JP2021139372A - Non-stage transmission - Google Patents

Abstract

To provide a non-stage transmission which can smoothly supply an oil to a belt with a structure in which measures are made to inhibit occurrence of inconveniences.SOLUTION: A bearing retainer 111 is fixedly provided at a unit case forming an outer shell of a transmission unit, and a primary shaft of a primary pulley is rotatably held by the bearing retainer 111. Further, the bearing retainer 111 is provided with a belt lubrication part 131. The belt lubrication part 131 extends from the bearing retainer 111 to a position facing a belt in a shaft diameter direction. An oil passage 134 is formed in the belt lubrication part 131. The belt lubrication part 131 is formed with an opening 135 that enables the oil passage 134 to be open to the outside.SELECTED DRAWING: Figure 3

Description

The present invention relates to a belt-type continuously variable transmission.

For example, in a vehicle equipped with a transmission, the power of the engine is input to the transmission via a torque converter, and the power shifted by the transmission is transmitted to the drive wheels via a differential gear or the like. .. As the transmission, a continuously variable transmission (CVT) and a stepped automatic transmission (AT: Automatic Transmission) are widely known.

In the belt type stepless transmission, the input shaft to which the power from the engine is input is connected so that the power can be transmitted to the primary shaft of the stepless speed change mechanism, and the power input to the input shaft is from the input shaft. It is transmitted to the primary axis. In the continuously variable transmission mechanism, the secondary shaft is arranged in parallel with the primary shaft at a distance, and an endless belt is wound between the primary pulley supported by the primary shaft and the secondary pulley supported by the secondary shaft. Has been done. As a result, the power transmitted from the input shaft to the primary shaft is transmitted from the primary pulley to the belt and from the belt to the secondary pulley. Then, the power transmitted to the secondary pulley is transmitted to the output shaft via the secondary shaft, and the power is transmitted from the output shaft to the left and right drive wheels via the differential gear (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2013-113304

The belt needs to be supplied with lubricating oil to prevent wear and seizure. Unless various measures are taken in the configuration for that purpose, inconveniences such as an increase in the number of parts and an increase in size will occur.

An object of the present invention is to provide a continuously variable transmission capable of satisfactorily supplying oil to a belt with an elaborate configuration for suppressing the occurrence of inconvenience.

In order to achieve the above object, the continuously variable transmission according to the present invention is a continuously variable transmission having a structure in which a belt is wound around a pulley, and is provided in a case forming an outer shell and fixedly provided on the case. , A retainer that rotatably holds the shaft of the pulley, and an opening that extends from the retainer toward a position facing the belt in the axial direction of the shaft, has an oil passage inside, and opens the oil passage to the outside. Includes a belt lubrication section that has and discharges oil flowing through the oil passage from the opening toward the belt.

According to this configuration, a retainer is fixedly provided in a case forming the outer shell of the continuously variable transmission, and the rotating shaft of the pulley is rotatably held in the retainer. Further, the retainer is provided with a belt lubrication portion. The belt lubrication portion extends from the retainer toward a position facing the belt in the axial direction. An oil passage is formed inside the belt lubrication portion, and an opening is further formed in the belt lubrication portion to open the oil passage to the outside. Since the oil flowing through the oil passage is discharged from the opening toward the belt, the oil can be satisfactorily supplied to the belt and the belt can be lubricated with the oil. As a result, it is possible to suppress the occurrence of wear and burn of the belt.

The belt lubrication portion may extend toward a position avoiding the pulley in the area surrounded by the belt. As a result, it is not necessary to secure a space for providing the belt lubrication portion on the outside of the pulley, so that the size of the continuously variable transmission can be reduced.

The retainer is formed with an oil supply hole for supplying oil and an oil supply path that communicates with the oil supply hole and distributes the oil supplied to the oil supply hole. By branching, it has a plurality of branch paths, and one branch path may communicate with the oil path.

According to this configuration, the oil supplied to one oil supply hole can be supplied to a plurality of members through each branch path. Therefore, oil can be supplied to a plurality of members with a configuration excellent in space efficiency, and the plurality of members can be lubricated with oil.

According to the present invention, oil can be satisfactorily supplied to the belt.

It is sectional drawing which shows the structure of the speed change unit which concerns on one Embodiment of this invention. It is a skeleton diagram which graphically shows the structure of a CVT. It is a front view which shows the structure of a continuously variable transmission mechanism and the rear side. It is a figure seen from the front side of a bearing retainer 111. It is sectional drawing of the bearing retainer in the cutting plane line AA shown in FIG. It is sectional drawing of the bearing retainer in the cut plane line BB shown in FIG. FIG. 7 is a cross-sectional view when a part of the continuously variable transmission mechanism is cut at a cut surface including the respective axis lines of the primary shaft and the secondary shaft.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Transmission unit>
FIG. 1 is a cross-sectional view showing the configuration of a speed change unit 1 according to an embodiment of the present invention. In the cross-sectional views after FIG. 1, the addition of hatching representing the cross section is omitted.

The speed change unit 1 is a unit mounted on a vehicle to change the power generated by the engine 2 (E / G) 2 as a driving source for traveling. The vehicle uses an FR (front engine / rear drive) layout.

The engine 2 is, for example, a 3-cylinder 4-stroke engine, and is mounted vertically with the crankshaft oriented vertically with respect to the front-rear direction of the vehicle body. The number of cylinders of the engine 2 is not limited to 3 cylinders, and may be 4 cylinders or more, or 2 cylinders or less. Further, the number of strokes of the engine 2 is not limited to 4 strokes, and may be 2 strokes.

The speed change unit 1 includes a torque converter 4 and a CVT (Continuously Variable Transmission) 5 in a unit case 3 forming an outer shell.

<Unit case>
The unit case 3 is composed of three parts, a first case 11, a second case 12, and a third case 13. The first case 11, the second case 12, and the third case 13 are made of, for example, an aluminum alloy and are cast by a die casting method.

The first case 11, the second case 12, and the third case 13 are arranged in this order from the front side (engine 2 side). The first case 11 and the second case 12 are fastened with bolts, and the second case 12 and the third case 13 are fastened with bolts 17, so that the first case 11, the second case 12, and the third case 13 are fastened. Is integrated.

<Torque converter>
The torque converter 4 is housed in the first case 11. The torque converter 4 includes a front cover 21, a pump impeller 22, a turbine hub 23, a turbine runner 24, a lockup mechanism 25, and a stator 26.

The front cover 21 extends in a substantially disk shape around a rotation axis extending in the front-rear direction of the vehicle (vehicle body), and its outer peripheral end is on the opposite side to the engine 2 side (the stepless speed change mechanism 42 side described later). It has a shape that is bent to the side. The central portion of the front cover 21 bulges toward the front side. The crankshaft of the engine 2 is coupled to this bulging portion so that it cannot rotate relative to each other.

The pump impeller 22 is arranged behind the front cover 21. The outer peripheral end of the pump impeller 22 is connected to the outer peripheral end of the front cover 21 and is provided so as to be rotatable integrally with the front cover 21 around the rotation axis. A plurality of blades 27 are arranged radially on the inner surface of the pump impeller 22.

The turbine hub 23 is arranged between the front cover 21 and the pump impeller 22.

The turbine runner 24 is fixed to the turbine hub 23. A plurality of blades 28 are arranged in a radial pattern on the surface of the turbine runner 24 facing the pump impeller 22.

The lockup mechanism 25 includes a lockup piston 31 and a damper mechanism 32.

The lockup piston 31 has a substantially annular plate shape, and its inner peripheral end is fitted onto the turbine hub 23 and is located between the front cover 21 and the turbine runner 24. When the oil pressure of the engagement side oil chamber 33 on the turbine runner 24 side with respect to the lockup piston 31 is higher than the oil pressure of the release side oil chamber 34 on the front cover 21 side, the lockup piston 31 moves to the front cover due to the differential pressure. Move to the 21 side. Then, when the lockup piston 31 is pressed against the front cover 21, the pump impeller 22 and the turbine runner 24 are directly connected (lockup on). On the contrary, when the oil pressure of the release side oil chamber 34 is higher than the oil pressure of the engagement side oil chamber 33, the lockup piston 31 moves to the turbine runner 24 side due to the differential pressure. When the lockup piston 31 is separated from the front cover 21, the direct connection between the pump impeller 22 and the turbine runner 24 is released (lockup off).

The damper mechanism 32 is a mechanism for attenuating the vibration from the engine 2 when the pump impeller 22 and the turbine runner 24 are directly connected.

The stator 26 is arranged between the pump impeller 22 and the turbine runner 24.

When the pump impeller 22 is rotated by the engine torque in the lock-up-off state, an oil flow from the pump impeller 22 to the turbine runner 24 is generated. This oil flow is received by the blade 28 of the turbine runner 24, and the turbine runner 24 rotates. At this time, the amplification action of the torque converter 4 occurs, and a torque larger than the engine torque is generated in the turbine runner 24.

<CVT>
The CVT 5 is housed in the second case 12 and the third case 13. The CVT 5 includes an input shaft 41, a continuously variable transmission mechanism 42, an output shaft 43, and a reverse transmission mechanism 44. The speed change unit 1 is arranged vertically on the rear side of the engine 2 so that the input shaft 41 of the CVT 5 extends in the front-rear direction of the vehicle in a vertical direction, and the input shaft 41 tilts backward.

The input shaft 41 is formed in a hollow shaft and extends on the rotation axis of the torque converter 4. The front end portion of the input shaft 41 is inserted into the torque converter 4 and spline-fitted with the turbine hub 23.

In the following description, the direction in which the axis (axis center) of the input shaft 41 extends is referred to as "axis direction". Further, the direction orthogonal to the axial direction, that is, the radial direction of the input shaft 41 is referred to as "shaft radial direction".

The rear end of the input shaft 41 is rotatably supported by a mechanical oil pump 45 arranged in the second case 12. Specifically, the oil pump 45 cannot rotate relative to the pump case 46, the pump cover 47 joined to the pump case 46 from the rear side, the pump gear 48 arranged in the space inside the pump case 46, and the pump gear 48. It is equipped with a pump shaft 49 coupled to. The pump cover 47 is fixed to the second case 12 and closes the space inside the pump case 46 from the rear side. At the front end of the pump case 46, a bearing recess 51 that is open to the front side and recessed in a substantially columnar shape is formed on the rear side. The rear end of the input shaft 41 is inserted into the bearing recess 51 and rotates to the pump case 46 via a ball bearing 52 interposed between the peripheral surface of the input shaft 41 and the inner peripheral surface of the bearing recess 51. It is supported as much as possible. In other words, the ball bearing 52 is fitted onto the rear end of the input shaft 41, and the ball bearing 52 is fitted into the bearing recess 51, so that the rear end of the input shaft 41 is pumped via the ball bearing 52. It is rotatably supported by the case 46.

The pump shaft 49 is provided so as to penetrate the pump case 46 and the pump cover 47. The pump shaft 49 extends forward from the pump case 46 and is inserted into the input shaft 41 with a gap between the pump shaft 49 and its inner peripheral surface. The front end portion of the pump shaft 49 reaches the front cover 21 of the torque converter 4 and is connected to the central portion of the front cover 21 so as not to rotate relative to each other. As a result, when the front cover 21 is rotated by the power of the engine 2, the pump shaft 49 and the pump gear 48 are rotated integrally with the front cover 21, and oil is generated from the oil pump 45.

The continuously variable transmission mechanism 42 includes a primary shaft 54, a secondary shaft 55, a primary pulley 56, a secondary pulley 57, and a belt 58.

The primary shaft 54 and the secondary shaft 55 extend parallel to the input shaft 41 between the first case 11 and the second case 12, and are rotatably provided around the axis thereof.

The primary pulley 56 is arranged so as to face the primary fixed sheave 61 fixed to the primary shaft 54 with the belt 58 sandwiched between the primary fixed sheave 61, and is supported by the primary shaft 54 so as to be movable in the axial direction and non-rotatably relative to the primary shaft 54. It is equipped with a movable sheave 62. The primary movable sheave 62 is arranged on the front side with respect to the primary fixed sheave 61. A cylinder 63 is provided on the side opposite to the primary fixed sheave 61 side with respect to the primary movable sheave 62, that is, on the front side, and a hydraulic chamber (piston chamber) 64 is formed between the primary movable sheave 62 and the cylinder 63. ing.

The secondary pulley 57 is arranged so as to face the secondary fixed sheave 65 fixed to the secondary shaft 55 with the belt 58 sandwiched between the secondary fixed sheave 65, and is supported by the secondary shaft 55 so as to be movable in the axial direction and non-relatively rotatable. It is equipped with a movable sheave 66. The secondary movable sheave 66 is arranged on the rear side with respect to the secondary fixed sheave 65. A piston 67 is provided on the side opposite to the secondary fixed sheave 65, that is, on the rear side of the secondary movable sheave 66, and a hydraulic chamber 68 is formed between the secondary movable sheave 66 and the piston 67.

The belt 58 is formed in an endless shape and is wound around the primary pulley 56 while being sandwiched between the primary fixed sheave 61 and the primary movable sheave 62, and is wound between the secondary fixed sheave 65 and the secondary movable sheave 66. It is wound around the secondary pulley 57 in a sandwiched state.

In the continuously variable transmission mechanism 42, the hydraulic pressure supplied to the hydraulic chambers 64 and 68 of the primary pulley 56 and the secondary pulley 57 is controlled, and the groove widths of the primary pulley 56 and the secondary pulley 57 are changed to change the belt. The gear ratio (the pulley ratio between the primary pulley 56 and the secondary pulley 57) is continuously and steplessly changed within a constant gear ratio range.

Specifically, when the belt gear ratio is reduced, the oil supply supplied to the hydraulic chamber 64 of the primary pulley 56 is increased. As a result, the primary movable sheave 62 of the primary pulley 56 moves to the primary fixed sheave 61 side, and the distance (groove width) between the primary fixed sheave 61 and the primary movable sheave 62 becomes smaller. Along with this, the winding diameter of the belt 58 with respect to the primary pulley 56 becomes large, and the distance (groove width) between the secondary fixed sheave 65 and the secondary movable sheave 66 of the secondary pulley 57 becomes large. As a result, the belt gear ratio becomes smaller.

When the belt gear ratio is increased, the oil supply to the hydraulic chamber 64 of the primary pulley 56 is reduced. As a result, the thrust of the secondary pulley 57 with respect to the belt 58 becomes larger than the thrust of the primary pulley 56 with respect to the belt 58, the distance between the secondary fixed sheave 65 of the secondary pulley 57 and the secondary movable sheave 66 becomes smaller, and the primary fixed sheave 61 becomes smaller. The distance between the and the primary movable sheave 62 becomes large. As a result, the belt gear ratio becomes large.

A bias spring 69 is provided in the hydraulic chamber 68 of the secondary pulley 57. One end of the bias spring 69 elastically contacts the secondary movable sheave 66, and the other end elastically contacts the piston 67. The elastic force of the bias spring 69 urges the secondary movable sheave 66 and the piston 67 in a direction in which they are separated from each other. The secondary movable sheave 66 is subjected to the hydraulic pressure in the hydraulic chamber 68 and the urging force by the bias spring 69, and the belt 58 is subjected to the corresponding pinching pressure.

Further, an input gear 81 is integrally formed on the input shaft 41 at a central portion in the axial direction. Correspondingly, the primary input gear 82 that meshes with the input gear 81 is supported on the primary shaft 54 so as to be relatively rotatable. A forward clutch 83 is provided that allows / prohibits the rotation of the primary input gear 82 with respect to the primary shaft 54 by utilizing the spaces between the input gear 81 and the primary input gear 82 and the oil pump 45 that mesh with each other. .. A part of the forward clutch 83 overlaps with the oil pump 45 in the axial direction (overlaps when viewed in the axial direction).

The forward clutch 83 includes a clutch drum 84, a clutch hub 85, and a clutch piston 86. The inner peripheral end of the clutch drum 84 is fixed to the primary shaft 54, extends from the primary shaft 54 in the shaft radial direction, and the outer peripheral end portion bends and extends toward the primary input gear 82, that is, the front side. The clutch hub 85 is formed integrally with the primary input gear 82, has a cylindrical shape extending rearward from the primary input gear 82, and is spaced from the inside in the axial direction with respect to the outer peripheral end of the clutch drum 84. Are facing each other. The clutch piston 86 is provided between the clutch drum 84 and the clutch hub 85 so as to be movable in the axial direction. The clutch piston 86 is in liquid-tight contact with the clutch drum 84, and a hydraulic chamber 87 to which the oil pressure acting on the clutch piston 86 is supplied is formed between the clutch drum 84 and the clutch piston 86. .. Further, the clutch piston 86 is elastically urged to the rear side by the return spring 88.

In a space sandwiched between the outer peripheral end of the clutch drum 84 and the clutch hub 85 in the axial direction, the clutch plate held by the clutch drum 84 and the clutch disc held by the clutch hub 85 are alternately arranged in the axial direction. There is. When the clutch piston 86 moves to the front side and presses the clutch plate from the rear side by the hydraulic pressure supplied to the hydraulic chamber 87, the clutch plate and the clutch disc are in pressure contact with each other, and the forward clutch 83 is engaged. The engagement of the forward clutch 83 prohibits the rotation of the primary input gear 82 with respect to the primary shaft 54, and when the primary input gear 82 rotates, the primary shaft 54 rotates integrally with the primary input gear 82. When the oil pressure is released from the engaged state of the forward clutch 83, the urging force of the return spring 88 moves the clutch piston 86 to the rear side, the pressure contact between the clutch disc and the clutch plate is released, and the forward clutch 83 is released. To be released. The release of the forward clutch 83 allows the rotation of the primary input gear 82 with respect to the primary shaft 54, and even if the primary input gear 82 rotates, the rotation is not transmitted to the primary shaft 54.

A secondary input gear 91 is supported on the secondary shaft 55 so as to be relatively rotatable. The secondary input gear 91 is arranged between the input gear 81 and the oil pump 45 in the axial direction. Further, a reverse clutch 92 is provided that allows / prohibits the rotation of the secondary input gear 91 with respect to the secondary shaft 55 by utilizing the space between the secondary input gear 91 and the oil pump 45. A part of the reverse clutch 92 overlaps with the oil pump 45 in the axial direction (overlaps when viewed in the axial direction).

The reverse clutch 92 includes a clutch drum 93, a clutch hub 94, and a clutch piston 95. The inner peripheral end of the clutch drum 93 is fixed to the secondary shaft 55, extends from the secondary shaft 55 in the shaft radial direction, and the outer peripheral end portion bends and extends toward the secondary input gear 91, that is, the front side. The clutch hub 94 is formed integrally with the secondary input gear 91, has a cylindrical shape extending rearward from the secondary input gear 91, and is spaced from the inside in the axial direction with respect to the outer peripheral end of the clutch drum 93. Facing each other. The clutch piston 95 is provided between the clutch drum 93 and the clutch hub 94 so as to be movable in the axial direction. The clutch piston 95 is in liquid-tight contact with the clutch drum 93, and a hydraulic chamber 96 for supplying the oil pressure acting on the clutch piston 95 is formed between the clutch drum 93 and the clutch piston 95. .. Further, the clutch piston 95 is elastically urged to the rear side by the return spring 97.

In a space sandwiched between the outer peripheral end of the clutch drum 93 and the clutch hub 94 in the axial direction, the clutch plate held by the clutch drum 93 and the clutch disc held by the clutch hub 94 are alternately arranged in the axial direction. There is. When the clutch piston 95 moves to the front side and presses the clutch plate from the rear side by the hydraulic pressure supplied to the hydraulic chamber 96, the clutch plate and the clutch disc are in pressure contact with each other, and the reverse clutch 92 is engaged. The engagement of the reverse clutch 92 prohibits the rotation of the secondary input gear 91 with respect to the secondary shaft 55, and when the secondary input gear 91 rotates, the secondary shaft 55 rotates integrally with the secondary input gear 91. When the oil pressure is released from the engaged state of the reverse clutch 92, the clutch piston 95 moves to the rear side due to the urging force of the return spring 97, the pressure contact between the clutch disc and the clutch plate is released, and the reverse clutch 92 is released. To be released. By releasing the reverse clutch 92, the rotation of the secondary input gear 91 with respect to the secondary shaft 55 is allowed, and even if the secondary input gear 91 rotates, the rotation is not transmitted to the secondary shaft 55.

The output shaft 43 is arranged on the same axis as the input shaft 41 with a space behind the input shaft 41. In other words, the input shaft 41 and the output shaft 43 are arranged so as to have a common axis extending vertically along the front-rear direction of the vehicle in the front-rear direction at intervals in the axis direction. An output transmission gear 101 is integrally formed on the output shaft 43. Correspondingly, the secondary output gear 102 that meshes with the output transmission gear 101 is supported on the secondary shaft 55 so as to be relatively non-rotatable.

The reverse transmission mechanism 44 is a mechanism that transmits the power (rotation) of the input shaft 41 to the secondary input gear 91. The reverse transmission mechanism 44 includes a reverse idler shaft 103, a first reverse gear 104, and a second reverse gear 105. The reverse idler shaft 103 extends in the axial direction, straddles the first case 11 and the second case 12, and is rotatably supported by the first case 11 and the second case 12. The first reverse gear 104 is integrally formed with the reverse idler shaft 103 and meshes with the input gear 81. The second reverse gear 105 is formed integrally with the reverse idler shaft 103 on the rear side of the first reverse gear 104 and meshes with the secondary input gear 91.

A bearing retainer 111 is provided between the output shaft 43 and the primary shaft 54. The bearing retainer 111 is, for example, a casting made of an aluminum alloy and cast by a die casting method. The bearing retainer 111 extends between the output shaft 43 and the primary shaft 54 in the axial radial direction. The upper end of the bearing retainer 111 protrudes to the rear side, and the protruding portion is formed with a recess 112 having a substantially columnar shape on the front side. The front end of the output shaft 43 is inserted into the recess 112. A radial bearing 113 is interposed between the peripheral surface of the output shaft 43 and the inner peripheral surface of the recess 112. The front end portion of the output shaft 43 is rotatably supported by the bearing retainer 111 via the radial bearing 113. Further, the output shaft 43 is formed with an annular stepped surface along the shaft radial direction between the portion where the output transmission gear 101 is formed and the portion inserted into the recess 112. A thrust bearing 114 is interposed between the stepped surface and the bearing retainer 111. As a result, the front end portion of the output shaft 43 is rotatably supported by the bearing retainer 111 via the radial bearing 113 and the thrust bearing 114.

Further, the bearing retainer 111 is formed with a recess 115 recessed in a substantially columnar shape on the rear side. The rear end of the primary shaft 54 is inserted into the recess 115. A ball bearing 116 is interposed between the peripheral surface of the primary shaft 54 and the inner peripheral surface of the recess 115. The rear end of the primary shaft 54 is rotatably supported by the bearing retainer 111 via a ball bearing 116.

A bolt 117 is inserted from the front side into the lower end of the bearing retainer 111. Then, the bearing retainer 111 is attached to the third case 13 by the bolt 117.

<Oil supply structure>
A valve body 121 for controlling the supply of oil to each part of the speed change unit 1 is provided on the bottom of the second case 12.

A strainer 122 is provided at the bottom of the second case 12. The strainer 122 includes a filtration unit 123 arranged side by side with the valve body 121, and a pipe unit 124 extending from the filtration unit 123. The pipe portion 124 extends from the lower portion of the filtration portion 123 to the front side and extends to the lower side of the valve body 121. The tube portion 124 is formed in a hollow tubular shape that communicates with the inside of the filtration portion 123.

An oil pan 125 is fixed to the second case 12 from below with a plurality of bolts 126. The tip 127 of the pipe portion 124 of the strainer 122 is located at the center of the oil pan 125, and a suction port for sucking oil is formed on the lower surface of the tip 127.

A suction force is generated by the rotation of the pump gear 48 of the oil pump 45, and the suction force causes the oil accumulated in the oil pan 125 to be sucked into the pipe portion 124 from the suction port. The oil sucked into the pipe portion 124 flows in the pipe portion 124 toward the filter portion 123 and passes through the filter material provided in the filter portion 123. When the oil passes through the filter medium, the foreign matter contained in the oil is captured by the filter medium and the foreign matter is removed from the oil. The oil that has passed through the filter material is supplied to the valve body 121 via the oil pump 45. Then, oil is supplied from the valve body 121 to each part of the continuously variable transmission mechanism 42 or the like that requires oil supply as hydraulic oil or lubricating oil.

<Power transmission path>
FIG. 2 is a skeleton diagram illustrating the configuration of CVT5.

When the vehicle moves forward, the forward clutch 83 is engaged and the reverse clutch 92 is released. The power input from the engine 2 to the input shaft 41 via the torque converter 4 is transmitted from the input gear 81 to the primary shaft 54 via the primary input gear 82 by the engagement of the forward clutch 83. On the other hand, even if the power input to the input shaft 41 is transmitted from the input gear 81 to the secondary input gear 91 and the secondary input gear 91 rotates, the secondary input gear 91 is transferred to the secondary shaft 55 by releasing the reverse clutch 92. On the other hand, it slips and power is not transmitted to the secondary shaft 55.

The power transmitted to the primary shaft 54 is changed at a belt gear ratio corresponding to the pulley ratio of the primary pulley 56 and the secondary pulley 57, and is transmitted to the secondary shaft 55. Then, the power transmitted to the secondary shaft 55 is transmitted from the secondary output gear 102 to the output shaft 43 via the output transmission gear 101.

When the vehicle is moving backward, the forward clutch 83 is released and the reverse clutch 92 is engaged. The power input from the engine 2 to the input shaft 41 via the torque converter 4 is transmitted from the input gear 81 to the secondary shaft 55 via the reverse transmission mechanism 44 and the secondary input gear 91 by the engagement of the reverse clutch 92. .. At this time, the secondary shaft 55 rotates in the direction opposite to that when the vehicle is moving forward. On the other hand, even if the power input to the input shaft 41 is transmitted from the input gear 81 to the primary input gear 82 and the primary input gear 82 rotates, the forward clutch 83 is released and the primary input gear 82 is transferred to the primary shaft 54. On the other hand, it slips and power is not transmitted to the primary shaft 54.

The power transmitted to the secondary shaft 55 is transmitted from the secondary output gear 102 to the output shaft 43 via the output transmission gear 101.

Then, the power transmitted to the output shaft 43 is output from the output shaft 43 to the propeller shaft, and is transmitted from the propeller shaft to the left and right rear wheels via the rear differential gear (rear differential) and the drive shaft.

<Lubrication structure>
FIG. 3 is a front view showing the configuration of the continuously variable transmission mechanism 42 and its rear side. FIG. 4 is a view seen from the front side of the bearing retainer 111. 5 is a cross-sectional view of the bearing retainer 111 at the cutting plane line AA shown in FIG. 4, and FIG. 6 is a cross-sectional view of the bearing retainer 111 at the cutting plane line BB shown in FIG. FIG. 7 is a cross-sectional view when a part of the continuously variable transmission mechanism 42 is cut at a cut surface including the respective axis lines of the primary shaft 54 and the secondary shaft 55.

The CVT 5 (transmission unit 1) includes a belt lubrication unit 131 for lubricating the belt 58 with oil.

The belt lubrication portion 131 is arranged at a position avoiding the primary pulley 56 and the secondary pulley 57 (see FIG. 1) in the area surrounded by the belt 58 when viewed from the front side. More specifically, in the area inside the belt 58, two areas 132 and 133 surrounded by the primary pulley 56, the secondary pulley 57 and the belt 58 are formed in the upper and lower parts. The belt lubrication portion 131 is arranged in the lower region 133 when viewed from the front side.

The belt lubrication portion 131 is formed integrally with the bearing retainer 111 and has a columnar shape extending forward from the bearing retainer 111. As shown in FIG. 5, an oil passage 134 extending along the longitudinal direction of the belt lubrication portion 131 is formed inside the belt lubrication portion 131. A plurality of openings 135 are formed at the tip of the belt lubrication portion 131, and the oil passage 134 communicates with the outside through the openings 135. Further, as shown in FIG. 7, the belt lubrication portion 131 extends from the bearing retainer 111 to the area surrounded by the belt 58, and the tip portion of the belt lubrication portion 131 extends in the axial direction with the inner surface of the belt 58. Facing each other.

Further, as shown in FIG. 4, an oil supply hole 141 is formed at the upper end of the bearing retainer 111. Specifically, a cylindrical cylindrical wall portion 142 projecting forward is formed at the upper end portion of the bearing retainer 111, and a hollow portion of the cylindrical wall portion 142 is formed as an oil supply hole 141.

Further, the bearing retainer 111 is formed with an oil supply path 143. The oil supply path 143 extends linearly between the belt lubrication section 131 and the oil supply hole 141, and communicates with the oil passage 134 and the oil supply hole 141 of the belt lubrication section 131.

Further, a branch forming path 144 is formed in the bearing retainer 111. The branch forming path 144 extends in a straight line intersecting the oil supply path 143 at an angle close to a right angle. The branch forming path 144 intersects the intermediate portion of the oil supply path 143 and communicates with the oil supply path 143 at the intersection. In other words, the oil supply path 143 extends from the oil supply hole 141 to the intersection with the branch forming path 144 by one, and at the intersection, the first branch path 145 connected from the intersection to the oil path 134 of the belt lubrication unit 131. The second branch road 146 extends from the intersection to one end of the branch formation road 144, and the third branch road 147 extends from the intersection to the other end of the branch formation road 144.

The tip of the second branch path 146, that is, one end of the branch formation path 144, reaches a position facing the ball bearing 116 (see FIG. 1) holding the rear end of the primary shaft 54 in the front-rear direction. The bearing retainer 111 is formed with a bearing lubrication hole 148 that opens the tip of the second branch path 146 forward.

The tip of the third branch path 147, that is, the other end of the branch formation path 144, reaches the recess 112 (see FIG. 1). The bearing retainer 111 is formed with a bearing lubrication hole 149 that opens the tip of the third branch path 147 rearward.

Oil as lubricating oil is supplied from the valve body 121 to the oil supply hole 141. The oil supplied to the oil supply hole 141 flows through the oil supply path 143 and is diverted to the first branch path 145, the second branch path 146, and the third branch path 147. The oil flowing through the first branch passage 145 flows from the first branch passage 145 into the oil passage 134 of the belt lubrication portion 131, flows through the oil passage 134, and is discharged from the opening 135 of the belt lubrication portion 131 toward the belt 58. NS. The oil flowing through the second branch path 146 is discharged from the bearing lubrication hole 148 and supplied to the ball bearing 116. The oil flowing through the third branch path 147 is discharged from the bearing lubrication hole 149 and supplied to the radial bearing 113 and the thrust bearing 114 (see FIG. 1) arranged in the recess 112.

<Effect>
As described above, the bearing retainer 111 is fixedly provided in the unit case 3 forming the outer shell of the transmission unit 1, and the primary shaft 54 of the primary pulley 56 is rotatably held by the bearing retainer 111. Further, the bearing retainer 111 is provided with a belt lubrication portion 131. The belt lubrication portion 131 extends from the bearing retainer 111 toward a position facing the belt 58 in the axial direction. An oil passage 134 is formed inside the belt lubrication portion 131, and an opening 135 is further formed in the belt lubrication portion 131 to open the oil passage 134 to the outside. Since the oil flowing through the oil passage 134 is discharged from the opening 135 toward the belt 58, the oil can be satisfactorily supplied to the belt 58, and the belt 58 can be lubricated with the oil. As a result, the occurrence of wear and burning of the belt 58 can be suppressed.

The belt lubrication portion 131 extends toward a position avoiding the primary pulley 56 in the region surrounded by the belt 58. As a result, it is not necessary to secure a space for providing the belt lubrication portion 131 on the outside of the primary pulley 56, so that the size of the speed change unit 1 can be reduced.

The bearing retainer 111 is formed with an oil supply hole 141 to which oil is supplied and an oil supply path 143 which communicates with the oil supply hole 141 and allows the oil supplied to the oil supply hole 141 to flow. The road 143 has a first branch road 145, a second branch road 146, and a third branch road 147 by branching in the middle thereof, and the first branch road 145 communicates with the oil passage 134. ..

According to this configuration, the oil supplied to one oil supply hole 141 is passed through the first branch path 145, the second branch path 146 and the third branch path 147 to the belt 58, the ball bearing 116, the radial bearing 113 and the thrust bearing 114. Can be supplied to. Therefore, oil can be supplied to the belt 58, the ball bearing 116, the radial bearing 113 and the thrust bearing 114 in a space-efficient configuration, and the belt 58, the ball bearing 116, the radial bearing 113 and the thrust bearing 114 can be lubricated with oil. Can be done.

<Modification example>
Although one embodiment of the present invention has been described above, the present invention can also be implemented in other embodiments.

For example, in the above-described embodiment, the transmission unit 1 is arranged vertically on the rear side of the engine 2 so that the input shaft 41 of the CVT 5 extends in the front-rear direction of the vehicle. However, the present invention is not limited to this, and the present invention can also be applied to a transmission unit that is horizontally placed on the left side or the right side of the engine 2 so that the input shaft of the CVT extends in the left-right direction of the vehicle.

Further, the power transmission method of the continuously variable transmission mechanism 42 is not limited to the belt type, and may be a chain type or a toroidal type.

Further, the speed change mechanism provided in the speed change unit 1 is not limited to the stepless speed change mechanism 42, and may be a stepped speed change mechanism.

In addition, various design changes can be made to the above-mentioned configuration within the scope of the matters described in the claims.

1: Transmission unit (continuously variable transmission)
3: Unit case (case)
5: CVT
54: Primary axis (rotational axis)
56: Primary pulley (pulley)
58: Belt 131: Belt lubrication part 134: Oil passage 135: Opening 141: Oil supply hole 143: Oil supply route 145: First branch road (branch road)
146: Second branch road (branch road)
147: Third branch road (branch road)

Claims (2)

A continuously variable transmission that has a structure in which a belt is wound around a pulley.
The case that forms the outer shell and
A retainer fixedly provided on the case and holding the pulley shaft rotatably,
Oil that extends from the retainer toward a position facing the belt in the axial direction of the shaft, has an oil passage inside, and has an opening that opens the oil passage to the outside, and flows through the oil passage. A continuously variable transmission including a belt lubrication portion that discharges oil from the opening toward the belt. The retainer
Oil supply holes to which oil is supplied and
An oil supply path that communicates with the oil supply hole and through which oil supplied to the oil supply hole flows is formed.
The oil supply path has a plurality of branch paths by branching in the middle thereof.
The continuously variable transmission according to claim 1, wherein the branch path communicates with the oil path.

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