the switching mechanism case, and one end of the switching mechanism case is attached to the torque converter housing. The other end of the drive pulley via a bearing to support one end of the drive pulley.
There is an advantage that the bearing distance (bearing span) of the shaft can be shortened. The shortening of the bearing span has an advantage that the rigidity of the first shaft is greatly improved. In particular, this first axis
A large bending moment acts in the driven pulley direction due to the endless belt. However, by shortening the bearing span as described above, the bending rigidity against such tension can be further improved.

According to the third aspect of the present invention, the first shaft and the drive pulley are spline-coupled to each other in the vicinity of a bearing provided in the switching mechanism case, thereby providing the first shaft. There is an advantage that the axial dimension of the shaft can be reduced, and the entire transmission can be reduced in weight and size.

[Brief description of the drawings]

FIG. 1 is a schematic cross-sectional view showing an overall configuration of a vehicle belt-type transmission as one embodiment of the present invention.

FIG. 2 is an enlarged view showing a main part of a belt type transmission for a vehicle as one embodiment of the present invention.

FIG. 3 is a diagram showing a first modification of the belt type transmission for a vehicle as one embodiment of the present invention.

FIG. 4 is a diagram showing a second modification of the vehicle belt-type transmission as one embodiment of the present invention.

[Explanation of symbols]

 Reference Signs List 1 casing 2 first shaft 2A input shaft (input shaft) 2B primary shaft 2C oil pump drive shaft 3 torque converter housing (housing member) 3a partition wall 3b hole (supporting portion) 4 second shaft (secondary shaft) 5 transmission case 6 Third shaft (transfer shaft) 8 Torque converter 8a Pump 8b Turbine 8c Stator 8d Drive plate 8e Plate 10 Forward / reverse switching mechanism 12 Drive pulley (drive pulley) 12a Fixed pulley 12b Movable pulley 12a-1, 12b-1 Power transmission surface 12b -2 cylindrical wall portion 12c groove 13 oil pump 14 transfer drive gear 16 parking gear 18 driven pulley (driven pulley) 18a fixed pulley 18b movable pulley 18a-1 18b-1 Power transmission surface 18c Groove 20 Transfer driven gear 22 Final drive pinion gear 24 Output shaft (drive shaft) 26 Final gear 27 Differential 28 Cylindrical case (switching mechanism case) 28a Bolt 30 Planetary gear mechanism 30a Sun gear 30b First pinion Gear 30c Second pinion gear 30d Planetary carrier 30d-1 Shaft support 30e Annular gear (ring gear) 32 Clutch 32a Clutch disk 32b Clutch plate 32c Clutch piston 32d Oil chamber 32e Return spring 32f Clutch retainer 34 Brake 34a Brake disk 34b Brake plate 34c Brake piston 34d Oil chamber 34e Return spring 36 Reaction shaft Support 40, 42 Bearing 44 Steel belt (endless belt) 46 Ball spline mechanism 48 Cylinder 48a Wall 50, 52 Piston 54, 56 Hydraulic chamber 60, 62 Hydraulic piston mechanism 64 66 Bearing 68 Ball spline mechanism 70 Cylindrical wall 72 Piston (Secondary piston) 74 Hydraulic chamber 76 Return spring 78 Centrifugal balance chamber 80 Balancing cap 90, 92 Bearing 94 Bearing retainer 96 Bolt

Claims (3)

[Claims] A driving pulley provided coaxially with a first shaft to which a driving force from an engine is inputted through a power transmission means, and having the rotational driving force inputted through a forward / reverse switching mechanism; A transmission mechanism including a driven pulley to which the rotational driving force from the driving pulley is transmitted via an endless belt stretched from the driving pulley; and a casing accommodating the transmission mechanism, the driving pulley and the driven A belt type transmission for a vehicle that changes a gear ratio between the driving pulley and the driven pulley by changing a groove width of the pulley, wherein the casing includes a housing member that houses the power transmission unit; A transmission switching mechanism and a transmission case accommodating the driving pulley and the driven pulley so that the housing member can be divided into two parts. ,
A belt type transmission for a vehicle, wherein a partition having a shaft supporting portion for supporting the first shaft is integrally formed. 2. The forward / reverse switching mechanism is housed in a switching mechanism case, and one end of the switching mechanism case is connected to the partition wall of the housing member.
Or, it is attached to the transmission case, and the other end of the switching mechanism case is configured to pivotally support one end of the drive pulley via a bearing.
The belt-type transmission for a vehicle according to claim 1. 3. The forward / reverse switching mechanism and the drive pulley,
3. The belt-type transmission according to claim 2, wherein the bearing is spline-coupled on an inner peripheral side of the bearing.