JP2002106600A - Change gear for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it compatible to ensure lubricating properties and reduce friction thereof by supplying a necessary and sufficient amount of lubricating oil to a forward starting clutch and a reverse starting clutch of a change gear for a vehicle. SOLUTION: The change gear is equipped with the forward starting clutch C1 comprised of multiple wet clutches and engaged at forward running of a vehicle and the rear starting clutch C2 comprised of multiple wet clutches and engaged at rear starting of the vehicle. Controlling an amount of oil fed into the forward starting clutch to be greater than an amount of an oil fed into the reverse starting clutch C2 on forward running of the vehicle and controlling an amount of an oil fed into the reverse starting clutch C2 to be greater than an amount of an oil fed into the forward starting clutch C1 on reverse running of the vehicle make it compatible to ensure lubricating properties and to reduce the friction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular transmission having a forward start clutch and a reverse start clutch.

[0002]

2. Description of the Related Art FIG. 17 shows a conventional vehicle transmission having a forward start clutch and a reverse start clutch. This vehicle transmission includes a planetary gear mechanism P and a belt-type continuously variable transmission T. A planetary gear mechanism P connected to a crankshaft 01 of an engine E includes a sun gear 0.
2, a ring gear 03, a planetary carrier 04 and a pinion 05. Sun gear 0 which is an input element
2 is connected to a crankshaft 01 of the engine E via an input shaft 06, and a planetary carrier 04 as an output element is connected to an input shaft 09 of a belt type continuously variable transmission T via a drive gear 07 and a driven gear 08, The output shaft 010 of the belt-type continuously variable transmission T is connected to driving wheels via a final drive gear 011 and a final driven gear 012. The sun gear 02 and the planetary carrier 04 of the planetary gear mechanism P can be fastened via a forward / start clutch C1, and the ring gear 03 can be fastened to a casing via a reverse / start clutch C2.

Therefore, when the forward start clutch C1 is engaged during forward running of the vehicle, the sun gear 02 and the planetary carrier 04 are integrated, the planetary gear mechanism P is locked, and the rotation of the input shaft 06 is transmitted to the drive gear 07 as it is. The vehicle is then driven forward. On the other hand, when the reverse start clutch C2 is engaged during the reverse traveling of the vehicle, the rotation of the input shaft 06 is reversed, and the speed is reduced and transmitted to the drive gear 07 because the ring gear 03 is engaged with the casing. Let it run.

[0004]

By the way, the above-mentioned prior arts have a forward start clutch C1 and a reverse start clutch C1.
The lubricating oil that lubricates the rearward starting clutch C2 after passing through the radially inner forward starting clutch C1 as shown by the broken line arrow in the drawing, and lubricates the radially outer reverse starting clutch C2. The same amount of lubricating oil is supplied to the reverse start clutch C2 regardless of the engaged state and the released state. For this reason, when the forward start clutch C1 is in the engaged state, more lubricant than necessary is supplied to the reverse start clutch C2 in the disengaged state, and there is a problem that friction increases due to dragging of the lubricant. When the reverse starting clutch C1 is in the engaged state, more lubricant than necessary is supplied to the forward starting clutch C1 in the disengaged state, and there is a problem that friction increases due to dragging of the lubricating oil.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to supply a necessary and sufficient lubricating oil to a forward start clutch and a reverse start clutch so as to ensure both lubricating performance and reduce friction. I do.

[0006]

According to the first aspect of the present invention, there is provided a forward start clutch constituted by a wet multi-plate clutch, which is engaged when the vehicle is running forward. A vehicular transmission, comprising: a reverse start clutch constituted by a wet multi-plate clutch and fastened when the vehicle is traveling backward; and lubrication control means for supplying lubricating oil to the forward start clutch and the reverse start clutch. The means controls the amount of lubricating oil supplied to the forward starting clutch to be greater than the amount of lubricating oil supplied to the reverse starting clutch when the vehicle is traveling forward, and is supplied to the reverse starting clutch when the vehicle is traveling backward. A vehicular transmission characterized by controlling the amount of lubricating oil to be greater than the amount of lubricating oil supplied to the forward start clutch is proposed.

According to the above configuration, when the vehicle is traveling forward, the amount of lubricating oil supplied to the forward starting clutch that is in the engaged state is greater than the amount of lubricating oil supplied to the reverse starting clutch that is in the disengaged state. Also, when the vehicle is traveling backwards,
Since the amount of lubricating oil supplied to the reverse starting clutch that is in the engaged state is larger than the amount of lubricating oil supplied to the forward starting clutch that is in the disengaged state, it is unnecessary for a clutch with a small load in the disengaged state. Lubricating oil can be prevented from being supplied, and friction due to dragging of the lubricating oil can be minimized.

The first clutch C1 of the embodiment corresponds to the forward start clutch of the present invention, and the second clutch C2 of the embodiment.
Corresponds to the reverse starting clutch of the present invention, and the SC-
LUB SIFT VALVE 123 corresponds to the lubrication control means of the present invention.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

1 to 13 show a first embodiment of the present invention. FIG. 1 is a skeleton diagram of a continuously variable transmission, FIG. 2 is a map showing the layout of FIGS. 3 to 5, and FIG. 2, FIG. 4 is an enlarged view of part B of FIG. 2, FIG. 5 is an enlarged view of part C of FIG. 2, FIG. 6 is a cross-sectional view taken along line 6-6 of FIG. 3, and FIG.
0 is a map showing a layout of FIG. 8, FIG. 8 is an enlarged view of a portion D in FIG. 7, FIG. 9 is an enlarged view of an E portion in FIG. 7, FIG. 12 is an explanatory diagram of a power transmission path at the time of a failure of the continuously variable transmission, and FIG. 13 is a velocity diagram of a planetary gear mechanism.

As shown in FIG. 1 and FIGS. 3 to 5, the continuously variable transmission for an automobile is a forward drive comprising a toroidal type continuously variable transmission T, a single pinion type planetary gear mechanism P, and a wet multi-plate clutch. The vehicle includes a start clutch C1 (hereinafter, referred to as a first clutch C1) and a reverse start / torque split clutch C2 (hereinafter, referred to as a second clutch C2) composed of a wet multiple disc clutch. The crankshaft 11 of the engine E is connected via a damper 12 to an input shaft 13 of a toroidal type continuously variable transmission T. The first shaft 14, the second shaft 15 and the third shaft 16 are arranged in parallel with the input shaft 13 of the toroidal type continuously variable transmission T, and the first clutch C1 is provided at the left end of the third shaft 16. The second clutch C2 is provided at the right end of the second shaft 15. Drive sprocket 17 fixed to input shaft 13 of toroidal type continuously variable transmission T and second shaft 1
A driven sprocket 18, which is rotatably supported at the right end of the shaft 5, is connected by an endless chain 19, so that the driven sprocket 18 on the second shaft 15 and the clutch outer of the second clutch C2 integrated with the driven sprocket 18 are provided. 20 means that the engine E always rotates during the operation of the engine E.

A first helical gear 23 and a second helical gear 24 are fixedly mounted on a first shaft 14 supported by a casing by a pair of bearings 21 and 22, and the first helical gear 23 is used for a toroidal type continuously variable transmission T. The second helical gear 24 meshes with the output gear 25 and the third shaft 16
A third fixed to the sleeve 26 which is rotatably fitted to the sleeve 26
The gear meshes with the helical gear 27. A pair of bearings 28,
A fourth helical gear 31 is fixedly mounted on a sleeve 30 which is rotatably fitted to the second shaft 15 supported by the casing at 29. The fourth helical gear 31 is relatively rotated around the outer periphery of the sleeve 26 of the third shaft 16. It meshes with the fifth helical gear 33 fixed to the sleeve 32 which fits freely. Further, a sixth helical gear 34 is rotatably supported on the second shaft 15.
The seventh helical gear 35 fixed to the
6 mesh. The eighth helical gear 36 is a reverse idle gear, and is not shown in FIG. The sleeve 30 (that is, the fourth helical gear 31) and the sixth helical gear 34 can be selectively coupled to the second shaft 15 by the shifter S. A clutch inner 38 of the second clutch C2 is fixed to the second shaft 15,
Therefore, when the second clutch C2 is engaged, the driven sprocket 18 is connected to the second shaft 15.

The planetary gear mechanism P provided on the third shaft 16
Are rotatably supported via a plurality of pinion shafts 42 on a sun gear 39, a ring gear 40 fixed to the sleeve 26, and a carrier 41 fixed to the sleeve 32, and mesh with the sun gear 39 and the ring gear 40. And the pinions 43. 1st clutch C
1 is a ring gear 40 of the planetary gear mechanism P and the third shaft 16
And a clutch inner 45 integrated with the sun gear 39 and the sleeve 26. Accordingly, when the first clutch C1 is engaged, the planetary gear mechanism P is locked, and the third shaft 16 connected to the ring gear 40, the sleeve 26 connected to the sun gear 39, and the sleeve 32 connected to the carrier 41 are integrated. Final drive gear 46 fixed to the right end of third shaft 16
Meshes with a final driven gear 48 provided on the differential gear 47. The third shaft 16 is supported by the casing by a bearing 49 provided on the outer periphery of the sleeve 32 and a bearing 50 provided on the outer periphery of the third shaft 16.

Next, the structure of the toroidal type continuously variable transmission T will be described.

A toroidal type continuously variable transmission T connected to a crankshaft 11 of an engine E via a damper 12
A first continuously variable transmission mechanism 61a and a second continuously variable transmission mechanism 61b having substantially the same structure are supported by the input shaft 13 of the first embodiment. The first continuously variable transmission mechanism 61 a includes a substantially cone-shaped input disk 6 fixed to the input shaft 13.
2, a substantially cone-shaped output disk 63 rotatably supported on the input shaft 13, and a roller shaft 64.
It is rotatably supported around and the trunnion shaft 6
A pair of power rollers 66, 66 supported so as to be tiltable about 5, 65 and capable of contacting the input disk 62 and the output disk 63 are provided. The opposing surfaces of the input disk 62 and the output disk 63 are formed of a toroidal curved surface, and the power rollers 66 are connected to the trunnion shaft 6.
When tilted around 5, 65, the contact points of the power rollers 66, 66 with the input disk 62 and the output disk 63 change.

The second continuously variable transmission mechanism 61b is disposed substantially symmetrically with the first continuously variable transmission mechanism 61a with the output gear 25 interposed therebetween.

The power rollers 66, 66 are indicated by arrows a.
When tilted in the direction, the point of contact with the input disk 62 moves radially outward with respect to the input shaft 13, and the point of contact with the output disk 63 moves radially inward with respect to the input shaft 13. The rotation of the input disk 62 is transmitted to the output disk 63 at an increased speed, and the ratio of the toroidal type continuously variable transmission T is continuously changed to OD.
Change to the side. On the other hand, the power rollers 66, 66
When tilted in the direction, the point of contact with the input disk 62 moves radially inward with respect to the input shaft 13, and the point of contact with the output disk 63 moves radially outward with respect to the input shaft 13. The rotation of the input disk 62 is reduced and transmitted to the output disk 63, and the ratio of the toroidal type continuously variable transmission T is continuously reduced to LO.
It changes to W side.

Next, the structure of the toroidal type continuously variable transmission T will be further described with reference to FIGS.

The input disk 6 of the first continuously variable transmission mechanism 61a
2 is formed integrally with the input shaft 13 supported by the casing by a pair of bearings 67 and 68. Output disk 6 of first and second continuously variable transmission mechanisms 61a and 61b
3, 63 are integrally formed, and are supported by the input shaft 13 via bearings 69, 69 so as to be relatively rotatable and slidable in the axial direction. Second continuously variable transmission mechanism 61b
The input disk 62 is supported by the input shaft 13 via a roller spline 70 so as to be relatively non-rotatable and slidable in the axial direction. A cylinder 71 is coaxially provided at the left end of the input shaft 13.
An oil chamber 72 is formed between the input disk 62 of the second continuously variable transmission mechanism 61b and the second continuously variable transmission mechanism 61b which is slidably fitted in the inside. Therefore, when hydraulic pressure is supplied to the oil chamber 72, the second continuously variable transmission mechanism 6
1b input disk 62 and first and second continuously variable transmission mechanisms 6
The output disks 63, 63 of 1a, 61b are pressed against the input disk 62 of the first continuously variable transmission mechanism 61a,
Input disks 62, 62 and output disks 63, 63
, And a load that suppresses slip between the power rollers 66.

The right and left trunnions 73 supporting the pair of power rollers 66 are connected to the input shaft 13.
The piston rods 76 of the left and right hydraulic actuators 75 provided on the hydraulic control block 74 are coupled to the lower ends of the trunnions 73, 73, respectively. Hydraulic actuator 75, 75
Are cylinders 77 formed in the hydraulic control block 74,
77 and a piston 7 slidably fitted to the cylinders 77, 77 and connected to the piston rods 76, 76.
8, 78, upper oil chambers 79, 79 defined above the pistons 78, 78, and lower oil chambers 80, 80 defined below the pistons 78, 78.

The piston rods 76, 76 are provided coaxially with the trunnion shafts 65, 65, so that the trunnions 73, 73 can tilt around the trunnion shafts 65, 65 with the piston rods 76, 76 as support shafts. . When hydraulic pressure is supplied to the lower oil chamber 80 of one hydraulic actuator 75, hydraulic pressure is supplied to the upper oil chamber 79 of the other hydraulic actuator 75. Therefore, the left and right piston rods 76, 76 are driven in opposite directions to each other, and when one of the left and right trunnions 73, 73 moves upward along the trunnion shaft 65, the other moves downward along the trunnion shaft 65. I do.

In order to reliably synchronize the vertical movement of the left and right trunnions 73, 73, the left and right trunnions 51,
Upper yoke 8 is provided between upper and lower ends of 51, respectively.
1 and the lower yoke 82. That is, the central portion of the upper yoke 81 is swingably supported by the hydraulic control block 74 via the spherical joint 83, and the right and left ends of the upper yoke 81 are left and right trunnions 73, 7.
3 is swingably and rotatably supported at the upper end portion thereof via spherical joints 84, 84. The center of the lower yoke 82 is pivotally supported by a hydraulic control block 74 via a spherical joint 85, and the left and right ends of the lower yoke 82 are connected to the lower ends of the left and right trunnions 73, 73 by spherical joints 86, 86. And are pivotally and pivotally supported via the.

The power rollers 6 are attached to the trunnions 73, 73.
Pivot shafts 87, 87 supporting the first and second trunnions 73, 73 are rotatably supported by trunnions 73, 73 via bearings 88, 88, and the power rollers 66, 66 are connected to bearings 90, 90. And a power roller supporting portion 91 rotatably supported through the power roller supporting portion 91. One pivot shaft 87 has a trunnion supporting portion 89 eccentric downward with respect to the power roller supporting portion 91, and the other pivot shaft 87 has The trunnion support 89 is eccentric upward with respect to the power roller support 91. Bearings 92, 92 are arranged between the power rollers 66, 66 and the trunnions 73, 73 to allow the power rollers 66, 66 to move smoothly relative to the trunnions 73, 73. Thus, when the right and left trunnions 73 move in opposite directions,
The power rollers 66, 66 generate trunnions 73, 66 by the reaction force received from the input disk 62 and the output disk 63.
73 together with the first and second continuously variable transmission mechanisms 6 around the trunnion shafts 65 and 65 in the directions indicated by arrows a and b in FIG.
The ratios of 1a and 61b change continuously in synchronization with each other.

Next, the configuration of a hydraulic control circuit for controlling the continuously variable transmission will be described with reference to FIGS.

The hydraulic control circuit includes an oil tank 101,
Oil pump 102, PH REGULATOR V
ALTC103, + TC VALVE105 operated by the electronic control solenoid 104, -TC VALVE107 operated by the electronic control solenoid 106,
TQ CONTROL VALVE108 and CLCH
REDUCING VALVE109 and MANUA
L VALVE110 and D-INH VALVE11
1, RVS CPC VALVE112, and SERV
O VALVE113 and SIFT INHIBITO
R VALVE 114 and SC CONTROL VALVE 116 operated by an electronic control solenoid 115
And RVS operated by the electronic control solenoid 117
SCCVALVE118 and SC BACK UP V
ALVE119 and RSC BACK UP VALV
E120, SC SIFT VALVE121, L
UBRICATION VALVE122 and SC-L
UB SIFT VALVE123.

Next, the operation of the continuously variable transmission having the above-described configuration will be described in a normal state (non-failure state) during forward running.
A description will be given separately for the case of the reverse running at the time of normal (non-failure), the case of the forward running at the time of the fail, and the case of the reverse running at the time of the fail. During forward traveling at the normal time is described first shift control of the toroidal type continuously variable transmission T. Set the discharge pressure of the oil pump 102 to PH REGU
The PH pressure adjusted by the LATOR VALVE 103 is + TC VALVE operated by the electronic control solenoid 104.
105 and TQ CONTROL VALVE 108
The PH pressure is adjusted by the -TC VALVE 107 operated by the electronic control solenoid 106 to become the -TC pressure. The high TQC pressure acts on the lower oil chamber 80 of the hydraulic actuator 75 on the left side of the toroidal type continuously variable transmission T and the upper oil chamber 79 of the hydraulic actuator 75 on the right side of the toroidal type continuously variable transmission T. On the upper oil chamber 79 of the left hydraulic actuator 75 and the lower oil chamber 80 of the right hydraulic actuator 75. Further, the TQC pressure acts on the oil chamber 72 (see FIG. 3) of the toroidal-type continuously variable transmission T to generate an axial thrust to prevent the power rollers 66 from slipping.

When the torque of the engine E is applied to the toroidal type continuously variable transmission T, the power rollers 66... Tend to incline in the direction in which the ratio decreases due to the load pulled in the rotation direction of the input disks 62, 62. Of the hydraulic actuators 75, 75 by the differential pressure between the pressure and the -TC pressure.
By driving 8,78, a load in the opposite direction to the above load is generated. And the hydraulic actuator 7
If the load generated by the torque of the engine E is larger than the load generated by the torque of the engine E, the ratio of the toroidal type continuously variable transmission T changes to the OD side, and the load generated by the torque of the engine E is changed to the hydraulic actuator 75, 75. The ratio of the toroidal type continuously variable transmission T changes to the LOW side if the load is larger than the load generated by the transmission. Therefore, by controlling the duty ratio of the pair of electronic control solenoids 104 and 106, the ratio of the toroidal type continuously variable transmission T is set to the LOW ratio (2.415 in the present embodiment) and the OD ratio (0.4 in the present embodiment). 415).

When the selector is moved to the D range in order to make the vehicle travel forward, MANUAL VALVE 11
Since the 0 spool moves to the left, CLCH REDUCI
The CR pressure obtained by reducing the PH pressure by NGVALVE109 becomes M
CR from CR port of ANUAL VALVE110
(FWD) D-INH VALVE111 via port
CR (F) port and RVS CPC VALVE1
12 CR (F) ports. As a result, R
Since the spool of the VS CPC VALVE 112 is held at the right movement position shown in the drawing, the CLCH REDUCIN
The CR port connected to G VALVE109 is shut off,
The CR (R) port of the SERVO VALVE 113 is open to the atmosphere. On the other hand, since the first clutch pressure SC for engaging the first clutch C1 is transmitted to the CR port of the D-INH VALVE 111 through a path described later, the D-IN
The spool of the H VALVE 111 moves to the right. As a result, the CR (F) port becomes SERVO VALVE 113
, The spool moves leftward, and the shifter S is switched to the forward side (the direction of arrow F in FIG. 1).

Normally, SIFT INHIBITOR
Since VALVE 114 is in the right-moving position shown in the figure, MA
SC which operates CR pressure from CR (FWD) port of NUAL VALVE 110 by electronic control solenoid 115
The control pressure is adjusted to SC pressure by CONTROL VALVE 116, and the first clutch C1 can be engaged. Also R
SE also on the CR port of VS SCC VALVE118
CR from the CR (F) port of RVO VALVE113
Since the pressure is transmitted, the CR pressure can be adjusted to the RSC pressure by the RVS SCC VALVE 118 operated by the electronic control solenoid 117, and the second clutch C2 can be engaged. Note that, as described above, the SC pressure is D-INH V
The spool is transmitted to the SC port of ALVE111 and the spool is moved to the right.

When the vehicle is traveling forward in normal times, the vehicle is started with the toroidal type continuously variable transmission T in the LOW ratio state, and the vehicle is accelerated from there until the OD ratio is reached. This running mode is called a direct mode. The power transmission path at this time is shown by a thick line in FIG. 11A, and a speed diagram of the planetary gear mechanism P is shown in FIG. 13A. In the direct mode, the first clutch C1 is held while the second clutch C2 is held in the non-engaged state.
Just conclude. That is, in FIG. 1 and FIG.
When the clutch C1 is engaged, the ring gear 40 and the sun gear 39 are integrated and the planetary gear mechanism P is locked, so that the torque of the engine E is transmitted through the toroidal type continuously variable transmission T and the first clutch C1 to the drive wheels W, W. Specifically, the torque of the engine E is obtained by changing the crankshaft 11 → the damper 12 → the input shaft 13 of the toroidal type continuously variable transmission T → the output gear 25 of the toroidal type continuously variable transmission T → the first helical gear 23 → the second. Helical gear 24 → third helical gear 2
7 → sleeve 26 → first clutch C1 → third shaft 16 → final drive gear 46 → final driven gear 4
8 → differential gear 47 → driving wheels W, W, and the vehicle is caused to travel forward.

In the meantime, the rotation of the carrier 41 of the planetary gear mechanism P is caused by the rotation of the sleeve 32 → the fifth helical gear 33 → the fourth helical gear 31 → the sleeve 30 → the shifter S → the second shaft 15
→ Although transmitted to the clutch inner 38 of the second clutch C2, since the second clutch C2 is in the non-engaged state, the second clutch C2 is connected to the input shaft 13 via the drive sprocket 17, the endless chain 19 and the driven sprocket 18. No interference occurs between the clutch C2 and the clutch outer 20.

After the first clutch C1 is completely engaged, the duty ratio of the pair of electronically controlled solenoids 104 and 106 is controlled based on the engine speed, the vehicle speed, the accelerator opening, and the like, so that the toroidal type solenoid is controlled. The vehicle is accelerated while changing the ratio of the step transmission T from LOW to OD. The ratio width in the meantime is the toroidal type continuously variable transmission T
LOW ratio (2.415) and OD ratio (0.
415), which is 5.8.

When the toroidal type continuously variable transmission T reaches the OD ratio, the electronic control solenoid 115 of the SC CONTROL VALVE 116 and the RVS SCC VAL
The duty ratio of the electronic control solenoid 117 of the VE 118 is controlled, and the first clutch C1
, The second clutch C2, which was in the non-engaged state, is engaged, and the electronically controlled solenoid 1
The ratio of the toroidal type continuously variable transmission T is changed from OD to LOW by controlling the duty ratios of 04 and 106. As a result, the ratio of the entire continuously variable transmission is changed to a higher ratio than the OD ratio which is the highest ratio of the toroidal type continuously variable transmission T alone, and the ratio 5.8 of the direct mode is increased to 8.7. Can be expanded. This running mode is called a torque split mode. The power transmission path at this time is shown by a thick line in FIG. 11B, and a speed diagram of the planetary gear mechanism P is shown in FIG. 13B.

In this torque split mode, the torque of the engine E is changed from the crankshaft 11 to the damper 12.
→ Input shaft 13 of toroidal type continuously variable transmission T
→ drive sprocket 17 → endless chain 19 → driven sprocket 18 → clutch outer 20 of second clutch C2 → clutch inner 38 of second clutch C2
The power is transmitted to the carrier 41 of the planetary gear mechanism P via the path of the second shaft 15 → the shifter S → the sleeve 30 → the fourth helical gear 31 → the fifth helical gear 33 → the sleeve 32.
Most of the torque of the carrier 41 of the planetary gear mechanism P is from the ring gear 40 to the clutch outer 44 of the first clutch C1.
The third shaft 16 → the final drive gear 46 → the final driven gear 48 → the differential gear 47 → the drive wheels W and W are transmitted through the route to make the vehicle travel forward.
Further, a part of the torque of the carrier 41 of the planetary gear mechanism P is transmitted through the sun gear 39, the sleeve 26, the third helical gear 27, the second helical gear 24, the first helical gear 23, and the output gear 25 of the planetary gear mechanism P to a toroidal stepless type. The power is transmitted back to the input shaft 13 of the transmission T, and then transmitted to the drive wheels W and W via the path passing through the second clutch C2.

When the toroidal type continuously variable transmission T is shifted from the OD ratio side to the LOW ratio side in the torque split mode, the ratio of the entire continuously variable transmission changes to a higher ratio side. The reason is that, when the toroidal type continuously variable transmission T becomes the LOW ratio and the rotation speed of the output gear 25 decreases, the rotation speed of the sun gear 39 of the planetary gear mechanism P connected to the output gear 25 decreases. Therefore, the rotation speed of the ring gear 40 of the planetary gear mechanism P connected to the drive wheels W, W is accordingly increased.

When the vehicle starts moving forward, the load on the first clutch C1 functioning as a starting clutch increases. In order to supply sufficient oil to the first clutch C1 to cool the first clutch C1, the L of the REREGULATOR VALVE 103
Oil from UB port is SC SIFT VALV
Via the LUB port and LUB 'port of E121,
Furthermore, LU of SC-LUB SIFT VALVE123
It is supplied to the lubricated portion of the first clutch C1 via the B port and the RL port. At this time, SC-LUB SI
The SL port of the FT VALVE 123 is closed, and only a small amount of oil that has passed through the orifice is supplied to the second clutch C2.
Friction can be reduced by minimizing oil drag of the clutch C2. When the vehicle is traveling in reverse during normal operation, when the selector is set to the R range to cause the vehicle to travel backward, the spool of the MANUAL VALVE 110 moves to the right, so that CLCH REDUCING VALVE1
CR pressure which reduced PH pressure in 09 is MANUAL VA
It is transmitted from the CR port of the LVE 110 to the CR (R) port of the D-INH VALVE 111 via the CR (RVS) port, and moves the spool of the D-INH VALVE 111 to the left. In addition, CLCH REDUCING VA
CR pressure from LVE109 is RVS CPC VALV
The spool is transmitted to the CR port of E112 to move the spool to the left. As a result, RVS CPC VALVE112
The CR pressure input to the CR (R) port of SERVO
VALVE113 is input to the CR (R) port,
The spool of the ERVO VALVE 113 moves to the right, and the shifter S is switched to the reverse side (the direction of the arrow R in FIG. 1).

SERVO VALVE113 CR
One of the CR pressures output from the (R) port is SC-LU
The signal is transmitted to the B SIFT VALVE123CR (R) port to move the spool to the left. Also SERVO
C output from the CR (R) port of VALVE113
The other of R pressure is CR of MANUAL VALVE110
RVS operated by the electronic control solenoid 117 through the (RVS) port and the CR (RVS, FWD) port
The pressure is transmitted to the CR port of the SCC VALVE 118 and becomes the source pressure of the RSC pressure for operating the second clutch C2.

When the vehicle is traveling in reverse under normal conditions, the vehicle is started with the toroidal type continuously variable transmission T in the LOW ratio state. At this time, only the second clutch C2 is engaged while the first clutch C1 is maintained in the non-engaged state.
The power transmission path at this time is indicated by a thick line in FIG.

That is, in FIGS. 1 and 4, when the second clutch C2 is engaged, the torque of the engine E is changed from the crankshaft 11 → the damper 12 → the input shaft 13 of the toroidal type continuously variable transmission T → the drive sprocket 17 → the endless. Chain 19 → Driven sprocket 18 →
Second clutch C2 → second shaft 15 → shifter S → sixth helical gear 34 → eighth helical gear 36 → seventh helical gear 35 → third shaft 16 → final drive gear 46 → final driven gear 48 → differential gear 4
7 → transmitted through the route of the drive wheels W, W to cause the vehicle to travel backward. Meanwhile, the rotation of the output gear 25 of the toroidal type continuously variable transmission T is input to the sun gear 39 of the planetary gear mechanism P, output from the carrier 41, and transmitted to the sleeve 30 of the second shaft 15, but the shifter S Since it is switched to the reverse side, it does not interfere with the rotation of the second shaft 15.

As described above, the torque of the engine E is transmitted to the drive wheels W and W via the second clutch C2 without passing through the toroidal type continuously variable transmission T and the first clutch C1 when the vehicle travels backward. . At the time of reverse start, the load of the second clutch C2 functioning as the start clutch increases,
As described above, SC-LUB SIFT VALVE1
By moving the spool 23 to the left, oil from the LUB port is preferentially supplied to the lubricated portion of the second clutch C2 via the SL port to achieve cooling. Thus, the first clutch C1 which is in the disengaged state when the vehicle travels backwards
By supplying only a small amount of oil that has passed through the orifice, the drag of the oil of the first clutch C1 can be minimized and friction can be reduced. If the electronic control system of the continuously variable transmission at the time of forward traveling fails, the functions of the electronic control solenoids 104, 106, 115, and 117 are lost, so that the above-described ratio control of the toroidal-type continuously variable transmission T cannot be performed. . Especially when a failure occurs when the vehicle is stopped, the load that changes the ratio of the toroidal type continuously variable transmission T to a lower ratio than the LOW ratio when the vehicle starts moving, and changes to a higher ratio than the OD ratio This causes a load to be applied, which may reduce the durability of the toroidal-type continuously variable transmission T. Further, if the ratio is fixed to the OD ratio, the torque transmitted to the drive wheels W, W may be reduced, and the starting performance may be extremely reduced. Therefore, in the present embodiment, when the vehicle travels forward at the time of a failure, the above-mentioned problem is solved by controlling the first clutch C1 and the second clutch C2 as follows.

+ TC V by electronic control system failure
ALVE105 electronically controlled solenoid 104 and -T
When the current flowing through the electronic control solenoid 106 of C VALVE 107 becomes 0, the + TC pressure output by + TC VALVE 105 becomes the highest pressure. This + TC pressure is SIF
When transmitted to the + TC port of the T INHIBITOR VALVE 114, the spool moves rightward and the first clutch C
The first and second clutches C2 are SC CONTROL V
ALVE116 and RVS SCC VALVE11
8 and replaced with SC BACK UP
VAL119 and RSC BACK UP V
Connected to ALVE120. SIFTINHIBIT
When the spool of OR VALVE114 moves to the right, CR
The CR pressure input to the port is output from the SI port as the SI pressure, and the SC SIFT to which this SI pressure is transmitted
VALVE121 spool and SC-LUB SI
Move the spool of the FT VALVE 123 to the left.

When the spool of the SC SIFT VALVE 121 moves to the left, the communication between the LUB port and the LUB 'port is cut off.
The oil passing through the LVE 121 becomes the orifice 124
, And a pressure difference is generated before and after the orifice 124 in accordance with the flow rate of the oil (the discharge amount of the oil pump 102, that is, the engine speed). Therefore, the SC BACK UP VALVE 119 in which the differential pressure is transmitted to the LUB port and the LUB 'port regulates the CR pressure to the SCB pressure according to the engine speed, and transmits the differential pressure to the LUB port and the LUB' port. R
SC BACK UP VALVE 120 regulates the CR pressure to an RSB pressure according to the engine speed. At this time, the spool of the SCBACK UP VALVE 119 is connected to the trunnions 73, 73 of the toroidal type continuously variable transmission T.
Tilt angle (that is, the ratio of the toroidal type continuously variable transmission T)
To the left in response to SC BA
The SCB pressure output by the CK UP VALVE 119 changes according to both the engine speed and the ratio. Specifically, the SCB pressure increases as the engine speed increases and the ratio of the toroidal type continuously variable transmission T decreases.

By the way, the input disks 62 of the toroidal type continuously variable transmission T at the time of the forward start at the time of a failure.
If the rotational speed difference between the output disks 63, 63 falls between the LOW ratio (2.415) and the OD ratio (0.415), it is possible to prevent an excessive load from being applied to the toroidal type continuously variable transmission T. Is done. However, if only the first clutch C1 is engaged at the time of forward start, the rotational speed of the ring gear 40 of the planetary gear mechanism P connected to the stopped drive wheels W, W is 0, and therefore, the toroidal type continuously variable transmission T Sun gear 39 connected to the output gear 25
Is restrained by the ring gear 40 and braked,
When the ratio is going to change to a lower ratio side than the LOW ratio, a large load is generated. Conversely, when only the second clutch C2 is engaged at the time of forward start, the ring gear 4 of the planetary gear mechanism P connected to the stopped drive wheels W, W
Since the rotation speed of 0 is 0 and the rotation of the carrier 41 connected to the engine E increases, the rotation of the sun gear 39 is transmitted to the output gear 25 at high speed, and the ratio is higher than the OD ratio. A large load occurs when trying to change to the ratio side.

Therefore, the first clutch C1 and the second clutch C2 and the second clutch C2 are offset so that the decrease in the rotation speed of the sun gear 39 due to the engagement of the first clutch C1 and the increase in the rotation speed of the carrier 41 due to the engagement of the second clutch C2 are offset. By setting the engagement force of the clutch C2, the ratio of the toroidal type continuously variable transmission T is maintained at a predetermined ratio (1.6 in this embodiment) between the LOW ratio and the OD ratio, and the toroidal type continuously variable transmission T Overload can be prevented. For example, if the ratio is to be shifted to the LOW side from the predetermined ratio 1.6, the SC BACK UP VALVE 119 outputs the first ratio.
The SCB pressure transmitted to the clutch C1 is reduced to allow the rotation speed of the output gear 25 of the toroidal type continuously variable transmission T to increase, and the ratio is lower than the predetermined ratio 1.6.
Prevent from shifting to the side. Conversely, if the ratio attempts to shift to the OD side from the predetermined ratio 1.6, SC BAC
The SCB pressure transmitted from the K UP VALVE 119 to the first clutch C1 is increased to restrict an increase in the rotational speed of the output gear 25 of the toroidal type continuously variable transmission T, and the ratio is closer to the OD side than the predetermined ratio 1.6. Prevents deviation. The power transmission path at this time is indicated by a thick line in FIG.

In this embodiment, when the engagement force of the first and second clutches C1 and C2 is gradually increased while maintaining the ratio at 1.6, the first clutch C
1 is preferentially controlled, and the engagement force of the second clutch C2 is set to, for example, 30% of the engagement force of the first clutch C1. After the engagement of the first clutch C1, the differential rotation between the engine speed and the speed of the drive wheels W, W is mainly absorbed by the slip of the second clutch C2, so that the second clutch C2 generates heat. However, as in the case of the reverse running at the normal time, the SC-LUB S
By moving the spool of the IFT VALVE 123 to the left, oil from the LUB port is preferentially supplied to the lubricated portion of the second clutch C2 via the SL port to achieve cooling.

When the first clutch C1 is completely engaged with an increase in the vehicle speed, the ratio of the toroidal type continuously variable transmission T increases from the predetermined ratio 1.6 toward the OD ratio, and the OD ratio increases.
When the ratio is reached, the second clutch C2 is completely engaged. Thereafter, the vehicle is accelerated with the OD ratio with the increase in the engine speed. While the ratio changes from the predetermined ratio 1.6 to the OD ratio, the toroidal continuously variable transmission T does not transmit torque. For example, if the output rotational speed of the toroidal type continuously variable transmission T is slightly smaller than the ratio at that time, a load is applied to the power rollers 66. The ratio changes in a direction in which the load is not applied. As described above, the toroidal type continuously variable transmission T self-adjusts the ratio according to changes in the input rotation speed and the output rotation speed. In the case of failure, when the vehicle is traveling in reverse with the electronic control system of the continuously variable transmission failing, the torque of the engine E is not applied to the toroidal-type continuously variable transmission T, and only the second clutch C2 is used. The transmission to the drive wheels W, W through the transmission prevents the durability of the toroidal type continuously variable transmission T from lowering. Also in this case, as in the case of the forward running at the time of the failure described above, + TC
SIFT INHIBITOR VALVE114 with pressure
The second clutch C2 is operated by the electronic control solenoid 117 so that the RVS SCC VAL
VE118 and separated according to the engine speed.
RSC BACK UP VALVE to output SB pressure
120. Further, as in the case of the reverse running in the normal state, the spool of the SERVO VALVE 113 moves to the right and the shifter S is switched to the reverse side.

Accordingly, the second clutch C1 is held while the first clutch C1 is kept in the non-engaged state in order to cause the vehicle to travel backward.
2, the shifter S is switched to the reverse side, so that the torque of the engine E is transmitted to the drive wheels W and W via the second clutch C2 without passing through the toroidal type continuously variable transmission T. That is, it is possible to prevent an excessive load from being applied to the toroidal-type continuously variable transmission T despite the failure of the electronic control system. The power transmission path at this time is
This is indicated by a thick line in FIG.

Next, a second embodiment of the present invention will be described with reference to FIGS. In this embodiment, the first
Components corresponding to the components of the embodiment are denoted by the same reference numerals.

While the planetary gear mechanism P of the first embodiment shown in FIG. 1 is of a single pinion type, the planetary gear mechanism P of this embodiment is of a double pinion type. In the first embodiment, the output gear 25 of the toroidal type continuously variable transmission T is connected to the sun gear 39 of the planetary gear train P, whereas in the second embodiment, the output gear of the toroidal type continuously variable transmission T is connected. 25 is connected to the carrier 41 'of the planetary gear mechanism P. In the first embodiment, the drive wheels W, W are connected to the ring gear 40 of the planetary gear mechanism P, whereas
In the embodiment, the driving wheels W, W are the sun gears 3 of the planetary gear mechanism P.
9 '. In the first embodiment, the second clutch C
2 is a carrier 40 of the planetary gear set P via a shifter S
In the second embodiment, the second clutch C
2 is a ring gear 4 of the planetary gear mechanism P via a shifter S
0 '. Therefore, the carrier 41 ', the sun gear 39', and the ring gear 40 'of the planetary gear mechanism P in the second embodiment correspond to the first, second, and third elements of the present invention, respectively.

The control of the first clutch C1, the second clutch C2 and the shifter S of the second embodiment is the same as that of the above-described first embodiment, whereby the same effects as those of the first embodiment can be achieved. Hereinafter, an outline of the forward / backward operation in the normal state and the fail state will be described. At the time of forward running at normal time At the time of forward running at normal time, the vehicle is started in the direct mode in which only the first clutch C1 is engaged. When the first clutch C1 is engaged, the ring gear 40 'and the sun gear 39' are integrated to lock the planetary gear mechanism P, and the shifter S moves forward (in the direction of arrow F in FIG. 14). At this time, the torque of the engine E is transmitted to the drive wheels W, W via the toroidal type continuously variable transmission T and the first clutch C1. Specifically, the torque of the engine E is changed from the crankshaft 11 to the damper 1
2 → Input shaft 1 of toroidal type continuously variable transmission T
3 → Output gear 25 of toroidal type continuously variable transmission T
→ 1st helical gear 23 → 2nd helical gear 24 → 3rd
Helical gear 27 → Sleeve 26 → Carrier 41 ′ of planetary gear mechanism P → Sun gear 39 ′ of planetary gear mechanism P → Third
The power is transmitted through the shaft 16 → final drive gear 46 → final driven gear 48 → differential gear 47 → drive wheels W, W to drive the vehicle forward. Meanwhile, the rotation of the ring gear 40 'of the planetary gear mechanism P is changed from the fifth helical gear 33 to the fourth helical gear 31 to the sleeve 30.
→ shifter S → transmitted to the clutch inner 38 of the second clutch C2 via the second shaft 15;
Is in a non-fastened state, so that no interference occurs between the input shaft 13 and the integral clutch outer 20.

After the first clutch C1 is completely engaged, the ratio of the toroidal type continuously variable transmission T is changed from LOW to O.
Accelerate the vehicle while changing to D.

When the toroidal type continuously variable transmission T reaches the OD ratio, the first clutch C1 which has been in the engaged state up to that point is set.
And the ratio of the toroidal type continuously variable transmission T is changed from OD to LOW in a state where the second clutch C2, which has been in the non-engaged state, is engaged, so that the continuously variable transmission in the torque split mode is performed. The ratio of the entire apparatus is changed to a higher ratio than the OD ratio.
In the torque split mode, the torque of the engine E is changed from the crankshaft 11 → the damper 12 → the input shaft 13 of the toroidal type continuously variable transmission T → the drive sprocket 17 → the endless chain 19 → the driven sprocket 18 → the clutch outer of the second clutch C2. 20 →
Clutch inner 38 of second clutch C2 → second shaft 15
→ shifter S → sleeve 30 → fourth helical gear 31 →
The light is transmitted to the ring gear 40 ′ of the planetary gear mechanism P via the path of the fifth helical gear 33. Most of the torque of the ring gear 40 'of the planetary gear mechanism P is from the ring gear 40' → pinions 43o, 43i ... → sun gear 39 '→ third shaft 16
The final drive gear 46 → the final driven gear 48 → the differential gear 47 → the drive wheels W and W are transmitted through the route to make the vehicle travel forward. Further, a part of the torque of the ring gear 40 'of the planetary gear mechanism P passes through the ring gear 40', the carrier 41 ', the sleeve 26, the third helical gear 27, the second helical gear 24, the first helical gear 23, and the output gear 25. The driving wheel W, which is transmitted back to the input shaft 13 of the step transmission T, passes therefrom via the path passing through the second clutch C2,
It is transmitted to W. When the vehicle is traveling backward in the normal state, the vehicle is traveling backward in the normal state. In a state where the shifter S is switched to the reverse side (the direction of the arrow R in FIG. 14), the second clutch C
Conclude only two. Thereby, the torque of the engine E is changed from the crankshaft 11 → the damper 12 → the input shaft 13 of the toroidal type continuously variable transmission T → the drive sprocket 17 → the endless chain 19 → the driven sprocket 18 → the second clutch C2 → the second shaft 15 → Shifter S
→ sixth helical gear 34 → eighth helical gear 36 → seventh
The helical gear 35 → the third shaft 16 → the final drive gear 46 → the final driven gear 48 → the differential gear 47 → the drive wheels W and W are transmitted through the route, and the vehicle travels backward. In the meantime, the rotation of the output gear 25 of the toroidal type continuously variable transmission T is input to the carrier 41 'of the planetary gear mechanism P and output from the ring gear 40'. However, since the shifter S is switched to the reverse side, there is no problem. There is no. When the electronic control system of the continuously variable transmission during a forward running fails, the rotation speed of the ring gear 40 'decreases due to the engagement of the first clutch C1, and the rotation speed of the ring gear 40' increases due to the engagement of the second clutch C2. And the first clutch C1
By controlling the engagement force of the second clutch C2 and the ratio of the toroidal type continuously variable transmission T, a predetermined ratio between the LOW ratio and the OD ratio (in this embodiment, 1.
6) to prevent overload of the toroidal type continuously variable transmission T. That is, the shifter S connects the clutch inner 38 of the second clutch C2 to the ring gear 40 'of the planetary gear mechanism P, and the first clutch C1 and the second clutch C2.
Is gradually tightened with a predetermined fastening force, so that the ratio of the toroidal type continuously variable transmission T is controlled so as not to change to a lower ratio side than the LOW ratio or to a higher ratio side than the OD ratio. When the first clutch C1 is completely engaged, the ratio of the toroidal type continuously variable transmission T changes from the predetermined ratio toward the OD ratio, and when the second clutch C2 is completely engaged, the engine speed is fixed in the OD ratio. Accelerate the vehicle by increasing the number. During this time, the torque of the engine E is transmitted to the drive wheels W, W via the second clutch C2, the shifter S, and the planetary gear mechanism P, and the toroidal type continuously variable transmission T performs only the speed change and does not contribute to the torque transmission. When the vehicle is traveling backward in the failure state when the electronic control system of the continuously variable transmission fails, the torque of the engine E is transmitted through the toroidal-type continuously variable transmission T in the same manner as in the normal state. By transmitting to the drive wheels W, W via only the two clutch C2,
A decrease in durability of the toroidal type continuously variable transmission T is prevented.

According to this embodiment, the ratio width of the continuously variable transmission is increased from 8.7 of the first embodiment while maintaining the ratio width of the planetary gear mechanism P at 5.8, which is the same as that of the first embodiment. 1
It can be expanded to 0.6. Other functions and effects of the second embodiment are the same as those of the above-described first embodiment.

Next, a third embodiment of the present invention will be described with reference to FIG.

The continuously variable transmission of the first embodiment and the second embodiment is suitable for a front engine / front drive vehicle in which the engine E is placed horizontally, but the continuously variable transmission of this embodiment uses the engine E. Vertically placed front engine
Suitable for rear drive vehicles. In this embodiment, components corresponding to those of the first and second embodiments are denoted by the same reference numerals.

A first shaft 131 and a second shaft 132 are arranged coaxially with the input shaft 13 of the toroidal type continuously variable transmission T, and the first shaft 131 is connected to the input shaft 1.
3 and the second shaft 132 is driven by a driving wheel W, not shown.
Connected to W. A third shaft 133 and a fourth shaft 134 are arranged in parallel with the first shaft 131 and the second shaft 132, and a first helical gear 135 and a second helical gear 136 are fixed to the third shaft 133, and a fourth shaft A third helical gear 137 and a fourth helical gear 138 are fixed to 134. The first helical gear 135 of the third shaft 133 meshes with the output gear 25 of the toroidal type continuously variable transmission T, and the second helical gear 136 is integrated with the carrier 41 'of the planetary gear mechanism P and the clutch inner 45 of the first clutch C1. 5th helical gear 139. Second
The clutch outer 20 of the clutch C2 is fixed to the first shaft 131, and the clutch inner 38 is fixed to a sleeve 140 fitted on the outer periphery of the first shaft 131. Therefore, the second
When the clutch C2 is engaged, the first shaft 131
40. The sixth helical gear 142 provided on the sleeve 141 fitted to the outer periphery of the sleeve 140
The helical gear 143 meshes with the third helical gear 137 of the fourth shaft 134. The fourth helical gear 138 of the fourth shaft 134 is connected to the eighth helical gear 1 of the second shaft 132.
44.

When the shifter S moves forward (in the direction of arrow F in FIG. 16), the ring gear 40 of the planetary gear mechanism P is connected to the sleeve 140, and when the shifter S moves in the reverse direction (in the direction of arrow R in FIG. 16), the sixth helical gear. 142 is coupled to sleeve 140. The clutch outer 44 of the first clutch C1 is integral with the second shaft 132, so that when the first clutch C1 is engaged, the carrier 41 'of the planetary gear mechanism P is engaged.
Are integrated with the sun gear 39 ′ via the second shaft 132,
The planetary gear mechanism P is locked.

The carrier 41 ', the sun gear 39' and the ring gear 4 of the planetary gear mechanism P according to the third embodiment.
0 'corresponds to the first element, the second element, and the third element of the present invention, respectively.

The control of the first clutch C1, the second clutch C2 and the shifter S of the third embodiment is the same as that of the above-described first embodiment, so that the same effects as those of the first embodiment can be achieved. Hereinafter, an outline of the forward / backward operation in the normal state and the fail state will be described. At the time of forward running at normal time At the time of forward running at normal time, the vehicle is started in the direct mode in which only the first clutch C1 is engaged. When the first clutch C1 is engaged, the carrier 41 'and the sun gear 39' are integrated to lock the planetary gear mechanism P, and the shifter S moves forward (in the direction of arrow F in FIG. 16).
Go to At this time, the torque of the engine E is transmitted to the drive wheels W, W via the toroidal type continuously variable transmission T and the first clutch C1. Specifically, the torque of the engine E is changed from the crankshaft 11 → the damper 12 →
Input shaft 13 of toroidal type continuously variable transmission T →
Output gear 25 of toroidal type continuously variable transmission T → first helical gear 135 → third shaft 133 → second helical gear 136 → fifth helical gear 139 → first clutch C1
→ The second shaft 132 is transmitted by the route of the drive wheels W, W, and the vehicle is caused to travel forward. Meanwhile, the rotation of the carrier 41 'of the planetary gear mechanism P is performed via the ring gear 40' → the shifter S → the sleeve 140 and the clutch inner 3 of the second clutch C2.
However, since the second clutch C2 is in the non-engaged state, no interference occurs between the input shaft 13 and the integral clutch outer 20.

After the first clutch C1 is completely engaged, the ratio of the toroidal type continuously variable transmission T is changed from LOW to O.
Accelerate the vehicle while changing to D.

When the toroidal type continuously variable transmission T reaches the OD ratio, the first clutch C1
And the ratio of the toroidal type continuously variable transmission T is changed from OD to LOW in a state where the second clutch C2, which has been in the non-engaged state, is engaged, so that the continuously variable transmission in the torque split mode is performed. The ratio of the entire apparatus is changed to a higher ratio than the OD ratio.
In the torque split mode, the torque of the engine E is changed from the crankshaft 11 → the damper 12 → the input shaft 13 of the toroidal type continuously variable transmission T → the first shaft 13
1 → clutch outer 20 of second clutch C2 → clutch inner 38 of second clutch C2 → sleeve 140 →
The ring gear 4 of the planetary gear mechanism P via the path of the shifter S
0 '. Ring gear 40 'of planetary gear mechanism P
Most of the torque of the carrier 41 '→ sun gear 39' →
The power is transmitted along the route from the second shaft 132 to the drive wheels W, W, and the vehicle is caused to travel forward. The ring gear 4 is connected to the planetary gear mechanism P.
A part of the torque of 0 'is transferred from the carrier 41' → the fifth helical gear 139 → the second helical gear 136 → the third shaft 133.
→ first helical gear 135 → input shaft 13 of toroidal type continuously variable transmission T via output gear 25
To the drive wheels W, W via the path passing through the second clutch C2. When the vehicle is traveling backward in the normal state, the vehicle is traveling backward in the normal state. In a state in which the shifter S is switched to the reverse side (the direction of the arrow R in FIG. 16), the second clutch C
Conclude only two. Thereby, the torque of the engine E is changed from the crankshaft 11 → the damper 12 → the input shaft 13 of the toroidal type continuously variable transmission T → the first shaft 13
1 → second clutch C2 → sleeve 140 → shifter S →
The sixth helical gear 142 → the seventh helical gear 143 → the third helical gear 137 → the fourth shaft 134 → the fourth helical gear 138 → the eighth helical gear 144 → the second shaft 132 → the driving wheels W and W are transmitted, and the vehicle travels backward. Let it.
In the meantime, the rotation of the output gear 25 of the toroidal type continuously variable transmission T is input to the carrier 41 'of the planetary gear mechanism P and output from the ring gear 40'. However, since the shifter S is switched to the reverse side, there is no problem. There is no. At the time of a failure, when the electronic control system of the continuously variable transmission is in failure, the rotation speed of the carrier 41 'is decreased by engaging the first clutch C1, and the rotation speed of the ring gear 40' is increased by engaging the second clutch C2. And the first clutch C1
By controlling the engagement force of the second clutch C2 and the ratio of the toroidal type continuously variable transmission T, a predetermined ratio between the LOW ratio and the OD ratio (in this embodiment, 1.
6) to prevent overload of the toroidal type continuously variable transmission T. That is, the shifter S connects the clutch inner 38 of the second clutch C2 to the ring gear 40 'of the planetary gear mechanism P, and the first clutch C1 and the second clutch C2.
Is gradually tightened with a predetermined fastening force, so that the ratio of the toroidal type continuously variable transmission T is controlled so as not to change to a lower ratio side than the LOW ratio or to a higher ratio side than the OD ratio. When the first clutch C1 is completely engaged, the ratio of the toroidal type continuously variable transmission T changes from the predetermined ratio toward the OD ratio, and when the second clutch C2 is completely engaged, the engine speed is fixed in the OD ratio. Accelerate the vehicle by increasing the number. During this time, the torque of the engine E is transmitted to the drive wheels W, W via the second clutch C2, the shifter S, and the planetary gear mechanism P, and the toroidal type continuously variable transmission T performs only the speed change and does not contribute to the torque transmission. When the vehicle is traveling backward in the failure state when the electronic control system of the continuously variable transmission fails, the torque of the engine E is transmitted through the toroidal-type continuously variable transmission T in the same manner as in the normal state. By transmitting to the drive wheels W, W via only the two clutch C2,
A decrease in durability of the toroidal type continuously variable transmission T is prevented.

Thus, according to the third embodiment, the same functions and effects as those of the first and second embodiments can be achieved.

Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.

For example, in the embodiment, the toroidal type continuously variable transmission T is illustrated, but the present invention can be applied to any automatic transmission regardless of the stepped transmission and the continuously variable transmission.

[0065]

As described above, according to the first aspect of the present invention, when the vehicle is traveling forward, the amount of lubricating oil supplied to the forward start clutch which is engaged is a reverse start clutch which is disengaged. And the amount of lubricating oil supplied to the reverse starting clutch that is engaged when the vehicle is traveling in reverse is smaller than the amount of lubricating oil that is supplied to the forward starting clutch that is in the disengaged state. Therefore, it is possible to prevent supply of unnecessarily large amount of lubricating oil to the clutch having a small load in the disengaged state, and to minimize friction due to dragging of the lubricating oil.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram of a continuously variable transmission.

FIG. 2 is a map showing layouts of FIGS. 3 to 5;

FIG. 3 is an enlarged view of a portion A in FIG. 2;

FIG. 4 is an enlarged view of a portion B in FIG. 2;

FIG. 5 is an enlarged view of a portion C in FIG. 2;

FIG. 6 is a sectional view taken along line 6-6 in FIG. 3;

FIG. 7 is a map showing layouts of FIGS. 8 to 10;

FIG. 8 is an enlarged view of a portion D in FIG. 7;

9 is an enlarged view of a portion E in FIG. 7;

FIG. 10 is an enlarged view of a portion F in FIG. 7;

FIG. 11 is an explanatory diagram of a power transmission path of the continuously variable transmission in a normal state.

FIG. 12 is an explanatory diagram of a power transmission path at the time of a failure of the continuously variable transmission.

FIG. 13 is a velocity diagram of the planetary gear mechanism.

FIG. 14 is a skeleton diagram of a continuously variable transmission according to a second embodiment.

FIG. 15 is a velocity diagram of the planetary gear mechanism according to the second embodiment.

FIG. 16 is a skeleton diagram of a continuously variable transmission according to a third embodiment.

FIG. 17 is a skeleton diagram of a conventional continuously variable transmission.

[Explanation of symbols]

C1 First clutch (forward start clutch) C2 Second clutch (reverse start clutch) 123 SC-LUB SIFT VALVE (lubrication control means)

Claims (1)

[Claims] 1. A forward start clutch (C1) comprising a wet-type multi-plate clutch and engaged when the vehicle is traveling forward;
A reverse starting clutch (C2) which is constituted by a wet type multi-plate clutch and is engaged when the vehicle is traveling backwards; a lubrication control means (123) for supplying lubricating oil to the forward starting clutch (C1) and the reverse starting clutch (C2); The lubrication control means (123) is configured to reduce the amount of lubricating oil supplied to the forward starting clutch (C1) during forward running of the vehicle by the amount of lubricating oil supplied to the reverse starting clutch (C2). Control so that the amount of lubricating oil supplied to the reverse starting clutch (C2) is larger than the amount of lubricating oil supplied to the forward starting clutch (C1) when the vehicle is traveling in reverse. A transmission for a vehicle, comprising: