JP5120365B2 - Toroidal continuously variable transmission and vehicle equipped with toroidal continuously variable transmission - Google Patents

Description

  The present invention relates to an improvement of a toroidal type continuously variable transmission used as an automatic transmission for an automobile. Specifically, even when installed in an idling stop vehicle equipped with an idling stop function that automatically stops the engine when the vehicle is stopped, a structure that has high transmission efficiency and is less likely to cause harmful slippage is particularly large. It makes it feasible.

  Toroidal type continuously variable transmissions have been studied and partially implemented as automatic transmissions for automobiles. The toroidal continuously variable transmission has a plurality of power rollers sandwiched between axial side surfaces of an input side disk and an output side disk that are arranged concentrically and rotate relative to each other, and through these power rollers, Power is transmitted from the input side disk to the output side disk. Then, the gear ratio between these two disks is adjusted by changing the inclination angle of each of these power rollers. During operation of such a toroidal-type continuously variable transmission, an oil film of traction oil is formed on the rolling contact portion (traction portion) between the axial side surface of these two disks and the peripheral surface of each power roller. Power is transmitted between the disks via this oil film. In the toroidal-type continuously variable transmission, in order to ensure that power transmission through such an oil film is reliably performed, a pressing device is provided to press the disks in a direction approaching each other.

  As such a pressing device, a loading cam device which is a mechanical pressing device is generally used, but the use of a hydraulic actuator has been studied and widely known. Among these, the loading cam device mechanically generates a pressing force proportional to the magnitude of the transmission torque, and therefore has an advantage that power is not particularly consumed when the pressing device is operated. However, since the magnitude of the torque to be transmitted and the required pressing force are not necessarily proportional, the traction traction can be achieved only with the loading cam device, regardless of changes in operating conditions (temperature of traction oil, gear ratio, etc.). The surface pressure of the part cannot always be maintained at an appropriate value. Specifically, the pressing force generated by the loading cam device is sufficiently large (in the toroidal type continuously variable transmission) in order to surely prevent the occurrence of excessive slip called gross slip in each of these traction sections. If the maximum pressing force required during operation is regulated), the surface pressure of each of the traction sections becomes excessive depending on the driving condition, and the transmission efficiency and durability of the toroidal continuously variable transmission are reduced.

  On the other hand, in the case of a hydraulic actuator, instead of being able to generate an appropriate pressing force according to the operating situation, power is consumed to operate the pump for generating hydraulic pressure. The efficiency of the continuously variable transmission as a whole decreases. Such a decrease in efficiency becomes conspicuous during low-speed traveling where the output of the engine that is the drive source is small. In addition, it is inevitable that a certain amount of time is required until the hydraulic pressure in the hydraulic actuator sufficiently increases after the pump is started. For this reason, for example, when a toroidal continuously variable transmission is mounted on a vehicle equipped with a so-called idling stop function that automatically stops the engine when stopped, the hydraulic pressure in the hydraulic actuator is insufficient immediately after the start of traveling. Gloss slip easily occurs in the traction section. Such a situation occurs not only at the time of start after idling stop but also at the time of sudden start from the stop state. If the pump is driven by an electric motor instead of the engine, and the pump is continuously driven by the electric motor even when the engine is stopped, the occurrence of the gloss slip at the start from the idling stop state can be prevented. . However, when an electric motor is used to supply the hydraulic pressure required by the hydraulic actuator, a certain size of the electric motor is required. And not only does it hinder downsizing and weight reduction, such as the need to increase the size of the battery and alternator, but also the reduction in efficiency of the entire vehicle is inevitable. Moreover, it is insufficient for preventing gross slip at the time of sudden start from the stop state.

  On the other hand, a composite pressing device in which a loading cam device and a hydraulic actuator are combined is also conventionally known as described in Patent Document 1. FIG. 4 shows an example of a toroidal continuously variable transmission provided with a composite pressing device described in Patent Document 1. Next, an example of this conventional structure will be described.

  A pair of input-side disks 2a and 2b are supported on both ends of the input rotating shaft 1 coaxially with the input rotating shaft 1 via a ball spline so that both the input-side disks 2a and 2b can be moved in the near and far directions. In addition, the rotation is synchronized. Further, a pair of outputs can be provided at both ends of the output sleeve 3 that can be rotated independently of the input rotary shaft 1 and coaxially with the input rotary shaft 1 around the intermediate portion of the input rotary shaft 1. The side disks 4a and 4b are splined coaxially with the output sleeve 3 so that both the output side disks 4a and 4b rotate synchronously. The axial side surfaces of the disks 2a, 2b, 4a, and 4b facing each other are concave surfaces (toroidal curved surfaces) each having an arc cross section.

  Further, with respect to the axial direction of the input rotating shaft 1, it is supported by a portion between the input side disk 2a and the output side disk 4a facing each other and a portion between the input side disk 2b and the output side disk 4b facing each other. The trunnions 5 and 5 that are members are arranged so as to be able to swing and displace in the direction of the twisted position with respect to the axial direction of the input rotary shaft 1. The trunnions 5 and 5 each support one power roller 6 and 6 rotatably, and the outer peripheral surface of each power roller 6 and 6 which is a partially spherical convex curved surface is formed on each disk 2a. 2b, 4a and 4b are in rolling contact with the side surfaces in the axial direction. Further, the disks 2a, 2b, 4a, and 4b are opposed to each other in order to secure the surface pressure of each traction portion that is a rolling contact portion of each surface and to enable power transmission in each traction portion. A composite pressing device 7 is provided for pressing in the direction in which the axial side surfaces approach each other.

  The composite pressing device 7 includes a loading cam device 8 that is a mechanical pressing device and a hydraulic actuator 9 that is a hydraulic pressing device. Among them, the loading cam device 8 includes a plurality of cam plates 10 that are concentric with the input side disk 2a, in addition to the input side disk 2a on the front side (the left side in FIG. 4 on the drive source side), each of which is a rolling element. The rollers 11 and 11 are provided. A driven cam surface 12 and a driving cam surface 13, which are concave and convex surfaces in the circumferential direction, are provided on the axial side surfaces of the input side disk 2 a and the cam plate 10 facing each other. The rollers 11 and 11 are sandwiched between the cam surfaces 12 and 13 with their central axes arranged radially. Further, the cam plate 10 can be driven to rotate by a drive shaft 14.

  In the case of the conventional structure described in Patent Document 1 as described above, the loading cam device 8 determines the maximum value of the pressing force required during operation of the toroidal type continuously variable transmission as the surface pressure of each traction section. Occurs in the direction of rising. On the other hand, the hydraulic actuator 9 generates a pressing force in a direction in which the surface pressure of each of these traction portions is reduced, and this pressing force is changed according to the operating state of the toroidal continuously variable transmission. . And while controlling the surface pressure of each said traction part to the optimal value according to a driving | running condition, it is prevented that gross slip generate | occur | produces in each said traction part also at the time of the failure of the said hydraulic actuator.

  Patent Document 2 describes an invention relating to a toroidal type continuously variable transmission that generates a minimum necessary pressing force by a loading cam device and adds a pressing force that is insufficient depending on an operation situation by a hydraulic actuator. ing. Further, Patent Document 3 discloses a toroidal type non-rotating type in which a pressing force is generated in a hydraulic actuator based on a centrifugal force generated during high-speed rotation, and the pressing force that is insufficient during high-speed operation with only a loading cam device is supplemented by the hydraulic actuator. An invention relating to a step transmission is described.

  In the case of each conventional structure as described above, the surface pressure of each traction part is set to an appropriate value regardless of the operation state of the toroidal continuously variable transmission, and it is excellent in terms of ensuring the transmission efficiency in each traction part. ing. However, in order to further improve the efficiency of the entire toroidal type continuously variable transmission, there is room for improvement in terms of further reducing the loss caused by the pump for generating the hydraulic pressure introduced into the hydraulic actuator. That is, in any of the conventional structures described in Patent Documents 1 to 3, the magnitude of the torque (input torque) input to the toroidal type continuously variable transmission and the magnitude of the pressing force generated by the loading cam device It does not change the relationship. For this reason, for example, assuming that the conditions such as gear ratio and oil temperature are the same, the magnitude of the pressing force generated by the hydraulic actuator and the loading cam device are generated regardless of the magnitude of the input torque. The ratio to the magnitude of the pressing force to be made is the same.

  For this reason, for example, in the case of the conventional structure described in Patent Document 2, it is necessary to introduce hydraulic pressure to the hydraulic actuator even when the input torque is low. Driving the pump for introducing hydraulic pressure to the hydraulic actuator in a state where the input torque is small, that is, in a state where the output of the traveling engine is low, increases the ratio of deteriorating the efficiency of the traveling engine. This causes a deterioration in fuel consumption when traveling at a low speed in an urban area, for example. Also in the case of the conventional structure described in Patent Document 1, if the pressing force generated by the loading cam device is excessive, the pump for introducing hydraulic pressure to the hydraulic actuator must be driven even during low-speed traveling. This will cause a deterioration in fuel consumption. Further, in the case of the conventional structure described in Patent Document 3, only the supplement of the pressing force that is insufficient during high-speed rotation is taken into consideration, and it corresponds to changes in gear ratio, oil temperature, etc. Accordingly, it is not a structure that can obtain the optimum pressing force.

  In view of the circumstances as described above, the present invention has a structure in which an optimum pressing force can be obtained according to the driving situation during high-speed traveling where the optimum value of the pressing force is likely to fluctuate. The invention has been invented to realize a structure that can obtain excellent transmission efficiency even during low-speed traveling, which is easy to perform, and that does not cause excessive slippage in the traction section during starting or low-speed traveling.

The toroidal type continuously variable transmission of the present invention includes an input side disk, an output side disk, a plurality of support members, and a plurality of power rollers in the same manner as the previously known toroidal type continuously variable transmission. And a pressing device.
Of these, the input side disk and the output side disk are supported concentrically and capable of relative rotation, with the axial side surfaces, which are concave surfaces each having an arcuate cross section, facing each other.
The support members are arranged between the axial side surfaces of the disks with respect to the axial direction of the disks so as to be able to swing and displace in the direction of twist relative to the axial direction of the disks. Has been.
In addition, each of the power rollers is in a state of being rotatably supported by each of the support members, and each outer peripheral surface which is a partially spherical convex curved surface is in rolling contact with the axial side surface of each of the disks.
Further, the pressing device presses each of the disks in a direction in which the axial side surfaces facing each other approach each other.

In particular, in the toroidal-type continuously variable transmission according to the present invention, the pressing device is a combination of a mechanical pressing device and a hydraulic pressing device, and each disk is determined by the sum of the pressing forces generated by both the pressing devices. Is a composite pressing device.
Then, the ratio of the pressing force generated by the mechanical pressing device constituting the composite pressing device to the pressing force generated by the hydraulic pressing device is the ratio of the power passing between the input shaft and the output shaft. In the region where the generated torque of the drive source portion which is the generation source is low, it is higher than that in the same high region.

  When implementing the toroidal type continuously variable transmission of the present invention as described above, specifically, as in the invention described in claim 2, the mechanical pressing device is provided in an axially adjacent state. And a pair of cam surfaces formed as irregularities in the circumferential direction on one side surface of the pair of members that are displaced relative to each other in the rotational direction, and a plurality of the cam surfaces sandwiched between the two cam surfaces. A loading cam device including a single rolling element is provided. The cam lead of at least one of the two cam surfaces is made smaller at the portion near the bottom of the cam surface than at the portion near the top.

Further, a vehicle equipped with the toroidal continuously variable transmission according to claim 3 is a vehicle that travels by driving a drive wheel through the toroidal continuously variable transmission by means of an engine. It has an idling stop function that stops automatically.
In particular, in a vehicle equipped with the toroidal type continuously variable transmission according to claim 3, the toroidal type continuously variable transmission is provided with the toroidal type continuously variable transmission according to any one of claims 1 to 2. It is a step transmission.

  According to the toroidal-type continuously variable transmission of the present invention configured as described above, the optimum pressing force can be obtained in accordance with the driving situation during high-speed travel where the optimum value of the pressing force is likely to fluctuate. In this case, it is possible to obtain an excellent transmission efficiency during low-speed traveling, in which the transmission efficiency is likely to deteriorate, and it is possible to realize a structure that does not cause excessive slip in the traction section during start-up or low-speed traveling.

  First, to obtain the optimum pressing force according to the driving situation during high-speed travel where the optimum value of the pressing force is likely to fluctuate, the pressing device is a combined pressing device that combines a mechanical pressing device and a hydraulic pressing device. You can plan by doing. For example, even if the optimum value of the pressing force changes independently of the magnitude of torque to be transmitted with changes in operating conditions such as gear ratio and oil temperature, the hydraulic pressure to be introduced into the hydraulic pressing device is reduced. The optimum pressing force can be obtained by adjusting. As a result, transmission efficiency and durability during high-speed traveling can be ensured.

  In addition, when driving at low speed, even if the pressing force is generated only by the mechanical pressing device constituting the composite pressing device, or the pressing force is generated by the hydraulic pressing device, the ratio can be suppressed to a small extent. . For this reason, it is not necessary to drive the pump for generating hydraulic pressure when driving at a low speed with a low output of a driving source such as an engine, or even if it is to be driven, small power is required only to generate low-pressure hydraulic pressure. It only becomes. As a result, when driving at a low speed, it is not necessary to consume a large proportion of the output of the drive source in order to generate the hydraulic pressure, and the transmission efficiency during low-speed driving can be improved. For example, in the case of the invention described in claim 2, when the input torque is small among the cam surfaces, the cam lead at the portion near the bottom where the rolling surface of each rolling element comes into rolling contact is made small. A sufficient pressing force generated by the mechanical pressing device during traveling can be ensured. On the other hand, when the input torque is large, the rolling contact surfaces of the rolling elements are in rolling contact with each other, and the cam lead near the top of each surface is enlarged. It is possible to prevent the pressing force generated by the type pressing device from becoming excessive. And it is easy to adjust the pressing force according to the driving situation by the hydraulic pressing device.

  Furthermore, the mechanical pressing device is introduced into the hydraulic pressing device at the time of starting or at low speed traveling in order to increase the ratio of the pressing force generated in the region where the generated torque of the drive source portion is low, corresponding to the low speed traveling. Even if the hydraulic pressure is zero or very small, it is possible to sufficiently secure the pressing force as the entire composite pressing device. For this reason, when starting or running at low speed, the necessary and sufficient pressing force is ensured even if the hydraulic pressure is zero or very small, and excessive (necessary and unavoidable spin slip and minute creep are required in the traction section. It is possible to prevent slippage (gross slip) from occurring. Therefore, as in the invention described in claim 3, even if the toroidal continuously variable transmission is mounted on a vehicle having an idling stop function, the occurrence of excessive slip is prevented, and smooth start and durability are achieved. To secure the sex.

The schematic diagram which shows one example of embodiment of this invention. The schematic diagram for demonstrating the shape of the cam surface provided in a mechanical press apparatus. The diagram which shows two examples of the relationship between the magnitude | size of input torque, and the pressing force which a composite-type press apparatus generate | occur | produces. Sectional drawing which shows an example of the toroidal type continuously variable transmission conventionally known.

  An example of an embodiment of the present invention will be described with reference to FIGS. In addition, the feature of this example is that the start of the engine from a stop state is achieved while suppressing the output consumption of the engine that is the driving source by devising the structure of the combined pressing device combining the mechanical pressing device and the hydraulic pressing device This is to realize a structure capable of obtaining an optimum pressing force during running at low speeds and at high speeds. Since the structure and operation of the other parts are the same as those widely known in the art including the structure shown in FIG. 4 described above, overlapping illustrations and explanations are omitted or simplified. The description will focus on the features of the example.

  In order to press the pair of input side disks 2A and 2B toward the integrated output side disk 4A, a loading cam device 8a which is a mechanical pressing device and a hydraulic actuator 9a which is a hydraulic pressing device are combined. A composite pressing device 7a is provided. In this composite pressing device 7a, the loading cam device 8a and the hydraulic actuator 9a are arranged in parallel with each other with respect to the generation direction of the pressing force, and the pressing force generated by the loading cam device 8a and the hydraulic actuator 9a is reduced. According to the sum, both the input side disks 2A and 2B are pressed toward the output side disk 4A. For this purpose, for example, the hydraulic actuator 9a is provided at the center, and the loading cam device 8a is provided at a portion closer to the outer diameter than the hydraulic actuator 9a, as in the conventional structure shown in FIG.

  Of these, the loading cam device 8a is combined with each other concentrically and capable of relative rotation in the same manner as a loading cam device conventionally known as a pressing device for a toroidal-type continuously variable transmission or the like. It has a driving cam plate (see the cam plate 10 described in FIG. 4 above) and a driven cam plate (see the input side disk 2a described in FIG. 4 above). Cam surfaces that are irregularities in the circumferential direction are provided on the mutually facing surfaces of the driving side cam plate and the driven side cam plate. That is, the cam surfaces of these two cam plates are formed by connecting the bottoms of a plurality of locations (usually 3 to 5 locations), each of which is a concave portion in the axial direction, and the top portion, which is also a protruding portion, by an inclined surface. Have a different shape. Each of these inclined surfaces is inclined with respect to a virtual plane α existing in a direction perpendicular to the central axis of both the cam plates. A plurality of rollers 11a (FIG. 2), each of which is a rolling element, are sandwiched between the cam surfaces of both cam plates. The rotation axis (center axis) of each roller 11a is arranged in the radial direction of the two cam plates. The basic structure of such a loading cam device 8a is the same as that of a conventionally known loading cam device.

  In particular, in the case of the structure of this example, the inclination angles of the cam surfaces of the two cam plates are changed halfway. That is, as shown in FIG. 2, the cam leads of the cam surfaces 15 (the driven cam surface 12 and the driven cam surface 13 shown in FIG. 4) of the both cam plates, which are inclined with respect to the virtual plane α, These cam surfaces 15 are small at the portion near the bottom and larger at the portion near the top than the portion near the bottom. As is well known, the pressing force (axial thrust) generated by the loading cam device based on the input torque increases as the cam lead (inclination angle with respect to the virtual plane α) decreases. Further, when the torque transmitted between the two cam plates (torque input to the drive side cam plate) is small, the roller 11a is present near the bottom of the two cam surfaces, and this torque is large. Indeed, it moves to the part near the top part of these both cam surfaces, and the space | interval of the said both cam plates is expanded. The loading cam device 8a incorporated in the structure of the present example employs the above-described configuration, so that when the torque transmitted from the engine 16 that is the drive source is small, the ratio of the pressing force generated according to this torque. When the torque is large, the ratio of the pressing force generated according to the torque is reduced. A structure in which the size of the cam lead is made smaller near the bottom and larger near the top is described in Patent Document 4. However, the structure described in Patent Document 4 merely considers preventing the pressing force from becoming excessive at the time of high torque input, and suppresses the output consumption of the driving source, while stopping from the stop state. It does not suggest the structure of the present invention that realizes a structure capable of obtaining an optimum pressing force at the time of starting, running at a low speed, and even at a high speed.

  On the other hand, pressure oil discharged from a pump 17 driven by the engine 16 is sent to the hydraulic actuator 9a to generate a pressing force in the same direction as the loading cam device 8a. A pressure regulating valve device (not shown) is provided between the pump 17 and the hydraulic actuator 9a so that the hydraulic pressure introduced into the hydraulic actuator 9a can be adjusted. Specifically, a controller (not shown) determines the pressing force required for the composite pressing device 7a as a whole according to the magnitude of the torque passing through the toroidal continuously variable transmission, the gear ratio, and the oil temperature. Find the size (total pressing force). In order to cause the hydraulic actuator 9a to generate a value obtained by subtracting the pressing force generated by the loading cam device 8a from the total pressing force (the amount insufficient for the pressing force generated by the loading cam device 8a). An appropriate hydraulic pressure is introduced into the hydraulic chamber of the actuator 9a. Needless to say, this hydraulic pressure has some allowance to surely prevent the occurrence of excessive slipping.

  The loading cam device 8a and the hydraulic actuator 9a constituting the composite pressing device 7a are respectively configured as described above. For this reason, the ratio of the pressing force generated by the loading cam device 8a out of the total pressing force generated by the composite pressing device 7a as a whole is generated by the engine 16 as shown in FIG. The torque input to the step transmission is high in the low region and low in the same high region. If the cam lead (inclination angle with respect to the virtual plane α) near the bottom of the cam surface 15 shown in FIG. 2 is made sufficiently small, as shown in FIG. In the region, the required pressing force can be ensured only by the loading cam 8a. Such a configuration is suitable as a configuration for an idling stop vehicle. On the other hand, if the cam lead near the bottom is set slightly larger, as shown in FIG. 3B, the pressing force of the hydraulic actuator 9a is used from the low speed range immediately after starting. The pressing force can be adjusted by the hydraulic actuator 9a. Such a configuration is appropriate when it is possible to adjust the pressing force from a low speed range except for an idling stop vehicle.

  According to the structure of the present example configured as described above, the pressing force generated by the composite pressing device 7a can be adjusted between the solid line A and the broken line B in FIGS. That is, the portion between the solid line A and the broken line B (the vertical axis portion thereof) is the pressing force generated by the hydraulic actuator 9a, so that the composite type pressing device can be adjusted by adjusting the vertical axis portion of this portion. The total pressing force generated as a whole can be adjusted. For this reason, the optimum pressing force can be obtained in accordance with the driving situation during high-speed traveling where the optimum pressing force is likely to vary, and transmission efficiency and durability during high-speed traveling can be ensured.

  When the vehicle is traveling at a low speed, the total pressing force is generated only by the loading cam device 8a as shown in FIG. 3A or by the hydraulic actuator 9a as shown in FIG. 3B. Even if the pressing force is generated, the ratio can be suppressed to a small level. For this reason, it is not necessary to drive the hydraulic pressure generating pump 17 during low speed traveling with a low output of the engine 16, or even if it is driven, a small amount of power is required only to generate a low pressure hydraulic pressure. Only. As a result, it is not necessary to consume a large portion of the output of the engine 16 for generating hydraulic pressure during low-speed running, and the efficiency during low-speed running can be improved.

  In the diagram shown in FIG. 3, when the input torque is zero, the pressing force generated by the composite pressing device 7a is also zero. However, since the actual toroidal continuously variable transmission is provided with the preload spring 18 (see FIG. 4), even if the input torque is zero, the disks 2A, 2B, 4A and the power rollers 6 , 6 (see FIG. 4), the surface pressure of the rolling contact portion (traction portion) with the peripheral surface does not become zero. Therefore, power transmission in the toroidal-type continuously variable transmission is smoothly performed without causing excessive slip immediately after the track (start of the vehicle).

  The present invention is not limited to the half toroidal type as shown in the figure, but can be implemented by a full toroidal type toroidal continuously variable transmission. In addition, it is preferable that the cam surface that makes the size of the cam lead smaller at the bottom portion and larger at the top portion is both the driving side and the driven side cam surface, but only one of the cam surfaces has the cam lead. The cam lead on the other cam surface may be constant from the bottom to the top.

DESCRIPTION OF SYMBOLS 1 Input rotating shaft 2a, 2b, 2A, 2B Input side disk 3 Output sleeve 4a, 4b, 4A Output side disk 5 Trunnion 6 Power roller 7, 7a Composite type press device 8, 8a Loading cam device 9, 9a Hydraulic actuator 10 Cam Plate 11, 11a Roller 12 Driven side cam surface 13 Drive side cam surface 14 Drive shaft 15 Cam surface 16 Engine 17 Pump 18 Preload spring

JP 2003-28257 A Japanese Patent Publication No. 6-72652 JP 2004-347071 A JP 2003-42254 A

Claims (3)

An input side disk and an output side disk that are supported concentrically and capable of relative rotation in a state in which the axial side surfaces, which are concave surfaces each having an arcuate cross section, face each other, and the shafts of these disks A plurality of support members arranged so as to be able to swing and displace in the direction of the torsional position with respect to the axial direction of each of these discs in the portion between the axial side surfaces of each of these discs in terms of direction, and each of these support members A plurality of power rollers, each of which has a partially spherical convex curved surface in rolling contact with the axial side surface of each of the disks, and each of the disks facing each other. A toroidal continuously variable transmission having a pressing device that presses the axial side surfaces close to each other.
The pressing device is a combined pressing device that combines a mechanical pressing device and a hydraulic pressing device, and presses each of the disks by the sum of the pressing forces generated by both the pressing devices.
A source of motive power in which the ratio of the pressing force generated by the mechanical pressing device constituting the composite pressing device to the pressing force generated by the hydraulic pressing device passes between the input shaft and the output shaft A toroidal continuously variable transmission characterized in that the generated torque of the drive source portion is low and high compared to the high region.   The mechanical pressing device is provided with a pair of cams formed as concavities and convexities in the circumferential direction on one side surface of the pair of axially opposed members that are provided adjacent to each other in the axial direction and that are relatively displaced in the rotational direction. And a plurality of rolling elements sandwiched between the two cam surfaces, and the cam lead of at least one of the two cam surfaces is a bottom portion of the cam surface. The toroidal-type continuously variable transmission according to claim 1, wherein the toroidal-type continuously variable transmission is smaller at a near portion than at a top portion.   A vehicle that travels by rotating the drive wheels through a toroidal type continuously variable transmission with an engine, equipped with an idling stop function that automatically stops the engine when stopped, equipped with a toroidal type continuously variable transmission A toroidal continuously variable transmission according to claim 1, wherein the toroidal continuously variable transmission is the toroidal continuously variable transmission according to claim 1. Installed vehicle.

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