JPH0532611B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a power transmission system for automobiles, agricultural machinery, construction machinery, ships, and other general industrial machinery.

(Prior Technology) Recently, automatic transmission systems for the purpose of easy driving have been put into practical use in motor vehicles such as automobiles, and the need for such systems is increasing year by year.However, the conventional method uses a fluid torque converter system. However, there are many disadvantages such as poor power transmission efficiency, complicated structure, and high processing cost.

Therefore, recently, as a method to eliminate these drawbacks, the rotational power from the engine is continuously shifted up to a certain gear ratio using a V-belt and a transmission belt, and in addition, a single-stage gear shift is used by switching with a clutch. A method that combines these is being adopted.

By the way, in conventional belt-type transmission mechanisms, when trying to increase the gear ratio, the range of the minimum pulley diameter and the maximum pulley diameter becomes wider, and for example, under the maximum torque condition of a car, a large reduction ratio is required. Therefore, it is necessary to reduce the diameter of the pitch at which the belt is wound around the drive side speed change pulley.

The reason for this is that under high-speed driving conditions, the diameter of the drive pulley becomes large, and conversely, the diameter of the driven pulley must be made small. This is because, in view of the belt's high-speed running ability, the belt winding diameter must be set to satisfy the permissible circumferential speed of the belt, which inevitably limits the minimum diameter of the pulley. Therefore, it has been necessary to reduce the shifting width of the belt shifting system as much as possible.

However, in the past, such a design was extremely difficult, and there were problems with the durability of the belt, the response during belt shifting, etc.

(Problems to be Solved by the Invention) The present invention deals with the above-mentioned actual situation, and converts the portion corresponding to the range of 1st to 3rd speeds out of the 1st to 4th speeds in the case of a normal manual transmission drive to belt shifting. The 4th gear is connected to the input and output shafts via gears by the action of a friction clutch from the engine shaft, and between the case of belt shifting and the case of normal manual transmission drive, 1st to 4th speeds are connected. By providing a step in the rotation ratio corresponding to the 3rd and 4th speeds when It is something.

(Means for Solving the Problems) The features of the present invention for achieving the above object will be explained below with reference to FIG.

A driving side V-belt type speed change pulley _V1 is provided on the shaft S1 on the extension line of the engine output shaft, and _a driven side V-belt type speed change pulley _V2 is provided on the intermediate shaft _S2 opposite thereto.
A V-belt B is attached between these two speed change pulleys V ₁ and V ₂ .

The shaft S ₁ and the intermediate shaft S ₂ on the extension of the engine output shaft are frictionally engaged on the extension of the former shaft S ₁ at the time of maximum speed increase, and dissociate from the start to the maximum speed increase. In addition to the clutch 10, a friction clutch 20 is attached on the extension of the intermediate shaft _S2 of the latter, which is disengaged at maximum speed increase and engaged from start to maximum speed increase (hereinafter referred to as
Friction clutch on axis S ₁ , friction clutch ₂ on axis S 2
Gears, chain sprockets, and teeth are arranged oppositely on the extensions of the output side cylindrical shafts 10S and 20S extending from the output side clutch pieces of the friction clutches 10 and 20, respectively (where 0 is the first and second friction clutches). Engagement bodies M ₁ and M ₂ consisting of toothed pulleys or V pulleys for attached belts are provided, and a chain is wound around the opposing sprockets, a toothed belt is wound around the toothed pulley, and a V belt is wound around the pulley. Select one.

Next, on the extension of the output side cylindrical shaft 10S of the friction clutch 10 on the side of the shaft _S1 on the extension line of the engine output shaft, a gear _G1 is further connected directly to the shaft 10S, or integrally connected to the shaft 10S via a bearing. , when using a bearing, it is provided rotatably; on the other hand, the gear
A gear G ₂ meshing oppositely to G ₁ is provided on an extension of the output shaft S ₃ of the transmission device of the invention.

At this time, if the gear G ₁ is provided on the shaft 10s via a bearing, a gear g ₁ is further provided on the side of the gear G ₁ , and the gear g ₁ is connected to the shaft on the extension of the shaft 10S opposite to the gear g 1. Gears whose thrust direction can be freely adjusted using splines and keys, and which rotate integrally in the rotational direction.
Provide gear g ₃ on the side of G ₃ . The gears g ₁ and g ₃ may be a dog clutch consisting of clutches g' ₁ and g' ₃ that mesh with each other as shown in FIG. 2.

Furthermore, in order to make the rotation direction of the output side _S3 of the power transmission device of the present invention freely left and right, a gear G4 is provided integrally with the shaft _S3 on an extension of the gear _G2 , and a gear _G4 is provided on the extension of the engine output shaft. The gear G ₃ on the output side cylindrical shaft 10S of the friction clutch provided in the transmission gear is slid by an external force, and the idler G ₅ is interposed between the gear G ₃ and the gear G ₄ to cause transmission. With the above configuration, the transmission path using the belt type continuously variable transmission from the time of starting to the maximum speed increase due to the disengagement of the friction clutch 10 and the engagement of the second friction clutch 20, and the first By engaging the friction clutch and disengaging the second friction clutch, the transmission path can be shared with a direct ratio transmission path using gears that are not continuously variable at maximum speed.

(Function) Next, the function based on the power transmission device of the present invention will be explained. (a) When the first friction clutch 10 is OFF and the second friction clutch 20 is ON, the output rotation of the engine is directed to the shaft _S1. transmission pulley V ₁ , V
The belt B transmits the transmission to the intermediate shaft S ₂ via the speed change pulley V ₂ and to the engagement body via the second friction clutch 20.
Transmission is transmitted from _M2 to the engaging body _M1 , and in the case of direct connection from the cylindrical shaft 10S that rotates together with the engaging body _M1 , it is a gear.
G ₁ rotates the output shaft S ₃ via the gear G ₂ on the output shaft S ₃ that meshes with G 1 .

(b) When a gear G1 is provided on the shaft 10S via a bearing, the gear _G1 provided on the side surface of the gear _G1 and the gear G1, which is movable in the sliding direction on the shaft 10S, and integrated in the rotational direction. The rotation of the shaft 10S is transmitted from the gear g ₃ to the gear g ₁ , and the power is transmitted to the output shaft S ₃ via the gear G _{2 that meshes with the gear G 1 , which} is integrated with the gear g ₃ . do.

(c) Next, turn on the first friction clutch 10, and turn on the second friction clutch 10.
Under the condition that the friction clutch 20 is OFF, the rotation of the shaft _{S 1} on the extension line of the engine output shaft is transmitted to the cylindrical shaft 10S by the action of the first friction clutch 10 being ON; gear from gear G ₁
Transmitted to the output shaft S ₃ via G ₂ .

At this time, the rotation transmitted from the speed change pulley _V1 via the belt B to the speed change pulley _V2 and further to the intermediate shaft _S2 is not transmitted to the engagement member _M2 because the second friction clutch 20 is turned off.

(Embodiments) Hereinafter, specific embodiments of the apparatus of the present invention will be described with further reference to the accompanying drawings.

FIG. 1 is a schematic diagram showing the entire device of the present invention, and FIG.
The figure and FIG. 3 are partial views thereof.

In these figures, S ₁ is an extension of _the engine output shaft, S ₂ is an intermediate shaft, and _{S 3} is the output shaft of the device of the present invention.
power is transmitted to.

The method for transmitting power from the shaft S ₁ to the shaft S ₃ will be described below, including its structure and effects.

First, in the figure, the axis on the extension line of the engine output shaft
A drive side V-belt type speed change pulley _V1 is provided on _S1 ,
A driven side V-belt type speed change pulley V ₂ is provided on the intermediate shaft S ₂ opposite to it, and both of these speed change pulleys
V belt B is installed between V ₁ and V ₂ ,
Multi-plate friction clutches 10 and 20 are integrally attached to the shafts S ₁ and S ₂ on their extensions, respectively.

That is, step-shaped cylindrical bodies 11 and 21 forming clutch pieces on the input side are provided for the respective shafts S ₁ and S ₂ .
This has sliding bodies 12, 22 housed therein, and the inner walls of the cylindrical bodies 11, 21 and the sliding bodies 12, 2.
As shown in FIG. , 21 are provided with splines or keyways 15, 25 on the inner peripheral surfaces thereof.

On the other hand, inside the cylinder, stepped supports 16 and 2 forming the clutch piece on the output side are mounted on the shafts S ₂ and S ₁ via bearings, respectively.
6 is provided, and the stepped support has a cylindrical portion 17,
27 and side wall portions 18, 28, the outer surface of the cylindrical portion is provided with a spline or a keyway, and the spline or keyway is provided on the inner peripheral surface of the stepped cylindrical body 11, 21 of the input side clutch piece; Friction plates 19, 19', 29, 29' are positioned alternately adjacent to the splines or key grooves on the outer peripheral surface of the cylindrical portion of the stepped supports 16, 26 of the output side clutch piece, and engage with the splines or key grooves. A plurality of sets are provided with splines or keyways.

In this way, oil or air is allowed to flow into the cylinder part of this multi-plate friction clutch from the port, and the cylinder thrust is generated by the pressure, thereby producing a frictional force between the friction plates, and the so-called clutch is turned on. , thereby the axis
S ₁ and S ₂ can be connected to the cylindrical shafts 10S and 20S of the respective output side friction clutch pieces.

Next, the above-mentioned cylindrical shafts 10S and 20S are further integrally provided with engaging bodies M ₁ and M ₂ respectively, and a transmission function is performed between the two, but the engaging bodies M ₁ and M ₂ are not shown in the illustrated example. A sprocket _M2 is provided integrally with the shaft 20S, and the sprocket _M2 is connected to the shaft S1 on the shaft _S1 side on the extension of the engine output shaft.
A cylindrical shaft 10 provided through a bearing to
A chain 30 is wound around a sprocket _M1 that is integrally provided on S.

The above sprocket may alternatively be a toothed pulley and a toothed belt wrapped around it.
Friction transmission may be performed using a belt.

In the configuration as described above, the present invention further provides a series of transmission mechanisms between the output shaft _S3 , which first includes a bearing on the output side cylindrical shaft 10S of the friction clutch of the shaft _S1 . gears through
G ₁ is provided, and another gear g ₁ is provided on the side surface of the gear G ₁ , and a rotating body 31 is further provided on the extension of the cylindrical shaft 10S and is slidably engaged with a spline or a keyway. A gear g ₃ is provided on the side surface of the gear g 3 to face the gear g ₁ .

Then, when an external force is applied to a fork groove provided in a part of the rotating body 31 and the gears g ₁ and g ₃ mesh, the rotational force from the shaft 10S is transmitted to the gear G ₁ via the rotating body 31. , power is transmitted to the output shaft S ₃ via a gear G ₂ provided integrally with the output shaft S ₃ .

Note that considering the case where the rotation direction of the output shaft S ₃ is opposite to the rotation direction of the shaft S ₁ , in this case, the rotating body 31 on the cylindrical shaft 10S is moved to the right in the figure. Then, gears _g1 and _g3 are disengaged, a reverse gear _G4 is provided that is integral with the output shaft _S3 in the rotational direction, and this gear _G4 and the gear _G3 provided on the outer surface of the rotating body 31 are are positioned opposite to each other, and its gear _G3 and shaft
By providing a reverse idler G ₅ so as to mesh with the gear G ₄ on S ₃ , the rotation direction of the output shaft S ₃ can be reversed to the rotation direction of the shaft S ₁ on the original extension of the engine output shaft. It becomes possible to do so.

Next, from shaft S ₁ on the extension of the engine output shaft, output shaft
A case will be described in which power transmission up to S ₃ is performed without using the speed change pulleys V ₁ , V ₂ and the V-belt B.

First, in this case, no pressure is applied to the cylinder section by the stepped cylinder 21 and sliding body 22 in the second friction clutch 20, so that the so-called clutch is turned OFF.
, that is, a state in which no frictional force is generated between the adjacent friction plates 29 and 29', and one of the first friction clutches 10 is in the so-called clutch ON state, that is, the stepped cylindrical body 11 is aligned with the axis S ₁ and thereby the axis
S ₁ and the shaft 10S can be connected via the clutch.

Thus, in the same way, via gears G ₁ and G ₂ ,
Moreover, the power is transmitted to the output shaft S ₃ via gears G ₃ , G ₅ , and G _{4 ,} respectively.

In the above, each of the friction clutches 10, 20 transmits power by turning either clutch ON, but by turning both clutches OFF, the entire clutch is turned OFF, that is, power is transmitted from shaft S ₁ to shaft S ₃ . Can be blocked.

Using the above method, the output from the engine shaft is transferred to shaft S ₁
The transmission pulley V ₁ , the belt B, the transmission pulley V ₂ intermediate shaft S ₂ , the second friction clutch 20, the cylindrical shaft 20S,
Sprocket _M2 , Chain, Sprocket _M1 ,
Power is transmitted to the cylindrical shaft 10S, and then from the shaft 10S to the output shaft _S3 via (a) gears _g3 , _g1 , _G1 , _G2 ,
Also, a so-called belt drive that transmits power from the shaft 10S to the output shaft _S3 via gears _G3 , _G5 , _G4, and (b) a first friction clutch 10 and the shaft _S1 from the shaft S1.
S, gear g ₃ , output shaft S ₃ via gears G ₃ , G ₅ , G ₄
It is possible to select two types of transmission methods, so-called direct transmission, for transmitting power to the vehicle.

Next, an example will be shown regarding the gear ratios in the above two transmission systems.

Now, let the belt gear ratio be JB ₁ : JB ₂ , and M ₁ in Fig. 1
When the reduction ratio between and M ₂ is jg, axis 10S in the figure
When the number of revolutions of shaft _S is N, the number of revolutions is N1/JB ₁ × JG to N1/JB ₂ × JG when shifting with belt, and N when directly connected.

Now, as a specific example, the ratio range at the time of belt shifting is in charge of the ratio range corresponding to 1st to 3rd gears in the case of 1st to 4th gears in normal manual shifting, and Select specific values assuming the ratio range is equivalent to 4th gear.

If JB ₁ = 1.6 JB ₂ = 0.62 JG = 2.30, the rotation speed of shaft 10S in the figure is: 0.2717N to 0.701N when belt shifting; 0.701N when directly coupled; The speed increasing ratio between N is N/0.701N=1.426,
4 speed rather than 3 speed in the case of a normal manual transmission.
It is desirable to make the speed increasing ratio slightly larger than the speed increasing ratio between the speeds.

As a result, the total transmission ratio between the belt transmission and the direct transmission is N/0.2717N=3.681, which can be the same as the ratio range in the case of a normal manual transmission.

In addition, in order to further increase the total gear ratio, an overtop gear mechanism must be added between the shaft 10S and the output shaft _S3 in the figure, or an overtop gear mechanism must be installed after the output shaft _S3 . may be provided.

(Effects of the Invention) The device of the present invention has the above-described configuration, and by combining the belt speed change and the direct-coupled transmission system using the above method, it has the following features.

(1) By satisfying JB ₂ × JG > 1 (preferably 1.3 < JB ₂ × JG < 1.55) at the maximum speed increase of belt transmission and between direct transmission, it is possible to design a small belt transmission ratio. This makes it possible to design a belt pulley with a relatively large effective minimum diameter and a small effective maximum diameter. , the ratio of the minimum diameter becomes larger) This has a great effect on the durability of the belt and the response during belt shifting.

(2) Also, by using JB ₂ × JG > 1 (preferably 1.3 < JB ₂ × JG < 1.55) and switching from the maximum speed increase range of the belt shift to the direct range, in the case of a normal automatic vehicle. The kick-down effect can be taken care of by switching from the kick-up or direct-coupled range used in the 2011 to the maximum speed increasing range of belt shifting.

Using the method described above, when starting the car, first the second and first friction clutches 20, 10 are turned off, and the engine rotation, that is, the rotation of the shaft _S1 , is gradually increased while the friction is increased. Slowly increase the cylinder thrust of clutch 20, turn the clutch ON, and turn V from shaft S ₁ .
Pulley V ₁ belt B, V pulley V ₂ , shaft S ₂ via second friction clutch 20 sprocket M ₂ ,
As described above, power is transmitted to the output shaft _S3 via the chain and sprocket _M1 .

Incidentally, when starting the automobile (starting), it is assumed that the belt speed change starts from the maximum deceleration state, as a matter of course. Therefore, when the engine speed increases, the rotation of the output shaft _S3 also increases, and the belt gear ratio increases to the maximum speed (actually, the output characteristics of the engine), the axle speed and throttle opening change. etc.) When the second friction clutch 20 is set to OFF, the first
By turning on the friction clutch 10, a direct coupling ratio can be achieved.

(3) Next, contrary to the above, when decelerating the vehicle speed, when the accelerator opening is lowered, calculations are made based on the engine speed, vehicle speed, etc. at that time, and the belt shift is switched from the direct ratio to the maximum speed increase range. This makes it possible to have a so-called kickdown effect.

(4) In addition, in this system, the gear shifting range that is frequently used while the car is actually running is performed in the direct range, so the ability to drive in a region with higher transmission efficiency can also produce better fuel efficiency.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing one example of the overall structure of the device of the present invention, and FIGS. 2 and 3 are partial detailed diagrams thereof. S ₁ ...Engine output shaft extension line top axis, _S2 ...Intermediate shaft,
_S3 ...Output shaft, _V1 , _V2 ...Speed pulley, B...Belt,
10, 20... Friction clutch, 10S, 20S... Output side cylindrical shaft, 11, 21... Stepped cylindrical body, 14, 2
4...Pressure chamber, 16,26...Stepped support, 17,2
7... Cylindrical part, 18, 28... Side wall part, 19, 19',
29, 29'...Friction plate, _M1 , _M2 ...Engagement body, G1 _~
G5 ...Gear, _g1 ~ _g3 ...Gear.

Claims (1)

[Scope of Claims] 1. A driving side V-belt type speed change pulley is provided on a shaft on the extension line of the engine output shaft, a driven side V-belt type speed change pulley is provided on an intermediate shaft opposite to it, and a V-belt type speed change pulley is provided on an intermediate shaft, and a V-belt type speed change pulley is provided on an intermediate shaft. In a device in which a belt is suspended, a friction clutch that is engaged with a shaft on the extension line of the engine output shaft at the time of maximum speed increase, and disengaged from the start until the maximum speed is increased, is installed on the extension line of the intermediate shaft. Friction clutches that are disengaged when speeding up and engaged from start to maximum speedup are provided, and engaging bodies are provided facing each other on the cylindrical shafts of the output side clutch pieces of both friction clutches. In addition, a gear is provided on an extension of the output side cylindrical shaft of the friction clutch on the extension side of the engine output shaft, and the gear is opposed to a gear provided on the output shaft of the transmission device to enable transmission. The transmission path using the belt type continuously variable transmission from the time of starting to the maximum speed increase due to the disengagement of the friction clutch on the extension line of the engine output shaft and the engagement of the friction clutch on the extension of the intermediate shaft, and the extension of the engine output shaft. A power transmission characterized in that the engagement of a friction clutch on a line and the disengagement of a friction clutch on an extension of an intermediate shaft make it possible to share the transmission path with a direct ratio transmission such as a gear that is not continuously variable at maximum speed increase. Device. 2. An input side clutch piece consisting of a stepped cylindrical body in which a friction clutch is provided concentrically with each shaft, and a sliding body that forms a pressure chamber inside the stepped cylindrical body and is slidably housed therein. , facing the input side clutch piece and rotatably mounted on each shaft via a bearing,
In addition, in the thrust direction, the cylinder of the stepped cylindrical body is connected between the output side clutch piece, which is a stepped support provided integrally with each shaft, and the inner wall surface of the stepped cylindrical body and the side wall of the stepped support. The claim is a multi-plate friction clutch consisting of a plurality of friction plates arranged adjacent to each other and meshing with splines or keyways formed on the inner surface of the cylindrical portion and the outer surface of the cylindrical portion of the step-shaped support, respectively. The power transmission device according to item 1. 3. The engaging body on the cylindrical shaft of the output side clutch piece of the friction clutch is a gear, a sprocket for a chain, a toothed pulley for a toothed belt, or a V pulley, and the sprocket has a chain, and the toothed belt has a toothed belt, 3. The power transmission device according to claim 1, wherein a V-belt is used in conjunction with the V-pulley to transmit power. 4 A driving side V-belt type speed change pulley is provided on a shaft on the extension line of the engine output shaft, a driven side V-belt type speed change pulley is provided on the intermediate shaft opposite to this, and the V belt is suspended between both of the speed change pulleys. In this device, a friction clutch is provided on the extension of the engine output shaft, which is engaged at the time of maximum speed increase, and is disengaged from the start until the maximum speed is increased; Friction clutches that are disengaged and engaged during the period from start to maximum speed increase are provided, and engaging bodies are provided facing each other on the cylindrical shafts of the output side clutch pieces of both friction clutches so that transmission can be transmitted to each other. In addition, a gear is provided on the extension of the output side cylindrical shaft of the friction clutch on the extension side of the engine output shaft so as to be rotatable with respect to the shaft via a bearing, and a side gear or clutch is provided on the side of the gear. and a gear provided on the extension of the shaft with a side gear or a clutch that is free in the thrust direction and integral with the shaft in the rotational direction, and both gears are provided with a transmission output shaft. The belt type is capable of being selectively engaged with the gear section, and is operated from the time of starting to the maximum speed increase by disengaging the friction clutch on the extension of the engine output shaft and engaging the friction clutch on the extension of the intermediate shaft. A transmission path using a continuously variable transmission, engagement of a friction clutch on the extension of the engine output shaft, and dissociation of the friction clutch on the extension of the intermediate shaft, which is a direct connection ratio of gears that are not continuously variable at maximum speed increase. A power transmission device characterized in that a path can be shared. 5. An input side clutch piece consisting of a step-shaped cylindrical body in which a friction clutch is provided concentrically and integrally with each shaft, and a sliding body that forms a pressure chamber inside the step-shaped cylindrical body and is slidably housed therein. , facing the input-side clutch piece and rotatably mounted on respective shafts via bearings;
In addition, in the thrust direction, the cylinder of the stepped cylindrical body is connected between the output side clutch piece, which is a stepped support provided integrally with each shaft, and the inner wall surface of the stepped cylindrical body and the side wall of the stepped support. The claim is a multi-plate friction clutch consisting of a plurality of friction plates arranged adjacent to each other and meshing with splines or keyways formed on the inner surface of the cylindrical portion and the outer surface of the cylindrical portion of the step-shaped support, respectively. The power transmission device according to item 4. 6 The engaging body on the cylindrical shaft of the output side clutch piece of the friction clutch is a gear, a sprocket for a chain, a toothed pulley for a toothed belt, or a V pulley, and a chain is attached to the sprocket, and a toothed belt is attached to the toothed belt. The power transmission device according to claim 4 or 5, wherein a V-belt is used in conjunction with the V-pulley to transmit power.