JP2004028173A - Infinitely variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an infinitely variable transmission which enhances transmission efficiency of a frictional engagement part and can output larger torque while increase in volume and weight is constrained. <P>SOLUTION: The transmission is disposed at predefined interval by a carrier 42 located between axially movable wheels 30, 32. It has a first and a second raceway surface 40a, 20b which are respectively formed on tapered end and frictionally engage on a circular engagement parts 30a, 32b of each wheel. It is provided with a plurality of rolling elements 40 which axis of rotation r through the center of the raceway surfaces is located radially inwards of the engagement part. It is also provided with a plurality of oscillating axes 44 which are pivotably secured to the carrier 42 by extending to direction orthogonal to the axis of rotation and rotatably carry each of the rolling element 40 by centering the axis of rotation r and pivotably carry the axis of rotation r relative to central axis C of the engagement parts 30a, 32b. Each of the rolling element 40 rotates the other wheel 32 in accordance with axial position of each of the wheel when both distance of engagement position Ka, Kb of the engagement parts on each of the raceway surface and the axes of rotation r are established and the rolling element is rotatably driven by one wheel 30 and the carrier 42. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a transmission, and more particularly, to a friction transmission capable of changing a gear ratio steplessly.
[0002]
[Prior art]
In general, various types of friction type transmissions have been developed as continuously variable transmissions.
For example, in Japanese Patent No. 2664097, an output shaft is arranged coaxially with an input shaft driven by a motor, and meshes with a sun gear formed integrally with the input shaft and a ring gear formed integrally with the output shaft. A continuously variable transmission in which a plurality of planetary gears are rotatably mounted on a carrier and the rotation speed of the carrier is steplessly changed to thereby continuously change the rotation speed of the output shaft is described. . In this continuously variable transmission, a planetary friction wheel is rotatably mounted on the opposite side of the planetary gear with respect to the carrier and movably mounted on the carrier in the radial direction. While rotating by a pair of rotating sun friction wheels, it revolves along a pair of fixed ring friction wheels concentric with the sun friction wheels. When shifting gears, the planetary friction wheel is moved in the radial direction on the carrier, and the positions at which the planetary friction wheel and the ring friction wheel are engaged with each other are changed. change.
[0003]
[Problems to be solved by the invention]
However, such a continuously variable transmission engages with the sun friction wheel at a position where the planetary friction wheel rotating the carrier is close to the input shaft, that is, at a radially inner position when the friction wheel revolves, and the planetary friction wheel The torque acting on is small. Further, in this continuously variable transmission, the rotation of the input shaft is larger in the power transmitted through the planetary friction wheel than in the power transmitted to the output shaft through the planetary gear. The resultant torque when the rotational speed ratio, that is, the reduction ratio is large, is small. Therefore, the output is smaller than the weight and volume of the continuously variable transmission.
The present invention has been made in view of the above circumstances, and a continuously variable transmission that can increase the transmission efficiency of a friction engagement portion and output a larger torque while suppressing an increase in volume and weight. The purpose is to provide.
[0004]
[Means for Solving the Problems]
The continuously variable transmission according to the present invention that achieves the above object includes first and second wheels that are movable in the axial direction while being urged in directions approaching each other by circular engagement portions provided to face the distal end portion, Carriers disposed between the first and second wheels are held at predetermined intervals along the circular engagement portion, and are formed at respective tapered ends to form circles of the first and second wheels. It has first and second rolling surfaces frictionally engaged with the shape engaging portion, and a rotation axis passing through the center of the first and second rolling surfaces is located radially inward of the circular engaging portion. A plurality of rolling elements, extending in a direction perpendicular to these rotation axes, and being pivotally attached to the carrier, allowing these rolling elements to be rotatable about their respective rotation axes, and to have the circular engagement. A plurality of swing shafts for swingably supporting the rotation shaft with respect to the central axis of the section. The body is provided with a distance between an engagement position of the engagement portion on the first and second rolling surfaces and a rotation axis according to an axial position of the first and second wheels, and a first wheel. It is characterized in that the second wheel is rotated via the second rolling surface when rotated via at least one of the wheel and the carrier.
[0005]
In this continuously variable transmission, the rolling elements mounted on the carrier are radially inward of the circular engagement portions of the first and second wheels that urge the first and second rolling surfaces from both sides. A rotation axis is arranged. For example, when the first wheel is rotated while the carrier is fixed, the rotation torque of the first wheel acts on the first rolling surface of the rolling element via the circular engagement portion, and the rolling element rotates about the rotation axis. Rotate. As a result, the second wheel receives the rotation torque from the second rolling surface via the circular engagement portion and rotates. On the other hand, when the carrier is rotated while the rotation of the first wheel is suppressed, the rolling element revolves while rotating along the circular engagement surface of the first wheel, and rotates the second wheel with the rotating torque at this time. I do. Further, the same applies when both the first wheel and the carrier are rotated. In any case, the gear ratio is set by the distance between the engagement position of the engagement portion on the first and second rolling surfaces and the rotation shaft. The distance between the engagement position of the engagement portion on the first and second rolling surfaces and the rotation shaft changes according to the axial position of the first and second wheels. By moving the first and second wheels in the axial direction while energizing, the gear ratio changes steplessly. Since the rotating shaft of the rolling element is located radially inside the circular engaging portion, a large torque acts on the first rolling surface of the rolling element from the circular engaging portion of the first wheel.
[0006]
Each of the rolling elements has a first disk forming a first rolling surface and a second disk forming a second rolling surface, and these disks are formed on annular surfaces formed on opposing sides. And a spherical surface which is located on the opposite side of these annular surfaces to form the rolling surface, and wherein the first and second rolling surfaces formed on these spherical surfaces have the first and second rolling surfaces. When the urging force of the second wheel acts, the annular surface frictionally engages, and the driving force can be transmitted between these two disks. In the disks having such a lightweight structure, the rolling elements can have a lightweight structure, and the rotating shafts can be arranged so as to cross each other.
[0007]
When the rolling element has two disks as described above, the rolling surface of the second disk has a projection with a large curvature at an intermediate portion between the rotating shaft and the peripheral portion, and the second rolling surface The distance between the engagement position of the engagement portion above and the rotation shaft can be changed more greatly with respect to the swing angle of the rotation shaft radially inward than the protrusion. By providing a difference in the change amount of the gear ratio between the outer peripheral side and the inner peripheral side of the protrusion in this way, even when the range of the gear ratio between the forward region and the reverse region is different, such as an automobile, the rolling element Can be used efficiently.
[0008]
A centrifugal clutch device is interposed between an input shaft that rotates one of the first wheel and the carrier and a drive shaft of the engine, and these input shafts and the drive shaft are connected when the rotation of the engine increases. Is also possible. In this case, for example, when the rotation of the second wheel is stopped, even if the axial positions of the first and second wheels are slightly shifted from the required positions, the accelerator pedal is released and the engine speed is reduced. Can be separated from the drive shaft of the engine.
[0009]
On the other hand, an input shaft for driving one of the first wheel and the carrier, a clutch device for connecting the input shaft to a drive shaft of the engine, a rotor attached to the input shaft, and a peripheral portion of the rotor. A motor generator device having a stator may be provided, and the motor generator device may have two motor generators arranged in parallel with each other. In this case, for example, two motor generators can be appropriately selected and operated according to the load of the vehicle.
[0010]
BEST MODE FOR CARRYING OUT THE INVENTION
1 and 2 show a continuously variable transmission according to a preferred embodiment of the present invention.
This continuously variable transmission is formed as a continuously variable transmission for a wide range of industries including, for example, automobiles, and is formed in a compact structure in which the whole is accommodated in a housing 10.
[0011]
As shown in FIG. 1, the housing 10 includes a cylindrical body 10a having both ends opened, and a lid 10b for closing both ends, and an input shaft 12 and an output shaft 14 of the transmission are connected to each other. The lid 10b penetrates these lids 10b along a central axis C common to both shafts, and is rotatably supported via an appropriate bearing such as a ball bearing. The input shaft of the present embodiment substantially penetrates the housing 10 and is rotatably supported via a roller bearing in an inner hole formed at the inner end of the output shaft 14. Further, at each end of the input shaft 12 and the output shaft 14 protruding from the housing 10, a concave portion provided with a large number of axial grooves and the like is formed along the inner peripheral surface, and through these concave portions, for example, A drive shaft of the engine and a propeller shaft for rotating wheels can be connected. Instead of such a concave portion, it is also possible to connect using an appropriate means such as a flange joint.
[0012]
A suitable seal member is disposed at a position where the input shaft 12 and the output shaft 14 pass through the housing 10 to prevent leakage of a lubricant or the like and prevent foreign substances from entering the housing 10. Further, in this embodiment, the lid 10b through which the input shaft 12 penetrates is recessed inward, and when coupling to a drive shaft of an engine described later, a coupling portion and the like are accommodated, and a power transmission system is provided. The overall axial length can be reduced. It should be noted that “input” and “output” in this specification are terms for convenience of explanation, and “input” and “output” may be reversed depending on how the continuously variable transmission is used.
[0013]
An input drum 16 connected to the input shaft 12 and an output drum 18 connected to the output shaft 14 are disposed inside the housing 10. The input side drum 16 is formed integrally with the input shaft 12 via a spoke-shaped or disk-shaped disk portion 16a, and a thrust fixed by a screw 20 to an end of the input shaft 12 close to the output shaft 14. The spoke-shaped or disk-shaped disk portion 18a of the output-side drum 18 is rotatably supported via the bearing 22. The inner end of the output shaft 14 is integrally connected to the output side drum 18 via, for example, a plurality of spoke-shaped or disk-shaped disk portions 14a bolted.
[0014]
The input side and output side drums 16 and 18 are formed with annular inner holes 26 and 28 facing each other. In these annular inner holes, first and second wheels 30 and 32 have, for example, splines (not shown) or the like. Accordingly, it is accommodated so as to be movable only in the axial direction along the central axis C. Circular first and second engaging portions 30a and 32a that are frictionally engaged with rolling elements, which will be described later, are formed at the leading ends of these wheels 30 and 32 so as to face each other. The pressure chambers 26a, 28a are defined in the annular inner holes 26, 28. These pressure chambers 26a, 28a are connected to a pressure fluid control device (not shown) through appropriate pipes 36, 38, respectively, and bias the wheels 30, 32 in directions facing each other by the fluid pressure supplied from the pressure chambers. While moving along the axial direction. In the present embodiment, the first and second wheels 30 and 32 are formed in a lightweight hollow structure. However, the pressure chambers 26a and 26b are defined in the annular inner holes 26 and 28, and the inside thereof is defined in the axial direction. A solid structure may be used as long as it can be moved to the center. In addition, the annular inner holes 26 and 28 have appropriate axial lengths as long as the circular engaging portions 30a and 32a of the first and second wheels 30 and 32 can be protruded or retracted. Can be.
[0015]
As shown in FIG. 2, in this embodiment, three rolling elements 40 are arranged between these wheels 30, 32. These rolling elements 40 are held at equal intervals along the periphery of the input shaft 12 by the carrier 42 located between the first and second wheels 30 and 32. The carrier 42 of this embodiment has a fixed structure integrally formed with the body 10a of the housing, and includes three pairs of holding arms 42a protruding from the inner surface of the body. A swing shaft 44 extending in a direction perpendicular to the rotation axis r of the rolling element 40 is pivotally attached to each pair of holding arms 42a via a short axis 44a formed at an end thereof. In the swing shaft 44, a support shaft 46 for supporting the rolling element 40 is arranged in a central space formed in a frame shape, and both ends of the support shaft are fixed with screws. The rotation shaft r extends coaxially with the support shaft 46, and the rolling elements 40 rotate freely on the support shaft 46 via ball bearings fixed to both ends. When the swing shaft 44 rotates about the short axis 44a, the support shaft 46 and therefore the rotation shaft r of the rolling element 40 swing with respect to the center axis C of the input shaft 12.
[0016]
Each rolling element 40 thus supported by the carrier 42 has a smooth spherical surface with both ends tapered or hemispherical, and the first rolling surface formed on these spherical surfaces. 40a, 40b are inscribed at the engagement positions Ka, Kb with the engagement portions 30a, 32a of the first and second wheels. FIG. 2 shows an engagement position Ka between the first rolling surface 40a and the engagement portion 30a of the first wheel. The rotation axis r of such a rolling element 40 is located radially inward of each of the engagement positions Ka and Kb. Therefore, the first and second rolling surfaces 40a and 40b of each of the rolling elements 40 At positions radially outward from the center axis C with respect to the rotation axis r, the engagement portions 30a and 32a of the first and second wheels 30 and 32 frictionally engage with each other. In addition, the circumferential groove formed in the outer peripheral portion of the rolling element 40 is for a lightweight structure.
[0017]
In this continuously variable transmission, the first and second wheels 30, 32 are provided at the distal end by the fluid pressure in the pressure chambers 26a, 28a supplied from the suitable pressure fluid control device via the conduits 36, 38. The circular engagement portions 30a and 32a are urged in directions approaching each other. The engagement portions 30a and 32a of the first and second wheels are respectively located at engagement positions Ka and Kb radially outward from the center axis C with respect to the rotation axis r. The rolling elements 40 are frictionally engaged with the moving surfaces 40a and 40b, and are pressed from both ends in the axial direction. At this time, the axial force acting on the output drum 18 acts on the input shaft 12 via the disk portion 18a and the thrust bearing 22, and is balanced with the axial force acting on the input drum 16. In addition, since the rolling elements 40 are arranged at equal intervals in the circumferential direction, the radial force received from the first and second wheels 30, 32 is reduced by the first and second wheels 30, 32 or the input force. Side and output side drums 16,18.
[0018]
The rotation axes r of the rolling elements 40 move at the same time by adjusting the pressures of the pressure chambers 26a and 28a to adjust the protrusion amounts of the first and second wheels 30, 32, that is, the axial positions. The inclination angle or the swing angle with respect to the center axis C can be changed.
As shown in FIG. 1, when the protrusion amounts of the first and second wheels 30 and 32 are equal, the rotation axis r is disposed substantially parallel to the center axis C. In this state, the engagement position Ka of the first wheel 30 on the first rolling surface 40a and the engagement position Kb of the second wheel 32 on the second rolling surface 40b are respectively equal distances from the rotation axis r. Therefore, at these engagement positions, the peripheral velocities are equal.
[0019]
Further, the first and second wheels 30, 32 are moved in the axial direction to the left in the drawing, that is, the first wheel 30 is drawn into the annular inner hole 26 of the drum 16 and the second wheel 32 is annular. In the state of protruding from the inner hole 28, the engagement position Ka of the engagement portion 30a on the first rolling surface 40a is separated from the rotation axis r, and the engagement of the engagement portion 32a on the second rolling surface 40b. The position Kb is close to the rotation axis r. Therefore, the peripheral speed is higher at the engagement position Ka of the first wheel 30 than at the engagement position Kb of the second wheel 32.
[0020]
Conversely, the first and second wheels 30, 32 have moved axially to the right in the drawing, that is, the first wheel 30 projects from the annular inner hole 26 of the drum 16 and the second wheel 32 In the state of being drawn into the hole 28, the engagement position Ka of the engagement portion 30a on the first rolling surface 40a is close to the rotation axis r, and the engagement position Ka of the engagement portion 32a on the second rolling surface 40b. Conversely, the joining position Kb is separated from the rotation axis r. Therefore, the peripheral speed is lower at the engagement position Ka of the first wheel 30 than at the engagement position Kb of the second wheel 32. In any state, the peripheral speed of the engagement positions Ka and Kb of the first and second wheels on the first and second rolling surfaces 40a and 40b is proportional to the distance from the rotation axis r.
[0021]
Therefore, when the input shaft 12 of the continuously variable transmission is rotated by an engine or a motor (not shown), the first wheel 30, for example, spline-coupled into the annular inner hole 26 of the input-side drum 16 rotates. The rolling element 40 is rotated about the rotation axis r by the engaging portion 30a of the first wheel 30 that frictionally engages with the first engaging surface 40a, and the engaging portion 32a is frictionally attached to the second engaging surface 40b. The engaged second wheel 32 is rotated. As a result, the output-side drum 18 in which the second wheel 32 is spline-coupled, for example, rotates in the annular inner hole 28, and this rotation is transmitted to the output shaft 14 via the disk portion 14a. At this time, the rotation speed of the output shaft 14 is determined by the distance between the engagement positions Ka and Kb of the first and second wheels on the first and second rolling surfaces 40a and 40b, which are separated from the rotation shaft r, and therefore, with respect to the input shaft C. It is proportional to the inclination angle of the rotation axis r.
[0022]
When the rotation speed of the output shaft 14 is changed, the amount of protrusion of the first and second wheels 30, 32 is controlled by adjusting the pressure in the pressure chambers 26a, 28a by an appropriate pressure fluid control device. Since the swinging shaft 44 supporting the rolling element 40 is rotatably supported by the arm 42a of the carrier 42 via the short shafts 44a at both ends, the first and second wheels and therefore the engaging portions 30a, 32a The swing angle of the rotation axis r of the rolling element 40 with respect to the center axis C is set according to the axial position. Thereby, the rotation axis r can be changed steplessly between the low-speed position shown in FIG. 3 and the high-speed position shown in FIG. Regardless of the state in which the rotation axis r of the rolling element 40 is inclined, the engagement portion 30a of the first wheel 30 rolls at a position further away from the center axis C of the input shaft 12 than the rotation axis r. Since the first rolling surface 40a of the moving body 40 is engaged in the inscribed state, the transmission torque and the transmission efficiency are improved.
[0023]
FIGS. 3 to 6 show a continuously variable transmission according to a second embodiment suitable for marine use. Note that the following embodiment is basically based on the same principle as the above-described embodiment, and therefore, similar portions are denoted by the same reference numerals, and detailed description thereof is omitted. Will be described.
[0024]
As shown in FIG. 3, in the transmission of the present embodiment, the body 10 a of the housing 10 is bolted to, for example, the hull structure B at the end on the input shaft 12 side, and the drive shaft A extending from, for example, a diesel engine (not shown). The input shaft 12 is connected via a flanged coupling.
[0025]
In this continuously variable transmission, the pressure chamber 26a that accommodates the first wheel 30 is formed directly on the housing 10, so that the first wheel 30 is formed so as not to rotate. The output drum 18 supporting the second wheel 32 has a thrust bearing 22 mounted on the hub of the disk portion 18a, and is rotatably supported by the output lid 10b via the thrust bearing. An output shaft 14 is formed integrally with the hub portion of the disk portion 18a. The output shaft 14 protrudes from the lid portion 10b in a sealed state, and rotates the propeller PL to form a propulsive force on the boat. . The rear end of the input shaft 12 is rotatably supported by the hub of the disk 18a.
[0026]
As shown in FIG. 4, a carrier 42 is formed integrally with the input shaft 12. A swing shaft 44 is pivotally attached to a holding arm 42 a bolted to the carrier 42, and in the present embodiment, three rolling elements 40 are rotatably supported by the swing shaft 44. Each rolling element 40 is rotatable about a support shaft 46 and can revolve with the input shaft 12 about a central axis C. Other points are the same as in the first embodiment.
[0027]
In this continuously variable transmission, since the first wheel 30 is fixed, when the input shaft 12 is rotated, the rolling element 40 has its first rolling surface 40a frictionally engaged with the engaging portion 30a of the first wheel 30. It rolls along this engaging portion 30a while being engaged. Thereby, the second wheel 32 frictionally engaged with the second rolling surface 40b rotates, and the propeller PL rotates via the output shaft 14 connected to the output side drum 18 via the disk portion 18a. The speed ratio HA of the rotation speed N of the output shaft 14 to the rotation speed n of the input shaft 12 is obtained from the following relational expression (1). That is, relational expression (1) is
HA = N / n = {1- (P2 / P1)}.
Here, P1 indicates the diameter of the locus drawn by the engagement position Ka on the first rolling surface 40a, and P2 indicates the diameter of the locus drawn by the engaging position Kb on the second rolling surface. In the present embodiment, the engaging portions 30a and 32a have the same diameter for the sake of simplicity, but it is apparent that the engaging portions 30a and 32a can be formed to have different diameters.
[0028]
As is apparent from the relational expression (1), in the state shown in FIG. 3 where the first and second wheels 30 and 32 have the same protrusion amount, P2 and P1 are equal, and the neutral position is HA = 0. Propeller PL does not rotate. Then, as shown in FIG. 5, when the first and second wheels 30, 32 are moved to the left in the figure, the value of P2 / P1 decreases, and the speed ratio HA increases. As a result, the output shaft 14 rotates in the same direction as the drive shaft A. The speed ratio HA increases as the first and second wheels move to the left. FIG. 5 shows a state when the speed ratio HA is maximum, that is, when the output shaft 14 rotates at the maximum speed in the same direction as the drive shaft A. Conversely, as shown in FIG. 6, when the first and second wheels 30, 32 are moved rightward in the figure, the value of P2 / P1 increases, the sign of the speed ratio HA becomes negative, and the drive shaft A Rotate in the opposite direction. FIG. 6 shows a state when the speed ratio HA is minimum, that is, when the output shaft 14 rotates at the maximum speed in the direction opposite to the drive shaft A.
[0029]
In this continuously variable transmission, only by moving the first and second wheels 30 and 32 in the axial direction from the neutral position shown in FIG. 3, the output shaft 14 is maintained while the rotation speed and the rotation direction of the input shaft 12 are kept constant. Therefore, it is possible to finely control the rotation speed and the rotation direction of propeller PL. Further, when switching the output shaft 14 from the forward rotation to the reverse rotation or from the reverse rotation to the forward rotation, the output shaft 14 always goes through the neutral position. In addition, as the wheels 30 and 32 are further away from the position where the output shaft 14 is set to the neutral state, the rotation speed of the output shaft 14 increases, and near the position where the output shaft 14 is set to the neutral state, the output shaft 14 rotates at a very low speed. Therefore, the switching of the rotation direction of the output shaft 14 and the speed change are performed smoothly. For this reason, it is possible to improve the maneuverability, and particularly to improve the efficiency and safety of maneuvering when the ship leaves or berths.
[0030]
Regardless of whether the propeller PL is rotating forward or backward, the thrust load acting on the propeller PL is transmitted from the output shaft 14 to the hull structure B via the output drum 18 and the housing 10. Therefore, it is not necessary to separately provide a thrust bearing. Particularly, the thrust load during forward movement is transmitted to the second wheel 32 via the output drum 18 and the pressure chamber 28a. For this reason, by applying this thrust load to the second rolling surface 40b via the second wheel 32, the rolling element 40 is always pressed with an optimal force that is not excessive or insufficient according to the torque required by the propeller PL. It is possible to simplify the device for adjusting the pressing force at the time of such forward movement.
[0031]
The centrifugal force acting when the rolling element 40 and the swinging shaft 44 rotate together with the input shaft 12 causes the first and second wheels 30, 32 to move the first and second rolling surfaces 40a, 40b in the axial direction. It acts in the opposite direction to the radially inward force formed during biasing. For this reason, the stress due to the unbalanced load is reduced, so that not only the carrier 42, the swing shaft 44, and the support shaft 46 but also the bearings that support them can be reduced in size. Further, since the carrier 42 is formed integrally with the input shaft 12, the large-sized input shaft 12 having excellent eccentric load compatibility is arranged at the center, so that the structure of the continuously variable transmission becomes solid.
[0032]
Further, as shown in FIGS. 4 and 5, at the time of forward or reverse rotation, the support shaft inclined with respect to the center line C due to a very small gap in the bearing rotatably supporting the rolling element 40 on the support shaft 46. Centrifugal force along the axial direction of 46 and radially outward from the center line C acts on the rolling elements. The force acting on the rolling element 40 is such that the diameters P1, P2 of the trajectories drawn on the first and second rolling surfaces 40a, 40b on the side separated from the center line C, ie, the engagement positions Ka, Kb, are small and Acts on the side transmitting large torque. As a result, a large pressing force acts on the side transmitting the large torque between the first and second rolling surfaces and the first and second wheels, and transmission efficiency can be improved. .
[0033]
As described above, the first and second rolling surfaces 40a and 40b of the rolling element 40 that transmit a large torque between the first and second wheels 30 and 32 and switch the direction thereof have smooth curved surface shapes. Therefore, vibration and noise are greatly reduced as compared with a conventional gear transmission or a forward, neutral and reverse switching device.
[0034]
FIG. 7 shows a continuously variable transmission according to the third embodiment. This continuously variable transmission has an increased output while suppressing an increase in volume and weight of the continuously variable transmission of the second embodiment.
[0035]
In this embodiment, the speed increasing mechanism 50 is arranged in a space formed between the lid 10b on the input shaft 12 side and the hull structure B, and the work of the continuously variable transmission is increased. In the speed increasing mechanism 50 of the present embodiment, for example, an internal gear 52 connected to a drive shaft of a diesel engine and an input shaft pinion 12 a formed at the tip of the input shaft 12 are connected by an intermediate gear 54. The intermediate gear 54 freely rotates on the support column 53 erected on the lid 10b. The internal gear 52 that drives the intermediate gear 54 is rotatably supported with a small-diameter shaft portion 52a inserted into the input shaft 12 from the center portion, and includes a hollow short shaft portion 52b that projects to the opposite side. It is rotatably supported by a support wall 56 fixed to the housing 10. An internal gear that can mesh with the drive shaft of the engine is formed on the inner surface of the short shaft portion 52b.
[0036]
On the other hand, a reduction mechanism 58 for increasing the output torque is disposed on the lid 10b on the output shaft 14 side. The reduction mechanism 58 of the present embodiment has a reduction gear 62 rotatably supported by a lid 10b and a cover 60 fixed to the lid 10b. The reduction gear 62 is formed at the rear end of the output shaft 14. With the output shaft pinion 14a. If necessary, the reduction gear 62 may be supported via a thrust bearing.
[0037]
Next, a continuously variable transmission for a vehicle according to a fourth embodiment will be described with reference to FIGS.
In this continuously variable transmission, the carrier 42 is formed integrally with the input shaft 12 as in the second embodiment, but the first wheel 30 is formed to have a larger diameter than the second wheel 32. These first and second wheels use a cam ring 66 having a cam portion 64 for moving the first wheel 30 in the axial direction instead of using the pressure fluid as described above. The cam ring 66 is moved in the axial direction by a worm gear 70 driven by, for example, an electric motor 68. In this case, a worm wheel that meshes with the worm gear 70 is preferably formed on the cam ring 66. By controlling the electric motor 68, extension and contraction of the first wheel 30 can be controlled. On the other hand, a coil spring 72 is accommodated in the annular inner hole 28 of the output side drum 18, and the second wheel 32 can be moved in the axial direction according to the expansion and contraction of the first wheel 30.
[0038]
A centrifugal clutch 74 is accommodated in a recess formed in the lid 10b on the input shaft 12 side, and this drive shaft is connected to the input shaft 12 when the rotation speed of a drive motor or engine (not shown) increases. Can be. The centrifugal clutch 74 of the present embodiment cannot rotate with respect to a disk 76 fixed to the input shaft 12 and can move in the axial direction, and cannot rotate with respect to a disk 78 driven by a drive shaft (not shown). A plurality of clutch plates that are movable in the axial direction are alternately arranged, and these multiple clutch plates can be pressed against each other via a pressing plate 82 by a weight 80 that can slide in the radial direction on the drive shaft side disk 78. It is formed in a multi-plate format. In the centrifugal clutch 74, when the rotation speed of the drive-side disk 78 increases, the weight 80 moves radially outward against the urging force of the spring 81 due to the action of the centrifugal force, and becomes wedge-shaped with respect to the pressing plate 82. Works. As a result, the pressing plate 82 moves in the axial direction, and presses the clutch plate to connect the input shaft 12 side disk 76 and the drive shaft side disk 78.
[0039]
Further, a control housing 88 that houses a meshing clutch mechanism 86 that connects or separates the output shaft 14 and the propeller shaft 84 is attached to the lid 10 on the output shaft 14 side. The meshing clutch mechanism 86 of the present embodiment includes a cam block 90 non-rotatably connected to the output shaft 14 by a suitable means such as a screw, and a non-rotatably mounted propeller shaft 84 and a shift lever 92. A shifter 94 movable in the axial direction. Both ends of the shifter 94 are formed with teeth or ridges extending in the radial direction, and can mesh with teeth or ridges formed on the cam block 90 and the control housing 88.
[0040]
When the shift lever 92 is disposed at the position D indicated by the solid line, the shifter 94 engages with the cam block 90, whereby the input shaft 14 and the propeller shaft 84 are connected. On the other hand, when the shift lever 92 is disposed at the position P indicated by the dotted line, the shifter 94 is engaged with the control housing 88, whereby the propeller shaft 84 is separated from the input shaft 14, and the propeller shaft 84 is connected to the control housing 88. It is fixed and rotation of the propeller shaft is prevented. When the shift lever 92 is located at the middle position N, the propeller shaft 84 is separated from both the input shaft 14 and the control housing 88.
[0041]
The rolling element 40 of the present embodiment that transmits the driving force between the input shaft 12 and the output shaft 14 is in a state of being protruded toward the central axis C with an axis passing between the short axes 44 a of the swing axis 44 as a center. A first disk 100 and a second disk 102 are rotatably mounted via two ball bearings on a support shaft 46 that is bent to a right angle. Each of the first and second disks 100 and 102 has a generally bowl-shaped structure having an annular surface on the side facing each other and a spherical surface forming the first and second rolling surfaces 40a on the separated side. Prepare. When the urging force of the first and second wheels 30, 32 acts via the first and second rolling surfaces 40a, 40b formed on these spherical surfaces, the mutually opposed annular surfaces frictionally engage. Since the support shaft 46 is bent outward in the radial direction as described above, the annular surfaces of the first and second disks 100 and 102 are frictionally engaged at a position most distant from the center axis C, and the first disk 100 Is transmitted to the second disk 102. The positions where the annular surfaces of the disks 100 and 102 frictionally engage with each other and the engagement positions Ka and Kb where the first and second wheels 30 and 32 frictionally engage with the first and second rolling surfaces 40a and 40b, respectively. Are arranged in the same plane passing through the central axis C.
[0042]
Further, the spherical surface of the second disk 102 on which the second wheel 32 on the output side frictionally engages with the second rolling surface 40b has an intermediate portion between the rotation axis r passing through the center of the support shaft 46 and the peripheral portion. The protrusion 104 having a large curvature is formed in the portion, and the distance between the engagement position Kb of the engagement portion on the second rolling surface 40b and the rotation axis r is determined by the angle of rotation of the rotation axis r. It changes more radially inward than the projection 104. Accordingly, when the radially inner side of the second rolling surface 40b forms the forward region, the speed ratio in the forward region can be changed in a larger range than in the reverse region.
[0043]
That is, as shown in FIG. 8, the neutral position where the rotation of the output shaft 14 of the continuously variable transmission is zero is the position where the engagement position Kb of the engagement portion 32 b of the second wheel 32 coincides with the protrusion 104. And Thereby, as is clear from the above-mentioned relational expression (1), in the reverse position, the first and second wheels 30, 32 are moved to the right in the state shown in FIG. It moves in a region radially outward from the part 104. Therefore, the variation of the distance from the rotation axis r to the movement range of the engagement position Kb in the reverse position, that is, the swing angle of the rotation axis r is relatively small. On the other hand, in the forward position, by moving the first and second wheels 30, 32 to the left in the figure, the speed ratio can be steplessly increased in a large range from the low-speed position shown in FIG. 11 to the high-speed position shown in FIG. Change. Therefore, the variation of the distance from the rotation axis r to the movement range of the engagement position Kb in the forward position, that is, the swing angle of the rotation axis r is relatively small. As described above, by making the change in the gear ratio at the forward position larger than that at the reverse position, a continuously variable transmission particularly suitable for an automobile can be formed.
[0044]
In the continuously variable transmission for an automobile according to this embodiment, the first and second wheels 30 and 32 are moved in the axial direction by the electric motor 68 via the worm gear 70 and the cam ring 66, so that the complicated and expensive hydraulic pressure is increased. Control is not required, and cost and weight can be significantly reduced. In addition, by connecting the output shaft 14 to the propeller shaft 84 via the meshing clutch mechanism 86, even if the first and second wheels 30, 32 are not accurately located at the neutral position, the meshing clutch mechanism 86 allows Transmission of the driving force to the propeller shaft 84 can be reliably shut off. By such a function, for example, when the accelerator pedal is released when the vehicle is stopped due to a signal waiting or the like, it is possible to reliably avoid the danger that the vehicle will slightly move forward or backward.
[0045]
Further, by interposing a centrifugal clutch 74 between the input shaft 12 and the drive shaft of the engine, the biasing force of the spring 81 for biasing the weight 80 inward in the radial direction is appropriately selected, and the weight 80 and the clutch The engine brake can be used during high-speed running or downhill of a car by using the phenomenon of skewing with the board. Further, the centrifugal clutch 74 allows the drive shaft of the engine to be connected to the input shaft 12 after the output of the engine reaches a size corresponding to the load of the vehicle, and conversely, if the output of the engine is reduced due to overload. In addition, the drive shaft of the engine is separated from the input shaft 12, thereby preventing the engine from stopping (stall) due to overload.
[0046]
Further, as is apparent from the above-described relational expression (1), the rotation speed of the output shaft 14 increases as the speed ratio HA increases, and at the highest speed ratio, the rotation of the output shaft 14 becomes smaller than the rotation speed of the input shaft 12. Will be the same. This is the same as the state in which the input shaft 12 and the output shaft 14 are directly connected. In other words, the relative positions of the movable members such as the first and second wheels 30, 32, the rolling elements 40, and the carrier 42 located therebetween. The actual number of revolutions will be reduced. As a result, it is possible to greatly improve the fuel efficiency during high-speed running, which is the main running area of the vehicle.
[0047]
13 to 16 show a continuously variable transmission according to a fifth embodiment.
In this continuously variable transmission, the first disk 100 of the rolling element 40 is formed in a bowl shape deeper than the second disk 102, and the forward area on the first rolling surface 40a is made large and the reverse area is made small. It is. That is, the curvature of the first rolling surface 40a is formed larger than the curvature of the second rolling surface 40b, and the protrusion 104 in the fourth embodiment is omitted.
[0048]
The input drum 16 is formed as a movable member, is rotatably supported by the input shaft 12 via a disk portion 16a, and outputs via a support drum 15 and a thrust bearing 22 fixed to the outer peripheral portion. The side drum 18 is rotatably supported by the disk portion 18a and the output shaft 14. A drive pinion 17 is formed on the disk portion 16a of the input drum 16, and a drive force branched from the input shaft pinion 12a via a speed change mechanism having a two-step gear 106 in the present embodiment causes the input drum to be driven. 16 can be driven. By rotating the input shaft 12 and the input side drum 16 in this manner, the input shaft 12 acts as a differential friction wheel device, and the speed ratio HB of the rotation speed N of the output shaft 14 to the rotation speed n of the input shaft 12 is as follows. It is obtained from the relational expression (2). That is, relational expression (2) is
HB = N / n = 1 + (k-1) (R1.P2 / R2.P1).
Here, P1 indicates the diameter of the locus drawn by the engagement position Ka on the first rolling surface 40a, and P2 indicates the diameter of the locus drawn by the engaging position Kb on the second rolling surface. R1 is the diameter of the engaging portion 30a that engages with the first rolling surface 40a at the engaging position Ka, and R2 is the diameter of the engaging portion 32a that engages with the second rolling surface 40b at the engaging position Kb. Indicates the diameter. K is a constant determined by the number of teeth of the input shaft pinion 12a, the two-stage gear 106, and the drive pinion 17, and is a value obtained by dividing the rotation speed of the input drum 16 by the rotation speed of the input shaft 12. . In the present embodiment, k <1 is set, so that the input drum 16 rotates at a lower speed than the input shaft 12.
[0049]
In this embodiment, the first and second wheels 30 and 32 are positioned at HB = 0 by the fluid pressure supplied from the pressure fluid control device into the pressure chambers 26a and 28a via the conduits 36 and 38. When placed, the output shaft 14 does not rotate and assumes the neutral position shown in FIG. Further, as shown in FIG. 14, when the first and second wheels 30, 32 are moved to the right in the figure and arranged at a position where the above relational expression (2) satisfies HB <0, the retracted position It becomes. Conversely, as shown in FIG. 15, when the first and second wheels 30, 32 are moved to the left in the figure and arranged at a position where HB> 0, the low-speed position is established. Further, by moving the first and second wheels 30, 32 to the left in the figure from the low speed position shown in FIG. 15, the speed ratio HB increases and becomes maximum at the top position shown in FIG.
[0050]
In the continuously variable transmission according to this embodiment, the first disk 100 is formed deeper than the second disk 102, and the curvature of the first rolling surface 40a is larger than that of the second rolling surface 40b. Although the structure is lightweight, a forward area larger than the reverse area shown in FIG. 14 can be used from the neutral position shown in FIG. 13 to the top position shown in FIG.
[0051]
Further, since the driving force branched from the input shaft 12 is also input to the input side drum 16 and thus to the first wheel 30, the work of the continuously variable transmission increases, and the output can be increased. In addition, the rotation of the first wheel 30 reduces the difference in the number of rotations from the input shaft 12, so that the rotation speed of the rolling element 40 is suppressed. Thus, the power loss due to the rotation of the rolling element 40 is reduced, and the efficiency of the continuously variable transmission can be improved.
[0052]
17 and 18 show a continuously variable transmission according to a sixth embodiment.
The continuously variable transmission according to the present embodiment is substantially the same as the continuously variable transmission according to the fifth embodiment, except that k> 1 in the above-mentioned relational expression (2). That is, in the present embodiment, the driving force branched from the input shaft side pinion 12a to the driving pinion 17 via the speed change mechanism having the two-stage gear 106 is input, and the input side drum 16 Rotate faster than. In the present embodiment, the two-stage gear 106 is arranged in the opposite direction to the above-described fifth embodiment.
[0053]
Therefore, contrary to the fifth embodiment, when the first and second wheels 30, 32 move to the left as shown in FIG. 17, the low-speed position is established, and as shown in FIG. When you move to, it will be in a high-speed position. In this embodiment, the first and second wheels 30, 32 and the rolling elements 40 rotate while swinging in the same direction. Therefore, HB> 0 always holds, and the output shaft 14 rotates in the same direction as the input shaft 12. The speed change mechanism may be configured to rotate the input shaft 12 and the input side drum 16 in the opposite direction instead of rotating in the same direction or to change the gear ratio.
[0054]
19 to 22 show a continuously variable transmission according to a seventh embodiment of the present invention.
The continuously variable transmission according to the present embodiment is formed as a continuously variable transmission for a hybrid vehicle suitable for a large vehicle such as a large bus or truck, in particular, in which the total weight of the vehicle significantly changes. The continuously variable transmission includes a motor generator device that can function as a driving force source for an automobile. The motor generator device according to the present embodiment includes a first motor generator 110 housed in a housing 10 and having a large output, for example. , And the second motor generator 120 having a smaller output.
[0055]
The first motor generator 110 includes a stator 112 fixed to the body 10a of the housing, and a rotor 116 having permanent magnets 114 fixed at predetermined intervals along the circumference. The inner end of the rotor 116 has an input drum. 16 and fixed to the input shaft 12 with bolts 118. Further, the second motor generator 120 has a stator 122 fixed to the body 10a of the housing, and a permanent magnet 124 facing the stator is fixed at a predetermined interval to the periphery of the input drum 16 so that the input The drum 16 forms a rotor. Further, a drive shaft A extending into the housing 10 through the input shaft 12 side lid 10 b is rotatably supported by the body 10 b and the input shaft 12, and a rotor of the first motor generator 110 via an electromagnetic clutch 130. 116.
[0056]
These first and second motor generators 110 and 120 act as drive motors that are rotationally driven by electric power from battery 136 by first and second motor generator control devices 132 and 134, or supply electric power to the batteries. Acts as a supply generator. Reference numeral 138 denotes an electromagnetic clutch control device that controls on / off of the electromagnetic clutch.
[0057]
Further, in the continuously variable transmission according to the present embodiment, the rolling elements 40 are formed from the first and second disks 140 and 142 integrally fixed to each other, and the support shaft 46 projects from the center of the first disk 140. The second disk 142 is mounted on this support shaft and bolted. The swing shaft 44 is interposed between the first and second disks 140 and 142 and rotatably supports via a ball bearing. The first and second rolling surfaces 40a and 40b are formed to have the same curvature. The speed ratio in this case changes according to the above-mentioned relational expression (2). However, in the present embodiment, since the input shaft 12 and the first wheel 30 are individually rotated, the value of k in the relational expression (2) changes.
[0058]
As described above, the continuously variable transmission including the two motor generators 110 and 120 can be operated in various modes depending on the situation of the vehicle. A typical operation example will be described below.
FIG. 19 shows a state where the first and second wheels 30, 32 are arranged at the leftmost positions.
When the remaining amount of the battery 136 is insufficient, the vehicle is set in a braking state in advance, and the shift lever 94 is arranged at the D position. In this state, the electromagnetic clutch 130 is operated to connect the drive shaft A to the rotor 116 of the first motor generator. Further, the first and second motor generators 110 and 120 are set in a power generation state through the first and second motor generator control devices 132 and 134. When the engine (not shown) rotates the drive shaft A in this state, the first motor generator 110 is rotated at the same speed in the same direction as the drive shaft A, and charges the battery 132. Since the propeller shaft 84 is braked, the output side drum 18 and the second wheel 32 maintain a stationary state, and the rolling element 40 frictionally engages the second rolling surface 40b with the engaging portion 32a, It revolves while rotating along the second wheel 32. Thus, the first wheel 30 and the input-side drum 16 and thus the rotor of the second motor generator 120 are rotated on the first rolling surface 40a, and charge the battery 132.
[0059]
When the electromagnetic clutch 130 is turned off and the rotor 116 of the first motor generator 110 is braked while the battery 136 is charged, the input shaft 12 and the carrier 42 are fixed to the housing 10 and do not rotate. When the brake of the automobile is released and the second motor generator 120 is driven, the rolling element 40 is rolled along the engaging portion 30a of the first wheel 30, whereby the second wheel 32 is more advanced than the first wheel 30. The output drum 18, the output shaft 14, and the propeller shaft rotate at a reduced speed. Such driving by the second motor generator 120 controls the rotation of the second motor generator 120 when the running resistance of the vehicle is the smallest, from the state of starting forward or backward to the cruising speed. The speed can be changed, and therefore, it is possible to travel with the minimum power by the second motor generator 120 having a small output. Obviously, it is also possible to move the first and second wheels 30, 32 in the axial direction if necessary.
[0060]
When the rotor of the second motor generator 120, that is, the input side drum 16 is braked and the first motor generator 110 is driven, the output shaft 14 is similar to the output shaft 14 of the above-described second to fourth embodiments. To rotate. Further, when the first and second motor generators 110 and 120 are rotated synchronously, the rolling elements 40 do not rotate, and therefore, the output shaft 14 rotates at the same speed as the input shaft 12, and the speed ratio becomes 1: 1. . Since the movable member of the continuously variable transmission transmits the rotation of the input shaft 12 to the output shaft 14 and the propeller shaft 84 without rotating relatively, the transmission efficiency is maximized.
[0061]
FIGS. 20 and 21 show a state in which the first and second wheels 30, 32 are arranged substantially at the center, that is, a state in which the support shaft 46 of the rolling element 40 is arranged in parallel with the central axis C. In this case, HB = k, and the rotation speed of the output shaft 14 is the same as the rotation speed of the first wheel 30. When the rotations of the first and second motor generators 110 and 120 are synchronized, HB = 1, and the rolling elements 40 rotate integrally without rotating. As a result, the input shaft 12 and the output shaft 14 are directly connected, and the transmission efficiency is maximized as in the case described with reference to FIG. As described above, when the transmission efficiency is the highest, the fuel efficiency can be improved by setting the speed at, for example, 50 km / hr near the average running speed of the vehicle.
[0062]
FIG. 22 shows a state in which the first and second wheels 30, 32 have been moved to the far right. In this state, when the second motor generator 120 is controlled to prevent the input drum 16 and thus the first wheel 30 from rotating, and the electromagnetic clutch 130 drives the input shaft 12 with the drive shaft A or the first motor generator 110, The speed reduction ratio of this continuously variable transmission becomes maximum, and the propeller shaft 84 rotates at low speed and with large torque.
Further, when the rotation of the second motor generator 120 is gradually increased from this state, the value of k in the above-mentioned relational expression (2) increases. As a result, the output shaft 14 rises from a low speed with respect to the rotation speed of the input shaft 12 to a middle speed, a constant speed, an increased speed, and a double speed. Since the change in the speed ratio HB is extremely large, an extremely large output can be formed while being small. Since the rotation of the propeller shaft 84 that rotates at high speed can be greatly reduced by, for example, a final reduction mechanism of a differential gear, the weight and cost of each member of the continuously variable transmission and the power transmission member including the propeller shaft are reduced. In addition, it is possible to form a small and large-output continuously variable transmission for an electric vehicle.
[0063]
According to this continuously variable transmission, a hybrid drive device suitable for an automobile is formed by combining the continuously variable transmission with an engine. When incorporated in an automobile, the following operations can be performed through suitable first and second motor generator control devices 132 and 134 and electromagnetic clutch control device 138.
When the vehicle starts or runs at low speed, the electromagnetic clutch 130 is turned off, and the rotor 112 of the first motor generator 110 is connected to the input shaft 12. As a result, the drive shaft A of the engine is separated from the input shaft 12. Then, the rotation of the input side drum 16 is prevented, power is supplied to the first motor generator 110, and the input shaft 12 is driven to rotate. The first and second motor generator control devices 132 and 134 rotationally drive the first motor generator 110 with an output corresponding to a signal requested by the driver, which is sent based on, for example, the depression amount of an accelerator pedal (not shown). When the output of the first motor generator 110 is insufficient, the second motor generator 120 is further driven to rotate, and the output shaft 14 is rotated by the driving force required by the driver.
[0064]
When the vehicle speed at which the engine runs efficiently is reached, the first and second motor generator control devices 132 and 134 reduce the electric power supplied to the first and second motor generators 110 and 120, turn on the electromagnetic clutch 130, and The output shaft 12 is rotated by a drive shaft A that is rotationally driven by an engine that is a driving force source. When the driver decelerates the accelerator pedal when decelerating the vehicle, this signal is sent to the first and second motor generator control devices 132 and 134, and the electromagnetic clutch control device 138 turns off the electromagnetic clutch 130. Then, first motor generator 110 is operated as a generator, recovers kinetic energy associated with deceleration of the vehicle as electric energy, and stores it in battery 136. Further, when the kinetic energy due to the deceleration of the vehicle cannot be recovered only by the first motor generator 110, the second motor generator 120 is also operated as a generator and the axial positions of the first and second wheels 30, 32 are changed. By doing so, the speed ratio of the continuously variable transmission is increased, and the braking force is increased, thereby increasing the power generation amounts of the first and second motor generators, that is, the braking force.
[0065]
If the vehicle cannot be fully decelerated by the braking force of the first and second motor generators 110 and 120, that is, if the vehicle has kinetic energy exceeding the power generation capacity of the first and second motor generators, the electromagnetic clutch 130 is turned on, the input shaft 12 is connected to the drive shaft A, and the engine brake is used. Thus, wear of the main braking device that brakes the wheels can be reduced, and vapor lock due to heat generation can be prevented.
[0066]
Therefore, according to this continuously variable transmission, it is used for a large bus or a large truck whose vehicle weight fluctuates greatly due to, for example, a change in the number of passengers or a change in cargo. It is possible to form a hybrid vehicle transmission that forms a driving force and a braking force that can be finely adjusted for such a large load variation even when the braking force required during a slope or deceleration greatly varies. it can. In addition, when the braking force of the motor generators 110 and 120 is insufficient, the engine brake by the engine serving as the main driving source can be utilized, so that the continuously variable transmission having a very small size and a very high safety is achieved. An apparatus can be provided.
[0067]
In the above-described embodiment, an example in which the electric vehicle is combined with an engine has been described. However, the electric motor may be combined with another electric motor instead of the engine, or an electric vehicle driven only by the first and second motor generators 110 and 120 may be used. It can also be used as a power source having a continuously variable transmission function.
Further, in each of the above-described embodiments, the respective members can be used in appropriate combination.
[0068]
【The invention's effect】
As described above, according to the continuously variable transmission of the present invention, it is possible to improve the transmission efficiency of the frictional engagement portion and output a larger torque while suppressing an increase in volume and weight, and to output an extremely large torque. Can be used.
[Brief description of the drawings]
FIG. 1 is a schematic longitudinal sectional view of a continuously variable transmission according to a first embodiment of the present invention at a middle speed position.
FIG. 2 is a sectional view taken along the line II-II in FIG.
FIG. 3 is a sectional view similar to FIG. 1 in a neutral position of a continuously variable transmission according to a second embodiment.
FIG. 4 is a sectional view taken along the line IV-IV in FIG. 4;
FIG. 5 is a schematic sectional view of a continuously variable transmission according to a second embodiment at a high speed position.
FIG. 6 is a schematic vertical cross-sectional view of a reverse high-speed position of a continuously variable transmission according to a second embodiment.
FIG. 7 is a schematic sectional view of a continuously variable transmission according to a third embodiment.
FIG. 8 is a schematic longitudinal sectional view of a continuously variable transmission according to a fourth embodiment at a neutral position.
9 is a cross-sectional view of the continuously variable transmission shown in FIG. 9, taken along line IX-IX.
10 is a schematic longitudinal sectional view of the continuously variable transmission shown in FIG. 9 at a reverse rotation position.
11 is a schematic longitudinal sectional view of the continuously variable transmission shown in FIG. 9 at a low speed position.
FIG. 12 is a schematic longitudinal sectional view of the continuously variable transmission shown in FIG. 9 at a high speed position.
FIG. 13 is a schematic longitudinal sectional view of a continuously variable transmission according to a fifth embodiment at a neutral position.
14 is a schematic longitudinal sectional view of the continuously variable transmission shown in FIG. 13 in a reverse rotation position.
FIG. 15 is a schematic longitudinal sectional view of the continuously variable transmission shown in FIG. 13 at a low speed position.
FIG. 16 is a schematic longitudinal sectional view of the continuously variable transmission shown in FIG. 13 at a high speed position.
FIG. 17 is a schematic longitudinal sectional view of a continuously variable transmission according to a sixth embodiment at a low speed position.
18 is a schematic longitudinal sectional view of the continuously variable transmission shown in FIG. 17 at a high speed position.
FIG. 19 is a schematic longitudinal sectional view showing a continuously variable transmission according to a seventh embodiment in a state where rolling elements thereof are inclined to one side.
FIG. 20 is a longitudinal sectional view showing the continuously variable transmission shown in FIG. 19 in a state where its rolling elements are set upright with respect to a central axis;
FIG. 21 is a sectional view taken along the line XXI-XXI in FIG. 20;
FIG. 22 is a schematic longitudinal sectional view showing the continuously variable transmission shown in FIG. 19 in a state where the rolling elements thereof are inclined in a direction opposite to that of FIG. 19;
[Explanation of symbols]
12: Input shaft
14 ... Output shaft
16, 18 ... drum
30, 32 ... Wheel
30a, 32a ... engaging portion
40 ... rolling element
42 ... Carrier
40a, 40b ... inclined surface
44 ... Swing axis
46 ... Support shaft
134 ... Center wheel
146: circumferential groove
C ... Center axis
Ka, Kb ... engagement position
r ... Rotating axis

Claims (5)

First and second wheels movable in the axial direction while being urged in directions approaching each other by circular engagement portions provided to face the distal end portion;
The carriers located between the first and second wheels are arranged at predetermined intervals along the circular engagement portion, and each is formed at a tapered end to form the circular shape of the first and second wheels. It has first and second rolling surfaces frictionally engaged with the engaging portion, and a rotation axis passing through the center of the first and second rolling surfaces is located radially inward of the circular engaging portion. A plurality of rolling elements,
These rolling elements are pivotally attached to the carrier by extending in a direction perpendicular to these rotation axes, and these rolling elements are rotatable about their respective rotation axes, and with respect to the center axis of the circular engagement portion. A plurality of swinging shafts that support the rotating shaft in a swingable manner,
In each of the rolling elements, a distance between an engagement position of an engagement portion on the first and second rolling surfaces and a rotation axis is set according to an axial position of the first and second wheels, A continuously variable transmission that rotates a second wheel via a second rolling surface when rotated via at least one of a first wheel and a carrier. Each of the rolling elements has a first disk forming a first rolling surface and a second disk forming a second rolling surface, and these disks are formed on annular surfaces formed on opposing sides. And a spherical surface located on the opposite side of these annular surfaces to form the rolling surface, and the first and second rolling surfaces formed on these spherical surfaces have the first and second rolling surfaces. 2. The continuously variable transmission according to claim 1, wherein when the urging force of the second wheel acts, the annular surface frictionally engages to transmit driving force between the two disks. The rolling surface of the second disk has a projection with a large curvature at an intermediate portion between the rotating shaft and the peripheral portion, and the engaging position of the engaging portion on the second rolling surface and the rotating shaft 3. The continuously variable transmission according to claim 2, wherein the distance between the variable angle and the rotational angle of the rotary shaft changes more radially inward than the protrusion. A centrifugal clutch device is interposed between an input shaft that rotates one of the first wheel and the carrier and a drive shaft of the engine, and connects the input shaft and the drive shaft when the rotation of the engine increases. The continuously variable transmission according to any one of claims 1 to 3, further comprising: An input shaft for driving one of the first wheel and the carrier, a clutch device for connecting the input shaft to a drive shaft of an engine, a rotor attached to the input shaft, and a stator disposed around the rotor; The continuously variable transmission according to any one of claims 1 to 3, further comprising a motor generator having two motor generators arranged in parallel with each other.

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