JP2002005259A - Continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve on-vehicle ability by miniaturizing a transmission in which a wrapping type continuously variable transmission mechanism and a planetary gear mechanism are combinedly used. SOLUTION: A continuously variable transmission mechanism 1 has variability in the winding effective diameter of transmission member 10 to a pair of rotors 6 and 8. A planetary gear mechanism 2 is provided as rotating elements with a sun gear 12, a ring gear 13 and a carrier 14 retaining a pinion gear arranged between the gears 12 and 13. The continuously variable transmission is provided with a plurality of combining means 16, 19 and 20 selectively connecting or fixing these rotating elements, wherein among the above mechanism and means the above planetary gear mechanism 2 is at least arranged between the central axes of the pair of rotors 6 and 8.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission capable of continuously changing a gear ratio, and more particularly, to a continuously variable transmission of a winding transmission type and at least one set of planetary gear mechanisms. It relates to a continuously variable transmission.

[0002]

2. Description of the Related Art As a continuously variable transmission mechanism used in a transmission for a vehicle, a belt type and a traction type (toroidal type) are conventionally known. In order to continuously change the gear ratio, these continuously variable transmission mechanisms transmit torque by transmitting friction between transmission members such as belts and power rollers and rotating bodies such as pulleys and disks, and by shearing oil films. It is configured to perform by force or the like.
For this reason, there are problems that the torque that can be transmitted is restricted, and that the power transmission efficiency is reduced when the gear ratio is large or small, and that the gear ratio that can be set in practice is limited.

[0003] Conventionally, a transmission has been constructed by using a gear mechanism such as a planetary gear mechanism in combination without using a continuously variable transmission mechanism alone. One example is described in JP-T-11-504415. Briefly describing an example of the transmission described in this publication,
This transmission includes a belt-type continuously variable transmission mechanism and a single pinion type planetary gear mechanism. A drive pulley of the continuously variable transmission mechanism is disposed on the same axis as the input shaft, and the input shaft and the drive pulley are arranged. And its input shaft is connected to the output shaft of the engine. Further, an intermediate shaft is arranged in parallel with the input shaft, and a driven pulley of the continuously variable transmission mechanism is arranged on the intermediate shaft. Further, an output shaft is arranged in parallel with the input shaft and the intermediate shaft, and a planetary gear mechanism is arranged on the same axis as the output shaft.

A ring gear in the planetary gear mechanism is connected to the output shaft so as to rotate integrally with the output shaft. A sun gear is connected to the intermediate shaft via a gear type speed reducer. It is configured to transmit torque. Further, a gear pair is provided between the carrier and the input shaft, a clutch mechanism is provided between the input shaft and a gear on the input shaft, and a brake mechanism for selectively stopping rotation of the gear. Are arranged coaxially with the input shaft. The planetary gear mechanism is provided with a so-called integrated clutch that integrally rotates the entire planetary gear mechanism.

Therefore, in the transmission described in the above-mentioned publication, if the integrated clutch is engaged to rotate the entire planetary gear mechanism integrally and the gear pair is not connected to the input shaft, the transmission is The speed is changed by the step speed change mechanism, and the torque increased or decreased according to the speed ratio is output from the output shaft. Also, if the gear pair is connected to the input shaft with the integrated clutch released, torque can be transmitted from the input shaft to the carrier, while the gear ratio and the reduction ratio set by the continuously variable transmission mechanism are changed. Since the torque increased or decreased according to the ratio is input to the sun gear, a torque obtained by combining these torques is output from the ring gear via the output shaft. As a result, the range of the speed ratio that can be set is widened, and the power transmission efficiency is improved as compared with the case where the continuously variable transmission mechanism performs the speed change alone.

[0006]

As described above, when a belt type continuously variable transmission and a planetary gear mechanism type transmission mechanism are used together, the belt type continuously variable transmission mechanism requires two shafts for each pulley. In addition to this, since a shaft for a planetary gear mechanism type transmission mechanism is provided, the structure becomes at least a three-axis structure. For this reason, the transmission using both the belt-type continuously variable transmission mechanism and the planetary gear mechanism-type transmission mechanism inherently has a factor in which the dimension in the radial direction increases, but in the transmission described in the above-mentioned publication, Since the belt-type continuously variable transmission mechanism and the planetary gear mechanism-type transmission mechanism are separately and independently arranged, the outer diameter of the transmission as a whole increases, and there is room for improvement in order to improve on-board performance. Was.

In the above-mentioned transmission, a gear pair is arranged between the carrier in the planetary gear mechanism and the brake mechanism for selectively fixing the same, so that the torque required to stop the rotation of the carrier is provided. However, in some cases, the ratio increases according to the speed ratio (gear ratio) of the gear pair. Therefore, in the conventional transmission described above, the braking force is increased to a necessary degree by using a large-diameter brake mechanism, or, in the case of a multi-plate type, the number of friction plates is increased to increase the braking force to an necessary degree. As a result, the outer diameter of the transmission as a whole increases, or the shaft length increases, and there is still room for improving the vehicle mountability in this regard.

The present invention has been made in view of the above technical problem, and is a transmission using both a continuously variable transmission mechanism of a winding type and a transmission mechanism of a planetary gear mechanism type. An object is to provide an excellent continuously variable transmission.

[0009]

SUMMARY OF THE INVENTION In order to achieve the above-mentioned object, the present invention provides a planetary gear mechanism system which makes effective use of a space which is inevitably generated in a winding type continuously variable transmission mechanism. A transmission mechanism is provided. Specifically, the invention of claim 1 is a continuously variable transmission mechanism in which the effective diameter of the transmission member around the pair of rotating bodies is variable,
A planetary gear mechanism having a sun gear, a ring gear, a carrier holding a pinion gear disposed between the sun gear and the ring gear as a rotating element, and a plurality of coupling means for selectively connecting or fixing these rotating elements. A continuously variable transmission, wherein at least the planetary gear mechanism of the planetary gear mechanism and the coupling means is disposed between central axes of the pair of rotating bodies.

Therefore, according to the first aspect of the present invention, the planetary gear mechanism is disposed inside the two central axes on a plane including the central axes of the pair of rotating bodies constituting the continuously variable transmission mechanism. It does not cause outward protrusion in the plane direction of the plane. As a result, the outer diameter of the transmission as a whole can be reduced although a three-shaft structure is obtained by using both the continuously variable transmission mechanism of the winding type and the transmission mechanism of the planetary gear mechanism type. Further, since the planetary gear mechanism type transmission mechanism is surrounded by a member having high rigidity, noise caused by the planetary gear mechanism type transmission mechanism is less likely to be emitted to the outside, and the quietness of the transmission can be improved.

According to a second aspect of the present invention, in the first aspect of the present invention, the plurality of connecting means include a fixing means for selectively fixing any of the rotating elements, and the fixing means is provided with the planetary gear mechanism. A continuously variable transmission, which is arranged on the same axis.

Therefore, according to the second aspect of the present invention, since the fixing means and the rotating element can be connected by a so-called direct connection means such as a shaft member or a cylindrical body, the fixing means can be fixed when fixing the rotating element. As a result, the load acting on the continuously variable transmission does not become an amplified load, and as a result, there is no factor for increasing the size of the fixing means, so that the overall configuration of the continuously variable transmission can be reduced in size.

Further, according to a third aspect of the present invention, there is provided a friction type coupling mechanism according to the first or second aspect, wherein the plurality of coupling means selectively connect the rotating elements which rotate relative to each other among the rotating elements. A continuously variable transmission characterized in that an engagement type coupling mechanism is provided in series with the friction type coupling mechanism.

Therefore, according to the third aspect of the present invention, when the friction type coupling mechanism is set in the release state, that is, in the non-connection state, the engagement of the engagement type coupling mechanism can be released to be in the non-connection state. Therefore, even if relative rotation between the rotating elements selectively connected by the frictional coupling mechanism occurs and so-called drag torque is generated in the frictional coupling mechanism due to unavoidable sliding, the frictional coupling mechanism is arranged in series with the frictional coupling mechanism. The engaged interlocking mechanism completely shuts off the transmission of torque. Therefore, power is prevented from being lost due to friction, and the fuel efficiency of the vehicle equipped with the continuously variable transmission is improved.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on specific examples. FIG. 1 shows an example in which a belt-type continuously variable transmission mechanism 1 is used as a continuously variable transmission mechanism, and a single pinion type planetary gear mechanism 2 is used as a planetary gear mechanism transmission mechanism. That is, the input shaft 4 is arranged on the same axis as the output shaft of the engine (internal combustion engine) 3 which is a power source, and the input shaft 4 and the engine 3 are connected via the damper 5. That is, the output shaft and the input shaft 4 of the engine 3 are configured to always rotate together.

A drive pulley 6, which is one of the rotating bodies in the continuously variable transmission 1, is attached to the input shaft 4. The drive pulley 6 is configured to move the movable sheave with respect to the fixed sheave in the axial direction to change the gap between them, that is, the groove width, to a large or small value. Note that the movable sheave is disposed on the opposite side of the fixed sheave from the engine 3 (ie, on the left side in FIG. 1). Accordingly, an actuator 7 for moving the movable sheave back and forth in the axial direction is disposed on the rear side (left side in FIG. 1) of the movable sheave.

A driven pulley 8, which is the other rotating body in the continuously variable transmission 1, is arranged in parallel with the driving pulley 6. The driven pulley 8 has the same configuration as the drive pulley 6 described above, has a fixed sheave and a movable sheave, and is configured to move the movable sheave back and forth by an actuator 9 to change the groove width. I have. The groove width of each pulley 6, 8 is controlled so that one increases and the other decreases, so that the center position of each pulley 6, 8 in the axial direction does not change. To this end, the actuator 9 of the driven pulley 8 is arranged on the opposite side of the actuator 7 of the driving pulley 6 in the axial direction, that is, on the right side in FIG.

A belt 10 as a transmission member is wound around these pulleys 6 and 8. Therefore,
By changing the groove width of each pulley 6, 8 in the opposite direction, the belt 1 for these pulleys 6, 8
The winding effective diameter of 0 changes so that the gear ratio continuously changes. Further, in order to input / output torque to / from the driven pulley 8, the intermediate shaft 1 is attached to the driven pulley 8.
1 is attached.

Next, the planetary gear mechanism 2 will be described. The planetary gear mechanism 2 shown in FIG. 1 is a sun gear 12, which is an external gear, and an internal gear arranged concentrically with the sun gear 12. A ring gear 13 and a carrier 14 holding a pinion gear meshing with the sun gear 12 and the ring gear 13 rotatably and revolvably are used as rotating elements, and are provided between the central axes of the pulleys 6 and 8 described above. That is, it is arranged between the input shaft 4 and the intermediate shaft 11. More precisely, it is arranged between a plane including the central axis of the driving pulley 6 and a plane parallel to the plane and including the central axis of the driven pulley 8. In other words, each pulley 6 in the belt-type continuously variable transmission 1
The planetary gear mechanism 2 is arranged using a space inevitably generated between the gears 8.

An output shaft 15 extends through the center axis of the planetary gear mechanism 2. One end of the output shaft 15 extends toward the belt 10, and the end and the ring gear 13 are integrally connected by an appropriate connecting member such as a connecting drum. Further, a direct connection clutch 16 for selectively connecting the ring gear 13 and the sun gear 12 is provided. That is, the direct coupling clutch 16 is for connecting the two rotating elements of the planetary gear mechanism 2 to integrally rotate the entire planetary gear mechanism 2.

A hollow shaft in which the sun gear 12 is integrated is rotatably fitted on the outer peripheral side of the output shaft 15.
One end of the hollow shaft extends on the opposite side to the direct coupling clutch 16, and a pair of gears 17A and 17B for connecting the hollow shaft and the intermediate shaft 11 is provided at the end of the hollow shaft. I have. The gear pair 17A, 17B is configured to be a reduction mechanism from the intermediate shaft 11 toward the hollow shaft.

A drive gear 18 is provided on the outer periphery of the input shaft 4.
A is rotatably fitted, and a clutch 19 for selectively connecting the drive gear 18A and the input shaft 4 is provided. A driven gear 18B meshed with the driving gear 18A
Are rotatably fitted to the outer peripheral side of the hollow shaft.
These gear pairs 18A and 18B are configured to serve as a speed increasing mechanism from the driving gear 18A to the driven gear 18B. That is, the drive gear 18A has a larger diameter than the driven gear 18B. More specifically, when the gear ratio of the gear pair 17A, 17B is α, the gear ratio of the gear pair including the driving gear 18A and the driven gear 18B is set to (γmin × α). . Note that γmin is the minimum speed ratio set by the continuously variable transmission mechanism 1.

The driven gear 18B is connected to the carrier 14 in the planetary gear mechanism 2, and a brake 20 for selectively fixing the driven gear 18B and the carrier 14 is provided. This brake 20 corresponds to the fixing means in the present invention, and in the example shown in FIG. 1, a friction type brake, that is, a wet multi-plate brake is used. The brake 20 may be of a friction type, and may be a band brake.

Further, an output gear 21 is attached to the other end of the output shaft 15, that is, an end extending to the side opposite to the belt 10, and this output gear 21 is, for example, a ring gear 23 of a front differential 22. And output torque to the front differential 22.

The direct coupling clutch 16, the clutch 19, and the brake 20 are configured to operate by hydraulic pressure as an example. Therefore, although not specifically shown, a hydraulic control device for controlling these coupling means is used. Is provided.

Next, the operation of the continuously variable transmission having the above configuration will be described. First, when starting the engine 3,
Each of the clutches 16, 19 and the brake 20 is set in a released state (ie, a non-coupled state). In the case of a structure in which a hydraulic pump (not shown) is driven by the engine 3,
These connecting means are released without any particular control.However, when the pressure storing means is provided or when the hydraulic pump is driven by another power source, the pressure is released from these connecting means. Release state. Therefore, since the input shaft 4 and the drive gear 18A are cut off and the brake 20 is released, the carrier 14 does not function as either the reaction force element or the input element, and the direct coupling clutch 16 is released. Since the planetary gear mechanism 2 is not integrated, no torque appears on the output shaft 15. That is, the engine 3 is started with the transmission in the neutral state.

Next, in starting in the forward direction, it is necessary to increase the gear ratio as much as possible, so that the groove width of the drive pulley 6 in the continuously variable transmission mechanism 1 is maximized to minimize the effective diameter around which the belt 10 is wound. The speed ratio is maximized (γmax) by minimizing the groove width of the driven pulley 8 and maximizing its effective diameter. In this state, the direct coupling clutch 16 is gradually engaged. That is, the engagement hydraulic pressure is gradually increased, and finally the clutch is completely engaged through the slip state from the released state. By doing so, the torque transmission capacity gradually increases, so that the change in the torque appearing on the output shaft 15 becomes smooth, and the vehicle starts smoothly.

FIG. 2 is a collinear diagram showing the state of the planetary gear mechanism 2. As shown in FIG. That is, when the direct coupling clutch 16 is engaged, the entire planetary gear mechanism 2 rotates integrally, and thus the engine (Eng) 3
When a torque is transmitted to the sun gear 12 via the continuously variable transmission mechanism (CVT) 1, the ring gear 13 as an output element and the output shaft 15 connected thereto rotate in the same direction at the same speed as that of the input element. Therefore, the operation state in this case is represented by a straight line A.

From this state, if the gear ratio by the continuously variable transmission mechanism 1 is reduced, that is, the groove width of the drive pulley 6 is gradually reduced to increase the effective diameter, and at the same time, the driven pulley 8
If the effective diameter is reduced by gradually increasing the groove width of the planetary gear mechanism 2, the input rotation speed to the planetary gear mechanism 2 is relatively gradually increased, and the entire planetary gear mechanism 2 is integrally rotated. The rotation speed of the output shaft 15 with respect to the rotation speed increases in accordance with the change in the speed ratio in the continuously variable transmission mechanism 1. In other words, when there is no change in the vehicle speed, the engine speed decreases as the speed ratio decreases. Such a change in the operating state is represented by translating the straight line A in FIG. A state in which the planetary gear mechanism 2 is set to a so-called direct-coupled state and the speed ratio of the continuously variable transmission mechanism 1 is set to the lowest speed ratio (highest speed speed ratio: γmin) is represented by a straight line B in FIG. .

In this state, the gear ratio between the driving gear 18A and the driven gear 18B is (γmin × α) with respect to the gear ratio α between the gear pair 17A and 17B between the intermediate shaft 11 and the hollow shaft. , The rotation speed of the drive gear 18 </ b> A matches the rotation speed of the engine 3. Therefore, the clutch 19 can be engaged and the directly-coupled clutch 16 can be released without causing rotation fluctuation in any of the rotating members. In this manner, so-called clutch change (clutch-to-clutch shift) of the clutch is performed, and the carrier 1
A so-called overdrive state can be set by changing the rotation speed of the sun gear 12 by using the continuously variable transmission mechanism 1 while changing the rotation speed of the sun gear 4 to a rotation speed corresponding to the rotation speed of the engine 3.

This condition is indicated by a straight line C in FIG. 2, and the speed ratio of the continuously variable transmission mechanism 1 is increased while the speed of the carrier 14 is maintained at a speed corresponding to the speed of the engine 3. When the rotation speed of the sun gear 12 is reduced, the rotation speed of the ring gear 13 as the output element and the output shaft 15 connected thereto is increased accordingly. That is, if the speed ratio of the transmission as a whole is further reduced and the vehicle speed does not change, the engine speed decreases. this is,
This is a state of power circulation (recirculation).

By setting each of the clutches 16 and 19 in a disengaged state (disengaged state) and engaging the brake 20, it is possible to travel backward. That is, in the planetary gear mechanism 2, the carrier 14 is fixed by engaging the brake 20, and in this state, torque is input to the sun gear 12 via the continuously variable transmission mechanism 1.
An output shaft 15 connected to the ring gear 13 as an output element rotates in a direction opposite to that of the sun gear 12. This state is shown by a straight line D in FIG.

In this case, the brake 20 is connected to the planetary gear mechanism 2
And the carrier 14 is directly fixed, and the torque for stopping the rotation of the carrier 14 acts on the brake 20 as it is without being amplified, so that the carrier is not particularly enlarged without increasing the size of the brake 20. 1
4 can be fixed.

Therefore, in the continuously variable transmission shown in FIG. 1, the planetary gear mechanism 2 is operated in a state where the continuously variable transmission mechanism 1 is set to the minimum transmission ratio, so that the minimum transmission set by the continuously variable transmission mechanism 1 is achieved. A gear ratio smaller than the gear ratio can be set, and the so-called overdrive range can be set by increasing the gear ratio of the continuously variable transmission mechanism 1. Therefore, the gear ratio width of the continuously variable transmission mechanism 1 can be suppressed without limiting the gear ratio width of the entire continuously variable transmission. Side gear ratio) can be suppressed. As a result, the power transmission efficiency is improved, and the fuel efficiency of the vehicle can be improved.

In the belt-type or wrap-type continuously variable transmission mechanism 1, the outer diameter of the pulley and a pair of rotating bodies corresponding to the pulley must be increased to some extent in accordance with a settable gear ratio. Accordingly, the interval between the central axes of the rotating bodies increases, but in the above-described continuously variable transmission according to the present invention, the planetary gear mechanism 2 and the planetary gear mechanism 2 The associated direct coupling clutch 16 and brake 20 are arranged. Therefore, the space inside the continuously variable transmission mechanism 1 is effectively used, and the size of the pair of pulleys 6, 8 in the direction along the plane including the central axis is not increased by the planetary gear mechanism 2, and as a result, In addition, the overall outer diameter of the continuously variable transmission can be reduced.

As shown by the straight line C in FIG. 2, in a so-called overdrive region where power circulation is used, the sun gear 12 is rotated at a reduced speed with respect to the carrier 14 and the ring gear 13 is rotated with respect to the carrier 14. Since the sun gear 12 and the ring gear 13 are rotated at an increased speed, the relative rotation speed between the sun gear 12 and the ring gear 13 increases. Since the direct coupling clutch 16 disposed between these rotary elements is a multi-plate type, even if the direct coupling clutch 16 is released, drag torque due to unavoidable sliding or drag torque via lubricating oil is generated. There is. The example shown in FIG. 3 is an example in which such drag torque is eliminated to improve fuel efficiency.

That is, the example shown in FIG. 3 is an example in which a dog clutch 24 which is a meshing coupling mechanism is arranged in series with a direct coupling clutch 16 which is a friction coupling mechanism. More specifically, a piston 26 is disposed on the inner peripheral side of a clutch hub 25 constituting the direct coupling clutch 16 so as to be able to move back and forth in the axial direction.
And the piston 26 are spline-fitted. On the side surface of the piston 26 facing the sun gear 12 side, one meshing tooth 24A constituting the dog clutch 24 is formed. Further, the end face of the hollow shaft 27 provided with the sun gear 12 approaches and opposes the piston 26,
The other meshing tooth 24B constituting the dog clutch 24 is formed on the end face. A hydraulic chamber 28 is formed on the back side of the piston 26, that is, on the left side in FIG. A return spring 29 for moving the piston 26 in a direction away from the end surface of the hollow shaft 27 (to the left in FIG. 3) is disposed in the hydraulic chamber 28.

Therefore, the dog clutch 24 is connected to the hydraulic chamber 2
8, the piston 26 is advanced by moving the piston 26 forward and the meshing teeth 24A, 24B are engaged with each other to form a coupled state and transmit torque. On the other hand, the piston 26 is returned by discharging pressure from the hydraulic chamber 28. It is configured to be disengaged by being moved backward by the spring 29, thereby disengaging the meshing teeth 24A, 24B. Dog clutch 2
Numeral 4 is a clutch that transmits torque by meshing, so that torque is not transmitted in a non-coupled state.
When the dog clutch 24 is in the released state when the clutch is in the released state, the relative rotation of the direct coupling clutch 16 is prevented, and the generation of drag torque and the deterioration of fuel efficiency due to the drag torque are avoided.

The configuration shown in FIG. 3 can be widely applied to a transmission having a frictional coupling means.
"In a transmission in which a predetermined rotating member is selectively connected to and disconnected from another member by a frictional coupling mechanism, a meshing coupling mechanism is arranged in series with the frictional coupling mechanism. Transmission. "

By the way, in the above-described specific example, an example is shown in which the present invention is applied to a vehicle provided with one type of power source. However, the present invention is not limited to the specific example described above. The present invention can also be applied to a transmission in a hybrid vehicle that uses an electric motor as a power source. Further, the continuously variable transmission mechanism in the present invention is not limited to the belt type. Further, the planetary gear mechanism in the present invention is not limited to the single pinion type planetary gear mechanism shown in the above-described specific examples, and other types of planetary gears such as a double pinion type planetary gear mechanism and a Ravigneaux type planetary gear mechanism can be used. A mechanism may be used. Further, in the present invention, the center axis of the planetary gear mechanism does not need to be on a plane passing through the center axes of the pair of rotating bodies in the continuously variable transmission mechanism, and is arranged so as to be shifted from the plane in the plane direction. May be.

[0041]

As described above, according to the first aspect of the present invention, the planetary gear mechanism used in combination with the continuously variable transmission mechanism has the center axes of the pair of rotating bodies constituting the continuously variable transmission mechanism. And the planetary gear mechanism is not disposed on the plane including the two central axes, and does not cause the planetary gear mechanism to protrude outward in the plane direction of the plane. Although a three-axis structure is obtained by using the mechanical transmission mechanism together, the outer diameter of the transmission as a whole can be reduced by effectively utilizing the space in the continuously variable transmission mechanism. Further, since the planetary gear mechanism type transmission mechanism is surrounded by a member having high rigidity, noise caused by the planetary gear mechanism type transmission mechanism is less likely to be emitted to the outside, and the quietness of the transmission can be improved.

According to the second aspect of the present invention, the fixing means for fixing a predetermined rotating element in the planetary gear mechanism can be connected to the rotating element by means of a so-called direct connection such as a shaft member or a cylindrical body. When the rotating element is fixed, the load acting on the fixing means does not become an amplified load, and as a result, there is no factor for increasing the size of the fixing means. Can be reduced in size.

Further, according to the third aspect of the present invention, when the friction type coupling mechanism is released, that is, disengaged, the meshing type coupling mechanism can be disengaged and brought into the non-coupled state. Even if so-called drag torque due to unavoidable slip occurs in the friction type coupling mechanism due to relative rotation of the rotating elements selectively connected by the type coupling mechanism, it is arranged in series with the friction type coupling mechanism. The meshing coupling mechanism completely shuts off transmission of torque, so that power loss due to friction can be avoided and fuel efficiency of a vehicle equipped with a continuously variable transmission can be improved.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an example of a continuously variable transmission according to the present invention.

FIG. 2 is an alignment chart of the planetary gear mechanism.

FIG. 3 is a partial sectional view schematically showing another example of the present invention.

[Explanation of symbols]

DESCRIPTION OF REFERENCE NUMERALS 1: continuously variable transmission mechanism, 2: planetary gear mechanism, 3: engine, 6: drive pulley, 8: driven pulley, 1
0: belt, 12: sun gear, 13: ring gear,
14 ... carrier, 16 ... direct coupling clutch, 19 ... clutch, 20 ... brake, 24 ... dog clutch.

Claims (3)

[Claims] 1. A continuously variable transmission mechanism in which an effective diameter of a transmission member wound around a pair of rotating bodies is variable, a sun gear, a ring gear, and a carrier holding a pinion gear disposed between the sun gear and the ring gear as a rotating element. A continuously variable transmission having a planetary gear mechanism and a plurality of coupling means for selectively connecting or fixing these rotating elements, wherein at least the planetary gear mechanism among the planetary gear mechanism and the coupling means is the one pair. A continuously variable transmission, which is disposed between the central axes of the rotating bodies. 2. A method according to claim 1, wherein said plurality of coupling means include fixing means for selectively fixing any of said rotary elements, said fixing means being arranged on the same axis as said planetary gear mechanism. The continuously variable transmission according to claim 1. 3. The friction coupling mechanism according to claim 1, wherein the plurality of coupling means include a friction coupling mechanism for selectively coupling the rotating elements that rotate relative to each other among the rotating elements, and a meshing coupling mechanism in series with the friction coupling mechanism. The continuously variable transmission according to claim 1, wherein the continuously variable transmission is provided.