JP6276464B2 - Jig for belt type continuously variable transmission - Google Patents

Description

The present invention includes a drive pulley composed of a fixed pulley half and a movable pulley half, a driven pulley composed of a fixed pulley half and a movable pulley half, a V surface of the drive pulley, and a V of the driven pulley. A metal belt wound around a surface, wherein the metal belt is configured to support a plurality of metal elements on a metal ring assembly, and the groove width of one of the drive pulley and the driven pulley is increased to increase the other Osamu for adjusting or confirmation of the belt-type continuously variable transmission for changing the speed ratio, the relative position of the fixed pulley half and the driven pulley of the fixed pulley half of the drive pulley by reducing the groove width again and again about.

  In order to prevent slippage of the metal belt of the belt-type continuously variable transmission and to improve durability, the radially inner portion and the outer portion of the V surface of the pulley half on the stationary side of the pulley are configured by straight lines and curves, respectively. The radially outer part and the inner part of the pulley contact surface of the element are configured with straight lines and curves, respectively, and the pulley and the metal element are in line contact with each other at the part where the winding diameter of the metal belt on the pulley is small. Patent Document 1 below discloses that a pulley and a metal element are brought into point contact with each other at a portion where a winding diameter of the pulley is large.

International Application Publication WO2014 / 006744

  By the way, the above-mentioned conventional one is a region where the wrapping diameter of the metal belt with respect to the drive pulley and the driven pulley is substantially equal, that is, a region where the gear ratio is about 1.0, and one of the drive pulley and the driven pulley is relative to the metal element. However, since the other is in point contact with the metal element, there is a possibility that the metal belt slips due to insufficient friction coefficient at the point contact portion.

The present invention has been made in view of the above circumstances, and is a belt-type continuously variable transmission in which a pulley and a metal element are brought into line contact and point contact according to the winding diameter of the metal belt, and the pulley and the metal element are in line contact. In a belt-type continuously variable transmission that can reliably prevent metal belt slip by expanding the gear ratio range, the relative position of the fixed pulley half of the drive pulley and the fixed pulley half of the driven pulley is accurately determined. The purpose is to allow adjustment or confirmation .

In order to achieve the above object, according to the present invention, a jig for adjusting or confirming the relative positions of a fixed pulley half of a drive pulley and a fixed pulley half of a driven pulley of a belt type continuously variable transmission a is, the belt type continuously variable transmission, and the drive pulley made of the stationary pulley half and a movable pulley half, said driven pulley consisting of the stationary pulley half and a movable pulley half A metal belt wound around the V surface of the drive pulley and the V surface of the driven pulley, and the metal belt is configured to support a plurality of metal elements on a metal ring assembly. increasing one of the groove width of the driven pulley be one that changes the gear ratio by decreasing the other groove width, the drive pulley and The generatrix of the V-plane of at least the fixed pulley half of the driven pulley includes a pulley-side straight portion radially inward of the pulley-side inflection point and a pulley-side curve portion radially outward of the pulley-side inflection point. The pulley contact surface of the metal element includes an element-side straight portion radially outward from the element-side inflection point, and an element-side curved portion radially inward from the element-side inflection point. A first abutting portion capable of abutting on the V surface of the stationary pulley half of the drive pulley, and a second abutting portion capable of abutting on the V surface of the stationary pulley half of the driven pulley. If, jig further comprising a third abutment portion that can be brought into contact with the outer circumference of one of the fixed pulley half and the first feature is proposed.

According to a first aspect of the present invention, a belt type continuously variable transmission, the generating line of the V-faces of at least the fixed pulley half of the drive pulley and the driven pulley, the radially inward of the pulley side inflection point pulley and the side straight portion, and a pulley-side curved portion of the radially outer than the pulley inflection point, the pulley abutment surface of the metal element, the element-side straight portion of the radially outward than the element-side inflection point, Since it has an element side curved portion radially inward from the element side inflection point, slip is likely to occur at a position where the winding diameter of the metal belt is small, but at that position, the pulley side straight portion and the element side straight portion There by friction coefficient of the contact portion in line contact increases, it is possible to prevent slip between the pulley and the metal belt without increasing the pulley clamping pressure excessively, whereas, metal Since the pulley side curved portion and the element side curved portion are in point contact at a position where the winding diameter of the belt is large, the metal element or pulley is compensated by compensating for misalignment of the metal belt and smoothly meshing with the V surface of the pulley. Since the slippage hardly occurs at a position where the wrapping diameter of the metal belt is large, even if the friction coefficient of the contact portion is reduced at that position, the slip between the pulley and the metal belt can be increased. it names may occur. And used in such belts CVT, the fixed pulley half and a jig for adjusting or confirm the relative position of the fixed pulley half of the driven pulley of the drive pulley, the drive pulley A first contact portion that can contact the V surface of the stationary pulley half, a second contact portion that can contact the V surface of the fixed pulley half of the driven pulley, and either one of the fixed pulleys A third abutting portion capable of abutting on the outer peripheral portion of the half body, so that the first abutting portion and the second abutting portion are respectively the V side of the stationary pulley half of the drive pulley and the stationary side of the driven pulley The relative positions of the fixed pulley half of the drive pulley and the fixed pulley half of the driven pulley can be adjusted or confirmed depending on whether or not the V half of the pulley half is correctly in contact. At this time, the posture of the jig may become unstable because the V surface of the fixed pulley half has a pulley-side curved portion. By making contact with the outer periphery of the half body, the posture of the jig can be stabilized, and the relative position can be adjusted or confirmed with high accuracy .

FIG. 1 is a skeleton diagram of a power transmission system of a vehicle equipped with a belt type continuously variable transmission. FIG. 2 is a partial perspective view of the metal belt. FIG. 3 is an explanatory diagram showing the reason why misalignment occurs in the conventional example. FIG. 4 is a diagram showing the shape of the bus bar on the V surface of the pulley and the shape of the pulley contact surface of the metal element. FIG. 5 is an explanatory diagram illustrating the reason why misalignment is compensated in the embodiment. FIG. 6 is an explanatory diagram of a state in which the metal ring is wound around the pulley. FIG. 7 is a diagram showing the positional relationship between the pulley-side inflection point of the bus bar on the V surface of the drive pulley and the element-side inflection point of the pulley contact surface of the metal element. FIG. 8 is a diagram showing a change in the contact portion between the V surface of the drive pulley and the pulley contact surface of the metal element. FIG. 9 is a diagram showing a change in the contact portion between the V-plane of the driven pulley and the pulley contact surface of the metal element. FIG. 10 is an explanatory view of a conventional jig. FIG. 11 is an explanatory diagram of the jig according to the embodiment.

11 Drive shaft (Rotating shaft)
11a outer peripheral portion 15 drive pulley 15a fixed pulley half 15b movable pulley half 17 driven pulley 17a fixed pulley half 17b movable pulley half 17c outer peripheral portion 19 metal belt 41 metal ring assembly 42 metal element 48 V surface 48a Pulley side inflection point 48b Pulley side straight portion 48c Pulley side curve portion 49 Pulley contact surface 49a Element side inflection point 49b Element side straight portion 49c Element side curve portion 50a First contact portion 50b Second contact portion 50c 3rd contact part

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  First, as shown in FIG. 1, a belt type continuously variable transmission T for a vehicle includes a drive shaft 11 and a driven shaft 12 arranged in parallel, and a crankshaft 13 of an engine E is driven via a damper 14. Connected to the shaft 11.

  The drive pulley 15 supported by the drive shaft 11 includes a fixed pulley half 15a that is rotatable relative to the drive shaft 11, and a movable pulley half that is axially slidable relative to the fixed pulley half 15a. And a body 15b. The groove width between the movable pulley half body 15 b and the fixed pulley half body 15 a is variable by the hydraulic pressure acting on the hydraulic oil chamber 16. The driven pulley 17 supported by the driven shaft 12 includes a fixed pulley half 17a fixed to the driven shaft 12 and a movable pulley half 17b that is slidable in the axial direction with respect to the fixed pulley half 17a. With. The groove width between the movable pulley half 17 b and the fixed pulley half 17 a is variable by the hydraulic pressure acting on the hydraulic oil chamber 18. And between the drive pulley 15 and the driven pulley 17, the metal belt 19 which attached many metal elements to the two metal ring aggregates is wound.

  A forward clutch 20 that engages the shaft end of the drive shaft 11 when establishing the forward shift speed and transmits the rotation of the drive shaft 11 to the drive pulley 15 in the same direction, and engages when the reverse speed shift stage is established. A forward / reverse switching mechanism 22 comprising a single pinion planetary gear mechanism is provided, which includes a reverse brake 21 that transmits the rotation of the drive shaft 11 to the drive pulley 15 in the reverse direction. The sun gear 23 of the forward / reverse switching mechanism 22 is fixed to the drive shaft 11, the carrier 24 can be bound to the casing 25 by the reverse brake 21, and the ring gear 26 can be coupled to the drive pulley 15 by the forward clutch 20. A plurality of pinions 27 supported by the carrier 24 mesh with the sun gear 23 and the ring gear 26 simultaneously.

  A starting clutch 28 provided at the shaft end of the driven shaft 12 couples the first reduction gear 29 supported on the driven shaft 12 so as to be relatively rotatable. A second reduction gear 31 that meshes with the first reduction gear 29 is fixed to a reduction shaft 30 that is arranged in parallel with the driven shaft 12. A final drive gear 34 fixed to the reduction shaft 30 meshes with a final driven gear 33 fixed to the gear box 32 of the differential gear D. A pair of pinions 36 and 36 supported on the gear box 32 via pinion shafts 35 and 35 are engaged with side gears 39 and 39 provided at the front ends of the left axle 37 and the right axle 38 which are supported relatively rotatably on the gear box 32. To do. Drive wheels W, W are connected to the ends of the left and right axles 37, 38, respectively.

  Therefore, when the forward range is selected by the select lever, the forward clutch 20 is first engaged by a command from the hydraulic control unit U2 operated by the electronic control unit U1, and as a result, the drive shaft 11 is integrally coupled to the drive pulley 15. Is done. Subsequently, the starting clutch 28 is engaged, and the torque of the engine E is driven by the drive shaft 11 → the forward / reverse switching mechanism 22 → the drive pulley 15 → the metal belt 19 → the driven pulley 17 → the driven shaft 12 → the starting clutch 28 → the first reduction gear 29. The second reduction gear 31 → the reduction shaft 30 → the final drive gear 34 → the final driven gear 33 → the differential gear D → the axles 37 and 38 are transmitted to the drive wheels W and W, and the vehicle starts moving forward. When the reverse range is selected with the select lever, the reverse brake 21 is engaged by the command from the hydraulic control unit U2, and the drive pulley 15 is driven in the direction opposite to the rotational direction of the drive shaft 11, so that the start clutch 28 is engaged. As a result, the vehicle starts moving backward.

  When the vehicle starts in this way, the hydraulic pressure supplied to the hydraulic oil chamber 16 of the drive pulley 15 in response to a command from the hydraulic control unit U2 increases, and the movable pulley half 15b of the drive pulley 15 becomes fixed side pulley half. As the effective radius increases toward 15a, the hydraulic pressure supplied to the hydraulic oil chamber 18 of the driven pulley 17 decreases, and the movable pulley half 17b of the driven pulley 17 moves away from the fixed pulley half 17a. As the effective radius decreases, the gear ratio of the belt type continuously variable transmission T continuously changes from the LOW side to the OD side.

  As shown in FIG. 2, the metal belt 19 includes a pair of left and right metal ring assemblies 41, 41 that support a number of metal elements 42, and each metal ring assembly 41 includes a plurality of metal rings 43. It is constructed by stacking. A metal element 42 formed by punching from a metal plate material has an element main body 44, a neck portion 46 positioned between a pair of left and right ring slots 45, 45 with which the metal ring assemblies 41, 41 are engaged, and a neck portion 46. And a substantially triangular ear portion 47 connected to the outside of the element body 44 in the radial direction. A pair of pulley contact surfaces 49, 49 that can contact the V surfaces 48, 48 (see FIG. 1) of the drive pulley 15 and the driven pulley 17 are formed at both left and right ends of the element body 44.

  Next, the reason why misalignment C occurs in the metal belt 19 will be described with reference to FIG.

  The drive pulley 15 and the driven pulley 17 are arranged in a positional relationship in which a line connecting the fixed pulley halves 15a and 17a and a line connecting the movable pulley halves 15b and 17b intersect. For example, on the drive pulley 15 side, the fixed pulley half 15a is disposed on the left side and the movable pulley half 15b is disposed on the right side. Conversely, on the driven pulley 17 side, the fixed pulley half 17a is disposed on the right side and the movable pulley half 17b. Is placed on the left. By adopting such an arrangement, misalignment C of the metal belt 19 that occurs in association with a change in the gear ratio can be minimized.

  FIG. 3B shows a state where the gear ratio i is MID (1.0). In this state, the groove center line L1 of the drive pulley 15 and the groove center line L2 of the driven pulley 17 are aligned, and the metal belt The whole 19 is arranged in the same plane, and the misalignment C becomes zero.

  FIG. 3A shows a state in which the gear ratio i is LOW. In this state, the movable pulley half 15b of the drive pulley 15 moves to the right so as to be separated from the fixed pulley half 15a, and the groove center The line L1 moves to the right, and the movable pulley half 17b of the driven pulley 17 moves to the right so as to approach the fixed pulley half 17a, and the groove center line L2 moves to the right. Thus, when the gear ratio i is LOW, the movable pulley half 15b of the drive pulley 15 and the movable pulley half 17b of the driven pulley 17 both move to the right side, and the groove center line of both pulleys 15 and 17 Since both L1 and L2 move to the right, the occurrence of misalignment C is minimized, but the amount of movement of the drive pulley 15 to the right of the groove center line L1 is to the right of the groove center line L2 of the driven pulley 17. Therefore, there is a misalignment C in which the driven pulley 17 side is biased to the left with respect to the drive pulley 15 side.

  FIG. 3C shows a state in which the transmission gear ratio i is OD. In this state, the movable pulley half 15b of the drive pulley 15 moves to the left side so as to approach the fixed pulley half 15a and moves to the center of the groove. The line L1 moves to the left side, and the movable pulley half 17b of the driven pulley 17 moves to the left so as to be separated from the fixed pulley half 17a, and the groove center line L2 moves to the left. Thus, when the transmission ratio i is OD, the movable pulley half 15b of the drive pulley 15 and the movable pulley half 17b of the driven pulley 17 both move to the left, and the groove center line of both pulleys 15, 17 Since both L1 and L2 move to the left, the occurrence of misalignment C is minimized, but the amount of movement of the drive pulley 15 to the left of the groove center line L1 is to the left of the groove center line L2 of the driven pulley 17. Therefore, there is a misalignment C in which the driven pulley 17 side is biased to the left with respect to the drive pulley 15 side.

  FIG. 4 shows the shape of the V surface 48 of the stationary pulley half 15a of the drive pulley 15 of the present embodiment and the shape of the pulley contact surface 49 of the metal element 42 contacting therewith. The generatrix of the V surface 48 which is basically a conical surface has a pulley side inflection point 48a located in the middle in the radial direction and a pulley side straight line portion formed by a straight line located radially inward of the pulley side inflection point 48a. 48b and a pulley-side curve portion 48c made of a curve located radially outward from the pulley-side inflection point 48a. The pulley-side straight portion 48 b extending radially inward from the pulley-side inflection point 48 a is a straight line that is inclined at an angle θ with respect to a plane orthogonal to the drive shaft 11. The pulley-side curve portion 48c extending radially outward from the pulley-side inflection point 48a is a smooth curve in which the angle formed by the tangent to the plane perpendicular to the drive shaft 11 increases from θ to θ + Δθ.

  On the other hand, the pulley contact surface 49 of the metal element 42 that can contact the V surface 48 is basically a belt-like flat surface extending in the radial direction, and an element side inflection point 49a positioned in the middle in the radial direction, An element-side straight line portion 49b made of a straight line located radially outward from the side inflection point 49a, and an element-side curved portion 49c made of a curve located radially inward from the element-side inflection point 49a. . The element side straight line portion 49 b extending radially outward from the element side inflection point 49 a is a straight line that is inclined at an angle θ with respect to a plane orthogonal to the drive shaft 11. The element side curved portion 49c extending radially inward from the element side inflection point 49a is a smooth curve in which the angle formed by the tangent to the plane orthogonal to the drive shaft 11 increases from θ to θ + Δθ.

  Therefore, when the metal element 42 moves relative to the drive pulley 15 inward in the radial direction, the pulley-side straight portion 48b and the element-side straight portion 49b can be in line contact with each other. When 42 moves relatively inward in the radial direction, the pulley-side curved portion 48c and the element-side curved portion 49c can make point contact with each other.

  The shape of the V surface 48 of the stationary pulley half 17a of the driven pulley 17 and the shape of the pulley abutting surface 49 of the metal element 42 that abuts on the V side 48 of the fixed pulley half 15a of the drive pulley 15 are described above. The shape of the surface 48 is the same as the shape of the pulley contact surface 49 of the metal element 42 that contacts the surface 48.

  Note that the positions of the movable pulley halves 15b and 17b of the drive pulley 15 and the driven pulley 17 in the axial direction are not fixed, and may be moved closer to and away from the counterpart fixed pulley halves 15a and 17a. Therefore, the shape of the bus bar of the V surface 48 of the movable pulley halves 15b and 17b does not affect the misalignment C compensation. However, if the shape of the bus bar on the V surface 48 of the fixed pulley halves 15a and 17a and the shape of the bus bar on the V surface 48 of the movable pulley halves 15b and 17b are different, the fixed pulley halves 15a and 17a and the movable pulley halves 15a and 17a are movable. Since the metal elements 42... Sandwiched between the side pulley halves 15b and 17b tend to fall upon receiving an unbalanced load, there is a possibility of causing abnormal wear or the like. For this reason, the shape of the bus bar of the V surface 48 of the movable pulley halves 15b and 17b is symmetrical to the shape of the bus bar of the V surface 48 of the fixed pulley halves 15a and 17a facing it. It is desirable to do.

  In FIG. 4, when the pulley contact surface 49 of the metal element 42 moves relative to the V surface 48 of the stationary pulley half 15a of the drive pulley 15 radially outward, the first half gear ratio i changes from LOW to MID. In the process of moving toward (1.0), the pulley-side linear portion 48b and the element-side linear portion 49b are in line contact with each other, so that the metal element 42 moves slowly to the left side in the drawing with respect to the V plane 48. However, in the process in which the gear ratio i in the latter half shifts from MID (1.0) toward OD, the pulley-side curved portion 48c and the element-side curved portion 49c are in point contact, so that the metal element 42 has the V plane 48. Suddenly moves to the left in the figure.

  In the conventional example shown in FIG. 3, for example, when the gear ratio i shifts from the MID in FIG. 3 (B) to the OD in FIG. 3 (C), the drive pulley 15 is wound when the gear ratio i is MID. The metal element 42 of the metal belt 19 and the metal element 42 of the metal belt 19 wound around the driven pulley 17 are aligned in the axial direction. Therefore, the misalignment C is zero, but the drive is performed when the gear ratio i is OD. Misalignment C occurs because the metal element 42 of the metal belt 19 wound around the driven pulley 17 is biased to the left in the axial direction with respect to the metal element 42 of the metal belt 19 wound around the pulley 15.

  However, as is apparent from FIGS. 5B and 5C, according to the present embodiment, the driven pulley having a small winding diameter of the metal belt 19 in the process of shifting the transmission ratio i from MID to OD. On the 17th side, the pulley-side straight portion 48b of the V surface 48 and the element-side straight portion 49b of the pulley contact surface 49 are in contact with each other, so the amount of movement of the metal element 42 to the left in the axial direction is small. On the drive pulley 15 side where the winding diameter is large, the pulley-side curved portion 48c of the V surface 48 and the element-side curved portion 49c of the pulley contact surface 49 abut, so the amount of movement of the metal element 42 to the left in the axial direction increases. The misalignment C that should have occurred due to the difference in the amount of movement is canceled out, and the misalignment C is set to zero or low to a value close to zero. It can be.

  In the conventional example shown in FIG. 3, for example, when the gear ratio i shifts from MID in FIG. 3B to LOW in FIG. 3A, the drive pulley 15 is wound when the gear ratio i is MID. The metal element 42 of the metal belt 19 and the metal element 42 of the metal belt 19 wound around the driven pulley 17 are aligned in the axial direction. Therefore, the misalignment C is zero, but the drive is performed when the gear ratio i is LOW. Misalignment C occurs because the metal element 42 of the metal belt 19 wound around the driven pulley 17 is biased to the left in the axial direction with respect to the metal element 42 of the metal belt 19 wound around the pulley 15.

  However, as is apparent from FIGS. 5B and 5A, according to the present embodiment, the drive pulley having a small winding diameter of the metal belt 19 in the process in which the gear ratio i shifts from MID to LOW. On the 15th side, the pulley-side straight portion 48b of the V surface 48 and the element-side straight portion 49b of the pulley contact surface 49 are in contact with each other. On the driven pulley 17 side where the winding diameter is large, the pulley-side curved portion 48c of the V surface 48 and the element-side curved portion 49c of the pulley contact surface 49 abut, so the amount of movement of the metal element 42 to the right in the axial direction increases. The misalignment C, which should have occurred due to the difference in the amount of movement, is canceled out, and the misalignment C is set to zero or close to zero. It can be reduced.

  In this way, the pulley-side straight portion 48b and the pulley-side curved portion 48c are formed on the V surface 48 of the drive pulley 15 and the driven pulley 17, and the element-side straight portion 49b and the element side are formed on the pulley contact surface 49 of the metal element 42. By forming the curved portion 49c, the misalignment C can be compensated for the metal belt 19 that is generated as the speed ratio i is changed. Therefore, the metal belt 19 does not receive an axial load and the drive pulley 15 and It can be aligned with the groove center of the driven pulley 17, and the metal elements 42 of the metal belt 19 can be smoothly engaged with the drive pulley 15 and the V surface 48 of the driven pulley 17 and are durable due to abnormal wear or the like. Deterioration can be prevented.

  As described above, according to the present embodiment, the shape of the pulley-side curved portion 48c of the V surface 48 and the shape of the element-side curved portion 49c of the pulley contact surface 49 are curved by an amount corresponding to the misalignment C. Thus, not only can the effects of misalignment C be compensated, but also the pulley side linear portion 48b of the V surface 48 and the element side linear portion 49b of the pulley abutting surface 49 are linearly shaped, so that the pulley A sufficient coefficient of friction between the belts 15 and 17 and the metal belt 19 can be secured, and the slip of the metal belt 19 with respect to the pulleys 15 and 17 can be prevented. The reason will be described below.

  The friction coefficient between the V surface 48 of the pulleys 15 and 17 and the metal element 42 of the metal belt 19 is not constant. When the shape of the V surface 48 and the shape of the pulley contact surface 49 are straight, the friction coefficient increases. When the shape of the surface 48 and the shape of the pulley contact surface 49 are curved, the friction coefficient is small. The reason is that the pulleys 15 and 17 and the metal belt 19 are not in direct contact with each other, and film-like lubricating oil is interposed in the contact portion. When the shape of the V surface 48 and the shape of the pulley contact surface 49 are curved, the area of the contact portion is smaller than that when the shape is a straight line, so the shear strength of the oil film is reduced and the friction coefficient is reduced. Decreases. On the other hand, when the shape of the V surface 48 and the shape of the pulley contact surface 49 are straight lines, the area of the contact portion increases, so that the shear strength of the oil film increases and the friction coefficient increases.

  Therefore, the coefficient of friction increases due to the increase in the contact area between the pulley-side straight portion 48b of the V surface 48 and the element-side straight portion 49b of the pulley contact surface 49, and the pulley-side curved portion 48c of the V surface 48 and The friction coefficient of the portion of the pulley contact surface 49 where the element side curved portion 49c is in point contact with each other is reduced due to the reduction of the contact area.

  FIG. 6A shows the state of the metal belt 19 when the gear ratio i is LOW, and the winding diameter of the metal belt 19 decreases on the drive pulley 15 side and increases on the driven pulley 17 side. Therefore, the number of metal elements 42... Engaging with the drive pulley 15 is smaller than the number of metal elements 42 engaging with the driven pulley 17. The transmission torque is given by the product of the frictional force borne by each metal element 42, the number of metal elements 42 engaged with the pulley, and the distance from the axis to the winding position. On the drive pulley 15 side, Since both the number of the metal elements 42 engaged therewith and the distance from the axis to the winding position are small, the frictional force borne by each metal element 42 is increased. On the other hand, on the driven pulley 17 side, since the number of the metal elements 42 engaged therewith and the distance from the axis to the winding position are both large, the frictional force borne by each metal element 42 becomes small.

  Therefore, whether or not slip occurs between the pulleys 15 and 17 and the metal belt 19 depends on whether or not the friction coefficient of the radially inner portion of the V surface 48 of the drive pulley 15 is sufficiently secured. Thus, the friction coefficient of the radially outer portion 4 of the V surface 48 of the driven pulley 17 has little influence. In the present embodiment, the radial inner portion of the V surface 48 of the drive pulley 15 comes into line contact with the pulley contact surface 49 of the metal element 42 to increase the coefficient of friction, thereby reliably preventing the metal belt 19 from slipping. In addition, even if the radially outer portion of the drive pulley 15 makes point contact with the pulley contact surface 49 of the metal element 42 to compensate for misalignment C, the metal belt 19 does not slip.

  FIG. 6B shows the state of the metal belt 19 when the speed ratio i is OD, and the winding diameter of the metal belt 19 decreases on the driven pulley 17 side and increases on the drive pulley 15 side. Therefore, the number of metal elements 42... Engaging with the driven pulley 17 is smaller than the number of metal elements 42 engaging with the drive pulley 15. The transmission torque is given by the product of the frictional force borne by each metal element 42, the number of metal elements 42 engaged with the pulley, and the distance from the axis to the winding position. On the driven pulley 17 side, Since the number of the metal elements 42... Engaged with each other and the distance from the axis to the winding position are both small, the frictional force borne by each metal element 42 is increased. On the other hand, on the drive pulley 15 side, the number of metal elements 42 engaged with the drive pulley 15 and the distance from the axis to the winding position are both large, so that the frictional force borne by each metal element 42 is reduced.

  Therefore, whether or not slip occurs between the pulleys 15 and 17 and the metal belt 19 depends on whether or not the friction coefficient of the radially inner portion of the V surface 48 of the driven pulley 17 is sufficiently secured. Thus, the friction coefficient of the radially outer portion of the V surface 48 of the drive pulley 15 has little influence. In the present embodiment, the radially inner portion of the driven pulley 17 is in line contact with the pulley contact surface 49 of the metal element 42 to increase the friction coefficient, so that the slip of the metal belt 19 can be reliably prevented. Even if the radially outer portion of the drive pulley 15 makes point contact with the pulley contact surface 49 of the metal element 42 to compensate for misalignment C, the metal belt 19 does not slip.

  By the way, from the viewpoint of preventing the slip of the metal belt 19, as described above, it is desirable that the V surface 48 of the drive pulley 15 and the pulley contact surface 49 of the metal element 42 are in line contact when the speed ratio i is LOW. When the ratio i is OD, it is desirable to bring the V surface 48 of the driven pulley 17 and the pulley contact surface 49 of the metal element 42 into line contact, and when the speed ratio i is MID, the V of both the drive pulley 15 and the driven pulley 17 It is desirable to bring the surface 48 and the pulley contact surface 49 of the metal element 42 into line contact.

  Therefore, in this embodiment, the positional relationship between the pulley-side inflection point 48a of the V surface 48 of the drive pulley 15 and the driven pulley 17 and the element-side inflection point 49a of the pulley contact surface 49 of the metal element 42 is determined. The relationship shown below is set. That is, as shown in FIG. 7A, when the speed ratio i is MID, the element side of the pulley contact surface 49 of the metal element 42 with respect to the pulley-side inflection point 48a of the V surface 48 of the drive pulley 15 The inflection point 49a is biased radially inward by a distance α. As a result, the pulley-side straight portion 48b of the V surface 48 of the drive pulley 15 and the pulley contact surface 49 of the metal element 42 are within the range of the distance α. The element side linear portion 49b is in line contact. Similarly, as shown in FIG. 7B, when the gear ratio i is MID, the pulley contact surface 49 of the metal element 42 is in contact with the pulley-side inflection point 48a of the V surface 48 of the driven pulley 17. The element side inflection point 49a is biased radially inward by a distance α.

  In FIG. 8, when the gear ratio i changes from LOW to OD, the winding diameter of the drive pulley 15 gradually increases as indicated by the line that rises to the left. A plurality of hatched figures on the left-up line segment indicate hatched portions of the pulley contact surface 49 of the metal element 42 at each speed ratio i that contact the V surface 48 of the drive pulley 15. It is shown by. The contact portion does not become a line or a point but has a predetermined area because the V surface 48 of the drive pulley 15 and the pulley contact surface 49 of the metal element 42 are strongly pressed by the pulley side pressure and elastically deformed. It is.

  When the gear ratio i is in the region 3 on the LOW side, the V surface 48 of the drive pulley 15 and the pulley contact surface 49 of the metal element 42 are in line contact with each other at the pulley side linear portion 48b and the element side linear portion 49b. The contact area subjected to is increased. When the transmission ratio i is in the OD side region 1, the V surface 48 of the drive pulley 15 and the pulley contact surface 49 of the metal element 42 are in point contact at the pulley side curve portion 48c and the element side curve portion 49c. The contact area subjected to is reduced.

  When the gear ratio i is in the intermediate region 2 including MID, as described with reference to FIG. 7, the element-side inflection point 49a of the pulley contact surface 49 is a distance from the pulley-side inflection point 48a of the V surface 48. Since it is biased radially inward by α, the pulley-side linear portion 48b of the V surface 48 and the element-side linear portion 49b of the pulley contact surface 49 are in line contact without shifting to point contact. That is, on the drive pulley 15 side, the drive pulley 15 and the metal element 42 are in point contact in the region 1, but the drive pulley 15 and the metal element 42 are in line contact in the region 2 and the region 3.

  On the other hand, when the transmission gear ratio i changes from LOW to OD, as shown in FIG. 9, the winding diameter of the driven pulley 17 gradually decreases as indicated by the left-downward line segment. The change characteristic of the contact portion of the driven pulley 17 with respect to the metal element 42 is opposite to that of the drive pulley 15 described above. In the region 3, the driven pulley 17 and the metal element 42 are in point contact, but in the region 2 and region 1. The driven pulley 17 and the metal element 42 are in line contact, and the characteristics of the drive pulley 15 shown in FIG. 8 are symmetrical with respect to the line of the gear ratio i = MID.

  As is apparent from FIGS. 8 and 9, in the region 1 where the gear ratio i is OD side, the drive pulley 15 is in point contact and the driven pulley 17 is in line contact, and in the region 3 where the gear ratio i is LOW, the driven pulley 17 is In the point contact, the drive pulley 15 becomes line contact, and in the region 2 where the gear ratio i includes MID, both the drive pulley 15 and the driven pulley 17 become line contact. Thus, in the region 2 where the gear ratio i includes MID, the pulley-side straight portion 48b of the V surface 48 of both the drive pulley 15 and the driven pulley 17 and the element-side straight portion 49b of the pulley contact surface 49 of the metal element 42 And the metal belt 19 can be reliably prevented from slipping with respect to the drive pulley 15 and the driven pulley 17 in the region 2.

  By the way, in order to manage the alignment of the metal belt 19 with high accuracy, when the belt type continuously variable transmission T is assembled, the fixed pulley half 15a of the drive pulley 15 and the fixed pulley half 17a of the driven pulley 17 in the axial direction. It is necessary to ensure the relative position accuracy.

  FIG. 10A shows the fixing of the drive pulley 15 and the driven pulley 17 in the conventional belt-type continuously variable transmission T in which the buses of the fixed pulley halves 15a and 17a of the drive pulley 15 and the driven pulley 17 are both straight. A jig 50 'for adjusting or confirming the relative position of the side pulley halves 15a and 17a in the axial direction is shown.

  In the conventional belt-type continuously variable transmission T, the relative positions in the axial direction of the fixed pulley halves 15a and 17a of the drive pulley 15 and the driven pulley 17 are both linear in the fixed pulley halves 15a of the drive pulley 15. If the distance L between the bus and the bus of the fixed pulley half 17a of the driven pulley 17 is the same as the reference value, the fixed pulley half 15a of the drive pulley 15 and the driven pulley It is guaranteed that the relative position in the axial direction of the 17 fixed pulley halves 17a is correct.

  A jig 50 ′ made of a metal plate having a predetermined shape includes a first abutting portion 50 a and a second abutting portion 50 b that are straight lines parallel to each other, and the first abutting portion 50 a of the drive pulley 15 is provided. If the second contact portion 50b is in close contact with the bus of the fixed pulley half 17a of the driven pulley 17, the fixed pulley half 15a of the drive pulley 15 and the driven pulley 17 are in close contact with the bus of the fixed pulley half 15a. It is confirmed that the stationary pulley half 17a is assembled in the correct positional relationship.

  Further, when the jig 50 ′ cannot be inserted between the fixed pulley half 15 a of the drive pulley 15 and the fixed pulley half 17 a of the driven pulley 17, or one of the first contact portion 50 a and the second contact portion 50 b is inserted. If the corresponding fixed pulley half cannot be brought into close contact with the bus, the fixed pulley half 15a of the drive pulley 15 and the fixed pulley half 17a of the driven pulley 17 are not assembled in the correct positional relationship. Is confirmed.

  In FIG. 10B, the V surface 48 of the fixed pulley half 15a of the drive pulley 15 includes a pulley side straight portion 48b and a pulley side curved portion 48c, and the V surface 48 of the fixed pulley half 17a of the driven pulley 17 is shown. Shows a case where the above-described conventional jig 50 'is applied to the present embodiment including the pulley-side straight portion 48b and the pulley-side curved portion 48c.

  In this case, since the jig 50 'rotates in the direction of the arrow along the pulley-side curved portion 48c on the drive pulley 15 side and the pulley-side curved portion 48c on the driven pulley 17 side, the posture is not fixed. There is a problem that it becomes difficult to bring 50a into close contact with the V surface 48 on the drive pulley 15 side and close contact with the second contact portion 50b on the V surface 48 on the driven pulley 17 side, thereby reducing the relative position measurement accuracy.

FIG. 11A shows a jig 50 according to the present embodiment, and this jig 50 is a linear first contact that can come into contact with the V surface 48 of the stationary pulley half 15a of the drive pulley 15. FIG. The contact portion 50 a, the linear second contact portion 50 b that can contact the V surface 48 of the fixed pulley half 17 a of the driven pulley 17, and the outer peripheral portion 17 c of the fixed pulley half 17 a of the driven pulley 17 A third abutting portion 50c capable of abutting.

  Therefore, the first contact portion 50a contacts the pulley-side curved portion 48c of the V surface 48 on the drive pulley 15 side, and the second contact portion 50b contacts the pulley-side curved portion 48c of the V surface 48 on the driven pulley 17 side. Even if the jig 50 can rotate in contact, the posture of the jig 50 is determined by the third contact portion 50c coming into contact with the outer peripheral portion 17c of the stationary pulley half 17a of the driven pulley 17, and the relative position of the jig 50 is determined. Measurement accuracy is ensured.

FIG. 11B shows the jig 50 of the first reference embodiment. The third contact portion 50c of the jig 50 of this embodiment is the outer periphery of the stationary pulley half 17a of the driven pulley 17. The jig 50 according to the second embodiment can abut against the outer peripheral portion 11a of the drive shaft 11 that supports the stationary pulley half 15a of the drive pulley 15 so as not to move in the axial direction, while abutting against the portion 17c. A third contact portion 50c.

The same effects as the jig 50 of the present embodiment can be achieved by the jig 50 of the first reference embodiment.

FIG. 11C shows a jig 50 of the second reference form. This jig 50 includes only the first and second contact portions 50a and 50b and does not include the third contact portion 50c. However, the first abutting portion 50 a is configured by a curve that can be in close contact with the pulley-side curved portion 48 c of the V surface 48 of the stationary pulley half 15 a of the drive pulley 15, and the second abutting portion 50 b is fixed to the driven pulley 17. It is comprised by the curve which can contact | adhere to the pulley side curve part 48c of the V surface 48 of the side pulley half body 17a.

  Therefore, the jig 50 does not rotate, and the first and second contact portions 50a and 50b are in close contact with the two pulley-side curved portions 48c and 48c, so that the stationary pulley half 15a and the driven pulley 17 of the drive pulley 15 are fixed. The relative position of the stationary pulley half 17a can be measured with high accuracy.

As mentioned above, although embodiment and reference form of this invention were demonstrated, this invention can perform a various design change in the range which does not deviate from the summary.

For example, in the embodiment, the shape of the bus bar of the pulley contact surface 49 of the movable pulley halves 15b and 17b is the same as the shape of the bus bar of the pulley contact surface 49 of the fixed pulley halves 15a and 17a. However, the shape of the generatrix of the pulley contact surface 49 of the movable pulley halves 15b and 17b is arbitrary.

Claims (1)

A jig for adjusting or confirming the relative positions of the stationary pulley half (15a) of the drive pulley (15) of the belt-type continuously variable transmission and the stationary pulley half (17a) of the driven pulley (17). And
The belt type continuously variable transmission includes the drive pulley (15) including the fixed pulley half (15a) and the movable pulley half (15b), the fixed pulley half (17a), and the movable pulley. The driven pulley (17) composed of a half body (17b), a metal belt (19) wound around the V surface (48) of the drive pulley (15) and the V surface (48) of the driven pulley (17) The metal belt (19) is configured by supporting a plurality of metal elements (42) on a metal ring assembly (41), and one groove of the drive pulley (15) and the driven pulley (17). The gear ratio is changed by increasing the width and decreasing the other groove width,
A bus on the V surface (48) of at least the fixed pulley halves (15a, 17a) of the drive pulley (15) and the driven pulley (17) is a pulley radially inward from the pulley-side inflection point (48a). A side straight part (48b) and a pulley side curved part (48c) radially outward from the pulley side inflection point (48a),
The pulley contact surface (49) of the metal element (42) has an element-side linear portion (49b) radially outward from the element-side inflection point (49a) and an element-side inflection point (49a). In what comprises the element side curved portion (49c) on the radially inner side,
A first abutting portion (50a) capable of abutting against a V surface (48) of a stationary pulley half (15a) of the drive pulley (15); and a stationary pulley half (17a) of the driven pulley (17). ) A second abutting portion (50b) capable of abutting on the V surface (48) and a third abutting portion on the outer peripheral portion (17c) of one of the fixed pulley halves (15a, 17a). A belt-type continuously variable transmission jig comprising a contact portion (50c).

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