JP2003207010A - Continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce uncomfortable feeling given to a driver by moderating the extent of rapid increase of engine speed upon switching from a high speed mode to a low speed mode. <P>SOLUTION: An effective radius of a clutch 31b for low speed connected in the low speed mode is set larger than that of a clutch 14a for high speed connected in the high speed mode. The number of plates constituting the clutch 31b for low speed is decreased by the increment of the effective radius. As a result, time required until the clutch 31b for low speed is connected is shortened, and thus the increase of the engine speed is suppressed upon switching the mode to the low speed mode. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The continuously variable transmission according to the present invention is used, for example, as a transmission unit constituting an automatic transmission for automobiles or as a transmission for various industrial machinery. In particular, the continuously variable transmission of the present invention aims to reduce the discomfort given to the driver by causing the clutch mechanism to exhibit the same behavior regardless of the switching direction when switching between the low speed mode and the high speed mode. It was done.

[0002]

2. Description of the Related Art As an automatic transmission for an automobile, FIGS.
The toroidal type continuously variable transmission as schematically shown in FIG. 1 is well known as described in many publications such as patent publications, and is partially implemented. During operation of such a toroidal type continuously variable transmission, as the input shaft 1 rotates, the pressing device 2 such as a loading cam rotates the input side disk 3 while pressing the input side disk 3 against the plurality of power rollers 4, 4. Then, the rotation of the input side disk 3 is transmitted to the output side disk 5 through the plurality of power rollers 4 and 4, and the output shaft 6 fixed to the output side disk 5 rotates.

When the rotational speeds of the input shaft 1 and the output shaft 6 are changed, each trunnion 7, 7 supporting each of the power rollers 4, 4 is provided with a pivot shaft 8 concentrically provided at both ends thereof. Swing about 8. In this case, as shown in FIG. 3, the peripheral surfaces 4a and 4a of the power rollers 4 and 4 are the outer peripheral portions of the inner side surface 3a of the input side disk 3 and the inner side surface 5a of the output side disk 5, respectively. Each of the power rollers 4, 4 is brought into contact with the side portion thereof.
If the center axis of rotation of is tilted, the input shaft 1 and the output shaft 6
Deceleration is carried out between and. On the other hand, as shown in FIG. 4, the peripheral surfaces 4a and 4a of the respective power rollers 4 and 4 are the outer peripheral portion of the inner side surface 3a of the input side disk 3 and the inner side surface 5a of the output side disk 5. By inclining the rotation center axes of the power rollers 4 and 4 so as to contact the central portions, respectively, the speed is increased between the input shaft 1 and the output shaft 6.

The basic structure of the toroidal type continuously variable transmission is as described above. However, in order to incline the trunnions 7, 7 about the pivots 8, 8 in order to convert the gear ratio, these are used. The trunnions 7, 7 are slightly displaced in the axial direction of the pivots 8, 8 (front and back directions in FIGS. 3 to 4). With this displacement, the direction of the force acting in the tangential direction of the rolling contact portion of each of the surfaces 3a, 4a, 5a changes, and the trunnions 7, 7 tilt. Even with regard to the structure of this part,
It is well known as described in many publications such as patent publications, and
Partly implemented. It is also well known, as described in many publications such as patent publications, to increase the number of power rollers used for power transmission in order to increase the power that can be transmitted by a toroidal type continuously variable transmission. Some have already been implemented. As the structure for increasing the number of power rollers in this way, two pairs of input side disks and output side disks are provided in parallel with each other in the direction of power transmission, or the number of power rollers provided between the respective disks. The structure for increasing the number is widely known.

Further, a structure in which a toroidal type continuously variable transmission and a planetary gear speed change mechanism are combined to form a continuously variable transmission is also disclosed in JP-A-1-169169 and 1-3122.
No. 66, No. 10-196759, No. 11-6.
It has been conventionally proposed as described in Japanese Patent No. 3146, Japanese Patent Laid-Open No. 2000-220719, and the like. Such a continuously variable transmission has a large gear ratio width, reduces torque passing through the toroidal type continuously variable transmission during high-speed traveling, and improves durability of the toroidal type continuously variable transmission. This is the purpose of the single-stage transmission, which allows the output shaft to be stopped even when the input shaft is rotated and eliminates the need for a starting clutch.

FIG. 5 shows an example of such a conventionally proposed continuously variable transmission disclosed in Japanese Patent Laid-Open No. 11-63146. This continuously variable transmission is a combination of a double-cavity toroidal continuously variable transmission 9 and a planetary gear mechanism 10 in which two pairs of input-side disks and output-side disks are provided in parallel with each other in the power transmission direction. . The power is transmitted only by the toroidal type continuously variable transmission 9 during low speed traveling, and the power is transmitted mainly by the planetary gear mechanism 10 during high speed traveling, and the gear ratio by the planetary gear mechanism 10 is changed by the toroidal type continuously variable transmission 9. It is adjustable by changing the gear ratio of the continuously variable transmission 9.

For this reason, the toroidal type continuously variable transmission 9 is used.
Of the input side disk 3, which penetrates the center of the
The input shaft 1a that supports 3 (the right end in FIG. 5) and the transmission shaft 13 fixed to the center of the support plate 12 that supports the ring gear 11 that constitutes the planetary gear mechanism 10 are for high speed. It is connected via the clutch 14. Of the pair of input side disks 3 and 3, the input side disk 3 on the tip side (right side in FIG. 5) rotates with respect to the input shaft 1a in synchronization with the input shaft 1a and the input shaft 1a. It is supported while being prevented from substantially moving in the axial direction. On the other hand, the input side disk 3 on the base end side (left side in FIG. 5) rotates with respect to the input shaft 1a in synchronization with the input shaft 1a.
In addition, the input shaft 1a is movably supported in the axial direction.

Further, the output side end portion (the right end portion in FIG. 5) of the crankshaft 16 of the engine 15, which is the drive source, and the input side end portion (= base end portion = the left end portion in FIG. 5) of the input shaft 1a. A starting clutch 17 such as a torque converter or an electromagnetic clutch, and a hydraulic pressing device 18 are provided in series between them in the power transmission direction. This pressing device 18
Is constructed by fitting the input side disk 3 on the base end side in a cylinder 19 in an oiltight manner and freely transmitting the rotational force.

Further, the output shaft 20 for taking out the power based on the rotation of the input shaft 1a is arranged concentrically with the input shaft 1a. The planetary gear mechanism 10 is provided around the output shaft 20. The sun gear 21 that constitutes the planetary gear mechanism 10 is fixed to the input side end portion (the left end portion in FIG. 5) of the output shaft 20. Therefore, this output shaft 2
Zero rotates with the rotation of the sun gear 21. The ring gear 11 is rotatably supported around the sun gear 21 concentrically with the sun gear 21. The inner peripheral surface of the ring gear 11 and the sun gear 21
A pair of planetary gears 22 are provided between
A plurality of planetary gear sets 2 formed by combining a and 22b
3 and 23 are provided. The pair of planetary gears 22a and 22b mesh with each other, and the planetary gear 22a arranged on the outer diameter side meshes with the ring gear 11, and the planetary gear 22b arranged on the inner diameter side corresponds to the sun gear 21. Is meshed with. Such planetary gear sets 23, 23
Are rotatably supported on one side surface (left side surface in FIG. 5) of the carrier 24. The carrier 24 is rotatably supported on the intermediate portion of the output shaft 20.

Further, the carrier 24 and the pair of output disks 5 and 5 constituting the toroidal type continuously variable transmission 9 are brought into a state capable of transmitting the rotational force by the first power transmission mechanism 25. Connected. This first power transmission mechanism 25
Is coupled to the transmission shaft 26 parallel to the input shaft 1a and the output shaft 20, the sprocket 27a fixed to one end portion (the left end portion in FIG. 5) of the transmission shaft 26, and the output side disks 5 and 5. Sprocket 27b and chain 28 hung between the two sprockets 27a and 27b.
And the first and second gears 29 and 30 fixed to the other end of the transmission shaft 26 (the right end in FIG. 5) and the carrier 24 and meshed with each other. Therefore, the carrier 24 is rotated in a direction opposite to the output side disks 5 and 5 in accordance with the rotation of the output side disks 5 and 5, and the number of teeth of the first and second gears 29 and 30, and 1
It rotates at a speed according to the number of teeth of the pair of sprockets 27a and 27b.

On the other hand, the input shaft 1a and the ring gear 1
1 is arranged concentrically with the input shaft 1a.
The rotational force can be transmitted via another transmission shaft 13, which is the second power transmission mechanism described in (1). The high speed clutch 14 is provided between the transmission shaft 13 and the input shaft 1a in series with the shafts 13 and 1a. Therefore, the transmission shaft 13 rotates in the same direction as the input shaft 1a at the same speed when the high speed clutch 14 is engaged.

The continuously variable transmission is a low speed clutch provided between the high speed clutch 14, the outer peripheral edge of the carrier 24 and one axial end of the ring gear 11 (the right end in FIG. 5). And a clutch 31. These low speed clutches 3
When one of the clutches 1 and 14 for high speed is connected, the other clutch is disconnected. In the example of FIG. 5, a reverse clutch 32 is provided between the ring gear 11 and a fixed portion such as a housing (not shown) of the continuously variable transmission. The reverse clutch 32 is disconnected when either the low speed clutch 31 or the high speed clutch 14 is connected. When the reverse clutch 32 is engaged, the low speed clutch 31 and the high speed clutch 14 are both disconnected.

In the continuously variable transmission configured as described above, first, when traveling at low speed, the low speed clutch 31 is connected and the high speed clutch 14 and the reverse clutch 32 are disconnected. When the starting clutch 17 is connected and the input shaft 1a is rotated in this state, only the toroidal type continuously variable transmission 9 moves from the input shaft 1a to the output shaft 2a.
Power is transmitted to 0. During such low speed traveling, the speed ratio between the pair of input side disks 3 and 3 and the pair of output side disks 5 and 5 is set to that of the toroidal type continuously variable transmission alone shown in FIGS. Adjust as in the case.

On the other hand, when traveling at a high speed, the high speed clutch 14 is connected and the low speed clutch 31 and the reverse clutch 32 are disconnected. When the starting clutch 17 is connected and the input shaft 1a is rotated in this state, the transmission shaft 13 and the planetary gear mechanism 10 transmit power from the input shaft 1a to the output shaft 20. That is, when the input shaft 1a rotates during the high speed traveling, this rotation causes the high speed clutch 14 and the transmission shaft 1 to rotate.
It is transmitted to the ring gear 11 via 3. Then, the rotation of the ring gear 11 is transmitted to the sun gear 21 via the plurality of planetary gear sets 23, 23, and the output shaft 20 to which the sun gear 21 is fixed is rotated. In this state, if the revolution speeds of the planetary gear sets 23, 23 are changed by changing the gear ratio of the toroidal continuously variable transmission 9, the gear ratio of the continuously variable transmission as a whole can be adjusted.

That is, when the input shaft 1a rotates during the high speed running, this rotation causes the transmission shaft 13 and the support plate 12 to rotate.
Is transmitted to the ring gear 11 via the, and the ring gear 11 is rotated. Then, the rotation of the ring gear 11 is transmitted to the sun gear 21 via the plurality of planetary gear sets 23, 23, and the output shaft 20 to which the sun gear 21 is fixed is rotated. When it is assumed that the planetary gear sets 23, 23 are stopped (does not revolve around the sun gear 21) in the planetary gear mechanism 10 when the ring gear 11 is on the input side, the planetary gear mechanism 10 has the ring gears. The speed is increased at a gear ratio according to the ratio of the number of teeth of the gear 11 to that of the sun gear 21. However, the planetary gear sets 23, 23 revolve around the sun gear 21, and the transmission ratio of the continuously variable transmission as a whole changes according to the revolution speed of the planetary gear sets 23, 23. Therefore, by changing the gear ratio of the toroidal type continuously variable transmission 9 and changing the revolution speed of the planetary gear sets 23, 23, the gear ratio of the entire continuously variable transmission can be adjusted.

That is, the planetary gear sets 23, 23 revolve in the same direction as the ring gear 11 during the high speed running. Then, the slower the revolution speed of each planetary gear set 23, 23, the higher the rotation speed of the output shaft 20 to which the sun gear 21 is fixed. For example, if the revolution speed and the rotation speed of the ring gear 11 (both are angular velocities) are the same, the rotation speeds of the ring gear 11 and the output shaft 20 are the same.
On the other hand, if the revolution speed is slower than the rotation speed of the ring gear 11, the rotation speed of the output shaft 20 becomes faster than the rotation speed of the ring gear 11. On the contrary, if the revolution speed is higher than the rotation speed of the ring gear 11, the rotation speed of the output shaft 20 becomes slower than the rotation speed of the ring gear 11.

Therefore, at the time of high speed running, the gear ratio of the toroidal type continuously variable transmission 9 is changed to the deceleration side,
The gear ratio of the entire continuously variable transmission changes to the speed increasing side. In such a state at the time of high speed running, torque is applied to the toroidal type continuously variable transmission 9 from the output side disk 5 rather than from the input side disk 3 (when the torque applied at low speed is a positive torque, a negative torque is applied). Torque is added). That is, when the high speed clutch 14 is connected, the torque transmitted from the engine 15 to the input shaft 1 a is transmitted to the ring gear 11 of the planetary gear mechanism 10 via the transmission shaft 13. Therefore, almost no torque is transmitted from the input shaft 1a side to the respective input side disks 3, 3 constituting the toroidal type continuously variable transmission 9.

On the other hand, part of the torque transmitted to the ring gear 11 via the transmission shaft 13 is transmitted from the planetary gear sets 23, 23 via the carrier 24 and the first power transmission mechanism 25. It is transmitted to the output side disks 5 and 5. In this way, the torque applied to the toroidal type continuously variable transmission 9 from the output side disks 5 and 5 changes the gear ratio of the toroidal type continuously variable transmission 9 in order to change the gear ratio of the entire continuously variable transmission to the speed increasing side. Becomes smaller as is changed to the deceleration side. As a result, the torque input to the toroidal type continuously variable transmission 9 during high speed traveling can be reduced, and the durability of the components of the toroidal type continuously variable transmission 9 can be improved.

Further, when the output shaft 20 is rotated in the reverse direction in order to move the vehicle backward, the low speed clutch 31 and the high speed clutch 31 are disconnected, and the reverse clutch 32 is connected. As a result, the ring gear 11 is fixed, and the planetary gear sets 23, 23 revolve around the sun gear 21 while meshing with the ring gear 11 and the sun gear 21. And this sun gear 2
1 and the output shaft 20 to which the sun gear 21 is fixed rotate in the opposite direction to the above-described low speed traveling and the above high speed traveling.

[0020]

[Structure Considered Above] Next, FIGS. 6 to 7 show an example of a structure embodying the continuously variable transmission shown in FIG. The inventor carried out a series of experiments, which will be described later, to form the present invention by using the continuously variable transmission shown in FIGS. This continuously variable transmission has an input shaft 1b.
An output shaft 20a, a toroidal type continuously variable transmission 9a,
A planetary gear mechanism 10a, a first power transmission mechanism 25a,
The transmission shaft 13a which comprises a 2nd power transmission mechanism is provided. The input shaft 1b is connected to a drive source such as the engine 15 (see FIG. 5) and is rotationally driven by this drive source. The output shaft 20a is for taking out the power based on the rotation of the input shaft 1b, and is also connected to a wheel drive shaft (not shown) via a differential gear (not shown).

Further, the toroidal type continuously variable transmission 9a is
It is a double-cavity type, and each trunnion 7, 7 and three power rollers 4, 4 in each cavity are 6 in total.
It is provided individually. In order to configure such a toroidal type continuously variable transmission 9a, a pair of input side disks 3 and 3 are provided at both ends of the input shaft 1b with their inner side surfaces 3a and 3a facing each other. It is rotatably supported in synchronization with the input shaft 1b. Of these, the input side disk 3 on the base end side (the drive source side, the left side in FIG. 6) is supported by the input shaft 1b via a ball spline 33 so as to be displaceable in the axial direction. On the other hand, the input side disk 3 on the tip side (the side far from the drive source, the right side in FIG. 6) is the input shaft 1
By holding the back surface with the loading nut 34 in a state of being spline-engaged with the tip portion of b, the input shaft 1
It is fixed to b.

A pair of output side disks 5 and 5 are provided between the pair of input side disks 3 and 3 around the middle portion of the input shaft 1b, and inner side surfaces 5a and 5a of the output side disks 5 and 5a are provided. The input side disks 3 and 3 are rotatably supported in synchronization with each other while facing the inner side surfaces 3a and 3a of the input side disks 3 and 3. The power rollers 4 are rotatably supported on the inner side surfaces of the trunnions 7, 7 between the inner side surfaces 3a, 5a of the input side disks 3, 3 and the output side disks 5, 5, respectively. It holds 4 pieces.

In order to support each of the trunnions 7, 7, a frame 37 is inserted into a mounting portion 36 provided on the inner surface of the casing 35, and the frame 37 is fitted into mounting holes 38, 38 at three outer diameter side end portions. Studs 39, 39 and nuts 40, 40 screwed to the studs 39, 39
Fixed by combining with. In the illustrated example, a gear housing 41 is provided between the mounting portion 36 and the frame 37 by the studs 39, 39 and the nuts 40, 40.
Is fixed. On the inner diameter side of the gear housing 41, an output sleeve 42 in which the pair of output side disks 5 and 5 are engaged in concave and convex at both ends thereof, is formed a pair of rolling bearings 4.
An output gear 44, which is rotatably supported by 3, 43 and is provided on the outer peripheral surface of the intermediate portion of the output sleeve 42, is housed inside the gear housing 41.

Further, the frame 37 is formed in a star shape as a whole, and a radial middle portion or an outer diameter side portion thereof is formed into a bifurcated shape so that three holding portions 45, 45 are circumferentially or the like. Formed at intervals. Then, these holding portions 45, 4
The intermediate portions of the support pieces 46, 46 are pivotally supported by the second pivots 47, 47 at the radial intermediate portions of 5, respectively. Each of these support pieces 46, 46 has a second pivot 47, 47.
And a pair of support plate portions 49, 49 projecting radially outward from the outer peripheral surface of the mounting portion 48. These pair of support plates 49, 4
The intersection angle between the nine members is 120 degrees. Therefore, the support plate portions 49, 49 of the support pieces 46, 46 adjacent to each other in the circumferential direction are parallel to each other.

Circular holes 50, 50 are formed in the support plate portions 49, 49 as described above, respectively. Each supporting piece 4
When 6 and 46 are in the neutral state, the circular holes 5 formed in the support plate portions 49 and 49 of the support pieces 46 and 46 that are adjacent to each other in the circumferential direction.
0 and 50 are concentric with each other. And, in these circular holes 50, 50, the pivots 8, 8 provided at both ends of the trunnions 7, 7 are supported by radial needle bearings 51, 51. Each of these radial needle bearings 51,
The outer peripheral surfaces of the outer rings 52, 52 forming 51 are spherical convex surfaces. Such outer rings 52, 52 are the circular holes 50,
It is fitted inside 50 so that it can be rocked and displaced without rattling. Further, screw holes 53, 53 are formed in a part of each of the support plate portions 49, 49, and the spherical convex end surfaces of the studs 54, 54 screwed into the screw holes 53, 53 are respectively formed as described above. The both ends of the trunnion 7, 7 are butted against each other. With this configuration, the displacement amounts of the trunnions 7, 7 in the circumferential direction around the input shaft 1b are mechanically synchronized.

On the inner side surfaces of the trunnions 7, 7 supported in the casing 35 as described above, the power roller 4, via the displacement shaft 55 having the base half portion and the front half portion eccentric to each other. Supports 4. A thrust ball bearing 56 and a thrust needle bearing 57 are provided between the outer end surfaces of the power rollers 4 and 4 and the inner side surfaces of the trunnions 7 in order from the power roller 4 side. . The thrust ball bearing 56 has a role of allowing the rotation of the power roller 4 while supporting the thrust load applied to the power roller 4. On the other hand, in the thrust needle bearing 57, each component is elastically deformed during operation of the toroidal type continuously variable transmission 9a, and the displacement shaft 55 swings around its base half portion to cause the power roller 4 to rotate. Has a role of smoothly performing this displacement when there is a tendency to displace in the axial direction of the input shaft 1b.

The peripheral surfaces 4a, 4 of the power rollers 4, 4 supported on the inner side surfaces of the trunnions 7, 7 as described above.
The a is in contact with the inner side surfaces 3a, 5a of the respective disks 3, 5. Further, a hydraulic pressing device 18a is assembled between the input side disk 3 on the proximal end side and the input shaft 1b, and the surface pressure of the abutting portion (traction portion) between the respective surfaces 4a, 3a, 5a. Is ensured, and the power transmission by the toroidal type continuously variable transmission 9a can be efficiently performed.

In order to configure the pressing device 18a, an outward flange-shaped collar portion 58 is fixed to the outer peripheral surface of the input shaft 1b near the base end, and the input side disk 3 on the base end side is fixed. The cylinder cylinder 59 is oil-tightly fitted and supported in a state of protruding in the axial direction from the outer surface (the left surface in FIG. 6) of the input side disk 3. The inner diameter of the cylinder cylinder 59 is small at the intermediate portion in the axial direction and is large at both end portions, and the input side disk 3 has a large diameter portion on the tip side thereof.
It is oiltightly fitted so as to be displaceable in the axial direction. An inward flange-shaped partition plate portion 60 is provided on the inner peripheral surface of the intermediate portion of the cylinder cylinder 59. Furthermore, the cylinder cylinder 5
A first piston member 61 is provided between the inner peripheral surface of 9 and the outer peripheral surface of the input shaft 1b.

The first piston member 61 has an outward flange-shaped partition wall plate 63 formed on the outer peripheral surface of the intermediate portion of a support cylinder 62 which can be fitted onto the input shaft 1b. The peripheral edge is brought into sliding contact with the small diameter portion of the intermediate portion of the inner peripheral surface of the cylinder cylinder 59 so as to be oil-tight and axially displaceable. Further, in this state, the inner peripheral edge of the partition plate portion 60 is brought into sliding contact with the outer peripheral surface of the support cylindrical portion 62 in an oil-tight manner so as to be displaceable in the axial direction. Further, between the outer peripheral surface of the base end portion of the support cylinder portion 62 and the inner peripheral surface of the base end portion of the cylinder cylinder 59,
An annular second piston member 64 is provided. The second piston member 64 prevents displacement in the axial direction by abutting the base end side surface of the second piston member 64 on the collar portion 58, and at the same time, both inner and outer peripheral edges and the base end portion outer peripheral surface of the support tubular portion 62 and the above-mentioned. Oil tightness is maintained between the inner peripheral surface of the base end portion of the cylinder tube 59.

Further, the cylinder cylinder 59 provided with the partition plate portion 60 is provided with a preload spring such as a disc leaf spring 65 provided between the partition plate portion 60 and the second piston member 64 so as to perform the input. It is pressed toward the side disk 3. Therefore, at least the input side disk 3 (the pressing device 1
8a is pressed by a pressing force commensurate with the elastic force of the disc leaf spring 65, even when pressure oil is not introduced into the surface 8a.
A surface pressure commensurate with this elasticity is applied to the abutting portions of a, 3a, and 5a. Therefore, this resilience causes slippage (excluding unavoidable spin) at the contact portions between the surfaces 4a, 3a, and 5a when extremely small power is transmitted by the toroidal type continuously variable transmission 9a. Regulate to the extent that no

Further, in the hydraulic chambers existing between the second piston member 64 and the partition plate portion 60, and between the partition plate 63 and the input side disk 3, respectively, a central hole of the input shaft 1b is provided. Hydraulic pressure can be freely introduced via 66. The center hole 66 communicates with a hydraulic pressure source such as a pressurizing pump, which is also not shown, via a hydraulic pressure adjusting valve (not shown). When the continuously variable transmission including the toroidal type continuously variable transmission 9a is in operation, the hydraulic pressure adjusted by the hydraulic pressure adjusting valve according to the magnitude of the power to be transmitted is introduced into each of the hydraulic chambers to input the input pressure. The side disk 3 is pressed to apply a surface pressure commensurate with the magnitude of the power to the contact portions between the surfaces 4a, 3a, 5a.

The drive shaft 6 leading to a drive source such as an engine
The transmission of the rotational force from 7 to the input shaft 1b is performed by the collar 5
I am going to do it through 8. For this reason, this collar part 5
Notches 68, 68 are formed at a plurality of outer peripheral edge portions of 8, and the notches 68, 68 and the drive shaft 6 are formed.
The drive projections 69, 69 formed at the end of 7 are engaged. Therefore, in the case of this example, an outward flange-like connecting portion 70 is provided at the end of the drive shaft 67, and the connecting portion 7
No. 0 on one side near the outer diameter, the driving convex portions 69, 69
Is protruding.

Further, hydraulic actuators 71a and 71b are attached to the trunnions 7 and 7, and the trunnions 7 and 7 are attached to both ends of a pivot shaft 8,
8 can be displaced and driven in the axial direction. Of these, Figure 7
The trunnion 7 in the lower center part of the lower part is a single-acting type (obtaining only the force in the pushing direction), and the pair of actuators 71a, 71a whose pushing directions are opposite to each other cause the lever arms 72, 72 to move respectively. The shafts 8, 8 provided at the both ends can be displaced and driven in the axial direction. When displacing the trunnion 7, pressure oil is sent only to the hydraulic chamber of one of the actuators 71a, and the hydraulic chamber of the other actuator 71a is released.
On the other hand, the trunnions 7 and 7 on both upper sides of FIG.
Displacement in the axial direction of pivots 8, 8 provided at both ends by double-acting type actuators 71b, 71b (which can obtain a force in the pushing direction or a pulling direction based on the switching of the pressure oil supply / discharge direction). It can be driven freely.

The displacement of a total of six trunnions 7 and 7 provided in the toroidal type continuously variable transmission 9a is mutually changed by supplying and discharging an equal amount of pressure oil to each of the actuators 71a and 71b by a control valve. Synchronize and perform the same length. For this reason, either (in the illustrated example, the upper left side of FIG. 7)
The precess cam 74 is fixed to the end of the rod 73 which is displaced together with the trunnion 7, and the posture of the trunnion 7 is freely transmitted to the spool 76 of the control valve via the link arm 75.

The planetary gear mechanism 10a, which is combined with the toroidal type continuously variable transmission 9a as described above, has a sun gear 21a, a ring gear 11a, and planetary gear sets 23a, 2a.
3a. Of these, the sun gear 21a is fixed to the input side end (the left end in FIG. 6) of the output shaft 20a. Therefore, the output shaft 20a rotates with the rotation of the sun gear 21a. The ring gear 11a is rotatably supported around the sun gear 21a concentrically with the sun gear 21a. A plurality of planetary gear sets 23a, 23a are formed by combining a pair of planetary gears 22a, 22b between the inner peripheral surface of the ring gear 11a and the outer peripheral surface of the sun gear 21a.
Is provided. And, each of these planetary gears 22
a and 22b mesh with each other, and a planet gear 22a arranged on the outer diameter side meshes with the ring gear 11a,
The planetary gear 22b arranged on the inner diameter side is replaced by the sun gear 21a.
Is meshed with. Such planetary gear sets 23a, 23a
Are rotatably supported on one side surface (left side surface in FIG. 6) of the carrier 24a. The carrier 24a is rotatably supported around the intermediate portion of the output shaft 20a.

Further, the carrier 24a and the pair of output side disks 5 constituting the toroidal type continuously variable transmission 9a,
5 and 5 are connected by the first power transmission mechanism 25a in a state in which the rotational force can be transmitted. In order to configure the first power transmission mechanism 25a, a transmission shaft 26a parallel to the input shaft 1b and the output shaft 20a is provided, and a gear fixed to one end portion (the left end portion in FIG. 6) of the transmission shaft 26a. 77
Are meshed with the output gear 44. Further, a sleeve 78 is rotatably arranged around the intermediate portion of the output shaft 20a, and a gear 79 supported on the outer peripheral surface of the sleeve 78,
The gear 80 fixed to the other end (the right end in FIG. 6) of the transmission shaft 26a is meshed with an idler gear (not shown). Further, the carrier 24a is supported around the sleeve 78 via a ring-shaped coupling bracket 81 so as to be rotatable in synchronization with the sleeve 78. Therefore, the carrier 24a includes the output disks 5,
With the rotation of the gear 5, the gears 44, 77, 79, 80 rotate in the opposite direction of the output disks 5, 5 at a speed corresponding to the number of teeth of the gears 44, 77, 79, 80. A low speed clutch 31a is provided between the carrier 24a and the output shaft 20a.

On the other hand, the input shaft 1b and the ring gear 1
1a is freely connectable in a state capable of transmitting rotational force via the input side disk 3 supported at the tip of the input shaft 1b and the transmission shaft 13a arranged concentrically with the input shaft 1b. I am trying. For this reason, a plurality of convex portions 8 are formed in a part of the outer side surface (right side surface in FIG. 6) of the input side disk 3 in a half portion of the outer side surface closer to the outer diameter than the central portion in the radial direction.
2, 82 are projected. In the case of this example, each of these convex portions 82, 82 is arcuate, and is arranged intermittently and at equal intervals on the same arc centered on the central axis of the input side disk 3. . Then, between the circumferential end faces of the convex portions 82, 82 that are adjacent to each other in the circumferential direction, the locking notches 83, 83 are provided.

On the other hand, a transmission flange 85 is provided at the base end of the transmission shaft 13a via a conical tubular transmission tubular portion 84. Then, the same number of transmission protrusions 86, 86 as the locking notches 83, 83 are formed on the outer peripheral edge of the transmission flange 85 at equal intervals in the circumferential direction. Then, the transmission projections 86, 86 are engaged with the locking notches 83, 83 to enable torque transmission between the input side disk 3 and the transmission shaft 13a. . Since the diameter of the engaging portion between each of the transmitting projections 86, 86 and each of the locking notches 83, 83 is sufficiently large, it is sufficiently large between the input side disk 3 and the transmitting shaft 13a. It can transmit torque freely.

Incidentally, the input side disk 3 and the transmission shaft 1
In order to increase the torque that can be transmitted to and from the disk 3a as much as possible, each of the convex portions 82, 82 is provided with the input side disk 3
It is preferable to form it on the outer diameter side end portion (outer peripheral edge portion) of the outer surface. However, in the case of this example, the input side disk 3 is used.
In order to secure the finishing accuracy of the inner side surface 3a of the input side disk 3, a flat portion 87 is formed on a portion of the outer side surface of the input side disk 3 which is located closer to the outer diameter than each of the convex portions 82, 82.
Is utilized to support the outer surface outer diameter portion of the input side disk 3 during finishing of the inner surface 3a. Further, the transmission projections 86, 86 are adapted to be engaged with the locking notches 83, 83 without rattling.

The tip of the transmission shaft 13a (the right end in FIG. 6) is rotatably supported at the center of the sun gear 21a. Further, the ring gear 11a is provided around the intermediate portion of the transmission shaft 13a, the annular coupling bracket 88 spline-engaged with the transmission shaft 13a, and the high speed clutch 14a, which will be described later, and the transmission shaft 13a. Supports synchronized rotation. Therefore, when the high speed clutch 14a is engaged, the ring gear 11a rotates in the same direction as the input shaft 1b at the same speed as the input shaft 1b rotates.

Further, a reverse clutch 32a is provided between the ring gear 11a and a fixed portion such as a fixed wall 89 provided in the casing 35. Each of the reverse clutch 32a, the high speed clutch 14a, and the low speed clutch 31a is a wet multi-plate clutch in which plural friction plates and separate plates are alternately arranged. Such clutches 32a, 14a, 31a are engaged and disengaged based on the supply and discharge of the pressure oil into the high-speed hydraulic cylinder 90, the low-speed hydraulic cylinder 91, or the reverse hydraulic cylinder 92 attached to the clutches 32a, 14a, 31a. To be Further, when any one clutch is connected, the remaining two clutches are disconnected.
The effective radii of the clutches 32a, 14a, 31a are equal to each other, whereas the numbers of the friction plates and the separate plates are different from each other. That is, it is sufficient to transmit the largest torque, the largest number (for example, eight plates) of each plate that constitutes the low speed clutch 31a, and it is sufficient to transmit a relatively small torque. Clutch 32
a and the number of each of the plates constituting the high speed clutch 14a are smaller than this (for example, five each).

The operation of the continuously variable transmission constructed as described above is similar to that of the conventional structure shown in FIG. That is,
First, during low speed traveling (low speed mode), hydraulic pressure is introduced into the low speed hydraulic cylinder 91 so that the low speed clutch 3 operates.
While connecting 1a, the hydraulic pressures in the high speed and reverse hydraulic cylinders 90 and 92 are discharged to disconnect the high speed clutch 14a and the reverse clutch 32a. During high speed traveling (high speed mode), hydraulic pressure is introduced into the high speed hydraulic cylinder 90 to connect the high speed clutch 14a, and the low speed and reverse hydraulic cylinders 9 are connected.
The low speed clutch 31a is discharged by discharging the hydraulic pressure inside the clutches 1 and 92.
Also, the reverse clutch 32a is disconnected. When the input shaft 1b is rotated in this state, the transmission shaft 13a which is the second power transmission mechanism and the planetary gear mechanism 10a transmit power from the input shaft 1b to the output shaft 20a. To do. In this state, the planetary gear set 23 is changed by changing the gear ratio of the toroidal continuously variable transmission 9a.
The revolution speeds of a and 23a are changed to adjust the speed ratio of the continuously variable transmission as a whole. Further, when the output shaft 20a is reversely rotated in order to move the vehicle backward, the hydraulic pressures in the low speed and high speed hydraulic cylinders 90 and 91 are discharged so that the low speed and high speed clutches 31a and 14a are discharged. And the hydraulic pressure is introduced into the reverse hydraulic cylinder 92 to connect the reverse clutch 32a. In this state, the sun gear 21a and the sun gear 2
The output shaft 20a, to which 1a is fixed, rotates in the opposite direction to the above-described low speed running and the above high speed running.

[0043]

In the case of the continuously variable transmission constructed and operated as described above, the engine speed suddenly changes at the time of switching between the low speed mode and the high speed mode, and the driver may feel uncomfortable. It was found by the research of the present inventor that there is a property. The sudden change in the engine speed may occur at the moment of disconnecting the low speed clutch 31a and the high speed clutch 31a (and of course, the reverse clutch 32a) at the time of the switching. High speed dual clutch 31
It was found from the study by the present inventor that the cause is that the capacities of a and 14a are different. Hereinafter, regarding this point, FIG.
Will be described with reference to FIGS.

FIGS. 8 to 9 show changes in command signals to the low speed and high speed clutches 31a and 14a and the connection between the low speed mode and the high speed mode at the time of switching between the low speed mode and the high speed mode. The change of state is shown. 8 to 9 show the change when switching from the low speed mode to the high speed mode, and FIG. 9 shows the change when switching from the high speed mode to the low speed mode. Further, the horizontal axis of each figure represents elapsed time, the vertical axis of (A) of each figure represents the above-mentioned command signal, and (B) similarly represents the connected state. This command signal is a command signal to the electromagnetic switching valve for controlling the supply and discharge of the pressure oil into and from the low speed and high speed hydraulic cylinders 90 and 91 for connecting and disconnecting the clutches 31a and 14a. The vertical axis of (A) represents the voltage of this command signal. This voltage is +
If so, the clutch is engaged, and if-, it is disengaged. In addition, the connected state is the both clutches 31.
It is represented by the contact pressure between the friction plate and the separate plate constituting a and 14a. Further, the solid lines in FIGS. 8 to 9 represent the changes relating to the low speed clutch 31a, and the broken lines represent the changes relating to the high speed clutch 14a.

As is apparent from (A) of FIGS. 8 to 9 described above, when switching between the low speed mode and the high speed mode, the supply and discharge of the pressure oil into the low speed and high speed hydraulic cylinders 90 and 91 are performed. The command signal to the solenoid control valve for controlling the
It switches in seconds. That is, about 0.2 seconds after the signal for disconnecting the clutch that has been connected until then is issued, a signal for connecting the clutch that has been disconnected until then is issued. On the other hand, as is clear from (B) of each figure, the clutch that has been sent the signal for disconnecting the connection is disconnected in an extremely short time {the solid line in FIG. 8B and FIG. See the broken line in (B)}. On the other hand, as is clear from (B) of each figure, with regard to the clutch to which the signal for connecting is sent, it takes some time from the sending of this signal until the actual connection is completed. There will be a delay. Moreover, as is clear from a comparison between the broken line in FIG. 8B and the solid line in FIG. 9B, the degree of the time delay differs depending on the direction of mode switching. Specifically, when switching from the high speed mode to the low speed mode shown in FIG. 9 is performed, the clutch that has been disconnected until then is switched to the clutch that is switched from the low speed mode to the high speed mode shown in FIG. The time required for connection (the time required for transition in the half-clutch state) becomes long.

As described above, there is a slight time delay between the sending of the signal to be connected and the actual completion of the connection, and the reason why the degree of this time delay varies depending on the direction of mode switching. Then, the present inventor considered and repeated an experiment for confirmation, and the following was found. First, the reason why the above-mentioned time delay occurs is that it takes some time to fully stroke the low speed and high speed hydraulic cylinders 90 and 91. That is, in order to bring the friction plates and the separate plates constituting the clutches into contact with each other in order to bring the clutches into the connected state, the plates and the pistons incorporated in the hydraulic cylinders 90 and 91 are displaced. There is a need. This displacement is caused by these hydraulic cylinders 90, 9
Although it is performed by introducing pressure oil into No. 1, it is unavoidable that it takes time to complete the introduction of a sufficient amount of pressure oil due to resistance in the piping for introducing the hydraulic pressure. Therefore, the above-mentioned time delay occurs.

Next, the reason why the degree of this time delay differs depending on the mode switching direction is that the high speed clutch 14 is used.
This is because the strokes required to displace the pistons incorporated in the hydraulic cylinders 90, 91 by the time of connection are different between a and the low speed clutch 31a.
That is, as described above, in the case of the low speed clutch 31a that needs to transmit a large torque, the number of each of the plates is increased, while the high speed which is sufficient to transmit a relatively small torque. In the case of the clutch 14a for use, the number of each plate is reduced. The stroke amount of the piston incorporated in each of the hydraulic cylinders 90 and 91 required to bring the clutch in the disengaged state into the engaged state becomes longer as the number of the plates is increased. Therefore, as shown by the broken line in FIG. 8 (B) and the solid line in FIG. 9 (B), when switching from the low speed mode to the high speed mode {FIG. 8 (B)
In comparison with the broken line {circle around (2)}, the time delay when switching from the high speed mode to the low speed mode (solid line in FIG. 9B) becomes larger.

During the above-mentioned time delay, the engine, which is the power source, and the drive wheels are disconnected (or incompletely connected), so that power is not transmitted from this engine to the drive wheels. . In order to confirm the behavior occurring at this time, the inventor conducted an experiment using the continuously variable transmission having the structure shown in FIGS. 6 to 7 to switch between the low speed mode and the high speed mode. At this time, set the rotation speed of the input shaft 1b to 200 mi.
The output shaft 20a was fixed to n ⁻¹ , and the other end of the output shaft 20a was not coupled to any other rotating shaft, and the output shaft 20a was allowed to rotate freely. Further, in order to switch between the two modes under the condition that the speeds of the input shaft 1b and the output shaft 20a are the same (the gear ratio is 1), the low speed clutch 31a and the high speed clutch 14a are disconnected. I made contact. Then, the change in the rotation speed of the output shaft 20a due to the switching between the both modes was measured.

As a result of this experiment, the rotation speed of the output shaft 20a is (200) when switching from the low speed mode to the high speed mode and vice versa.
min ^{- 1} than) was reduced. However, when the low speed mode is switched to the high speed mode, the rotation speed of the output shaft 20a becomes 200
whereas decreased only 20min ^-1 from min ^-1 to 180 min ^-1, the switching from the high speed mode to the low-speed mode,
The rotation speed of the output shaft 20a is 200 min ⁻¹ to 120
Until min ^-1, 80min ^-1 was also reduced. In any case, the rotation speed of the output shaft 20a returned to 200 min ⁻¹ as the clutch was engaged after the time delay.

Since the above-mentioned experiment was carried out in a state where the output shaft 20a was freely rotated, the rotation speed of the output shaft 20a decreased at the time of mode switching, but in the actual case, the output shaft 20a and the drive shaft are driven. The wheels are mechanically connected via a propeller shaft, a differential gear, and the like. Therefore, the rotation speed of the output shaft 20a does not decrease when the mode is switched, and the rotation speed of the input shaft 1b increases in the half-clutch state. For this reason, at the time of switching the mode, the rotation speed of the engine, which is the drive source, increases momentarily regardless of the operation of the accelerator pedal.
The clutch will be connected.

It is not preferable that the rotation speed of the engine rises for a moment, irrespective of the operation of the accelerator pedal, because it gives the driver a feeling of strangeness. Also, if the clutch is connected after the engine speed has increased for a moment, vibration may occur in the entire power transmission system including the continuously variable transmission, which also makes the driver feel uncomfortable. Become.
Such an uncomfortable feeling may become particularly noticeable when switching from the high speed mode to the low speed mode in which the time delay becomes large.

In order to reduce the uncomfortable feeling due to such a time lag, at the time of switching from the high speed mode to the low speed mode, a signal for disconnecting the high speed clutch 14a is issued and then the low speed clutch 31a. It is conceivable to make the time until the signal for connecting is connected shorter than the above 0.2 seconds. However, in order to further reduce the uncomfortable feeling given to the driver, it is desired to reduce the above-mentioned time delay not only in terms of electrical control but also in terms of structure. In view of such circumstances, the continuously variable transmission of the present invention has been devised to realize a structure capable of reducing the above-mentioned time delay when switching from the high speed mode to the low speed mode.

[0053]

A continuously variable transmission according to the present invention, like a conventionally known continuously variable transmission, includes a toroidal type continuously variable transmission and a planetary gear transmission mechanism via a clutch device. Composed in combination. This clutch device is connected when increasing the reduction gear ratio and disconnected when reducing the same, and a low speed clutch that is connected when decreasing the reduction gear ratio and disconnecting when increasing the same. It consists of a high speed clutch that leans. Particularly, in the continuously variable transmission of the present invention, the effective radius of the low speed clutch is larger than the effective radius of the high speed clutch.

[0054]

According to the continuously variable transmission of the present invention configured as described above, the time delay at the time of switching from the high speed mode to the low speed mode is reduced, and the increase in the engine speed at the time of this mode switching is increased. It is possible to suppress the feeling of discomfort given to the driver. That is, since the effective radius of the low speed clutch that needs to transmit a large torque is large, the amount of power that can be transmitted by this low speed clutch (torque capacity)
It is possible to reduce the stroke required to switch from the low speed clutch disengaged state to the engaged state, while sufficiently securing the above. As a result, at the time of switching from the high speed mode to the low speed mode, the time during which the low speed clutch is in the half-clutch state is shortened, engine upswing at the time of this switching is reduced, and the driver feels uncomfortable. Can be reduced.

[0055]

1 and 2 show an example of an embodiment of the present invention. The feature of the present invention is that the effective radius of the low speed clutch 31b is increased in order to shorten the time during which the low speed clutch 31b is in the half-clutch state when switching from the high speed mode to the low speed mode. .
The configuration and operation of the other parts are the same as those of the above-described structure shown in FIGS. 6 to 7 described above. Are denoted by the same reference numerals, and overlapping description will be omitted or simplified. Then, the following description will be focused on the characteristic part of the present invention and the part different from the structure shown in FIGS.

The low speed clutch 31b is used for the carrier 2
It is provided between 4a and the output shaft 20a. In order to configure the low speed clutch 31b, the support ring 93 is spline-engaged with the output shaft 20a. Further, the sleeve 7 rotatably arranged around the intermediate portion of the output shaft 20a.
8a is a cylindrical portion 94 provided on the coupling bracket 81.
Are arranged around the support ring 93. A plurality of friction plates and a plurality of separate plates are alternately arranged in the axial direction between the inner peripheral surface of the cylindrical portion 94 and the outer peripheral surface of the support ring 93. The carrier 24a is fixedly connected to the cylindrical portion 94.

Further, the low speed hydraulic cylinder 9 is attached to the sleeve 78a so as to be adjacent to the inner diameter side of the cylindrical portion 94.
A cylinder portion 95 for forming 1a is provided, and a piston 96 is oil-tightly fitted in the cylinder portion 95. Through the supply / discharge passage 97 provided in the fixed wall 89a provided in the casing 35a, the cylinder portion 95 can freely supply and discharge pressure oil even when the sleeve 78a is rotated.
Further, the piston 96 has a return spring 98,
98 gives elasticity in a direction away from each of the plates. Therefore, in the state where the pressure oil is not introduced into the cylinder portion 95, there is a minute gap between the plates, and the carrier 24a.
And the output shaft 20a can freely rotate relative to each other.

Further, between the transmission shaft 13a and the ring gear 11a, a high speed clutch 14a for rotating the transmission shaft 13a and the ring gear 11a in synchronization with the connection.
Is provided. Further, between the other fixed wall 89 provided in the casing 35a and the ring gear 11a, there is provided a reverse clutch 32b which prevents the ring gear 11a from rotating due to the connection. Incidentally, the low speed, high speed and reverse clutches 31b, 14a and 32b as described above.
The configuration itself is similar to that of a wet multi-plate clutch that is widely known from the past by being incorporated in a planetary gear type automatic transmission or the like.

In particular, in the case of this example, the number of friction plates and separate plates constituting the low speed clutch 31b is reduced instead of increasing the effective radius of the low speed clutch 31b. Further, the pressure receiving area of the low speed hydraulic cylinder 91a for connecting and disconnecting the low speed clutch 31b is set to be substantially the same as the previously considered structure shown in FIGS. Therefore, the thrust force that axially presses the friction plate and the separate plate that form the low speed clutch 31b is approximately the same as the previously considered structure shown in FIGS.

In the case of the present example, as described above, the effective radius R _m determined by the diameter dimension of each plate is increased instead of reducing the number n of each plate, and is determined by the following equation. The torque T that can be transmitted is secured by the low speed clutch 31b. T = 2 · n · μ · P · A · R _{m In} this formula, among symbols other than n, T and R _m , μ is the friction coefficient of the friction surface between the plates and P is the low speed. A represents the hydraulic pressure introduced into the hydraulic cylinder 91a for use, and A represents the pressure receiving area of the hydraulic cylinder 91a for low speed.

As is clear from the above equation, if the transmittable torque T is the same, increasing the effective radius R _m does not increase the hydraulic pressure P and the pressure receiving area A (required hydraulic pressure and oil amount). The number of each plate is n
Can be reduced (for example, from 8 to 5). If the number n of these plates is reduced, the stroke amount of the low speed hydraulic cylinder 91a required when connecting the low speed clutch 31b can be shortened.
Therefore, to switch from high speed mode to low speed mode,
When the low speed clutch 31b is connected after the high speed clutch 14a is disconnected, the time during which the low speed clutch 31b is in the half-clutch state is shortened. As a result, it is possible to reduce the engine blow-up at the time of switching the mode and reduce the discomfort felt by the driver.

Further, in the illustrated example, in addition to the low speed clutch 31b, the reverse clutch 32b has a larger diameter than the high speed clutch 14a. And
These low speed clutch 31b and reverse clutch 3
A part of 2b in the axial direction is arranged on the outer diameter side of a part of the ring gear 11a or the hydraulic cylinder 90 for high speed in the axial direction. With this configuration, in the case of this example, the planetary gear mechanism 10a
Also, it is possible to reduce the axial dimension of the space where the clutches 31b, 14a, 32b are installed.

Further, in the above description, by combining the present invention with the toroidal type continuously variable transmission 9a and the planetary gear mechanism 10a, power is transmitted only by the toroidal type continuously variable transmission 9a during low speed traveling, and high speed is achieved. The structure incorporated in a so-called power split type continuously variable transmission in which main power is transmitted by the planetary gear mechanism 10a during traveling and the transmission ratio is adjusted by the toroidal type continuously variable transmission 9a has been described. However, the present invention, by combining the toroidal type continuously variable transmission and the planetary gear mechanism,
It can also be applied to a toroidal type continuously variable transmission that is incorporated in a continuously variable transmission called a geared neutral type that realizes from reverse to stop and even forward without switching the clutch. Even in the case of a toroidal type continuously variable transmission incorporated in such a continuously variable transmission called geared neutral, it is effective from the viewpoint of reducing discomfort when switching between high speed and low speed modes. Furthermore, the above-mentioned JP 20
As described in Japanese Unexamined Patent Publication No. 00-220719, it is different from a power split type and a geared neutral type, but is provided with a toroidal type continuously variable transmission and a planetary gear mechanism, and a low speed clutch and a high speed clutch provide a low speed. It is also effective to apply the present invention to a continuously variable transmission that switches between a high speed mode and a high speed mode.

[0064]

EFFECTS OF THE INVENTION Since the present invention is constructed and operates as described above, it is possible to reduce a feeling of strangeness given to the driver at the time of mode switching, and to improve high efficiency by combining the toroidal type continuously variable transmission and the planetary gear mechanism. It can contribute to the practical application of the obtained continuously variable transmission.

[Brief description of drawings]

FIG. 1 is a sectional view showing an example of an embodiment of the present invention.

FIG. 2 is an enlarged view of the right part of FIG.

FIG. 3 is a schematic side view showing the basic structure of the toroidal type continuously variable transmission in a state at maximum deceleration.

FIG. 4 is a schematic side view similarly showing a state at the time of maximum acceleration.

FIG. 5 is a schematic cross-sectional view showing an example of a continuously variable transmission incorporating a toroidal type continuously variable transmission.

FIG. 6 is a sectional view showing a structure embodying this continuously variable transmission.

7 is a cross-sectional view taken along the line AA of FIG.

FIG. 8 is a diagram showing a command signal to each of the low speed clutch and the high speed clutch and a connection state of these clutches with time when the continuously variable transmission is switched from the low speed mode to the high speed mode.

FIG. 9 is a diagram showing, with time, command signals to low speed clutches and high speed clutches and a connection state of these clutches when the continuously variable transmission is switched from the high speed mode to the low speed mode.

[Explanation of symbols]

1, 1a, 1b Input shaft 2 Pressing device 3 Input side disk 3a inner surface 4 power rollers 4a peripheral surface 5 Output side disc 5a inner surface 6 Output shaft 7 trunnions 8 Axis 9,9a toroidal type continuously variable transmission 10, 10a Planetary gear mechanism 11, 11a Ring gear 12 Support plate 13, 13a Transmission shaft 14,14a High speed clutch 15 engine 16 crankshaft 17 Starting clutch 18, 18a Pressing device 19 cylinders 20, 20a Output shaft 21, 21a Sun gear 22a, 22b Planetary gears 23, 23a Planetary gear set 24, 24a carrier 25, 25a First power transmission mechanism 26, 26a Transmission shaft 27a, 27b sprockets 28 chains 29 first gear 30 second gear 31, 31a, 31b Low speed clutch 32, 32a, 32b Reverse clutch 33 ball spline 34 Loading Nut 35, 35a casing 36 Mounting part 37 frames 38 mounting holes 39 Stud 40 nuts 41 gear housing 42 Output sleeve 43 Rolling bearing 44 output gear 45 Holder 46 Support piece 47 Second Axis 48 Mounting part 49 Support plate 50 circular hole 51 radial needle bearing 52 outer ring 53 screw holes 54 Stud 55 Displacement axis 56 thrust ball bearing 57 Thrust needle bearing 58 Tsubabe 59 cylinder tube 60 Partition plate 61 First piston member 62 Support cylinder 63 Separator 64 Second piston member 65 Disc leaf spring 66 center hole 67 drive shaft 68 Notch 69 Drive projection 70 Connection 71a, 71b actuator 72 Arms 73 Rod 74 Precessum 75 Link Arm 76 spool 77 gears 78, 78a sleeve 79 gears 80 gears 81 coupling bracket 82 convex 83 Locking notch 84 Transmission tube 85 Transmission flange 86 Transmission projection 87 Flat part 88 coupling bracket 89, 89a Fixed wall 90 High speed hydraulic cylinder 91, 91a Low speed hydraulic cylinder 92 Reverse hydraulic cylinder 93 Support ring 94 Cylindrical part 95 Cylinder part 96 pistons 97 Supply / Discharge path 98 Return spring

Claims (2)

[Claims] 1. A toroidal type continuously variable transmission and a planetary gear speed change mechanism are combined through a clutch device, which is connected when increasing a reduction ratio and disconnected when decreasing the same. A low speed clutch that leans,
In a continuously variable transmission comprising a high speed clutch which is connected when the reduction ratio is reduced and is disconnected when the reduction ratio is increased, the low speed clutch is more than the effective radius of the high speed clutch. A continuously variable transmission characterized by having a larger effective radius. 2. An input shaft connected to a drive source and driven to rotate by the drive source, an output shaft for extracting power based on the rotation of the input shaft, a toroidal type continuously variable transmission,
A planetary gear mechanism, a first power transmission mechanism that transmits the power input to the input shaft via the toroidal type continuously variable transmission, and the power input to the input shaft to the toroidal type continuously variable transmission. And a second power transmission mechanism that transmits without passing through, the planetary gear mechanism is provided between the sun gear and a ring gear arranged around the sun gear, and rotates concentrically with the sun gear. A planetary gear rotatably supported by a freely supported carrier is meshed with the sun gear and the ring gear, and the power transmitted through the first power transmission mechanism and the second power transmission The power transmitted through the mechanism can be transmitted to two members of the sun gear, the ring gear, and the carrier, and the remaining power of the sun gear, the ring gear, and the carrier can be transmitted. The output shaft is coupled to each member, and the power input to the input shaft is sent to the planetary gear mechanism through the first power transmission mechanism and the second power transmission mechanism. Mode switching means for switching is provided, and the mode switching means includes a first mode in which power is transmitted only by at least the first power transmission mechanism, the first power transmission mechanism and the second power transmission mechanism. In a continuously variable transmission that switches between a second mode in which power is transmitted by both the transmission mechanism and the second mode, which is connected when realizing the first mode. With the first clutch that is disconnected when realizing
Realizes a state where the reduction gear ratio of the entire continuously variable transmission is large among the second clutch that is disconnected when realizing the first mode and is connected when realizing the second mode A continuously variable transmission characterized in that the effective radius of the clutch connected when performing the above is made larger than the effective radius of the clutch connected when achieving the same small state.