JP2002206610A - Continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure compactness of a continuously variable transmission case. SOLUTION: An oil path 207, 257 is formed inside a support member 201, 251 for positioning an output disc 24 on a primary shaft 12. The oil path 207, 257 is opened to a through hole 202, 252 to insert the shaft 12 therein. A first/ second oil path 163, 164 is formed inside the primary shaft 12. The oil path 163, 164 is opened to a peripheral surface of the shaft 12 in a part positioning the through hole 202, 252. A seal ring 208, 208, 258, 258 is provided to prevent a leak of oil by interposing an opening. A route for supplying operating oil and lubricating oil to the oil path 163, 164 in a shaft side from the oil path 207, 257 in a side of the support member can be constructed, by eliminating necessity for forming an oil path in a side wall 150d of a transmission case 150, its shortening is obtained by this unnecessary component.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission, and more particularly, to a technical field of a toroidal type continuously variable transmission which has been reduced in size and has improved mountability and layout on a vehicle.

[0002]

2. Description of the Related Art A toroidal type continuously variable transmission which has been put to practical use as a vehicle continuously variable transmission has a power roller for transmitting power between an input disk having a toroidal surface and an output disk. The gear ratio of the power transmission is changed steplessly by tilting the rollers to change the contact position between the two disks in the radial direction. For example, as shown in FIG. , B: c,
Two toroidal-type continuously variable transmission mechanisms g and h including a pair of upper and lower power rollers e, e: f, f are arranged side by side on a shaft (for example, a shaft to which rotation from the engine is input) i. There is.

In this case, the input disks a and c of the two mechanisms g and h are arranged at the end of the shaft i, and the output disks b and d of the two mechanisms g and h are arranged at the intermediate part of the shaft i. Generally, the input disk a and the output disk b of the continuously variable transmission mechanism g, the output disk d of the second continuously variable transmission mechanism h, and the input disk c are arranged in this order. The two output disks b and d are integrated so as to rotate integrally, and an output gear j is provided on the outer periphery thereof. The gear j is connected to the gears k and g outside the continuously variable transmission mechanisms g and h. For example, the rotation of the output disks b and d is taken out to the driving wheel side by meshing with a gear of a predetermined rotating element of a planetary gear mechanism provided for deceleration.

In this case, when a helical gear is used as the gears j and k for reducing noise such as rattling noise, the shafts i and j are connected to the gears j and k and the output disks b and d.
Since a thrust force in the direction is generated, it is necessary to position the output disks b and d in the direction of the axis i in order to secure a reliable and sufficient engagement between the gears j and k. For this purpose, for example, as shown by chain lines m and m in the figure, the input and output disks a and b of the mechanisms g and h advance between the c and d to move the output disks b and d in the direction of the axis i. It is conceivable that the restricting wall portion is integrally protruded from the transmission case n side. However, in this case, the degree of freedom of the layout of the continuously variable transmission x with respect to the case n is greatly restricted, and the versatility is lacking.

Therefore, as disclosed in Japanese Patent No. 3052659, the input / output disks a,
b: A support member (post member) positioned between c and d to restrict the movement of the output disks b and d in the direction of the axis i may be assembled to the transmission case n side. By changing the mounting position of the support member, it is possible to cope with the continuously variable transmission x having various structures and dimensions.

[0006]

In this type of continuously variable transmission, as shown by reference numeral p in FIG. 1, the continuously variable transmission blows onto a toroidal surface where the disks a to d and the rollers e to f are in pressure contact with each other. The lubrication oil passage to be hung, the low mode clutch,
An oil passage or the like for hydraulic oil supplied to various clutches such as a high mode clutch and a starting clutch may be formed in the shaft i. In this case, an oil passage is formed on the side wall q of the transmission case n bearing the end of the shaft i, as indicated by reference numeral r in FIG.
A configuration in which oil is supplied from the case-side oil passage r to the shaft-side oil passage p is usually adopted. However, in this case, the thickness of the case side wall q is increased, and the length of the entire transmission case n is increased by that amount, thereby hindering the reduction in size and weight of the continuously variable transmission x.

The inventor of the present invention pays attention to the support member provided for positioning the disk with high versatility, and conceives a configuration in which an oil supply path is constructed using the support member. This has led to the completion of the present invention which is excellent in mountability or layout. Hereinafter, the present invention will be described in detail including other problems.

[0008]

That is, the invention according to claim 1 in the claims of the present application is provided with two toroidal type continuously variable transmission mechanisms on a shaft, and has an output disk between input disks of both mechanisms. A continuously variable transmission provided with a gear that meshes with a gear outside the mechanism on the outer periphery of the output disk, and is assembled so that the shaft penetrates the transmission case side, between input and output disks of each mechanism. First and second support members positioned to restrict axial movement of the output disk;
A support member side oil passage formed in each support member and opening to a through hole through which the shaft penetrates, a shaft side oil passage formed in the shaft and opening to the shaft peripheral surface, the through hole and the shaft peripheral surface And a seal ring for preventing oil supplied from the support member side oil passage to the shaft side oil passage from leaking.

According to the present invention, first, the first and second support members for positioning the output disk provided with the output gear are assembled instead of projecting from the transmission case. By changing the assembling position, it is possible to cope with continuously variable transmissions having various structures and dimensions.

Then, a through hole is provided in each support member,
Since the shaft on which the disks of the continuously variable transmission mechanism are arranged is passed through the through hole, the support member and the shaft come into contact with each other via the contact portion between the through hole and the shaft peripheral surface. The support member-side oil passage is formed in each support member, the shaft-side oil passage is formed in the shaft, and the support member-side oil passage is opened in the through hole, and the shaft oil passage is opened in the shaft peripheral surface. In addition, since a seal ring for preventing oil leakage is provided at a contact portion between the through hole and the shaft peripheral surface, the support member for disc positioning, or the contact portion, is used to move the shaft side from the support member side oil passage to the shaft side. An oil supply path to the oil passage is established. As a result, there is no need to form an oil passage in the side wall of the transmission case, and the axial length of the case and thus the entire continuously variable transmission is reduced accordingly.

Further, since the support member has a beam shape extending from the periphery of the through hole so as to be opposite to each other, it can be used as a deformation preventing rigid body facing external stress.

Next, according to a second aspect of the present invention, in the first aspect of the present invention, a plurality of power rollers are provided for each continuously variable transmission mechanism, and trunnions for individually supporting these rollers are common. The link plate is supported so as to be relatively movable, and each support member penetrates the link plate in contact therewith.

According to the present invention, it is easy to manage the dimensional accuracy of the entire continuously variable transmission. That is, since the support member penetrates the link plate in a contact state, the positioning of the link plate is achieved simultaneously with the positioning of the output disk. Here, since the link plate supports all the power rollers or trunnions belonging to each continuously variable transmission mechanism, the disk and the rollers that come into contact with each other at a predetermined pressure are simultaneously positioned by the same support member. As a result, the dimensional accuracy of the entire continuously variable transmission is easily secured and managed, and the power transmission and the gear ratio control are properly performed.

Next, according to a third aspect of the present invention, in the first or second aspect of the invention, each support member has a flat surface facing in parallel with the output disk, and the support member has a flat surface in the axial direction of the output disk. It is characterized in that the support member is prevented from rotating so as to restrict the movement and to keep the plane parallel to the output disk.

According to the present invention, since the plane of the support member for achieving the positioning of the output disk is not inclined with respect to the output disk, the output disk does not fall down on the axis, and as a result, the output disk is positioned. Accuracy, the contact pressure between the output disk and the power roller, and the like are properly maintained. In the following, with reference to the drawings, including other issues,
The present invention will be described in more detail through embodiments of the present invention.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [Overall Configuration] As shown in FIGS. 1 and 2, a toroidal type continuously variable transmission 10 according to the present embodiment.
An input shaft 11 connected to an output shaft 2 of the engine 1 via a flywheel 3;
A primary shaft 12 arranged coaxially on the side opposite to the engine, and a secondary shaft 13 arranged in parallel to these shafts 11 and 12. All of these shafts 11 to 13 extend in the lateral direction of the vehicle.

On the primary shaft 12, a first and a second
, A loading cam mechanism 40 between the input shaft 11 and the primary shaft 12, a planetary gear mechanism 50, a low mode clutch 60 and a high mode clutch 70 on the secondary shaft 13. However, there is a first and second gear train 8 between the input shaft 11 and the secondary shaft 13.
0, 90 and a start clutch 120 in the flywheel 3, respectively.

The continuously variable transmission mechanisms 20 and 30 have substantially the same configuration. Input disk 2 each having toroidal surface
Power rollers 23 and 33 for transmitting power between the output disks 1 and 31 and the output disks 22 and 32 are provided two by two. The first continuously variable transmission mechanism 20 on the engine side has an input disk (first input disk) 21 disposed on the engine side and an output disk (first output disk) 22 disposed on the opposite side to the engine, and the second continuously variable transmission mechanism 20 on the opposite side to the engine. The speed change mechanism 30 has an input disk (second input disk) 31 disposed on the opposite side to the engine and an output disk (second output disk) 32 disposed on the engine side.
1, the first output disk 22, the second output disk 32, and the second input disk 31 are arranged in this order. The input disks 21 and 31 are respectively coupled to both ends of the primary shaft 12, and the output disks 22 and 32 are integrated (integrated output disk 24) and rotatably supported by an intermediate portion of the primary shaft 12. I have.

The loading cam mechanism 40 is provided on the engine side of the first input disk 21. The loading cam mechanism 40 has a pair of cam surfaces on the opposing surfaces of the cam disk 41 supported on the primary shaft 12 and the first input disk 21, and a plurality of rollers 42... 42 are arranged between these cam surfaces. Configuration. Cam disk 41
When torque is transmitted between the input disk 21 and the first input disk 21, the input disk 21 is pressed against the engine by the cam disk 41 via the rollers 42. Is transmitted to the second input disk 31 via the primary shaft 12 from the
The input disk 31 is pressed toward the engine. As a result, both the continuously variable transmission mechanisms 20 and 30 have the input disk 2
Roller 2 between output disks 1 and 31 and output disks 22 and 32
3, 23, 33, 33 are sandwiched to obtain a required torque transmission capacity.

The first gear train 80 includes the input shaft 11
And a drive gear 81, an idle gear 82, and a driven gear 83 on the secondary shaft 13. The second gear train 90 has a drive gear 91 provided on the outer periphery of the integrated output disk 24 and a driven gear 92 on the secondary shaft 13. The sun gear 51 of the planetary gear mechanism 50 is connected to the driven gear 92 of the second gear train 90, and is connected to and disconnected from the secondary shaft 13 via the high mode clutch 70. The pinion carrier 52 is connected to and disconnected from the driven gear 83 of the first gear train 80 via the low mode clutch 60. The internal gear 53 is connected to the secondary shaft 13.

At the end of the secondary shaft 13 on the engine side, an output gear 101 on the shaft 13, a large-diameter first idle gear 102, a small-diameter second idle gear 103 coaxial with the gear 102, Large diameter ring gear 104
An output gear train 100 is provided, and the left and right axles 111 and 112 are driven by the output gear train 100 via a differential gear mechanism 110.

[Continuously Variable Transmission Mechanism] Next, the structure of the first and second continuously variable transmission mechanisms 20 and 30 will be described in detail with reference to FIG. In the following description, subscripts A and B are assigned to members belonging to the upper and lower sides of the first continuously variable transmission mechanism 20, and C and D are assigned to members belonging to the upper and lower sides of the second continuously variable transmission mechanism 30. Each may be attached (see FIG. 6).

A pair of power rollers 23, 23:33, 3 interposed between the input / output disks 21, 22, 31 and 32.
3 are rotatably supported by trunnions 26... 26 via shafts 25. Trunnion 2
26 are arranged vertically above and below the primary shaft 12 in each of the mechanisms 20 and 30, and all the trunnions 26... 26 are spherically supported in front and back by a pair of link plates 27 and 27. Each trunnion 26 is disk 2
The linear reciprocating motion along the axis X in the tangential direction of 1,22: 31,32 and the rotation around the axis X are possible.

Each of the trunnions 26 has a rod 28 extending along the axis X. A piston 29 is attached to the rod 28, and the piston 29 is used to increase the speed in a valve body of a shift control unit 140 described later. Hydraulic chamber RH
And a deceleration hydraulic chamber RL are defined. In that case,
Upper trunnions 26A, 26C and lower trunnions 2
6B and 26D, the positions of the speed-increasing hydraulic chamber RH and the deceleration hydraulic chamber RL are reversed.

When the speed increasing hydraulic pressure in the speed increasing hydraulic chamber RH increases when the power rollers 23, 23:33, 33 are at the neutral positions shown in the drawing, the upper trunnions 26A, 26
C moves rightward in the drawing, and lower trunnions 26B and 26D move leftward. At this time, when the integrated output disk 24 shown is rotating in the direction of arrow A, the upper power rollers 23A and 33C receive a downward force from the integrated output disk 24 and rotate in the direction of arrow A. The input disks 21 and 31 receive an upward force.
On the other hand, the lower power rollers 23B and 33D receive an upward force from the integrated output disk 24 and
It receives a downward force from 1,31. As a result, all the rollers 23, 23:33, 33 have the input disks 21, 3
The position of contact with the output disk 2 is located on the outside in the radial direction.
The contact positions with the gears 2 and 32 are tilted to move inward in the radial direction, and the speed ratio of the continuously variable transmission mechanisms 20 and 30 decreases (speed increase).

Conversely, when the deceleration hydraulic pressure in the deceleration hydraulic chamber RL increases, the upper trunnions 26A, 26C
Is moved to the left side in the drawing, and the lower trunnions 26B and 26D are moved to the right side, so that all the rollers 23, 23: 3
3 and 33, the contact positions with the input disks 21 and 31 are shifted inward in the radial direction, and the contact positions with the output disks 22 and 32 are shifted outward in the radial direction. The gear ratio of 30 increases (deceleration).

The axis X of the linear reciprocating motion of the trunnions 26... X is not horizontal but inclined.
Thus, a plurality of shafts can be collectively arranged while avoiding interference between a number of members such as gears, and the occupied volume of the continuously variable transmission 10 or the transmission case 150 can be reduced as much as possible. It becomes possible.

[Starting Clutch] As shown in FIG. 4, the flywheel 3 includes a first rotating body 302 connected to the engine output shaft 2 via a drive plate 301, and a first rotating body 302 opposite to the engine. And a second rotating body 303 disposed adjacent to the second rotating body 303. These rotating bodies 302, 3
03 is connected via a torsion spring 304 and a friction member 305. Second rotating body 303
Has a plate member 121 on the first rotating body 302 side and a cover member 122 on the side opposite to the engine. These members 121 and 122 are connected at their outer peripheral portions by fasteners as appropriate,
In a space between the members 121 and 122, a clutch disk 123 spline-coupled to the input shaft 11 is provided. Thereby, the clutch disk 123
A starting clutch 120 in which a space on the side opposite to the engine is a hydraulic chamber 124 is formed.

When hydraulic oil is supplied to the hydraulic chamber 124 through an oil passage 125 formed in the input shaft 11, the clutch disk 123
Pressed to 1. Thereby, the starting clutch 120
Is fastened, the second rotating body 303 of the flywheel 3 is coupled to the input shaft 11, and the rotation of the engine 1 is input to the input shaft 11. In that case,
The supply of the hydraulic oil to the hydraulic chamber 124, that is, the engagement of the starting clutch 120, is performed when a predetermined time has elapsed since the engine 1 started cranking. This is because the speed increasing hydraulic pressure and the deceleration hydraulic pressure (speed ratio control hydraulic pressure) for maintaining the postures of the trunnions 26... 26 that individually support the power rollers 23, 23:33, 33 are not sufficiently increased. Input / output disks 21, 22: 31, 3 due to the input disks 21, 31 starting to rotate at
2 and the power rollers 23, 23: 33, 33 to avoid the problem of breakage or damage.

As shown in FIG. 2, an oil pump 130 is provided on the opposite side of the flywheel 3 from the engine. The oil pump 130 is driven by a boss extending rearward of the second rotating body 303 (cover member 122) of the flywheel 3.

[Shift Control Unit and Overall Operation] As shown in FIG. 3, a shift control unit (valve body) 140 is mounted on one side surface 150a of the transmission case 150.
It is covered with a side cover 151. Transmission control unit 1
The reference numeral 40 designates, using the discharge pressure of the oil pump 130 as a base pressure, an operating pressure for engagement of each of the clutches 60, 70, 120 and a hydraulic pressure for speed ratio control of the continuously variable transmission mechanisms 20, 30.

The oil pump 130 includes a transmission case 150
The oil O in the oil pan 152 attached to the lower surface 150b of the oil pump 150 is sucked up and supplied to the shift control unit 140.
The shift control unit 140 adjusts the discharge pressure of the oil pump 130 to a predetermined operating pressure, and adjusts the discharge pressure to oil passages 161 and 162 (FIG. 2) formed in the secondary shaft 13 in the axial direction.
) Is supplied to the low mode clutch 60 and the high mode clutch 70 as an operating pressure for engagement. Also,
The oil passage 125 formed in the input shaft 11
Is supplied to the starting clutch 120 as a working pressure for engagement. Further, the hydraulic pressure is supplied to a hydraulic chamber RH for acceleration and a hydraulic chamber RL for deceleration defined by a piston 29 of each trunnion 26 as a hydraulic pressure for acceleration and a hydraulic pressure for deceleration (a hydraulic pressure for speed ratio control).

While the engine 1 is stopped, the starting clutch 12
0, the low mode clutch 60 and the high mode clutch 70 are all disengaged. Especially starting clutch 12
Since 0 is released, the rotation of the engine 1 is transmitted only from the input shaft 11 to the flywheel 3 when the engine 1 is started. As a result, the load acting on the engine 1 is reduced, and the startability of the engine 1 is improved.

When the engine 1 starts, the oil pump 13
0 is driven, and the clutch engagement operating pressure and the gear ratio control hydraulic pressure rise. As described above, the starting clutch 1
20 is not engaged immediately after the start of the engine 1, but is engaged when the gear ratio control hydraulic pressure in the hydraulic chambers RH... RH, RL.
In this case, since the starting clutch 120 is provided in the flywheel 3 having a large diameter, the diameter of the clutch disk 123 can be increased, and the axial dimension of the starting clutch 120 can be reduced. Further, the operating pressure for clutch engagement for transmitting the required torque can be reduced, and the drive loss of the oil pump 130 can be reduced.

When the starting clutch 120 is engaged, the rotation from the engine 1 is input to the first input disk 21 via the loading cam mechanism 40, and the power roller 23,
23 to the integrated output disk 24 and at the same time, from the first input disk 21 to the primary shaft 1
2 is also input to the second input disk 31 via the power rollers 33 and
4 is transmitted. The rotation of the integrated output disk 24 is the second
It is input to the sun gear 51 of the planetary gear mechanism 50 via the gear train 90.

When the driver selects the D range (forward) or the R range (reverse), the low mode clutch 60 is engaged, and rotation from the engine 1 is transmitted via the first gear train 80 to the pinion of the planetary gear mechanism 50. It is also input to the carrier 53. Here, if the speed ratio (toroidal speed ratio) of the continuously variable transmission mechanisms 20 and 30 is controlled to set the rotation speed ratio between the sun gear 51 and the pinion carrier 53 to a predetermined ratio, the internal gear 53 of the planetary gear mechanism 50 is set. Becomes zero and a geared neutral state is obtained.

The sun gear 51 and the pinion carrier 5 are changed from the geared neutral state by changing the toroidal speed ratio.
3, the internal gear 53 or the secondary shaft 13 is moved forward or backward in a state where the speed ratio (unit speed ratio) of the entire continuously variable transmission 10 is large, that is, in a low mode. The vehicle starts rotating and starts to rotate.

When the low mode clutch 60 is released and the high mode clutch 70 is engaged at a predetermined timing after the vehicle starts moving in the forward direction, rotation from the engine 1 is transmitted from the loading cam mechanism 40 to the continuously variable transmission mechanisms 20, 30. And the secondary shaft 13 via the second gear train 90
The unit speed ratio corresponds to only the toroidal speed ratio, and the unit speed ratio is continuously controlled in a small state, that is, in a high mode state.

Although not shown, a precess cam is connected to the rod 28 of one predetermined trunnion 26, and a crank is interposed between the precess cam and a shift control valve formed of, for example, a three-layer valve. I have. Then, the tilting of the power rollers 23 and 33 is fed back to the shift control valve via the rotation of the cam and the swing of the crank.

[Supporting Member] Next, the structure of the supporting members 201 and 251 which is a feature of the present invention will be described in detail with reference to FIGS. As described above, the output rotation of the first and second continuously variable transmission mechanisms 20 and 30 is transmitted to the planetary gear mechanism 50 in the low mode and to the secondary shaft 13 in the high mode via the second gear train 90. You. Here, the drive gear 91 and the driven gear 92 of the second gear train 90 are each formed of a helical gear with low rattling noise and smooth power transmission. A thrust force to move the engine side is generated. The first and second support members 201 and 251 prevent the output disk 24 from moving on the primary shaft 12 due to the thrust force, and secure sufficient meshing between the gears 91 and 92 of the second gear train 90. Is what you do.

(Positioning Function) First and second support members 20
Reference numerals 1 and 251 denote first and second continuously variable transmission mechanisms 20,
Between the 30 input / output disks 21, 22, 31 and 32, they are arranged between the upper power rollers 23A and 33C and the lower power rollers 23B and 33D. Each of the support members 201 and 251 extends in parallel with the axis X of the linear reciprocating motion of the trunnions 26.
02 and 252 are formed, and the primary shaft 12 penetrates the holes 202 and 252. Support member 201,
One end of 251 protrudes into the wall 150 c of the transmission case 150 and is prevented from rotating by the pins 203 and 253. The other end protrudes into a single connecting member 270 assembled to the transmission control unit (valve body) 140 with fasteners 271... 271 as appropriate, and is fastened and fixed with nuts 204 and 254.

The peripheries of the through holes 202 and 252 are planes extending in a substantially circular shape, and face in parallel with the end surface on the output disk 24 side (the plane around the primary shaft 12 penetrating). Thrust bearings 205 and 255 are interposed between these facing surfaces. As a result, the output disk 24 is sandwiched between the pair of support members 201 and 251 and positioned on the primary shaft 12.
As a result, reliable and sufficient meshing between the drive gear 91 provided on the outer periphery of the output disk 24 and the driven gear 92 outside the mechanisms 20 and 30 is secured.

Moreover, since the support members 201 and 251 are separate from the transmission case 150, the mounting position thereof can be freely changed, and the position and size of the output disk 24 can be flexibly changed. Available. In this case, the change of the assembling position of the supporting members 201 and 251 is performed by changing the assembling position of the connecting member 270 with respect to the valve body 140, changing the specification of the connecting member 270 itself, and changing the transmission case wall 150c of the supporting members 201 and 251. Can be achieved by changing the entry position of the vehicle.

Further, the supporting members 201 and 251 are
03, 253, the support members 201,
The support member 201, 25 sandwiching the thrust bearings 205, 255 does not rotate as indicated by the arrow A in FIG.
1 and the output disk 24 are maintained parallel to each other. Therefore, the output disk 24 does not tilt on the primary shaft 12 as shown by the arrow C in FIG. 6, and the positioning accuracy of the output disk 24 and the position of the output disk 24 and the power rollers 23, 23:33, 33 are different. The contact pressure and the like are properly maintained.

(Accuracy management function) Support members 201, 251
Extend from the periphery of the through holes 202, 252 at the center so as to be away from each other, and penetrate the link plates 27, 27 while entering the wall 150c and the connecting member 270.
In this case, the support members 201 and 251 penetrate the link plates 27 and 27 while making contact with the spherical bearings.
That is, the support members 201 and 251
In addition, the link plates 27, 27 are also positioned.

Here, the link plates 27, 27 are provided with a total of four trunnions 26A-2A of the continuously variable transmission mechanisms 20, 30.
It supports all 6D. Accordingly, the output disk 24 and the four power rollers 23A, 23B: 33C, 33D, which are in contact with each other at a predetermined pressure, have the same support member 2.
01 and 251 are simultaneously positioned, and as a result, the connecting member 27 for fixing the support members 201 and 251
By selecting and replacing 0 with the required specifications, the continuously variable transmission 1
The overall dimensional accuracy is easily ensured and managed, and power transmission and gear ratio control are properly performed.

(Trunnion interlocking function) On the other hand, the support members 201 and 251 support the link plates 27 and 27 with spherical bearings. In particular, as shown in FIG. 6, the support members 201 and 251 are formed by upper and lower rollers 23A and 23B: 33.
C, located in the middle of 33D. Here, as described above, in the upper trunnions 26A and 26C or the lower trunnions 26B and 26D, the moving direction along the axis X is the same. However, the upper trunnion 2
6A, 26C and the lower trunnions 26B, 26D, the moving directions along the axis X are reversed because the arrangement of the speed-increasing hydraulic chamber RH and the deceleration hydraulic chamber RL is reversed.

Therefore, along the axis X, the trunnion 2
When the... 26 move, the link plates 27, 27 pivot about the penetrating portions of the support members 201, 251 as fulcrums so as to maintain the symmetrical relationship of the movement, as indicated by the arrow D in FIG. 3. Thereby, the power roller 2
When a plurality of trunnions 26... 26 are provided, each of the trunnions 26.
33 become equal, and the predetermined target gear ratio is satisfactorily achieved.

Further, the stress caused by the movement of the trunnions 26... 26 does not act on the link plates 27, 27, or the link plates 27, 27 are not torn, thereby preventing damage to the members and ensuring reliability.

(Oil supply path construction function) Each support member 20
Oil passages 206, 2 extending in the length direction
07: 256, 257 are formed. In addition, first and second axially extending parts also inside the primary shaft 12.
Oil passages 163 and 164 are formed.

Of the oil passages on the support member side, the oil passages 206 and 256 on the wall 150c side are connected to the input / output disks 21, 22: 3.
This is a toroidal surface lubricating oil passage for jetting lubricating oil onto a toroidal surface where the power rollers 1, 32 and the power rollers 23, 23: 33, 33 are pressed against each other. This oil passage 206, 2
Lubricating oil is supplied to 56 through oil passages 165 and 165 formed in the wall 150c. Here, the detent pin 20
3, 253 also serves as a closing member for the lubricating oil passages 206, 256.

The oil passages 207 and 257 on the connecting member 270 side among the oil passages on the support member side are respectively connected to the starting clutch 120.
The lubricating oil is supplied to an operating pressure supply oil passage for supplying a fastening operating pressure to the main shaft, and a contact surface between the primary shaft 12 and various members provided on the shaft 12, such as disks 21, 24, 31 and the like. For lubricating the peripheral surface of the shaft. The transmission control unit 14 is provided in each of the oil passages 207 and 257.
The hydraulic fluid for fastening or the lubricating oil is supplied through predetermined oil passages 166 and 167 in 0, respectively. Each oil passage 207, 2
57 is a through hole 20 through which the primary shaft 12 passes
2,252.

On the other hand, the first oil passage 163 among the oil passages on the primary shaft side is opened at the end face of the primary shaft 12 on the engine side, and communicates with the oil passage 125 formed in the input shaft 11. Also, the second oil passage 16
Numeral 4 is closed at both end surfaces of the primary shaft 12 and has a number of oil holes opened on the peripheral surface of the shaft 12.

On the peripheral surface of the primary shaft 12, peripheral grooves 168, 169 are formed at portions that come into contact with the through holes 202, 252 of the support members 201, 251, and the primary shaft 12 is inserted through the peripheral grooves 168, 169. The first and second oil passages 163 and 164 are respectively opened on the peripheral surface of the shaft 12. Thereby, the first support member 20
1 and the operating pressure supply oil passage 207 and the primary shaft 1
The first oil passage 163 communicates with the support member 201 via a contact portion between the shaft 12 and the oil passage 257 for lubricating the shaft peripheral surface of the second support member 251 and the second oil passage 257 of the primary shaft 12. The oil passage 164 is provided between these support members 2.
It communicates via a contact portion between the shaft 51 and the shaft 51. In addition, each support member 201, 251 and the primary shaft 1
The seal ring 208, 208: 25
8,258 are provided to prevent leakage of hydraulic oil or lubricating oil.

Thus, using the support members 201 and 251 originally provided for positioning the output disk 24, the oil supply path from the support member side oil passages 207 and 257 to the primary shaft side oil passages 163 and 164 is formed. Be built. As a result, for example, there is no need to form an oil supply oil passage in the side wall 150d (see FIG. 5) on the side opposite to the engine of the transmission case 150, and the axial length of the case 150 and thus the entire continuously variable transmission 10 is reduced accordingly. Will be shortened.

(Others) Since the support members 201 and 251 have beam shapes extending from the peripheral portions of the through holes 202 and 252 so as to be opposed to each other, they can be used as rigid bodies for preventing deformation against external stress. In the illustrated example, the height adjusting spacers 170 and 171 are fitted around the support members 201 and 251 on the connecting member 270 side. By fixing both ends of the support members 201 and 251 to the transmission case 150 and the valve body 140 in this manner, the support members 201 and 251 can function as beam members, and the trunnion 26 to which a large load acts can be used.
26, the hydraulic chambers RH ... RH, RL ... RL or the valve body 140 can be prevented from being deformed. Further, the present invention can also be used for a lightweight and low rigidity valve body 140.

2. At the engine-side end, the primary shaft 12 is fitted and supported by the input shaft 11, and at the non-engine-side end, supported by bearings 171 provided on a side wall 150 d of the transmission case 150 on the side opposite to the engine. ing. In this case, since the positioning of the output disk 24 is achieved by the support members 201 and 251, the positioning of the primary shaft 12 itself is not necessary, and the primary shaft 12 may rattle in the axial direction. Therefore,
It is not necessary to use a thrust bearing as the bearing 171, and a normal short bearing can be used as shown in the figure. Accordingly, a space is provided at the end of the transmission case 150 on the side opposite to the engine, and the axial shortening of the transmission case 150 is facilitated.

3. In this type of continuously variable transmission, a fail-safe wire is usually wound around the trunnions. In other words, even if a failure occurs in one of the plurality of trunnions, the other normal trunnions are transmitted using wires to prevent the torsion or breakage of the trunnions, thereby maintaining a state in which the transmission can be controlled. is there.

As shown in FIGS. 3 and 6 (in FIG. 6, black circles indicate that the wire and the trunnion are in a connected relationship), in the continuously variable transmission 10, the upper trunnion 26
The first and second wires 181 and 182 are extended in a figure 8 between A and 26C and between the lower trunnions 26B and 26D, respectively. Also, a trunnion provided with the above-described precess cam (in the illustrated example, an upper trunnion 26A of the first continuously variable transmission mechanism 20) and a diagonal trunnion (in the illustrated example, a lower trunnion 26D of the second continuously variable transmission mechanism 30). Third between
Of the wire 183. However, the third wire 183 is hung on other trunnions (the lower trunnion 26B of the first continuously variable transmission mechanism 20 and the upper trunnion 26C of the second continuously variable transmission mechanism 30 in the illustrated example) in a sliding contact state. Has been passed.

Here, the first and second wires 181, 18
2 is the upper and lower trunnions 2 in each of the continuously variable transmission mechanisms 20 and 30.
6A, 26B: It is also possible to bridge the figure of 8 between 26C, 26D. However, in the continuously variable transmission 10, since the support members 201 and 251 are disposed between the upper and lower trunnions 26A and 26B: 26C and 26D, the continuously variable transmission mechanism is used as described above to avoid interference. The figure-of-eight wires 181 and 182 were wound around between 20 and 30.

[0061]

As described above, according to the present invention,
Originally, the oil supply path was constructed using the support member provided for positioning the disk with high versatility.
As a result, the transmission case can be shortened, thereby improving the mountability of the continuously variable transmission on the vehicle and the layout. INDUSTRIAL APPLICABILITY The present invention is widely and preferably applicable to a continuously variable transmission, in particular, a toroidal-type continuously variable transmission.

[Brief description of the drawings]

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

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

FIG. 3 is a view taken along an arrow AA in FIG. 2;

FIG. 4 is an enlarged view around a starting clutch.

FIG. 5 is an enlarged view around the continuously variable transmission mechanism.

FIG. 6 is a view taken in the direction of arrows along the line BB in FIG. 3;

FIG. 7 is an explanatory diagram of a conventional technique.

[Explanation of symbols]

DESCRIPTION OF REFERENCE NUMERALS 1 engine 10 continuously variable transmission 12 primary shaft 20, 30 continuously variable transmission mechanism 22, 32 output disk 91 drive gear 92 driven gear 125, 163, 207 hydraulic passage 164, 257 for lubrication of operating pressure for starting clutch engagement Oil passages 201, 251 Support members 202, 252 Through holes 203, 253 Detent pins 205, 255 Thrust bearings 206, 256 Oil passages for toroidal surface lubrication 208, 258 Seal ring 270 Connecting member

Claims (3)

[Claims] 1. A continuously variable transmission having two toroidal-type continuously variable transmission mechanisms mounted on a shaft, an output disk disposed between input disks of both mechanisms, and a gear meshing with a gear outside the mechanism provided on an outer periphery of the output disk. A first and second support members, which are assembled between the input and output disks of each mechanism and restrict axial movement of an output disk, wherein the first and second support members are mounted on the transmission case side so as to penetrate the transmission case. A support member side oil passage formed in each support member and opening to a through hole through which the shaft passes; a shaft side oil passage formed in the shaft and opening to the shaft peripheral surface; A continuously variable transmission, comprising: a seal ring provided at a contact portion with a surface to prevent leakage of oil supplied from the support member-side oil passage to the shaft-side oil passage. 2. A plurality of power rollers are provided for each continuously variable transmission mechanism, and trunnions for individually supporting these rollers are supported by a common link plate so as to be relatively movable, and the link plates are connected to each other. The continuously variable transmission according to claim 1, wherein the support member is in contact with and penetrates. 3. Each of the support members has a flat surface facing in parallel with the output disk. The flat surface restricts the movement of the output disk in the axial direction, and maintains the flat surface in parallel with the output disk. 3. The continuously variable transmission according to claim 1, wherein the support member is prevented from rotating.