JP2000046145A - Toroidal continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the overall size of a toroidal continuously variable transmission with a differential gear mechanism and a gear train for outputting power to the mechanism, while ensuring a necessary reduction ratio of the gear train. SOLUTION: An idle shaft 125 is interposed between a secondary shaft 13 mounted with a planetary gear mechanism 50 and the axis of a differential gear mechanism 130. The shaft 125 is equipped with a first large-diameter idle gear 122 engaging an output gear 121 on the secondary shaft 13 and with a second small-diameter idle gear 123 engaging a driving gear 124 (fourth gear) in the differential gear mechanism 130, both which idle gears are arranged in parallel fashion. The second small-diameter idle gear 123 is arranged at the substantially axially same position as a high-mode clutch 70 mounted on the secondary shaft 13.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a toroidal type continuously variable transmission, and belongs to the technical field of a vehicle transmission.

[0002]

2. Description of the Related Art As a transmission for a vehicle, a roller for transmitting power between two disks is interposed between an input disk and an output disk in a press-contact state, and the roller is tilted to contact the two disks. Toroidal-type continuously variable transmissions in which the gear ratio of power transmission between the two disks is changed steplessly by changing the position in the radial direction are being put into practical use. No. 9-89072 discloses FF (Front Engine
A two-mode continuously variable transmission for a front drive (vehicle) is disclosed.

In this transmission, a toroidal type continuously variable transmission mechanism is arranged on a first shaft to which an engine output is input from one end, and a planetary gear mechanism is arranged on a second shaft parallel to the first shaft. A first power transmission path for transmitting the engine output between the first shaft and the second shaft via the continuously variable transmission and the planetary gear mechanism, and a second power transmission path for transmitting the engine output only via the continuously variable transmission mechanism. A power transmission path is provided, and first and second clutch means for connecting and disconnecting these power transmission paths are arranged on both sides of the planetary gear mechanism on the second shaft, respectively. A gear train for outputting power to a differential gear mechanism on the third shaft is provided.

The transmission is provided with control means for controlling the operation of the continuously variable transmission mechanism and the first and second clutch means, and the control means selects the first power transmission path. By controlling the gear ratio of the continuously variable transmission mechanism in the state (low mode), a neutral state (geared neutral), a forward state and a reverse state with a large reduction ratio are formed, and the second power transmission path is established. In the selected state (high mode), a forward state with a small reduction ratio is formed.

[0005]

In the above-described continuously variable transmission for a front-wheel drive vehicle, power is output from the differential gear mechanism and the transmission mechanism to the differential gear mechanism as described above. The gear train is integrally formed. In the transmission disclosed in the above publication, a small-diameter output gear (final drive pinion) provided on the second shaft (output side shaft) is used as the gear train. And a gear train including a large-diameter drive gear (final drive gear) provided on a differential gear mechanism (differential device) on the third shaft.
The output from the transmission mechanism is reduced and transmitted to the differential gear mechanism.

[0006] In this case, the reduction ratio required when transmitting power to the differential gear mechanism side is usually two gears (or three gears including an intermediate idle gear) as described above. This can be achieved by a single-stage gear train arranged in a single row, but when a particularly large reduction ratio is required, such a single-stage gear train may not be able to achieve the reduction ratio. is there.

In this case, an idle shaft is disposed between the second shaft and the third shaft. A large-diameter first idle gear meshing with an output gear on the second shaft is provided on the idle shaft. And a small-diameter second idle gear meshing with the differential gear mechanism drive gear is arranged side by side to perform a first-stage reduction between the output gear and the first idle gear, and to reduce the speed between the second idle gear and the drive gear. It is conceivable that the second stage deceleration is performed to obtain a large reduction ratio as a whole.

However, when such a two-stage gear train is provided as a gear train between the second shaft and the third shaft, the space for disposing the gear train becomes large, and therefore, the gear train is particularly arranged on the second shaft. Interference with the clutch means causes a problem, and in order to avoid this problem, there arises a problem that the entire transmission becomes large.

Accordingly, the present invention provides a toroidal type continuously variable transmission in which a differential gear mechanism and a gear train for outputting power from the transmission mechanism to the differential gear mechanism are integrally provided as described above. It is an object of the present invention to obtain a required reduction ratio of the gear train while appropriately avoiding an increase in the size of the transmission by appropriately setting the configuration and arrangement of the gear train.

[0010]

Means for Solving the Problems In order to solve the above problems, the present invention is characterized in that it is configured as follows.

First, an invention according to claim 1 of the present application (hereinafter referred to as a first invention) is a toroidal stepless stepless motor disposed on a first shaft to which an engine output is inputted from one end. A speed change mechanism, a forward / reverse switching mechanism disposed on a second axis parallel to the first axis, a differential gear mechanism disposed on a third axis parallel to these axes, and a differential gear mechanism disposed on the second axis. The toroidal-type continuously variable transmission, comprising: clutch means arranged to transmit power between the first shaft and the second shaft; and control means for controlling the operation of the continuously variable transmission mechanism and the clutch means. An output gear on the second shaft between the second and third shafts, and a large gear provided on the idle shaft disposed between the second and third shafts and meshed with the output gear. A first idle gear having a diameter, and a first idle gear on the idle shaft. And a gear train including a small-diameter second idle gear and a differential gear mechanism driving gear provided on the differential gear mechanism on the third shaft and meshed with the second idle gear. The second idle gear is arranged at substantially the same axial position as the clutch means on the second shaft.

Further, the invention according to claim 2 (hereinafter referred to as second invention)
In the first invention, the first shaft and the second shaft
A first power transmission path and a second power transmission path are provided between the shaft and the first power transmission path, and the first power transmission path is connected to and disconnected from the second power transmission path as clutch means. A second clutch means is provided, and these clutch means are arranged on both sides of the forward / reverse switching mechanism on the second shaft, respectively, and the second idle gear on the idle shaft is connected to the first and second clutch means. It is characterized in that it is arranged at substantially the same position in the axial direction as the clutch means with the smaller transmission torque.

Further, the invention according to claim 3 (hereinafter referred to as a third invention) is a toroidal type continuously variable transmission mechanism arranged on a first shaft to which an engine output is inputted from one end.
A planetary gear mechanism arranged on a second axis parallel to the first axis, a differential gear mechanism arranged on a third axis parallel to these axes, and a first gear mechanism arranged on the second axis; A clutch means for transmitting power between the shaft and the second shaft; and a control means for controlling the operation of the continuously variable transmission mechanism and the clutch means, and a speed ratio control of the continuously variable transmission mechanism by the control means. As a result, in the toroidal-type continuously variable transmission capable of forming the forward state, the reverse state, and the neutral state, the output gear on the second shaft and the second gear are disposed between the second shaft and the third shaft. A large-diameter first shaft provided on an idle shaft disposed between the shaft and a third shaft and meshed with the output gear;
An idle gear, a small-diameter second idle gear arranged in parallel with the first idle gear on the idle shaft, and a differential gear provided in a differential gear mechanism on the third shaft and meshed with the second idle gear. A gear train comprising a mechanism driving gear is provided, and the second idle gear on the idle shaft is arranged at substantially the same axial position as the clutch means on the second shaft.

According to a fourth aspect of the invention (hereinafter referred to as a fourth aspect), in the third aspect, a continuously variable transmission mechanism and a planetary gear mechanism are provided between the first shaft and the second shaft. A first power transmission path for transmitting power via the first power transmission path, and a second power transmission path for transmitting power via only the continuously variable transmission mechanism, and a clutch means for connecting and disconnecting the first power transmission path. A first clutch means and a second clutch means for connecting and disconnecting the second power transmission path, and the first clutch means is provided on the second shaft at a position opposite to the differential gear mechanism of the planetary gear mechanism.
The clutch means is provided with the second clutch means on the side where the differential gear mechanism is provided, and the second idle gear on the idle shaft is arranged at substantially the same axial position as the second clutch means. And

With the above configuration, the following effects can be obtained according to the present invention.

First, according to the first aspect, the second shaft to which the engine output is shifted and transmitted by the continuously variable transmission mechanism;
A gear train passing through an idle shaft is interposed between a third shaft provided with a differential gear mechanism, and an output gear on a second shaft constituting the gear train and a large-diameter gear on the idle shaft. The first idle gear causes a first-stage deceleration to be performed, and a small-diameter second idle gear arranged in parallel with the first idle gear on the idle shaft and driving of a differential gear mechanism on the third shaft. The second stage deceleration is performed by the gear. Therefore, the second
Power is transmitted from the shaft to the differential gear mechanism at a reduced speed required.

According to the above construction, the small-diameter second idle gear on the idle shaft is arranged at substantially the same axial position as the clutch means on the second shaft.
By providing a two-stage reduction gear train, the transmission is prevented from becoming larger.

That is, when the clutch means on the second shaft is located near the gear train, if the clutch means and the large-diameter first gear on the idle shaft are arranged identically in the axial direction, In order to avoid such interference, the distance between the second shaft and the idle shaft must be increased, or the clutch means and the gear must be offset in the axial direction. By disposing the second idle gear and the clutch means at substantially the same position in the axial direction,
The increase in the inter-shaft distance and the increase in the axial dimension are suppressed, and the transmission is configured to be compact.

According to the second aspect of the present invention, the first and second power transmission paths are provided between the first and second shafts, and the first and second power transmission paths are connected and disconnected as the clutch means. When one clutch means and a second clutch means for connecting / disconnecting the second power transmission path are provided, and these clutch means are disposed on both sides of the forward / reverse switching mechanism on the second shaft, the idle shaft Is arranged at substantially the same axial position as that of the first or second clutch means, which transmits less torque and therefore has the smaller outer diameter. The smaller of the two idle gears is arranged at substantially the same position in the axial direction. Therefore, when any one of the clutch means and any one of the idle gears are arranged in the same axial direction to reduce the axial dimension, the distance between the second shaft and the idle shaft should be minimized. Therefore, the entire transmission is configured to be more compact.

On the other hand, according to the third aspect of the invention, the toroidal in which the forward, reverse, and geared neutral states can be formed by the continuously variable transmission mechanism on the first shaft and the planetary gear mechanism on the second shaft. In the continuously variable transmission, the first
Similarly to the invention, the two-stage reduction gear train enables power to be transmitted at a required reduction ratio from the second shaft to the differential gear mechanism on the third shaft, and the two-stage reduction gear is used. The provision of the rows suppresses an increase in the size of the transmission.

According to the fourth aspect of the invention, the continuously variable transmission on the first shaft and the planetary gear mechanism on the second shaft can form a forward traveling state, a reverse traveling state, and a geared neutral state, and A first power transmission path for transmitting power between the first shaft and the second shaft via the continuously variable transmission mechanism and the planetary gear mechanism, and a second power transmission path for transmitting power only via the continuously variable transmission mechanism. When a power transmission path is provided and a first clutch means for connecting / disconnecting the first power transmission path and a second clutch means for connecting / disconnecting the second power transmission path are provided, like the above-mentioned inventions, The gear train of the step-down type is provided while avoiding an increase in the distance between the second shaft and the idle shaft.

In particular, the first clutch means for connecting and disconnecting the first power transmission path having the larger transmission torque of the first and second power transmission paths, that is, the transmission torque is large,
Therefore, the clutch means having the larger outer diameter is disposed on the second shaft on the side of the planetary gear mechanism opposite to the position where the differential gear mechanism is disposed, and the clutch means having the smaller transmission torque is disposed on the side where the differential gear mechanism is disposed. Since the second clutch means for connecting and disconnecting the power transmission path, that is, the clutch means having the smaller outer diameter, is provided, the entire transmission can be made more compact as in the second invention.

[0023]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A toroidal type continuously variable transmission according to an embodiment of the present invention will be described below.

FIG. 1 is a skeleton view showing a mechanical structure of a transmission according to the present embodiment. This transmission 10 has an input shaft connected to an output shaft 2 of an engine 1 via a torsional damper 3. 11, a hollow primary shaft 12 that is loosely fitted to the outside of the shaft 11, and a secondary shaft 13 that is arranged in parallel with the shafts 11, 12.
All are arranged so as to extend in the lateral direction of the vehicle. The input shaft 11 and the primary shaft 12 are provided at the end of the transmission 10 on the side opposite to the engine.
An intermediate shaft 14 is arranged between the intermediate shaft 14 and the secondary shaft 13.

On the primary shaft 12, first and second toroidal-type continuously variable transmission mechanisms 20, 30 and a loading cam mechanism 40 are provided. On the secondary shaft 13, a planetary gear is provided. A gear mechanism 50;
A low mode clutch 60 and a high mode clutch 70 are provided, and a start clutch 80 is provided on the intermediate shaft 14.

A speed increasing gear train 90 is interposed between the intermediate shaft 14 and the end of the input shaft 11 on the side opposite to the engine, and the axis of the input shaft 11 and the primary shaft 12 Between the transmission and the axis of the secondary shaft 13.
Gear trains 100 and 110 are provided. An output gear train 120 is provided at an end of the secondary shaft 13 on the engine side, and the left and right axles 4 and 5 are driven by the gear train 120 via a differential gear mechanism 130. I have.

Next, the above configuration will be described in more detail with reference to FIGS.

First, as shown in FIG.
The continuously variable transmission mechanisms 20 and 30 have substantially the same configuration, and in both cases, the input disk 2 whose opposing surface is a toroidal surface.
1, 31 and output disks 22, 32, and two rollers 23, 33 for transmitting power between the two disks 21, 22 and 31, 32, respectively, are provided between the facing surfaces. (See FIG. 8).

Of these continuously variable transmission mechanisms 20, 30,
First continuously variable transmission mechanism 2 arranged farther from engine 1
0 indicates that the input disk 21 is located on the opposite side to the engine, the output disk 22 is located on the engine side, and the second continuously variable transmission mechanism 30 that is located closer to the engine 1 has the input disk 31 located on the engine side, The output disk 32 is arranged on the side opposite to the engine. And the two continuously variable transmission mechanisms 20, 3
0 input disks 21 and 31 are the primary shaft 12
And the output discs 22 and 32 are integrated into the primary shaft 12.
Is rotatably supported by the middle part of the.

Further, a loading cam mechanism 4 is provided on the side of the first continuously variable transmission mechanism 20 opposite to the input disk 21 on the engine side.
0 is provided. This loading cam mechanism 40
The cam disk 41 and the input disk 21 supported on the primary shaft 12 are formed as a pair of cam surfaces, and a plurality of rollers 42... 42 are arranged between the cam surfaces. I have.

When torque is transmitted between the cam disk 41 and the input disk 21 of the first continuously variable transmission mechanism 20, the roller 42
42, the input disk 21 is pressed to the engine side, and the reaction force is transmitted from the cam disk 41 to the input disk 31 of the second continuously variable transmission mechanism 30 via the primary shaft 12 so that the input disk 21 31 is pressed against the engine. As a result, in both the first and second continuously variable transmission mechanisms 20 and 30, the rollers 23 and 33 are sandwiched between the input disks 21 and 31 and the output disks 22 and 32, so that a required torque transmission capacity can be obtained. It has become.

On the other hand, as shown in FIGS. 2 and 3, the speed increasing gear train 90 includes a first gear 91 integrally formed at an end of the input shaft 11 on the side opposite to the engine, and an intermediate shaft 14. A second gear 92 is arranged and meshed with the first gear 91.

The first speed change gear train 100 provided adjacent to the engine side of the speed increasing gear train 90 corresponds to the engine of the second gear 92 of the speed increasing gear train 90 on the intermediate shaft 14. A first gear 101 disposed on the side, a second gear 102 rotatably supported on the primary shaft 12 and meshed with the first gear 101, and a first gear The third gear 103 meshes with the third gear 103. Then, the second gear 1 on the primary shaft 12
02 is connected to the cam disk 41 of the loading cam mechanism 40, and the third gear 103 on the secondary shaft 13 is connected to the low mode clutch 60, respectively.

Further, the second gear 92 of the speed increasing gear train 90 on the intermediate shaft 14 and the first gear shifting gear train 1
A start clutch 80 is interposed between the first clutch 101 and the first gear 101. The starting clutch 80 is connected to the clutch drum 8 connected to the second gear 92 of the speed increasing gear train 90.
1, a clutch hub 82 connected to the first gear 101 of the first gear train 100, a plurality of clutch plates 83... 83 interposed therebetween, and an operating pressure supplied to the hydraulic chamber 84. When these clutch plates 83 are connected, the starting clutch 80 is connected.
Is constituted by a piston 85 or the like for tightening.

When the starting clutch 80 is engaged, the second gear 92 of the speed increasing gear train 90 and the first gear 101 of the first speed changing gear train 100 are connected via the clutch drum 81 and the clutch hub 82. And the input shaft 11 is connected to the speed increasing gear train 9.
0 and the first and second gears 101 and 10 of the first gear train for shifting.
2, and the first and third gears 101, 101 of the first gear train for shifting.
Each of the low-mode clutches 60 is connected to the corresponding low-mode clutch 60 via a corresponding one of the clutches 103.

The intermediate shaft 14 is connected to the shaft 1 provided at the end of the transmission case 140 on the side opposite to the engine.
41, and a shaft portion 143 protruding toward the engine side on the inner surface of a rear cover 142 that closes an end of the case 140 on the side opposite to the engine.
The first gear 101 of the first speed change gear train 100 and the second gear 92 of the speed increasing gear train 90 are rotatably supported at 1,143, respectively.

The rear cover 142 is provided with a hydraulic pressure supply passage 144 that extends from the transmission control unit, which will be described later, to the inside of the shaft portion 143 in the axial direction after passing through the wall surface of the cover 142. The hydraulic pressure supply passage 144 is connected to the hydraulic chamber 84 of the starting clutch 80 through a through hole 92 a provided in the second gear 92 of the speed increasing gear train 90.
Is communicated to.

Next, referring to FIGS. 2 and 4, the planetary gear mechanism 50 on the secondary shaft 13 and the low mode clutch 6
The configuration of the zero and high mode clutch 70 and the like will be described.

First, a planetary gear mechanism 50 arranged at the center of the secondary shaft 13 includes a sun gear 51, a plurality of pinions 52...
52 are constituted by a pinion carrier 53 rotatably supporting the pinions 52 and 52 and an internal gear 54 meshed with each of the pinions 52... Output element.

The low mode clutch 60 disposed on the side opposite to the engine of the planetary gear mechanism 50 includes a clutch drum 61, a clutch hub 62, and a plurality of clutch plates 63 ... 63 interposed therebetween. , Hydraulic chamber 64
When the operating pressure is supplied to these clutch plates 63 ...
It is composed of a piston 65 and the like to which the coupling 63 is connected.

The clutch drum 61 is connected to the third gear 103 of the first transmission gear train 100 rotatably supported at the end of the secondary shaft 13 on the side opposite to the engine. Planetary gear mechanism 5
0, so that when the low mode clutch 60 is engaged, the third gear 103 of the first gear train 100 and the planetary gear mechanism 50 are engaged.
And the pinion carrier 53 as the first input element.

On the engine side of the planetary gear mechanism 50 on the secondary shaft 13, a second gear 112 of the second gear train 110 is arranged.

The second speed change gear train 110 includes a first gear 111 provided on the outer periphery of output disks 22 and 32 on which the continuously variable transmission mechanisms 20 and 30 are integrated on the primary shaft 12 and the first gear 111. The second gear 112 is meshed with the gear 111. The second gear 112 is connected to the sun gear 5 of the planetary gear mechanism 50.
1 so that the continuously variable transmission mechanism 20,
The output disks 22 and 32 of 30 and the sun gear 51 as the second input element of the planetary gear mechanism 50 are always linked.

Further, a high mode clutch 70 is provided on the secondary shaft 13 on the engine side of the second gear 112 of the second transmission gear train 110. This high mode clutch 70 also has a clutch drum 71,
A clutch hub 72, a plurality of clutch plates 73 ... 73 interposed therebetween, a piston 75 for connecting the clutch plates 73 ... 73 when the operating pressure is supplied to the hydraulic chamber 74, and the like. .

The clutch drum 71 is connected to the first gear 121 of the output gear train 120 fixed to the end of the secondary shaft 13 on the engine side, and the clutch hub 72 is connected to the second gear for shifting. The second gear 112 of the second transmission gear train 110 is connected to the secondary shaft 13 or the output gear train 120 when the high mode clutch 70 is engaged. Will be.

Here, as shown in FIG. 4, the end of the secondary shaft 13 on the side opposite to the engine is connected to the rear cover 1.
The shaft portion 14 provided on the inner surface of the shaft 42 and protruding toward the engine.
5 and two hydraulic supplies for a low mode clutch and a high mode clutch, which are guided through a wall surface of the cover 142 from a speed change control unit, which will be described later, in the shaft portion 145. Passages 146 and 147 extend toward the engine.

The low-mode clutch hydraulic pressure supply passage 146 passes through a radial through-hole 13 a provided in the secondary shaft 13 and a through-hole 61 a provided in the inner peripheral portion of the clutch drum 61 in the low-mode clutch 60. And is in communication with a hydraulic chamber 64 of the low mode clutch 60.
47 is an inner peripheral portion of the clutch drum 71 in the high-mode clutch 70 and a radial through-hole 13 c of the high-mode clutch 70 after being guided to the engine side through an axial through-hole 13 b provided in the secondary shaft 13. Is connected to a hydraulic chamber 74 of the high mode clutch 70 through a through hole 71 a provided in the high mode clutch 70.

The structure of the output gear train 120 will be described with reference to FIGS. 2 and 5.
The first gear 121 fixed to the engine-side end of the secondary shaft 13 and coupled to the shaft 13 and the clutch drum 71 of the high mode clutch 70, the transmission case 140, and the engine-side end thereof are closed. A second gear 122 fixed to an idle shaft 125 rotatably supported at both ends by a front cover 148 and meshed with the first gear 121;
And a fourth gear 124 disposed on the axis of the axles 4 and 5 and meshed with the third gear 123.
It is composed of And the fourth gear 124 is
Differential gear mechanism 13 arranged on the axis
0, the power from the secondary shaft 13 is input to the differential gear mechanism 130 via the first to fourth gears 121 to 124 of the output gear train 120.

In that case, the idle shaft 125
The second gear 122 and the third gear 123 that rotate the same above have the latter smaller in diameter than the former, and the second gear 122 has a larger diameter than the first gear 121 on the secondary shaft 13 meshed with the second gear 122 and the third gear 123. And the third gear 12
The third gear 3 has a smaller diameter than the fourth gear 124 on the axis of the axles 4 and 5 meshing with the second shaft. Therefore, by passing through the second and third gears 122 and 123 on the idle shaft 125, the secondary shaft The transmission of the rotation from the thirteenth side to the differential gear mechanism 130 side is performed at a reduced speed in two stages.

In addition to the above-described structure, the transmission 10 includes an oil pump 150, an operating pressure for engaging the clutches 60, 70, and 80 and a continuously variable transmission using the discharge pressure of the oil pump 150 as a base pressure. A speed change control unit 160 is provided for generating a speed ratio control operating pressure of the mechanisms 20 and 30 and controlling these operations.

As shown in FIGS. 2, 3 and 6, at the rear end of the input shaft 11 for driving the oil pump 150, a speed increasing gear train 90 integrated with the shaft 11 is provided. 1 gear 91 and primary shaft 1
A sprocket 151 is mounted so as to be located between the second gear 102 of the first transmission gear train 100 and the sprocket 151 and the oil pump 150.
A chain 153 is wound around a sprocket 152 attached to an input shaft of the motor. Therefore, the oil pump 150 is constantly driven by the engine output shaft 2 via the input shaft 11, the chain 153, and the like.

As shown in FIGS. 6 and 7, the transmission control unit 160 is attached to one side surface 140a of the transmission case 140 and is covered by a cover 170. In particular, as shown in FIG. As described above, the oil pump 150 is attached to the shift control unit 160. And, with this oil pump 150,
Hydraulic oil in the oil pan 171 attached to the lower surface 140b of the transmission case 140 (the oil level is indicated by reference character A) is sucked in through the oil strainer 180 and supplied to the shift control unit 160, which controls the shift. Unit 1
After being adjusted to a predetermined operating pressure at 60, the hydraulic pressure supply passages 144, 146, 1
47, the starting clutch 80, the low mode clutch 6
0 and the high mode clutch 70 are supplied as operating pressure. The operating pressure for gear ratio control is
The trunnion drive unit 161 of the shift control unit 160
(See also FIG. 8), whereby the speed ratio of the continuously variable transmission mechanisms 20, 30 is controlled.

Next, the operation of the transmission 10 according to this embodiment will be described.

First, the structure and operation of the continuously variable transmission mechanisms 20 and 30 will be described with reference to FIG.
0 will be described in detail.
A pair of rollers 23, 23 interposed between the first and second 22,
The discs 21, 22 are supported by trunnions 25, 25 via shafts 24, 24 extending substantially in the radial direction, respectively, and are 180 ° opposite to each other on the circumference of the toroidal surfaces of the input and output discs 21, 22 facing each other. The two disks 21 and 2 are arranged at almost two positions on the opposite side of the peripheral surface by 180 ° with a slight inclination.
The two toroidal surfaces are in contact with each other.

The trunnions 25, 25 are connected to the left and right support members 26,
26, a rotation about the axis X, which is tangential to the disks 21, 22 and is orthogonal to the shafts 24, 24 of the rollers 23, 23, and a linear reciprocating motion in the axis X, X direction. It is possible. Rods 27, 27 extending to one side along the axes X, X are connected to the trunnions 25, 25, and the transmission control unit 160 transmits the rods 27, 27 via the rods 27, 27.
The trunnions 25, 25 are driven in the X, X directions described above, and the rollers 23, 23 enter, and the output disk 2
It is tilted between 1 and 22.

That is, the transmission control unit 160
It has a nonion drive unit 161 and a hydraulic control unit 162,
The first trunnion positioned above the nonion drive unit 161
25 ₁For speed increase and deceleration attached to the rod 27
Piston 163₁, 164₁And the second to
Lannion 25_TwoAlso attached to the rod 27 of
Piston 163 for speed and deceleration_Two, 164_TwoBe prepared
The upper piston 163₁, 164₁Oppose each other
Hydraulic chamber 165 for speed increase and deceleration on the surface side₁, 166₁But
The lower piston 163_Two, 164_TwoOppose each other
Hydraulic chamber 165 for speed increase and deceleration on the surface side_Two, 166_TwoBut it
Each is provided.

The first trunnion 25 located above
For _1, the can roller 23 ₁ side hydraulic chamber 165 ₁ for speed increase, reduction hydraulic chamber 166 ₁ is arranged in the counter-roller 23 ₁ side, and the second trunnion 25 located below
For _2, the speed increase for the hydraulic chamber 165 ₂ counter-roller 23 ₂
On the side, the hydraulic chambers 166 ₂ are arranged on the roller 23 ₂ side for deceleration.

[0058] Then, the hydraulic control unit hydraulic 162 accelerated generated in, via the oil passage 167 and 168, the hydraulic pressure chamber for increasing speed of the first trunnion 25 ₁ located above 165
₁ and the speed increasing hydraulic chamber 165 _{2 of} the second trunnion 25 ₂ located below.
Decelerating hydraulic pressure generated by 2, through an oil passage (not shown), a speed reduction hydraulic chamber 166 of the _first trunnion 25 ₁ is located above, the second trunnion 25 ₂ of the speed reduction hydraulic chamber positioned below 166 ₂ .

The relationship between the supply control of the speed increasing and deceleration hydraulic pressures and the shifting operation of the continuously variable transmission mechanism 20 will be described in further detail, taking the first continuously variable transmission mechanism 20 as an example.

First, the operation of the hydraulic control unit 162 shown in FIG.
The first and second trunnions 25 ₁, 25_TwoSpeed increasing oil
Pressure chamber 165₁, 165_TwoThe hydraulic pressure supplied to the
First and second trunnions 25₁, 25_TwoHydraulic chamber 16 for deceleration
6₁, 166_TwoPredetermined for the deceleration oil pressure supplied to
When the vehicle is relatively higher than the neutral state, the upper first
ON 25₁Is the second tiger on the right
Nion 25_TwoIs to move diagonally down and to the left
Become.

At this time, the output disk 2 shown in FIG.
When 2 is assumed to rotate in the x-direction, the first roller 23 ₁ of the upper receives a downward force from the output disk 22 by the movement to the right obliquely upward, counter x direction In the front side of the drawing Receives an upward force from the input disk 21 which is rotating in the upward direction. The second roller 23 ₂ The lower the movement to the left obliquely downward, receives the upward force from the output disk 22, will receive a downward force from the input disk 21. As a result, the upper and lower rollers 23 _1, 23 ₂ both the outer contact position in the radial direction of the input disk 21, the contact position between the output disk 22 is tilted so as to move radially inwardly, the Mu The gear ratio of the step transmission mechanism 20 is reduced (increased speed).

[0062] Furthermore, contrary to the above, first, second trunnions 25 _1, 25 deceleration hydraulic chamber 166 ₁ of _2, 166 decelerating hydraulic pressure supplied to the _2, first, second trunnions 2
5 _1, 25 speed increasing hydraulic chamber 165 ₁ of _2, 165 when ₂ becomes relatively higher than the predetermined neutral condition relative increasing speed hydraulic pressure supplied to the upper of the first trunnion 25 ₁ is on the drawing, to the left obliquely downward, the second trunnion 25 ₂ the lower respectively move to the right obliquely upward.

[0063] At this time, the upward force the first roller 23 ₁ upward from the output disk 22, receives a downward force from the input disk 21, and the second roller 23 of the lower ₂
Receives a downward force from the output disk 22 and an upward force from the input disk 21. As a result, the upper and lower rollers 23 _1, 23 ₂ both the inner contact position in the radial direction of the input disk 21, the contact position between the output disk 22 is tilted so as to move outward in a radial direction, the Mu The speed ratio of the step transmission mechanism 20 increases (deceleration).

The structure and operation of the first continuously variable transmission mechanism 20 are the same as those of the second continuously variable transmission mechanism 30.

As shown in FIG. 2, the input discs 21 and 31 of the first and second continuously variable transmission mechanisms 20 and 30 are provided at both ends of the hollow primary shaft 12 loosely fitted on the input shaft 11. Are fitted so as to rotate integrally with each other, so that these input disks 21 and 31 always rotate the same, and as described above, the output disks 22 and 31 of both continuously variable transmission mechanisms 20 and 30 are provided. Since the motor 32 is integrated, the rotational speeds on the output side of the two continuously variable transmission mechanisms 20 and 30 are always the same. Along with this, the control of the speed ratio of the first and second continuously variable transmission mechanisms 20 and 30 by the tilt control of the rollers 23 and 33 as described above is also performed.
This is performed so that the speed ratio is always kept the same.

Next, the overall operation of the transmission 10 will be described.

First, while the engine 1 is stopped, the start clutch 80, the low mode clutch 60 and the high mode clutch 70 are all in a released state. When the engine 1 is started from this state, the low mode The clutch 60 is engaged.

In this case, at the time of starting or immediately after starting, the starting clutch 80 is held in the disengaged state.
The rotation of the engine 1 is transmitted only from the input shaft 11 to the speed increasing gear train 90, and the speed change first gear train 10
0, the path from the first gear 101 to the continuously variable transmission mechanisms 20 and 30 via the second gear 102 and the loading cam mechanism 40, and the first gear 1 of the first gear train 100 for shifting.
The paths from 01 to the planetary gear mechanism 50 via the third gear 103 and the low mode clutch 60 are all disconnected from the input shaft 11. Therefore, the load acting when starting the engine 1 is reduced,
As a result, the startability of the engine 1 is improved.

The starting clutch 80 is engaged at a predetermined time after the engine is started. Until then, the rotation of the input shaft 11 drives the oil pump 150 via the chain 153 and the like. Therefore, even at a very low temperature where the rise or supply of the operating pressure is delayed due to the high viscosity, the hydraulic control unit 162 of the transmission control unit 160 can control the starting clutch 8
When the starting clutch 80 is engaged, the low mode clutch 60 is completely engaged, and the continuously variable transmission 20, 30 is also in a state where predetermined gear ratio control is possible.

When the starting clutch 80 is engaged in this state, the rotation from the engine 1 passes through the speed increasing gear train 90 and the starting clutch 80 from the input shaft 11 and then to the first shifting gear train. 100, the first gear 101, the third gear 103 and the low mode clutch 6
0 is input to the pinion carrier 53 of the planetary gear mechanism 50. The rotation from the engine 1 also passes through the speed increasing gear train 90 and the starting clutch 80,
The input gear is input to the input disk 21 of the first continuously variable transmission mechanism 20 via the first gear 101 and the second gear 102 of the first gear train 100 for shifting and the loading cam mechanism 40, and is output via the rollers 23 and 23. 22, the input disk 3 of the second continuously variable transmission mechanism 30 from the input disk 21 via the primary shaft 12.
1 as well as the first continuously variable transmission mechanism 20 described above.
It is transmitted to the output disk 32 via the rollers 33, 33.

The first and second continuously variable transmission mechanisms 2
The rotation of the integrated output disks 22, 32 of the first and second gears 0, 30 is performed by rotating the first gear 111 of the second gear train 110 provided on the outer periphery of the disks 22, 32 and the second gear 112 on the secondary shaft 13. Through the planetary gear mechanism 5
0 is input to the sun gear 51.

Therefore, the rotation is inputted to the pinion carrier 53 and the sun gear 51 to the planetary gear mechanism 50. At this time, the ratio of the rotation speeds is set to the first and second continuously variable transmission mechanisms 20. , 30 is set to a predetermined ratio, so that the planetary gear mechanism 50
Of the internal gear 54, that is, the rotation input from the secondary shaft 13 to the differential gear device 130 via the output gear train 120 is set to zero, and the transmission 10 is in a geared neutral state.

In this case, as described above, when the starting clutch 80 is connected, the working pressure for the speed ratio control of the continuously variable transmission mechanisms 20 and 30 can be adjusted to the required oil pressure with high accuracy. As a result, the gear ratio control for geared neutral as described above is correctly performed, and the durability of the continuously variable transmission mechanisms 20 and 30 is improved by performing this control when the operating pressure is insufficient or unstable. Inconveniences such as deterioration of performance are prevented.

From this state, the speed ratio of the first and second continuously variable transmission mechanisms 20 and 30 is changed to change the input rotation speed of the planetary gear mechanism 50 to the pinion carrier 53 and the input rotation speed to the sun gear 51. If you change the ratio with the speed,
In a state where the transmission 10 as a whole has a large gear ratio, that is, in a low mode state, the internal gear 54 or the secondary shaft 13 rotates in the forward or backward direction,
The vehicle starts via the differential gear mechanism 130.

In this low mode, the reaction force when power is input to the planetary gear mechanism 50 on the secondary shaft 13 via the first speed change gear train 100 and the low mode clutch 60 is applied to the planetary gear mechanism 50. Are input to the output disks 22, 32 of the continuously variable transmission mechanisms 20, 30 on the primary shaft 12 via the second gear train 110 for transmission, and the output disks 22, 32 are transmitted through the continuously variable transmission mechanisms 20, 30. After being transmitted from the side 32 to the input disks 21 and 31, the first gear train 100
Is input to the planetary gear mechanism 50 again, and a circulating torque as shown by an arrow a in FIG. 1 is generated.

When the low mode clutch 60 is released and the high mode clutch 70 is engaged at a predetermined timing after the vehicle starts moving in the forward direction as described above, the engine input to the input shaft 11 1 from the loading cam mechanism 40, the input discs 21 of the first and second continuously variable transmission mechanisms 20 and 30,
31 and transmitted to output disks 22 and 32 via rollers 23 and 33, respectively.
The power is transmitted from the second speed change gear train 110 to the secondary shaft 13 via the high mode clutch 70. At this time, the planetary gear mechanism 50 is in an idling state, and the speed ratio of the transmission 10 as a whole corresponds only to the speed ratios of the first and second continuously variable transmission mechanisms 20, 30. Is controlled steplessly in a small state, that is, in a high mode state.

In the transmission 10, as described above, the power from the input shaft 11 is input to the planetary gear mechanism 50 or the continuously variable transmission mechanisms 20 and 30 via the speed increasing gear train 90. Therefore, the torque input to the planetary gear mechanism 50 or the continuously variable transmission mechanisms 20 and 30 is reduced by the increased speed, and accordingly,
The circulating torque in the low mode, which is the maximum torque passing through the continuously variable transmission mechanisms 20, 30, is also reduced.

Therefore, the continuously variable transmission mechanisms 20, 30
And the mechanisms 20, 30 can be made compact, and the friction at the contact surfaces between the input and output disks 21, 31, 22, 32 and the rollers 23, 33 can be reduced. Thus, its torque transmission efficiency and durability are improved. Further, it is possible to reduce the operating pressure for controlling the gear ratio and to reduce the amount of lubricating oil.
By reducing the zero drive loss, the power transmission efficiency of the transmission 10 as a whole is also improved.

The starting clutch 80 is also provided with a speed increasing gear train 90.
, The input torque is reduced by the increased speed in the speed increasing gear train 90.
This starting clutch 80 can also reduce the torque transmission capacity, and can be made compact, reduce the operating pressure, and the like. Further, the same operation is performed by the low mode clutch 6.
0 and the high mode clutch 70 are also obtained.

In this transmission 10, as shown in FIGS. 2 and 3, the sprocket 151 for driving the oil pump on the input shaft 11 is connected to the position of the starting clutch 80 on the intermediate shaft 14. They are arranged at substantially the same position in the axial direction. Accordingly, the sprocket 151 is provided by effectively utilizing the space in the axial direction generated by the provision of the starting clutch 80, and an increase in the axial size of the transmission 10 as a whole is suppressed.

The sprocket 151 is disposed between the first gear 91 of the speed increasing gear train 90 and the second gear 102 of the first speed changing gear train 100 on the input shaft 11. The sprocket 151 and the chain 153 wound around the sprocket 151 are arranged without interfering with the continuously variable transmission mechanisms 20 and 30.

Further, as shown in FIG. 3 and FIG.
A hydraulic pressure supply passage 144 to the starting clutch 80 disposed on the intermediate shaft 14 and a hydraulic pressure supply passage 146, 147 to the low mode clutch 60 and the high mode clutch 70 disposed on the secondary shaft 13 have rear portions. The intermediate shaft 14 is provided on the cover 142.
And extends from the same end of the secondary shaft 13 toward the engine. Also, the rear cover 142
Near the oil pump 150 and the transmission control unit 16
0 is arranged. Therefore, the oil pump 15
0 to transmission passages 144, 146, 147 of the operating pressure from the shift control unit 160 to the starting clutch 80, the low mode clutch 60 and the high mode clutch 70.
However, both are short and their lengths are equalized. As a result, each of the clutches 60, 70, 80
As a result, the operating pressure can be supplied with good responsiveness, and the operating timing of these clutches 60, 70, 80 can be set with high accuracy.

Further, in the transmission 10, power from the engine 1 is input from the input shaft 11 to the continuously variable transmission mechanisms 20, 30 and the planetary gear mechanism 50 via the speed increasing gear train 90. Therefore, the output gear train 120 that transmits power from the secondary shaft 13 to the differential gear mechanism 130 is configured as a reduction gear train. In this case, the gear train 120
The transmission is configured such that a required reduction ratio can be obtained without causing a problem such as enlargement of the entire transmission.
Next, this point will be described.

As described above, the output gear train 120 is composed of the first gear 121 on the secondary shaft 13 and the second and third gears 122 and 123 arranged on the idle shaft 125 so as to rotate in the same direction. And a fourth gear 124 disposed on the axis of the axles 4 and 5 or the differential gear mechanism 130.
By setting the diameter of 24 to a predetermined size, two-stage deceleration is performed when power is transmitted from the secondary shaft 13 to the differential gear mechanism 130.

In that case, as shown in FIG.
Second and third gears 122, 1 on idle shaft 125
Reference numeral 23 denotes a large-diameter second gear 122 disposed on the engine 1 side and a small-diameter third gear 123 disposed on the opposite side to the engine 1.
On the other hand, a high mode clutch 70 is disposed at an end on the engine side on the secondary shaft 13 close to the output gear train 120.
The small-diameter third gear 123 of the output gear train 120 is connected to the secondary shaft 1 as shown in FIG.
3 and on the idle shaft 125, at substantially the same position in the axial direction.

That is, the idle shaft 12 corresponds to the position on the secondary shaft 13 where the high mode clutch 70 having a larger diameter than the first gear 121 is provided.
The third gear 123 having a small diameter is disposed on the upper gear 5 so that the distance between the secondary shaft 13 and the idle shaft 125 can be reduced, or the high mode clutch 70 and the idle shaft There is no need to axially offset the gears on 125 and, as a result, the entire transmission 10 is made compact.

Further, the low mode clutch 6 arranged on both sides of the planetary gear mechanism 50 on the secondary shaft 13
0 and the high mode clutch 70 of which the transmission torque is smaller and therefore the diameter is smaller
Is arranged on the same engine side as the above-mentioned output gear train 120, so that the entire transmission can be downsized.

That is, when the low mode clutch 60 and the output gear train 120, which have a large transmission torque and therefore a large diameter, are arranged close to each other on the engine side or the non-engine side, the transmission is shifted in order to avoid interference therebetween. As described above, by arranging the high-mode clutch 70 having a smaller diameter on the same side as the output gear train 120, the size of the entire transmission can be increased. It has been avoided.

Further, in this transmission 10,
In particular, as shown in FIG.
Does not extend horizontally, but extends inclining in the vertical plane. Therefore, as described above, the trunnions 25, the rods 27, and the rollers 23, 33 do not move in the horizontal direction, but move diagonally upward to the right or diagonally downward to the left in FIG.

In this case, each trunnion 25 etc.
7, the transmission case 140 is inclined so that one side surface 140a side of the transmission case 140 becomes lower. That is, the operation of the hydraulic control unit 162 causes the trunnion drive unit 161 to receive and discharge the speed-increasing hydraulic pressure and the deceleration hydraulic pressure.
The side where 3,164 is disposed is inclined so as to be lower.

The reason why such an arrangement is employed is as follows.

That is, in the transmission 10, as described above, the output gear train 120 is configured as a reduction gear train to the extent that the engine output is once increased by the speed increasing gear train 90, and the idle shaft A large-diameter second gear 122 and a small-diameter third gear 123 are provided side by side on 125. Then, as described above, the small-diameter third gear 1
23 and the high mode clutch 70 are respectively disposed at the same position in the axial direction. In that case, the third gear 12
3 is the fourth gear 124 of the differential gear mechanism 130
Therefore, the large-diameter fourth gear 12
4 and the high mode clutch 70 are disposed at substantially the same position in the axial direction. Therefore, in order to avoid these interferences, the distance between the secondary shaft 13 and the axles 4 and 5 in the differential gear mechanism 130 must be increased.

Further, the second gear 112 of the second speed change gear train 110 on the secondary shaft 13 must mesh with the first gear 111 on the primary shaft 12. Here, the positions of the axles 4 and 5 and the position of the primary shaft 12 are fixed in advance so that they cannot be moved, since these changes involve changes in the size and layout of the drive wheels and the engine 1 respectively. Therefore, without changing the positions of the axles 4 and 5 and the position of the primary shaft 12 in the differential gear mechanism 130, the secondary shaft 112 is kept in mesh with the first gear 111 and the second gear 112 of the second gear train 110 for shifting. In order to move the shaft 13 away from the axles 4 and 5, the position of the axis of the secondary shaft 13 is moved obliquely upward to the right along the arc of the axis of the primary shaft 12 in FIG.

Then, the distance between the axis of the secondary shaft 13 and the axis of the primary shaft 12 becomes shorter in the horizontal direction. Here, when the trunnion 25 or the like is configured to move in the horizontal direction, the support member 26 that supports the trunnion 25 is vertically oriented, and the position of the primary shaft 12 cannot be moved. Will interfere with the low mode clutch 60, the high mode clutch 70, etc. on the secondary shaft 13 (see FIGS. 6 and 7). Therefore, in order to avoid this interference, the trunnions 25 and the like are provided at an angle. Thereby, while avoiding interference between the members of the first and second continuously variable transmission mechanisms 20 and 30 on the primary shaft 12 and the members arranged on the secondary shaft 13, the members on the secondary shaft 13 and the differential gear Interference with the mechanism 130 can also be avoided, and as a result, the reduction ratio of the output gear train 120 can be reliably obtained, and further, the transmission 10 can be made more compact.

In this case, since the pistons 163 and 164 of the trunnion 25 are inclined so as to be lower, the speed-increasing hydraulic chamber 165 and the deceleration hydraulic chamber 166 are also positioned lower in the downward direction. As a result, it is possible to secure the amount of oil for the hydraulic chambers 165 and 166, and to improve the responsiveness of the speed ratio control. 6 and 7, the valve body 162a of the hydraulic control unit 162
Is disposed near the lower surface 140b of the transmission case 140, so that the space below one side surface 140a of the case 140 caused by the inclined provision of the trunnion 25 and the like can be effectively used, and the lateral dimension can be increased. Expansion can be suppressed.

Further, since the valve body 162a and the oil pump 150 are provided near the one side surface 140a, the responsiveness of the supply of the working pressure is improved, and the valve body 162a is disposed on the valve body 162a. 162b (see FIGS. 6 and 7) for controlling the operation of each of the clutches 60, 70 and 80 (see FIGS. 6 and 7).
The solenoid valves 162b... 162b are cooled, and vibration noise is absorbed.

As shown in FIG. 9, the oil pan 1
An oil strainer 180 for sucking the hydraulic oil in 71
On the lower surface 140b of the case 140, the oil pump 1
Since it is provided near 50, efficient suction of hydraulic oil is possible, and conversely, an opening 190 (see FIGS. 6, 7, and 9) for collecting the hydraulic oil as lubricating oil is provided. Since it is provided far from the oil pump 150 and is located below the concentrated portion of each gear and each shaft to be lubricated, the flow of the hydraulic oil in the case 140 is circulated well. .

[0098]

As described above, according to the present invention, a toroidal type continuously variable transmission for a vehicle, in particular, a differential gear mechanism, and a gear for outputting the power shifted by the continuously variable transmission mechanism to the differential gear mechanism. In a transmission in which a gear train is integrally provided, a second gear train is provided between a second shaft provided with a forward / reverse switching mechanism or a planetary gear mechanism and a third shaft provided with the differential gear mechanism.
By arranging the gear train of the step-down type, power can be transmitted to the differential gear mechanism at a reduced speed at a required reduction ratio, and a small-diameter second idle on the idle shaft constituting the gear train is provided. Since the gears are arranged at substantially the same position in the axial direction as the clutch means arranged on the second shaft, an increase in the size of the transmission due to the provision of the two-stage reduction gear train is suppressed. Become.

According to the second and fourth aspects of the present invention, first and second clutch means are provided as the clutch means, and these clutch means are a forward / reverse switching mechanism or a planetary gear mechanism on a second shaft. When placed on both sides of the
The second idle gear on the idle shaft is arranged at substantially the same position in the axial direction as the clutch with the smaller transmission torque of the first and second clutch means, and therefore the outer diameter is smaller. The smaller diameter of the two clutch means and the two idle gears is arranged at substantially the same position in the axial direction. Thereby, the clutch means and the idle gear are arranged in the same direction in the axial direction to reduce the axial dimension, and the increase in the inter-axis distance between the second shaft and the idle shaft is effectively suppressed. As a continuously variable transmission provided with a gear train of a step-down type, a compact transmission is realized.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a mechanical configuration of a toroidal-type continuously variable transmission according to an embodiment of the present invention.

FIG. 2 is a development view showing a specific structure of the transmission.

FIG. 3 is an enlarged view around a starting clutch of the transmission.

FIG. 4 is an enlarged view of the vicinity of the planetary gear mechanism.

FIG. 5 is an enlarged view of the periphery of the differential gear mechanism.

FIG. 6 is an enlarged view showing a configuration of a starting gear train and the like as viewed from the direction of arrow A in FIG. 2;

FIG. 7 is an enlarged view showing a configuration of a second speed change gear train and the like similarly viewed from the direction of arrow B.

FIG. 8 is an enlarged sectional view taken along the arrow CC of FIG. 2;

FIG. 9 is a bottom view of the essential parts as seen from the direction of arrow D in FIG. 6;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Engine 4, 5 3rd axis (axle) 10 Transmission 11 1st axis (input shaft) 13 2nd axis (secondary shaft) 20, 30 Continuously variable transmission mechanism 50 Planetary gear mechanism 60, 70 Clutch means (Low mode clutch) , High mode clutch) 120 Gear train (output gear train) 121 Output gear (first gear) 122 First idle gear (second gear) 123 Second idle gear (third gear) 124 Drive gear (fourth gear) 125 Idle shaft (idle shaft) 130 Differential gear mechanism 160 Control means (transmission control unit)

Claims (4)

[Claims] 1. A toroidal type continuously variable transmission mechanism disposed on a first shaft to which an engine output is input from one end, and a forward / reverse switching mechanism disposed on a second shaft parallel to the first shaft. ,
A differential gear mechanism disposed on a third shaft parallel to these shafts, clutch means disposed on the second shaft for transmitting power between the first shaft and the second shaft, A toroidal-type continuously variable transmission having a transmission mechanism and control means for controlling operation of a clutch means, wherein an output gear on a second shaft is provided between the second shaft and the third shaft. A large-diameter first idle gear provided on an idle shaft disposed between the shaft and the third shaft and meshed with the output gear;
A second idle gear having a small diameter provided in parallel with the first idle gear on the idle shaft; and a differential gear mechanism driving gear provided on the differential gear mechanism on the third shaft and meshed with the second idle gear. And a second gear train on the idle shaft.
A toroidal-type continuously variable transmission, wherein the idle gear is disposed at substantially the same axial position as the clutch means on the second shaft. 2. A first power transmission path and a second power transmission path are provided between a first shaft and a second shaft, and a first power transmission / disconnection path is provided as clutch means for connecting and disconnecting the first power transmission path. A clutch means and a second clutch means for connecting / disconnecting the second power transmission path are provided. These clutch means are respectively disposed on both sides of a forward / reverse switching mechanism on the second shaft, and the second clutch means on the idle shaft. 2. The toroidal type idler according to claim 1, wherein the second idle gear is arranged at substantially the same position in the axial direction as that of the first and second clutch means, the one of which has a smaller transmission torque. 3. Step transmission. 3. A toroidal-type continuously variable transmission mechanism arranged on a first shaft to which an engine output is input from one end, a planetary gear mechanism arranged on a second shaft parallel to the first shaft, A differential gear mechanism arranged on a third axis parallel to these axes, and a first gear and a second gear arranged on the second axis.
A clutch means for transmitting power to and from the shaft; and a control means for controlling the operation of the continuously variable transmission mechanism and the clutch means. A toroidal-type continuously variable transmission capable of forming a reverse state and a neutral state, wherein an output gear on a second shaft is provided between the second shaft and the third shaft; A large-diameter first idle gear provided on the idle shaft disposed between the third shaft and meshing with the output gear; and a small-diameter first idle gear provided in parallel with the first idle gear on the idle shaft. A gear train including a second idle gear and a differential gear drive gear provided on the differential gear mechanism on the third shaft and meshed with the second idle gear is provided, 2 idols Ya is toroidal type continuously variable transmission, characterized in that it is arranged in substantially the same position of the clutch means and the axial direction on the second axis. 4. A first power transmission path for transmitting power through a continuously variable transmission mechanism and a planetary gear mechanism between a first shaft and a second shaft, and power is transmitted only through a continuously variable transmission mechanism. Second to communicate
A power transmission path is provided, and first clutch means for connecting and disconnecting the first power transmission path and second clutch means for connecting and disconnecting the second power transmission path are provided as clutch means. The first clutch means and the second clutch means are respectively arranged on the side of the planetary gear mechanism opposite to the position where the differential gear mechanism is disposed, and the second clutch means on the side of the differential shaft where the differential gear mechanism is disposed.
The toroidal-type continuously variable transmission according to claim 3, wherein the idle gear is arranged at substantially the same position in the axial direction as the second clutch means.