JP2006170261A - Continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently dispose a rotatingly transmitting shaft 60 forming a transmission means for transmitting the movement of a shift lever. <P>SOLUTION: The rotatingly transmitting shaft 60 is installed on the radial outer side of a front stage unit 7 to an intermediate stage unit 8 forming a planetary gear type transmission 2 at a position twisted relative to the center axis of the planetary gear type transmission 2 between the planetary gear type transmission 2 and a valve body 23. Thus, the lowering of the strength of parts and the increasing of the downwardly projected amount of the continuously variable transmission due to the installation of the rotatingly transmitting shaft 60 can be prevented from occurring, and the traveling performance of a vehicle having the continuously variable transmission on a rough road can be increased or a cabin space can be increased. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an improvement in a continuously variable transmission incorporating a toroidal type continuously variable transmission that is used as an automatic transmission for an automobile. Specifically, by efficiently arranging the members (rotation transmission shaft) that constitute the transmission means for transmitting the movement of the shift lever, the amount of downward projection can be reduced, and the mounted vehicle can run on rough roads. It is intended to improve.

  The use of a toroidal-type continuously variable transmission as a transmission for an automobile has been widely known, for example, as described in Non-Patent Documents 1 and 2, and has been partially implemented. Also, a continuously variable transmission in which a toroidal continuously variable transmission and a planetary gear transmission are combined to increase the fluctuation range of the gear ratio has been widely known, for example, as described in Patent Document 1 and the like. It has been. Further, for example, in Patent Documents 2 and 3, it is called so-called geared neutral, and the rotation state of the output shaft can be switched between forward rotation and reverse rotation with the input shaft rotated in one direction with the stop state interposed therebetween. A transmission is described. In the case of such a continuously variable transmission, a starting mechanism such as a torque converter that transmits power with fluid can be omitted, and the power from the engine can be directly transmitted to the continuously variable transmission. For this reason, the transmission device can be reduced in size and weight, and the transmission efficiency can be prevented from being lowered by providing the torque converter, thereby improving the response performance at the time of starting.

  Patent Documents 4 and 5 describe more specific structures of continuously variable transmissions that can realize the above-mentioned geared neutral. 7 to 9 show continuously variable transmissions described in Patent Documents 4 and 5. This continuously variable transmission is formed by combining a toroidal-type continuously variable transmission 1 and a planetary gear type transmission 2 and has an input shaft 3 and an output shaft 4. Between the input shaft 3 and the output shaft 4, the input rotary shaft 5 and the transmission shaft 6 of the toroidal continuously variable transmission 1 are provided concentrically with the shafts 3 and 4. In the state where the front stage unit 7 and the middle stage unit 8 of the planetary gear type transmission 2 are spanned between the input rotation shaft 5 and the transmission shaft 6, the rear stage unit 9 is connected to the transmission shaft 6 and the transmission shaft 6. Each is provided in a state of being spanned between the output shaft 4.

  The toroidal-type continuously variable transmission 1 corresponds to a pair of input side disks 10a and 10b each corresponding to an outer disk described in the claims, and also corresponds to an inner disk described in the claims. An integrated output side disk 11 and a plurality of power rollers 12 and 12 are provided. The pair of input disks 10a and 10b are coupled to each other via the input rotation shaft 5 so as to be concentric with each other and capable of synchronous rotation. The output side disk 11 is concentric with the input side disks 10a and 10b between the input side disks 10a and 10b, and can freely rotate relative to the input side disks 10a and 10b. It is supported.

  Further, a plurality of each of the power rollers 12 and 12 is provided between both axial side surfaces of the output side disk 11 and one axial side surface of the both input side disks 10a and 10b (in the case of the illustrated example). 2). Then, power is transmitted from the input disks 10a, 10b to the output disk 11 while rotating with the rotation of the input disks 10a, 10b. The output side disk 11 is rotatably supported at both ends in the axial direction by a pair of support columns 14 and 14 and rolling bearings 15 and 15 which are thrust angular ball bearings. ing. Further, support plates 17a and 17b are respectively supported by support post portions 16a and 16b provided in the vicinity of both ends of the support columns 14 and 14, respectively.

  Further, between the support plates 17a, 17b, pivots 19, 19 provided concentrically with each other at both ends of a plurality of trunnions (support members) 18, 18 are swung and axially (see FIG. 8). Supports displacement in the vertical direction). The power rollers 12 and 12 are rotated on the inner side surfaces (surfaces facing each other) of the trunnions 18 and 18 through support shafts 20 and 20 and a plurality of sets of rolling bearings, respectively, and the input rotary shaft 5. A slight displacement in the axial direction is supported freely. The peripheral surfaces of the power rollers 12 and 12 are in rolling contact with the input side surfaces of the input disks 10a and 10b and the output side surface of the output disk 11.

  When the toroidal-type continuously variable transmission 1 performs a shifting operation, the hydraulic actuators 22 and 22 built in the actuator body 21 in which the lower ends of both the struts 14 and 14 are coupled and fixed are used. The trunnions 18, 18 are displaced in the axial direction of the pivots 19, 19. As a result, side slip occurs at rolling contact portions (traction portions) between the input side and output side surfaces and the peripheral surface, and the trunnions 18 and 18 swing around the pivots 19 and 19. . And the position of each said rolling contact part regarding the radial direction of each said disk 10a, 10b, 11 changes, and the gear ratio between both said input side disk 10a, 10b and said output side disk 11 changes. The supply and discharge of pressure oil to and from the actuators 22 and 22 is performed by switching a transmission ratio control valve 24 (see FIG. 9 described later) built in a valve body 23 provided below the actuator body 21.

  In the case of the continuously variable transmission shown in the figure, the base end portion (left end portion in FIG. 7) of the input rotary shaft 5 is coupled to the crankshaft of the engine (not shown) via the input shaft 3. Thus, the input rotary shaft 5 is rotationally driven. Further, a hydraulic pressing device 25 is provided between the base end portion of the input rotary shaft 5 and the input side disk 10a, so that one axial side surface (input side surface) of the both input side disks 10a and 10b and the above-mentioned. Appropriate surface pressure is applied to the rolling contact portion between both axial side surfaces (output side surfaces) of the output side disk 11 and the peripheral surfaces of the power rollers 12 and 12.

  Further, the base end portion (left end portion in FIG. 7) of the hollow rotary shaft 26 is spline-engaged with the output side disk 11. The hollow rotating shaft 26 is inserted inside the input side disk 10b on the side far from the engine (right side in FIG. 7) so that the rotational force of the output side disk 11 can be taken out. Further, a first stage unit 7 of the planetary gear type transmission 2 is configured in a portion protruding from the outer surface of the input side disk 10b at the tip end portion (right end portion in FIG. 7) of the hollow rotary shaft 26. One sun gear 27 is fixed.

  On the other hand, the first carrier 28 is provided so as to span between the portion protruding from the hollow rotary shaft 26 at the tip end portion (right end portion in FIG. 7) of the input rotary shaft 5 and the input side disk 10b. The input side disk 10b and the input rotating shaft 5 rotate in synchronization with each other. The front unit 7 of the planetary gear type transmission 2 is a double pinion type at circumferentially equidistant positions (generally 3 to 4 positions) on both axial sides of the first carrier 28. Further, planetary gears 29 to 31 for constituting the middle unit 8 are rotatably supported. Further, a first ring gear 32 is rotatably supported around one half of the first carrier 28 (the right half of FIG. 7).

  Among the planetary gears 29 to 31, the planetary gear 29 provided inside the radial direction of the first carrier 28 near the toroidal type continuously variable transmission 1 (leftward in FIG. 7) is the first sun gear 27. Is engaged. A planetary gear 30 provided on the inner side with respect to the radial direction of the first carrier 28 on the side farther from the toroidal-type continuously variable transmission 1 (right side in FIG. 7) is a base end portion (see FIG. 7). It meshes with the second sun gear 33 fixed at the left end). The remaining planetary gears 31 provided on the outer side in the radial direction of the first carrier 28 have a larger axial dimension than the planetary gears 29 and 30 provided on the inner side, so that both the planetary gears 29 and 30 are provided. Is engaged. Further, the remaining planetary gear 31 and the first ring gear 32 are meshed with each other.

  On the other hand, the second carrier 34 for constituting the rear stage unit 9 is coupled and fixed to the base end portion (left end portion in FIG. 7) of the output shaft 4. The second carrier 34 and the first ring gear 32 are coupled via a low speed clutch 35 that is a part of the clutch device. Further, a third sun gear 36 is fixed to a portion near the tip of the transmission shaft 6 (near the right end in FIG. 7). Further, a second ring gear 37 is disposed around the third sun gear 36, and a high-speed clutch which is the remainder of the clutch device is disposed between the second ring gear 37 and the fixed portion of the casing 13 and the like. 38 is provided. Further, a plurality of planetary gears 39 and 40 disposed between the second ring gear 37 and the third sun gear 36 are rotatably supported by the second carrier 34. The planetary gears 39 and 40 mesh with each other, and the planetary gear 39 provided on the inner side with respect to the radial direction of the second carrier 34 is provided on the third sun gear 36, and the planetary gear 40 provided on the outer side is provided on the first side. The two ring gears 37 mesh with each other.

  In the case of the continuously variable transmission configured as described above, the power transmitted from the input rotating shaft 5 to the integrated output side disk 11 via the pair of input side disks 10a and 10b and the power rollers 12 and 12, respectively, It is taken out through the hollow rotary shaft 26. In a state where the low speed clutch 35 is connected and the high speed clutch 38 is disconnected, the rotational speed of the input rotary shaft 5 is kept constant by changing the gear ratio of the toroidal continuously variable transmission 1. In this state, the rotational speed of the output shaft 4 can be freely converted into forward rotation and reverse rotation with the stop state interposed therebetween.

  That is, in this state, the differential component between the first carrier 28 that rotates in the forward direction together with the input rotation shaft 5 and the first sun gear 27 that rotates in the reverse direction together with the hollow rotation shaft 26 is the first component. It is transmitted from the ring gear 32 to the output shaft 4 through the low speed clutch 35 and the second carrier 34. In this state, the output shaft 4 is stopped by setting the gear ratio of the toroidal continuously variable transmission 1 to a predetermined value, and the speed ratio of the toroidal continuously variable transmission 1 is increased from the predetermined value. By changing to the side, the output shaft 4 is rotated in the direction in which the vehicle moves backward. On the other hand, the output shaft 4 is rotated in the direction of moving the vehicle forward by changing the gear ratio of the toroidal type continuously variable transmission 1 from the predetermined value to the deceleration side.

  On the other hand, in a state where the high speed clutch 38 is connected and the low speed clutch 35 is disconnected, the output side disk 11 rotates with respect to the hollow rotary shaft 26 and the planetary gear type transmission 2. The first sun gear 27, the planetary gears 29 to 31, the transmission shaft 6, the second sun gear 33, the planetary gears 39 and 40, and the second carrier 34 are transmitted to the output shaft 4. The In this state, as the gear ratio of the toroidal continuously variable transmission 1 is changed to the speed increasing side, the speed ratio of the continuously variable transmission as a whole also changes to the speed increasing side.

  FIG. 9 shows a hydraulic control circuit of a continuously variable transmission constructed and operated as described above. Lubricating oil (traction oil) stored in an oil reservoir such as an oil pan 41 (see FIGS. 7 and 8) provided at the lower end of the casing 13 is sucked into the high pressure pump 42 and the low pressure pump 43 and pressurized. Discharged in a wet state. Of these, the lubricating oil discharged from the high-pressure pump 42 is in a state where the pressure is adjusted by a pressure adjusting valve 44 for pressurization of a relief valve type, and the trunnion 18, 18 is fed into the hydraulic chambers 45a and 45b of the actuator 22 for displacing the shaft 18 in the axial direction of the pivots 19 and 19 (see FIG. 8). The lubricating oil whose pressure has been adjusted by the pressure adjusting valve 44 for pressurization enters the hydraulic chamber of the hydraulic pressing device 25 for pressing the input side disks 10a and 10b toward the output side disk 11 (see FIG. 7). Also send.

  On the other hand, the lubricating oil discharged from the low pressure pump 43 is adjusted in the continuously variable transmission with the relief valve type low pressure side pressure adjusting valve 46 adjusted to a relatively low predetermined pressure. Supply to the required parts and lubricate each of these parts. A relief circuit portion (discharge port) of the pressure adjusting valve 44 for pressurization is provided in the middle of the flow path through which the lubricating oil discharged from the low pressure pump 43 and pressure-adjusted by the low pressure side pressure adjusting valve 46 is sent to the respective portions. To let them know. Further, in the pilot circuit of the pressure adjusting valve 44 for pressurization, a difference in hydraulic pressure in the pair of hydraulic chambers 45a and 45b provided in the actuator 22 is introduced as a differential pressure signal. The difference in hydraulic pressure between the hydraulic chambers 45a and 45b is proportional to the force 2Ft transmitted from the input side disks 10a and 10b to the output side disk 11 (or from the output side disk 11 to the input side disks 10a and 10b). To do. Therefore, the hydraulic pressure introduced into the pilot circuit of the pressurizing pressure regulating valve 44 is proportional to the magnitude of the power passing through the toroidal type continuously variable transmission 1.

  In the illustrated example, a correction signal corresponding to the use state of the toroidal continuously variable transmission 1 such as temperature and accelerator opening is input to the pressure adjusting valve 44 for pressurization. In accordance with the operation status of the machine 1, the hydraulic pressure fed to the hydraulic chamber of the pressing device 25 is corrected. That is, by controlling the opening and closing of the first electromagnetic valve 47, the hydraulic pressure in another pilot chamber of the pressurizing pressure adjusting valve 44 is adjusted so that the opening pressure of the pressurizing pressure adjusting valve 44 can be adjusted. In addition to increasing the hydraulic pressure introduced from the pressurizing pressure adjusting valve 44 to the actuator 22 and the pressing device 25 in proportion to the magnitude of power passing through the toroidal-type continuously variable transmission 1, the toroidal Corrections are made according to the operating conditions of the continuously variable transmission 1.

  In the hydraulic circuit shown in FIG. 9, the speed ratio control valve 24 can be adjusted not only by the stepping motor 48 but also by the differential pressure cylinder 49 so that the torque passing through the toroidal type continuously variable transmission 1 can be set to the target value. In order to adjust, the gear ratio of the toroidal-type continuously variable transmission 1 can be finely adjusted. The pressure oil is supplied to and discharged from the differential pressure cylinder 49 through the forward / reverse switching valve 52 by differential pressure control valves 51a and 51b controlled by the second electromagnetic valve 50. Further, supply and discharge of pressure oil to both the low speed and high speed clutches 35 and 38 are performed by the third solenoid valve 53, the high speed and low speed switching valves 54 and 55, and the shift switching valve 56. Like. Furthermore, the communication state of each part can be switched by a manual switching valve 57 operated by a shift lever provided in the driver's seat. The hydraulic valves 44, 46, 51a, 51b, 52, 54 to 56, 58 including the transmission ratio control valve 24 are incorporated in the valve body 23 (see FIGS. 7 to 8). .

  In the case of the continuously variable transmission as shown in FIGS. 7 to 8 described above, the rotational force of the output side disk 11 is taken out by the hollow rotary shaft 26 provided concentrically with the output side disk 11 and the input rotary shaft 5. . For this reason, for example, as in the structure described in Patent Document 1, a transmission shaft (counter shaft) in which the rotational force of the output side disk is provided radially outside the output side disk and in parallel with the input rotational axis. Therefore, the continuously variable transmission can be made compact.

  By the way, when the continuously variable transmission as described above is actually incorporated in a vehicle such as an automobile, the movement of the shift lever provided in the driver's seat is transmitted to the manual switching valve 57 incorporated in the valve body 23, In response to switching of the manual switching valve 57, the low speed clutch 35 and the high speed clutch 38 are connected and disconnected. Further, when the shift lever is operated to the P range (parking position), the braking means (parking lock mechanism) for preventing the rotation of the output shaft 4 is operated according to the movement of the shift lever. Is preferred. However, in each of the above-mentioned patent documents and non-patent documents, there is a structure of a part that transmits the movement of the shift lever as described above to the manual switching valve 57 and a structure of a part that operates the braking means. Not listed.

  The structure of the transmission means for transmitting the movement of the shift lever as described above to the manual switching valve 57 and the parking lock mechanism may be a mechanical type constituted by a link mechanism or the like rather than an electric type. This is preferable from the standpoint of difficulty. For example, the movement (oscillation) of the shift lever is transmitted as a rotational motion to a rotation transmission shaft (manual shaft) via a link arm or the like, and based on the rotation of the rotation transmission shaft, the spool of the manual switching valve 57 or the above It is conceivable to displace a member for operating the braking means. By adopting such a mechanical structure, it is considered that the transmission means can be configured simply and sufficient reliability can be secured. However, in the case of the continuously variable transmission as shown in FIGS. 7 to 9 described above, simply providing the rotation transmission shaft constituting the transmission means makes the device larger and the structure becomes complicated. Depending on the position of the rotation transmission shaft, it may be difficult to ensure the strength of each part. In particular, an increase in the size of the continuously variable transmission is not preferable because the amount of downward projection of the continuously variable transmission increases in a state where the continuously variable transmission is mounted on the vehicle, thereby reducing the rough road running performance of the mounted vehicle.

  For example, as in the structure described in Patent Document 1 described above, a transmission shaft for transmitting the rotational force of the output side disk is provided outside the toroidal-type continuously variable transmission in the radial direction, and the high-speed and low-speed clutches are provided. In addition, in the case of a structure provided with a forward / reverse switching clutch (reverse clutch) or a starting clutch, the entire continuously variable transmission becomes large. For this reason, there is a sufficient space for arranging the rotation transmission shaft and the like constituting the transmission means. When this rotation transmission shaft is provided, the apparatus is further increased in size and it is difficult to ensure the strength of each part. There was no thing. However, in the case of the continuously variable transmission shown in FIGS. 7 to 8, the transmission shaft and the forward / reverse switching clutch as described above are not necessary, so that the continuously variable transmission is smaller than the structure as described above. Can be configured. For this reason, the above-mentioned inconvenience becomes remarkable only by simply arranging the rotation transmission shaft constituting the transmission means.

  In addition, when the automatic transmission is configured by a toroidal type continuously variable transmission alone or a structure in which a starting clutch is provided between the input shaft and the toroidal type continuously variable transmission, as has been conventionally performed. The output shaft, the transmission shaft as described above, and the output side disk rotate in synchronization with each other. For this reason, when providing a braking means that operates based on the movement of the shift lever when the shift lever is in the parking position (P range), any one of the output shaft, the transmission shaft, and the output side disk is used. Any member that prevents the rotation of the member may be used. For this reason, it is easy to install the braking means as described above. On the other hand, in the case of the continuously variable transmission shown in FIGS. 7 to 8, the low speed and high speed clutches 35, 38 are provided between the output shaft 4 and the constituent members of the planetary gear type transmission 2. The clutches 35 and 38 are disconnected when the shift lever is switched to the P range.

  For this reason, when the braking means as described above is provided, it is necessary to prevent the output shaft 4 or a member rotating together with the output shaft 4 from rotating. It is difficult to install means. In addition, in the case of constituting this braking means, a member for transmitting the rotation of the rotation transmission shaft to the braking means depending on the arrangement position of the rotation transmission shaft constituting the transmission means for transmitting the movement of the shift lever. And other members may easily interfere with each other, or the structure of the portion that transmits the movement of the shift lever to the braking means may be complicated and enlarged. For this reason, from the aspect of providing such a braking means, it is not preferable to simply arrange the rotation transmission shaft constituting the transmission means because the above-mentioned disadvantages occur.

JP 11-63146 A US Pat. No. 5,607,372 JP 2002-139124 A JP 2004-169719 A JP 2004- 211744 A Motoo Aoyama, “Bessed Best Car Red Badge Series 245 / A book that understands the latest mechanics of cars”, Sangensha Co., Ltd./Kodansha Co., Ltd., December 20, 2001, p. 92-93 Hirohisa Tanaka, “Toroidal CVT”, Corona Inc., July 13, 2000

  In view of the circumstances as described above, the present invention efficiently disposes a member constituting a transmission means for transmitting the movement of the shift lever, thereby reducing the amount of downward projection and the badness of the mounted vehicle. It was invented to realize a structure that can improve road running performance.

The continuously variable transmission according to the present invention includes a pair of outer disks that freely support rotation around the rotating shaft in synchronism with the rotating shaft, and an intermediate between the rotating shafts, as in the conventional continuously variable transmission described above. An inner disk that is freely rotatable relative to the rotating shaft at a portion between the outer disks, and a plurality of sandwiched between mutually facing side surfaces of the inner disk and the outer disk. A toroidal continuously variable transmission having a valve body housing a gear ratio control valve for performing hydraulic control to a power roller and an actuator for changing the gear ratio, and a planetary gear type transmission are coaxial with each other. In addition, the planetary gear type transmission is combined with the rotating shaft of the toroidal type continuously variable transmission and the inner disk in a state where power is transmitted. The input shaft is connected to the rotating shaft of the toroidal type continuously variable transmission, and the output shaft is connected to the constituent members of the planetary gear type transmission. Along with this, a clutch device for switching the power transmission path is provided, and a manual switching valve for switching the state of introduction of pressure oil into the clutch device is housed in the valve body.
In particular, in the continuously variable transmission of the present invention, a rotation transmission shaft (manual shaft) that constitutes a transmission means for switching the switching state of the manual switching valve based on the operation of a shift lever provided in the driver's seat is provided. The outer disk is closer to the output shaft than the outer disk closer to the output shaft, and is twisted with respect to the central axis of the planetary gear transmission on the radially outer side of the planetary gear transmission. Provided in position.

  According to the continuously variable transmission of the present invention configured as described above, the rotation transmission shaft constituting the transmission means for transmitting the movement of the shift lever can be efficiently arranged, and this rotation transmission shaft is provided. It is possible to prevent a decrease in strength of each part and an increase in the amount of protrusion downward. For this reason, it is possible to improve the rough road running performance of the mounted vehicle. In addition, when the rough road running ability is set to the same level, the continuously variable transmission can be mounted downward as much as the amount of downward protrusion can be reduced, and the interior space of the vehicle can be expanded.

When the present invention is implemented, preferably, as described in claim 2, the rotation transmission shaft is provided between the lower end portion of the planetary gear type transmission and the upper surface of the valve body.
If comprised in this way, the distance of the said manual transmission valve for switching the introduction state of the pressure oil to the clutch apparatus accommodated in the valve body and the said rotation transmission shaft can be made small. For this reason, a member (for example, a swing arm) for transmitting the movement (rotation) of the rotation transmission shaft to the spool of the upper manual switching valve can be reduced in size and shortened, and the member does not easily interfere with surrounding members. This increases the degree of design freedom. Further, the portion where this member is disposed can be reduced, and the increase in size and complexity of the apparatus including the casing can be prevented.

Preferably, when the present invention is implemented, as described in claim 3, when the shift lever switching position is the parking position (P range), the output shaft or a member that rotates together with the output shaft is associated. Based on the movement of the rotation transmission shaft, the engagement member that prevents the rotation of the output shaft by engagement is engaged with or disengaged from the output shaft or a member that rotates with the output shaft.
If comprised in this way, the braking means (parking lock mechanism) which operate | moves when the said shift lever is operated to a parking position can be comprised simply. That is, the distance between the rotation transmission shaft and the output shaft that prevents rotation by such braking means or a member that rotates together with the output shaft can be reduced. For this reason, a member (for example, a link arm, a swing arm, a parking rod, etc.) for transmitting the movement (rotation) of the rotation transmission shaft to the engagement member can be reduced in size and shortened, and It is difficult to interfere with the member, and the degree of freedom in design increases. Further, the braking means including this member can be configured simply without increasing the size and complexity.

  1 to 5 show an embodiment of the present invention. The feature of this embodiment is that the arrangement of the rotation transmission shaft 60 constituting the transmission means 59 for transmitting the movement of the shift lever 58 provided in the driver's seat to the manual switching valve 57 (see FIG. 9) is devised. Therefore, it is possible to reduce the size and simplification of the apparatus while preventing the strength of each part from decreasing. Since the structure and operation of the continuously variable transmission itself are the same as those of the conventional structure shown in FIGS. 7 to 9 described above, illustrations and explanations of equivalent parts are omitted or simplified. Hereinafter, the features of the present invention will be mainly described. Explained.

  In the case of the present embodiment, the transmission means 59 for switching the communication state of the manual switching valve 57 based on the operation of the shift lever 58 is, in order from the shift lever 58 side, the first link arm 61, The first swing arm 62, the rotation transmission shaft 60, and the second swing arm 63 are configured. Of these, the first link arm 61 engages the base end portion of the shift lever 58 in the engagement hole 64 provided near one end (the portion near the right end in FIGS. 2 and 3 and the left end in FIG. 4). At the same time, the other end (the left end in FIGS. 2 and 3 and the right end in FIG. 4) is swingably supported on the tip of the first swing arm 62. Accordingly, when the shift lever 58 swings around the fulcrum α as shown by the arrow A in FIG. 2 based on the driver's operation, the first link arm 61 is moved in FIG. As shown by the arrow B in FIG. 2, the continuously variable transmission is displaced substantially linearly in the direction in which the continuously variable transmission is disposed (the front-rear direction when mounted on the vehicle).

  Further, the first swing arm 62 supports the tip end portion of the first link arm 61 so as to be swingable as described above, and the base end portion of the rotation transmission shaft 60 as described above. With respect to the rotation transmission shaft 60 at one end in the axial direction (the end on the side closer to the driver's seat in the vehicle width direction when mounted on the vehicle, the left end in FIG. 3 and the lower left end in FIG. 4) It is coupled so that it cannot rotate. Further, the rotation transmission shaft 60 is closer to the output shaft 4 than the output disc 10b on the side close to the output shaft 4 of the pair of output discs 10a, 10b constituting the toroidal continuously variable transmission. Provided. More specifically, the rotation transmission shaft 60 is arranged below the planetary gear type transmission 8 on the lower side of the front stage unit 7 to the middle stage unit 8 of the planetary gear type transmission 2 provided adjacent to the output side disk 10b. Between the lower end portion of the machine 2 and the upper surface of the valve body 23, it is provided in a substantially horizontal direction in a state of being twisted with respect to the central axis of the planetary gear type transmission 2. For this reason, in the case of the present embodiment, both end portions in the axial direction of the rotation transmission shaft 60 are respectively rotated on both side walls 65 and 65 (see FIG. 8) in the width direction of the casing 13 constituting the continuously variable transmission. Supports freely. Accordingly, the first swing arm 62 swings as indicated by the arrow C in FIGS. 2 to 4 based on the displacement of the first link arm 61, with the coupling portion with the rotation transmission shaft 60 as a fulcrum. However, the rotation transmission shaft 60 is rotated as shown by arrows D in FIGS.

  In addition, the base end portion of the second swing arm 63 is connected to the rotation transmission shaft at a position aligned with the central axis of the spool 66 constituting the manual switching valve 57 at an intermediate portion in the axial direction of the rotation transmission shaft 60. The shaft 60 is non-rotatably coupled. At the same time, an engaging projection 67 provided at the tip of the second swing arm 63 is engaged with an engaging recess 68 provided at the end of the spool 66 of the manual switching valve 57. . Accordingly, the second swing arm 63 swings as indicated by the arrow H in FIGS. 2 to 4 based on the rotation of the rotation transmission shaft 60, with the rotation transmission shaft 60 as a fulcrum. The spool 66 of the manual switching valve 57 is displaced in the axial direction as indicated by arrows in FIGS.

  In addition, a detent member 69 constituting a detent mechanism for restricting the amount of rotation of the rotation transmission shaft 60 is provided at a position adjacent to the second swing arm 63 at an intermediate portion in the axial direction of the rotation transmission shaft 60. The rotation transmission shaft 60 is non-rotatably coupled. On the outer peripheral surface of the detent member 69, a plurality of engagement grooves 70, 70 for engaging with a spherical engagement element (detent ball) (not shown) are formed. Then, the amount of rotation of the rotation transmission shaft 60 is restricted based on the engagement between the engagement elements and any one of the engagement grooves 70, so that the second swing arm 63 swings in the axial direction. The spool 66 of the manual switching valve 57 to be displaced is positioned.

  In the case of the present embodiment as described above, when the shift lever 58 swings as shown by the arrow a in FIG. 2 based on the driver's operation, the first link arm 61 is operated based on the operation of the shift lever 58. However, it is displaced as shown by arrows B in FIGS. Then, based on this displacement, the first swing arm 63 swings as indicated by the arrow C in FIGS. Rotate as shown by arrows D in FIGS. Then, based on this rotation, the second swing arm 63 swings as shown by the arrow H in FIGS. 2 to 4. Based on the swing of the second swing arm 63, the manual switching valve 57. The spool 66 is displaced in the axial direction as indicated by arrows in FIGS. At this time, any engagement groove 70 provided on the outer peripheral surface of the detent member 69 is engaged with an engagement element (not shown), whereby the amount of rotation of the rotation transmission shaft 60 is restricted, and the manual switching valve 57. The spool 66 is positioned at the switching position corresponding to the selected position of the shift lever 58.

  In the case of this embodiment, a parking lock mechanism 71 is provided as a braking means for preventing the rotation of the output shaft 4 when the shift lever 58 is operated to the P range (parking position). This parking lock mechanism 71 is a member that rotates together with the output shaft 4 when the shift lever 58 is operated to the P range, that is, among the constituent members of the rear stage unit 9 constituting the planetary gear type transmission 2. Thus, the rotation of the second carrier 34 connected to the output shaft 4 is prevented. For this purpose, a plurality of recesses 73, 73 are arranged in the circumferential direction on the outer peripheral surface of the side wall 72a far from the output shaft 4 out of the pair of side walls 72a, 72b constituting the second carrier 34. It is provided intermittently. At the same time, the engaging member 75 provided with the engaging projections 74 detachably engageable with the recesses 73, 73 is opposed to the recesses 73, 73 on the outer side in the radial direction of the second carrier 34. Provided in position. Such an engaging member 75 has a base end portion supported by a swinging center shaft 76 provided in parallel with the center axis of the second carrier 34. In addition, a torsion coil spring 77 that is an elastic member is provided in a state of being spanned between the swing center shaft 76 and the base end portion of the engagement member 75, and the engagement protrusion 75 is provided on the engagement member 75. 74 provides elasticity in a direction away from each of the recesses 73 (a clockwise direction in FIG. 3 around the swinging center axis 76).

  Further, in the intermediate portion of the engagement member 75, the engagement member 75 is disposed on the surface opposite to the surface on which the engagement protrusion 73 is provided in the radial direction of the second carrier 34 according to the operation of the shift lever 58. A guide member 78 for causing the member 75 to swing about the swing center shaft 76 is brought into contact. When the shift lever 58 is located at the parking position (P range), the guide member 78 resists the engagement member 75 against the elasticity of the torsion coil spring 77, and the engagement protrusion 74 is It swings in the direction of engaging with the recess 73. Such a guide member 78 has a large-diameter cylindrical surface portion 79 whose base end portion outer peripheral surface has a larger diameter than other portions, and a distal end outer peripheral surface whose small-diameter cylindrical portion has a smaller diameter than the large-diameter cylindrical surface portion 79. 80. The large-diameter cylindrical surface portion 79 and the small-diameter cylindrical surface portion 80 are continued by the inclined cylindrical surface portion 81. The difference H (FIG. 2) in the outer diameter between the large-diameter cylindrical surface portion 79 and the small-diameter cylindrical surface portion 80 is larger than the depth dimension h (FIG. 3) of each concave portion provided in the second carrier 34. (H> h).

  In order to displace such a guide member 78 in the axial direction in accordance with the operation of the shift lever 58, in this embodiment, the guide member 78 is supported near the tip of the second link arm 82. The base end portion of the second link arm 82 and the rotation transmission shaft 60 are connected by a third swing arm 83. That is, the base end portion of the third swing arm 83 is located with respect to the rotation transmission shaft 60 at a position adjacent to the detent member 69 constituting the detent mechanism at the axial central portion of the rotation transmission shaft 60. It is coupled so that it cannot rotate. The proximal end portion of the second link arm 82 is swingably supported by the distal end portion of the third swing arm 83, and the guide member is disposed near the distal end portion of the second link arm 82. 78 is supported.

  In the case of the present embodiment, the second link arm 82 is provided in a state in which the guide member 78 is given elasticity in a direction toward the tip of the second link arm 82 by a compression coil spring 84 which is an elastic member. It is supported on the part near the tip. In other words, the guide member 78 is externally fitted to the second link arm 82 so as to be freely displaced in the axial direction, and is elastically applied by the compression coil spring 84. The end face is abutted against the axial end face of the fixed cylindrical member 85 having the same outer diameter as that of the small-diameter cylindrical face portion 80 of the guide member 78 fixed to the distal end portion of the guide member 78. Accordingly, when a large force is applied to the guide member 78 in a direction away from the end surface of the fixed cylindrical member 85, the guide member 78 resists the elasticity of the compression coil spring 84 and the second link arm. 82 is relatively displaced in the axial direction.

  In the case of this embodiment, when the rotation transmission shaft 60 rotates based on the operation of the shift lever 58, the third swing arm 83 uses the rotation transmission shaft 60 as a fulcrum based on this rotation. The second link arm 82 is oscillated as shown by the arrows 3 to 3, and the second link arm 82 is moved in accordance with the direction of the continuously variable transmission (as shown by the arrows H in FIGS. 2 to 4). Displaces linearly in the front-rear direction in the mounted state. When the guide member 78 is displaced together with the second link arm 82 as described above, the engagement member 75 swings about the swing center shaft 76. For example, when the shift lever 58 is located in a range other than the P range, that is, in the R, N, D, or L range, the engagement member 75 is a small diameter cylinder of the guide member 78 based on the elasticity of the torsion coil spring 77. The surface portion 80 is in contact with the outer peripheral surface of the fixed cylindrical member 85. In this state, the front end surface of the engaging member 75 is constituted by the outer peripheral surface of the side wall portion 72a of the second carrier 34 provided with the concave portions 73 and 73 (the convex portion between the concave portions 73 and 73). Retreats radially outward from the outer peripheral surface. For this reason, the engagement protrusion 74 of the engagement member 75 and any of the recesses 73 are not engaged, and the rotation of the second carrier 34 and the output shaft 4 connected to the second carrier 34 is prevented. There is no stopping.

  On the other hand, when the shift lever 58 is operated to the P range, the engagement member 75 is made elastic by the torsion coil spring 77 by the outer peripheral surface of the inclined cylindrical surface portion 81 to the large diameter cylindrical surface portion 79 of the guide member 78. It swings in the direction in which it is pushed up (counterclockwise about the center axis 76). Based on this swing, the engaging protrusion 74 of the engaging member 75 is engaged with one of the recesses 73 provided on the outer peripheral surface of the side wall 72a of the second carrier 34. The rotation of the output shaft 4 connected to the second carrier 34 and the second carrier 34 is prevented. When the engaging member 75 swings as described above, if the phase of the engaging protrusion 74 and the recess 73 to be engaged is shifted, the engaging protrusion 74 is connected to the recesses 73. The engagement member 75 does not swing any more while it is in contact with the convex portion between the two. In this state, the guide member 78 does not approach the fixed cylindrical member 85 fixed to the distal end portion of the second link arm 82 regardless of the elasticity of the compression coil spring 84 (the large-diameter cylindrical surface portion 79 is the engaging member). Do not enter under 75). However, on the basis of the elasticity of the compression coil spring 84 and the engagement between the inclined cylindrical surface portion 81 and the underline of the engagement member 75, the engagement protrusion 74 is connected to the recess 73 on the engagement member 75. , 73 (a counterclockwise direction in FIG. 3 centering on the swinging center shaft 76) is applied. This force is larger than the force applied in the clockwise direction in FIG. 3 due to the weight of the engaging member 75 and the elastic force of the torsion coil spring 77. For this reason, when the second carrier 34 rotates to a position where the phases of the engaging protrusions 74 and any of the recesses 73 coincide with each other, the engaging member 75 swings and the engaging protrusions 74 and any one of the recesses 73, 73 are engaged. In this state, the rotation of the output shaft 4 connected to the second carrier 34 and the second carrier 74 is prevented.

  According to the continuously variable transmission of the present invention configured as described above, the rotation transmission shaft 60 constituting the transmission means 59 for transmitting the movement of the shift lever 58 can be efficiently arranged, and this rotation transmission shaft 60 is provided. Accordingly, it is possible to prevent the strength of each part from decreasing and the amount of protrusion downward from being increased. That is, when the rotation transmission shaft 60 is provided in a portion between the actuator body 21 and the valve body 23 as shown in FIG. 5, for example, the rotation transmission is transmitted to the surfaces of the bodies 21 and 23 facing each other. It is necessary to form the concave grooves 86 and 86 for inserting the shaft 60. When the concave grooves 86 and 86 are formed in this way, the strength of the valve body 23 and the actuator body 21 may be reduced. In the valve body 23, a plurality of switching valves (for example, the gear ratio control valve 24, the manual switching valve 57, the high speed switching valve 54, the low speed switching in FIG. The valve 55, the shift switching valve 56, the differential pressure control valves 51a and 51b, the forward / reverse switching valve 52, etc.} are housed.

  For this reason, when the strength of the valve body 23 is reduced as described above, it is not preferable because the spools constituting the switching valves are difficult to slide smoothly in the cylinder. Further, a large hydraulic pressure based on the torque passing through the toroidal type continuously variable transmission 1 is applied to the hydraulic chambers 45a and 45b of the actuator 22 (see FIGS. 8 and 9) provided in the actuator body 21. In particular, in the case of a continuously variable transmission called so-called geared neutral, in which the rotation state of the output shaft 4 can be switched between forward rotation and reverse rotation with the input shaft 3 rotated in one direction. Similarly, when the output shaft 4 is stopped or rotated at an extremely low speed, a large torque passes through the toroidal continuously variable transmission 1. For this reason, when the strength of the actuator body 21 decreases as described above, the positioning accuracy of the trunnion 18 (see FIG. 8) based on the driving of the actuator 22 decreases, and the transmission ratio control of the toroidal continuously variable transmission 1 is performed. There is a possibility that it cannot be performed stably. On the other hand, in the case of the present embodiment, since the rotation transmission shaft 60 is provided on the radially outer side of the planetary gear type transmission 2 as described above, it is possible to prevent the above-described decrease in strength.

  Further, since the rotation transmission shaft 60 is provided between the planetary gear type transmission 2 and the valve body 23, the distance between the manual switching valve 57 accommodated in the valve body 23 and the rotation transmission shaft 60. Can be reduced. Therefore, the second swing arm 63 that is a member for transmitting the movement (rotation) of the rotation transmission shaft 60 to the manual switching valve 57 can be reduced in size and shortened, and the swing arm 63 can be This makes it difficult to interfere with other members and increases the degree of freedom in design. In addition, the portion where the swing arm 63 is disposed can be reduced, and the size and complexity of the device including the casing 13 can be prevented.

  Further, the parking lock mechanism 71 can be simply configured by providing the rotation transmission shaft 60 at the position as described above. That is, for example, as shown in FIG. 6, the rotation transmission shaft 60 is connected to the output side disk 10a on the side close to the input shaft 3 of the pair of output side disks 10a and 10b constituting the toroidal type continuously variable transmission. In the case where it is also provided on the input shaft 3 side, the distance L between the rotation transmission shaft 60 and the engaging member 75 constituting the parking lock mechanism 71 is increased. On the other hand, in the case of the present embodiment, as shown in FIG. 1, the distance L between the rotation transmission shaft 60 and the engaging member 75 can be reduced. Therefore, the second link arm 82 and the third swing arm 83 which are members for transmitting the movement (rotation) of the rotation transmission shaft 60 to the engagement member 75 can be reduced in size and shortened. The second link arm 82 and the third swing arm 83 can be made difficult to interfere with surrounding members, and the degree of design freedom increases. In addition, the parking lock mechanism 71 including the second link arm 82 and the third swing arm 83 can be simply configured without increasing the size and complexity. As a result, the continuously variable transmission can be configured in a small size, and the rough road traveling performance of a vehicle equipped with the continuously variable transmission can be improved. In addition, when it is set to the same level as rough road running performance, the continuously variable transmission can be mounted downward as much as the downward projecting amount can be reduced, and the interior space of the vehicle can be expanded.

  The present invention can be carried out regardless of whether the type of toroidal continuously variable transmission constituting the continuously variable transmission is a half toroidal type or a full toroidal type.

Sectional drawing which shows the Example of this invention. The figure which took out the principal part and was seen from the same direction as FIG. The perspective view seen from the left of FIG. The perspective view seen from the reverse side of FIG. Sectional drawing similar to FIG. 1 which shows the 1st example of another example of the arrangement | positioning position of a rotation transmission shaft. Sectional drawing similar to FIG. 1, showing the second example. Sectional drawing which shows one example of the continuously variable transmission which combined the toroidal type continuously variable transmission and planetary gear type transmission known conventionally. AA sectional drawing of FIG. The hydraulic circuit diagram incorporated in a continuously variable transmission.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Toroidal type continuously variable transmission 2 Planetary gear type transmission 3 Input shaft 4 Output shaft 5 Input rotation shaft 6 Transmission shaft 7 Front stage unit 8 Middle stage unit 9 Rear stage unit 10a, 10b Input side disk 11 Output side disk 12 Power roller 13 Casing 14 struts 15 rolling bearings 16a, 16b support posts 17a, 17b support plates 18 trunnions 19 pivots 20 support shafts 21 actuator bodies 22 actuators 23 valve bodies 24 transmission ratio control valves 25 pressing devices 26 hollow rotary shafts 27 first sun gears 28 first One carrier 29 Planetary gear 30 Planetary gear 31 Planetary gear 32 First ring gear 33 Second sun gear 34 Second carrier 35 Low speed clutch 36 Third sun gear 37 Second ring gear 38 High speed clutch 39 Planetary gear 40 Planetary gear 40 DESCRIPTION OF SYMBOLS 1 Oil pan 42 High pressure pump 43 Low pressure pump 44 Pressure adjusting valve 45a, 45b Pressing pressure chamber 46 Low pressure side pressure adjusting valve 47 First solenoid valve 48 Stepping motor 49 Differential pressure cylinder 50 Second solenoid valve 51a, 51b Differential pressure Control valve 52 Forward / reverse switching valve 53 Third solenoid valve 54 High speed switching valve 55 Low speed switching valve 56 Shift switching valve 57 Manual switching valve 58 Shift lever 59 Transmission means 60 Rotation transmission shaft 61 First link arm 62 First link arm 62 One swing arm 63 Second swing arm 64 Engagement hole 65 Side wall part 66 Spool 67 Engagement convex part 68 Engagement concave part 69 Detent member 70 Engagement groove 71 Parking lock mechanism 72a, 72b Side wall part 73 Concave part 74 Engagement Collision part 75 Engagement member 76 Oscillation center shaft 77 Torsion coil spring 78 Guide member 79 Large diameter cylindrical surface part 80 Small diameter Cylindrical surface portion 81 inclined cylindrical surface portion 82 the second link arm 83 third rocking arm 84 the compression coil spring 85 fixed cylindrical member 86 grooves

Claims (3)

  A pair of outer disks that freely supports rotation in synchronization with the rotating shaft around the rotating shaft, and a relative rotation with respect to the rotating shaft is freely provided around the intermediate portion of the rotating shaft between the outer disks. A transmission gear ratio for controlling hydraulic pressure to the inner disk, a plurality of power rollers sandwiched between mutually facing side surfaces of the inner disk and the outer disk, and an actuator for changing the gear ratio A toroidal type continuously variable transmission having a valve body that houses a control valve and a planetary gear type transmission are coaxial with each other, and the planetary gear type transmission and the rotational shaft of the toroidal type continuously variable transmission and Combined in a state where power is transmitted to the inner disk, of which the input shaft is the rotational shaft of the toroidal type continuously variable transmission, and the output shaft is the constituent member of the planetary gear type transmission. In a continuously variable transmission having a clutch device for switching a power transmission path and a manual switching valve for switching a state of introduction of pressure oil to the clutch device, the valve body is connected to each other. The rotation transmission shaft that constitutes the transmission means for switching the switching state of the manual switching valve based on the operation of the shift lever provided on the outer disk is closer to the outer disk closer to the output shaft of the outer disks. A continuously variable transmission, characterized in that, on the output shaft side, the continuously variable transmission is provided on the radially outer side of the planetary gear type transmission in a twisted position with respect to the central axis of the planetary gear type transmission.   The continuously variable transmission according to claim 1, wherein the rotation transmission shaft is provided between a lower end portion of the planetary gear type transmission and an upper surface of the valve body.   When the shift lever switching position is the parking position, the engagement member that prevents the rotation of the output shaft by engaging with the output shaft or a member that rotates together with the output shaft is based on the movement of the rotation transmission shaft. The continuously variable transmission according to any one of claims 1 to 2, wherein the continuously variable transmission is engaged with or disengaged from the output shaft or a member that rotates together with the output shaft.

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