JP2018066441A - Transmission - Google Patents

Abstract

Provided is a transmission that is small in size and wide in a gear ratio range while avoiding a complicated structure. In a transmission, an input shaft is connected to an input member and a sun gear, and an output shaft is connected to a ring gear. The transmission 101 is provided with a forward / backward switching mechanism 80 for switching between forward and reverse. , A reversing brake 30 capable of switching the carrier 43 and the transmission case 7 between a connected state and a released state. [Selection diagram] Fig. 1

Description

  The present invention relates to a transmission that performs a continuously variable transmission by a continuously variable transmission mechanism and a planetary gear mechanism.

  Conventionally, what was described in patent document 1 is known as this kind of transmission. The one described in Patent Document 1 includes a toroidal-type continuously variable transmission mechanism and a single pinion planetary gear mechanism, and the continuously variable transmission mechanism has a rolling element sandwiched between two disks. The first transmission unit and the second transmission unit are connected in the axial direction.

  In this transmission, the power of the engine is directly transmitted to the sun gear, the power of the engine is transmitted to the ring gear via a continuously variable transmission mechanism, and the output is extracted from the carrier. In addition, the transmission includes a forward clutch and a reverse brake for switching between forward and reverse, and the two elements connected to the forward clutch are different from the two elements connected to the reverse brake. ing.

JP 2014-206881 A

  However, the speed change device described in Patent Document 1 has a problem that the speed change mechanism is enlarged particularly in the axial direction because the continuously variable speed change mechanism is provided with two speed change units to increase the speed change ratio. It was.

  Further, the transmission described in Patent Document 1 has a problem that the transmission ratio width cannot be sufficiently increased because the output is extracted from the carrier.

  Furthermore, since the two elements connected to the forward clutch and the two elements connected to the reverse brake are different from each other in the speed change device described in Patent Document 1, there is no common element. There was a problem that the reverse brake had to be configured as a completely independent mechanism, and the mechanism for switching between the forward and backward movements was complicated.

  The present invention has been made paying attention to the above-described problems, and an object of the present invention is to provide a transmission that is small in size and capable of widening a gear ratio range while avoiding a complicated structure. Is.

  The present invention provides an input shaft through which power of a drive source is transmitted via a starting device, an output shaft for transmitting power to a drive wheel, an input member, an output member, and a stepless change in rotation of the input member. A continuously variable transmission mechanism having a rolling member that transmits to the output member, a sun gear, a ring gear disposed on the outer periphery of the sun gear, a plurality of pinion gears meshed with the sun gear and the ring gear, and a plurality of A planetary gear mechanism having a carrier that rotatably supports the pinion gear, and a transmission device that houses the transmission shaft, wherein the input shaft is connected to the input member and the sun gear, and the output shaft is A forward / backward switching mechanism that is connected to a ring gear and switches between forward and backward movements, the forward / backward switching mechanism is a front that can be switched between a connected state and a released state between the carrier and the output member. And use the clutch, and having a a switching freely reverse brake and the said carrier transmission case to the connecting state or the released state.

  According to the present invention described above, it is possible to reduce the size and widen the gear ratio range while avoiding a complicated structure.

FIG. 1 is a configuration diagram of a vehicle equipped with a transmission according to a first embodiment of the present invention. FIG. 2 is a collinear diagram of the planetary gear mechanism of the transmission according to the first embodiment of the present invention. FIG. 3 is a configuration diagram of a vehicle equipped with the transmission according to the second embodiment of the present invention. FIG. 4 is a collinear diagram of the planetary gear mechanism of the transmission according to the second embodiment of the present invention. FIG. 5 is a configuration diagram of a vehicle equipped with a transmission according to a third embodiment of the present invention. FIG. 6 is a configuration diagram of a vehicle equipped with a transmission according to a fourth embodiment of the present invention. FIG. 7 is a configuration diagram of a vehicle equipped with a transmission according to a fifth embodiment of the present invention.

  A transmission according to an embodiment of the present invention includes an input shaft to which power of a drive source is transmitted via a starting device, an output shaft that transmits power to a drive wheel, an input member, an output member, and an input A continuously variable transmission mechanism having a rolling member that continuously changes the rotation of the member and transmits the rotation to the output member, a sun gear, a ring gear disposed on the outer periphery of the sun gear, and a plurality of pinion gears that mesh with the sun gear and the ring gear A planetary gear mechanism having a carrier that rotatably supports a plurality of pinion gears, and a transmission case, wherein the input shaft is connected to the input member and the sun gear, and the output shaft is connected to the ring gear. A forward / reverse switching mechanism that is connected and switches between forward and reverse is provided. The forward / backward switching mechanism includes a forward clutch that can switch the carrier and the output member to a connected state or a released state, And a coupling state or switched freely reverse brake in the released state machine casing, and having a. Thereby, the transmission according to the embodiment of the present invention is small in size and wide in the gear ratio range while avoiding the complicated structure.

  Hereinafter, a first embodiment of a transmission according to the present invention will be described with reference to the drawings. 1 and 2 are diagrams for explaining a transmission according to a first embodiment of the present invention. The first embodiment shows an example in which the present invention is applied to a transmission installed in an FR (Front engine Rear drive) vehicle.

  First, the configuration will be described. In FIG. 1, a vehicle 1 such as an automobile is equipped with an engine 2 as a drive source, a transmission 101, a differential device 8, and left and right drive wheels 9L and 9R.

  The vehicle 1 is configured as an FR (Front engine Rear drive) vehicle. The engine 2 and the transmission 101 are arranged at the front of the vehicle, and the left and right drive wheels 9L and 9R are arranged at the rear of the vehicle. Thus, the vehicle 1 travels by driving the driving wheels 9L and 9R disposed at the rear of the vehicle after the power of the engine 2 disposed at the front of the vehicle is shifted by the transmission 101.

  A starting device 4 is provided between the crankshaft 3 of the engine 2 and the transmission 101. The starting device 4 includes a torque converter, a clutch, and the like, and the output of the engine 2 is transmitted from the crankshaft 3 to the transmission 101 through the starting device 4. 1 shows an example in which the starting device 4 is a torque converter, the starting device 4 may be a clutch.

  The differential device 8 includes a final gear 8A that meshes with the transmission 101, and transmits the power input from the final gear 8A to the left and right drive wheels 9L and 9R so as to be differentially rotatable.

  The transmission 101 includes a transmission case 7. The transmission case 7 transmits power to the input shaft 5 through which the power of the engine 2 is transmitted via the start device 4 and the drive wheels 9L and 9R. The output shaft 6, the continuously variable transmission mechanism 10, and the planetary gear mechanism 40 are accommodated.

  The continuously variable transmission mechanism 10 includes an input member 11, an output member 12, and a rolling member 13 that shifts the rotation of the input member 11 in a stepless manner and transmits it to the output member 12.

  The rolling member 13 is in contact with the input member 11 and the output member 12 via an oil film, rolls between the input member 11 and the output member 12, and transmits torque via the oil film. The continuously variable transmission mechanism 10 is configured as a traction drive type continuously variable transmission mechanism.

  The rotating shaft 13A of the rolling member 13 is supported by a lever (not shown), and the tilt angle of the rotating shaft 13A is changed by operating this lever with an actuator. Note that the input member 11 and the output member 12 rotate in the same direction.

  The continuously variable transmission mechanism 10 changes the inclination angle of the rotation shaft 13 </ b> A of the rolling member 13 to change the rotation of the input member 11 from a deceleration state in which the rotation of the output member 12 decelerates relative to the rotation of the input member 11. Then, the speed of the output member 12 is steplessly changed to a speed increasing state in which the rotation of the output member 12 is increased with respect to the rotation of the input member 11 and transmitted to the output member 12.

  The planetary gear mechanism 40 includes a sun gear 41, a ring gear 44 disposed on the outer periphery of the sun gear 41, a plurality of pinion gears 42 that mesh with the sun gear 41 and the ring gear 44, and a carrier 43 that rotatably supports the plurality of pinion gears 42. It has.

  In this embodiment, the input shaft 5 is connected to the input member 11 and the sun gear 41. The output shaft 6 is connected to the ring gear 44.

  The transmission 101 includes a front / rear switching mechanism 80 that switches between forward and reverse. The forward / reverse switching mechanism 80 includes a forward clutch 20 that can switch the carrier 43 and the output member 12 to a connected state or a released state, and a reverse brake that can switch the carrier 43 and the transmission case 7 to a connected state or a released state. 30.

  In the transmission 101, the continuously variable transmission mechanism 10 is arranged on one end side of the input shaft 5 on the side close to the engine 2. The planetary gear mechanism 40 is disposed on the other end side of the input shaft 5 on the side far from the engine 2. The output shaft 6 is disposed on the opposite side of the planetary gear mechanism 40 from the continuously variable transmission mechanism 10. The output shaft 6 is provided with an output gear 6A that meshes perpendicularly with the final gear 8A.

  The transmission case 7 includes partition walls 7A and 7B on both the engine 2 side surface and the planetary gear mechanism 40 side surface of the continuously variable transmission mechanism 10. The partition walls 7A and 7B partition between the continuously variable transmission mechanism 10 and the starting device 4 and between the continuously variable transmission mechanism 10 and the planetary gear mechanism 40. The center side of the partition walls 7A and 7B is sealed with a seal member (not shown). Thereby, the oil which lubricates the continuously variable transmission mechanism 10 is liquid-tightly sealed in the space defined by the partition walls 7A and 7B.

  Next, the operation will be described. In the transmission 101, the vehicle 1 is brought into a stopped state by engaging the carrier 43 with neither the forward clutch 20 nor the reverse brake 30.

  The power of the output member 12 is transmitted to the carrier 43 by fastening the carrier 43 to the output member 12 by the forward clutch 20 from the vehicle stop state. The power transmitted to the carrier 43 is distributed to the sun gear 41 and the ring gear 44 by the torque balance of the planetary gear mechanism 40. The power transmitted to the sun gear 41 returns to the input member 11 and is transmitted to the input member 11 together with the power of the input shaft 5. The power transmitted to the ring gear 54 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the differential device 8. Thereby, the vehicle 1 travels in the forward direction.

  On the other hand, the power of the input shaft 5 is transmitted to the sun gear 41 by fastening the carrier 43 to the transmission case 7 by the reverse brake 30 from the vehicle stop state. The power transmitted to the sun gear 41 is transmitted to the ring gear 44 in the direction opposite to the rotational direction of the input shaft 5 via the pinion gear 42 by the carrier 43 fixed to the transmission case 7. The power transmitted to the ring gear 44 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the differential device 8. As a result, the drive wheels 9L and 9R rotate in the direction opposite to that during forward travel, and the vehicle 1 travels in the reverse direction.

  In the alignment chart shown in FIG. 2, the S axis, the C axis, and the R axis indicate the rotation speeds of the sun gear 41, the carrier 43, and the ring gear 44 of the planetary gear mechanism 40. Since the planetary gear mechanism 40 is a single pinion type planetary gear mechanism, the S axis, the C axis, and the R axis are arranged in order from the left in the alignment chart.

  In this alignment chart, the ratio of the distance between the axes of the S axis and the C axis and the distance between the axes of the C axis and the R axis is represented by the ratio of the number of ring gear teeth Zr1 and the number of sun gear teeth Zs1. The power of the engine 2 input to the input shaft 5 is represented on the S axis. The power of the engine 2 is shifted by the continuously variable transmission mechanism 10 and is represented by a transmission gear ratio width V of the continuously variable transmission mechanism 10 on the C axis. Further, the power of the output member 12 is shifted by the planetary gear mechanism 40 and is represented by a gear ratio width W1 of the transmission 101 larger than V on the R axis.

  Thus, according to the transmission 101 of this embodiment, the input shaft 5 is connected to the input member 11 and the sun gear 41, and the output shaft 6 is connected to the ring gear 44. The transmission 101 includes a forward / reverse switching mechanism 80 that switches between forward and backward movement. The forward / backward switching mechanism 80 includes a forward clutch 20 that can switch the carrier 43 and the output member 12 to a connected state or a released state. The reverse brake 30 is switchable between the carrier 43 and the transmission case 7 in a connected state or a released state.

  With this configuration, the sun gear 41 of the planetary gear mechanism 40 is connected to the input shaft 5, the forward clutch 20 is switched to the connected state, the carrier 43 is connected to the output member 12, and the ring gear 44 is connected to the output shaft 6. The speed ratio width V of the continuously variable transmission mechanism 10 on the carrier 43 can be increased to the speed ratio width W1 on the ring gear 44. Thereby, the transmission 101 can obtain a wide gear ratio width W1.

  Further, the planetary gear mechanism 40 is a single pinion type planetary gear mechanism in which one type of pinion gear 42 meshes with the sun gear 41 and the ring gear 44, and thus can have a simple structure.

  Further, since the output shaft 6 can be rotated in the backward direction by fixing the carrier 43 of the planetary gear mechanism 40 to the transmission case 7, it is not necessary to separately provide an idler shaft having an idler gear for backward movement.

  As a result, it is possible to reduce the size and widen the gear ratio ratio while avoiding the complicated structure.

  Further, according to the transmission 101 of the present embodiment, the continuously variable transmission mechanism 10 is disposed on one end side of the input shaft 5 on the side close to the engine 2, and the planetary gear mechanism 40 is input on the side far from the engine 2. The output shaft 6 is disposed on the side opposite to the continuously variable transmission mechanism 10 in the planetary gear mechanism 40. The output shaft 6 is provided with an output gear 6A that meshes perpendicularly with the final gear 8A.

  With this configuration, the relatively large continuously variable transmission mechanism 10 can be disposed on the side closer to the engine 2, and the relatively small planetary gear mechanism 40 can be disposed on the side far from the engine 2. Thereby, as the transmission case 7 moves away from the engine 2 (as it goes to the rear of the vehicle), the outer shape becomes smaller, and it is possible to avoid the complicated shape and to reduce the size.

  Next, a second embodiment of the transmission according to the present invention will be described with reference to the drawings. 3 and 4 are diagrams for explaining a transmission according to a second embodiment of the present invention. As in the first embodiment, the second embodiment shows an example in which the present invention is applied to a transmission mounted on an FR (Front engine Rear drive) vehicle. The same members as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted.

  In FIG. 3, the transmission 102 includes a double pinion planetary gear mechanism 50 instead of the single pinion planetary gear mechanism 40 of the first embodiment. The planetary gear mechanism 50 includes a sun gear 51, a ring gear 54 disposed on the outer periphery of the sun gear 51, a plurality of first pinion gears 52A that mesh with the sun gear 51, and a plurality of second gears that mesh with the first pinion gear 52A and the ring gear 54. A pinion gear 52B, and a carrier 53 that rotatably supports the first pinion gear 52A and the second pinion gear 52B are provided.

  In this embodiment, the input shaft 5 is connected to the input member 11 and the sun gear 51. The output shaft 6 is connected to the carrier 53.

  In the transmission 102, the forward / reverse switching mechanism 80 connects or releases the forward clutch 20 that can switch the ring gear 54 and the output member 12 to a connected state or a released state, and the ring gear 54 and the transmission case 7. A reverse brake 30 that can be switched to a state is provided.

  In the transmission 102, the continuously variable transmission mechanism 10 is disposed on one end side of the input shaft 5 on the side close to the engine 2. The planetary gear mechanism 50 is arranged on the other end side of the input shaft 5 on the side far from the engine 2. Further, the output shaft 6 is disposed on the opposite side of the planetary gear mechanism 50 from the continuously variable transmission mechanism 10. The output shaft 6 is provided with an output gear 6A that meshes perpendicularly with the final gear 8A.

  The transmission case 7 includes partition walls 7A and 7B on both the engine 2 side surface and the planetary gear mechanism 50 side surface of the continuously variable transmission mechanism 10. The partition walls 7A and 7B partition between the continuously variable transmission mechanism 10 and the starting device 4 and between the continuously variable transmission mechanism 10 and the planetary gear mechanism 50. The center side of the partition walls 7A and 7B is sealed with a seal member (not shown). Thereby, the oil which lubricates the continuously variable transmission mechanism 10 is liquid-tightly sealed in the space defined by the partition walls 7A and 7B.

  Next, the operation will be described. In transmission 102, vehicle 1 is brought into a stopped state by not engaging ring gear 54 with either forward clutch 20 or reverse brake 30.

  The power of the output member 12 is transmitted to the ring gear 54 by fastening the ring gear 54 to the output member 12 by the forward clutch 20 from the vehicle stop state. The power transmitted to the ring gear 54 is distributed to the sun gear 51 and the carrier 53 by the torque balance of the planetary gear mechanism 50. The power transmitted to the sun gear 51 returns to the input member 11 and is transmitted to the input member 11 together with the power of the input shaft 5. The power transmitted to the carrier 53 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the differential device 8. As a result, the vehicle 1 travels in the forward direction.

  On the other hand, the power of the input shaft 5 is transmitted to the sun gear 51 by fastening the ring gear 54 to the transmission case 7 by the reverse brake 30 from the vehicle stop state. The power transmitted to the sun gear 51 is transmitted to the carrier 53 in the direction opposite to the rotation direction of the input shaft 5 via the first pinion gear 52A and the second pinion gear 52B by the ring gear 54 fixed to the transmission case. Is done. The power transmitted to the carrier 53 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the differential device 8. As a result, the drive wheels 9L and 9R rotate in the direction opposite to that during forward travel, and the vehicle 1 travels in the reverse direction.

  In the alignment chart shown in FIG. 4, the S axis, the C axis, and the R axis indicate the rotation speeds of the sun gear 51, the carrier 53, and the ring gear 54 of the planetary gear mechanism 50. Since the planetary gear mechanism 50 is a double pinion type planetary gear mechanism, the S axis, the R axis, and the C axis are arranged in order from the left in the alignment chart.

  In this alignment chart, the ratio of the distance between the S-axis and the C-axis and the distance between the C-axis and the R-axis is represented by the ratio of the number of ring gear teeth Zr2 and the number of sun gear teeth Zs2. The power of the engine 2 input to the input shaft 5 is represented on the S axis. The power of the engine 2 is shifted by the continuously variable transmission mechanism 10 and is represented by a transmission gear ratio width V of the continuously variable transmission mechanism 10 on the R axis. Furthermore, the power of the output member 12 is shifted by the planetary gear mechanism 50 and is represented by a gear ratio width W2 larger than V on the C axis.

  In this alignment chart, the alignment charts of the first embodiment are drawn in an overlapping manner. In the single pinion type planetary gear mechanism 40, the relationship of the number of sun gear teeth Zs1 <the number of ring gear teeth Zr1 is established. Therefore, as in the first embodiment, the distance between the C axis and the R axis cannot be made larger than the distance between the S axis and the C axis. Therefore, the speed ratio width W1 of the first embodiment cannot be made larger than illustrated.

  On the other hand, in the double pinion type planetary gear mechanism 50, the relationship of the number of sun gear teeth Zs1 ≦ the number of ring gear teeth Zr1 is established. Therefore, as in the second embodiment, the distance between the C axis and the R axis can be set to the same distance as the distance between the S axis and the C axis.

  When the number of ring gear teeth Zr1 of the single pinion type planetary gear mechanism 40 and the number of ring gear teeth Zr2 of the double pinion type planetary gear mechanism 50 are the same, the gear ratio width W2 of the second embodiment is made larger than the gear ratio width W1 of the first embodiment. Can be bigger.

  Further, when the ring gear teeth number Zr2 is set to the same number of teeth as the ring gear teeth number Zr1 of the single pinion type planetary gear mechanism 40, if the speed ratio width of the R axis is changed by V while the S axis is constant, the C axis The gear ratio width is W2 which is larger than W1 of the first embodiment. Therefore, the planetary gear mechanism 50 can obtain a larger gear ratio width W2 than the planetary gear mechanism 40 while keeping the outer diameter of the ring gear 54 the same as the outer diameter of the ring gear 44 of the first embodiment.

  Thus, according to the transmission 102 of the present embodiment, the input shaft 5 is connected to the input member 11 and the sun gear 51, and the output shaft 6 is connected to the carrier 53. The transmission 102 includes a forward / reverse switching mechanism 80 that switches between forward and reverse, and the forward / backward switching mechanism 80 includes a forward clutch 20 that can switch the ring gear 54 and the output member 12 to a connected state or a released state. The reverse brake 30 is switchable between the ring gear 54 and the transmission case 7 in a connected state or a released state.

  With this configuration, the sun gear 51 of the planetary gear mechanism 50 is connected to the input shaft 5, the forward clutch 20 is switched to the connected state, the ring gear 54 is connected to the output member 12 of the continuously variable transmission mechanism 10, and the carrier 53 is connected to the output shaft. 6, the gear ratio width V of the continuously variable transmission mechanism 10 on the ring gear 54 can be increased to the gear ratio width W2 on the ring gear 54. Thereby, a wide gear ratio width W2 can be obtained as the transmission.

  The planetary gear mechanism 50 is a double pinion type planetary gear mechanism 50 having a first pinion gear 52A and a second pinion gear 52B. Therefore, the number of ring gear teeth Zr2 of the planetary gear mechanism 50 is set to the single pinion of the first embodiment. When the number of ring gear teeth Zr1 of the planetary gear mechanism 40 is the same, that is, when the outer diameter of the planetary gear mechanism 50 is the same as that of the planetary gear mechanism 40, the transmission ratio is wider than that of the single pinion planetary gear mechanism 40. A width W2 can be obtained. Therefore, a wider gear ratio range than that of the single pinion planetary gear mechanism 40 can be obtained without increasing the size of the transmission 102.

  Further, since the output shaft 6 can be rotated in the backward direction by fixing the carrier 53 of the planetary gear mechanism 50 to the transmission case 7, it is not necessary to separately provide an idler shaft having a reverse idler gear.

  As a result, it is possible to reduce the size and widen the gear ratio ratio while avoiding the complicated structure.

  Further, according to the transmission 102 of the present embodiment, the continuously variable transmission mechanism 10 is disposed on one end side of the input shaft 5 on the side close to the engine 2, and the planetary gear mechanism 50 is input on the side far from the engine 2. The output shaft 6 is disposed on the side opposite to the continuously variable transmission mechanism 10 in the planetary gear mechanism 50. The output shaft 6 is provided with an output gear 6A that meshes perpendicularly with the final gear 8A.

  With this configuration, the relatively large continuously variable transmission mechanism 10 can be disposed on the side closer to the engine 2, and the relatively small planetary gear mechanism 50 can be disposed on the side farther from the engine 2. As a result, the transmission case 7 can be reduced in size as it moves away from the engine 2 (as it goes rearward of the vehicle), and a complicated shape can be avoided.

  Next, a third embodiment of the transmission according to the present invention will be described with reference to the drawings. FIG. 5 is a diagram for explaining a transmission according to a third embodiment of the present invention. The third embodiment shows an example in which the present invention is applied to a transmission installed in a front engine front drive (FF) vehicle. The same members as those in the first embodiment and the second embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  In FIG. 5, the transmission 103 is an optimization of the transmission 101 of the first embodiment for the FF layout. The engine 2, the transmission 103, the differential device 8, and the left and right drive wheels 9L and 9R are arranged at the front of the vehicle. In the transmission 103, the planetary gear mechanism 40 is disposed on one end side of the input shaft 5 on the side close to the engine 2. The output shaft 6 is disposed between the engine 2 and the planetary gear mechanism 40. The continuously variable transmission mechanism 10 is disposed on the other end side of the input shaft 5 on the side far from the engine 2. Specifically, the continuously variable transmission mechanism 10 is disposed at the end of the input shaft 5 on the side far from the engine 2. The transmission 103 includes a counter shaft 60. The counter shaft 60 includes a driven gear 61 that meshes with an output gear 6A provided on the output shaft 6, and a drive gear 62 that meshes with the final gear 8A. Is provided. The differential device 8 is usually provided in the vicinity of the central portion in the vehicle left-right direction. On the other hand, since the coupling portion between the engine 2 and the transmission 103 is also close to the vicinity of the central portion in the left-right direction of the vehicle, the differential device 8 is located near the coupling portion between the engine 2 and the transmission.

  The transmission case 7 includes a partition wall 7 </ b> C on the surface of the continuously variable transmission mechanism 10 on the planetary gear mechanism 40 side. The partition wall 7 </ b> C partitions the continuously variable transmission mechanism 10 and the planetary gear mechanism 40. The center side of the partition wall 7C is sealed with a seal member (not shown). Thereby, the oil which lubricates the continuously variable transmission mechanism 10 is liquid-tightly sealed in the space defined by the partition wall 7C.

  Next, the operation will be described. In transmission 103, vehicle 43 is brought into a stopped state by not engaging carrier 43 with either forward clutch 20 or reverse brake 30.

  The power of the output member 12 is transmitted to the carrier 43 by fastening the carrier 43 to the output member 12 by the forward clutch 20 from the vehicle stop state. The power transmitted to the carrier 43 is distributed to the sun gear 41 and the ring gear 44 by the torque balance of the planetary gear mechanism 40. The power transmitted to the sun gear 41 returns to the input member 11 and is transmitted to the input member 11 together with the power of the input shaft 5. The power transmitted to the ring gear 44 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the counter shaft 60 and the differential device 8. Thereby, the vehicle 1 travels in the forward direction.

  On the other hand, the power of the input shaft 5 is transmitted to the sun gear 41 by fastening the carrier 43 to the transmission case 7 by the reverse brake 30 from the vehicle stop state. The power transmitted to the sun gear 41 is transmitted to the ring gear 44 in the direction opposite to the rotational direction of the input shaft 5 via the pinion gear 42 by the carrier 43 fixed to the transmission case. The power transmitted to the ring gear 44 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the counter shaft 60 and the differential device 8. As a result, the drive wheels 9L and 9R rotate in the direction opposite to that during forward travel, and the vehicle 1 travels in the reverse direction. In the present embodiment, the same single pinion type planetary gear mechanism 40 as in the first embodiment is provided, and therefore, the same collinear diagram as that in the first embodiment is obtained.

  Thus, according to the transmission 103 of the present embodiment, the planetary gear mechanism 40 is disposed on one end side of the input shaft 5 near the engine 2, and the output shaft 6 is connected to the engine 2, the planetary gear mechanism 40, and the like. The continuously variable transmission mechanism 10 is disposed on the other end side of the input shaft 5 on the far side from the engine 2. The transmission 103 includes a counter shaft 60. The counter shaft 60 includes a driven gear 61 that meshes with an output gear 6A provided on the output shaft 6, and a drive gear 62 that meshes with the final gear 8A. Is provided.

  With this configuration, the planetary gear mechanism 40 can be disposed at a position closer to the final gear 8A than in the case where the planetary gear mechanism 40 is farther from the engine 2 than the continuously variable transmission mechanism 10, so that the driven gear 61 and the drive gear are arranged. The interval 62 can be shortened. Therefore, since the counter shaft 60 can be shortened, the transmission 103 can be downsized.

  Here, since the continuously variable transmission mechanism 10 has a large outer diameter, if the continuously variable transmission mechanism 10 is on the engine 2 side, the counter shaft 60 needs to be disposed avoiding the continuously variable transmission mechanism 10, and therefore the input shaft 5 The distance between the shaft and the counter shaft 60 becomes long.

  In contrast, in the present embodiment, the continuously variable transmission mechanism 10 is disposed on the other end side of the input shaft 5, whereby the counter shaft 60 can be disposed close to the input shaft 5, and the input shaft 5, the counter shaft 60, The distance between the axes can be shortened. Therefore, the transmission 103 can be downsized.

  Further, when adopting a structure in which the continuously variable transmission mechanism 10 is separated from other transmission components and lubricated alone, the planetary gear mechanism in the continuously variable transmission mechanism 10 is provided by arranging the continuously variable transmission mechanism 10 at the end. Only the surface on the 40th side may be liquid-tightly sealed with the partition wall 7C. Further, since the surface of the continuously variable transmission mechanism 10 opposite to the planetary gear mechanism 40 is covered with a lid-like component, a partition wall is not necessary. For this reason, since the continuously variable transmission mechanism 10 can be easily sealed with a simple structure, the transmission 103 can be reduced in size.

  Hereinafter, a fourth embodiment of the transmission according to the present invention will be described with reference to the drawings. FIG. 6 is a diagram for explaining a transmission according to a fourth embodiment of the present invention. The fourth embodiment shows an example in which the present invention is applied to a transmission mounted on a front engine front drive (FF) vehicle. The same members as those in the first to third embodiments are denoted by the same reference numerals and the description thereof is omitted.

  In FIG. 6, the transmission 104 is obtained by optimizing the transmission 102 of the second embodiment for the FF layout.

  In the transmission 104, the planetary gear mechanism 50 is disposed on one end side of the input shaft 5 on the side close to the engine 2. The output shaft 6 is disposed between the engine 2 and the planetary gear mechanism 40. The continuously variable transmission mechanism 10 is disposed on the other end side of the input shaft 5 on the side far from the engine 2. Specifically, the continuously variable transmission mechanism 10 is disposed at the end of the input shaft 5 on the side far from the engine 2. The transmission 104 includes a counter shaft 60. The counter shaft 60 includes a driven gear 61 that meshes with an output gear 6A provided on the output shaft 6, and a drive gear 62 that meshes with a final gear 8A. Is provided.

  The transmission case 7 includes a partition wall 7 </ b> C on the surface of the continuously variable transmission mechanism 10 on the planetary gear mechanism 50 side. The partition wall 7 </ b> C partitions the continuously variable transmission mechanism 10 and the planetary gear mechanism 50. The center side of the partition wall 7C is sealed with a seal member (not shown). Thereby, the oil which lubricates the continuously variable transmission mechanism 10 is liquid-tightly sealed in the space defined by the partition wall 7C.

  Next, the operation will be described. In the transmission 104, the ring gear 54 is not engaged with either the forward clutch 20 or the reverse brake 30, so that the vehicle 1 is stopped.

  The power of the output member 12 is transmitted to the ring gear 54 by fastening the ring gear 54 to the output member 12 by the forward clutch 20 from the vehicle stop state. The power transmitted to the ring gear 54 is distributed to the sun gear 51 and the carrier 53 by the torque balance of the planetary gear mechanism 50. The power transmitted to the sun gear 51 returns to the input member 11 and is transmitted to the input member 11 together with the power of the input shaft 5. The power transmitted to the carrier 53 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the counter shaft 60 and the differential device 8. Thereby, the vehicle 1 travels in the forward direction.

  On the other hand, the power of the input shaft 5 is transmitted to the sun gear 51 by fastening the ring gear 54 to the transmission case 7 by the reverse brake 30 from the vehicle stop state. The power transmitted to the sun gear 51 is transmitted to the carrier 53 in the direction opposite to the rotation direction of the input shaft 5 via the first pinion gear 52A and the second pinion gear 52B by the ring gear 54 fixed to the transmission case. Is done. The power transmitted to the carrier 53 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the differential device 8. As a result, the drive wheels 9L and 9R rotate in the direction opposite to that during forward travel, and the vehicle 1 travels in the reverse direction. In the present embodiment, the same double pinion type planetary gear mechanism 50 as in the second embodiment is provided, so that the same collinear diagram as in the second embodiment is obtained.

  Thus, according to the transmission 104 of this embodiment, the planetary gear mechanism 50 is disposed on one end side of the input shaft 5 near the engine 2, and the output shaft 6 is connected to the engine 2, the planetary gear mechanism 50, and the like. The continuously variable transmission mechanism 10 is disposed on the other end side of the input shaft 5 on the far side from the engine 2. The transmission 104 includes a counter shaft 60 having a driven gear 61 that meshes with an output gear 6A provided on the output shaft 6 and a drive gear 62 that meshes with a final gear 8A.

  With this configuration, the planetary gear mechanism 50 can be disposed closer to the final gear 8A than the case where the planetary gear mechanism 50 is further away from the engine 2 than the continuously variable transmission mechanism 10, so that the driven gear 61 and the drive gear are arranged. The interval 62 can be shortened. Therefore, since the counter shaft 60 can be shortened, the transmission 104 can be downsized.

  Here, since the continuously variable transmission mechanism 10 has a large outer diameter, if the continuously variable transmission mechanism 10 is on the engine 2 side, the counter shaft 60 needs to be disposed avoiding the continuously variable transmission mechanism 10, and therefore the input shaft 5 The distance between the shaft and the counter shaft 60 becomes long.

  In contrast, in the present embodiment, the continuously variable transmission mechanism 10 is disposed on the other end side of the input shaft 5, whereby the counter shaft 60 can be disposed close to the input shaft 5, and the input shaft 5, the counter shaft 60, The distance between the axes can be shortened. Therefore, the transmission 104 can be downsized.

  Further, when adopting a structure in which the continuously variable transmission mechanism 10 is separated from other transmission components and lubricated alone, the planetary gear mechanism in the continuously variable transmission mechanism 10 is provided by arranging the continuously variable transmission mechanism 10 at the end. Only the surface on the 50 side may be liquid-tightly sealed with the partition wall 7C. Further, since the surface of the continuously variable transmission mechanism 10 opposite to the planetary gear mechanism 50 is covered with a lid-like component, a partition wall becomes unnecessary. For this reason, since the continuously variable transmission mechanism 10 can be easily sealed with a simple structure, the transmission 104 can be reduced in size.

  Hereinafter, a fifth embodiment of the transmission according to the present invention will be described with reference to the drawings. FIG. 7 is a diagram for explaining a transmission according to a fifth embodiment of the present invention. The fifth embodiment shows an example in which the present invention is applied to a transmission installed in an FR (Front engine Rear drive) vehicle. The same members as those in the first to fourth embodiments are denoted by the same reference numerals and the description thereof is omitted.

  In FIG. 7, the transmission 105 includes a selective sliding type front / rear switching mechanism 81 instead of the front / rear switching mechanism 80 of the first embodiment.

  The forward / reverse switching mechanism 81 includes a hub 71 that is an engagement element on the carrier 43 side, a forward clutch FC that is an engagement element on the output member 12 side, and a reverse brake RB that is an engagement element on the transmission case 7 side. And a selective sliding clutch having a shift sleeve 70.

  A forward clutch FC is adjacent to one end side (engine 2 side) of the hub 71. A reverse brake RB is adjacent to the other end side (the planetary gear mechanism 40 side) of the hub 71.

  In the front / rear switching mechanism 81, the shift sleeve 70 slides in the direction of the input shaft 5, whereby the hub 71 is engaged with either the forward clutch FC or the reverse brake FB.

  Next, the operation will be described. In the transmission 105, the shift sleeve 70 is disposed in the neutral position, and the hub 71 is not engaged with any of the forward clutch FC and the reverse brake FB, so that the carrier 43 is connected to the forward clutch FC and the reverse brake 30. Since neither is fastened, the vehicle 1 is stopped.

  The carrier 43 is connected to the output member 12 by sliding the shift sleeve 70 to the engine 2 side from the vehicle stop state and engaging the hub 71 with the forward clutch FC. Is transmitted to. The power transmitted to the carrier 43 is distributed to the sun gear 41 and the ring gear 44 by the torque balance of the planetary gear mechanism 40. The power transmitted to the sun gear 41 returns to the input member 11 and is transmitted to the input member 11 together with the power of the input shaft 5. The power transmitted to the ring gear 44 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the differential device 8. Thereby, the vehicle 1 travels in the forward direction.

  On the other hand, the carrier 43 is fixed to the transmission case 7 by sliding the shift sleeve 70 toward the planetary gear mechanism 40 from the vehicle stop state and engaging the hub 71 with the reverse brake FB. The power of the sun gear 41 is transmitted to the ring gear 44 in the direction opposite to the rotation direction of the input shaft 5 via the pinion gear 42 by the carrier 43 fixed to the transmission case. The power transmitted to the ring gear 44 is transmitted from the output shaft 6 to the drive wheels 9L and 9R via the differential device 8. As a result, the drive wheels 9L and 9R rotate in the opposite direction to the forward travel, and the vehicle 1 travels in the reverse direction.

  Thus, according to the transmission 105 of the present embodiment, the forward / reverse switching mechanism 81 includes the hub 71 that is the engagement element on the carrier 43 side, the forward clutch FC that is the engagement element on the output member 12 side, It comprises a selective sliding clutch having a reverse brake RB, which is an engagement element on the machine case 7 side, and a shift sleeve 70.

  The forward clutch FC is adjacent to one end side of the hub 71, the reverse brake RB is adjacent to the other end side of the hub 71, and the shift sleeve 70 slides in the direction of the input shaft 5, whereby the hub 71 is Engage with one of the forward clutch FC or the reverse brake FB.

  In this embodiment, by sliding the shift sleeve 70 in the direction of the input shaft 5, the hub 71 can be engaged with one of the forward clutch FC or the reverse brake FB, and forward / reverse can be switched. For this reason, the front-rear switching mechanism 81 can be simplified and downsized. Further, since the forward / backward switching mechanism 81 can be reduced in size, the length of the input shaft 5 can be shortened. As a result, the transmission 105 can be reduced in size.

  Note that the forward / reverse switching mechanism 81 of this embodiment can also be applied to the transmission 102 of the second embodiment, the transmission 103 of the third embodiment, and the transmission 104 of the fourth embodiment.

  For example, when the transmission 102 of the second embodiment includes a selective sliding type forward / backward switching mechanism 81 instead of the forward / backward switching mechanism 80, the forward / backward switching mechanism 81 includes a hub 71 that is an engagement element on the ring gear 54 side, It is composed of a selective sliding clutch having a forward clutch FC that is an engagement element on the output member 12 side, a reverse brake FB that is an engagement element on the transmission case 7 side, and a shift sleeve 70. Also in this case, the forward clutch FC is adjacent to one end side of the hub 71, and the reverse brake FB is adjacent to the other end side of the hub 71. When the shift sleeve 70 slides in the direction of the input shaft 5, the engagement element on the ring gear 44 side is engaged with one of the engagement element on the output member 12 side or the engagement element on the transmission case 7 side. .

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

  2 ... Engine (drive source), 4 ... Starting device, 5 ... Input shaft, 6 ... Output shaft, 6A ... Output gear, 7 ... Transmission case, 8A ... Final gear, 9L, 9R ... drive wheel, 10 ... continuously variable transmission mechanism, 11 ... input member, 12 ... output member, 13 ... rolling member, 20 ... forward clutch , 30 ... Brake for reverse, 40, 50 ... Planetary gear mechanism, 41, 51 ... Sun gear, 42 ... Pinion gear, 43, 53 ... Carrier, 44, 54 ... Ring gear, 52A ... first pinion gear, 52B ... second pinion gear, 60 ... counter shaft, 61 ... driven gear, 62 ... drive gear, 70 ... shift sleeve, 71 ... hub Combination element), 80, 81 ... front / rear switching mechanism, 101, 102, 103, 104, 105 ... transmission, FC ... forward clutch (engagement element), RB ... reverse brake ( Engaging element)

Claims (6)

An input shaft through which the power of the drive source is transmitted via the starting device
An output shaft that transmits power to the drive wheels;
A continuously variable transmission mechanism having an input member, an output member, and a rolling member that continuously changes the rotation of the input member and transmits the rotation to the output member;
A planetary gear mechanism having a sun gear, a ring gear disposed on an outer periphery of the sun gear, a plurality of pinion gears meshed with the sun gear and the ring gear, and a carrier rotatably supporting the plurality of pinion gears;
In a transmission case,
The input shaft is connected to the input member and the sun gear;
The output shaft is coupled to the ring gear;
Equipped with a forward / backward switching mechanism to switch between forward and backward
The front-rear switching mechanism is
A forward clutch capable of switching the carrier and the output member to a connected state or a released state;
A reverse brake capable of switching the carrier and the transmission case to a connected state or a released state;
A transmission comprising: An input shaft through which the power of the drive source is transmitted via the starting device
An output shaft that transmits power to the drive wheels;
A continuously variable transmission mechanism having an input member, an output member, and a rolling member that continuously changes the rotation of the input member and transmits the rotation to the output member;
A sun gear, a ring gear disposed on an outer periphery of the sun gear, a plurality of first pinion gears that mesh with the sun gear, a plurality of second pinion gears that mesh with the first pinion gear and the ring gear, the first pinion gear, and the A planetary gear mechanism having a carrier that rotatably supports the second pinion gear;
In a transmission case,
The input shaft is connected to the input member and the sun gear;
The output shaft is coupled to the carrier;
Equipped with a forward / backward switching mechanism that switches between forward and backward,
The front-rear switching mechanism is
A forward clutch capable of switching the ring gear and the output member to a connected state or a released state;
A transmission device comprising: a reverse brake capable of switching the ring gear and the transmission case to a connected state or a released state. The continuously variable transmission mechanism is disposed on one end of the input shaft on the side close to the drive source,
The planetary gear mechanism is disposed on the other end side of the input shaft on the side far from the drive source,
The output shaft is disposed on the opposite side of the continuously variable transmission mechanism in the planetary gear mechanism,
The transmission according to claim 1, wherein an output gear that meshes perpendicularly with a final gear is provided on the output shaft. The planetary gear mechanism is disposed on one end side of the input shaft on the side close to the drive source,
The output shaft is disposed between the drive source and the planetary gear mechanism,
The continuously variable transmission mechanism is disposed on the other end portion side of the input shaft far from the drive source,
The transmission according to claim 1 or 2, further comprising a counter shaft having a driven gear that meshes with an output gear provided on the output shaft, and a drive gear that meshes with a final gear. The front-rear switching mechanism is
It comprises a selective sliding clutch having an engagement element on the carrier side, an engagement element on the output member side, an engagement element on the transmission case side, and a shift sleeve,
The output element side engagement element is adjacent to one end side of the carrier side engagement element,
An engagement element on the transmission case side is adjacent to the other end side of the engagement element on the carrier side,
When the shift sleeve slides in the input shaft direction, the engagement element on the carrier side engages with either the engagement element on the output member side or the engagement element on the transmission case side. The transmission according to any one of claims 1, 3, and 4. The front-rear switching mechanism is
The ring gear side engagement element, the output member side engagement element, the transmission case side engagement element, and a selective sliding clutch having a shift sleeve,
The output element side engagement element is adjacent to one end side of the ring gear side engagement element,
The engagement element on the transmission case side is adjacent to the other end side of the engagement element on the ring gear side,
When the shift sleeve slides in the input shaft direction, the ring gear side engagement element engages with either the output member side engagement element or the transmission case side engagement element. The transmission according to any one of claims 2, 3, and 4.

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