TRANSMISSION SYSTEM

Abstract: In a belt type continuously variable transmission system comprising: a fluid coupling device (50) for transmitting an output from an engine by use of fluid; a belt type continuously variable transmission device (100) for transmitting an output from the fluid coupling device at a continuously variable transmission gear ratio through a belt (190); an auxiliary transmission device (200) having a function of shifting an output from the belt type continuously variable transmission device in accordance with the forward-backward running conditions; a reduction gear device (300) for reducing an output from the auxiliary transmission device; an oil pump device (70) for feeding the hydraulic pressures to various hydraulic pressure components such as a valve body and the like; wherein the various devices are organically connected to one another while preventing the various devices from interfering with one another, whereby proper functions of the various devices are satisfactorily performed and the transmission system as a whole can be made simplified in construction and compact in size.

Description: This invention relates to a transmission system as specified in the preamble of the claim 1. Such a transmission system is shown in FR-A-2 191 669, which discloses a transmission system comprising a braking device of a friction multi-plate engaging type and a planetary gear device in a case member, said braking device being interposed between a ring gear of said planetary gear device and said case member, and said braking device being provided with a cylinder member coupled thereto by means of a piston. In the transmission system according to the FR-A-2 191 669 the gear teeth are straight. Therefore, no axial force occurs at the ring gear. In a transmission system according to the invention the ring gear has a helical gear mesh, thereby generating a thrust force. This thrust force has to be received by a cover ring of the braking device, whereby the durability of the cover ring is reduced. It is an object of the invention, to improve the durability of the transmission system, especially the durability of the cover ring of the braking device. This object is solved by the features indicated in the characterizing portion of claim 1. To achieve the above-described object, the present invention contemplates that the direction of a thrust force generated in the cylinder member of the braking device is made opposite to the direction of a thrust force generated in the ring gear of the planetary gear device and the cylinder member is abutted against the ring gear, to thereby offset the thrust forces. More specifically, to this end, the following measure will be taken. Namely, such measures are taken that in the transmission system provided with the braking device of the friction multi-plate engaging type between the ring gear of the planetary gear device and the case member, the braking device is provided thereon with the cylinder member, to which a piston is coupled, formed separately of the case member, the cylinder member is engaged with the case member through the cover ring in the axial direction, whereby the thrust force generated in the cylinder member is received by the case member, and the ring gear of the planetary gear device is disposed to generate the thrust force opposite in direction to the thrust force generated in the cylinder member, whereby the cylinder member and the ring gear are abutted against each other to thereby receive the thrust forces in the directions opposite to each other. According to the above-described measures, the thrust force generated in the ring gear of the planetary gear device is received by the cylinder member of the braking device, whereby the thrust force generated in the cylinder member is decreased in value by the thrust force generated in the ring gear. Because of this, the load acting on the cover ring receiving the thrust force of the cylinder member is decreased in value by the thrust force of the ring gear. In consequence, the load acting on the cover ring for engaging the cylinder member with the case member can be reduced, so that the premature fatigue of the cover ring can be avoided and the durability of the braking device can be improved. Furthermore, the ring gear of the planetary gear device can receive the thrust force of the cylinder member only by being abutted against the cylinder member, so that the construction thereof for receiving the thrust force can be made into a relatively simple system. The exact nature of this invention, as well as other objects and advantages thereof, will be readily apparent from consideration of the following specification relating to the accompanying drawings, in which like reference characters designate the same or similar parts throughout the figures thereof and wherein: Fig. 1 is a skeleton view showing a transmission system according to the present invention; Fig. 2 shows the construction of Fig. 1 in detail; Fig. 3 is an enlarged sectional view of Fig. 2; As shown in Fig. 1, this embodiment pricipally includes a fluid coupling device 50, an oil pump device 70, a belt type CVT device 100, an auxiliary transmission device 200, a reduction gear device 300 and a differential gear device 350. These devices are provided in the case members of a transmission system. The case members include a fluid coupling case member 10, a main case member 12 and a cover member 14. These case members form chambers for housing various devices. The fluid coupling case member 10 forms a fluid coupling device chamber 52, in which is housed the fluid coupling device 50. The main case member 12 and the cover member 14 form a belt type CVT device chamber 102, in which is housed the belt type CVT device 100. Referring to Fig. 1, in the lower portion of the main case member 12, the main case member 12 forms an auxiliary transmission device chamber 202, in which is housed the auxiliary transmission device 200. Further, referring to Fig. 1, in the lower portion of the fluid coupling case member 10, the fluid coupling case member 10 forms a differential gear case 302, in which are housed a reduction gear device 300 and a differential gear device 350. The auxiliary transmission device 200. The auxiliary transmission device 200 is provided at the output side of the belt type CVT device 100. More specifically, the auxiliary transmission device 200 is disposed on one and the same axial line as the rotary shaft 180 of the output pulley 150. The auxiliary transmission device 200 includes a Ravignawx type composite planetary gear device 210, two braking devices 230 and 240, and a clutch device 250. The Ravignawx type composite planetary gear device 210 is constituted by elements including: a first sun gear 212 and a second sun gear 214; a first planetary gear 216 being in mesh with the first sun gear 212; a second planetary gear being in mesh with this first planetary gear 216 and the second sun gear 214; a ring gear 220 being in mesh with the first planetary gear 216 and a carrier 222 for rotatably supporting the first planetary gear 216 and the second planetary gear 218. The elements of the above-described Ravignawx type composite planetary gear device 210, the two braking devices 230 and 240, and the clutch device 250 are connected to each other between the rotary shaft 180 of the input pulley 150 and an output shaft 310 of the reduction gear device 300 in the following manner. Namely, the first sun gear 212 is connected to the rotary shaft 180 through the clutch device 250, and the second sun gear 214 is directly connected to the rotary shaft 180 through the spline coupling. Furthermore, the first sun gear 212 has the braking device 230 between the partition member 12a and itself. Similarly, the ring gear 220 has the braking device 240 between the partition member 12a and itself. The carrier 222 as being an output member is spline-coupled to the output shaft 310 of the reduction gear device 300. Namely, the carrier 222 and the output shaft 310 are detachably, power-transmissibly coupled to each other. With the above-described connecting arrangement, the auxiliary transmission device 200 may obtain shift speeds including two forward speeds and one backward speed by selectively feeding an working hydraulic pressure to each hydraulic pressure servo device of the two braking devices 230, 240 and the clutch device 250. The forward-first speed. The braking device 230 is put into the working condition, the clutch device 250 and the braking device 240 are put into non-working conditions, so that this forward-first speed can be established. In the conditions described above, the rotary force is inputted from the second sun gear 214, the first planetary gear 216 and the second planetary gear 218 are rotated by this second sun gear 214, a planetary revolution on the first sun gear 212 fixed by the braking device 230 is taken off from the carrier 222 into the output shaft 310 in a manner to be reduced in speed. The forward-second speed. The clutch device 250 is put into the working condition, the braking devices 230 and 240 are put into non-working conditions, so that this forward-second speed can be established. In the conditions described above, the rotary force is simultaneously inputted from the first sun gear 212 and the second sun gear 214, the Ravignawx type composite planetary gear device 210 comes into an integrally rotating condition. Because of this, an input rotation is taken off into the carrier 222 as it is. The backward speed. The braking device 240 is put into the working condition, the clutch device 250 and the braking device 230 are put into non-working conditions, so that this backward speed can be established. In the conditions described above, the rotary force is inputted from the second sun gear 214, the first planetary gear 216 and the second planetary gear 218 are rotated by this second sun gear, a planetary revolution on the internal teeth of the ring gear 220 fixed by the braking device 240 is taken off from the carrier 222 in a manner to be reduced in speed and in a reverse rotating condition. Description will now be given of the construction of the auxiliary transmission device 200 for transmitting the power from the clutch device 250 to the planetary gear device 210. Firstly, as shown in Fig. 3, the clutch device 250 disposed in front part of the auxiliary transmission device 200 (left part in Fig. 3) is of the friction multi-plate engaging type. As well known, in the clutch device 250 of the friction multi-plate engaging type, there is provided a frictionally engaging member 252 wherein a plurality of disc plates and a plurality of friction plates are assembled together between a hub 256 and a drum 258. The hub 256 is spline-coupled at the inner end thereof to the rotary shaft 180 in a manner to be integral in the rotating direction, but slidable in the axial direction. The drum 258 is power-transmissibly connected to the first sun gear 212 through a disc-shaped flange member 260. The inner end portion 260a of the flange member 260 is integrally connected to the first sun gear 212 by the welding. The connection between the inner end portion 260a of this flange member 260 and the first sun gear 212 is made at a position in a hollow space 404 formed by the carrier 222a of the side of the flange member 260 and the first sun 212. More specifically, the inner end of the carrier 222a is not extended inwardly in the radial direction, formed to be somewhat short, and forms the hollow space 404 between the first sun gear and itself. The inner portion 260a of the flange member 260 is bent to the direction of this hollow space 404 to be connected to the first sun gear 212 in the hollow space 404. In consequence, the position where the first sun gear 212 is connected to the inner portion 260a of the flange member 260 is located radially inwardly of the carrier 222a and also within the axial width of the carrier 222a. As the result, the axial length of the transmission system can be decreased by the axial width of the carrier 222a. The first sun gear 212, to which the flange member 260 is integrally connected, is formed of a helical gear, and, referring to Fig. 3, generates a thrust force to the left by the meshing engagement with the planetary gear 216 during the power transmission. This thrust force is received by the inner peripheral portion of the hub 256, a base portion 560b of a U-shape in cross section to be described hereunder, and a projected portion 12b of the partition member 12a through thrust bearings 550, 552 and 554 interposed between the hub 256 and the base portion 560b. To return to the general description of the clutch device 250, a piston 254 is coupled to a cylinder member 262, and, when the working hydraulic pressure is fed to a working oil chamber 264 defined by the cylinder member 262, the piston 254 is operated to bring a frictionally engaging member 252 into an engagement. This engagement rotatably connects the rotary shaft 180 and the first sun gear 212, whereby rotation of the ratary shaft 180 is transmitted to the first sun gear 212. In a member 560 connected to the inner peripheral portion of the cylinder member 262, a projected portion 560a projecting radially outwardly is formed. Because of this, the piston 254 is annularly coupled to a position radially outwardly of the cylinder member 262. This is an arrangement for decreasing a pressure receiving area of the piston 254. Engaged with the piston 254 is a return spring 266 for returning the piston 254 from the operating condition thereof. The base portion 560b of the member 560 is of a U-shape in cross section and secured to the projected portion 12b of the partition member 12a through a thrust bearing 554. With this arrangement, a thrust force generated in the cylinder member 262 can be received by the projected portion 12b of the partition member 12a, so that the arrangement thereof can be simplified. More specifically, when there would be no partition member 12a, such an arrangement should be adopted that the thrust force generated in the cylinder member 262 be received by the rotary shaft 180, whereby the arrangement for receiving the thrust force should necessarily be complicated and difficult. Additionally, in this case, the relative rotational speed is disadvantageously high. Further, a working hydraulic pressure is fed to a working hydraulic oil chamber 264 through an oil line 270 formed in the member 560. The working hydraulic pressure is fed to the oil line 270 through an oil line formed in the partition member 12a. The braking device 230 of the auxiliary transmission device 200 is of the well known brake band type and disposed around the outer periphery of the drum member 258 of the clutch deivce 250. As detailedly shown in Fig. 3, the braking device 240 is of the friction multi-plate engaging type. The friction multi-plate engaging member 242 wherein disc plates and friction plates are superposed on one another is provided between the ring gear 220 and a portion 12c of the partition member 12a formed into a drum. A piston 246 is coupled to a cylinder member 244 being of a U-shape in cross section. The working hydraulic pressure is fed to a working oil chamber 248 defined by the cylinder member 244, whereby the piston 246 is actuated to bring the frictionally engaging member 242 into an engaged condition, so that the ring gear 220 is fixed to the partition member 12a. The piston 246 is provided with a return spring 238 adapted to return the piston 246 from the working condition. The radially outward end of the cylinder member 244 is determined in position in the axial direction and fastened to the drum-like portion 12c of the partition member 12a by a cover ring 236, and the inward end thereof is abutted against a portion 220a projected outwardly from the ring gear 220 in the axial direction through a member 239. Additionally, the member 239 is a so-called bearing member for securing a smooth motion when the cylinder member 244 and a projected portion 220a of the ring gear 220 rotate and slide relative to each other, and formed of a copper material. Referring to Fig. 3, the right end of the ring gear 220 contacts the carrier 222 through a member 406. However, as will be described hereunder, the direction of the thrust force of the ring gear 220 is directed to the left in Fig. 3, whereby an excessive load is not imposed on the member 406. Because of this, the member 406 is formed of a resin material. The braking device 240 generates a thrust force (about 2 tons) directed to the right in Fig. 3 during its action in the cylinder member 244 as a reaction force to an action of the piston. Additionally, the ring gear 220 is in helical gear mesh with the first planetary gear 216, whereby a thrust force (about 400kg) is generated in the ring gear 220. The direction of this thrust force is reverse to the direction of the thrust force generated in the cylinder member 244, i.e., the thrust force directed to the left in Fig. 3. In consequence, the thrust forces in the cylinder member 244 and the ring gear 220 are opposite to each other. Both the thrust forces are offset by the abutment of the inner end of the cylinder member 244 against the projected portion 220a of the ring gear 220. In this case, since the thrust force of the cylinder member 244 is larger than the thrust force of the ring gear 220, the thrust force of the cylinder member 220 apparently comes to be in the state of being reduced by the value of the thrust force of the ring gear 220. Because of this, the cover ring 236 for receiving the thrust force of the cylinder member 244 may receive the thrust force of the cylinder member 244 obtained by subtracting therefrom the value of the thrust force of the ring gear 220, whereby the cover ring 236 advantageously becomes high in the mechanical strength, so that the premature fatigue can be avoided and the durability can be improved. Now, the auxiliary transmission device chamber 202 housing the auxiliary transmission device 200 and the belt type CVT device chamber 102, housing the belt type CVT device 100 are partitioned from each other by the partition member 12a of the main case member 12. The partition member 12a partitioning the auxiliary transmission device chamber 202 from the belt type CVT device chamber 102 is partially formed with a stepped portion 600. As well shown in Fig. 2, the stepped portion 600 is formed at a position between the hydraulic cylinder device 130 of the input pulley 110 and the auxiliary transmission device 200, the stepped portion 600 includes a first small-diameter stepped portion 602 and a second large-diameter stepped portion 604 in looking from the side of the auxiliary transmission device chamber 202.

Claims: A transmission system comprising a braking device (240) of a friction multi-plate engaging type and a planetary gear device (210) in a case member (12a), said braking device (240) being interposed between a ring gear (220) of said planetary gear device (210) and said case member (12a), and said braking device (240) being provided with a cylinder member (244) coupled thereto by means of a piston (246), characterized in that said cylinder member (244) is formed separately of said case member (12a), that said cylinder member (244) is engaged with said case member (12a) in an axial direction through a cover ring (236) in such a manner that a thrust force generated in said cylinder member (244) is received by said case member (12a), that said ring gear (220) has a helical gear mesh and is disposed in such a manner that a thrust force opposite to the thrust force generated in said cylinder member (244) is generated in said ring gear (220), and that an inner end of said cylinder member (244) and a projected portion (220a) of said ring gear (220) are abutted against each other to receive said thrust forces.

Inventors: KAKAMU, MICHITAKA, KATO, NOBUYUKI, MORISAWA, KUNIO, OKADA, MITSUHIKO
Applicants: TOYOTA JIDOSHA KABUSHIKI KAISHA
Application year: 1985
Main classification: F16H3
IPC codes: F16H37, F16H47