JP4506540B2 - Continuously variable transmission - Google Patents

Description

  The present invention relates to a continuously variable transmission that is suitable for use in automobiles, and in particular, a toroidal continuously variable transmission is combined with a planetary gear mechanism and is larger than the gear ratio of the continuously variable transmission using torque circulation. The present invention relates to a continuously variable transmission suitable for use in a continuously variable transmission capable of obtaining an output gear ratio in a range, and more particularly to a continuously variable transmission having a toroidal continuously variable transmission as an assembly.

  2. Description of the Related Art Conventionally, a continuously variable transmission using a toroidal-type continuously variable transmission and uniaxially arranged members has been proposed (Patent Document 1). The continuously variable transmission combines a toroidal continuously variable transmission (variator) and a planetary gear mechanism to combine the rotational rotation of the toroidal continuously variable transmission and a constant rotation from the input shaft to circulate torque. By using this, an appropriate forward / reverse variable speed rotation (IVT) is obtained as an output rotation of an automobile including a gear neutral (GN).

  The toroidal-type continuously variable transmission (variator) includes two input disks each having a semicircular curved surface (arc surface) and semicircular curved surfaces located between the input disks and on both side surfaces. And a power roller that is in contact with the curved surface of the input disk and the output disk, the front (engine side) input disk is fixed to the input shaft (main shaft), and the output disk is It is connected to a sleeve shaft (hollow shaft) fitted to the input shaft, and the boss portion of the rear input disk is fitted to the sleeve shaft, and the input shaft and the rear input disk boss portion are connected to the planetary gear. It is connected to the same element (carrier) of the mechanism, and the sleeve shaft is connected to another element (sun gear) of the planetary gear mechanism.

  The continuously variable transmission is housed in a transmission case, the transmission case has a partition, the variator is stored in a front space defined by the partition, and the rear of the partition is A planetary gear mechanism is housed in the space. A boss portion of the rear input disk is rotatably supported by the partition by a bearing, and therefore, the input shaft is integrated with the input disk boss portion via the same element (carrier) of the planetary gear device. The (main shaft) is also supported by the partition wall together with the rear input disk. The mission case below the space in which the variator is housed is opened, and a fulcrum-block for controlling the variator is disposed so as to close the opening.

US Pat. No. 5,607,372 (FIG. 1)

  The continuously variable transmission includes a rear portion of the variator, that is, a rear input disc boss portion, an input shaft (main shaft) rear portion integrated with the boss portion, and an output disc sleeve shaft supported by the input shaft (or the boss portion). A variator control fulcrum block is supported by the partition of the case and fixed to the case. In other words, the variator has its input shaft (main shaft) etc. and the fulcrum block supported by different parts of the case, and the positional accuracy of the variator including the fulcrum block is not sufficient due to variations in the positional accuracy of each other. There is.

  The variator is also assembled with each part such as the input shaft, rear input disk, output disk, front output disk, and the fulcrum block incorporating the roller in the case, and the planetary gear mechanism carrier and sun gear are connected. Therefore, it is necessary to assemble, the assembly of the continuously variable transmission is troublesome, and errors due to the assembly may affect the shaft support accuracy.

  Therefore, the present invention has an L-shaped structure for the fulcrum block, and the shaft part such as the rear input disk boss is supported on the L-shaped fulcrum block, and the toroidal continuously variable transmission (variator) part is assembled. Therefore, an object of the present invention is to provide a continuously variable transmission that solves the above-described problems.

The present invention according to claim 1 includes two input disks (2 ₁ , 2 ₂ ) having an arcuate surface (2a) on one side surface, and an arcuate surface (3a) disposed on both sides of the two input discs. A toroidal-type continuously variable transmission (5) having an output disk (3) having a roller and a roller (4) disposed so as to be in contact with the circular arc surfaces of the input disk and the output disk facing each other.
A spindle (12) extending through the central portion of the input disk (2 ₁ , 2 ₂ ) and output disk (3) and rotating integrally with the input disk;
A hollow shaft (16) that fits and extends over the main shaft and rotates integrally with the output disk (3);
In the continuously variable transmission (1), wherein the toroidal continuously variable transmission (5), the main shaft (12) and the hollow shaft (16) are arranged in a case (20),
A fulcrum block (23) having a control block (23 ₁ ) for controlling the shift of the roller (4) and a support block (23 ₂ ) integrally formed so as to rise from one side of the control block ( 23)
One of the two input disks (2 ₁ ) is directly fitted on the main shaft (12) and the other of the two input disks (2 ₂ ) is fitted on the hollow shaft (16). Arranged,
The other input disk (2 ₂ ) is rotatably supported by the support block (23 ₂ ) via a bearing (51), and the toroidal continuously variable transmission (5) and the input shaft (12) are supported. ), An assembly incorporating the hollow shaft (16) and the fulcrum block (23) integrally,
The assembly is fixed to the case (20),
It is in a continuously variable transmission.

According to a second aspect of the present invention, the toroidal-type continuously variable transmission (5) is configured with arc surfaces (2a, 3a) facing the input disks (2 ₁ , 2 ₂ ) and the output disks (3). A full toroidal continuously variable transmission that constitutes a substantially circular cavity (31 ₁ , 31 ₂ ),
A continuously variable transmission according to claim 1.

According to a third aspect of the present invention, there is provided a first element (C) interlocked with the main shaft (12), a second element (S1) interlocked with the hollow shaft (16), and a third element serving as an output element. A planetary gear mechanism (6) having the following element (S2):
The bearing (51) is sandwiched between the first element (C) and the other input disk (2 ₂ ).
The continuously variable transmission according to claim 1 or 2.

According to a fourth aspect of the present invention, the first element (C) of the planetary gear mechanism (6) is connected to the main shaft (12) and the other input disk (2 ₂ ), and the second element (S1) Is formed integrally with the hollow shaft (16), and includes the first element and the second element (S2) to constitute the assembly.
A continuously variable transmission according to claim 3.

According to a fifth aspect of the present invention, a support plate (27) disposed on the back surface of the _one input disk (2 ₁ ) via a pressing device (29) is provided on the main shaft (12) so as not to be axially movable. The first element (C) is fixed to the main shaft (12) so as not to move in the axial direction, and the axial force generated in the toroidal continuously variable transmission (5) is closed and supported by the main shaft (12). Become
A continuously variable transmission according to claim 3 or 4.

In the present invention according to claim 6, the first element (C) of the planetary gear mechanism (6) is a carrier, and the second element is a sun gear (S1).
A continuously variable transmission according to any one of claims 3 to 5.

The present invention according to claim 7 is the ball bearing (51), wherein the bearing can support a load in a radial direction and a thrust direction.
A continuously variable transmission according to any one of claims 1 to 6.

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, it has no influence on description of a claim.

  According to the first aspect of the present invention, the fulcrum block is composed of an integrally formed control block portion that controls the shift of the roller and a block portion that supports the one end side shaft portion of the toroidal continuously variable transmission. The positioning of the roller and the shaft support are performed by a single fulcrum block, so that the positional accuracy of the toroidal-type continuously variable transmission can be improved and a highly accurate continuously variable transmission can be maintained over a long period of time. In addition, since the toroidal continuously variable transmission, input shaft, hollow shaft, and fulcrum block are integrally assembled as an assembly and the assembly is fixed to the case, assembly performance and assembly accuracy can be improved. Since the ram block also serves as a strength member, the strength of the continuously variable transmission can be improved.

  According to the second aspect of the present invention, since it is applied to a full toroidal continuously variable transmission, the radial force does not act on the power roller, and the shift control can be performed autonomously using the traction force. A large force does not act on the block, and even if the support block is formed integrally with the control block, the shaft support accuracy and assembly performance are not affected, and the high position of the toroidal continuously variable transmission is high. Accuracy and assemblability can be maintained.

  According to the third aspect of the present invention, since the bearing is held between the one input disk and the planetary gear mechanism, the thrust force generated by the helical gear or the like of the planetary gear mechanism is also simplified by the bearing. Can be supported.

  According to the fourth aspect of the present invention, since the assembly includes the first element and the second element of the planetary gear mechanism, the assembling performance and the assembling accuracy can be further improved.

  According to the fifth aspect of the present invention, since the axial force generated in the toroidal-type continuously variable transmission is closed and supported by the main shaft, the large axial force does not act on the case or the like, thereby simplifying the structure and reducing the weight. Can be planned.

  According to the present invention of claim 6, since the first element is a carrier, it is easy to connect to one input disk and restrain the bearing, and since the second element is a sun gear, Connection becomes rational and the continuously variable transmission can be configured compactly.

  According to the seventh aspect of the present invention, since the bearing is formed of a ball bearing, the load in the radial direction and the thrust direction can be supported by one bearing, thereby simplifying the structure and reducing the axial size. it can.

  The best mode of the present invention will be described below with reference to FIGS.

As shown in FIG. 1, the continuously variable transmission (IVT) 1 includes a continuously variable transmission (variator) 5, a planetary gear mechanism 6, a reverse gear mechanism 7, and a low / high switching mechanism 10. The continuously variable transmission 5 is a full toroidal continuously variable transmission, and includes two input disks 2 ₁ and 2 ₂ connected to an input shaft 12 and one connected to a hollow shaft (sleeve shaft) 16. An output disk 3 and power rollers 4 and 4 sandwiched between both disks are included. The input disks 2 ₁ and 2 ₂ and the output disk 3 have arc-shaped concave grooves 2a and 3a that form part of a circle so as to face each other, and a double cavity 31 is sandwiched between two rows of power rollers. _1, 31 ₂ constitute a consist constituting counteract thrust force of the input disk together. The power rollers 4 and 4 are inclined by shifting in a direction perpendicular to the shaft, and are continuously and continuously changed by changing the contact radius between the input disks 2 ₁ and 2 ₂ and the output disk 3. The variator 5 has a speed ratio (output speed / input speed) of −0.4 to −2.5. Since the output disk 3 is inverted with respect to the input disk 2, the speed ratio is-(minus).

The planetary gear mechanism 6 includes a front carrier (first element) C having two pinions P1 and P2 and a low-plane simple planetary gear 11. The low-mode simple planetary gear 11 includes a reversing gear mechanism. 7 dual planetary gears 14 and a common rear carrier C0. The two pinions (first pinion, second pinion) P1 and P2 have an integral structure that is rotatably supported by a common pinion shaft, and the front carrier C that supports these pinions is the low mode. It is connected to the ring gear R3 of the simple planetary gear 11 for use. The front carrier C is coupled to the other input disc 2 ₂ is connected to the input shaft (main shaft) 12, a constant speed rotation is transmitted.

  The first sun gear S1 connected to the output disk 3 of the variator 5 is meshed with the first pinion P1, and the first sun gear S1 is an input gear (first gear) for inputting a variable speed rotation by the variator 5. 2 element). The second pinion P2 meshes with the second sun gear S2 serving as the high mode output gear, and is integrally coupled to the (third) sun gear S3 of the low mode simple planetary gear 11. The second and third sun gears S2 and S3 are connected to the output shaft 13 via the high clutch H of the low / high switching mechanism 10 to constitute a high mode output gear.

  The reverse gear mechanism 7 includes a dual planetary gear 14 having two pinions (fourth pinion P4 and fifth pinion P5) meshing with each other, and the carrier C0 is a carrier of the low-plane simple planetary gear 11 as described above. The (second) ring gear R0 is fixed to the case 20, and the (fourth) sun gear S0 is connected to the output shaft 13 via the low clutch L.

  The continuously variable transmission (IVT) 1 operates as shown in the shift diagram of FIG. In the velocity diagram of FIG. 2, the first and second pinions P1 and P2 are common long pinions, the gear ratios S1 / P1 and S2 / P2 are changed, and the output speed and the variator output line do not overlap. Of course, the gear ratio (S1 / P1) (S2 / P2) may be the same so that the output speed and the variator output line overlap.

In the low mode in which the low clutch L is engaged and the high clutch H is released, the rotation of the input shaft 12 connected to the engine output shaft is caused by the planetary gear mechanism 6 as shown in FIG. While being directly transmitted to the front carrier C and the ring gear R3, the reverse speed change rotation is transmitted to the first sun gear (input gear) S1 via the variator 5. The constant speed rotation of the front carrier C and the ring gear R3 and the variable speed rotation (variator gear ratio) of the first sun gear S1 are combined while torque circulating in the planetary gear mechanism 6 and output to the output carrier C0 of the low mode simple planetary gear 11. you. Positive in here, by the variator 5 is shifted to the UD side from the OD side, the output carrier C0 is a gear neutral position from the reverse rotation (GN point), i.e. next to the output speed is zero, by further shifting the UD side Increase the speed to the reverse side (same direction as the input shaft rotation).

  The rotation of the output carrier C0 is directly transmitted to the carrier C0 of the reversing gear mechanism 7 which is a common carrier, and is reversed based on the stop of the ring gear R0 to be output from the sun gear S0. Thus, the rotation of the output carrier C0 is reversed, the reverse rotation of the output carrier C0 is output to the sun gear S0 as the reverse output speed, and the forward rotation of the output carrier C0 is output to the sun gear S0 as the forward output speed.

  When the low clutch L is released and the high clutch H is engaged, the mode is switched to the high mode. In this state, the rotation of the input shaft 12 is directly transmitted to the front carrier C of the planetary gear mechanism 6, and the variable speed rotation reversed by the variator 5 is transmitted to the first sun gear S 1, and is synthesized by the planetary gear mechanism 6. Then, the signal is output from the second sun gear S2 which is the high mode output gear. At this time, because the low clutch L is released, the sun gear S0 and the carrier C0 of the reversing gear mechanism 7 idle, and thus the ring gear R3 of the planetary gear mechanism 6 also idles. Further, since the gear ratios S1 / P1 and S2 / P2 are close to or equal to each other, a rotation close to or the same as the speed change output rotation (variator gear ratio) from the variator 5 is output from the second sun gear S2. The variator gear ratio is output as a high mode forward output speed from the output shaft 13 when the high clutch H is connected.

  The above will be described with reference to the graph of FIG. 3. In the low mode, when the speed ratio (output speed / input speed) of the variator 5 is at the OD end (about −2.5), the continuously variable transmission ( IVT) 1 rotates at a predetermined speed ratio (about 0.25) in the forward rotation direction (plus direction), and the variator 5 continuously shifts to the UD side, so that the speed ratio of IVT1 is continuously decelerated. The speed ratio of IVT1 is 0, that is, the gear neutral (GN point) at the speed ratio near −1.8 of the variator 5. Further, by continuously shifting the variator 5 in the UD direction, the speed ratio of the IVT 1 is continuously increased in the reverse direction (negative direction), and when the variator 5 reaches the UD end (about −0.4), The speed ratio of IVT1 is about -0.5.

  In this state, the mode is switched to the high mode. In the high mode, when the speed ratio of the variator 5 is at the UD end, the speed ratio of the IVT 1 becomes the same value (about −0.5) as that in the low mode. Is continuously shifted from the UD end in the OD direction, the speed ratio of IVT1 is continuously increased in the reverse direction (minus direction) from the low mode. The speed increase in the reverse direction continues when the variator 5 shifts in the OD direction. When the speed ratio of the variator 5 reaches the OD end (about −2.5), the speed ratio of the IVT 1 is the maximum speed ratio. It is about -2.75.

  In the above graph, the rotational ratio of the input shaft 12 (that is, the rotational direction of the engine) is assumed to be positive rotation, and the speed ratio is expressed as plus. Negative. Since the continuously variable transmission (IVT) 1 is used in an automobile and is reversed by a reverse gear again in a differential device, when the speed ratio of the IVT 1 is positive, the traveling direction of the vehicle is reverse, and the speed ratio is If it is negative, the vehicle travels forward. Accordingly, by shifting the variator 5 in the UD direction from the OD end in the low mode, the automobile moves forward from the reverse through the gear neutral (GN), gradually increases in speed, and increases at the UD end of the variator 5. When the mode is switched and the variator 5 shifts in the OD direction from the UD end, the automobile continuously increases in the forward direction.

  The planetary gear mechanism 6 and the reverse gear mechanism 7 are connected to each other when the carrier of the low mode simple planetary gear 11 and the sun gear S0 of the reverse planetary gear 14 are connected, and the carrier of the reverse planetary gear 14 is output via the low clutch L. It may be connected to the shaft 13. In the reversing gear mechanism 7, a low brake that can lock the ring gear R0 may be used instead of the low clutch.

  4 is an overall cross-sectional view of the continuously variable transmission (IVT) 1 schematically shown in FIG. 1, and FIG. 5 is an enlarged cross-sectional view generally showing the front side (engine side) of FIG. FIG. 6 is an enlarged cross-sectional view generally showing the rear side of the AA ship of FIG. The continuously variable transmission 1 is housed in a mission case 20, and the case 20 is fixed to a cylindrical main case 20a, a housing 20b fixed to the front side of the main case, and a rear side of the main case. It consists of an end case 20c. The front end of the housing 20b is coupled to the engine, and a damper device (not shown) is accommodated. In other words, since the IVT 1 has the gear neutral (GN) as described above, a starting device such as a torque converter, which is required for the conventional automatic transmission (AT) and continuously variable transmission (CVT), is not required. Therefore, only a damper device that absorbs vibration and pulsation of the engine is sufficient in the housing 20b.

  The main case 20a is provided with a toroidal continuously variable transmission (variator) 5 and a planetary gear mechanism 6 and a reversing gear mechanism 7. The end case 20c is provided with a low / high switching mechanism 10. The main case 20a, the rear end surface, and the front end surface of the end case 20c are connected and fixed to form an integral storage portion. A lower part of the main case 20 a is opened, and the opening is closed by an oil pan 21. In the oil pan 21 portion, the pump / valve block 22 in which the oil pump and the valve body are integrated and the fulcrum block 23 are housed, and these blocks 22 and 23 are fixed together. The main case 20a is fixed to the opening.

A front partition plate 25 is fixed so as to be sandwiched between the housing 20b and the main case 20a, and the center boss portion 25a of the partition plate 25 is input via a needle bearing 26 as shown in detail in FIG. A front side portion of the shaft (main shaft) 12 is rotatably supported. A front end portion 12a (front end portion) of the input shaft 12 extends into the housing 20b and is connected to an engine output shaft via a damper device in the housing. The input shaft 12, the dish-like support plate 27 is fixed integrally front input disk 2 ₁ adjacent the support plate is supported. Input disc 2 _1, along with which the spline engagement a support plate 27 at its outer peripheral portion, the pressing device 29 is arranged between the back and the support plate 27 of the input disk 2 _1, input disk 2 ₁ is adapted to rotate together with the input shaft 12, the pressing force is applied which requires the variator 5.

An output disk 3 is rotatably supported by the input shaft 12 via a needle bearing 30, and a sleeve shaft (hollow shaft) 16 is integrally connected to a boss portion 3 b of the output disk 3, and the sleeve shaft 16 Is rotatably supported on the input shaft 12 via a needle bearing 28, and is fitted to the input shaft and extends rearward, and a first sun gear S1 is formed at a rear end portion thereof (FIG. 4). FIG. 6). Wherein and later with fitted to sleeve shaft 16 side input disk 2 ₂ is arranged, the rear side input Di scan click 2 ₂ is supported by folk ram block 23 as will be described later, the sleeve shaft 16 It is held in a non-contact or no-load state.

An annular arcuate surface 2a formed on the front input disk 2 _1, the power roller 4 of a plurality each of (three) are interposed between the annular arcuate surfaces 3a formed in front of the output disc 3, an annular arcuate surface 2a formed to the rear input disk 2 ₂ Similarly, are respectively the power roller 4 is clamped in a plurality (three) between the annular arcuate surfaces 3a formed at the rear of the output disc 3 Yes. Arcuate surface 2a of the opposing, two cavities ₃₁ 1 of circular cross-section, 31 ₂ are formed by 3a, the power roller 4, the center is in the said center of each circular cavity ₃₁ 1, 31 ₂ And it rotates around a center axis d passing through the center. That is, the variator 5 is made of a full toroidal double cavity type, and thus has a double cavity (2 rows), so that the torque capacity is doubled compared to that of a single row, and between input disks and output disks. The thrust force cancels each other, the bearing load does not occur, and the two contact points of the power roller 4 are on opposite sides of the center point of the cavity 31, so that the thrust force almost acts on the power roller. do not do.

Folk ram block 23 is made from the front view (FIG. 5) L-type, having a variator control block 23 ₁ of the base, and a support block 23 ₂ from the rear end side of the bottom portion rises. Then, the control block unit (bottom) 23 _1, as shown in FIG. 7, the opening portion e of the main case 20a, and is fixed is accurately positioned by a plurality of knock pins 33 and a number of bolts 35. The control block 23 _1, as shown schematically in Figure 7, the three respective rollers 4 located at each cavity 31 _1, 31 _2, has a hydraulic actuator 40 which connects via respective links ing. Specifically, folk the control block 23 ₁ of the ram block, the same hydraulic actuator 40 and the number of rollers 4 are hydraulic circuit formed communicating with each actuator, each actuator 40, pump valve block 22 Controlled predetermined hydraulic pressure from (see FIGS. 4 and 6) acts.

The pressing device 29 (see FIG. 5) of the support plate 27 has a spring (plate spring) that acts on a predetermined preload and a hydraulic actuator on which the hydraulic pressure from the pump / valve block 22 acts. Each roller 4 exerts a pressing force that presses the input discs 2 ₁ and 2 ₂ and the circular arc surfaces 2a and 3a of the output disc 3 with a predetermined pressure. Traction force acts between the disc. That is, the variator 5 transmits power between the input disks 2 ₁ and 2 ₂ and the output disk 3 by a traction drive.

  Each roller 4 is supported by a carriage 41 so as to be rotatable about an axis d, and the carriage 41 is supported by a spherical bearing 42 at one end thereof. Each spherical bearing 42 is provided at the tip of a lever 45 that is swingably supported by a support shaft 43, and each lever 45 is connected to a piston rod 46 of the hydraulic actuator 40. Thereby, the inclination of the roller 4 is autonomously controlled based on the relationship between the traction force acting on the contact surface between the roller and the disk and the pressing force (reaction force) of the hydraulic cylinder 40. That is, the variator 5 is controlled to be shifted by the hydraulic actuator 40.

On the other hand, rising support block 23 ₂ of the folk ram block 23, as shown in detail in FIG. 5, a cylindrical support hole 50 is bored. A ball bearing 51 and a one-way clutch 52 are disposed in the support hole 50 adjacent to each other in the axial direction. Ball bearing 51, the outer race 51a is supported retainer by a snap ring 53 to the support block 23 _2, provided so as to become integrated with the boss portion 55 of the inner race 51b are rear input disk 2 ₂ In addition, these races have deep groove ball guide grooves to support radial and thrust loads.

The one-way clutch 52, the rear input is sandwiched between the rear surface of the disc 2 ₂ and with the ball bearing 51, is arranged without the need for special retaining means and the outer race 52a is supported portion 23 has been rotated stopped by ₂ as a key or spline, the sprags 52b is supported directly on the boss 55 the outer circumferential surface of the input disk 2 _2, inner race that normally required is unnecessary. Furthermore, it is possible to sprag 52b is supported directly by the input disk 2 ₂ back and the ball bearing 51, is also omitted the conventionally required is the retainer.

  The full toroidal variator 5 does not apply any thrust force to the roller, and can shift with a small force by shifting the roller 4 in the direction orthogonal to the axis as described above. 4 will be loosened. For this reason, even if reverse torque is applied to the variator 5 by reverse rotation of the engine or reverse drive from the wheels, the one-way clutch 52 prevents the variator 5 from rotating backward. Reference numeral 56 in FIG. 5 denotes a sprocket fixed to the boss portion of the carrier C integral with the input disk boss portion 55, and drives the oil pump of the pump / valve block 22 via the chain 57.

As shown in FIGS. 4 and 6, the front carrier C of the planetary gear mechanism 6 includes a carrier main body 61 and a carrier cover 62 fixed to the main body, and a carrier main body on the rear end side of the input shaft 12. 61 is spline-fitted and the nut 63 is screwed so that the carrier C is integrally fixed to the input shaft 12. Carrier body 62, as shown in FIGS. 4 and 5, has a boss portion 58 to which the front end is in the dock m, also the rear input disk 2 ₂ rear boss portion 55 above (after) The bosses 58 and 55 are coupled together in the rotational direction by the engagement of the docks m and n, and the carrier body 61 is connected to the back surface of the input disk via the sprocket 56. A ball bearing 51 is pressed against d. Thus, the inner race 51b of the ball bearing 51 (and even the one-way clutch S2), without the need for special retaining device is supported retaining the input disk 2 ₂ and the carrier C of the integral, and the thrust direction respect, is accurately positioned with these input discs 2 _2, and the carrier C.

  A pinion shaft 67 is supported across the carrier body 61 and the carrier cover 62, and a first pinion P1 and a second pinion P2 are supported on the pinion shaft 67 in parallel in the axial direction. ing. The first pinion P1 and the second pinion P2 are integrally formed and may have the same number of teeth. However, in the present embodiment, the number of teeth is slightly different, and the common pinions P1 and P2 are needle bearings 69 ( Alternatively, the pinion shaft 67 is rotatably supported via a bush. The first sun gear S1 is meshed with the first pinion P1, and the second sun gear S2 is meshed with the second pinion P2.

The first sun gear S1 is formed at the distal end portion of the hollow shaft 16, and the hollow shaft 16 is fitted to the input shaft 12 via a needle bearing 28 and is rotatably supported. As described above, the base end portion is connected to the output disk 3 of the variator 5 (see FIG. 5). The second sun gear S2 is formed at the proximal end portion of the intermediate shaft 70, and the intermediate shaft 70 is fitted on the input shaft 12 (the carrier C integral with the input shaft 12) via the needle bearing 71. While being supported rotatably, the tip (rear) side is connected to the clutch hub 72 of the high clutch H of the low / high switching mechanism 10 by a spline 74. The intermediate shaft 70 is coupled is fit retaining the third sun gear S3 is splined and snap ring 73, also engaged together the ring gear R3 is in the carrier cover 62 of the front carrier C is the Sunappuri in g 75 Are combined. The simple planetary gear 11 of the planetary gear mechanism 6 is configured by the rear carrier C0 integrated with the third sun gear S3, the ring gear R3, and the reverse gear mechanism 7.

  The output (common) carrier C0 includes a carrier body 76 having a boss 76a on the inner diameter side and front and rear carrier covers 77 and 78 constituting left and right side plates. A boss portion 76a of the carrier body 76 is rotatably supported by the intermediate shaft 70 via a bush, and a pinion shaft 80 is supported between the carrier body 76 and the front carrier cover 77 so as not to rotate. A pinion P3 is rotatably supported on the pinion shaft 80. The pinion P3 meshes with the third sun gear S3 and the ring gear R3 to constitute the simple planetary gear 11.

  A first pinion shaft 81 and a second pinion shaft 82 are supported in a non-rotatable manner between the carrier body 76 and the rear carrier cover 78, and a fourth pinion P 4 rotates on the first pinion shaft 81. A fifth pinion P5 is rotatably supported on the second pinion shaft 82. Both the pinions P4 and P5 mesh with each other, and one pinion P4 meshes with the sun gear S0, and the other pinion P5 meshes with the ring gear R0 to form a dual planetary gear 14 for the reversing gear mechanism 7. Yes. The ring gear R0 is engaged with a spline b formed on the transmission case 20a to form a fixed ring gear. A low clutch hub 83 is integrally formed on the sun gear S0 by welding or the like. The clutch hubs 72 and 83 constitute a low / high switching mechanism 10 by interposing a low clutch L and a high clutch H, each of which is a wet multi-plate clutch, between the output shaft 13 and a drum 85 integral with the output shaft 13. Yes.

Thrust bearings 87 and 88 are interposed between the end face of the output shaft 13 axially positioned by the thrust bearing 89 in the end case 20c and the end face of the sun gear S0 so as to sandwich the high clutch hub 72. A thrust bearing 90 is interposed between the step portion f of the intermediate shaft 70 and the carrier body 76, and a thrust bearing 94 is further interposed between the rear carrier body 76 and the fourth sun gear S0. The reversing gear mechanism 7 and the low / high switching mechanism 10 are positioned in the axial direction by the thrust bearing. Further, the thrust between the main body 61 of the front carrier C positioned on the input shaft 12 by the nut 63 and the front end (rear side of the vehicle) of the hollow shaft 16 extending from the output disk and having the first sun gear S1 formed. thrust bearing 92 is interposed between the bearing 91 and is interposed, also the back of the hollow shaft 16 of the flange portion 16a and the input disc 2 ₂ (see FIG. 5). Further, a thrust bearing 93 is interposed between the sun gear S3 and the rear end portion of the front carrier C (rear side surface of the carrier cover 62).

  A boss member 95 is integrally fixed to the end plate of the end case 20c by bolts, and the output shaft 13 is supported by the integrated end case 20c via a ball bearing 96 and a needle bearing 97. The output shaft 13 is integrally connected with a sleeve shaft 99 fitted to the boss 95 at the tip (front) end portion, and the sleeve shaft 99 and the clutch drum 85 are integrally connected. ing. The piston 100 is fitted in an oil-tight manner with the clutch drum 85 and the sleeve shaft 99 as cylinders, and the piston 100 contacts the low clutch L through a hole formed in the outer friction plate of the high clutch H. In contact therewith, a low clutch hydraulic actuator 101 is constructed. A cylinder plate 102 is fixed to the sleeve shaft 99, and the piston 103 is oil-tightly fitted with the cylinder plate 102 and the sleeve shaft 99 as cylinders. The piston 103 abuts against the high clutch H. The high clutch hydraulic actuator 105 is configured.

Next, the assembly of the continuously variable transmission 1, particularly the variator 5, will be described. Hydraulic piston in the input shaft 12 to the annular groove portion of the support plate 27 is provided integrally, in a state incorporating the pressing device 29 such as a leaf spring, sequentially from the rear end side of the input shaft 12, the front input disk 2 ₁ , output disk 3, the sleeve shaft (hollow shaft) 16, and assembling the rear input disk _{2 2.} At this time, the hydraulic piston 40 and the spherical bearing block, the shift control system and a variator control block 23 ₁ incorporating the power roller 4 consisting of links 41,42,43,45,46, the power roller 4 by each disk ₂ 1, as well as to be received within 3, 2 ₂ of the cavity ₃₁ 1, 31 _2, the input shaft 12 into the supporting hole 50 of the support block 23 _2, sleeve shaft 16 and the rear input disk boss 55 The Volkram block 23 is attached so as to be positioned.

In this state, fixing between the cylindrical bore 50 of the support block 23 ₂ and the input disc boss 55, by inserting a one-way clutch 52 and the ball bearing 51, a ball bearing 51 in the support block 23 ₂ by a snap ring 53 To do. Thus, the input disc boss 55, sleeve shaft 16 and the input shaft 12 is supported by the support block 23 _2, the variator 5 and folk ram block 23 is assembled provisionally. On the other hand, a front carrier C that supports the first and second pinions P1 and P2 and that has a carrier cover 62 fixed to the carrier body 61 (in some cases, a front carrier assembly in which the ring gear R is incorporated into the carrier cover 62 and integrated) 3D) is assembled. Then, the inner race block 65 and the sprocket 56 are sandwiched between the input disc boss portion 55 and the front carrier C is inserted into the input shaft 12 so that the first pinion P1 meshes with the first sun gear S1. Then, the carrier body 61 is assembled to the input shaft 12 by tightening the nut 63.

  As a result, an assembly in which the variator 5 and the front carrier C are integrated into the volkrum block 23 is configured. In this state, as shown in FIG. 7, the variator assembly is inserted into the main case 20a from the lower opening e, the fulcrum block 23 is positioned by the knock pin 33, and fixed to the main case 20a by the bolt 35. As a result, the variator assembly is assembled to the case 20.

  Then, the front partition plate 25 is fixed to the main case 20a, the front end portion of the input shaft 12 is supported, and the intermediate shaft 70 is fitted into the rear end side of the input shaft 12, so that the third sun gear S3 and each pinion The rear carrier C0 and the high clutch hub 72, in which P3, P4, P5 are incorporated and the clutch hub 33 is integrally fixed, are incorporated through thrust bearings 93, 90, 94, 88, 87, respectively. Then, the drum 85, the low clutch hydraulic actuator 101, the high clutch actuator 105, the high clutch H, and the low clutch L are assembled into the end case 20c as an assembly, and the end case assembly is a main housing that accommodates the above-described components. The continuously variable transmission 1 is assembled by connecting to the rear end of the case 20a.

Therefore, the folk ram block 23 which is formed integrally with the shift control block 23 ₁ and the support block 23 _2, since the assembly is incorporated with the variator 5 is the input shaft (main shaft) 12, a main case 20a the assembly Assembling performance is improved by assembling to. In the variator 5, the shaft support accuracy of the input disks 2 ₁ , 2 ₂ and the output disk 3 and the position accuracy of the power roller 4 and its speed change control system are defined by one fulcrum block 23, so that the mutual position accuracy As a result, a highly accurate shift by the variator is maintained over a long period of time. Further, since the ball bearing 51 is sandwiched between the variator 5 and the planetary gear mechanism 6, the shaft support accuracy of the main shaft (input shaft) 12 is improved by the fulcrum block 23 supporting the ball bearing, and also in the thrust direction. Positioned with high accuracy. In addition, the fulcrum block 23 also functions as a strength member of the case 23.

The variator 5 is urged by the pressing force of the pressing device 29 so that the rollers 4 are pressed against the arcuate surfaces 2a and 3a of the input side disks 2 ₁ and 2 _{2 with} a strong force, and the power is transmitted through the traction oil intervention. that is, the pressing force, the input shaft 12 acts to pull forward through the front input disk 2 ₁ and the support plate 27, also the rear input disk 2 _2, the boss portion 55 and 58, the front carrier C, Then, it acts to pull the input shaft 12 backward via the nut 63, and is therefore supported by the input shaft 12 in a closed manner.

  The continuously variable transmission 1 is used in an automobile, and the automobile is in a low mode state at the time of start and reverse, but is in a high mode state in other driving states. Become. That is, the continuously variable transmission 1 has an overwhelmingly long usage time in the high mode compared to the low mode. In the low mode, power is transmitted through the simple planetary gear 11 and the reverse gear mechanism 7 of the planetary gear mechanism 6, so that the thrust force generated in each gear is applied to the thrust bearings 93, 90, 94, 88, and 87, respectively. Eventually, it is received by the case 20 via the ball bearing 51 and the fulcrum block 23, or via the thrust bearing 89 and the boss member 95.

  On the other hand, in the high mode with a long use time, the second sun gear S2 of the planetary gear mechanism 6 is directly transmitted to the output shaft 13 via the intermediate shaft 70 and the high clutch H, and the simple planetary gear 11 and the reverse gear mechanism 7 are transmitted. Is idle. At this time, the thrust force generated in the second sun gear S2 is received by the boss member 95 of the end case 20c via the intermediate shaft 70, the step portion k of the intermediate shaft, the high clutch hub 72, and the thrust bearings 87 and 89. It is done. Accordingly, in the high mode, the thrust force is transmitted while bypassing the simple planetary gear 11 and the reversing gear mechanism 7 that are idling, and the thrust bearings 90, 94, and 88 are idling in an unloaded state. As a result, the life of these bearings is improved, positioning accuracy is also improved, and it is possible to use those bearings having a small capacity, so that the continuously variable transmission 1 can be made compact, particularly in the axial direction. Can be achieved.

Further, the pinion and sun gear (S1 / P1) (S2 / P2) meshing with each other in the planetary gear mechanism 6 are made of helical gears, and a thrust force in a direction canceling each other acts upon power transmission. That is, the thrust force generated in the first sun gear S1 acts on the carrier C in the right direction (rear direction of the vehicle) in the figure via the thrust bearing 91, while the thrust force of the second sun gear S2 is the intermediate shaft. It acts on the third sun gear S3 in the left direction (front direction of the vehicle) via the 70 and the snap ring 73, and further acts on the carrier C via the thrust bearing 93 in the left direction (front direction of the vehicle). Thus, the thrust forces of the first and second sun gears S1, S2 act so as to push each other and are canceled in the front carrier C. Further, since the thrust force of the second sun gear S2 acts on the carrier C via the snap ring 73 and the thrust bearing 93 for positioning the third sun gear S3, the second sun gear is opposed to the thrust bearing 91. It is not necessary to arrange a thrust bearing between S2 and the carrier main body 61, and the number of thrust bearings can be reduced and the axial direction can be made compact. Thereby, the large thrust force (clamping pressure) between the two input disks 2 ₁ and 2 ₂ generated in the variator 5 is closed and supported so as to cancel each other, and the variator 5 and the planetary gear mechanism 6 are one system. As a closed support structure in the thrust direction.

In the low mode, the difference in thrust force between the second and third sun gears S2 and S3 acts on the thrust bearings 87 and 89. However, if the gear specifications of the low mode simple planetary gear 11 are changed to cancel the thrust forces of the second and third sun gears S2 and S3, almost no thrust force acts on the thrust bearings 87 and 89. These bearings can be reduced in size. Further, the thrust force of the ring gear R3 is the same as the thrust force of the third sun gear S3, and the thrust force of the first and second sun gears S1, S2 is also the same, so that the thrust of the first sun gear S1 and the ring gear R3 is the same. The power is the same. As a result, even in the low mode, the thrust force acting on the front carrier C is canceled both when moving forward and when moving backward. Therefore, the thrust force acting on the front of the planetary gear 11 including a front carrier C is approximately zero, the thrust force acting on the ball bearing 51 of Forukuramu support block 23 _2, fourth sun gear acting upon backward S0 The thrust force can be only.

  Although the above-described embodiment uses a full toroidal continuously variable transmission, it is needless to say that a half toroidal continuously variable transmission may be used. Of course, the planetary gear mechanism 6 and the reverse gear mechanism 7 may have other configurations.

Schematic which shows the structure of the continuously variable transmission which concerns on this invention. It is the velocity diagram, (a) shows the low mode, (b) shows the high mode. The graph which shows the relationship between the speed ratio of the continuously variable transmission and the speed ratio of continuously variable transmission. 1 is an overall cross-sectional view showing a continuously variable transmission according to the present invention. The expanded sectional view which shows the front part of the AA line of FIG. The expanded sectional view which shows the rear part of the AA line of FIG. The schematic cross-sectional view of a toroidal type continuously variable transmission part.

Explanation of symbols

1 Continuously variable transmission (IVT)
2 ₁ , 2 ₂ input disks (one (front) input disk, the other (rear) input disk)
2a Arc surface 3 Output disk 3a Arc surface 4 (Power) roller 5 Toroidal continuously variable transmission 6 Planetary gear mechanism 12 Main shaft (input shaft)
16 Hollow shaft 20, 20a Case (main case)
23 Volkrum block 23 ₁ Control block 23 ₂ Support block 31 ₁ , 31 ₂ Cavity 51 (Ball) bearing C First element (front carrier)
S1 Second element (first sun gear)

Claims (7)

Two input disks each having an arc surface on one side, an output disk disposed between both input disks and having an arc surface on both sides, and the arc surfaces facing each of the input disks and the output disk are in contact with each other A toroidal continuously variable transmission having a roller,
A main shaft extending through the input disk and the center of the output disk and rotating integrally with the input disk;
A hollow shaft that fits and extends over the main shaft and rotates integrally with the output disk;
In the continuously variable transmission, wherein the toroidal continuously variable transmission, the main shaft and the hollow shaft are arranged in a case,
A fulcrum block having a control block part for controlling the speed of the roller and a support block part integrally formed so as to rise from one side of the control block part;
One of the two input disks is arranged to fit directly on the main shaft, and the other of the two input disks is arranged to fit on the hollow shaft,
An assembly that integrally incorporates the toroidal-type continuously variable transmission, the input shaft, the hollow shaft, and the fulcrum block with the support block portion rotatably supporting the other input disk via a bearing. And none,
The assembly is fixed to the case,
Continuously variable transmission. The toroidal continuously variable transmission is a full toroidal continuously variable transmission in which a substantially circular cavity is formed by the arcuate surfaces of the input and output disks facing each other.
The continuously variable transmission according to claim 1. A planetary gear mechanism having a first element interlocked with the main shaft, a second element interlocked with the hollow shaft, and a third element serving as an output element;
The bearing is sandwiched between the first element and the other input disk.
The continuously variable transmission according to claim 1 or 2. A first element of the planetary gear mechanism is connected to the main shaft and the other input disk, and the second element is provided integrally with the hollow shaft, and the assembly includes the first element and the second element. Composed of,
The continuously variable transmission according to claim 3. A support plate disposed on the back surface of the one input disk via a pressing device is provided on the main shaft so as not to move in the axial direction, and the first element is fixed on the main shaft so as not to move in the axial direction. Axial force generated in the continuously variable transmission is closedly supported by the main shaft,
The continuously variable transmission according to claim 3 or 4. The first element of the planetary gear mechanism is a carrier, and the second element is a sun gear.
The continuously variable transmission according to any one of claims 3 to 5. The bearing is a ball bearing capable of supporting a load in a radial direction and a thrust direction;
The continuously variable transmission according to any one of claims 1 to 6.

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