JPS646441Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a continuously variable automatic transmission installed between an engine and a drive axle of a vehicle such as an automobile.

[Prior Art] A continuously variable automatic transmission for a vehicle has a first shaft 100, a second shaft 200, and a second shaft arranged in parallel to each other as shown in FIG. 3 shafts 81, an input pulley 52 provided on the first shaft 100, an output pulley 56 provided on the second shaft 200, and the input pulley 52 and the output pulley 56.
A V-belt type continuously variable transmission 5 having a V-belt 58 that transmits power between the V-belt type continuously variable transmission 5, an output gear 59 provided on the second shaft 200, and an output gear 59 provided on the third shaft 81 and meshing with the output gear 59. The input gear 82 is also provided. In the continuously variable automatic transmission for vehicles having such a structure, the second shaft 200 is connected to the output pulley 56.
and the output gear 59, it tends to be relatively long, and furthermore, this second shaft 200 has a V
The output pulley 56 and the output gear 59 of the belt-type continuously variable transmission are susceptible to deflection due to the radial load applied thereto, and this deflection of the second shaft 200 causes the engagement between the output gear 59 and the input gear 82 and the output. The V-belt 58 could not be properly held between the pulleys 56, which caused abnormal noise and decreased durability of the V-belt 58.

In order to solve this problem, as shown in FIG. It may be possible to reduce the occurrence of deflection of the second shaft by supporting it on the case at an intermediate position C between the output gear 56 and the output gear 59.

[Problems to be solved by the invention] However, when one shaft is configured to be supported by the case at three fulcrums as described above, the bearings attached to these three fulcrums are required to have extremely high precision concentricity. In order to achieve this, it is necessary to improve the machining accuracy by simultaneously machining the three fulcrums of the transmission case, resulting in poor productivity and high manufacturing costs.

The present invention was developed by focusing on these problems, and aims to prevent the occurrence of deflection of the second shaft on which the output pulley and output gear are installed, without impairing the productivity of continuously variable automatic transmissions for vehicles. It is an object of the present invention to provide a continuously variable automatic transmission for a vehicle that can improve the durability of a V-belt and reduce the occurrence of abnormal noise.

[Means for Solving the Problems] In order to achieve the above object, the continuously variable automatic transmission for vehicles of the present invention is rotatably supported by transmission cases 1, 2, and 3 and arranged in parallel with each other. The first shaft 100, the second shaft 200, and the third shaft 81, the input pulley 52 provided on the first shaft, the output pulley 56 provided on the second shaft, and between the input pulley and the output pulley. A V-belt type continuously variable transmission 5 having a V-belt 58 for transmitting power, an output gear 59 provided on the second shaft, and an input gear 8 provided on the third shaft and meshing with the output gear.
2, in which the second shaft is an output shaft 5 provided with the output pulley.
2 and a support shaft 591 provided with the output gear and spline-fitted to the output shaft, and one member of the output shaft and the support shaft is connected to one support point by a first bearing 592 and a second support shaft. is rotatably supported on the transmission case at an intermediate fulcrum by a bearing 593, and one end of the other member of the output shaft and the support shaft is rotatably supported on the transmission case at the other fulcrum by a third bearing 92. and the other end of the other member is fitted into the one member so that the outer circumferential surface of the other member abuts the inner circumferential surface of the one member inside the intermediate fulcrum, thereby forming the one member. It is characterized in that it is rotatably supported on the transmission case via the transmission case.

[Operation and Effects of the Invention] The continuously variable automatic transmission for vehicles of the present invention has a second shaft 20 on which the output pulley 56 and the output gear 59 are provided.
0 is composed of an output shaft 52 provided with an output pulley, and a support shaft 591 provided with an output gear and spline-fitted to the output shaft, and either one of the output shaft and the support shaft is connected to a first bearing. 5
One fulcrum by 92 and the second bearing 593
one end of the other member of the output shaft and the support shaft is rotatably supported on the transmission case at an intermediate fulcrum by a third bearing 92; The other end of the other member is fitted into the one member, and the outer circumferential surface of the other member is brought into contact with the inner circumferential surface of the one member inside the one fulcrum, so that the other end of the other member is inserted through the one member. Since the output shaft, on which the output pulley is provided, is rotatably supported on the transmission case, the radial load acting on the output gear does not act on the output shaft, and the output shaft is supported on the transmission case with two supporting points at both ends. Therefore, it is possible to reduce the occurrence of deflection of the output shaft on which the output pulley is provided, thereby improving the durability of the V-belt and reducing the occurrence of abnormal noise. Furthermore, since the second shaft is constituted by an output shaft provided with an output pulley, a support shaft provided with an output gear, and spline-fitted to the output shaft, a bearing portion that supports the support provided in the transmission case is provided. The need for high concentricity can be reduced to provide better productivity. Furthermore, since the second shaft composed of the output shaft and the support shaft can be stably supported by the three supporting points, the compactness of the automatic transmission for a vehicle is not impaired.

[Example] Next, the present invention will be explained based on an example shown in the drawings.

1 is a fluid coupling room 11 where a fastening surface 1A with the engine is open and fluid couplings such as a fluid coupling and a torque converter are stored, and a side opposite to the engine is open and a differential gear 7 is stored. a differential room 12 supporting one end of the differential gear 7;
Similarly, the housing 2 has an idler gear room 13 which is open on the side opposite to the engine, houses the idler gear 8, and supports one of the shafts of the idler gear 8, and 2 is open on the engine side and houses the V-belt continuously variable transmission 5. a transmission room 21 that covers the opening surface of the differential room of the housing 1 and supports the other end of the differential gear 7, and an idler gear room of the housing 1. The housing 1 includes an idler gear room 23 that covers the side opposite to the engine side of the housing 1.
A transmission case is bolted to the side 1B opposite to the engine, and forms the outer shell (case) of the automatic transmission together with the housing and an intermediate case to be described later. Reference numeral 3 denotes an intermediate case that pivotally supports the transmission shaft between the fluid coupling and the transmission. It has a fastened center case configuration. In this embodiment, the automatic transmission includes a known fluid coupling 4 disposed within a housing 1 and connected to an output shaft of an engine, and a transmission provided within a transmission case 2. The input shaft 51 of the transmission has a hollow shaft center, and the hollow part serves as a supply oil passage 511 for hydraulic oil and lubricating oil. The output shaft 55 on which the path 551 is formed is connected to the input shaft 5.
a V-belt continuously variable transmission 5 arranged in parallel with 1;
A planetary gear type forward/reverse switching mechanism 6 disposed between the input shaft 51 of the V-belt continuously variable transmission 5 and the output shaft 42 of the fluid coupling 4, and an input shaft of the V-belt continuously variable transmission 5. 51 and an output shaft 71 arranged parallel to the output shaft 55 is connected to the axle 70, and the input large gear 72 of the differential gear 7 and the V
The output shaft 55 of the belt type continuously variable transmission 5 is inserted between the output shaft 55 of the V-belt type continuously variable transmission 5 and the output gear 59 of the V-belt type continuously variable transmission 5 provided at the engine side end.
In parallel with this, an idler gear shaft 81 is provided with one end being pivotally supported by the housing 1 and the other end being pivotally supported by the intermediate case (center case) 3 serving as a center support, and an input gear provided on the idler gear shaft 81. 82 and an output gear 83.

In this embodiment, the output shaft 42 of the fluid coupling 4 and the input shaft 6 of the planetary gear type forward/reverse switching mechanism 6
0, the output shaft 61, and the input shaft 51 of the V-belt continuously variable transmission constitute a first shaft 100,
Output shaft 52 and output gear 5 of V-belt continuously variable transmission
The second shaft 200 is composed of the support shaft 591 of No. 9, and the idler gear shaft 81 is composed of the third shaft.

The V-belt type continuously variable transmission 5 and the planetary gear type forward/reverse switching mechanism 6 are controlled in a predetermined manner, such as reduction ratio, forward movement, and reverse movement, by a hydraulic control device according to vehicle running conditions such as vehicle speed and throttle opening. Reference numeral 10 designates an oil pump cover that is fastened to the engine side (fluid coupling side) wall of the intermediate case 3, and houses therein an oil pump 101 driven by a hollow shaft 41 that is integrated with the fluid coupling 4. .

The output shaft 42 of the fluid coupling 4 is rotatably supported by a sleeve 31 fitted in the center of the intermediate case 3 via a metal bearing 32.
At the engine side end there is a hub 44 of a lock up clutch 43 and a turbine 4 of a fluid coupling 4.
The hub 46 of No. 5 is spline-fitted, and the other end is enlarged in diameter in a stepped manner, and the large diameter portion becomes the input shaft 60 of the planetary gear type forward/reverse switching mechanism 6, and is connected to the intermediate case 3 via the bearing 33. Supported. The output shaft 42 of the fluid coupling 4 and the input shaft 60 of the planetary gear type forward/reverse switching mechanism 6 are formed hollow, and the hollow portion is provided with an oil passage 421 and fitted with a plug 420. Sleeve 422 fixed to input shaft 51 of continuously variable transmission 5
The end on the engine side is rotatably fitted.

The planetary gear type forward/reverse switching mechanism 6 includes an input shaft 60 that is integrated with the output shaft 42 of the fluid coupling 4.
A fixed flange 5 of a V-belt type continuously variable transmission, which will be described later, is connected via a multi-plate clutch 63 to
Carrier 62 connected to 2A, multi-disc brake 6
A ring gear 66 is engaged with the intermediate case 3 through a ring gear 66, and a ring gear 66 is provided on the outer periphery of the output shaft 61 of the planetary gear type forward/reverse switching mechanism 6, which is integrally formed with the input shaft 51 of the V-belt type continuously variable transmission. a sun gear 67 , a planetary gear 64 that is pivotally supported by the carrier 62 , a planetary gear 64 that meshes with the ring gear 66 , a hydraulic servo 68 that is formed in the intermediate case 3 and operates the multi-disc brake 65 , and the fixed flange 52
The hydraulic servo 69 is formed on the A wall and operates the multi-plate clutch 63.

The V-belt type continuously variable transmission 5 is driven in the direction of the fixed flange 52A by a fixed flange 52A formed integrally with an input shaft 51 that is integrated with the output shaft 61 of the planetary gear type forward/reverse switching mechanism 6, and a hydraulic servo 53. an input pulley 52 consisting of a movable flange 52B, and an output shaft 5 of the V-belt type continuously variable transmission 5.
5, and a movable flange 76B that is driven in the direction of the fixed flange 56A by a hydraulic servo 57, and a V-belt 58 that transmits power between the input pulley 52 and the output pulley 56. It consists of.

The input shaft 51 of the V-belt type continuously variable transmission 5 has an engine side end 51A, which serves as an output shaft 61 of the planetary gear type forward/reverse switching mechanism 6, which is connected to the input shaft 51 of the planetary gear type forward/reverse switching mechanism via a bearing 67. The other end 51B is supported by the input shaft 60 and the intermediate case 3 via the bearing 33, and the other end 51B is supported by the side wall 25 of the transmission case opposite to the engine via the bearing 35. The distal end surface 51C is in contact with the lid 26 fastened to the side wall 25 via a needle roller bearing 27.

The sleeve 422 is fitted into the hollow part 511 formed at the center of the input shaft 51 of the V-belt continuously variable transmission 5 on the engine side.
1A is a fixed flange 52 that receives the hydraulic pressure supplied from the oil passage 421 through the intermediate case 3 and the oil passage 301.
An oil passage 513 formed at the base of the transmission case 2 serves as an oil passage for supplying hydraulic pressure to the hydraulic servo 69, and the opposite side 511B has its tip connected to the input shaft 51 of the side wall 25 of the transmission case 2. A lid 26 is attached to cover the hole 25A formed in the corresponding part of the lid 26.
The lid 26 is connected to a pipe-shaped protrusion 261 formed in the transmission case 2 including the lid 26, and is connected to an oil passage 514 communicating with the hydraulic control device.
It acts as an oil path for supplying pressure oil to the hydraulic servo 53 via the protrusion 261 .

The output gear 59 is formed integrally with a hollow support shaft 591, and the support shaft 591 has a roller bearing 592 whose engine side end 591A forms one support point.
is supported on the side wall of the housing 1 via the other end 5
91B is supported by the intermediate case 3 via a roller bearing 593 forming an intermediate fulcrum, and the engine-side side surface 59A of the output gear 59 is brought into contact with the side wall of the housing 1 via a needle bearing 594. The opposite side surface 59B is connected to the intermediate case 3 via a needle bearing 595.
An inner spline 596 is formed on the transmission side of the support shaft 591.

The engine side end of the output shaft 55 of the V-belt type continuously variable transmission 5 is fitted into the hollow part of the support shaft 591, and the outer peripheral surface of the engine side end of the output shaft 55 is connected to the support shaft 591 inside the intermediate support by the roller bearing 593. The outer spline 5 is in contact with the inner circumferential surface of the hollow part.
5A is formed, and this outer spline 55A is loosely fitted into an inner spline 596 formed on a support shaft 591 of the output gear. As a result, the output shaft 5
5 is drivingly connected to a support shaft 591, and the engine side end of the output shaft 55 is supported by the intermediate case via the support shaft 591. The other end 55B of the output shaft 55 is supported by the side wall 25 of the transmission case 2 opposite to the engine via a ball bearing 92 forming the other fulcrum.

A sensing valve body 552 is fitted in the middle part of the oil passage 551 formed at the axis of the output shaft 55 of this V-belt type continuously variable transmission 5, and the entire space of the engine side part 552A of the valve body 552 is The oil pressure supplied from the oil passage 14 communicating with the oil pressure control device formed in the transmission case is an oil passage guided to the hydraulic servo 57, and the side portion 552B of the valve body 552 opposite to the engine is
The tip is the side wall 2 of the transmission case 2.
A hole 25B formed in a corresponding part to the output shaft 55 of No. 5
The displacement position of the movable flange 56B formed on the transmission case 2 and the lid 553 fastened to the transmission case 2 is fitted to the pipe-shaped protrusion 554 of the lid 553 that is attached to the transmission case 2 so as to close the hydraulic control device. Sensing valve 5 that detects
55 is an oil passage to which hydraulic oil is supplied.

In this embodiment, the second shaft 200 is the output gear 5
9 and the output shaft 55 of the V-belt type continuously variable transmission 5, the support shaft 591 is supported by one fulcrum and an intermediate fulcrum, and the output shaft 55 is supported by the other fulcrum and an intermediate fulcrum. Therefore, the output pulley 5
The radial load acting on the output gear 59 does not act on the output shaft 55 on which the gear 6 is provided, and the output shaft 55
is stably supported by the automatic transmission case with two supporting points at both ends, which reduces the occurrence of deflection of the output shaft 55, improves the durability of the V-belt, and reduces the occurrence of abnormal noise. is fitted into the support shaft 591 such that the engine side end thereof contacts the inner peripheral surface of the hollow portion of the support shaft 591, and the outer spline 55A formed on the output shaft 55 is loosely fitted into the inner spline 596 formed on the support shaft 591. Therefore, slight discrepancies between the axial center of the support shaft 591 supported by one fulcrum and the intermediate fulcrum and the axial center of the output shaft 55 supported by the other fulcrum and the intermediate fulcrum can be avoided. This problem can be solved by the so-called relief of the fitting part, and a slight error in the machining accuracy of the bearing mounting parts of the housing 1, transmission case 2, and intermediate case 3 can be tolerated, making these machining easy. At the same time, centering in the assembly process becomes extremely easy.

In addition, since both ends of the output shaft 55 and the support shaft 591 are supported by three fulcrums: one fulcrum, an intermediate fulcrum, and the other fulcrum, the second shaft 200 can be moved without increasing the number of fulcrums on the transmission case. It can be stably supported, and since the engine side end of the output shaft 55 is fitted into the hollow part of the support shaft 591 for spline fitting, the axial dimension due to the arrangement of the fitting part can be reduced. No increase occurs at all, and the compactness as before can be maintained.

In addition to the embodiments described above, the present invention supports the output shaft 55 of the V-belt continuously variable transmission 5 at two fulcrums using bearings, supports one end of the support shaft 591 on which the output gear 59 is provided, and supports the other end at one fulcrum. The other end of the support shaft 591 may be supported via the output shaft 55 by being fitted into the output shaft 55 and spline-fitted.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a conventional continuously variable automatic transmission for a vehicle, and FIG. 2 is a sectional view of a continuously variable automatic transmission for a vehicle according to the present invention. DESCRIPTION OF SYMBOLS 1... Housing, 2... Transmission case, 3... Intermediate case, 5... V-belt type continuously variable transmission, 52... Input pulley, 55... Output shaft, 56... Output pulley, 58... ...V-belt, 5
9... Output gear, 591... Support shaft, 592... First bearing, 593... Second bearing,
81...Third shaft (idler gear shaft), 82...Input gear, 92...Third bearing, 100...
1st axis, 200...2nd axis.

Claims (1)

[Claims for Utility Model Registration] (1) A first shaft, a second shaft, and a third shaft rotatably supported by the transmission case and arranged in parallel with each other.
A V-belt type continuously variable transmission having a shaft, an input pulley provided on the first shaft, an output pulley provided on the second shaft, and a V-belt that transmits power between the input pulley and the output pulley; Said second
In a continuously variable automatic transmission for a vehicle, comprising an output gear provided on a shaft, and an input gear provided on the third shaft and meshing with the output gear,
The second shaft is composed of an output shaft provided with the output pulley and a support shaft provided with the output gear and spline-fitted to the output shaft,
Either one of the output shaft and the support shaft is connected to the first
The transmission case is rotatably supported at one fulcrum by a bearing and an intermediate fulcrum by a second bearing, and one end of the other member of the output shaft and the support shaft is connected to the other fulcrum by a third bearing. The other member is rotatably supported in a machine case, the other end of the other member is fitted into the one member, and the outer circumferential surface of the other member is brought into contact with the inner circumferential surface of the one member inside the intermediate fulcrum. A continuously variable automatic transmission for a vehicle, characterized in that the transmission case is rotatably supported in contact with the transmission case via the one member. (2) An inner spline is formed at one end of the one member, an outer spline is formed at the other end of the other member, and the outer spline is spline-fitted to the inner spline. A continuously variable automatic transmission for a vehicle as set forth in claim 1 of the patent registration claim. (3) The continuously variable automatic transmission for a vehicle according to claim 2, wherein the one member is the support shaft, and the other member is the output shaft.