JP2002098214A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power transmission device of such a type that a toroidal type continuously variable transmission and auxiliary shifting mechanism are installed consolidatedly, in which the construction is made light and compact in the axial direction and the cost is suppressed. SOLUTION: The power transmission device is composed of a toroidal type continuously variable transmission 3 having input discs 13 and 23 to be fed with a drive force from an input shaft 19, output discs 15 and 25 arranged back to back between the input discs 13 and 23 and coupled with an output side transmitting member 21 installed coaxially and friction rollers 17 and 27 contacting with the discs mentioned, and shifting the driving force with the swinging operation of the friction rollers 17 and 27 and an auxiliary shifting mechanism equipped with an auxiliary shaft 51 installed parallel with the output side transmission member 21 for transmitting the driving force to the wheels and located between the member 21 and auxiliary shaft 51 for coupling them together.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power transmission device having a toroidal-type continuously variable transmission and an auxiliary transmission mechanism.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication No. Hei 8-21503 discloses a double-cavity toroidal continuously variable transmission 100 as shown in FIG.
1 is described.

[0003] The toroidal type continuously variable transmission 1001 has two
The torque converter 100 is used in a wheel drive vehicle.
3. Front / rear switching mechanism 1005, continuously variable transmission portions 1007, 10
09, an output unit 1011 and the like.

The driving force of the engine is controlled by the torque converter 10.
03 to the front / rear switching mechanism 1005. The forward / rearward switching mechanism 1005 is composed of a planetary gear set, a multi-plate clutch, and the like, and switches the rotation direction of the transmitted driving force in accordance with the forward or backward movement of the vehicle.
7, 1009.

[0005] The continuously variable transmission unit 1007 includes a pair of an input disk 1013 and an output disk 1015 and a friction roller 101.
7, the input shaft 1019 and the output shaft 1021 and the like.
023, an output disk 1025, a friction roller 1027,
The input shaft 1019 and the output shaft 1 shared with the continuously variable transmission 1007
021 and the like.

[0006] The input shaft 1019 is connected to the front / rear switching mechanism 1005 side, and the output shaft 1021 is arranged on the outer periphery of the input shaft 1019.

The input disk 1013 and the output disk 10
15, input disk 1023 and output disk 1025
Are arranged facing each other such that the profiles of the friction surfaces face each other to form a circle, each input disk 1013, 1023 is fixed to the input shaft 1019, and each output disk 1015, 1025 is connected to the output shaft 102.
Fixed to 1.

Further, the friction rollers 1017 and 1027
The frictional surfaces of the input disk 1013 and the output disk 1015 and the friction surfaces of the input disk 1023 and the output disk 1025 are pressed against each other.
5 is transmitted to the input shaft 1019 by the frictional force generated on each friction surface.
23 is transmitted to output disks 1015 and 1025 via friction rollers 1017 and 1027 to rotate the output shaft 1021.

At this time, the friction rollers 1017 and 1027
When the tilt angle is changed by swinging the disk, the contact circle diameter with each disk changes. For example, the friction circles of the friction rollers 1017 and 1027 with the input disks 1013 and 1023 increase, and the friction circles with the output disks 1015 and 1025 become larger. The rotation of the output shaft 1021 is accelerated by inclining in the direction in which the diameter of the contact circle decreases, and decelerating by inclining in the opposite direction.

The output unit 1011 is provided with a gear set 1029, 10
31, a countershaft 1033, an idler (not shown),
It comprises an output shaft 1035 and the like.

A gear set 1029 connects the output shaft 1021 and the sub shaft 1033. Also, the gear set 1031
Is constituted by a gear 1037 on the sub shaft 1033, a gear 1039 on the output shaft 1035, and the above-mentioned idler connecting these gears 1037 and 1039.
33 and the output shaft 1035 are connected.

The output shaft 1035 is connected to the torque converter 100
3. Front / rear switching mechanism 1005, continuously variable transmission portions 1007, 10
09 and the countershaft 1033 is arranged in parallel with them.

The driving force output from the continuously variable transmission units 1007 and 1009 to the output shaft 1021 is transmitted from the gear set 1029 to the wheels via the auxiliary shaft 1033, the gear set 1031 and the output shaft 1035.

[0014]

As described above, in the toroidal type continuously variable transmission 1001, the front / rear switching mechanism 1005, the continuously variable transmission portions 1007 and 1009, and the output shaft 1035 are arranged in the axial direction. In the continuously variable transmission unit 1007, the input disk 1013, the friction roller 1017, and the output disk 1015 are arranged in the axial direction.
In the figure, an input disk 1023, a friction roller 1027, and an output disk 1025 are arranged in the axial direction.

A partition 1041, 1043, 1045 is provided between the forward / reverse switching mechanism 1005 and the continuously variable transmission 1007, between the continuously variable transmissions 1007, 1009, and between the continuously variable transmission 1009 and the output shaft 1035, respectively. Is provided.

For these reasons, the toroidal type continuously variable transmission is easily large and heavy in the axial direction even in a single cavity type composed of one input disk, output disk and friction roller. Transmission 1001
This tendency is remarkable in the double cavity type such as described above.

A toroidal type continuously variable transmission 1001
Is capable of smooth running without any shift shock, no linear shift response to the accelerator operation, and high fuel efficiency by being able to run under the condition of the highest efficiency of the prime mover. It has many benefits such as improving.

Therefore, there is a desire to incorporate a subtransmission mechanism into the toroidal-type continuously variable transmission to form a power transmission device having a further expanded transmission range, and to enjoy the advantages of the toroidal-type continuously variable transmission in a wide transmission range. .

There is also a desire to incorporate a power distribution device into a toroidal-type continuously variable transmission to establish a power transmission device used for, for example, a four-wheel drive vehicle.

In any case, the auxiliary transmission mechanism, the power distribution device, and the power transmission device that incorporates the output shaft to the front and rear wheels side in the axially long toroidal-type continuously variable transmission as described above are provided in the axial direction. It is difficult to avoid an increase in size and weight.

When the size of the power transmission device is increased in the axial direction, for example, it is necessary to change a propeller shaft for transmitting the driving force to the wheels and a casing for accommodating the power transmission device. As the device becomes larger and heavier, its in-vehicle performance decreases.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a power transmission device that is compact, lightweight, and low-cost in the axial direction by integrally incorporating a subtransmission mechanism in a toroidal-type continuously variable transmission.

[0023]

According to a first aspect of the present invention, there is provided a power transmission device comprising: an input shaft to which a driving force of a prime mover is input; an input disk coaxially connected to the input shaft; Output disk, a friction roller that comes into contact with the input disk and the output disk, and an output-side transmission member coaxially connected to the output disk and disposed on the back side of the output disk. An output side including a toroidal type transmission device that varies the rotation of the input disk by operation and transmits the transmission to the output disk, and a sub shaft that is disposed in parallel with the output side transmission member and transmits driving force to the wheel side. A subtransmission mechanism having a plurality of shift speeds is disposed between the transmission member and the subshaft.

In the present invention, the auxiliary transmission mechanism is
Not only a mechanism for changing the speed of the driving force but also a direction changing mechanism for changing the direction of the driving force, for example, such as a conventional front / rear switching mechanism 1005.

In the power transmission device of the present invention, the auxiliary transmission mechanism that connects the output side transmission member of the toroidal type continuously variable transmission and the auxiliary shaft corresponds to the gear set 1029 of the conventional example with respect to the function of transmitting the driving force. .

Therefore, in implementing the present invention using the existing countershaft toroidal type continuously variable transmission, the gear set 1
029 to remove the gear 10 constituting the gear set 1029
Since the subtransmission mechanism can be arranged in the space of 47, the weight and the number of parts for the gear set 1029 can be reduced, and the power transmission device can be prevented from increasing in size and weight.

As described above, the power transmission device of the present invention is configured to be lightweight and compact, so that the on-board performance is greatly improved. For example, the power transmission device accommodates, for example, a propeller shaft for transmitting the driving force to the wheel side and a power transmission device. There is no need to change the casing, and the operation can be performed at extremely low cost.

In the configuration of the present invention, it is also possible to arrange the auxiliary transmission mechanism coaxially on the outer periphery of the toroidal type continuously variable transmission. In this case, the dimensions of the existing toroidal type continuously variable transmission are not changed. Since the power transmission device can be established, the effects of axial compactness, weight reduction, and cost reduction are further improved.

Accordingly, a power transmission device such as a four-wheel drive vehicle constructed by adding a power distribution device to the above-described basic configuration can also be made compact, lightweight and low-cost in the axial direction. .

Further, by using the toroidal type continuously variable transmission, torque is not interrupted at the time of shifting, smooth running without shifting shock is possible, and a linear shifting response to accelerator operation is obtained. Many advantages of the toroidal-type continuously variable transmission can be enjoyed, such as being able to travel under the condition that the prime mover has the highest efficiency and greatly improving fuel efficiency.

When the sub-transmission mechanism is a speed conversion mechanism for converting the speed of the driving force, by incorporating the same, the entire transmission range is further widened, and the toroidal-type continuously variable transmission as described above. Benefits can be enjoyed over a wide shift range.

Further, by incorporating the auxiliary transmission mechanism (speed conversion mechanism), it is possible to use a toroidal type continuously variable transmission in a small torque range without applying an excessive torque. The durability of the device is improved.

Further, by adding the speed change function by the subtransmission mechanism to the toroidal type continuously variable transmission as described above, it is possible to optimize the drive wheels according to the running conditions of the vehicle, such as road surface conditions, starting, accelerating and turning. It is possible to apply a driving force of the magnitude of, and the traveling performance can be greatly improved.

This effect is particularly remarkable in a power transmission device that distributes a driving force from a countershaft to a front wheel and a rear wheel via a power distribution device (for example, a differential device or a coupling).

The prime mover means a power source such as an internal combustion engine or a motor that converts electric energy into rotational force.

According to a second aspect of the present invention, in the power transmission device according to the first aspect, the auxiliary transmission mechanism includes a gear disposed on the output side transmission member and a gear disposed on the auxiliary shaft. And a switching means for switching the transmission of the driving force between the output-side transmission member and the countershaft between the pair of gear sets. The same operation and effect as the configuration of claim 1 are obtained. can get.

The auxiliary transmission mechanism for connecting the output side transmission member and the auxiliary shaft with an external gear has an extremely simple structure, is low in cost, and has high reliability.

Further, since the auxiliary transmission mechanism itself is compact, the power transmission device is further compact.

According to a third aspect of the present invention, in the power transmission device according to the second aspect, in a pair of gear sets constituting a subtransmission mechanism, a gear on each output side transmission member and a gear on the subshaft are provided. Are engaged with each other directly or via the same number of gears.
The same operation and effect as those of the above configuration can be obtained.

The sub-transmission mechanism in which the gear on the output-side transmission member and the gear on the sub-shaft of each gear set mesh directly with each other, or mesh with each other via the same number of gears,
This is a transmission gear mechanism in which the driving force rotates in the same direction at each switching position.

As described above, by adding the transmission gear mechanism to the toroidal-type continuously variable transmission, it becomes possible to apply the optimum driving force to the driving wheels according to the running conditions of the vehicle as described above. Drivability can be greatly improved.

This effect is particularly remarkable in a power transmission device that distributes a driving force from a countershaft to a front wheel and a rear wheel via a power distribution device.

Further, in this configuration in which the gears of each gear set mesh directly or via the same number of gears, the distance between the output side transmission member and the sub shaft can be freely changed. By doing so, it is possible to prevent interference with the casing and peripheral members on the vehicle body side.

According to a fourth aspect of the present invention, there is provided the power transmission device according to the second aspect, wherein, in a pair of gear sets constituting the subtransmission mechanism, the number of gears constituting one gear set and the other gear set are included. Are characterized in that the number of gears is different by one, and the same operation and effect as the configuration of claim 2 can be obtained.

Further, in the subtransmission mechanism in which the number of gears constituting one gear set is different from the number of gears constituting the other gear set by one, the rotation direction of the driving force at each switching position is opposite. In other words, it becomes a front and rear switching mechanism.

Further, in this power transmission device in which a front-rear switching mechanism is incorporated in a toroidal-type continuously variable transmission, the front-rear switching mechanism 1005 disposed in the front stage in the axial direction in the conventional toroidal-type continuously variable transmission 1001 is unnecessary. Therefore, it becomes more compact and lighter in the axial direction, and the vehicle mountability is improved.

The auxiliary transmission mechanism (front-back switching mechanism)
If a neutral position is provided to disconnect the transmission of the driving force by releasing the connection of both gear sets, switching to this neutral position when the vehicle is stopped will allow the toroidal-type continuously variable transmission to be stopped while the vehicle is stopped. It is possible to perform a speed change operation, and the startability is improved by selecting an optimum speed ratio at the time of starting.

The power transmission device of claim 3 and the power transmission device of claim 4
With the power transmission device, the auxiliary transmission mechanism becomes a transmission mechanism and a front-rear switching mechanism only by changing the number of one of the pair of gears constituting the auxiliary transmission mechanism by one. Changing from one to the other is extremely easy and can be implemented at low cost.

According to a fifth aspect of the present invention, there is provided the power transmission device according to the first aspect, wherein the auxiliary transmission mechanism includes an internal gear, a planetary carrier, and a sun gear, and the output side transmission member or the auxiliary shaft. A planetary gear set coaxially disposed with the clutch, a pair of clutches, and a controller for selectively operating the clutch.
The driving force of the prime mover is input to one gear, and the other gear is connected to the transmission member or the countershaft, which is the output side, and the output side and the other gear are selectively connected to the stationary side by the clutch. The connection is switched between a forward mode in which the driving force in the forward direction of the vehicle is output to the output-side member and a reverse mode in which the driving force in the reverse direction is output. Action equivalent to configuration 1
The effect is obtained.

In this configuration in which the auxiliary transmission mechanism is arranged coaxially with the output side transmission member or the auxiliary shaft,
Since it is established on one axis without straddling the axis, the unitity is improved, and, for example, assembling, removing, and maintenance are facilitated, and the operation costs for these are reduced.

Further, in the configuration in which the auxiliary transmission mechanism is disposed on the output side transmission member, the power transmission device can be made compact in the axial direction, and the size around the auxiliary shaft can be avoided.

Further, in the configuration in which the auxiliary transmission mechanism is disposed on the auxiliary shaft, the power transmission device becomes more compact in the axial direction.

As described above, the auxiliary transmission mechanism is a front-rear switching mechanism.
The neutral mode is set in which the driving force is cut off by the idling of the input-side member.

Therefore, similarly to the configuration of the fourth aspect, if this neutral mode is selected while the vehicle is stopped, the startability can be improved.

According to a sixth aspect of the present invention, in the power transmission device according to any one of the second to fifth aspects, the switching means of the subtransmission mechanism is arranged coaxially with the output side transmission member. And the same operation and effect as those of the second to fifth aspects can be obtained.

Further, by arranging the switching means of the auxiliary transmission mechanism coaxially with the output side transmission member, the control (operation) portion of the power transmission device can be gathered around the axis of the toroidal type continuously variable transmission. Enlargement around the counter shaft can be prevented.

According to a seventh aspect of the present invention, there is provided the power transmission device according to any one of the first to sixth aspects, wherein a pair of output disks are arranged back to back, and a pair of input disks are provided on both sides in the axial direction. The output side transmission member is disposed axially inward of both output disks, and the same operation and effect as those of the first to sixth aspects can be obtained.

The configuration using a pair of the input disk and the output disk as described above is a double-cavity toroidal type continuously variable transmission, and can provide a large torque transmission capacity as compared with the single-cavity type. The range of application can be extended to vehicles equipped with a prime mover (engine having a large displacement) having a large output.

Further, while obtaining a large torque capacity, it is possible to achieve a light weight, compact size and low cost by the effects of the present invention.

[0060]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First Embodiment A power transmission device 1 (first embodiment of the present invention) will be described with reference to FIGS.

This power transmission device 1 is claimed in claims 1, 2, 3,
It has 6 and 7 features. FIG. 1 shows a power transmission device 1, and FIG. 5 shows a power system of a four-wheel drive vehicle using the power transmission device of each embodiment. Further, the left side of FIG. 1 corresponds to the front of the vehicle (on the side of the engine 501), and the members and the like without reference numerals are not shown.

This four-wheel drive vehicle is an off-road vehicle having a large engine displacement.

As shown in FIG. 1, a power transmission device 1 includes a double-cavity toroidal continuously variable transmission 3 (a toroidal transmission device) and a high-low switching mechanism 5 (hereinafter referred to as a hi-lo switching mechanism 5: A transmission mechanism) and a power distribution device 7 are integrally assembled and housed in a casing 8 (FIG. 2).

The power system shown in FIG. 5 includes an engine 501 (motor) and a power transmission device 1, a propeller shaft 503 on the front wheel side, and a front differential 505 (a differential for distributing the driving force of the engine to the left and right front wheels). Device), front axles 507, 509, left and right front wheels 511, 51
3. Rear wheel propeller shaft 515, rear differential 517
(Differential device for distributing the driving force of the engine to the left and right rear wheels), rear axles 519 and 521, left and right rear wheels 52
1, 523 and the like.

The driving force of the engine 501 is supplied to the power transmission device 1
Is distributed to the front wheel side and the rear wheel side. The driving force distributed to the front wheel side is the propeller shaft 50
3 to the front differential 505, and the front differential 5
05 through the front axles 507 and 509
1,513. The driving force on the rear wheels is transmitted from the propeller shaft 515 to the rear differential 517, and is distributed from the rear differential 517 to the left and right rear wheels 521, 523 via the rear axles 519, 521.

The toroidal type continuously variable transmission 3 and the engine 50
1, a torque converter and a front / rear switching mechanism are arranged in this order, a Hi-Lo switching mechanism 5 is arranged at a subsequent stage of the toroidal type continuously variable transmission 3, and a power distribution device 7 is arranged at a succeeding stage. Is arranged.

The toroidal type continuously variable transmission 3 is composed of continuously variable transmission portions 9 and 11, and the driving force of the engine 501 is transmitted from the torque converter to the toroidal type continuously variable transmission 3 via the front / rear switching mechanism. You.

This front-rear switching mechanism is a double pinion planetary gear set. The transmitted driving force is input to the sun gear, and the output is switched between the sun gear and the pinion carrier to change the rotation direction of the driving force. The transmission is switched according to the forward traveling and the reverse traveling of the vehicle, and transmitted to the toroidal type continuously variable transmission 3.

The continuously variable transmission 9 includes a pair of input disks 13.
And an output disk 15, a friction roller 17, an input shaft 19 and an output shaft 21 (output side transmission member), and the like.
The continuously variable transmission unit 11 includes a pair of input disk 23 and output disk 25, a friction roller 27, an input shaft 19 and an output shaft 21 commonly used for the continuously variable transmission unit 9, and the like.

The input shaft 19 is connected to the above-mentioned front-rear switching mechanism, and the output shaft 21 is disposed on the outer periphery of the input shaft 19 so as to be relatively rotatable.

The input disk 13 and the output disk 15 and the input disk 23 and the output disk 25 are arranged so as to face each other such that the profiles of the friction surfaces face each other and form a circle. In addition, each input disk 1
Reference numerals 3 and 23 are fixed to the input shaft 19 on the outside of the output disks 15 and 25 in the axial direction.
Are fixed to the output shaft 21 back to back.

Each of the friction rollers 17 and 27 is connected to each of the friction surfaces of the input disk 13 and the output disk 15 and the input disk 2.
The drive force transmitted to the input shaft 19 from the forward / reverse switching mechanism is applied to the input disk 1 by the frictional force generated at each friction surface.
The power is transmitted from the motors 3 and 23 to the output disks 15 and 25 via the respective friction rollers 17 and 27 to rotate the output shaft 21.

At this time, if the rotating shafts of the friction rollers 17 and 27 are slightly eccentric from the rotating shafts of the respective disks, a force for pushing the contact points of the friction rollers 17 and 27 outward due to the rotating force of the disks is generated. Since each disk rotates at high speed and a large pushing force is obtained, the friction rollers 17 and 27
Changes with a very fast response.

When the inclination angle of the friction rollers 17 and 27 changes, the diameter of the contact circle with each disk changes. For example, the diameter of the contact circle with the input disks 13 and 23 increases, and
Friction roller 1 in the direction in which the diameter of the circle of contact with
By inclining 7, 27, the rotation of output shaft 21 is accelerated,
If it is inclined in the opposite direction, the speed is reduced.

Also, as described above, the input disks 13, 2
3 are fixed facing each other on the input shaft 19,
Since the output disks 15 and 25 are fixed to face each other on the output shaft 21, the thrust force generated on each disk by being pressed by the friction rollers 17 and 27 is canceled inside the input shaft 19 and the output shaft 21, respectively. Has no external effect.

The Hi-Lo switching mechanism 5 includes a pair of gear sets 29 and 31 having different gear ratios, a synchronizing mechanism 33,
It is composed of a shift sleeve 35, a shift fork 37, a shift rod 39, an actuator 41 (for example, an electric stepping motor) and the like.

The gear set 29 is composed of the directly engaged gears 43, 4
5, the gear set 31 includes the directly engaged gear 4
7, 49. The gears 43 and 47 are rotatably arranged on the outer periphery of the output shaft 21, and the gears 45 and 4
9 is fixed to the sub shaft 51 of the power distribution device 7. The counter shaft 51 is arranged in parallel with the toroidal continuously variable transmission 3.

The gear ratio of the gears 43 and 45 of the gear set 29 is smaller than the gear ratio of the gears 47 and 49 of the gear set 31. Thus, the gear set 29 is a low-speed (Lo) gear set, and the gear set 31 is a high-speed (Hi) gear set.
Gear set.

The synchro mechanism 33 is arranged around the output shaft 21, and a synchro hub 5 formed on the output shaft 21.
3, shift sleeve 35, synchronizer ring 55,
57, gears 59 and 61 and the like. These gears 59 and 61 are connected to gears 43 and 47, respectively.

The shift sleeve 35 is engaged with the synchro hub 53 of the output shaft 21 while the actuator 41 is engaged.
Is operated via the shift rod 39 and the shift fork 37 to engage with the gear 59 (gear 43), and to connect the output shaft 21 and the sub shaft 51 via the gear set 29.
Hi that meshes with the o-position and the gear 61 (gear 47) and connects the output shaft 21 and the sub shaft 51 via the gear set 31.
Select a position.

The actuator 41, the shift rod 39, the shift fork 37, the shift sleeve 35, and the synchronizing mechanism 33 constitute a switching means of the Hi-Lo switching mechanism 5. In addition, the actuator 41 is disposed diagonally below the sub shaft 51 in a coaxial direction.

When the gear set 29 (Lo position) is selected, the rotation (the driving force of the engine 501) of the output shaft 21 (the toroidal type continuously variable transmission 3) is substantially constant, and the power distribution device 7 When the gear set 31 (Hi position) is selected, the rotation of the output shaft 21 is transmitted to the power distribution device 7 at high speed.

The driving force of the engine for rotating the input shaft 19 of the toroidal type continuously variable transmission 3 is controlled by the input disk 1
3, 23, friction rollers 17, 27, and output disk 15,
25, and is converted to a normal rotation direction by each gear set 29, 31 of the Hi-Lo switching mechanism 5, and
1 is transmitted.

As described above, the Hi-Lo switching mechanism 5 is also a rotation direction conversion mechanism for rotating the sub shaft 51 in the normal rotation direction.

As shown in FIGS. 1 and 2, the power distribution device 7 includes a gear 63 fixed to the counter shaft 51, an idle gear 65, a rear wheel gear 67, an output shaft 69 and a flange 71, and a front wheel gear 73. , An output shaft 75 and a flange.

As shown in FIG. 2, the idle gear 65 connects the gear 63 of the countershaft 51 and the gear 67 on the rear wheel side, and also connects the gear 63 and the gear 73 on the front wheel side.

The output shaft 69 on the rear wheel side is arranged rearward, and the flange 71 is connected to a power transmission system on the rear wheel side starting from the propeller shaft 515. The output shaft 75 on the front wheel side is arranged forward, and the flange is connected to a power transmission system on the front wheel side starting from the propeller shaft 503.

As described above, the driving force of the engine 501 is sent to the front wheels and the rear wheels, and the vehicle always runs in a four-wheel drive state.
Differential rotation between the front and rear wheels is prevented even on rough roads, low μ roads, starting, accelerating, and the like, so that rough road running performance, starting performance, acceleration performance, vehicle stability, straight running performance, etc. are improved.

As shown in FIG. 2, an oil pan 77 for storing oil is provided below the casing 8. The oil pan 77 houses a control valve body 120 that controls the hydraulic pressure of an actuator that swings the friction rollers 17 and 27. The control valve body 120 controls the input shaft 19 and the oil passage of the casing 8. , The continuously variable transmission 3 and the Hi-Lo switching mechanism 5 are lubricated.

At the periphery of the gear 63, the oil accumulated under the casing 8 is scraped up by the rotation of each rotating member. The scrubbed oil is supplied from the axial oil flow path formed on the axis of each axis to the radial oil flow paths provided at each axis and each axis end, and scattered around by centrifugal force. The gears are provided to meshing parts, bearing parts, sliding parts, etc. of each gear to sufficiently lubricate and cool them, thereby improving durability.

An oil pump, which is rotationally driven by the input shaft 19, is disposed on the input shaft 19 of the toroidal continuously variable transmission 3, and discharges oil from an oil pipe to the output shaft 69. The oil is sent to the formed oil flow path, is blown out from the radial oil flow path, and forcibly lubricates and cools the periphery thereof.

Thus, the power transmission device 1 is configured.

As described above, the power transmission device 1 is provided between the output shaft 21 and the sub shaft 51 of the toroidal type continuously variable transmission 3.
By disposing the i-Lo switching mechanism 5 (sub-transmission mechanism), the toroidal continuously variable transmission 3, the Hi-Lo switching mechanism 5, and the power distribution device 7 are integrated in the casing 8.

The Hi-Lo switching mechanism 5 is equivalent to the conventional gear set 1029 with respect to the function of transmitting the driving force between the toroidal type continuously variable transmission 3 and the countershaft 51. The gear set 1029 can be removed from the continuously variable transmission 1001 and the gear set 102
9 minutes of weight reduction and reduction in the number of parts can be achieved.

Further, the power transmission device 1 can be implemented without changing the dimensions of the existing toroidal-type continuously variable transmission 1001 by arranging the Hi-Lo switching mechanism 5 in the space of the gear 1047.

As described above, the power transmission device 1 is lightweight and compact in the axial direction.
Since it is not necessary to change the existing propeller shafts 503, 515 and the casing 8 as well as the existing toroidal-type continuously variable transmission, it can be implemented at extremely low cost.

Further, by using the toroidal type continuously variable transmission 3, torque is not interrupted at the time of shifting, smooth running without shift shock is possible, and a linear shifting response to accelerator operation is obtained. In addition, many advantages of the toroidal-type continuously variable transmission can be enjoyed, for example, the fuel efficiency can be greatly improved by being able to run under the condition where the efficiency of the engine 501 is highest.

The Hi-speed continuously variable transmission 3 has a Hi-
The incorporation of the Lo switching mechanism 5 further widens the entire shift range, and allows the above-described advantages of the toroidal-type continuously variable transmission 3 to be enjoyed in a wide shift range.

By incorporating the Hi-Lo switching mechanism 5, the toroidal type continuously variable transmission 3 can be used in a small torque range without applying an excessive torque. The durability is improved.

The Hi-speed continuously variable transmission 3 has a Hi-
By adding the Lo switching mechanism 5, road surface condition, starting,
Optimal driving force can be applied to the front and rear wheels according to the running conditions of the vehicle such as acceleration and turning, so that the traveling performance can be greatly improved.

This effect is particularly remarkable in the configuration of the power transmission device 1 that distributes the driving force to the front wheels and the rear wheels via the power distribution device 7.

Further, the output shaft 21 and the sub shaft 51 are connected to a gear set 2 composed of external gears 43, 45, 47 and 49.
The Hi-Lo switching mechanism 5 connected at 9, 31 has a very simple structure, low cost, and high reliability.

Further, the Hi-Lo switching mechanism 5 itself is compact, and the power transmission device 1 is further compact.

Further, by arranging the synchronizing mechanism 33 and the shift sleeve 35, which constitute the switching means of the Hi-Lo switching mechanism 5, coaxially with the output shaft 21, the control (operation) section of the power transmission device 1 is of a toroidal type. Since the gears are concentrated around the axis of the stepped transmission 3, an increase in size around the counter shaft 51 is prevented.

The double-cavity toroidal type continuously variable transmission 3 can obtain a larger torque transmission capacity than the single-cavity type, and is particularly suitable for an off-road vehicle in which the engine 501 has a large displacement. .

Further, the power transmission device 1 is configured to be lightweight, compact, and low in cost as described above, while obtaining a large torque capacity by the toroidal type continuously variable transmission 3 having a double cavity.

[Second Embodiment] A power transmission device 101 (a second embodiment of the present invention) will be described with reference to FIGS.

This power transmission device 101 is characterized in that:
It has 4, 6, and 7 features. FIG. 3 shows a power transmission device 1.
5 corresponds to the front (engine 501 side) of the vehicle in FIG. Further, members and the like without reference numerals are not shown.

As shown in FIG. 3, the power transmission device 101 is an example in which the configuration of the subtransmission mechanism is changed in the power transmission device 1 of the first embodiment. Differences will be described below.

The power transmission device 101 is composed of a toroidal type continuously variable transmission 3 and a front-rear switching mechanism 103 (sub-transmission mechanism) and a power distribution device 7 which are integrally assembled.
Is housed in

Further, in the power transmission device 101, unlike the power transmission device 1, the front-rear switching mechanism is not disposed at the front stage of the toroidal type continuously variable transmission 3. Therefore, engine 5
01 is input from the torque converter to the toroidal type continuously variable transmission 3.

The front / rear switching mechanism 103 includes a pair of gear sets 2.
9, 105, synchro mechanism 33, shift sleeve 35,
It is composed of a shift fork 37, a shift rod 39, an actuator 41 using an electric stepping motor, and the like.

The gear set 29 includes the gear 4 directly meshed with each other.
The gear set 105 is composed of a gear 107, an idle gear 109, and a gear 111. The gears 43 and 107 are rotatably arranged on the outer periphery of the output shaft 21, and the gears 45 and 111 are fixed to the sub shaft 51. The idle gear 109 is composed of the gear 107 and the gear 11
1 is connected.

As described above, the gear set 105 includes three gears 1.
07, 109 and 111, and the gear set 29 is composed of two gears 43 and 45.
The rotation directions of the output gear 45 and the output gear 111 of the gear set 105 are opposite.

In the power transmission 101, the gear set 29 is the gear set selected when the vehicle is traveling forward, and the gear set 10
Reference numeral 5 denotes a gear set selected for reverse running.

The synchronization mechanism 33 includes a synchronization hub 53,
Shift sleeve 35, synchronizer rings 55, 5
7, gears 59 and 61 and the like. These gears 59 and 61 are connected to gears 43 and 107, respectively.

The shift sleeve 35 is engaged with the synchro hub 53 of the output shaft 21 while the actuator 41 is engaged.
The gear 61 is moved through the shift rod 39 and the shift fork 37 to engage with the gear 59 (gear 43) and connect the output shaft 21 and the sub shaft 51 via the gear set 29, and the gear 61 (gear 107). ) To select the reverse position where the output shaft 21 and the sub shaft 51 are connected via the gear set 105.

The actuator 41, the shift rod 39, the shift fork 37, the shift sleeve 35, and the synchronizing mechanism 33 constitute switching means for the front-rear switching mechanism 103.

When the gear set 29 (forward position) is selected, the output shaft 2 rotates in reverse from the toroidal type continuously variable transmission 3.
The driving force of the engine 501 output to the
The rotation is converted into a rotation direction (forward rotation direction) at the time of forward running, and transmitted from the sub shaft 51 to the power distribution device 7.

When the gear set 105 (reverse position) is selected, the rotation of the output shaft 21 is controlled by the gears 107 and 109.
, And is again converted into the rotation direction (reverse rotation direction) during reverse travel between the gears 109 and 111, and transmitted to the power distribution device 7.

The driving force transmitted to the power distribution device 7 is distributed from the flange 71 to the power transmission system on the rear wheel side, and is distributed from the flange on the front wheel side to the power transmission system on the front wheel side.

Thus, the power transmission device 101 is configured.

As described above, the power transmission device 101 has a toroidal-type continuously variable transmission 3 in which the front-rear switching mechanism 103 (sub-transmission mechanism) is disposed between the output shaft 21 and the sub-shaft 51 of the toroidal-type continuously variable transmission 3. Continuously variable transmission 3 and front / rear switching mechanism 10
3 and the power distribution device 7 are integrated in a casing 8.

The forward / rearward switching mechanism 103 is equivalent to the conventional gear set 1029 with respect to the function of transmitting the driving force between the toroidal type continuously variable transmission 3 and the auxiliary shaft 51. The power transmission device 101 is established simply by removing the gear set 1029 from the toroidal-type continuously variable transmission 1001 and disposing the front-rear switching mechanism 103 in the space of the gear 1047 constituting the gear set 1029. And the number of parts can be reduced.

Further, in the power transmission device 101, since the front / rear switching mechanism 103 is disposed in the space of the gear 1047, the partition 1041 becomes unnecessary, and the axial dimension of the toroidal-type continuously variable transmission 1001 can be reduced. Can be achieved.

In the power transmission device 101, since the auxiliary transmission mechanism is constituted by the front / rear switching mechanism 103, the vehicle can be switched between forward traveling and reverse traveling while obtaining the above-mentioned effects.

A power transmission device 101 provided with a front / rear switching mechanism 103 is provided with a conventional toroidal-type continuously variable transmission 1.
001: Front-back switching mechanism 1005 arranged in the axial direction
Because it is not even more compact and lightweight in the axial direction,
The on-board performance is improved.

If the front / rear switching mechanism 103 is provided with a neutral position for disconnecting the two gear sets 29 and 105 and interrupting the transmission of the driving force, the vehicle is switched to the neutral position when the vehicle is stopped. When,
While the vehicle is stopped, the toroidal-type continuously variable transmission 3 can be shifted, and an optimum gear ratio can be selected at the time of starting, so that the startability is improved.

The number of one of the gear sets 29 and 31 constituting the Hi-Lo switching mechanism 5 in the power transmission device 1 is set to 1
Since the front-rear switching mechanism can be achieved simply by changing the power transmission apparatus, if the power transmission apparatus having such a Hi-Lo switching mechanism is used as a base, the power transmission apparatus 101 can be easily realized at extremely low cost. it can.

[0130] In addition, the power transmission device 101
Except for using the front / rear switching mechanism 103 instead of the i-Lo switching mechanism 5, the same effect as that of the power transmission device 1 can be obtained.

[Third Embodiment] A power transmission device 201 (third embodiment of the present invention) will be described with reference to FIGS.

This power transmission device 201 is characterized in that
It has 6 and 7 features. FIG. 4 shows the power transmission device 201.
5 corresponds to the front (the engine 501 side) of the vehicle in FIG. Further, members and the like without reference numerals are not shown.

As shown in FIG. 4, a power transmission device 201 is an example in which the configuration of the subtransmission mechanism is changed in the power transmission devices 1 and 101 of the first and second embodiments. Differences will be described below.

The power transmission device 201 is constructed by integrally mounting the front / rear switching mechanism 203 (sub-transmission mechanism) and the power distribution device 7 to the toroidal type continuously variable transmission 3.
Is housed in

Further, in the power transmission device 201, similarly to the power transmission device 101, since the front-rear switching mechanism is not disposed in front of the toroidal type continuously variable transmission 3, the engine 50
1 is input from the torque converter to the toroidal type continuously variable transmission 3.

The front / rear switching mechanism 203 includes a gear set 29, a planetary gear set 205, and a pair of multi-plate clutches 207,2.
09 (clutch: switching means of the front / rear switching mechanism 203), a controller for selectively connecting these, and releasing both connections.

The planetary gear set 205 is disposed around the output shaft 21 of the toroidal type continuously variable transmission 3.

The planetary gear set 205 includes an internal gear 211, outer and inner planetary gears 213 and 215 meshing with each other, and each planetary gear 213 and
Planetary gear shafts 217 and 2 for supporting 215
19, a planetary carrier 221 supporting these shafts 217, 219, a sun gear 223, and the like.

The outer planetary gear 213 meshes with the internal gear 211 and the inner planetary gear 2
15 meshes with the sun gear 223.

One multi-plate clutch 207 is disposed between the internal gear 211 and the casing 8 (stationary member), and the other multi-plate clutch 209 is connected to the internal gear 211 and the planetary carrier 221. It is located between.

The sun gear 223 is connected to the output shaft 21 of the toroidal type continuously variable transmission 3, and the planetary carrier 221 is connected to the gear 43 of the gear set 29.

When the multi-plate clutch 207 is released to make the internal gear 211 rotatable and the multi-plate clutch 209 is fastened to connect the internal gear 211 and the planetary carrier 221, the planetary carrier 221 is
(Gear 43) and sun gear 223 rotate together,
The driving force of the engine 501 input to the sun gear 223 rotates the gear 43 in the same rotation direction (reverse rotation direction), is converted to the normal rotation direction by the gear set 29, is transmitted to the power distribution device 7, and causes the vehicle to travel forward. (Forward mode).

When the multi-plate clutch 207 is engaged to connect the internal gear 211 to the casing 8 and the multi-plate clutch 209 is disconnected to release the connection between the internal gear 211 and the planetary carrier 221, The driving force of the engine 501 input to the sun gear 223 rotates the planetary carrier 221 (gear 43) in the forward direction by the direction reversing function of the planetary gear set 205, and is further converted by the gear set 29 in the opposite direction to power. It is transmitted to the distribution device 7 and causes the vehicle to travel backward (reverse mode).

When both the multi-plate clutch 207 and the multi-plate clutch 209 are disconnected, the planetary gear 21
The sun gear 223 idles due to the rotation and revolution of the gears 3 and 215 and the revolution of the internal gear 211, and the power distribution device 7
The subsequent power transmission system is disconnected from engine 501 (neutral mode).

Thus, the power transmission device 201 is configured.

As described above, the power transmission device 201 has the toroidal-type continuously variable transmission 3 in which the front-rear switching mechanism 203 (sub-transmission mechanism) is disposed between the output shaft 21 and the sub-shaft 51 of the toroidal-type continuously variable transmission 3. Continuously variable transmission 3 and front / rear switching mechanism 20
3 and the power distribution device 7 are integrated in a casing 8.

The forward / rearward switching mechanism 203 is equivalent to the conventional gear set 1029 with respect to the function of transmitting the driving force between the toroidal type continuously variable transmission 3 and the auxiliary shaft 51. The power transmission device 201 is established simply by removing the gear set 1029 from the toroidal-type continuously variable transmission 1001 and disposing the front-rear switching mechanism 203 in the space of the gear 1047 constituting the gear set 1029. And the number of parts can be reduced.

In the power transmission device 201, since the front-rear switching mechanism 203 is disposed in the space of the gear 1047, the partition 1041 becomes unnecessary, and the axial dimension of the toroidal type continuously variable transmission 1001 can be reduced. Can be achieved.

In the power transmission device 201, since the auxiliary transmission mechanism is constituted by the front / rear switching mechanism 203, the vehicle can be switched between forward traveling and reverse traveling while obtaining the above-mentioned effects.

In the power transmission device 201 in which the front-rear switching mechanism 203 is arranged coaxially with the output shaft 21, the front-rear switching mechanism 203 is formed on one axis (output shaft 21) without straddling two axes. In addition, the unit characteristics are improved, and assembling, removing, and maintenance are facilitated, and the operation costs for these are reduced.

Further, by disposing the front / rear switching mechanism 203 on the output shaft 21, the power transmission device 201 is made compact in the axial direction, and the size around the sub shaft 51 is avoided.

If the neutral mode in which both the multi-plate clutches 207 and 209 are disconnected is selected, it is possible to operate the toroidal type continuously variable transmission 3 while the vehicle is stopped, thereby improving the startability. Can be.

It is also possible to arrange the forward / rearward switching mechanism 203 on the counter shaft 51, and in this case, the power transmission device becomes more compact in the axial direction.

In addition to this, the power transmission 201 is replaced by a multi-plate clutch 20 instead of the gear type front / rear switching mechanism 103.
Except for using the front / rear switching mechanism 203 including the components 7, 209 and the planetary carrier set 205, the same effects as those of the power transmission device 101 can be obtained.

In each of the above embodiments, the power transmission device is arranged vertically in the vehicle. However, the power transmission device of the present invention is not restricted in the arrangement direction, and may be arranged horizontally.

Further, the power transmission device of the present invention can be used not only for a power transmission device of a four-wheel drive vehicle but also for a two-wheel drive vehicle and distributes driving force to the steered wheels and the drive wheels. Then, the present invention can be applied to all applications such as a six-wheeled vehicle and a vehicle using a crawler.

Further, the clutch used in the structure of claim 5 may be not only a friction clutch but also a meshing clutch.

The friction clutch may be of any type such as a multi-plate clutch, a single-plate clutch, a cone clutch, etc., and these may be either a wet type or a dry type.

[0159]

According to the power transmission device of the first aspect, the output side transmission member of the toroidal type continuously variable transmission and the sub-shaft are connected and integrated by the sub-transmission mechanism, thereby being compact in the axial direction.
Lightweight.

Further, this power transmission device can be easily formed while avoiding an increase in size and weight by removing a transmission gear set from an existing countershaft toroidal type continuously variable transmission and disposing a subtransmission mechanism in the space. Holds.

As described above, the power transmission device of claim 1 is
It is lightweight, compact and greatly improves in-vehicle mountability, and does not require changes to the propeller shaft and casing, and can be implemented at extremely low cost.

Further, this power transmission device can be realized without changing the dimensions of the existing toroidal-type continuously variable transmission by arranging the auxiliary transmission mechanism coaxially on the outer periphery of the toroidal-type continuously variable transmission. , Axial compactness, light weight,
The effect of cost reduction is further improved.

The incorporation of the auxiliary transmission mechanism protects the toroidal type continuously variable transmission from excessive torque, and improves durability.

According to the power transmission device of the second aspect, the same effect as the configuration of the first aspect can be obtained.

The auxiliary transmission mechanism for connecting the output side transmission member and the auxiliary shaft with an external gear is simple in structure, low in cost, high in reliability, compact, and more compact in the power transmission device. I do.

According to the power transmission device of the third aspect, the same effect as that of the configuration of the second aspect can be obtained.

Further, by adding a transmission gear mechanism to the toroidal-type continuously variable transmission, it becomes possible to send an optimal driving force to the driving wheels according to the traveling conditions of the vehicle, and the traveling performance is greatly improved. .

Further, the distance between the output side transmission member and the countershaft can be freely changed, and interference with the casing and peripheral members on the vehicle body side can be prevented.

According to the power transmission device of the fourth aspect, the same effect as the configuration of the second aspect can be obtained.

Further, by incorporating the front-rear switching mechanism in the toroidal type continuously variable transmission, the front-rear switching mechanism conventionally disposed in the axial direction becomes unnecessary. Is improved.

According to the power transmission device of the fifth aspect, the same effect as the configuration of the first aspect can be obtained.

Further, since the sub-transmission mechanism is formed on one shaft, the unitity is improved, and assembling, removing, and maintenance are facilitated, and the operation costs for these are reduced.

Further, in the configuration in which the auxiliary transmission mechanism is arranged on the output side transmission member, the power transmission device can be made compact in the axial direction, and the size around the auxiliary shaft can be avoided.

Further, in the configuration in which the auxiliary transmission mechanism is disposed on the auxiliary shaft, the power transmission device becomes more compact in the axial direction.

[0175] The power transmission device according to claim 6 is characterized in that:
The same effect as the configuration described above can be obtained.

Further, the control section of the subtransmission mechanism is concentrated around the axis of the toroidal-type continuously variable transmission, thereby preventing an increase in size around the subshaft.

[0177] The power transmission device of claim 7 is the same as that of claims 1-6.
The same effect as the configuration described above can be obtained.

Further, by using a double-cavity toroidal type continuously variable transmission having a large torque transmission capacity,
The range of application can be extended to vehicles such as off-road vehicles equipped with a high-power motor.

In addition, while obtaining a large torque capacity, the present invention is configured to be lightweight, compact and low-cost by the effects of the present invention.

[Brief description of the drawings]

FIG. 1 is a skeleton mechanism diagram showing a first embodiment.

FIG. 2 is a view taken in the direction of arrow A in FIG. 1;

FIG. 3 is a skeleton mechanism diagram showing a second embodiment.

FIG. 4 is a skeleton mechanism diagram showing a third embodiment.

FIG. 5 is a skeleton mechanism diagram showing a power system of a four-wheel drive vehicle using each embodiment.

FIG. 6 is a sectional view of a conventional example.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Power transmission device 3 Toroidal-type continuously variable transmission (toroidal-type transmission device) 5 Hi-Lo switching mechanism (sub-transmission mechanism) 8 Casing (stationary member) 13,23 Input disk 15,25 Output disk 17,27 Friction Roller 19 Input shaft of toroidal type continuously variable transmission 21 Output shaft of toroidal type continuously variable transmission (output side transmission member) 29, 31 Gear set (Gear set connecting Hi-Lo switching mechanism and sub-shaft) 33 Synchro mechanism (Switching means) 35 Shift sleeve (Switching means) 43, 45 Directly meshing gear 47, 49 Directly meshing gear 51 Sub shaft 101 Power transmission device 103 Front / rear switching mechanism (Sub transmission mechanism) 105 Gear set (Number of gears from gear set 29) 201 power transmission device 203 front-rear switching mechanism (sub-transmission mechanism) 205 Neta Lee carrier sets 207, 209 multi-plate clutch (Clutch: switching means) 211 internal gear 221 planetary carrier 223 the sun gear

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Masayuki Nagai 1-1, Yoshiwara-cho, Fuji-shi, Shizuoka Prefecture F-term in JATCO TRANSTECHNOLOGY CO., LTD. 3D039 AA03 AA04 AB01 AC21 AC33 AC38 AC40 AC45 AC70 AC74 AC77 AC78 AC79 AD23 AD53 3J051 AA03 AA08 BA03 BB02 BD02 BE09 CB06 ED15 FA01

Claims (7)

[Claims] 1. An input shaft to which a driving force of a motor is input, an input disk coaxially connected to the input shaft, an output disk disposed opposite to the input disk, and contact with the input disk and the output disk. And an output-side transmission member coaxially connected to the output disk and disposed on the back side of the output disk. A transmission that transmits the toroidal transmission, and a sub shaft that is arranged in parallel with the output side transmission member and transmits the driving force to the wheel side. A plurality of transmissions are provided between the output side transmission member and the sub shaft. A power transmission device, wherein a subtransmission mechanism having a gear is arranged. 2. The invention according to claim 1, wherein the auxiliary transmission mechanism includes a pair of gear sets each having a gear disposed on the output side transmission member and a gear disposed on the auxiliary shaft. A power transmission device comprising switching means for switching transmission of driving force between an output side transmission member and a countershaft between a pair of gear sets. 3. The invention according to claim 2, wherein in a pair of gear sets constituting the auxiliary transmission mechanism, whether a gear on each output side transmission member and a gear on the auxiliary shaft directly mesh with each other, Alternatively, a power transmission device that meshes via the same number of gears. 4. The invention according to claim 2, wherein, in a pair of gear sets forming the subtransmission mechanism, the number of gears forming one gear set and the number of gears forming the other gear set are smaller. A power transmission device characterized by one difference. 5. The planetary gear according to claim 1, wherein the auxiliary transmission mechanism has an internal gear, a planetary carrier, and a sun gear, and is arranged coaxially with the output side transmission member or the auxiliary shaft. A gear set, a pair of clutches, and a controller for selectively operating the clutches. The driving force of the prime mover is input to one gear of the planetary gear set, and the other gear is on the output side. The driving force in the forward direction of the vehicle is output to the output side member by being connected to the transmission member or the countershaft and selectively connecting the output side and the remaining one gear to the stationary side by the clutch. A power transmission device that switches between a forward mode and a reverse mode in which a driving force in a reverse direction is output. 6. The power transmission device according to claim 2, wherein the switching means of the auxiliary transmission mechanism is arranged coaxially with the output side transmission member. . 7. The invention according to claim 1, wherein a pair of output disks are arranged back to back, and a pair of input disks are arranged on both sides in the axial direction. A power transmission device wherein the transmission member is disposed axially inside both output disks.