JPH01169167A - Control device for toroidal type continuously variable transmission - Google Patents

Abstract

PURPOSE:To obtain an effective engine brake effect by permitting an operating mechanism to generate a fluid pressure, suited for a power roller to be actuated in required speed change ratio, in a fluid pressure circuit by a pressure regulating means even when back torque is applied. CONSTITUTION:When drive torque is transmitted to an output disk 10 from an input disk 9, an operating mechanism 17 generates a fluid pressure, suited for a power roller 11 to be actuated in a required value of speed change ratio of a transmission 1, in a fluid pressure circuit by a pressure regulating means. While even when back torque is applied to a power side from a load side, the operating mechanism 17 generates a fluid pressure, suited for the power roller 11 to be actuated in required speed change ratio, in the fluid pressure circuit. Thus obtaining adequate speed change ratio, an effective engine brake effect can be obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a device for controlling a toroidal continuously variable transmission used in a torpedo vehicle or the like.

(Prior Art) As is well known, a toroidal type continuously variable transmission has an input disk connected to a power source, an output disk connected to a load side, and an input disk provided between the input disk and the output disk. The power roller is generally controlled by a hydraulic actuation mechanism. When driving torque is transmitted from the power source to the load side via the toroidal continuously variable transmission, that is, l
(When driving a vehicle, etc., in order to increase the torque supplied to the load, in other words, to make the vehicle start smoothly, the transmission increases the gear ratio by applying the required fluid pressure to the operating mechanism. In addition, the transmission can freely set the gear ratio by changing the fluid pressure applied to the operating mechanism.For this reason, the fluid pressure (hydraulic pressure) that controls the operating mechanism of the transmission can be set freely. ) The pressure regulating valve in the circuit is adapted to adjust the fluid pressure in the fluid pressure circuit according to the fluid pressure applied to the operating mechanism against the torque generated on the input disk when driving the +1 vehicle etc. ( Patent application IV (61-
(See Japanese Patent Publication No. 269025), and when driven, fluid pressure is applied to the actuating mechanism against the back torque generated in the output disk.

Therefore, the required fluid pressure in the hydraulic circuit of the transmission varies depending on the transmission ratio and depending on the driving or driven torque.

(Problem to be Solved by the Invention) However, when the throttle is tightened during the running state of a vehicle, that is, it is brought into a driven state, the fluid pressure in the fluid pressure circuit of the transmission decreases due to the pressure aI regulating valve. However, in this case, back torque is applied to the transmission from the load side, and due to the characteristics of toroidal continuously variable transmissions, back torque that exceeds the required fluid pressure in the fluid pressure circuit of the transmission from the load side When torque is applied, the power roller tilts toward the speed increasing side due to the torque from the output disk, causing a problem in that effective engine braking cannot be obtained.

In addition, when exiting a vehicle, it is necessary to drive while suppressing the rotation of the drive wheels, but in order to do so, it is effective to return the transmission from the speed increasing side to the decelerating side as described above. Since sufficient engine braking cannot be obtained, a separate braking device must be used when descending a steep slope, which poses a problem in that the load on the braking device increases.

The present invention has been made in view of the above circumstances, and its purpose is not only when transmitting driving torque from the power source to the load side, but also when back torque is applied from the load side to the power source. An object of the present invention is to provide a control device for a toroidal continuously variable transmission that can obtain a desired gear ratio and generate effective engine braking in a vehicle or the like.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides an input disk connected to a power source, an output disk connected to a load side, and an input disk provided between the input disk and the output disk. In a toroidal continuously variable transmission equipped with a power roller, i
an actuation mechanism that operates the n power roller to both the speed increasing side and the decelerating side of the gear ratio of the transmission using fluid pressure;
Fluid pressure applied to the mechanism when the power roller is operated to the increasing side of the gear ratio of the transmission by the operating mechanism, and fluid pressure applied to the mechanism when the power roller is operated to the reducing side of the gear ratio of the transmission. A control device for a toroidal continuously variable transmission includes a pressure adjusting means for adjusting fluid pressure in a fluid pressure circuit that controls the operating mechanism in accordance with both fluid pressures applied to the mechanism. do.

(Function) Therefore, when driving torque is transmitted from the power source to the load side, the pressure adjusting means adjusts the fluid pressure suitable for the first operating mechanism to operate the power roller to the required value of the gear ratio of the transmission. The fluid pressure generated in the fluid pressure circuit and suitable for the actuating mechanism to operate the power roller to the required value of the gear ratio of the transmission even when back torque is applied from the load side to the power source is the pressure. It is generated in the hydraulic circuit by the regulating means. Therefore, in both cases, when driving torque is transmitted from the power source to the load side and when back torque is applied from the load side to the power source, an appropriate gear ratio can be obtained and an effective engine braking effect can be achieved. It will be done.

(Example) Embodiments of the present invention will be described below based on the accompanying drawings.

Fig. 1 is a sectional view of a toroidal continuously variable transmission equipped with a control device according to the present invention, and Fig. 2 is a sectional view taken along the line ■-■ in Fig. 1. Traction story!
It is a toroidal continuously variable transmission with an lIm structure, and the first
As shown in the figure, an input shaft 2 of the transmission 1 is rotatably supported at both ends by a casing 5 via a ball bearing 3 and a needle bearing 4. The left end of the input shaft 2 in FIG. 1 is connected via a centrifugal clutch to the crankshaft of an internal combustion engine that is a power source (both not shown), and the right end of the input shaft 2 in the diagram is connected to a cam plate. 7 is fitted so that it can rotate integrally. The power transmitted from the power source to the input shaft 2 is transmitted from the cam plate 7 to the input disk 9 via the rollers 8. Further, the input disk 9 is rotatably fitted to the input shaft 2 via a needle bearing 13, and an output disk 1O is arranged opposite to the input disk 9, and the output disk 1O is connected to the input shaft 2. They are rotatably fitted via a needle bearing 14.

Rotational curved surfaces 9a and 10a facing each other are formed on the input disk 9 and the output disk 10, respectively.
A pair of power rollers 1 are provided between these curved surfaces 9a and 10a.
1 and 11 are arranged. The power from the input disk 9 is then transmitted to the output disk IO via this power roller 11.11. The power rollers 11 , 11 are each rotatably supported by a pivot shaft 12 . installed.

And the power roller 11.11 is the pivot shaft 1
As a result, the rotation ratio of the input disk 9 and the output disk 10 is controlled to a required value, and a desired speed ratio can be obtained.

On the other hand, the boss of the output disk 10 is fitted onto one end of the shaft of an output gear 15, and the other end of the shaft of the output gear 15 is rotatably supported by the casing 5 via a ball bearing 18. There is. The output gear 15 is connected to a connecting gear 16 connected to the drive wheel side of the motorcycle, that is, the load side.
is engaged with.

Next, a hydraulic (fluid pressure) circuit for controlling the operating mechanism 17 of the power roller 11 in the toroidal type continuously variable transmission AL described above will be explained with reference to FIG.

In FIG. 3, an operating mechanism 17 provided in the casing 5 operates the power rollers 11 and 11 shown in FIG. It has become. That is, power roller 1
Support members 17a and 17a supported by 1 and 11, respectively.
" is displaced in the direction opposite to the rotational direction of the input disk 9 by the hydraulic pressure supplied to the hydraulic chambers 17b, 17b. Then, by setting the hydraulic pressure in the hydraulic chambers 17b, 17b to the required pressure. , when transmitting the driving torque from the input disk 9 to the output disk lO, the power roller ti,
The force acting on it due to the torque generated on the input disk 9 and the hydraulic chamber 17b.

The power rollers 11, 1 are moved at a position where the pressure of the support members 17a, 17a'' is balanced by the hydraulic pressure in the hydraulic pressure inside the power rollers 17b.
1 or stand still. That is, as shown in FIG. 4, half of the torque T generated on the input disk 9 acts on each contact point between the power rollers 11, 11 and the input disk 9, and each of these contact points is affected by the torque T generated in the input disk 9 in the rotational direction. A force Ti/2r+ is generated. Here, r is the distance between the rotation center of the input disk 9 and each of the contact points. And this force T, /2r,
acts on each contact point between the power rollers 11, 11 and the input disk 9 using each contact point between the power rollers 11, 11 and the output disk 10 as a fulcrum, so that the power rollers 11, 11
The force received by the center of rotation of the support members 17a, 17a'
The forces exerted on the two sides become T and /r, respectively. In this way, the support members 17a, 17a= are subjected to a force T, /r by the single-handed disc 9, and the hydraulic chamber 17b has a cross-sectional area of SII.

Support member 17a due to hydraulic pressure P, l in 17b.

The support members 17a, 17a'' continue to be displaced until the force P o
The power rollers 11, 11 are tilted to a predetermined angle by their own tilting action, and the speed change operation is completed.

Further, the support members 17a and 17a' include a hydraulic chamber 17c,
The hydraulic pressure supplied to the output disk 17c causes the output disk 10 to be displaced in a direction opposite to the rotational direction of the output disk 10. and,
By setting the hydraulic pressure in the hydraulic chambers 17c, 17c to the required pressure, when the back torque is transmitted from the output disk 10 to the input disk 9, the power rollers 11, 11 reduce the force acting on the output disk 10 due to the torque generated. and hydraulic chamber 1
Support member 17a by hydraulic pressure in 7c, 17c.

The power rollers 11, 11 come to rest at a position where the force with which the output disk 17a'' is pressed is balanced. That is, as shown in FIG. 5, the torque T0 generated on the output disk lO is Half of the force acts on each contact point with the output disk IO, and a force T, /2r0 in the rotational direction of the output disk IO is generated at each of these contact points.Here, re is the force between the rotation center of the output disk IO and each of the contact points. is the distance.

And this force To/2ro is the power roller 11°11
The power is 1ff using each contact point between the input disk 9 and the input disk 9 as a fulcrum.
-511,l The force that is applied to the rotation center of the power rollers 11, 11, that is, the support member 17a, because it acts on each contact point between l and the output disk lO.

17a" are respectively T0/". In this way, the output disk lO causes the supporting members 17a,
17a” force T o / r o and cross-sectional area St,
The support member 1 is moved by the hydraulic pressure PL in the hydraulic chambers 17c, 17c
The support members 17a, 17a'' continue to be displaced until the forces PL, By the tilting action, the gear is tilted to a predetermined angle, and the shift action is completed.

Thus, the hydraulic chamber 17b of the operating mechanism 17.

The hydraulic pH and PL in 17b, 17c, and 17c are controlled by a control valve 25. That is, as shown in FIG. 3, the control valve 25 includes a sleeve 25a that is fluid-tightly fitted to a cylindrical inner circumferential surface formed at a predetermined location of the housing of the transmission l so as to be slidable in the axial direction.

A spool 25d is fitted to the inner peripheral surface of the sleeve 25a in a liquid-tight manner and slidable in the axial direction, and a coil spring 25e is interposed between the sleeve 25a and the spool 25d.
Between the hole drilled at a predetermined location on the peripheral wall of the sleeve 25a and the annular groove formed at a predetermined location on the outer peripheral surface of the spool 25d, the sleeve 25a or the spool 25
Gaps 25b and 25c are formed whose opening areas can be changed according to the amount of movement in either axial direction. The sleeve 25a is connected to a step motor (not shown), and when the step motor moves the sleeve 25a from the right to the left in the third Ug, the gear ratio changes from the deceleration side to the speed increase side. . On the other hand, the spool 25d is connected to the support member 17a via a link mechanism and a cam (not shown), and the support member 17a is tilted as described above by the torque T or To generated in the input disk 9 or the output disk IO. Then, the spool 25d is moved via the cam and link mechanism. That is, when the support member 17a is moved upward in FIG. 3, that is, toward the speed reduction side of the gear ratio, the spool 25d is moved to the right in the figure against the biasing force of the coil spring 25e. Furthermore, when the support member 17a is moved downward in FIG. 3, that is, toward the speed increasing side of the gear ratio, the spool 25d is moved to the left in the figure by the biasing force of the coil spring 25e. The movement of the sleeve 25a by the step motor or the torque T, , T generated in the input/output disk 9.10
The opening area of one gap 25b or 25c is controlled by the movement of the spool 25d at zero and the resulting self-tilting, and the opening area of one gap 25b or 25c is controlled depending on the opening area of the spool 25d. Hydraulic chamber 17b, 17b or 1
The oil pressure P, l or PL supplied to 7c, 17c is controlled.

On the other hand, pressure oil is supplied to the control valve 25 via the oil passage a in the following manner. That is, the oil in the oil sump 20 is passed through a filter 22. The oil is supplied to the regulator valve 24 through an oil passage d provided with a relief valve 23. The regulator valve 2
Reference numeral 4 adjusts the oil pressure in the oil passage a connected to the control valve 25, and includes a valve body 24a that controls the communication state of the oil passage a and the oil passage d, and a valve body 24a that controls the communication state of the oil passage a and the oil passage d. d
Coil springs 24b and 24c bias in the direction of communication interruption (leftward in FIG. 3), and both coil springs 2
The spool 24d is interposed between 4b and 24c. Then, the valve body 24a and the spool 2
4d are both fluid-tightly fitted into a cylindrical inner circumferential surface formed at a predetermined location of the housing of the transmission Jllll so as to be slidable in the axial direction. Further, a first hydraulic chamber 24e is defined between the valve body 24a and the spool 24d.
The hydraulic chamber 24e communicates with the oil passage b' via holes 24g formed in one side wall of the spool 24d. The oil passage b' is connected to the control valve 25, and a hydraulic pressure Pl corresponding to the oil pressure supplied to the double oil passage is supplied to the oil passage b'. , on the right side of the spool 24d in FIG.
A hydraulic chamber 24f is defined, and the second hydraulic chamber 24f is defined.
f communicates with oil passage C'. The oil passage C' is connected to the control valve 25, and a hydraulic pressure Pt corresponding to the oil pressure supplied to the oil passage C is supplied to the oil passage C'.

In addition, the regulator valve 24 and the control valve 2
The return oil from the casing 5 is cooled by the oil cooler 26, and is supplied to each part of the transmission as lubricating oil for each part through the oil passage e formed in the casing 5. After lubrication, the oil returns to the oil sump 20.
It is set to be returned to .

Next, the operation of the toroidal continuously variable transmission l described above will be explained.

When the motorcycle is started by operating the throttle grip of the motorcycle and accelerated to a certain speed, the step motor moves the sleeve 25a of the control valve to the speed increasing side, as shown in FIG. Then, the gap 25 between the sleeve 25a and the spool 25d
B is opened with an opening area corresponding to the amount of movement of the sleeve 25a, and oil pressure is supplied from oil passage a to oil passages S and b'. As a result, the hydraulic pressure in the hydraulic chambers 17b, 17b increases, and the support members 17a, 17a'' are moved from the deceleration side to the speed increase side as shown in the figure. Thereafter, the spool 25d is also moved to the coil spring 25e by the operation of the cam and link mechanism. 3, the gap 25b is closed to some extent, and the transmission l is moved to the speed increasing position. The opening pressure of the valve body 24a is determined by the hydraulic pressure Pu supplied to the hydraulic chamber 24e through the oil passage b' and the biasing force of the coil spring 24b.This causes the transmission 1 to shift to the speed increasing side. At the same time, sufficient hydraulic pressure is supplied to the hydraulic chambers 17b, 17b of the first operating mechanism 17.

As shown in FIG. 5, when the sleeve 25a of the control valve is moved to the deceleration side by the step motor, the gap 25 between the sleeve 25a and the spool 25d is
C is opened with an opening area corresponding to the amount of movement fAJ of the sleeve 25a, and oil pressure is supplied from oil path a to oil paths C and C'. As a result, the oil pressure in the hydraulic chambers 17c, 17c increases, and the support members 17a, 17a' are moved from the illustrated speed increase side to the deceleration side. On the other hand, in the regulator valve 24, the opening pressure of the valve body 24a is determined by the hydraulic pressure PL supplied to the hydraulic chamber 24f via the oil passage C' and the biasing force of the coil spring 24c. At this time, since the gap 25b of the control valve 25 is closed, hydraulic pressure is not supplied to the oil passage b', and the pressure in the hydraulic chamber 24e of the regulator valve 24 is low. Therefore, conventionally, only the oil passage b' is provided for supplying back pressure to the valve body 24a, and when the speed change fil is shifted to the deceleration side, the opening pressure of the valve body 24a decreases.
Either sufficient hydraulic pressure was not supplied to the hydraulic chambers 17c and 17c of the actuating mechanism 17, or the present invention provided oil passages b' and C' for supplying back pressure to the valve body 24a, resulting in deceleration of the transmission l. Even when shifting to the side, the opening pressure of the valve body 24a does not decrease 1
Sufficient oil pressure is now supplied to the hydraulic chambers 17c, 17c of the actuating mechanism 17. As a result, the support members 17a, 17a'' of the actuating mechanism 17 are moved to an appropriate position on the deceleration side,
The power roller 11.11 is tilted to an appropriate angle on the deceleration side to obtain effective engine braking. And the support member 17a.

17a" moves to the deceleration side, the spool 25 of the control valve 25 is moved by the operation of the cam and link mechanism.
d also moves to the deceleration side, thereby closing the gap 25c between the sleeve 25a and the spool 25d, and the transmission l is brought to a low speed position.

(Effect of the invention) According to the present invention, as is clear from the above description.

A toroidal continuously variable transmission comprising an input disk connected to a power source, an output disk connected to a load side, and a power roller provided between the input disk and the output disk, wherein the power roller is An operation Sat mechanism that operates both the speed increase side and the deceleration side of the gear ratio of the transmission by fluid pressure, and the operation! A fluid pressure applied to the power roller when the power roller is operated by the l1 mechanism to increase the speed ratio of the transmission, and a fluid pressure applied to the mechanism when the power roller is operated to the deceleration side of the speed ratio of the transmission. The fluid pressure in the fluid pressure circuit that controls the mechanism in response to both the fluid pressure applied to mg! Since the control device for the toroidal continuously variable transmission is configured to include a pressure adjustment means to Also, it is possible to obtain a desired gear ratio and to generate effective engine braking in a vehicle or the like.

[Brief explanation of the drawing]

Fig. 1 is a sectional view of a toroidal continuously variable transmission equipped with a control device according to the present invention, Fig. 2 is a sectional view taken along the line ■-■ in Fig. 1, and Figs. FIG. 3 is a hydraulic circuit diagram of a gear transmission. 1--Toroidal continuously variable transmission, 9--Input disk, 10--Output disk, 11--Power roller. 12-... Pivot shaft, 17-... Operating mechanism. 17a...-Support member, 17b, 17cm hydraulic chamber. 24--Regulator valve (pressure adjustment means). 24 a---valve body, 24b, 24cm coil spring, 24 d---spool, 24e, 24f-hydraulic chamber, 25----control valve.

Claims (1)

[Claims] A toroidal continuously variable transmission comprising an input disk connected to a power source, an output disk connected to a load side, and a power roller provided between the input disk and the output disk, wherein the power roller is an actuating mechanism that operates both the speed increasing side and decelerating side of the speed change ratio of the transmission by fluid pressure; and the mechanism when the power roller is actuated to the speed increasing side of the speed change ratio of the transmission by the actuation mechanism. and fluid pressure in a fluid pressure circuit that controls the actuating mechanism in response to both the fluid pressure applied to the mechanism when the power roller is actuated to the reduction side of the transmission ratio. 1. A control device for a toroidal continuously variable transmission, characterized in that the control device includes a pressure adjusting means for adjusting pressure.