JP2010025287A - Belt type continuously variable transmission for vehicle - Google Patents

Abstract

An object of the present invention is to provide a vehicle belt type that can prevent deterioration in the controllability of a transmission gear ratio due to oil mixed with air, by suppressing the lowering of the oil level in an oil pan regardless of the running state of the vehicle. To provide a step transmission.
A primary pulley 52, a secondary pulley 54, a transmission belt 55, an oil pan 56, an oil supply means 57 having a valve body 82 and a strainer 83 are provided, and the oil supply means 57 is provided with a supply oil passage 91. And a discharge oil passage 92, a suction port 83s for supplying oil to the supply oil passage 91 is provided in an intermediate portion of the strainer 83, and a front hydraulic chamber 67 and a rear hydraulic chamber are provided in a rear portion 82u of the lower valve body 82a. A rear discharge port 82g for discharging the oil in 68 from the discharge oil passage 92 into the oil pan 56 is provided, and a front discharge for discharging the oil in the secondary hydraulic chamber 78 from the discharge oil passage 92 to the oil pan 56 in the front portion 82m. An outlet 82z is provided.
[Selection] Figure 4

Description

  The present invention relates to a belt type continuously variable transmission for a vehicle in which a gear ratio is continuously changed by hydraulic pressure, and more particularly, to a vehicle belt type that prevents air from being mixed into oil supplied from an oil pan. The present invention relates to a continuously variable transmission.

  Conventionally, this type of belt-type continuously variable transmission (CVT) is wound around a primary pulley driven by a hydraulic actuator, a secondary pulley driven by a hydraulic actuator, and a primary pulley and a secondary pulley. A power transmission belt that transmits power, a housing that houses each of these components, and an oil pan that is provided in a lower portion of the housing and stores oil that functions as lubricating oil and hydraulic oil are known. (For example, refer to Patent Document 1).

  In this conventional belt-type continuously variable transmission, an oil composed of lubricating oil for lubricating a lubricated member in the housing and hydraulic oil (ATF: Automatic Transmission Fluid) for operating the belt-type continuously variable transmission. However, the oil is supplied from the oil pan via a predetermined supply oil passage, and is returned to the oil pan from the discharge port via a plurality of discharge oil passages. A suction port as a suction port for supplying oil to a predetermined member is provided at the center of the oil pan, and the oil in the oil pan that has been refluxed and stored is sucked from the suction port, The pulley, the secondary pulley, and the member to be lubricated are supplied. A rectifying wall for rectifying the oil is formed on the inner wall surface of the oil pan, and the oil recirculated from the discharged oil passage to the oil pan is rectified in the oil pan. In this way, a flow straightening wall is formed so that the flow path distance from the discharge port to the suction port becomes long, and bubbles generated in the vicinity of the discharge port are made to flow along the flow straightening wall to the suction port, and then disappeared. Air is prevented from entering the supplied oil. As a result, deterioration of controllability of the gear ratio due to oil mixed with air is prevented in advance.

Further, in the conventional belt-type continuously variable transmission, the discharge port is such that the distances from the discharge ports of the plurality of discharge oil passages to the oil level in the oil pan are substantially the same when the oil level is horizontal. , And the recirculation paths in which the discharged oil returns to the oil pan have substantially the same length. As a result, when oil is discharged from each discharge port to the oil pan, the oil level is kept horizontal so that air is not sucked into the oil supplied from the suction port. As a result, deterioration of controllability of the gear ratio due to oil mixed with air is prevented in advance.
JP 2000-46155 A

  However, in such a conventional belt-type continuously variable transmission, air is not sucked from the suction port when the vehicle is stopped on a flat road or in a stable running state at a low speed. However, there is a problem that air may be sucked from the suction port in an unstable running state. In other words, when the vehicle is decelerated or braked suddenly, the oil in the oil pan flows forward in the direction of travel of the vehicle in the oil pan due to its inertial force, and the oil level is biased, resulting in suction. There was a risk that the oil level would drop near the mouth and air could be sucked in from the suction mouth. On the other hand, when the vehicle is accelerated, the oil in the oil pan flows in the backward direction of the vehicle in the oil pan due to its inertial force, and the oil level is biased, and the oil level is lowered near the suction port. There was a risk of air being sucked in from the suction port. If air is mixed in the oil, a predetermined oil pressure cannot be obtained, and the controllability of the gear ratio may be deteriorated. Therefore, the amount of oil is increased so that air does not enter the oil.

  An object of the present invention is to solve the above-described conventional problems and achieve the following objects. That is, according to the present invention, a vehicle in which a decrease in the oil level in the oil pan is suppressed regardless of the traveling state of the vehicle, and deterioration of controllability of the gear ratio due to oil mixed with air can be prevented. An object of the present invention is to provide a belt type continuously variable transmission.

  In order to achieve the above object, a belt-type continuously variable transmission according to the present invention includes (1) a primary pulley driven by a first hydraulic actuator having a first hydraulic chamber and a second hydraulic actuator having a second hydraulic chamber. A secondary pulley driven by the motor, a transmission belt wound around the primary pulley and the secondary pulley, an oil pan for storing oil supplied to the first hydraulic chamber and the second hydraulic chamber, An oil supply means having a supply member for supplying the oil to the first hydraulic chamber and the second hydraulic chamber, wherein the oil supply means removes the oil in the oil pan. Supply oil passages to be supplied to the first hydraulic chamber and the second hydraulic chamber, and the oil in the first hydraulic chamber and the second hydraulic chamber to the oil A drain oil passage for discharging into the pan, and the supply member includes a front portion positioned in the forward direction of the vehicle, a rear portion positioned in the reverse direction of the vehicle, the front portion, and the rear portion. A suction port for sucking oil in the oil pan so as to supply the oil to the supply oil passage is formed in the intermediate portion, and the rear portion has the suction port in the first hydraulic chamber. A first discharge port is formed to discharge the oil from the discharge oil passage into the oil pan, and a first discharge port is formed at the front portion to discharge the oil in the second hydraulic chamber from the discharge oil passage into the oil pan. Two discharge ports are formed.

  With this configuration, when the vehicle is decelerated, when oil is supplied to the second hydraulic chamber and the second hydraulic actuator operates, the transmission belt slides radially outward from the secondary pulley and the belt radius on the secondary pulley side increases. At the same time, the transmission belt slides radially inward of the primary pulley, and the belt radius on the primary pulley side decreases. Simultaneously with this operation, the oil in the first hydraulic chamber of the primary pulley is discharged to the discharge oil passage and discharged into the oil pan from the first discharge port of the supply member. At this time, due to the deceleration of the vehicle, the oil in the oil pan flows to the front side of the vehicle due to its inertial force, and the oil level is deviated in the oil pan, but the oil level decreases from the first discharge port. A large amount is discharged to the rear side of the running vehicle. Since the oil level on the rear side of the vehicle rises due to the discharged oil and the suction port of the supply member is covered with oil, air is not sucked from the suction port even when the vehicle is decelerated. Inhalation of air is prevented beforehand.

  When the vehicle is accelerated, when oil is supplied to the first hydraulic chamber and the first hydraulic actuator operates, the transmission belt slides radially outward from the primary pulley, and the belt radius on the primary pulley side increases. The transmission belt slides radially inward of the secondary pulley, and the belt radius on the secondary pulley side decreases. Simultaneously with this operation, the oil in the second hydraulic chamber of the secondary pulley is discharged to the discharge oil passage and discharged into the oil pan from the second discharge port of the supply member. At this time, due to the acceleration of the vehicle, the oil in the oil pan flows to the rear side of the vehicle due to its inertial force, and the oil level is biased in the oil pan, but the oil level drops from the second discharge port. A large amount is discharged to the front side of the running vehicle. The oil level on the front side of the vehicle rises due to the discharged oil, and the suction port of the supply member is covered with oil. Therefore, even when the vehicle is accelerated, air is not sucked from the suction port. Inhalation of air is prevented beforehand.

Here, the time when the vehicle is decelerated means when the vehicle changes from a high speed to a low speed or when the vehicle stops, such as when the driver performs a braking operation or when the vehicle is shifted down. Specifically, oil is supplied to the second hydraulic chamber, and the second hydraulic actuator causes the transmission belt to slide radially outward from the secondary pulley, increasing the belt radius on the secondary pulley side, and the transmission belt to the primary pulley. This represents a time when the vehicle is controlled to shift so that the belt radius on the primary pulley side is reduced by sliding radially and the oil in the first hydraulic chamber is discharged to the discharge oil passage.
In addition, when the vehicle is accelerated, it means when the vehicle starts, such as when the driver performs an accelerator operation or when the vehicle is shifted up, or when the vehicle speed increases from a low speed. Specifically, oil is supplied to the first hydraulic chamber, and the first hydraulic actuator causes the transmission belt to slide radially outward of the primary pulley, increasing the belt radius on the primary pulley side, and the transmission belt to the secondary pulley. This represents a time when the vehicle is controlled to shift so that the belt radius on the secondary pulley side slides radially inward and the oil in the second hydraulic chamber is discharged to the discharge oil passage.

  In the belt-type continuously variable transmission according to (1), preferably (2) the oil supply means supplies oil in the oil pan to the first hydraulic chamber and the second hydraulic chamber. And the supply member includes a valve body having the supply oil passage and the discharge oil passage, and a strainer supported by a lower portion of the valve body and having the supply oil passage. The first discharge port and the second discharge port are formed, and the suction port is formed in the strainer. The oil is supplied from the oil pump through the strainer and the valve body.

  With this configuration, the supply oil passage and the discharge oil passage are formed in the valve body, and oil is supplied to the valve body via the strainer, so that the oil is purified to a hydraulic mechanism including the first hydraulic actuator and the second hydraulic actuator. Oil is supplied efficiently, and hydraulic pressure is efficiently supplied in a relatively small space.

  When the vehicle is decelerated, a large amount of oil is discharged from the first discharge port of the valve body to the rear side of the vehicle where the oil level in the oil pan is lowered, and the oil level on the rear side of the vehicle rises. Since the strainer suction port is covered with oil, even when the vehicle is decelerated, air is not sucked from the strainer suction port, and air suction is prevented in advance. When the vehicle is accelerated, a large amount of oil is discharged from the second discharge port of the valve body to the front side of the vehicle where the oil level in the oil pan is lowered, and the oil level on the front side of the vehicle rises. In addition, since the strainer suction port is covered with oil, even when the vehicle is accelerated, air is not sucked from the strainer suction port, and air suction is prevented in advance.

  In the belt-type continuously variable transmission according to (1) or (2), preferably (3) the strainer has a rear end portion that is positioned in the forward direction of the vehicle from the first discharge port, The valve body has a first introduction plate for introducing the oil discharged from the first discharge port into the oil pan, and the first introduction plate includes the first discharge port, the rear end portion, It is arranged between.

  With this configuration, the oil discharged from the first discharge port falls to the lower oil surface and is guided downward by the first introduction plate, so that it flows into the gap formed between the strainer and the valve body. This prevents the amount of oil falling on the oil surface below the oil pan from decreasing.

  In the belt-type continuously variable transmission according to (2) or (3), preferably (4) the strainer has a front end portion that is positioned in the backward direction of the vehicle from the second discharge port, The valve body has a second introduction plate that introduces the oil discharged from the second discharge port into the oil pan, and the second introduction plate includes the second discharge port, the front end portion, and the front end portion. It is arranged between.

  With this configuration, the oil discharged from the second discharge port falls to the lower oil surface and is guided downward by the second introduction plate, so that it flows into the gap formed between the strainer and the valve body. This prevents the amount of oil falling on the oil surface below the oil pan from decreasing.

  According to the present invention, a vehicle in which a decrease in the oil level in the oil pan is suppressed regardless of the traveling state of the vehicle, and deterioration of controllability of the gear ratio due to oil mixed with air can be prevented in advance. The belt type continuously variable transmission can be provided.

  Embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
FIG. 1 is a skeleton diagram of a vehicle 1 including a belt type continuously variable transmission 8 according to a first embodiment of the present invention.

First, the configuration will be described.
As shown in FIG. 1, a vehicle 1 according to the present embodiment is configured as a front wheel drive vehicle (FF) and includes an engine 2. In the present embodiment, the engine 2 is described as being applied to a horizontally installed gasoline engine. However, the engine 2 is applied to an internal combustion engine that uses liquid or gas fuel such as light oil, LPG, hydrogen, and bifuel. There is no particular limitation on the arrangement such as vertical installation or horizontal installation, the arrangement of cylinders such as in-line, horizontally opposed, V-type, or the number of cylinders.

  The vehicle 1 includes an engine 2, a transaxle 3 disposed on the side of the engine 2 and connected to a crankshaft 2 a of the engine 2, and an electronic control unit (ECU: Electronic Control Unit) that controls the engine 2 and the transaxle 3. 4).

  The transaxle 3 includes a torque converter 5 coupled to the crankshaft 2a, a forward / reverse switching mechanism 7 coupled to the torque converter 5 via an input shaft 6, and a belt-type continuously variable coupled to the forward / reverse switching mechanism 7. A transmission 8, a counter drive gear 9 connected to the belt-type continuously variable transmission 8, a counter driven gear 11 that meshes with the counter drive gear 9, an intermediate shaft 12 that supports the counter driven gear 11, and an intermediate shaft 12 A supported final drive gear 13, a ring gear 14 meshing with the final drive gear 13, a differential 15 coupled to the ring gear 14, a transaxle housing 16, a transaxle case 17 and a transformer for housing these components. And Kusururiyakaba 18, the front drive shaft 21 of the left and right that are connected to the differential 15 is configured to include a front wheel 22 of the left and right respectively connected to the front drive shaft 21.

  The torque converter 5 includes a drive plate 32, a front cover 33 fixed to the crankshaft 2a of the engine 2 via the drive plate 32, a pump impeller 34 attached to the front cover 33, and substantially coaxial with the crankshaft 2a. A turbine runner 35 fixed to the extending input shaft 6 and rotatable in a state of facing the pump impeller 34, a stator 37 set to be rotatable only in one direction by a one-way clutch 36, a damper mechanism 38, and a damper mechanism 38 And a lock-up clutch 39 attached thereto. A hollow shaft 31 is fixed to the stator 37 via a one-way clutch 36, and the input shaft 6 is inserted into the hollow shaft 31.

  When the engine 2 is operated and the front cover 33 and the pump impeller 34 are rotated, the turbine runner 35 starts to be dragged by the flow of oil, and the stator 37 is connected to the pump impeller 34 and the turbine. When the rotational speed difference from the runner 35 is large, the oil flow is converted to a direction that assists the rotation of the pump impeller 34.

  The torque converter 5 functions as a torque amplifier when the difference between the rotational speed of the pump impeller 34 and the rotational speed of the turbine runner 35 is large, and functions as a fluid coupling when the rotational speed difference between the two becomes small. ing. When the vehicle speed reaches a predetermined speed after the vehicle 1 has started, the lockup clutch 39 is activated, and the power transmitted from the engine 2 to the front cover 33 is directly transmitted to the input shaft 6. . Further, the fluctuation of the torque transmitted from the front cover 33 to the input shaft 6 is absorbed by the damper mechanism 38.

  The forward / reverse switching mechanism 7 includes a double pinion type planetary gear mechanism 41. The planetary gear mechanism 41 includes a sun gear 42 attached to an end of the input shaft 6 on the belt-type continuously variable transmission 8 side, and a sun gear. A ring gear 43 disposed concentrically on the outer peripheral side of the pin 42, a plurality of pinion gears 44 that mesh with the sun gear 42, a plurality of pinion gears 45 that mesh with both the ring gear 43 and the pinion gear 44, and the pinion gears 44, 45 are rotatably held. And a carrier 46 that holds the pinion gears 44 and 45 in an integrally revolving state around the sun gear 42.

  The carrier 46 of the forward / reverse switching mechanism 7 is fixed to the belt type continuously variable transmission 8, and the power transmission path between the carrier 46 and the input shaft 6 is connected or disconnected using the forward clutch CR. It is like that. The forward / reverse switching mechanism 7 has a reverse brake BR that controls the rotation and fixation of the ring gear 43.

  FIG. 2 is a cross-sectional view of the belt-type continuously variable transmission 8 according to the present embodiment, in which the width of the pulley groove 66 of the primary pulley 52 is increased and the width of the pulley groove 74 of the secondary pulley 54 is decreased. FIG. 3 shows an acceleration state of the vehicle 1 in which the width of the pulley groove 66 of the primary pulley 52 is reduced and the width of the pulley groove 74 of the secondary pulley 54 is increased. Here, the deceleration state of the vehicle 1 refers to the state of the vehicle when the vehicle is decelerated, and the acceleration state refers to the state of the vehicle when the vehicle is accelerated.

  As shown in FIGS. 2 and 3, the belt-type continuously variable transmission 8 includes a primary shaft 51 extending substantially coaxially with the input shaft 6, a primary pulley 52 provided on the primary shaft, and parallel to the primary shaft 51. A secondary shaft 53 as an output shaft extending to the secondary shaft 53, a secondary pulley 54 provided on the secondary shaft 53, a transmission belt 55, an oil pan 56, and an oil supply means 57.

  The primary shaft 51 is rotatably supported by a bearing 24 provided in the transaxle case 17 and a bearing 23 provided in the transaxle rear cover 18, and the secondary shaft 53 is provided in a bearing 26 provided in the transaxle housing 16. And it is rotatably supported by a bearing 25 provided on the transaxle rear cover 18.

  The primary pulley 52 includes a fixed sheave 61 that is formed integrally with the primary shaft 51, a movable sheave 62 that is movable in the axial direction of the primary shaft 51 by hydraulic pressure, and a first hydraulic actuator that drives the movable sheave 62. 58. The fixed sheave 61 and the movable sheave 62 are opposed to each other, and a substantially V-shaped pulley groove 66 is formed between the fixed sheave 61 and the movable sheave 62. A ball spline 62b is interposed between the movable sheave 62 and the primary shaft 51, and the movement in the axial direction is smoothed to improve the speed change response.

  The first hydraulic actuator 58 is fixed to the cylindrical front cylinder member 63 fixed to the primary shaft 51, the front cylinder member 63 and the primary shaft 51, surrounds the outer periphery of the front cylinder member 63, and accommodates the front cylinder member 63. The rear cylinder member 64 includes a piston 65 that is slidably interposed between the outer peripheral portion 63 a of the front cylinder member 63 and the inner peripheral portion 64 a of the rear cylinder member 64 and presses the movable sheave 62. ing. Further, the first hydraulic actuator 58 has a front hydraulic chamber 67 as a first hydraulic chamber to which oil is supplied, and a rear hydraulic chamber 68 as a first hydraulic chamber.

  Further, the movable sheave 62 is formed with a cylinder portion 62a that protrudes in a cylindrical shape from the side surface opposite to the pulley groove 66, and the inner wall portion of the cylinder portion 62a and the inner peripheral portion 63b of the front cylinder member 63 are formed. A front hydraulic chamber 67 is defined. A rear hydraulic chamber 68 is defined by the side surface portion 65 a of the piston 65 opposite to the pulley groove 66 and the inner peripheral portion 64 a of the rear cylinder member 64.

  In the primary shaft 51, an oil passage 51a is formed in the axial direction, oil passages 51b and 51c are formed in a direction orthogonal to the oil passage 51a, and the oil passage 51b and the front hydraulic chamber 67 communicate with each other. In addition, the oil passage 51c and the rear hydraulic chamber 68 communicate with each other, and oil is supplied into the front hydraulic chamber 67 and the rear hydraulic chamber 68 through the oil passages 51a, 51b, and 51c. . The oil in the front hydraulic chamber 67 is discharged from the oil passage 51b, and the oil in the rear hydraulic chamber 68 is discharged from the oil passage 51c. An oil seal is provided at a contact portion between the front cylinder member 63 and the cylinder portion 62a and a contact portion between the piston 65 and the front cylinder member 63 and the rear cylinder member 64, and the hydraulic pressure in the front hydraulic chamber 67 and the rear hydraulic chamber 68 is provided. The front hydraulic chamber 67 and the rear hydraulic chamber 68 constitute a so-called double piston type hydraulic actuator. The oil passages 51a, 51b, and 51c constitute a part of a supply oil passage 91 that supplies oil into the front hydraulic chamber 67 and the rear hydraulic chamber 68, and the oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 is supplied to the oil passages 51a, 51b, and 51c. A part of the discharged oil passage 92 is formed.

  The secondary pulley 54 includes a fixed sheave 71 formed integrally with the secondary shaft 53, a movable sheave 72 provided movably in the axial direction of the secondary shaft 53 by hydraulic pressure, and a second hydraulic actuator 59. Has been.

  The fixed sheave 71 and the movable sheave 72 are opposed to each other, and a substantially V-shaped pulley groove 74 is formed between the fixed sheave 71 and the movable sheave 72. Similar to the primary pulley 52, a ball spline 72b is interposed between the movable sheave 72 and the secondary shaft 53, and smooth movement in the axial direction is achieved to improve the speed change response.

  The second hydraulic actuator 59 includes a cylindrical cylinder member 73 fixed to the secondary shaft 53, and a compression coil spring 77 interposed between the movable sheave 72 and the cylinder member 73. The compression coil spring 77 urges the movable sheave 72 in the direction of the pulley groove 74 so as to apply a clamping pressure to the transmission belt 55. Even in a situation where the pinching pressure due to is not obtained, the pinching pressure is obtained by the urging force of the compression coil spring 77, thereby preventing the transmission belt 55 from slipping. The second hydraulic actuator 59 has a secondary hydraulic chamber 78 as a second hydraulic chamber to which oil is supplied.

  The movable sheave 72 is formed with a cylinder portion 72 a that protrudes in a cylindrical shape from the side surface opposite to the pulley groove 74. The secondary hydraulic chamber is formed by the inner wall portion of the cylinder portion 72 a and the inner peripheral portion 73 a of the cylinder member 73. 78 is defined.

  In the secondary shaft 53, an oil passage 53a is formed in the axial direction, and oil passages 53b and 53c communicating with the oil passage 53a are formed in a direction orthogonal to the oil passage 53a. The oil passages 53b and 53c and the secondary hydraulic chamber 78 are formed. And the oil is supplied into the secondary hydraulic chamber 78 through the oil passages 53a, 53b, and 53c. The oil in the secondary hydraulic chamber 78 is discharged from the oil passages 53b and 53c. An oil seal is provided at a contact portion between the cylinder member 73 and the cylinder portion 72a so that the hydraulic pressure in the secondary hydraulic chamber 78 is secured. The oil passages 53 a, 53 b, and 53 c constitute a part of the supply oil passage 91 that supplies oil into the secondary hydraulic chamber 78, and constitute a part of the discharge oil passage 92 that discharges the oil in the secondary hydraulic chamber 78. ing.

The transmission belt 55 is composed of an endless belt having a large number of metal pieces and a plurality of steel rings so as to transmit a large torque. The transmission belt 55 is wound around a pulley groove 66 of the primary pulley 52 and a pulley groove 74 of the secondary pulley 54, and is input from the torque converter 5 to the primary pulley 52 via the forward / reverse switching mechanism 7 and the primary shaft 51. Torque is output from the primary pulley 52 to the secondary shaft 53 via the secondary pulley 54 at a predetermined gear ratio.
As shown in FIG. 1, the output torque is transmitted to the differential 15 through a counter drive gear 9 connected to the outer peripheral portion of the secondary shaft 53 by spline fitting.

  FIG. 4 is a cross-sectional view showing the AA cross section of FIG. 5 of the oil pan 56 of the belt type continuously variable transmission 8 according to the first embodiment of the present invention and a schematic view showing the configuration of the oil supply means 57. FIG. 5 is a bottom view of the transaxle 3 when the oil pan 56 is removed from the transaxle case 17 and the transaxle case 17 side is viewed from the oil pan 56 side.

  As shown in FIG. 4, the oil pan 56 is made of metal or plastic, and is used for a hydraulic mechanism such as the torque converter 5 or the belt-type continuously variable transmission 8 and the planetary gear mechanism 41 or the belt-type continuously variable transmission. The storage unit 56 a is configured to store oil made of lubricating oil used for an element to be lubricated such as the transmission belt 55 of the device 8, and an attachment unit 56 b to be attached to the transaxle case 17. As shown in FIG. 5, the mounting portion 56b has mounting holes arranged in the same manner as the mounting holes 17h formed in the transaxle case 17, and flange bolts (not shown) are formed in the mounting holes. Fasteners such as these are inserted and attached to the transaxle case 17 in close contact.

  The oil stored in the storage part 56a is supplied by the oil supply means 57 into the front hydraulic chamber 67, the rear hydraulic chamber 68, and the secondary hydraulic chamber 78 of the belt type continuously variable transmission 8, and is supplied to the front hydraulic chamber and hydraulic pressure. It is used as a drive medium and is returned to the oil pan 56 after use. On the other hand, it is supplied to the planetary gear mechanism 41 and the transmission belt 55 of the belt-type continuously variable transmission 8 through the oil supply means 57 and used as a lubrication and coolant, and is returned to the oil pan 56 after use. ing.

  The oil supply means 57 includes an oil pump 81 as a supply member that supplies oil to a hydraulic drive unit such as the first hydraulic actuator 58 and the second hydraulic actuator 59, a valve body 82, a strainer 83, and a primary regulator valve 84. The primary transmission valve 85 and the secondary transmission valve 86 are included. The primary regulator valve 84, the primary speed change valve 85, and the secondary speed change valve 86 are each connected to the electronic control unit 4, and are controlled by the electronic control unit 4 in accordance with the operation of the driver of the vehicle 1 and the driving situation. A predetermined hydraulic pressure is supplied to the first hydraulic actuator 58 of the primary pulley 52 and the second hydraulic actuator 59 of the secondary pulley 54.

  The oil supply means 57 includes a supply oil passage 91 that supplies oil in the oil pan 56 to the front hydraulic chamber 67, the rear hydraulic chamber 68, and the secondary hydraulic chamber 78 of the second hydraulic actuator 59 of the first hydraulic actuator 58, and A discharge oil passage 92 is provided for discharging oil in the front hydraulic chamber 67, the rear hydraulic chamber 68 of the first hydraulic actuator 58 and the secondary hydraulic chamber 78 of the second hydraulic actuator 59 into the oil pan 56.

  The oil pump 81 is a pump that sucks and discharges oil, such as a gear pump and a trochoid pump. As shown in FIG. 1, the pump of the torque converter 5 is connected to a main body 81a fixed to the transaxle case 17 and a hub 81b. And a rotor 81c connected to the impeller 34. The hub 81b is spline-fitted to the hollow shaft 31 of the torque converter 5, and the power of the engine 2 is transmitted to the hollow shaft 31 via the pump impeller 34 and the rotor 81c rotates together with the hollow shaft 31. The oil pump 81 is driven.

  As shown in FIG. 4, the valve body 82 includes a lower valve body 82a and an upper valve body 82b attached to the upper surface portion 82j of the lower valve body 82a with a bolt (not shown). The upper surface portion 82j is fixed to mounting portions 17a and 17b provided on the transaxle case 17. Further, a strainer 83 is fixed to the lower surface portion 82k of the lower valve body 82a, and the oil in the oil pan 56 sucked from the strainer 83 is supplied to the lower valve body 82a.

  As shown in FIGS. 4 and 5, the lower valve body 82a is formed with a front discharge port 82z as a second discharge port communicating with the discharge oil passage 92 at a front portion 82m positioned in the forward direction of the vehicle. The oil is discharged into the oil pan 56 from the front discharge port 82z via the discharge oil passage 92 of the oil supply means 57. The front discharge port 82z is preferably formed on a line passing through the center of the suction port 83s of the strainer 83 in the front-rear direction of the vehicle and at a position separated as far forward as possible from the suction port 83s. You may form in the range of the area | region Ez enclosed with the dotted line shown, or its vicinity.

  The lower valve body 82 a is formed with a rear discharge port 82 g as a first discharge port communicating with the discharge oil passage 92 in the rear portion 82 u positioned in the reverse direction of the vehicle. Oil is discharged into the oil pan 56 from the rear discharge port 82g via the oil passage 92. Similarly to the front discharge port 82z, the rear discharge port 82g is formed on a line passing through the center of the suction port 83s of the strainer 83 in the front-rear direction of the vehicle and at a position separated as far as possible from the suction port 83s. However, it may be formed within or near the area Eg surrounded by the dotted line shown in FIG.

  4, the lower valve body 82a has a front hydraulic chamber 67 of the first hydraulic actuator 58, a rear hydraulic chamber 68, and a secondary hydraulic chamber 78 of the second hydraulic actuator 59 in the oil pan 56. A part of the supply oil passage 91 for supplying oil and the oil in the front hydraulic chamber 67 of the first hydraulic actuator 58, the rear hydraulic chamber 68, and the secondary hydraulic chamber 78 of the second hydraulic actuator 59 are put into the oil pan 56. A part of the discharge oil passage 92 to be discharged is formed.

  Also in the transaxle case 17, the front hydraulic chamber 67, the rear hydraulic chamber 68, and the secondary hydraulic chamber 78 of the second hydraulic actuator 59 of the first hydraulic actuator 58 are placed in the oil pan 56 similarly to the lower valve body 82 a. The oil in the oil pan 56 is supplied to a part of the supply oil passage 91 for supplying the oil, and in the front hydraulic chamber 67 of the first hydraulic actuator 58, the rear hydraulic chamber 68, and the secondary hydraulic chamber 78 of the second hydraulic actuator 59. And a part of the discharge oil passage 92 to be discharged.

  A supply oil passage 91 formed in the lower valve body 82a communicates with a supply oil passage 91 formed in the transaxle case 17, and a discharge oil passage 92 formed in the lower valve body 82a and a transaxle case 17 are formed. The discharged oil passage 92 communicates with the exhaust oil passage 92.

  As shown in FIGS. 4 and 5, the strainer 83 includes a main body 83a and a filter (not shown) housed in the main body 83a, and the central portion as an intermediate portion of the bottom surface portion 83t of the main body 83a has a suction portion. A mouth 83s is formed. Further, a discharge port h is formed in the upper surface portion 83j of the main body 83a, and the discharge port h is connected to a part of the supply oil passage 91 of the lower valve body 82a.

  The suction port 83s is located in an intermediate portion between the rear discharge port 82g formed in the lower valve body 82a and the front discharge port 82z, and the oil in the oil pan 56 is sucked from the suction port 83s, and the filter Is supplied to the supply oil passage 91 of the lower valve body 82a.

  The primary regulator valve 84 is composed of, for example, a pressure regulating valve that regulates the pressure, and regulates the line pressure supplied from the oil pump 81 to a predetermined pressure. The primary regulator valve 84 is connected to a solenoid valve controlled by the electronic control unit 4 and is controlled by a signal pressure sent from the solenoid valve.

  Similar to the primary regulator valve 84, the primary transmission valve 85 is a pressure regulating valve that adjusts the pressure, and supplies the front hydraulic chamber 67 and the rear hydraulic chamber 68 with a transmission pressure for shifting the primary pulley 52. Further, the primary speed change valve 85 has a drain 85a, and oil discharged from the front hydraulic chamber 67 and the rear hydraulic chamber 68 is discharged to the discharged oil passage 92 through the drain 85a, and the rear of the lower valve body 82a. The oil pan 56 is discharged from the discharge port 82g.

  Similarly to the primary transmission valve 85, the secondary transmission valve 86 is a pressure regulating valve that adjusts the pressure, and supplies the secondary hydraulic chamber 78 with a transmission pressure that causes the secondary pulley 54 to change speed. Further, the secondary transmission valve 86 has a drain 86a, and oil discharged from the secondary hydraulic chamber 78 is discharged to the discharged oil passage 92 through the drain 86a, and oil is discharged from the front discharge port 82z of the lower valve body 82a. It is discharged into the pan 56.

  The oil pump 81 and the primary regulator valve 84, and the primary regulator valve 84 and the primary transmission valve 85 are connected by a supply oil passage 91, and the primary transmission valve 85, the front hydraulic chamber 67, and the rear hydraulic chamber 68 are connected to the supply oil passage. 91 and a discharge oil passage 92. The oil pump 81 and the secondary transmission valve 86 are connected by a supply oil passage 91, and the secondary transmission valve 86 and the secondary hydraulic chamber 78 are connected by a supply oil passage 91 and a discharge oil passage 92.

  As shown in FIG. 1, the differential 15 includes a hollow differential case 15 a, and the differential case 15 a is rotatable by a bearing 27 provided on the transaxle case 17 and a bearing 28 provided on the transaxle housing 16. The ring gear 14 is fixed to the outer peripheral portion of the differential case 15a.

  A pinion shaft 15p is supported on the differential case 15a, and a pair of pinion gears 15g is rotatably supported on the pinion shaft 15p.

  The pair of pinion gears 15g and the pair of side gears 15s are engaged with each other. The left and right front drive shafts 21 are connected to the side gears 15s, and the left and right front wheels 22 are connected to the front drive shafts 21, respectively. Yes.

  The electronic control unit 4 operates using a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores processing programs, a RAM (Random Access Memory) that temporarily stores data, and a battery that can be rewritten as a power source. An EEPROM (Electronically Erasable and Programmable Read Only Memory) made of a non-volatile memory, an input interface circuit including an A / D converter and a buffer, and an output interface circuit including a drive circuit and the like are included.

  Various sensors for detecting the operating state of the engine 2 are connected to the input interface circuit of the electronic control unit 4, and information output from these sensors is taken into the electronic control unit 4 via the input interface circuit. It is supposed to be. The electronic control unit 4 is configured to control the engine 2, the forward / reverse switching mechanism 7 of the transaxle 3, and the belt type continuously variable transmission 8 based on such information and data such as data stored in the ROM. Has been.

  Next, the operation of the belt type continuously variable transmission 8 according to the present embodiment will be described.

  FIG. 6 is a schematic diagram showing a cross section of the oil pan 56 and the configuration of the oil supply means 57 of the belt-type continuously variable transmission 8 according to the present embodiment, and the oil in the oil pan 56 when the vehicle 1 is decelerated. Indicates the state of the surface. FIG. 7 is a schematic diagram showing a cross section of the oil pan 56 and the configuration of the oil supply means 57 of the belt type continuously variable transmission 8 according to the present embodiment, and the oil in the oil pan 56 when the vehicle 1 is accelerated. Indicates the state of the surface.

  In the belt type continuously variable transmission 8 according to the present embodiment, as shown in FIG. 1, when the engine 2 is driven, the drive plate 32, the front cover 33, and the pump of the torque converter 5 are connected via the crankshaft 2a. The impeller 34 rotates. At this time, the input shaft 6 rotates at the same time as the turbine runner 35 rotates by being dragged by the circulation speed of the oil generated inside the torque converter 5.

  When the input shaft 6 rotates, the sun gear 42 of the planetary gear mechanism 41 of the forward / reverse switching mechanism 7 rotates, the pinion gears 44 and 45 rotate, and the carrier 46 rotates. At this time, the electronic control unit 4 is appropriately controlled so that the forward clutch CR is connected or disconnected and the reverse brake BR is rotated or fixed in accordance with the operation or driving state of the driver, and is appropriately switched to forward or reverse. .

  Then, the rotation of the carrier 46 is transmitted to the primary pulley 52 via the primary shaft 51, and when the primary pulley 52 rotates, the secondary pulley 54 rotates via the transmission belt 55 and the secondary shaft 53 rotates. At the same time, the counter drive gear 9 rotates, the counter driven gear 11 and the final drive gear 13 rotate, and the ring gear 14 rotates. Then, the differential 15 operates, the front drive shafts 21 rotate, and finally the rotation is transmitted to the front wheels 22.

  On the other hand, the rotor 81c of the oil pump 81 rotates together with the hollow shaft 31 by the rotation of the pump impeller 34, and the oil in the oil pan 56 is sucked from the suction port 83s of the strainer 83 as shown in FIG. The oil is purified by the strainer 83 and flows into the oil pump 81 through the supply oil passage 91 of the lower valve body 82a and the supply oil passage 91 of the transaxle case 17, and is discharged from the oil pump 81 as a line pressure as a primary regulator. Supplyed to the valve 84, the primary transmission valve 85 and the secondary transmission valve 86.

  In a state in which the line pressure is supplied to the primary regulator valve 84, the primary speed change valve 85, and the secondary speed change valve 86, each is controlled by the electronic control unit 4 in accordance with the operation and driving status of the driver of the vehicle 1, respectively. A predetermined speed change pressure after pressure adjustment is supplied to the first hydraulic actuator 58 of 52 and the second hydraulic actuator 59 of the secondary pulley 54, and the torque of the input shaft 6 is output to the secondary shaft 53 at a speed change ratio according to the driving situation. Is done.

  For example, when the vehicle 1 is decelerated, as shown in FIGS. 2 and 6, the transmission pressure of the secondary transmission valve 86 is increased by the electronic control unit 4, and the supply oil passage is shown by the thick solid arrow. Through 91, oil is supplied to the secondary hydraulic chamber 78 through the oil passages 53a, 53b and 53c, and the hydraulic pressure in the secondary hydraulic chamber 78 is increased. At this time, the movable sheave 72 moves in the direction of the fixed sheave 71, the pulley groove 74 is narrowed, the transmission belt 55 slides radially outward, and the output side belt radius increases. On the other hand, the drain 85a of the primary speed change valve 85 is opened, the hydraulic pressure in the front hydraulic chamber 67 and the rear hydraulic chamber 68 decreases, the transmission belt 55 slides radially inward, and the input side belt radius decreases.

  As a result, the speed ratio represented by the output side belt radius / the input side belt radius gradually becomes a low speed ratio steplessly and the vehicle 1 is decelerated.

  When the drain 85a of the primary speed change valve 85 is opened, the oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 of the first hydraulic actuator 58 passes through the oil passages 51b and 51c and is discharged from the oil passage 51a to the discharge oil passage 92. Then, as indicated by a thick solid arrow, the oil passes through the drain oil passage 92 of the transaxle case 17 via the drain 85a and is discharged into the oil pan 56 from the rear discharge port 82g of the lower valve body 82a.

  At this time, since the vehicle 1 is decelerated, the oil in the oil pan 56 flows to the front side of the vehicle due to its inertial force, and the oil surface is biased in the oil pan 56. In this state, a large amount of oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 is discharged to the rear side of the vehicle where the oil level is lowered from the rear discharge port 82g. Ascending, the suction port 83s of the strainer 83 is covered with oil. As a result, even when the vehicle 1 is decelerated, air is not sucked from the suction port 83s of the strainer 83, and air suction is prevented in advance.

  Further, when the vehicle 1 is accelerated, it is controlled by the electronic control unit 4 so as to obtain a high gear ratio upon completion of the accelerator operation. That is, as shown in FIGS. 3 and 7, the transmission pressure of the primary transmission valve 85 is increased, and the oil passage 51 a and the oil passages 51 b and 51 c are connected via the supply oil passage 91 as indicated by a thick solid arrow. As described above, oil is supplied to the front hydraulic chamber 67 and the rear hydraulic chamber 68, and the hydraulic pressure in the front hydraulic chamber 67 and the rear hydraulic chamber 68 is increased.

  At this time, first, the movable sheave 62 moves in the direction of the fixed sheave 61 by the hydraulic pressure in the front hydraulic chamber 67, and at the same time, the piston 65 is pressed by the hydraulic pressure in the rear hydraulic chamber 68. The cylinder portion 62a is pressed by the piston 65 and further accelerated to move the movable sheave 62 in the direction of the fixed sheave 61, the pulley groove 66 is narrowed, the transmission belt 55 slides radially outward, and the input side belt radius increases. . On the other hand, the drain 86a of the secondary transmission valve 86 is opened, the hydraulic pressure in the secondary hydraulic chamber 78 decreases, the transmission belt 55 slides radially inward, and the input side belt radius decreases.

  As a result, the speed ratio represented by the output side belt radius / the input side belt radius gradually becomes a high speed ratio steplessly and the vehicle 1 is accelerated.

  When the drain 86a of the secondary speed change valve 86 is opened, the oil in the secondary hydraulic chamber 78 of the second hydraulic actuator 59 passes through the oil passages 53b and 53c, is discharged from the oil passage 53a to the discharge oil passage 92, and is indicated by a bold solid line. As indicated by the arrows, the oil passes through the drain 86a through the drain oil passage 92 of the transaxle case 17 and is discharged into the oil pan 56 from the front discharge port 82z of the lower valve body 82a.

  At this time, since the vehicle 1 is accelerated, the oil in the oil pan 56 flows to the rear side of the vehicle due to its inertial force, and the oil surface is biased in the oil pan 56. In this state, a large amount of oil in the secondary hydraulic chamber 78 is discharged to the front side of the vehicle where the oil level is lowered from the front discharge port 82z, so that the oil level on the front side of the vehicle rises and the strainer 83 The suction port 83s is covered with oil. As a result, even when the vehicle 1 is accelerated, air is not sucked from the suction port 83s of the strainer 83, and air suction is prevented in advance.

  Thus, since the belt type continuously variable transmission 8 according to the present embodiment is configured as described above, the following effects can be obtained.

  That is, the belt type continuously variable transmission 8 according to the present embodiment includes a primary pulley 52, a secondary pulley 54, a transmission belt 55, an oil pan 56, an oil supply means 57 having a valve body 82 and a strainer 83. An oil supply means 57 for supplying oil in the oil pan 56 to the front hydraulic chamber 67, the rear hydraulic chamber 68 and the secondary hydraulic chamber 78, the front hydraulic chamber 67, the rear hydraulic chamber 68 and A drain oil passage 92 for discharging oil in the secondary hydraulic chamber 78 into the oil pan 56, and a lower valve body 82 a is positioned in the forward direction 82 m of the vehicle 1 and in the backward direction of the vehicle 1. The strainer 83 has an intermediate part between the front part 82m and the rear part 82u, and is supplied to the intermediate part. A suction port 83 s for sucking oil in the oil pan 56 is formed so as to supply oil to the passage 91, and the oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 is discharged into the oil pan 56 from the discharge oil passage 92 in the rear portion 82 u. A rear discharge port 82g is formed so as to be discharged, and a front discharge port 82z is formed in the front portion 82m so as to discharge the oil in the secondary hydraulic chamber 78 from the discharge oil passage 92 into the oil pan 56.

  As a result, when the vehicle 1 is decelerated, the drain 85a of the primary shift valve 85 is opened, and the oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 of the first hydraulic actuator 58 is discharged to the discharge oil passage 92, It passes through the drain oil passage 92 of the transaxle case 17 via the drain 85a and is discharged into the oil pan 56 from the rear discharge port 82g of the lower valve body 82a.

  At this time, the oil in the oil pan 56 flows to the front side of the vehicle due to the inertial force due to the deceleration of the vehicle 1, and the oil surface is biased in the oil pan 56. Since a large amount of oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 is discharged to the rear side of the vehicle where the surface is lowered, the oil level on the rear side of the vehicle is indicated by a dotted line position in FIG. Ascending from the oil level to the thick line position, the suction port 83s of the strainer 83 is covered with oil. Therefore, even when the vehicle 1 is decelerated, air is not sucked from the suction port 83 s of the strainer 83, air is prevented from being sucked in advance, and deterioration of the controllability of the gear ratio due to air-mixed oil is prevented. The effect that it can prevent is acquired.

  Further, when the vehicle 1 is accelerated, the drain 86a of the secondary transmission valve 86 is opened, and the oil in the secondary hydraulic chamber 78 of the second hydraulic actuator 59 is discharged to the discharge oil passage 92, via the drain 86a. The oil passes through the oil discharge path 92 of the transaxle case 17 and is discharged into the oil pan 56 from the front discharge port 82z of the lower valve body 82a.

  At this time, due to the acceleration of the vehicle 1, the oil in the oil pan 56 flows toward the rear side of the vehicle due to its inertial force, and the oil surface is biased in the oil pan 56. Since a large amount of oil in the secondary hydraulic chamber 78 is discharged to the front side of the vehicle where the surface is lowered, the oil surface on the front side of the vehicle is positioned from the conventional oil level indicated by the dotted line in FIG. The suction port 83s of the strainer 83 is covered with oil. Therefore, even when the vehicle 1 is accelerated, air is not sucked from the suction port 83 s of the strainer 83, air is prevented from being sucked in advance, and deterioration of controllability of the gear ratio due to oil mixed with air is prevented. The effect that it can prevent is acquired.

  In the belt type continuously variable transmission 8 for a vehicle according to the present embodiment, a primary regulator valve 84 in which the oil supply means 57 is connected to the oil pump 81, a primary transmission valve 85 to which the primary regulator valve 84 is connected, A case has been described in which a secondary transmission valve 86 connected to the oil pump 81 is included, and the primary pulley hydraulic pressure is controlled as the transmission pressure and the secondary pulley hydraulic pressure is controlled as the line pressure in the entire transmission range. In the belt type continuously variable transmission, the oil supply means may be constituted by other components.

  For example, the oil supply means includes a primary regulator valve connected to the oil pump, a primary speed change valve connected to the primary regulator valve, and a secondary speed change valve connected to the primary regulator valve. Pressure system may be used. In this case, the primary pulley hydraulic pressure is used as a transmission pressure and the secondary pulley hydraulic pressure is used as the line pressure in the low transmission ratio side shifting range, and the primary pulley hydraulic pressure is used as the line pressure in the transmission range on the high transmission ratio side. May be controlled as a transmission pressure.

  In the belt-type continuously variable transmission 8 for a vehicle according to the present embodiment, the case where the first hydraulic actuator 58 is constituted by a so-called double piston type actuator constituted by a front hydraulic chamber 67 and a rear hydraulic chamber 68 will be described. However, in the belt-type continuously variable transmission according to the present invention, the first hydraulic actuator may be constituted by other than a double piston type actuator. For example, a single hydraulic chamber may be constituted by a so-called single piston type actuator.

(Second Embodiment)
FIG. 8 is a cross-sectional view of the oil pan 56 of the belt type continuously variable transmission 108 according to the second embodiment of the present invention, showing a cross section taken along the line BB of FIG. 9, and a schematic view showing the configuration of the oil supply means 157. FIG. 9 is a bottom view of the transaxle 103 when the oil pan 56 is removed from the transaxle case 17 and the transaxle case 17 side is viewed from the oil pan 56 side. FIG. 10 is a partial cross-sectional view of the oil supply means 157, (a) shows a partial cross-sectional view on the front side of the vehicle, and (b) shows a partial cross-sectional view on the rear side of the vehicle.

  The belt-type continuously variable transmission 108 according to the second embodiment is different in that the lower introduction body 111 and the front introduction plate 112 are provided on the lower valve body 82a in the first embodiment. However, other configurations are similarly configured. Therefore, the same configuration will be described using the same reference numerals as those of the first embodiment shown in FIGS. 1 to 7, and only differences will be described in detail.

First, the configuration will be described.
As shown in FIG. 1, a vehicle 100 according to the present embodiment is configured in the same manner as vehicle 1 according to the first embodiment, and vehicle 100 includes engine 2, transaxle 103, and electronic control. The unit 4 is configured to be included. As in the first embodiment, the transaxle 103 includes the torque converter 5, the forward / reverse switching mechanism 7, and the belt-type continuously variable transmission 108, and other components are the first. The configuration is the same as in the embodiment.

  As shown in FIGS. 2 and 3, the belt-type continuously variable transmission 108 includes an oil supply means 157, and other components are configured in the same manner as in the first embodiment. Moreover, the oil supply means 157 is comprised including the valve body 182, and the other component is comprised similarly to 1st Embodiment.

  As shown in FIG. 8, the valve body 182 includes a lower valve body 182a, a rear introduction plate 111 as a first introduction plate, a front introduction plate 112 as a second introduction plate, and an upper surface portion 182j of the lower valve body 182a. And an upper valve body 182b attached with bolts (not shown). The upper valve body 182a of the lower valve body 182a is fixed to attachment parts 17a and 17b provided on the transaxle case 17. As in the first embodiment, a strainer 83 is fixed to the lower surface portion 182k of the lower valve body 182a, and the oil in the oil pan 56 sucked from the strainer 83 is supplied to the lower valve body 182a. It has come to be.

  As shown in FIG. 8, the lower valve body 182a is formed with a front discharge port 182z as a second discharge port communicating with the discharge oil passage 92 at a front portion 182m located in the forward direction of the vehicle. Oil is discharged into the oil pan 56 from the discharge oil passage 92 of the supply means 157. Further, the lower valve body 182a is formed with a rear discharge port 182g as a first discharge port communicating with the discharge oil passage 92 in a rear portion 182u located in the reverse direction of the vehicle, and is discharged from the oil supply means 157. Oil is discharged from the oil passage 92 into the oil pan 56.

  Further, as shown in FIGS. 8 to 10A and 10B, the lower valve body 182a includes a front hydraulic chamber 67, a rear hydraulic chamber 68, and a second hydraulic actuator 59 of the first hydraulic actuator 58. A part of the supply oil passage 91 for supplying the oil in the oil pan 56 to the secondary hydraulic chamber 78, the front hydraulic chamber 67 of the first hydraulic actuator 58, the rear hydraulic chamber 68, and the secondary hydraulic chamber of the second hydraulic actuator 59. A part of a discharge oil passage 92 for discharging the oil in 78 into the oil pan 56 is formed.

  A supply oil passage 91 formed in the lower valve body 182 a communicates with a supply oil passage 91 formed in the transaxle case 17, and a discharge oil passage 92 formed in the lower valve body 182 a and a transaxle case 17 are formed. The discharged oil passage 92 communicates with the exhaust oil passage 92.

  The suction port 83s of the strainer 83 is located in an intermediate portion between the rear discharge port 182g formed in the lower valve body 182a and the front discharge port 182z, and the oil in the oil pan 56 is sucked from the suction port 83s. The oil is purified through a filter and supplied to the supply oil passage 91 of the lower valve body 182a.

As shown in FIGS. 8 to 10 (b), the rear introduction plate 111 is made of metal or plastic, and has a length L ₁ and a width L ₂ as shown in FIG. As shown in (), the cross section is formed so as to be bent into a dogleg shape. The rear introduction plate 111 has an upper surface portion 111j that contacts the lower surface portion 182k of the lower valve body 182a and a side surface portion 111s protruding into the oil pan 56, and is attached to the upper surface portion 111j. A hole is formed.

A fastener 111a such as a flange bolt is inserted into the mounting hole, and is fixed to a screw hole provided in the lower surface portion 182k of the lower valve body 182a. The rear introduction plate 111 is disposed between the rear discharge port 182g of the lower valve body 182a and the rear end portion 83g of the strainer 83 so that the side surface portion 111s is located, and oil discharged from the rear discharge port 182g. but shown in FIG. 10 (b), so as not to flow into the gap _{S 1} formed between the lower surface portion 182k of the top portion 83j and the lower valve body 182a of the strainer 83, led oil at the bottom of the oil pan 56 ing.

Similarly to the rear introduction plate 111, the front introduction plate 112 is made of metal or plastic, and has a length L ₃ and a width L ₄ as shown in FIG. 9, and as shown in FIG. 10 (a). The cross section is bent and formed into a U shape. The front introduction plate 112 has an upper surface portion 112j that contacts the lower surface portion 182k of the lower valve body 182a, and a side surface portion 112s protruding into the oil pan 56, and is attached to the upper surface portion 112j. A hole is formed.

A fastener 112a such as a flange bolt is inserted into the mounting hole, and is fixed to a screw hole provided in the lower surface portion 182k of the lower valve body 182a. The front introduction plate 112 is disposed between the front discharge port 182z of the lower valve body 182a and the front end 83z of the strainer 83 so that the side surface portion 112s is positioned, and oil discharged from the front discharge port 182z. but shown in FIG. 10 (a), so as not to flow into the gap _{S 2,} which is formed between the lower surface portion 182k of the top portion 83j and the lower valve body 182a of the strainer 83, led oil at the bottom of the oil pan 56 ing.

The length L ₁ and the width L _{2 of} the rear introduction plate 111 and the length L ₃ and the width L _{4 of} the front introduction plate 112, and the arrangement of the rear introduction plate 111 and the front introduction plate 112 in the lower valve body 182 a are determined depending on the type of vehicle It is selected as appropriate based on the setting conditions such as the structure and size of the type continuously variable transmission 108.

  Next, the operation of the belt type continuously variable transmission 108 according to the present embodiment will be described.

  FIG. 11 is a schematic diagram showing a cross section of the oil pan 56 and the configuration of the oil supply means 157 of the belt-type continuously variable transmission 108 according to the second embodiment of the present invention, and the oil when the vehicle 100 decelerates. The state of the oil level in the pan 56 is shown. FIG. 12 is a schematic diagram showing a cross section of the oil pan 56 and the configuration of the oil supply means 157 of the belt-type continuously variable transmission 108 according to the present embodiment, and the oil in the oil pan 56 when the vehicle 100 is accelerated. Indicates the state of the surface.

  In the belt type continuously variable transmission 108 according to the present embodiment, the operation until the engine 2 is driven and the power is finally transmitted to each front wheel 22 is performed in the same manner as in the first embodiment. .

  In the belt-type continuously variable transmission 108 according to the present embodiment, as in the first embodiment, when the vehicle 100 is decelerated, as shown in FIGS. The transmission pressure of the secondary transmission valve 86 is increased, and oil is supplied to the secondary hydraulic chamber 78 through the oil passages 53a, 53b and 53c via the supply oil passage 91 as shown by the thick solid arrows. The hydraulic pressure in the hydraulic chamber 78 is increased. At this time, the movable sheave 72 moves in the direction of the fixed sheave 71, the pulley groove 74 is narrowed, the transmission belt 55 slides radially outward, and the output side belt radius increases. On the other hand, the drain 85a of the primary speed change valve 85 is opened, the hydraulic pressure in the front hydraulic chamber 67 and the rear hydraulic chamber 68 decreases, the transmission belt 55 slides radially inward, and the input side belt radius decreases.

  As a result, the speed ratio represented by the output side belt radius / the input side belt radius gradually becomes a low speed ratio steplessly and the vehicle 100 is decelerated.

  When the drain 85a of the primary speed change valve 85 is opened, the oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 of the first hydraulic actuator 58 passes through the oil passages 51b and 51c and is discharged from the oil passage 51a to the discharge oil passage 92. Then, as indicated by a thick solid line arrow, the oil passes through the drain 85a, passes through the drain oil passage 92 of the transaxle case 17, and is discharged into the oil pan 56 from the rear discharge port 182g of the lower valve body 182a.

  At this time, since the vehicle 100 is decelerated, the oil in the oil pan 56 flows to the front side of the vehicle due to its inertial force, and the oil surface is biased in the oil pan 56. In this state, a large amount of oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 is discharged from the rear discharge port 182g to the rear side of the vehicle where the oil level is lowered.

The oil discharged from the rear discharge port 182g falls to the lower oil surface and is guided downward by the side surface portion 111s of the rear introduction plate 111. Therefore, the upper surface portion 83j of the strainer 83 and the lower surface portion 182k of the lower valve body 182a. the flowing is prevented in the gap S ₁ formed between the. With the discharged oil, the oil level on the rear side of the vehicle rises from the conventional oil level indicated by the dotted line position in FIG. 11 to the thick line position, and the suction port 83s of the strainer 83 is covered with the oil. As a result, even when the vehicle 100 is decelerated, air is not sucked from the suction port 83s of the strainer 83, and air suction is prevented in advance.

  Further, when the vehicle 100 is accelerated, the electronic control unit 4 controls the high gear ratio upon completion of the accelerator operation. That is, as shown in FIG. 3 and FIG. 12, the transmission pressure of the primary transmission valve 85 is increased, and the oil passage 51a and the oil passages 51b and 51c are connected via the supply oil passage 91 as shown by the thick solid arrows. As described above, oil is supplied to the front hydraulic chamber 67 and the rear hydraulic chamber 68, and the hydraulic pressure in the front hydraulic chamber 67 and the rear hydraulic chamber 68 is increased.

  At this time, first, the movable sheave 62 moves in the direction of the fixed sheave 61 by the hydraulic pressure in the front hydraulic chamber 67, and at the same time, the piston 65 is pressed by the hydraulic pressure in the rear hydraulic chamber 68. The cylinder portion 62a is pressed by the piston 65 and further accelerated to move the movable sheave 62 in the direction of the fixed sheave 61, the pulley groove 66 is narrowed, the transmission belt 55 slides radially outward, and the input side belt radius increases. . On the other hand, the drain 86a of the secondary transmission valve 86 is opened, the hydraulic pressure in the secondary hydraulic chamber 78 decreases, the transmission belt 55 slides radially inward, and the input side belt radius decreases.

  As a result, the speed ratio represented by the output side belt radius / the input side belt radius gradually becomes a high speed ratio steplessly and the vehicle 1 is accelerated.

  When the drain 86a of the secondary speed change valve 86 is opened, the oil in the secondary hydraulic chamber 78 of the second hydraulic actuator 59 passes through the oil passages 53b and 53c, is discharged from the oil passage 53a to the discharge oil passage 92, and is indicated by a bold solid line. As indicated by the arrows, the oil passes through the drain 86a through the drain oil passage 92 of the transaxle case 17 and is discharged into the oil pan 56 from the front discharge port 182z of the lower valve body 182a.

  At this time, since the vehicle 100 is accelerated, the oil in the oil pan 56 flows to the rear side of the vehicle due to its inertial force, and the oil surface is biased in the oil pan 56. In this state, a large amount of oil in the secondary hydraulic chamber 78 is discharged from the front discharge port 182z to the front side of the vehicle where the oil level is lowered.

The oil discharged from the front discharge port 182z falls to the lower oil surface and is guided downward by the side surface portion 112s of the front introduction plate 112. Therefore, the upper surface portion 83j of the strainer 83 and the lower surface portion 182k of the lower valve body 182a. It is prevented from flowing into the gap S2 formed between the _two . With the discharged oil, the oil level on the front side of the vehicle rises from the conventional oil level indicated by the dotted line position in FIG. 12 to the thick line position, and the suction port 83s of the strainer 83 is covered with the oil. As a result, even when the vehicle 1 is accelerated, air is not sucked from the suction port 83s of the strainer 83, and air suction is prevented in advance.

  Thus, since belt type continuously variable transmission 108 according to the present embodiment is configured as described above, the following effects can be obtained.

  That is, the belt-type continuously variable transmission 108 according to the present embodiment includes a primary pulley 52, a secondary pulley 54, a transmission belt 55, an oil pan 56, an oil supply means 157 having a valve body 182 and a strainer 83. The oil supply means 157 supplies the oil in the oil pan 56 to the front hydraulic chamber 67, the rear hydraulic chamber 68 and the secondary hydraulic chamber 78, and the front hydraulic chamber 67, the rear hydraulic chamber 68 and A drain oil passage 92 for discharging the oil in the secondary hydraulic chamber 78 into the oil pan 56, and the lower valve body 182 a is positioned in the forward direction of the vehicle 100 and the forward direction 182 m of the vehicle 100 and the backward direction of the vehicle 100 And a strainer 83 between the front part 182m and the rear part 182u. A suction port 83 s for sucking oil in the oil pan 56 so as to supply oil to the supply oil passage 91 is formed in the middle portion, and the front hydraulic chamber 67 and the rear hydraulic chamber 68 in the rear portion 182 u are formed. A rear discharge port 182g is formed to discharge the oil from the discharge oil passage 92 into the oil pan 56, and the front discharge is made to discharge the oil in the secondary hydraulic chamber 78 from the discharge oil passage 92 into the oil pan 56 at the front portion 182m. An outlet 182z is formed, and a rear introduction plate 111 and a front introduction plate 112 are provided on the lower surface portion 182k of the lower valve body 182a.

  As a result, when the vehicle 100 is decelerated, the drain 85a of the primary shift valve 85 is opened, and the oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 of the first hydraulic actuator 58 is discharged to the discharge oil passage 92, It passes through the drain oil passage 92 of the transaxle case 17 via the drain 85a and is discharged into the oil pan 56 from the rear discharge port 182g of the lower valve body 182a. At this time, the oil in the oil pan 56 flows to the front side of the vehicle due to the inertial force due to the deceleration of the vehicle 1, and the oil surface is biased in the oil pan 56. However, the oil from the rear discharge port 182g A large amount of oil in the front hydraulic chamber 67 and the rear hydraulic chamber 68 is discharged to the rear side of the vehicle whose surface is lowered.

The oil discharged from the rear discharge port 182g falls to the lower oil surface and is guided downward by the side surface portion 111s of the rear introduction plate 111. Therefore, the upper surface portion 83j of the strainer 83 and the lower surface portion 182k of the lower valve body 182a. is prevented from flowing into the gap S ₁ formed between the, there is an effect that the amount of oil drops into the oil surface of the lower oil pan 56 is not reduced.

  Due to the discharged oil, the oil level on the rear side of the vehicle rises, and the suction port 83s of the strainer 83 is covered with the oil. Therefore, even when the vehicle 100 is decelerated, air is not sucked from the suction port 83 s of the strainer 83, air is prevented from being sucked in advance, and deterioration of controllability of the gear ratio due to oil mixed with air is prevented. The effect that it can prevent is acquired.

  Further, when the vehicle 100 is accelerated, the drain 86a of the secondary transmission valve 86 is opened, and the oil in the secondary hydraulic chamber 78 of the second hydraulic actuator 59 is discharged to the discharge oil passage 92 and passes through the drain 86a. The oil passes through a discharge oil passage 92 of the transaxle case 17 and is discharged into the oil pan 56 from the front discharge port 182z of the lower valve body 182a.

  At this time, due to the acceleration of the vehicle 1, the oil in the oil pan 56 flows toward the rear side of the vehicle due to its inertial force, and the oil surface is biased in the oil pan 56. A large amount of oil in the secondary hydraulic chamber 78 is discharged to the front side of the vehicle whose surface is lowered.

The oil discharged from the front discharge port 182z falls to the lower oil surface and is guided downward by the side surface portion 112s of the front introduction plate 112. Therefore, the upper surface portion 83j of the strainer 83 and the lower surface portion 182k of the lower valve body 182a. is prevented from flowing into the gap S _2, which is formed between the, there is an effect that the amount of oil drops into the oil surface of the lower oil pan 56 is not reduced. With the discharged oil, the oil level on the front side of the vehicle rises, and the suction port 83s of the strainer 83 is covered with the oil. Therefore, even when the vehicle 1 is accelerated, air is not sucked from the suction port 83 s of the strainer 83, air is prevented from being sucked in advance, and deterioration of controllability of the gear ratio due to oil mixed with air is prevented. The effect that it can prevent is acquired.

  In the vehicle belt-type continuously variable transmissions 8 and 108 according to the first and second embodiments, the transaxles 3 and 103 have been described. However, the belt-type continuously variable transmission according to the present invention. In the present invention, the present invention may be applied to a component constituting a transmission other than a transaxle. For example, it may constitute a transmission.

  As described above, the present invention is a belt type vehicle that can prevent a reduction in the oil level in the oil pan and prevent deterioration of the controllability of the gear ratio, regardless of the running state of the vehicle. A continuously variable transmission can be provided, and is particularly useful for a continuously variable transmission that changes the gear ratio by hydraulic pressure.

1 is a skeleton diagram showing a part of a vehicle including a belt-type continuously variable transmission according to a first embodiment of the present invention. 1 is a cross-sectional view of a belt-type continuously variable transmission according to a first embodiment of the present invention, showing a vehicle deceleration state in which the width of a pulley groove of a primary pulley is reduced and the width of a pulley groove of a secondary pulley is increased. . 1 is a cross-sectional view of a belt-type continuously variable transmission according to a first embodiment of the present invention, showing an acceleration state of a vehicle in which the width of a pulley groove of a primary pulley is increased and the width of a pulley groove of a secondary pulley is reduced. . FIG. 6 is a cross-sectional view showing an AA cross section of FIG. 5 of the oil pan of the belt-type continuously variable transmission according to the first embodiment of the present invention, and a schematic view showing the configuration of the oil supply means. It is the bottom view of the transaxle which removed the oil pan of the belt-type continuously variable transmission which concerns on the 1st Embodiment of this invention from the transaxle case, and looked at the transaxle case side from the oil pan side. It is a mimetic diagram showing the section of the oil pan of the belt type continuously variable transmission concerning the 1st embodiment of the present invention, and the composition of oil supply means, and the state of the oil level in the oil pan when the vehicle decelerates Show. It is a mimetic diagram showing the section of the oil pan of the belt type continuously variable transmission concerning the 1st embodiment of the present invention, and the composition of oil supply means, and the state of the oil level in the oil pan when the vehicle accelerates Show. FIG. 10 is a cross-sectional view of the oil pan of the belt-type continuously variable transmission according to the second embodiment of the present invention, showing a cross section taken along the line BB of FIG. It is the bottom view of the transaxle which removed the oil pan of the belt type continuously variable transmission which concerns on the 2nd Embodiment of this invention from the transaxle case, and looked at the transaxle case side from the oil pan side. It is a partial cross section figure of the oil supply means of the belt type continuously variable transmission which concerns on the 2nd Embodiment of this invention, (a) shows the partial cross section figure of the front side of a vehicle, (b) is 1 shows a partial cross-sectional view of the rear side of a vehicle. It is a schematic diagram which shows the cross section of the oil pan of the belt-type continuously variable transmission which concerns on the 2nd Embodiment of this invention, and the structure of an oil supply means, The state of the oil level in an oil pan when a vehicle decelerates is shown. Show. It is a schematic diagram which shows the cross section of the oil pan of the belt-type continuously variable transmission which concerns on the 2nd Embodiment of this invention, and the structure of an oil supply means, and shows the state of the oil level in an oil pan when a vehicle accelerates. Show.

Explanation of symbols

1, 100 Vehicle 8, 108 Belt type continuously variable transmission 51a, 51b, 51c Oil passage (supply oil passage, discharge oil passage)
52 Primary pulley 53a, 53b, 53c Oil passage (supply oil passage, discharge oil passage)
54 Secondary pulley 55 Transmission belt 56 Oil pan 57, 157 Oil supply means 58 First hydraulic actuator 59 Second hydraulic actuator 67 Front hydraulic chamber (first hydraulic chamber)
68 Rear hydraulic chamber (first hydraulic chamber)
78 Secondary hydraulic chamber (second hydraulic chamber)
81 Oil pump 82, 182 Valve body 82g, 182g Rear outlet (first outlet)
82m, 182m Front part 82u, 182u Rear part 82z, 182z Front outlet (second outlet)
83 Strainer 83g Rear end portion 83z Front end portion 91 Supply oil passage 92 Discharge oil passage 111 Rear introduction plate (first introduction plate)
112 Front introduction plate (second introduction plate)

Claims (4)

A primary pulley driven by a first hydraulic actuator having a first hydraulic chamber;
A secondary pulley driven by a second hydraulic actuator having a second hydraulic chamber;
A transmission belt wound around the primary pulley and the secondary pulley;
An oil pan for storing oil supplied to the first hydraulic chamber and the second hydraulic chamber;
An oil supply means having a supply member for supplying the oil to the first hydraulic chamber and the second hydraulic chamber;
The oil supply means supplies oil in the oil pan to the first hydraulic chamber and the second hydraulic chamber, and supplies the oil in the first hydraulic chamber and the second hydraulic chamber to the oil pan. A discharge oil passage for discharging inside,
The supply member includes a front portion positioned in the forward direction of the vehicle, a rear portion positioned in the reverse direction of the vehicle, and an intermediate portion between the front portion and the rear portion;
A suction port for sucking oil in the oil pan to supply the oil to the supply oil passage is formed in the intermediate portion,
A first discharge port is formed in the rear portion so as to discharge the oil in the first hydraulic chamber from the discharge oil passage into the oil pan.
A belt type continuously variable transmission for a vehicle, wherein a second discharge port is formed in the front portion so as to discharge the oil in the second hydraulic chamber from the discharge oil passage into the oil pan. The oil supply means has an oil pump for supplying oil in the oil pan to the first hydraulic chamber and the second hydraulic chamber;
The supply member includes a valve body having the supply oil passage and the discharge oil passage, and a strainer supported by a lower portion of the valve body and having the supply oil passage. The discharge port and the second discharge port are formed, the suction port is formed in the strainer, and the oil is supplied by the oil pump via the strainer and the valve body. A belt type continuously variable transmission for a vehicle as described in 1. The strainer has a rear end located in the forward direction of the vehicle from the first outlet;
The valve body has a first introduction plate for introducing the oil discharged from the first discharge port into the oil pan, and the first introduction plate includes the first discharge port, the rear end portion, The belt-type continuously variable transmission for a vehicle according to claim 2, wherein the belt-type continuously variable transmission is disposed between the two. The strainer has a front end located in the backward direction of the vehicle from the second discharge port;
The valve body has a second introduction plate that introduces the oil discharged from the second discharge port into the oil pan, and the second introduction plate includes the second discharge port, the front end portion, and the front end portion. 4. The belt type continuously variable transmission for a vehicle according to claim 2, wherein the belt type continuously variable transmission is disposed between the two.

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