JP6926379B2 - Continuously variable transmission - Google Patents

Description

The present invention relates to a continuously variable transmission. One aspect of the present invention relates to the control of a starting device and the control of a variator of such a transmission.

In any continuously variable transmission, there are devices that provide stepless changes in gear ratio. Such a device is referred to herein as a "variator". In the transmission of a vehicle, preparations must be made for "launch", that is, for accelerating the vehicle from a stationary launch. In this context, some transmissions rely on the use of "starters" such as clutches. This device serves to disconnect the engine from the driven wheels of the vehicle while the vehicle is stationary. In order to move the vehicle from the start standby state, the transmission is set to low gear, the engine is set to generate appropriate torque, and the starting device is gradually engaged to increase the speed of the driven wheels of the vehicle. However, the management of this process can be complicated.

A well-known alternative approach for continuously variable derailleurs is to apply the output of the variable gear to an epicyclic mixing gear, which physically separates the output of the derailleur from the input of the derailleur. Without having to allow the transmission to achieve what is referred to as "geared neutral", such as providing a virtually infinite speed reduction. In this type of transmission, there is no need for something like a starting device. The start is achieved by simply moving the variable ratio from the "gear neutral" value. However, such transmissions necessarily involve structural complications for certain transmission and control issues.

It is useful to make a distinction between "ratio controlled" and "torque controlled" variables. The ratio controlled variable has some physical mechanism for adjusting its own ratio to achieve a set value. For example, a known "half-toroidal" rolling traction type variable is typically one part that is operatively coupled to a variable roller with a position corresponding to the variable ratio ( A valve having, for example, a valve spool) and another portion (eg, a movable sleeve forming a valve port) that moves to set the variable ratio is utilized. The state of the valve depends on the relative position of these two parts, and the valve controls the pressure applied to the piston / cylinder structure acting on the fluctuating roller. The result is a fluid-mechanical feedback loop, in which the valve constantly compares the variability ratio to the desired value and adjusts the variability ratio to achieve that value. The relevant electronics select the desired variable ratio and send a signal representing it to the transmission.

In a torque controlled variable device, there is no such physical configuration for adjusting the variable variable ratio to a desired value. Instead, the fluctuator receives a control signal that represents the torque to be generated. In known all-toroidal type variators such as those described in the International Application Publication Pamphlet WO 2006/027540 (PCT / GB2005 / 03098), this signal is in the form of hydraulic pressure. In response to this pressure, the fluctuator produces the required torque at its input / output. The actual drive ratio of the fluctuator can change automatically, adjusting for the velocity change resulting from the application of this torque to the associated inertial body.

Therefore, on the engine / input side of the transmission, the torque generated by the fluctuating and the output torque of the engine are summed to determine the net torque acting on the rotational inertia of the engine and related parts, in that way. Determine the acceleration of the engine. On the wheel / output side of the transmission, the torque generated by the variable is summed together with the torque applied externally due to braking, road gradient, etc., and determines the torque used to accelerate the vehicle itself. The resulting velocity changes at both inputs and outputs include changes in the variable variable ratio, and the variable variable automatically adjusts for such changes.

In all known toroidal rolling traction fluctuators of the torque controlled form, the fluctuator helps to generate a "reaction torque" corresponding to the control signal. The reaction force torque is the sum of the torque at the input and output of the fluctuator. Equivalently, this can be defined as the torque that must be applied to the fluctuating body to prevent it from turning.

Variables typically rely on traction between rotating parts to transmit driving force. For example, in the case of a toroidal race rolling traction fluctuator, the rollers frictionally engage the toroidal recessed fluctuator race, through which the driving force is variable in variable ratio from the fluctuator input to its output. Be transmitted. They must be biased towards each other to provide traction between the rollers and the race. The eccentric force used to generate traction within the fluctuator is referred to here as the "traction load". In principle, a fixed traction load can be used. However, this should be set high enough to avoid excessive slip between the rollers and the race under all conditions. As a result, the selected traction load value becomes excessive for most conditions, resulting in reduced energy efficiency and premature wear on the rotating parts.

Therefore, conventionally, the traction load has been changed in synchronization with the applied torque. Especially in torque-controlled variables, the traction load is typically changed in proportion to the traction torque. This has the advantage of providing a constant traction factor. Adjustments to traction loads must sometimes be made very quickly to prevent slipping in the event of a sudden "momentary" event such as emergency braking. In some existing equipment, this is done by using hydraulic equipment to apply the traction load. In particular, the hydraulic pressure applied to control the piston coupled to the fluctuating roller is also guided to the hydraulic actuator used to generate the traction load, and thus the force applied to the fluctuating roller. And the traction load changes synchronously.

In this type of hydraulic device, it is common to provide a hydraulic "end stopper" to limit the movement of the fluctuating roller and prevent the roller from leaving the race. This may help, for example, to close the fluid outlet from the cylinder accommodating one of the pistons described above by the piston when it reaches the end of its intended motion and thus constrain the movement of the piston. This can be done by configuring it to increase the pressure in the cylinder. The increased pressure is also applied to the traction load actuator, which must be done if the change in reaction torque due to the action of the end stopper should be balanced by the corresponding change in traction load. This is necessary when slip should not occur when the stopper acts.

WO2006 / 027540 (PCT / GB2005 / 03098)

The present invention is intended to provide an improved CVT. In particular (but not limited to), the present invention is intended to provide a CVT whose structure and control method are simple.

According to the first aspect of the present invention, a rotation input connectable to a rotation driver, a rotation output connectable to a wheel of a vehicle, and a rotation input and a rotation output to provide a stepless change in drive ratio. It has a fluctuating device coupled between them and a starting device configured to selectively couple / discouple the rotational input and rotational output, and the starting device is configured to provide the required torque capacity. , A continuously variable vehicle transmission such as being arranged is provided. A feature of this transmission is that it has a control configuration that applies the same control signal to the variable to set the required torque and to the starter to set its torque capacity.

The torque capacity of the starting device, which can take the form of a clutch, can be transmitted to the fluctuating and the maximum torque determined by the degree of its engagement in the hydraulically controlled clutch, for example by the applied fluid pressure. Is. Controlling the clutch and variable torque using a single signal not only greatly simplifies the equipment required to control the transmission, but also simplifies the control of the starting process.

According to a second aspect of the present invention, at least one pair of partially toroidally recessed laces that together define a nearly toroidal variable variable cavity and are mounted to rotate on a common variable variable axis. Races) and at least two rollers that move on a partially toroidally recessed race and are located between the races to transmit driving force at a variable variable drive ratio, with the rollers being the roller axis relative to the variable variable axis. It provides a variable that can be tilted to change the tilt of the variable, and is mounted in such a way as to allow a stepless change in the variable drive ratio, and the characteristic of the variable is one of the races. Coups with the connecting shaft via a mechanical traction load structure that helps transfer torque between the connecting shaft and the fluctuating race and gives the race a traction load force that is a function of the transmitted torque. The traction load force presses the fluctuating race to engage the roller, providing the traction required to transmit the driving force, and the fluctuating has a mechanical contact that limits the tilt of the roller. That is.

The combination of a mechanical traction load device (instead of a hydraulic device) and a mechanical end stopper (instead of a hydraulic end stopper) is extremely advantageous. The mechanically generated traction load can vary depending on the required speed. Changes in variable torque resulting from the action of the end stopper pull the end stopper itself, as the traction load occurs in response to the torque acting on the associated variable variable race and does not respond to the force applied to the roller. It automatically brings about the appropriate change in traction load without the need to be operatively coupled to the load device.

According to a third aspect of the present invention, a rotation input connectable to a rotation driver, a rotation output connectable to a wheel of a vehicle, and a rotation input and a rotation output to provide a stepless change in drive ratio. A method of controlling a continuously variable vehicle transmission having a fluctuator coupled between them and a starting device configured to selectively couple / discouple rotational inputs and outputs is provided. The process of controlling the variable to provide the desired reaction torque and the reaction torque of the variable so that the torque applied to the starter by the variable is always smaller than the torque capacity of the starter. It has a step of controlling the torque capacity of the starting device.

Therefore, the integrated control of the reaction force torque and the torque capacity of the starting device is simplified. In addition, this method facilitates a highly advantageous method of managing the start by gradually increasing the reaction force torque of the variable gear and the torque capacity of the starter, and the torque capacity of the starter is at least the slip of the starter. Until no more, the torque applied to the starter by the fluctuator is constantly exceeded, so that until then the transmission is maintained at its minimum ratio by the torque applied to it through the starter.

It is a schematic diagram which shows the continuously variable transmission ("CVT") configured according to this invention. FIG. 2a is a more detailed view of the traction load device used for the CVT as seen along the radial direction, and FIG. 2b is a perspective view of the variable variable race showing the rear surface. It is the schematic which shows the hydraulic pressure control composition of CVT. It is a figure which shows the element with a variable | variable used for CVT seen along the axial direction.

Here, a specific embodiment of the present invention will be described as a mere example with reference to the accompanying drawings. FIG. 1 shows a CVT using a toroidal race rolling traction type variable variable 10. More specifically, this is a bicavity total toroidal fluctuator. The fluctuator has first and second input races 12, 14 with semi-toroidal recessed surfaces 16, 18, respectively. There are first and second output races 20, 22 between the input races, each of which has semi-toroidal recessed surfaces 24, 26, so that the first input and output races 12, A first toroidal cavity 28 is formed between 20 and a second toroidal cavity 30 is formed between the second input and output races 22 and 14. The race has a common axis of rotation defined by a main shaft schematically indicated by reference numeral 32, around which the race rotates.

Each cavity 28, 30 includes a set of rollers 34, 36. Each roller is mounted to rotate around a roller axis, such as reference numeral 38, and moves on the toroidal surface of its associated input and output races to transmit driving force from one to the other. The roller mount (not shown in FIG. 1, but briefly described) can change its inclination as the variable drive ratio changes, i.e., between the roller axis 38 and the main shaft 32. The angle can be changed. The main shaft 32 acts as a rotary input to the fluctuator and, in this particular embodiment, to a rotary driver (directly or intermediately) such as an engine in the form of an internal combustion engine, which is schematically indicated by reference numeral 40. Combined (via (not shown)).

The present invention can be similarly successfully implemented using different types of rotary drivers such as electric motors, external combustion engines and the like. The input races 12 and 14 of the fluctuator are fixed to the main shaft 32 so as to rotate together and are therefore driven by the engine 40. The output races 20 and 22 can rotate with respect to the main shaft 40. In the illustrated embodiment, this is provided by roller bearings 42, 44, through which the output races are mounted on the main shaft 32, respectively. The driving force is transmitted from the input races 12 and 14 to the output races 20 and 22 (or vice versa in the "overrun" state) via the rollers 34 and 36 in a variable drive ratio. The output races 20 and 22 can also be operably coupled to the final driver 46 leading to the wheels of the vehicle, which will be briefly described.

In the illustrated variable device 10, the variable variable races 12, 14, 16 and 18 are engaged so that the traction load engages with the variable variable rollers 34 and 36 with a force proportional to the output torque of the variable device (“traction load”). Provided by a mechanical (non-hydraulic) traction load device 48 that helps to bias. This is done by pressing the two innermost races (output races 20 and 22 in the illustrated embodiment) apart from each other. The traction load is transmitted via rollers 34, 36 to the outermost races, input races 12, 14 in this embodiment, which then apply force to the main shaft 32, thus putting the main shaft in tension. Be taken. By applying the traction load to the main shaft 32 in this way, any need for thrust bearings to withstand the traction load is avoided.

The traction load device 48 uses a simple tilt configuration to transmit the output torque, which is a function of the torque transmitted (particularly in this embodiment, proportional to the torque transmitted). Generates a traction load along the axial direction.

2a and 2b show the structure of the traction load device 48. The output drive gear 50 is fixed to the rear surface of the output race 22. On its surface farther from the output race 22, the output drive gear 50 has a set of sloping recesses as shown by the dashed line 52 in FIG. 2a. On its own rear surface, the output race 20 has a corresponding set of sloping recesses 54 as shown in FIG. 2b. The recesses 52, 54 have a partially circular cross section (when viewed along the circumferential direction in FIG. 1) to accept the rollers 56 formed as spherical balls in this embodiment. When viewed along the radial direction, the indentations 52, 54 appear to have a shallow "V" shape. The separation of the output drive gear 50 and the output race 20 is minimized when the deepest areas of the indentations 52, 54 are aligned as in FIG. 2a, in which case the position of the ball 56 itself is within these areas.

However, consider that the variable output occurs when it is needed to maintain torque. Note that the output race 20 can rotate with respect to the output drive gear 50 due to the bearings 42, 44. When the output torque causes relative rotation of these parts, the deepest areas of the indentations 52, 54 become inconsistent, so the ball 56 rides on the "V" shaped indentation and the output race away from the output drive gear 50. Press 20 to generate the required traction load. This relative rotation ceases when the resulting traction load equilibrates with the transmitted torque. Therefore, the traction load is a function of the output torque as described above. The exact properties of this function depend on the formation of the indentations 52, 54, but in the illustrated embodiment, one is proportional to the other.

The illustrated transmission can provide both forward and reverse gears, i.e., the direction of rotation of the final driver 46 can be reversed. This is achieved by providing two paths for the power taken from the output races 20 and 22. One of these paths, which is omitted in FIG. 1 for clarity, is formed on the output drive gear 50 that drives the chain gear 60 via the drive chain that moves on the teeth 58 and the chain gear 60. It is via one set of teeth 58. The chain gear 60 is operatively coupled to one side of the forward clutch 62 and the other side operatively to the final driver 46. The second path for power extraction is via a second set of teeth 64 formed on the output drive gear 50. These teeth 64 mesh with a gear wheel 66 operatively coupled to one side of the reverse clutch 68, and the other side is operatively coupled to the final driver 46.

Note that the first paths 58, 60, 62 for power retrieval do not provide rotational reversal due to the use of chain drive. The second paths 64, 66, 68 for power retrieval cause a reversal of direction due to the use of a pair of gears. Therefore, the engagement of the forward clutch 62 causes the rotation of the final driver in one direction, and the engagement of the clutch 68 causes the rotation of the final driver in the opposite direction. Note that in this particular embodiment, the forward and reverse clutches 62, 68 are configured in such a way as to prevent them from engaging at the same time. The final driver 46 has a transmission device 70 that finally leads to the wheels of a vehicle (not shown).

As described above, the mounting body for the rollers 34 and 36 is not shown in FIG. One suitable shape of the wearer is shown in FIG. In this figure, one of the fluctuating races 12, 14, 20 or 22 and one of the two rollers 34 or 36 is shown. Its position is affected via a control lever 72, which is pivotally mounted on a pendulum 74 received within a groove 76 of the control lever. The control lever has a lever arm 78 that projects substantially in the radial direction and is integrally formed with the crosspiece 80 so as to form an inverted "T" shape. The ball couplings 82 and 84 at both ends of the crosspiece 80 are coupled to the respective roller bearings 86 and 88 that carry and rotatably mount the respective rollers. Also note that the two ball couplings 82, 84 (not visible in FIG. 4) are not in a common radial plane.

In FIG. 1, the radial plane at the center of the toroidal cavity 30 is indicated by the dotted line 90. The two ball couplings 86, 88 are respectively displaced from this central surface 90 and are present on both sides thereof, so that the line from the center of each ball coupling to the center of each roller 34, 36 is a radial surface. Tilt against. This inclination is called the "caster angle". When the control lever 72 is moved, as is clear from the figure, both rollers move correspondingly either clockwise or counterclockwise around the axis of the main shaft 32. When moved in this way, the rollers are subject to steering effects (in a manner well known to those of skill in the art) due to the variable variable race. As a result, both rollers tilt around the ball coupling and the aforementioned line / axis passing through the center of the roller. The steering effect on the rollers always tends to carry the rollers at an inclination angle such that the axis of the roller intersects the axis of the main shaft 32. Due to the caster angle, the roller can always find the tilt angle that provides this intersection. The result is that the tilt of the rollers and therefore the fluctuating ratio is a function of the position of the control lever 72.

The loads supported by the individual rollers are equal, and in the configuration of FIG. 4, it is important that the movement of the control lever 72 along the substantially radial direction defined by the groove 76 allows for equalization of the roller load.

The actuator 92 is used to apply a controllable eccentric force to the lever arm 78. In this embodiment, the actuator 92 is a double acting hydraulic device. That is, the actuator receives two opposite hydraulic pressures, and the force applied to them is determined by the difference between these two pressures, which can be left or right in FIG. Also note that a single actuator in this embodiment controls the respective levers 72 of both variable variable cavities 28,30. Although the second control lever is not shown in FIG. 4, it should be understood that the bar 94 leads from one control lever 72 to the other and the piston 96 of the actuator 92 is pivotally coupled to the midpoint of this bar. .. Therefore, the position of the piston 96 corresponds to the position of the midpoint of the bar, but the relative positions of the two control levers can change slightly if the roller load between the two cavities needs to be equalized. ..

Here, with reference to FIG. 3, a hydraulic device used for controlling the CVT will be described. In this figure, the box 98 schematically shows a configuration for providing a hydraulic fluid at an adjustable pressure. Suitable means for achieving this are known to those of skill in the art. This pressure is guided to the crossover valve 100 of the fluctuator, through which pressure can be applied to either side of the piston 96 to press the control lever 72 in one or opposite direction. In FIG. 3, the discharge flow from the low pressure side of the piston is shown as leading to the sump 102, but in practice, in order to avoid completely emptying the associated chamber, the discharge flow is instead a low pressure source. Can lead to. The actuator 92 applies force to both control levers 72, the magnitude of which is determined by the pressure supply source 98, the direction of which is controlled by the crossover valve 100 of the fluctuator. By adjusting this force, control is performed over the reaction torque of the fluctuator.

The pressure from the source 98 is also directed to the clutch selection valve 104. This valve selectively applies the above-mentioned hydraulic pressure to either the forward clutch 62 or the reverse clutch 68. The pressure of the inactive clutch is discharged to the sump 102 through the same valve. Therefore, the clutch selection valve 104 determines whether the transmission operates forward or backward, and the pressure source 98 determines the force that engages the operating clutch, and therefore its torque capacity. The isolation valve 105 between the pressure supply source 98 and the clutch selection valve 104 helps to selectively disconnect these parts when the vehicle is in the neutral state.

As mentioned above, some means are usually provided to limit the minimum and maximum variable ratios. Without such means, there is a risk that the rollers 34, 36 will tilt by the time they leave the fluctuating races 12, 14, 20, 22 and can have catastrophic consequences. As mentioned above, such "end stoppers" are typically hydraulically implemented in the prior art. However, in the illustrated embodiment of the present invention, a simple mechanical stopper is placed in the motion path of the roller. In particular, these stoppers limit the movement of a single actuator used to control all rollers. In principle, the stopper can take any number of different shapes, but FIG. 3 shows buffers 106, 108 in the actuator 92 that simply contact the piston 96 when it reaches the end of its motion. Shown as.

The area of the piston 96 and the area of the piston in the forward and reverse clutches 62, 68 (the latter piston is not visible in the figure, but suitable clutch structures are well known to those skilled in the art) are the torques of the actuating clutches 62, 68. Selected to ensure that the capacitance exceeds the output torque of the fluctuating, of course, both receive the same hydraulic pressure from the source 98. Therefore, consider what happens during the start of the vehicle. Before starting, the pressure on the clutch selection valve 104 is released by the isolation valve 105. Neither clutch engages, thus the vehicle wheels are disengaged from the variable.

To initiate a start, the clutch selection valve 104 is set to provide either forward or reverse, the pressure source 98 is set to a suitable low value, and then the condition of the isolation valve 105 is associated with this pressure. It is changed to apply to the clutch. Since the torque capacity of the clutch always exceeds the output torque of the fluctuator, the fluctuator is first forced to adopt its minimum ratio as determined by the end stopper buffer 106. This occurs in any condition of the variable variable crossover valve 100, but in fact to avoid any "metallic noise" caused by the clutch torque driving the variable variable to the end of its ratio range, the crossover valve 100 Is also initially set to press to its minimum ratio.

The engagement of the actuating clutch applies torque to the driven wheels and thus the vehicle begins to accelerate. At some point during start-up, the state of the variable variable crossover valve 100 changes, so the applied hydraulic pressure tends to push the piston 96 away from its buffer 106 to increase the variable variable ratio. Have. As long as this change occurs while the actuating clutch is slipping, the timing of this change is not important. The reason is that during this time the fluctuator is kept at its minimum ratio by the torque generated by the actuating clutch 62 or 68 under any circumstances. As the vehicle accelerates, the pressure from the source 98 gradually increases, and at some point the slip of the actuating clutch stops. The continuous increase in hydraulic pressure can then move the piston 96 away from its end buffer 106 so that the variable ratio can be increased as the vehicle accelerates.

No slippage of the actuating clutch can be expected during continued acceleration and braking. The reason is that the load applied to the clutch by the fluctuator is smaller than its torque capacity. The effect is to provide a transmission that can control the management of the start in a particularly simple way and that exhibits a significant simplification over known CVTs for its hydraulic equipment.

Modern vehicles typically use electronics to implement integrated measures for transmission and engine control. Here, the CVT under consideration is controlled in this way. The two most basic quantities to be controlled in this example are the reaction torque of the fluctuator (set by the pressure source 98) and the engine output torque set by the torque demands supplied to the engine controller.

The embodiments described above are presented purely as examples, and it will be clear to the experienced reader that the present invention can be practiced in many different ways in practice. For example, the illustrated embodiment utilizes a mechanical abutment to limit the ratio of the roller movement and therefore the variable. However, in the art, instead, an outlet port from the actuator 92 is formed on the side of its cylinder, which causes excessive movement of the piston in either direction to close the outlet port and function as an end stopper. It is known to use a hydraulic configuration that provides. The same form of configuration can be used in the practice of the present invention. Also, although the illustrated embodiment uses a mechanical ball and tilt configuration to provide a traction load, this function can also be performed in other embodiments of hydraulic equipment. For example, it is well known that the same pressure is applied to both the actuator 92 and the hydraulic piston / cylinder structure acting on one side of the fluctuating race to provide end load, and the same is the practice of the present invention. It can be done in the form of.

Claims (16)

A rotation input that can be connected to a rotation driver, a rotation output that can be connected to the wheels of a vehicle, and a variable that is coupled between the rotation input and the rotation output to provide a stepless change in drive ratio. A continuously variable vehicle transmission having a starting device configured to selectively combine / disengage the rotation input and the rotation output, and a control configuration for controlling the operation of the transmission.
The variable is
At least one pair of races (input races and output races) mounted to rotate on a common variable axis, and
With at least two rollers arranged between the at least one pair of races that move on the surface of the at least one pair of races and transmit the driving force between the at least one pair of races in a variable drive ratio. Prepare,
The fluctuator further comprises a mechanical abutment that limits the tilt of the at least two rollers, the abutment located within the chamber of at least one hydraulic actuator of the fluctuator, said at least. At least two buffers abutting the pistons are provided to limit the movement of the pistons of one hydraulic actuator and limit the tilt of the at least two rollers.
The output race of the variable is coupled to a connecting shaft via a mechanical traction load structure.
The mechanical traction load structure transmits torque between the connecting shaft and the output race of the variable variable, and transfers a traction load force that is a function of the torque acting on the output race to the output race. Acts to give to
The traction load force presses the at least one pair of races of the variable device so as to engage the at least two rollers to provide the traction required for the transmission of the driving force.
The starting device can be operably coupled to the final driver
During operation of the transmission, the control configuration provides the desired reaction torque and the torque applied to the starting device by the variable is always smaller than the torque capacity of the starting device. The torque capacity of the starting device is controlled in synchronization with the reaction force torque of the variable gear.
During operation of the transmission, the control configuration continuously inputs the same hydraulic pressure to the variable to set the desired reaction torque and to the starting device to set the torque capacity. Variable transmission. The continuously variable transmission according to claim 1.
The at least two rollers can be tilted so as to change the inclination of the axes of the at least two rollers with respect to the variable variable axis, thereby allowing a stepless change in the variable drive ratio. Variable transmission. The continuously variable transmission according to claim 1 or 2.
The traction load structure comprises first and second portions mounted to rotate around a common axis.
The first and second parts are continuously variable transmissions shaped such that one rotation with respect to the other causes an axial displacement of one with respect to the other. The continuously variable transmission according to any one of claims 1 to 3.
The starting device is a continuously variable transmission including a clutch or a brake. The continuously variable transmission according to any one of claims 1 to 4.
The traction load force is a continuously variable transmission that is proportional to the transmitted torque. The continuously variable transmission according to claim 3 or claim 4 or claim 5, which includes at least claim 3 as a citation source.
The first portion of the traction load structure rides on the cam surface and abuts on the second portion with at least one cam surface that extends circumferentially and inclines relative to a radial surface. A continuously variable transmission with at least one follower. The continuously variable transmission according to any one of claims 1 to 6.
A continuously variable transmission in which hydraulic pressure is applied to the at least one hydraulic actuator of the variable variable to determine the force applied to the movable torque transmission portion of the variable variable. The continuously variable transmission according to claim 7.
The at least one hydraulic actuator is coupled to the at least two rollers so as to exert a force on the at least two rollers.
A continuously variable transmission in which the hydraulic pressure is applied to the hydraulic actuator to determine the force exerted on the at least two rollers. The continuously variable transmission according to any one of claims 1 to 8.
The variable transmission is a continuously variable transmission including a second input race and a second output race mounted so as to rotate around the common variable variable axis. The continuously variable transmission according to claim 9.
The variable is provided with a main shaft.
The traction load force is a continuously variable transmission applied to the main shaft. The continuously variable transmission according to claim 9 or 10.
The mechanical traction load structure is a continuously variable transmission that presses the innermost pair of races apart from each other. The continuously variable transmission according to any one of claims 1 to 11.
The output of the variable gear is a continuously variable transmission coupled to the mechanical traction load structure. The continuously variable transmission according to any one of claims 1 to 12.
The at least one pair of races of the variable gear is a continuously variable shift that is partially toroidally recessed and mounted to rotate on the common variable variable axis to form a nearly toroidal variable variable cavity together. Machine. The continuously variable transmission according to any one of claims 1 to 13.
A continuously variable transmission that limits the movement of the piston by projecting the at least two buffers at both ends of the room of the hydraulic actuator in the direction of the movement of the piston. The method for controlling a continuously variable vehicle transmission according to any one of claims 1 to 14.
A step of controlling the variable to provide the desired reaction torque, and
The torque capacity of the starting device is controlled in synchronization with the reaction force torque of the variable device so that the torque applied to the starting device by the variable device is always smaller than the torque capacity of the starting device. How to prepare for the process. The method according to claim 15.
The step of managing the vehicle start by gradually increasing the reaction force torque of the variable device and the torque capacity of the starting device is provided.
The torque capacity of the starting device always exceeds the torque applied by the variable until at least the slip of the starting device is eliminated, whereby the transmission is applied via the starting device up to that point. A method of maintaining that minimum ratio by the torque produced.

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