JP2004232776A - Toroidal type continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a continuously variable transmission capable of being embodied in a small and compact construction and managing well with an FF car. <P>SOLUTION: The continuously variable transmission of toroidal type is equipped with a transmission input shaft 1 to be driven by an engine, a toroidal transmission mechanism CVT, and a planetary gear mechanism PG. The input discs 11 and 21 of the toroidal transmission mechanism are coupled with the transmission input shaft 1 through a first input drive and driven gears 2 and 4. The planetary gear mechanism has a first and a second sun gear S1, S2, a first and a second pinion P1, P2, a first and a second carrier C1, C2, and a first and a second ring gear R1, R2. The arrangement further includes an IVT clutch 40 and a torque split clutch 45 to make the engage-disengage control of the input rotation to the first carrier and the second sun gear and a countershaft 35 coupled with the second carrier and taking out the output rotation. A coupling gear 31 of a gear box 30 meshes with output disc gears 12a and 22a. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a toroidal device provided with a toroidal transmission mechanism configured to control the tilting of a power roller sandwiched between an input disk and an output disk to continuously change the rotation of the input disk and to transmit the rotation to the output disk. It relates to a continuously variable transmission. The present invention particularly relates to a toroidal continuously variable transmission configured by combining a planetary gear mechanism with a toroidal transmission mechanism.
[0002]
[Prior art]
2. Description of the Related Art Toroidal transmission mechanisms have been known in the art, and are capable of performing stepless and smooth transmission. Therefore, their use in transmissions of automobiles and the like have been studied, and some of them have been put into practical use. However, since the range in which the continuously variable transmission can be performed cannot be made very wide with only the toroidal transmission mechanism, the transmission range is expanded by using a gear transmission mechanism (for example, a planetary gear mechanism) as the toroidal transmission mechanism and used for a transmission of an automobile. It has also been proposed to be able to do this (for example, see Patent Documents 1 to 4).
[0003]
[Patent Document 1] Japanese Patent No. 3254605 [Patent Document 2] Japanese Patent No. 2778038 [Patent Document 3] Japanese Patent No. 2717659 [Patent Document 4] Japanese Patent Application Laid-Open No. 10-267106 [0004]
[Problems to be solved by the invention]
By combining the toroidal transmission mechanism and the planetary gear mechanism in this manner, the transmission range can be expanded. However, there is a problem that the internal configuration of the transmission is easily complicated and the transmission is easily enlarged. As for the continuously variable transmissions disclosed in Patent Documents 1 to 4, various continuously variable transmissions having a configuration in which a toroidal transmission mechanism and a planetary gear mechanism are combined have been proposed. There is a demand for a continuously variable transmission that has advantages and disadvantages, such as an increase in size, and is as compact and simple as possible.
[0005]
For example, in the case of the continuously variable transmission disclosed in Patent Document 1, a full toroidal type continuously variable transmission mechanism is used, but in this case, the diameter of the input / output disk is increased and the radial dimension is likely to be increased. . Also, an input driven gear is sandwiched between two sets of toroidal units, and an input drive gear rotated by receiving driving force from the engine meshes with this input driven gear to transmit rotational driving force from the engine to the toroidal transmission mechanism. However, there is a problem that the axial dimension of the toroidal transmission mechanism is increased by the width dimension of the input driven gear. If two sets of toroidal units are arranged so that the input disks are adjacent to each other, and an input driven gear is formed on the outer periphery of the input disk, the axial dimension can be reduced. However, in this case, the diameter of the input driven gear increases, the rotation of the input drive gear is reduced and transmitted to the toroidal transmission mechanism, and the torque input to the toroidal transmission mechanism increases, and the toroidal transmission mechanism increases. However, there is a possibility that a problem such as a decrease in strength and durability of the steel sheet may occur. Although it is possible to increase the size of the toroidal transmission mechanism so as to be able to cope with a large input torque, there is a problem that the size of the continuously variable transmission increases in this case.
[0006]
Further, in the continuously variable transmission described in Patent Literature 1, the toroidal transmission mechanism and the planetary gear mechanism are arranged coaxially, and the radial dimension can be suppressed, but the axial dimension increases. For this reason, it is suitable for vehicles with a long transmission space in front and rear, such as front engine rear drive vehicles (FR vehicles), but with the engine placed horizontally, such as front engine front drive vehicles (FF vehicles). There is a problem that it is difficult to apply the present invention to a vehicle in which a transmission is disposed next to the transmission.
[0007]
SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a continuously variable transmission that is small and compact, and has a configuration that can be adapted to an FF vehicle.
[0008]
[Means for Solving the Problems]
To achieve such an object, the continuously variable transmission according to the present invention includes a transmission input member (for example, the transmission input shaft 1 in the embodiment) that is rotationally driven by receiving a rotational driving force from a driving source, The vehicle includes a toroidal speed change mechanism and a planetary gear mechanism. The toroidal transmission mechanism is configured such that a power roller is sandwiched between an input disk and an output disk, and is configured to control the tilting of the power roller to continuously change the rotation of the input disk and transmit the rotation to the output disk. , The input disk is connected to rotate in correspondence with the transmission input member. Further, the planetary gear mechanism is located around the first and second sun gears and the first and second sun gears arranged in parallel and rotatably on the same axis, and meshes with the first and second sun gears. First and second carriers rotatably disposed on the same axis as the first and second sun gears and rotatably supporting the first and second pinion gears, and first and second sun gears The first and second pinion gears are rotatably disposed on the same axis as the first and second pinion gears. The continuously variable transmission further includes a first clutch (for example, the IVT clutch 40 in the embodiment) disposed in a first rotation transmission path that transmits the rotation of the transmission input member to the first carrier, and a transmission input. A second clutch (for example, the torque split clutch 45 in the embodiment) disposed in a second rotation transmission path that transmits the rotation of the member to the second sun gear, and a transmission that is coupled to the second carrier and extracts output rotation An output member (for example, the counter shaft 35 in the embodiment). Then, the second ring gear is connected to rotate in correspondence with the output disk, and in the planetary gear mechanism, the first sun gear is connected to the second ring gear, the first ring gear is connected to the second carrier, and the first clutch and A second clutch is disposed coaxially adjacent to the planetary gear mechanism.
[0009]
By configuring the continuously variable transmission as described above, a small and compact configuration in which the toroidal transmission mechanism and the planetary gear mechanism are detachably connected by the first and second clutches, which is a new and unprecedented configuration. Configuration.
[0010]
In the continuously variable transmission having the above configuration, the transmission input member and the input disk are connected via the speed increasing mechanism, and the rotation from the drive source is speed increased by the speed increasing mechanism and transmitted to the input disk. It is preferable that it is comprised as follows. With this configuration, a torque smaller than the rotational torque from the drive source is input to the toroidal transmission mechanism, and the required capacity of the toroidal transmission mechanism is reduced, so that the size and size of the toroidal transmission mechanism can be reduced.
[0011]
Further, in the continuously variable transmission having the above-described configuration, the transmission input member includes an input shaft connected to the output shaft of the drive source, and a first rotation center shaft serving as a rotation center of the input shaft, and a rotation of the toroidal transmission mechanism. A second rotation center axis serving as a center and a third rotation center axis serving as a rotation center of the planetary gear mechanism extend in parallel at a predetermined distance from each other, and a first input drive gear fixed on an input shaft is provided. The rotation of the input shaft is transmitted to the input disk by being connected to the input disk and meshing with the first driven gear positioned on the second rotation center axis, and the second input fixed on the input shaft. The drive gear is connected to the input side members of the first and second clutches and meshes with the second driven gear located on the third rotation center axis to rotate the input shaft between the first and second clutches. The toroidal transmission mechanism configured to be transmitted to the input side member of the clutch and positioned on the second rotation center axis within an axial interval between the first drive and the driven gear and the second drive and the driven gear; The planetary gear mechanism and the first and second clutches located on the third rotating shaft may be arranged.
[0012]
According to this structure, the degree of freedom in setting the rotation input position to the toroidal transmission mechanism and the rotation input position to the planetary gear mechanism can be increased, and the arrangement of each mechanism is made appropriate to reduce the size of the entire transmission. It becomes easier. Particularly, the toroidal transmission mechanism located on the second rotation center axis and the third rotation axis are located within the axial distance between the first drive and driven gear and the second drive and driven gear as described above. If the planetary gear mechanism and the first and second clutches are arranged, the transmission can be reduced in size in the axial direction and the transmission can be reduced in size and size.
[0013]
Further, in the above-described continuously variable transmission, when the first clutch is engaged and the first carrier is rotated corresponding to the transmission input member, the second carrier is set to a predetermined gear ratio by setting the toroidal transmission mechanism to a predetermined gear ratio. When the rotation of the toroidal transmission mechanism becomes zero and the toroidal transmission mechanism is shifted from the predetermined transmission ratio to the maximum transmission ratio, the speed of the second carrier is increased in the forward direction until the second carrier rotates at the same speed as the first carrier, and the toroidal transmission mechanism is shifted from the predetermined transmission ratio to the minimum speed. When the gear ratio is changed to the maximum gear ratio, the second carrier is increased in the reverse direction. After the first clutch is engaged to shift the toroidal transmission mechanism to the maximum gear ratio, the first clutch is released and the second clutch is released. And when the toroidal transmission mechanism is shifted from the maximum transmission ratio to the minimum transmission ratio, the second carrier is increased in speed in the forward direction to the highest rotation speed. It is preferred.
[0014]
With this configuration, the vehicle is stopped (neutral state) by setting the toroidal transmission mechanism to a predetermined speed ratio with the first clutch engaged, and from this state the toroidal transmission mechanism is moved to the minimum speed ratio. The reverse control can be performed by shifting the gears, and conversely, the start control and the LOW shift control can be performed by shifting the gears toward the maximum gear ratio. Further, when the LOW shift control is performed to shift the toroidal transmission mechanism to the maximum speed ratio, the first carrier and the second carrier rotate at a constant speed, and the remaining rotating elements (sun gear, carrier, ring gear) also rotate at a constant speed. When the first clutch is disengaged and the second clutch is engaged to shift the toroidal transmission mechanism to the minimum transmission ratio, it is possible to perform the transmission control up to the highest speed ratio. Thus, shift control in a large total shift ratio range can be performed by relatively simple control.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a power transmission path configuration of a toroidal continuously variable transmission of a torque split type to which the present invention is applied, and FIG. 2 shows a shaft arrangement thereof. The continuously variable transmission includes a toroidal transmission mechanism CVT, a planetary gear mechanism PG, a final reduction mechanism FD, and a rear wheel transfer mechanism TF. The continuously variable transmission includes a transmission input shaft 1 connected to an output shaft of an engine (not shown) as a driving source via a torsional damper TD, and the rotational driving force of the engine transmitted to the transmission input shaft 1 Is transmitted to the output side (for example, drive wheels). The transmission input shaft 1 is rotatably supported by a transmission housing. A first input drive gear 2 is provided on the engine side (the right side in FIG. 1), and a second input drive gear 3 is provided on the opposite side. The rotation center axis (first rotation center axis) of the transmission input shaft 1 is indicated by reference numeral O1.
[0016]
The first input drive gear 2 meshes with a first input driven gear 4 provided in the toroidal transmission mechanism CVT, and the output rotation from the engine is shifted according to the gear ratio of the first input drive and the driven gears 2 and 4, so that the toroidal transmission is performed. It is transmitted to the mechanism CVT. The rotation center axis (second rotation center axis) of the toroidal transmission mechanism CVT is indicated by reference numeral O2. In this configuration, the number of teeth of the first input drive gear 2 is larger than the number of teeth of the first input driven gear 4, and the output rotation of the engine is increased and transmitted to the toroidal transmission mechanism CVT.
[0017]
The second input drive gear 3 meshes with a second input driven gear 5 provided in the planetary gear mechanism PG, and the output rotation from the engine is shifted according to the gear ratio of the second input drive and the driven gears 3 and 5, and the planetary gear It is also transmitted to the mechanism PG. The rotation center axis (third rotation center axis) of the planetary gear mechanism PG and the second input driven gear 5 is indicated by reference numeral O3. The number of teeth of the second input drive gear 3 is larger than the number of teeth of the second input driven gear 5, and the output rotation of the engine is increased and transmitted to the planetary gear mechanism PG. However, between the second input driven gear 5 and the planetary gear mechanism PG, the IVT clutch 40 and the torque split clutch 45 are disposed in parallel on the third rotation center axis O3, and the output rotation of the engine is The engagement and disengagement are controlled by the clutches 40 and 45 and transmitted.
[0018]
Further, the output disk gears 12b and 22b of the toroidal transmission mechanism CVT mesh with the coupling gear 31 constituting the planetary gear mechanism PG. Therefore, the rotational driving force from the engine input through the second input drive and the driven gears 3, 5 and the output rotational driving force of the toroidal transmission mechanism CVT are gathered by the planetary gear mechanism PG and transmitted to the final reduction gear FD. Is done. The continuously variable transmission is used for a front-wheel-drive vehicle. An engine is placed horizontally at the front of the vehicle, and the transmission is connected to a side of the engine. For this reason, the rotational driving force transmitted to the final reduction gear FD is transmitted from the final reduction gear FD to the left and right front wheels (not shown) via the front axle shaft. This rotational driving force is further divided via the rear-wheel transfer mechanism TF and transmitted to the rear wheels to perform four-wheel drive. The rotation center axes (fourth and fifth rotation center axes) of the final reduction gear FD and the rear wheel transfer mechanism TF are indicated by reference numerals O4 and O5.
[0019]
First, the toroidal transmission mechanism CVT constituting the above-described continuously variable transmission will be described. The toroidal transmission mechanism CVT includes first and second toroidal transmission units 10 and 20 disposed in parallel on the second rotation axis O2. That is, the continuously variable transmission CVT is constituted by a double cavity type toroidal transmission. Since the first and second toroidal transmission units 10 and 20 have the same configuration, corresponding components are shown with the same last digit and the same suffix.
[0020]
The first toroidal transmission unit 10 has a first input disk 11 having a semi-donut-shaped inner surface 11a having a semi-circular cross section, and has a semi-circular cross-section facing the inner surface 11a in the axial direction. A first output disk 12 having a semi-donut-shaped inner surface 12a and a first cavity 13 surrounded by inner surfaces 11a and 12a of the first input and first output disks 11 and 12 are provided. 12a and a pair of first trunnion assemblies 15 held in contact with each other. The first trunnion assembly 15 includes a power roller 15a. The first trunnion assembly 15 is sandwiched in a state where the power roller 15a is in contact with the inner surfaces 11a and 12a, and the power roller 15a is controlled by tilting and swinging control of the first trunnion assembly 15. Is tilted and swung. The pair of first trunnion assemblies 15 are disposed at positions facing each other with the rotation axes of the disks 11 and 12 interposed therebetween, that is, at positions symmetrical with respect to the second rotation center axis O2.
[0021]
The first input disk 11 and the first output disk 12 are disposed on the second rotation center axis O2 so as to face each other. The first input disk 11 is connected to the first input driven gear 4 and is integrated therewith. Rotate. On the other hand, the first output disk 12 is rotatably disposed on the second rotation center axis O2, and a first output disk gear 12b is formed on the outer periphery of the first output disk 12.
[0022]
The second toroidal transmission unit 20 is configured to be symmetrical in the axial direction with respect to the first toroidal transmission unit 10, and has a second input disk 21 having a semi-donut-shaped inner surface 21 a, and a second input disk 21 having an inner surface 21 a. And a pair of second trunnion assemblies 25 sandwiched in a second cavity 23 surrounded by the inner surfaces 21a and 22a. Be composed. The second trunnion assembly 25 includes a power roller 25a. The power roller 25a is held in a state in which the power roller 25a is in contact with the inner surfaces 21a and 22a, and the power roller 25a is controlled by tilting and swinging control of the second trunnion assembly 25. Is tilted and swung. Note that the pair of second trunnion assemblies 25 are disposed at positions facing each other with the rotation axes of the disks 21 and 22 interposed therebetween, that is, at positions symmetrical with respect to the second rotation center axis O2.
[0023]
The two discs 21 and 22 are disposed on the second rotation center axis O2 coaxially and opposite to each other, and the second input disc 21 is connected to the first input disc 11 by the connecting shaft 16. It rotates together with this. On the other hand, the second output disk 22 is disposed on the connecting shaft 16 so as to be relatively rotatable, and is connected to the first output disk 12 to rotate integrally. A second output disk gear 22b having the same number of teeth as the first output disk gear 12b is provided on the outer periphery of the second output disk 22, and the first and second disk gears 12b and 22b constitute a bevel gear. ing.
[0024]
A pressing cylinder 26 is attached to the end of the toroidal transmission mechanism CVT opposite to the first input driven gear 4 (the left end in FIG. 1), and the second input disk 21 slides in the pressing cylinder 26 in the axial direction. It is movably fitted. That is, the left end of the second input disk 21 functions as a pressing piston, and presses the second input disk 21 rightward (toward the second output disk 22) by applying a loading hydraulic pressure in the pressing cylinder 26. Thereby, the first trunnion assembly 15 (power roller 15a) is sandwiched between the first input / output disks 11 and 12 by an axial force corresponding to the pressing force, and the second input / output disks 21 and 22 are sandwiched between the first input / output disks 11 and 12. The second trunnion assembly 25 (power roller 25a) is sandwiched.
[0025]
The shifting operation in the toroidal transmission mechanism CVT having such a configuration is performed by tilting and swinging the power rollers 15a, 25a by the first and second trunnion assemblies 15, 25. When the power rollers 15a, 25a are tilted and swung, the positions of the contacts between the power rollers 15a, 25a and the input disks 11, 21 and the positions of the contacts between the output disks 12, 22 change. As a result, when the input disks 11 and 12 are driven to rotate, the rotational speeds of the output disks 21 and 22 rotated via the power rollers 15a and 25a are continuously varied according to the tilting and swinging movement of the power rollers 15a and 25a. Changes to
[0026]
As can be seen from this, in the toroidal speed change mechanism CVT, the stepless speed change control is performed by the tilt and swing control of the power rollers 15a, 25a by the first and second trunnion assemblies 15, 25. In this way, the rotation of the input disks 11 and 21 (the rotation of the first input driven gear 4) is continuously variable and transmitted to the output disks 12 and 22, which are formed on the outer periphery of the output disks 12 and 22. The first and second output disc gears 12b and 22b mesh with a connecting gear 31 composed of a bevel gear constituting the planetary gear mechanism PG, and the rotational driving force thus changed is transmitted to the connecting gear 31.
[0027]
1, the planetary gear mechanism PG includes first and second planetary gear trains G1 and G2 arranged in parallel in a gear box 30 rotatably arranged on a third rotation center axis O3. It is composed. The first planetary gear train G1 includes a first sun gear S1 rotatable about a third rotation center axis O3, a first carrier C1 rotatable about a third rotation center axis O3, and a first carrier C1. A plurality of first pinions P1 rotatably supported by the first sun gear S1 and revolving around the first sun gear S1 are disposed around the first pinion P1 so as to surround the first pinion P1. A first ring gear R1 that meshes with P1 and is rotatable about a third rotation center axis O3. The second planetary gear train G2 includes a second sun gear S2 rotatable around a third rotation center axis O3, a second carrier C2 rotatable about a third rotation center axis O3, and a second carrier C2. A plurality of second pinions P2 rotatably supported by the second sun gear S2 and revolving around the second sun gear S2, and the second pinions P2 are arranged so as to surround the second pinions P2. A second ring gear R2 that meshes with P2 and is rotatable about the third rotation center axis O3.
[0028]
In this planetary gear mechanism PG, the first sun gear S1 and the second ring gear R2 are both integrally connected to the gear box 30. Therefore, the gear box 30, the connecting gear 31, the first sun gear S1, and the second ring gear R2 rotate integrally. Further, the first ring gear R1 and the second carrier C2 are connected, and they rotate integrally. The first carrier C1 is detachably connected to the second input driven gear 5 via the IVT clutch 40, and the second sun gear S2 is detachably connected to the second input driven gear 5 via the torque split clutch 45. ing. The second carrier C2 is connected to a counter shaft 35 rotatably disposed on the third rotation center axis O3.
[0029]
A parking gear 51 and a final reduction drive gear 52 are fixed to the counter shaft 35, and the final reduction drive gear 52 meshes with a final reduction driven gear 53 constituting a final reduction mechanism FD. The rotation of the final reduction driven gear 53 is transmitted to left and right front wheels (not shown) by a differential mechanism 54 via left and right axle shafts. A rear wheel output drive gear 55 is provided adjacent to and integrally connected to the final reduction driven gear 53, and is a rear wheel output driven gear rotatably disposed on a fifth rotation center axis O5 of the transfer mechanism TF. And 56. A bevel drive gear 57 is provided so as to be integrally connected to the rear wheel output driven gear 56, and a bevel driven gear 58 having a rotation axis orthogonal to the rear wheel output gear 56 meshes therewith, and a rear wheel output propeller shaft 59 integrally connected to the bevel driven gear 58. The rotational driving force is output to the rear wheel side. That is, the transmission of this example is configured for a four-wheel drive vehicle.
[0030]
As described above, in the toroidal continuously variable transmission according to the present embodiment, the second rotation is performed within the axial interval between the first input drive and driven gears 2 and 4 and the second input drive and driven gears 3 and 5. A toroidal transmission mechanism CVT is disposed on the central axis O2, and at the same time, a planetary gear mechanism PG, an IVT clutch 40, and a torque split clutch 45 are disposed on the third rotation axis O3. . Thus, the axial dimension is reduced, and a small and compact continuously variable transmission for FF vehicles (or for four-wheel drive vehicles) is configured.
[0031]
The shift operation of the toroidal continuously variable transmission having the above configuration will be described with reference to the speed diagram of FIG. In this velocity diagram, vertical lines indicated by S1, S2, C1, C2, R1, R2 are first and second sun gears S1, S2, first and second carriers C1, C2, and first and second ring gear R1, respectively. , R2. As described above, since the first sun gear S1 and the second ring gear R2 rotate integrally, they are located on the same vertical line, and their speeds are indicated using the symbol of the first sun gear S1. Similarly, since the first ring gear R1 and the second carrier C2 rotate integrally, they are located on the same vertical line, and the speed is indicated by using the symbol of the first ring gear R1. A horizontal line connecting points S10, C10, R10, and S20 shown in the diagram indicates that the speed becomes zero, and indicates a forward speed toward the upper side and a reverse speed toward the lower side. As can be seen from the above structure, the rotations of the first ring gear R1 and the second carrier C2 connected together are transmitted to the counter shaft 35 and transmitted to the front and rear wheels, and the vertical line R1 indicating these rotations. , C2 correspond to the output rotation speed.
[0032]
In this velocity diagram, the horizontal spacing between the vertical lines S1, C1, and R1 according to the first planetary gear train G1 is the distance a1 between the vertical line S1 and the vertical line C1, and the vertical line C1 and the vertical line. The ratio of the interval b1 to R1 (a1: b1) corresponds to the ratio of the reciprocal of the number of teeth Z _S1 and Z _R1 of the first sun gear S1 and the first ring gear R1. That is, the relationship is (a1: b1 = 1 / Z _S1 : 1 / Z _R1 ). The horizontal spacing between the vertical lines S2, C2, and R2 of the second planetary gear train G2 is determined by the distance a2 between the vertical line S2 and the vertical line C2 and the distance b2 between the vertical line C2 and the vertical line R2. The ratio (a2: b2) corresponds to the ratio of the reciprocals of the number of teeth Z _S2 and Z _R2 of the second sun gear S2 and the second ring gear R2. That is, the relationship is (a2: b2 = 1 / Z _S2 : 1 / Z _R2 ).
[0033]
In the vehicle having the toroidal continuously variable transmission, when the shift lever provided in the driver's seat is set to the N or P range position, both the IVT clutch 40 and the torque split clutch 45 are turned off. As a result, the transmission of the rotational driving force from the second input driven gear 5 to the first carrier C1 and the second sun gear S2 is interrupted, and these enter a free rotation state. On the other hand, the gear box 30 and the first carrier C1 and the second ring gear R2 that rotate integrally therewith are rotated by receiving the rotational driving force shifted by the toroidal transmission mechanism CVT, but the first carrier C1 and the second sun gear S2 are rotated. Since it is in the free rotation state, the rotation driving force is not transmitted to the counter shaft 35, and the state becomes the neutral state.
[0034]
Next, when the shift lever is set to the D range position from the stopped state, first, the IVT clutch 40 is engaged. As a result, the engine rotation is transmitted from the second input drive and the driven gears 3, 5 to the first carrier C1 via the IVT clutch 40. As a result, the first carrier C1 has a rotation speed (rotation speed indicated by a point C11) corresponding to the engine rotation determined by the second input drive and the gear ratio of the driven gears 3 and 5. At this time, if the speed ratio of the toroidal transmission mechanism CVT is set such that the rotation of the first sun gear S1 (and the second ring gear R2 and the gear box 30 integrally connected thereto) becomes the rotation of the point S12, the first ring gear R1 The rotation (output rotation) of the second carrier C2 becomes the rotation indicated by the point R10, that is, the stationary state, and the vehicle is held in the stopped state.
[0035]
From this state, the speed ratio of the toroidal speed change mechanism CVT is changed to the maximum speed ratio side to rotate the first sun gear S1 and the second ring gear R2 (gear box 30) from the point S12 to the point S11 (the speed ratio of the toroidal speed change mechanism CVT). When the first carrier C1 is rotated to the maximum gear ratio, the rotation of the first carrier C1 remains at the point C11 and the rotation (output rotation) of the first ring gear R1 and the second carrier C2 increases to the point R11. . As a result, the vehicle start control and the LOW shift control are performed (this is referred to as an IVT mode). In this state, when the speed ratio of the toroidal speed change mechanism CVT reaches the maximum speed ratio and the output rotation increases to the point R11, the first and second sun gears S1 and S1, the carriers C1 and C2, and the ring gears R1 and R2 are rotated. It rotates at a constant speed.
[0036]
When the gear is shifted to this state, the IVT clutch 40 is released, the torque split clutch 45 is engaged, and the mode is switched. As a result, the rotational driving force from the second input driven gear 5 to the first carrier C1 is not transmitted, but the rotational driving force is transmitted to the second sun gear S2, and the second sun gear S2 is connected to the second input drive and the driven gear 3. , 5 at the rotation speed indicated by a point S21 corresponding to the engine rotation determined by the gear ratio.
[0037]
Thereafter, the speed ratio of the toroidal speed change mechanism CVT is changed to change the rotation of the first sun gear S1 and the second ring gear R2 (gear box 30) from the point S11 to the point S13 (the speed ratio of the toroidal speed change mechanism CVT becomes the minimum speed ratio). ), The rotation of the first ring gear R1 and the second carrier C2 (output rotation) increases to the maximum speed gear ratio (OD gear ratio) indicated by the point R12 while the rotation of the second sun gear S2 remains at the point S21. (This is referred to as a torque split mode).
[0038]
As described above, the rotation (output rotation) of the first ring gear R1 and the second carrier C2 connected to the counter shaft 35 is changed from the zero state indicated by the point R10 to the point R11 in the IVT mode using the IVT clutch 40. A step shift is performed, and further, a stepless shift in the torque split mode using the torque split clutch 45 is performed from the point R11 to the point R12. At this time, the mode switching from the IVT mode to the torque split mode is performed by rotating the first and second sun gears S1 and S1, the carriers C1 and C2 and the ring gears R1 and R2 at a constant speed, and rotating the first sun gear S1 and the second ring gear R2. This is performed when the rotation of the (gear box 30) is minimum, that is, when the toroidal transmission mechanism CVT is near the maximum reduction ratio, and the total transmission ratio is increased.
[0039]
The toroidal transmission mechanism is configured such that the IVT clutch 40 is engaged, and the rotation of the first carrier C1 becomes the point C11, and the rotation of the first sun gear S1 and the second ring gear R2 (gear box 30) becomes the rotation of the point S12. From the state where the speed ratio of the CVT is set and the rotation (output rotation) of the first ring gear R1 and the second carrier C2 is stopped as shown by a point R10, the first sun gear S1 and the second ring gear R2 (gear box 30) Is increased to a point S13 (a point at which the toroidal transmission mechanism CVT has the minimum speed ratio), the rotation of the first ring gear R1 and the second carrier C2 (output rotation) is rotated in the opposite direction to the point R13. As a result, the continuously variable shift control in the reverse direction is performed.
[0040]
In the toroidal continuously variable transmission described above, the first and second planetary gear trains G1 and G2 are arranged in parallel in the gear box 30 receiving the rotational driving force shifted by the toroidal transmission mechanism CVT. Since the IVT clutch 40 and the torque split clutch 45 are disposed coaxially adjacent to the transmission 30, the axial size of the entire transmission can be suppressed, and the entire transmission can be reduced in size and size. A first input drive and driven gears 2 and 4 are provided at one end of the transmission input shaft 1 to input rotation to the toroidal transmission mechanism CVT, and a second input drive is provided at the other end of the transmission input shaft 1. And the driven gears 3 and 5 are provided to input rotation to the planetary gear mechanism PG, so that the degree of freedom in setting the axial position of the toroidal transmission mechanism CVT and the axial position of the planetary gear mechanism PG is reduced. Largely, the IVT clutch 40 and the torque split clutch 45 can be compactly arranged coaxially with the planetary gear mechanism PG.
[0041]
Further, since the first input drive and the driven gears 2 and 4 increase the engine rotation and transmit the engine rotation to the toroidal transmission mechanism CVT, the input torque of the toroidal transmission mechanism CVT is reduced, which can be reduced in size and size.
[0042]
Further, in the planetary gear mechanism PG, the output rotation from the toroidal transmission mechanism CVT is transmitted to the gear box 30, and the rotation from the second input drive and the driven gears 2 and 4 is transmitted to the first through the IVT clutch 40 and the torque split clutch 45. This is a simple transmission mechanism configuration in which the power is transmitted to either the carrier C1 or the second sun gear S2, and these are collected by the planetary gear mechanism PG and output to the counter shaft 35, and the transmission efficiency is high. Further, the sun gear, the carrier, and the ring gear constituting the planetary gear mechanism PG do not reverse their rotation directions even when the mode is switched at the time of the forward shift, so that smooth shift control is performed.
[0043]
As shown in FIG. 2, in this toroidal continuously variable transmission, a toroidal speed change mechanism CVT having a second rotation center axis O2 is disposed slightly below a transmission input shaft 1 having a first rotation center axis O1. The planetary gear mechanism PG having the third rotation center axis O3 is disposed below the first rotation center axis O1 and slightly below the second rotation center axis O2. Further, the fourth rotation center axis O4 is provided behind the third rotation center axis O3, and the fifth rotation center axis O5 is provided below and behind the fourth rotation center axis O4. In FIG. 3, arrows F, R, U, and D indicate the front, rear, upper, and lower portions of the vehicle, respectively.
[0044]
By employing the above-described shaft arrangement configuration, a triangular arrangement can be provided in which a gear drive system meshed and connected by the first to third rotation center axes O1 to O3 can be provided. Since the toroidal transmission mechanism CVT is located on the second rotation center axis O2, the power rollers 15a, 25a of the trunnion assemblies 15, 25 are used to make the first rotation center axis O1 as close as possible to the second rotation center axis O2. The hydraulic control device 17 for tilting and oscillating is located on the side opposite to the first rotation center axis O1, that is, on the front side, and the trunnion assemblies 15 and 25 extend in the horizontal direction. Further, an oil inlet having an oil strainer is provided below the first to third rotation center axes O1 to O3 having a triangular arrangement, and another control device is provided above.
[0045]
【The invention's effect】
As described above, according to the present invention, the transmission input member, the toroidal transmission mechanism, and the planetary gear mechanism are provided, and the input disk of the toroidal transmission mechanism is connected to rotate in correspondence with the transmission input member. The planetary gear mechanism has first and second sun gears, first and second pinion gears, first and second carriers, and first and second ring gears that are arranged on the same axis in parallel and rotatably. And a first and a second clutch disposed in a rotation transmission path for transmitting the rotation of the transmission input member to the first carrier and the second sun gear; and an output rotation coupled to the second carrier. A second ring gear is rotatably connected to the output disk, and a first sun gear is connected to the second ring gear in the planetary gear mechanism. , The first ring gear is connected to the second carrier, and the first clutch and the second clutch are disposed coaxially adjacent to the planetary gear mechanism. By configuring the continuously variable transmission as described above, With a small and compact configuration in which the toroidal transmission mechanism and the planetary gear mechanism are removably connected by the first and second clutches, a new configuration that has never been provided before can be provided.
[0046]
In the continuously variable transmission having the above configuration, the transmission input member and the input disk are connected via the speed increasing mechanism, and the rotation from the drive source is speed increased by the speed increasing mechanism and transmitted to the input disk. It is preferable that it is comprised as follows. With this configuration, a torque smaller than the rotational torque from the drive source is input to the toroidal transmission mechanism, and the required capacity of the toroidal transmission mechanism is reduced, so that the size and size of the toroidal transmission mechanism can be reduced.
[0047]
In the continuously variable transmission having the above configuration, the transmission input member includes an input shaft connected to the output shaft of the drive source, and the first rotation center axis of the input shaft and the second rotation center axis of the toroidal transmission mechanism. A first drive and driven gear for transmitting rotation of the input shaft to the input disk, and a toroidal transmission mechanism for transmitting rotation of the input shaft to the input disk. A toroidal transmission mechanism located on the second rotation center axis, a planetary gear mechanism located on the third rotation axis, and first and second clutches within an axial distance between the second drive and the driven gear that transmits the rotation May be arranged. According to this structure, the degree of freedom in setting the rotation input position to the toroidal transmission mechanism and the rotation input position to the planetary gear mechanism can be increased, and the arrangement of each mechanism is optimized to reduce the overall size of the transmission. It becomes easier. Particularly, the toroidal transmission mechanism located on the second rotation center axis and the third rotation axis are located within the axial distance between the first drive and driven gear and the second drive and driven gear as described above. If the planetary gear mechanism and the first and second clutches are arranged, the transmission can be reduced in size in the axial direction and the transmission can be reduced in size and size.
[0048]
Further, in the above-mentioned continuously variable transmission, when the first clutch is engaged to rotate the first carrier corresponding to the transmission input member, the second carrier is set when the toroidal transmission mechanism is set to a predetermined speed ratio. When the rotation of the toroidal transmission mechanism becomes zero and the toroidal transmission mechanism is shifted from the predetermined transmission ratio to the maximum transmission ratio, the speed of the second carrier is increased in the forward direction until the second carrier rotates at the same speed as the first carrier, and the toroidal transmission mechanism is shifted from the predetermined transmission ratio to the minimum speed. When the gear ratio is changed to the maximum gear ratio, the second carrier is increased in the reverse direction. After the first clutch is engaged to shift the toroidal transmission mechanism to the maximum gear ratio, the first clutch is released and the second clutch is released. And when the toroidal transmission mechanism is shifted from the maximum transmission ratio to the minimum transmission ratio, the second carrier is increased in speed in the forward direction to the highest rotation speed. It is preferred.
[0049]
With this configuration, the vehicle is stopped (neutral state) by setting the toroidal transmission mechanism to a predetermined speed ratio with the first clutch engaged, and from this state the toroidal transmission mechanism is moved to the minimum speed ratio. The reverse control can be performed by shifting the gears, and conversely, the start control and the LOW shift control can be performed by shifting the gears toward the maximum gear ratio. Further, when the toroidal transmission mechanism is shifted to the maximum speed ratio by performing the LOW shift control, all the rotating elements including the first carrier and the second carrier rotate at a constant speed, so that the first clutch is released and the second clutch is released. When the engagement is performed and the toroidal transmission mechanism is shifted to the minimum transmission ratio, transmission control up to the highest speed ratio can be performed. Thus, shift control in a large total shift ratio range can be performed by relatively simple control.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram showing a power transmission path configuration of a toroidal continuously variable transmission according to the present invention.
FIG. 2 is a schematic side view showing a shaft arrangement of the toroidal continuously variable transmission.
FIG. 3 is a velocity diagram illustrating a shift operation of the toroidal continuously variable transmission.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Transmission input shaft 2 1st input drive gear 3 2nd input drive gear 4 1st input driven gear 5 2nd input driven gear 11 and 21 Input disk 12, 22 Output disk 15, 25 Trunnion assembly 15a, 25a Power roller 30 Gear box 35 Counter shaft 40 IVT clutch 45 Torque split clutch CVT Toroidal speed change mechanism PG Planetary gear mechanism S1, S2 First and second sun gears P1, P2 First and second pinion gears C1, C2 First and second carriers R1, R2 First And second ring gear

Claims (4)

A transmission input member that is rotationally driven by receiving a rotational driving force from a driving source;
A power roller is sandwiched between an input disk and an output disk, and the power roller is tilted and controlled so that the rotation of the input disk is continuously variable and transmitted to the output disk. A toroidal transmission mechanism connected so that the input disk rotates corresponding to the transmission input member;
First and second sun gears arranged in parallel and rotatably on the same axis, first and second pinion gears located around the first and second sun gears and meshing with the first and second sun gears; First and second carriers rotatably disposed on the same axis as the first and second sun gears and rotatably supporting the first and second pinion gears, and the same as the first and second sun gears. A planetary gear mechanism rotatably disposed on a shaft and having first and second ring gears meshing with the first and second pinion gears;
A first clutch disposed in a first rotation transmission path for transmitting rotation of the transmission input member to the first carrier;
A second clutch disposed in a second rotation transmission path that transmits rotation of the transmission input member to the second sun gear;
A transmission output member connected to the second carrier to take out an output rotation,
The second ring gear is coupled to rotate in correspondence with the output disk,
In the planetary gear mechanism, the first sun gear is connected to the second ring gear, and the first ring gear is connected to the second carrier,
A toroidal continuously variable transmission, wherein the first clutch and the second clutch are disposed coaxially and adjacent to the planetary gear mechanism. The transmission input member and the input disk are connected via a speed increasing mechanism, and the rotation from the drive source is increased in speed by the speed increasing mechanism and transmitted to the input disk. The toroidal continuously variable transmission according to claim 1, wherein: The transmission input member includes an input shaft connected to an output shaft of the drive source, a first rotation center axis serving as a rotation center of the input shaft, and a second rotation center axis serving as a rotation center of the toroidal transmission mechanism. And a third rotation center axis serving as a rotation center of the planetary gear mechanism extends in parallel at a predetermined distance from each other,
A first input drive gear fixed on the input shaft is arranged in connection with the input disk, and meshes with a first driven gear located on the second rotation center axis to rotate the input shaft. Transmitted to the input disk,
A second input drive gear fixed on the input shaft is connected to input side members of the first and second clutches and meshes with a second driven gear located on the third rotation center axis to form the input drive gear. The rotation of the shaft is configured to be transmitted to the input side member of the first and second clutches,
The toroidal speed change mechanism located on the second rotation center axis within an axial interval between the first drive and driven gear and the second drive and driven gear, and the planet located on the third rotation axis 3. The toroidal continuously variable transmission according to claim 1, further comprising a gear mechanism and the first and second clutches. In a state where the first clutch is engaged and the first carrier is rotated corresponding to the transmission input member, when the toroidal transmission mechanism is set to a predetermined speed ratio, the rotation of the second carrier becomes zero. When the toroidal speed change mechanism is shifted from the predetermined speed ratio to the maximum speed ratio, the speed of the second carrier is increased in the forward direction until the second carrier rotates at the same speed as the first carrier, and the toroidal speed change mechanism is moved from the predetermined speed ratio to the predetermined speed ratio. When the gear is shifted to the minimum gear ratio, the speed of the second carrier is increased in the reverse direction,
After the first clutch is engaged and the toroidal transmission mechanism is shifted to the maximum speed ratio, the first clutch is released and the second clutch is engaged to connect the second sun gear to the transmission input member. The second carrier is configured to be rotated to the highest speed in the forward direction when the toroidal speed change mechanism is shifted from the maximum speed ratio to the minimum speed ratio. The toroidal continuously variable transmission according to claim 1, wherein:

Images