JPH01169169A - Toroidal type continuously variable transmission - Google Patents

Abstract

PURPOSE:To promote the improvement of fuel consumption substantially decreasing a power loss in a torodial type continuously variable transmission by providing the toroidal type continuously variable transmission and a planet gear mechanism, consisting of two sets of planetary gears, to be arranged between input and output shafts. CONSTITUTION:The first power transmitting mechanism 22A is actuated, and by fixing a ring gear 28 of the first planetary gears 21A by a clutch 35, a toroidal type continuously variable transmission 10 transmits rotary driving power of its output disk 16 to an output shaft 34 so that it reversely rotates to an input shaft 12, obtaining the first mode in an advance condition. In this mode, placing the transmission 10 in a maximum accelerating position and the first power transmitting mechanism 22A in an inoperative condition, the second power transmitting mechanism 22B is actuated, when a ring gear 33 of the second planetary gears 21B is fixed by a clutch 42, the second mode in an inverse power generating advance condition, transmitting rotary driving power of the input shaft 12 not through the transmission 10 but directly to the output shaft 34 while returning one part of the power to the input shaft 12, is obtained. In this way, power loss can be decreased.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a toroidal continuously variable transmission device that can obtain a large gear ratio and high transmission efficiency.

[Conventional technology]

A conventional toroidal continuously variable transmission is described in U.S. Pat. No. 4,628,766.

As shown in FIG. 9, this conventional example has an input shaft 100 to which rotational force from an external engine or the like is transmitted.
Two input disk lots are fixed at a predetermined interval and facing each other so as to be able to be pressurized in the axial direction, and an output disk 102 is rotatably disposed between these input disks 101, and each input disk lot and output disk A plurality of power rollers 103 are rotatably connected between the rollers 102 so as to be freely tiltable.

An outer cylinder 104 rotatably fitted around the input shaft 100 is connected to the output disk 102, and a first
A sun gear 106 of a planetary gear set 105 is fixed. Planetary carrier 107 of first planetary gear set 105
A brake 10B is interposed between the fixed part (housing) and the fixed part (housing).

A sun gear 111 of a double pinion type second planetary gear set 110 is fixed to the input shaft 100, and a clutch 113 is interposed between the planetary carrier 112 of the second planetary gear fmllO and the outer cylinder 104. . Also,
The ring gear 109 of the first planetary gear set 105 and the ring gear 114 of the second planetary gear set 110 are integrally connected.

The planetary carrier 112 of the second planetary gear set 110 is connected to a rotating shaft 117 to which a gear 116 is fixed, and the gear 116 is connected to an output shaft 119 via a gear 118 that meshes with the rotating shaft 117.

Thus, the brake 108 is activated and the clutch 11 is activated.
3 is in a non-engaged state, at the maximum speed increase position of the transmission mechanism where the output disk 102 rotates fastest in the opposite direction to the input shaft 100, the output disk 102 is integrally connected to the ring gear 109 of the first planetary gear set 105. The ring gear 114 of the connected second planetary gear set 110 rotates at a faster circumferential speed than the sun gear 111 of the second planetary gear set 110 connected to the input shaft 100, and the planetary gear of the second planetary gear set 110 The carrier 112 and the rotating shaft 117 rotate in the same direction as the input shaft 100 at a slower angular velocity than the input shaft 1°O. Therefore, the output shaft 119 connected to the rotary shaft 117 via the gears 116 and 118 is in a retracted position where it rotates at a low speed in the opposite direction to the input shaft 100.

When the continuously variable transmission mechanism is shifted to the deceleration side from this state and the angular velocity of the output disk 102 decreases, the first
and ring gear 1 of second planetary gear set 105 and 110
The angular velocity of 09 and 114 also decreases, and the second planetary gear set 1
When the circumferential speed of the internal teeth of the ring gear 114 and the circumferential speed of the external teeth of the sun gear 111 at 10 match, the rotation of the planetary carrier 112 stops, and the rotating shaft 117 and the output shaft 119
rotation also stops.

When the continuously variable transmission mechanism is further shifted to the deceleration side from the rotation stop state of the output shaft 119 and the circumferential speed of the ring gear 114 in the second planetary gear set 110 becomes slower than the circumferential speed of the sun gear 111, the planetary carrier 112 moves to the input shaft. 100
The output shaft 119 starts rotating in the opposite direction.
rotates in the same direction as the input shaft 100 and enters the first mode of forward movement.

Then, when the continuously variable transmission mechanism reaches the maximum deceleration position, the brake 108 is released and the clutch 113 is engaged to switch to the second forward mode in a synchronous manner. It is transmitted to the rotating shaft 117 via the cylinder 104, the clutch 113, and the planetary carrier 112, and the rotating shaft 117 rotates in the opposite direction to the human-powered shaft 100 at a slower speed than the input shaft 100, and the output shaft 119 rotates as the input shaft. The rotating shaft 117 rotates in the same direction as the input shaft 100 and continues to move forward.
Since the rotating shaft 117 is directly driven by the output disk 102, the speed ratio is the same as the speed ratio of the continuously variable transmission mechanism.

[Problem that the invention seeks to solve]

However, in the conventional toroidal continuously variable transmission, in the first aspect, the power transmitted from the input shaft 100 to the rotating shaft 117 via the continuously variable transmission mechanism and one of the planetary gear sets is A state in which a part of the power is circulated is returned to the input shaft 100 via the other N51 through the gear set. In particular, in a forward state in which the rotary shaft 117 rotates in the opposite direction to the input shaft 100, a so-called inverse power regeneration state occurs in which the power transmitted by the planetary gear set is returned to the input shaft via the continuously variable transmission mechanism. In this state, near the maximum deceleration position of the continuously variable transmission mechanism where the rotational speed of the rotating shaft 117 is high, the power returned to the human power shaft 100 via the continuously variable transmission mechanism is part of the power of the input shaft 100, so the continuously variable speed Even if the transmission efficiency of the mechanism is poor, the loss there will be small and it will not affect the efficiency of the transmission as a whole. 10
0 to the second planetary gear set 110 is returned to the input shaft 100 via the continuously variable transmission mechanism.
The power transmitted by the power transmission mechanism composed of the planetary gear set 110 and the continuously variable transmission mechanism is significantly larger than the power applied from the prime mover to the input shaft. As a result, since the power transmission efficiency of the continuously variable transmission mechanism is lower than that of gears, most of the power transmitted by the power transmission mechanism is consumed within the continuously variable transmission mechanism, causing damage to the continuously variable transmission mechanism. There is a problem that the cap may burn out.

In addition, the continuously variable transmission mechanism is at the maximum speed increase position, and the rotating shaft 1
In the retracted position where 17 rotates in the same direction as the input shaft 100,
A part of the power transmitted through the continuously variable transmission mechanism is transferred to the input shaft 100.
The vehicle enters a so-called power regenerate state, where the power passing through the continuously variable transmission mechanism is always greater than the power of the prime mover, resulting in the same problem as when the vehicle is in the forward position at low speed.

Therefore, in the first forward mode and reverse mode, it is necessary to limit the output of the prime mover in order to prevent damage to the continuously variable transmission mechanism, burnout, etc., and it is necessary to limit the output of the prime mover to make maximum use of the ability of the prime mover. In addition, there were problems in that it was not possible to apply a high-output prime mover.

On the other hand, in the second forward mode, all of the power is transmitted through the continuously variable transmission n, so the power transmission efficiency is always lower than that of a gear transmission. When used as a transmission, the second mode is used more frequently than the first mode, so even if you take into account the effect of improving fuel efficiency due to continuously variable transmission, you cannot expect lower fuel consumption than a gear type transmission. There was also the problem that it was difficult.

Therefore, the present invention has been made by focusing on the problems of the conventional example, and reduces the amount of power passing through the continuously variable transmission mechanism in the power circulation state and improves the power transmission efficiency.
It is an object of the present invention to provide a toroidal continuously variable transmission that can obtain a large gear ratio and achieve low fuel consumption.

[Means for solving problems]

To achieve the above object, the present invention provides a toroidal continuously variable transmission mechanism in which a power roller is rotatably connected between an input disk and an output disk, and a planetary gear mechanism connected to the output disk. In the toroidal continuously variable transmission, the planetary gear mechanism includes first and second planetary gear sets whose sun gears are connected to the output disk, and a predetermined number of planetary gear sets of the first "f1" star gear set. a first power transmission mechanism that fixes elements and selectively extracts rotational force in a direction opposite to the output disk and transmits it to the second planetary gear set and the output shaft; and a predetermined position of the second planetary gear set. The present invention is characterized by comprising a second power transmission mechanism that connects the element to the input disk and selectively extracts rotational force in a direction opposite to that of the output disk and transmits it to the output shaft.

[Effect]

In this invention, by activating the first power transmission mechanism and fixing a predetermined element of the first planetary gear set,
A first forward mode can be obtained by transmitting the rotational driving force of the output disk of the toroidal continuously variable transmission to the output shaft through the first planetary gear set so as to rotate in the opposite direction to the input shaft. .

In addition, in this first mode, with the toroidal continuously variable transmission at the maximum speed increase position, the first power transmission mechanism is deactivated, and the second power transmission mechanism is activated instead. By fixing the predetermined elements of the second planetary gear set, the rotational driving force of the input shaft is directly transmitted to the output shaft via the planetary gear set of the cylinder 2 without going through the toroidal continuously variable transmission, and A second forward mode can be obtained in which a part of the power is returned to the input shaft via the second planetary gear set and the toroidal continuously variable transmission, which is a so-called inverse power regeneration state. The power passing through the step-variable transmission is never greater than the driving force transmitted from the input shaft, and the power loss within the toroidal continuously variable transmission can be extremely reduced, resulting in a high power transmission rate, large gear ratio, and low It is possible to achieve fuel efficiency.

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

FIG. 1 is a system diagram showing a first embodiment of the present invention.

In the figure, reference numeral 1 denotes a toroidal continuously variable transmission, which includes a toroidal continuously variable transmission 10 and a planetary gear mechanism 20.

The toroidal continuously variable transmission 10 has a bearing 1 in the fixed part.
1, an input shaft 12 rotatably supported through the input shaft 1 and connected to a prime mover such as an engine; an input disk 14 connected to the input shaft 12 through a pressure mechanism 13; an output disk 16 that is rotatably supported on a fixed portion via a bearing 15; a plurality of power rollers 17 that are rotatably in contact between the input disk 14 and the output disk 16; and a plurality of power rollers 17 that are connected to the output disk 16. and an output shaft 18. In this toroidal continuously variable transmission 10, the rotational driving force transmitted to the input shaft 12 is transmitted to the output shaft 18 via the input disc 14, the power roller 17, and the output disc 16, and the speed ratio of the rotational driving force is transmitted to the output shaft 18. The value obtained by dividing the rotation speed by the rotation speed of the input disk 14 is determined by the tilt angle of the power roller 17. That is, when the power rollers 17 are in a horizontal state, the speed ratio is in a neutral state of 1, and when the right end side of each power roller 17 is tilted away from the input shaft 12, the speed ratio decreases accordingly. Conversely, when the left end side of each power roller 17 is tilted in a direction away from the input shaft 12, the speed ratio increases accordingly. In this embodiment, the minimum speed ratio V141N when the power roller 17 is at the maximum deceleration position is 0.45, and the maximum speed ratio V, □ when the power roller 17 is at the maximum speed increase position is 2.25. selected and the gear ratio (= VIIAX / VMIN) is 5.
0 is set.

The planetary gear mechanism 20 includes a first planetary gear set 21A and a second planetary gear set 21A.
planetary gear set 21B, and these planetary gear sets 21A, 21
The first power transmission mechanism 22A and the second
The power transmission mechanism 22B includes a fastening member 23 that selectively fixes a predetermined element of the second planetary gear set 21B to a fixed portion.

The first planetary gear) J121A includes a sun gear 25 connected to the output shaft 18 of the toroidal continuously variable transmission 10, a plurality of pinion gears 26 that mesh with the sun gear 25, a planetary carrier 27 that connects each pinion gear 26, and a pinion gear. 26, and the ring gear 28 is connected to the output shaft 34 via the planetary carrier 32 of the second planetary gear set 21B.

The second planetary gear set 21B is a toroidal continuously variable transmission l.
A sun gear 30 connected to the output shaft 18 of O, a plurality of pinion gears 31 meshing with the sun gear 30, and each pinion gear 31
It includes a planetary carrier 32 that connects the two, and a ring gear 33 that meshes with each pinion gear 31.

The first power transmission mechanism 22A is a first planetary gear set 21A.
A clutch 35 is provided as a fastening member interposed between the planetary carrier 27 and a fixed part such as a housing.

The second power transmission mechanism 22B includes a sub rotating shaft 38 connected to the input shaft 12 of the toroidal continuously variable transmission 10 via gears 36 and 37, and a toothed portion meshing with a gear 39 fixed to the sub rotating shaft 38. A rotating cylinder 41 formed on the outer peripheral surface and rotatably supported coaxially with the output shaft 34 via a bearing 40, and interposed between the rotating cylinder 41 and the ring gear 33 of the second planetary gear Mi21B. A clutch 42 is provided as a fastening member.

The fastening member 23 includes a brake 44 interposed between the second 'a leg gear m21B ring gear 33 and a fixed part such as a housing.

Note that 45 is the output shaft 1 of the toroidal continuously variable transmission 10.
This is a one-way clutch that is interposed between the output disk 16 of No. 8 and the sun gear 25 of the first planetary gear set 21A and a fixed part such as a housing.
Rotation in the same direction as the input shaft 12 is prohibited.

Next, the operation of the first embodiment will be explained.

Now, the input shaft 12 is stopped, the toroidal continuously variable transmission 10 is at the maximum deceleration position, and the clutch 35 is
．． It is assumed that the brake 42 and the brake 44 are in a released state.

In this state, when the input shaft 12 starts rotating in a predetermined direction, the input disk 14 of the toroidal continuously variable transmission 10 rotates in the same direction as the input shaft 12 at the same rotation speed as the input shaft 12 rotates. do. At this time, since the power roller 17 is at the maximum deceleration position, the rotation of the input disk 14 is transmitted to the output disk 16 via the power roller 17 so that it rotates in the opposite direction to the input shaft 12 and rotates at a lower speed than the input shaft 12. The output shaft 18 is also rotated in the opposite direction to the input shaft 12 and at a low speed. However, in this state, the clutch 3
5.42 and the brake 44 are in the released state, and the output shaft 1
8, the first and second planetary gear sets 21A,
21B, the planetary carrier 27.32 and ring gears 28, 33 rotate freely, so the sun gear 25.30
Even if it rotates, the rotational force is not transmitted to the output shaft 34, and the output shaft 34 maintains a rotationally stopped state.

When only the clutch 35 is operated from the rotation stop state of the output shaft 34 to the engaged state, the planetary carrier 27 of the first planetary gear set 21A is fixed to the fixed part, so that the ring gear 28 is Output shaft 18
It starts rotating in the opposite direction, and the rotational force is the second planetary gear!
The first mode is transmitted to the output shaft 34 via the planetary carrier 32 of 1J121B, and is a forward state in which the output shaft 34 rotates in the same direction as the input shaft 12. At this time, the maximum speed ratio ■ of the toroidal continuously variable transmission 10. If the gear ratio of the first planetary gear set 21A (the number of teeth of the ring gear 28/the number of teeth of the sun gear 25) is selected to be larger than AX, the ring gear 28 and therefore the output shaft 34 will have a toroidal type continuously variable speed m1.
Even when the power roller 17 is at the maximum speed increase position, it rotates at a slower speed than the input shaft 2.

In this first mode, the ring gear 33 of the second planetary gear set 21B is not fixed, so it does not participate in any power transmission, and through the second planetary gear set 21B and the output shaft 18, the second planetary gear set 21B forms a toroidal gear. A power circulation state in which power is returned to the continuously variable transmission 10 does not occur.

Then, when the toroidal continuously variable transmission 10 is tilted to the speed increasing side, that is, in a direction in which the left end of the power roller 17 is separated from the input shaft 12 while maintaining the first mode, the output shaft 18 is shifted in accordance with the tilting. The rotational speed increases, and accordingly, the rotational speed of the ring gear 28 of the first planetary gear set 21A and the planetary carrier 32 of the second planetary gear set 21B increases, and the rotational speed of the output shaft 34 increases. As shown in FIG. 2, the speed ratio of the entire toroidal continuously variable transmission device 1 increases. In this case, the second planetary gear set 21B and the gear 36
, 37, 39 and 41 to predetermined values, when the power roller 17 of the toroidal continuously variable transmission 10 reaches the maximum speed increase position, the gear ratio of the second planetary gear set 21B The circumferential speed of the ring gear 33 can be matched with the circumferential speed of the rotary cylinder body 41 connected to the input shaft 12 via the sub-rotary shaft 38 at the connection portion with the clutch 42.

Therefore, by releasing the clutch 35 and connecting the clutch 42 in its place with the power roller 17 of the toroidal continuously variable transmission lO at the maximum speed increase position, the second mode of forward movement is achieved in a synchronous manner. can be changed.

In this second mode, a portion of the rotational driving force of the main input shaft 12 is apparently transmitted to the auxiliary rotational shaft 38 via the gears 36, 37, and the rotational driving force of the auxiliary rotational shaft 38 is transferred to the gears 39. 4
1 and the clutch 42 to the ring gear 33 of the second planetary gear set 21B, and the ring gear 33 rotates in the same direction as the input shaft 12, and the other part of the rotational driving force of the input shaft 12 is transmitted to the toroidal gear set 21B. The second transmission via the gear transmission 10
The signal is transmitted to the sun gear 30 of the planetary gear set 21B, and the sun gear 30 rotates in the opposite direction to the input shaft 12.

At this time, in the first planetary gear set 21A, since the clutch 35 is not engaged, the planetary carrier 24 is in a free state and does not participate in power transmission.

In this second mode, the rotational driving force of the input shaft 12 is directly transmitted to the ring gear 33 of the second planetary gear set 21B, and the sun gear 30 rotates in a direction that reduces the rotation of the planetary carrier 32 by the ring gear 33. 33 is returned to the input shaft 12 via the pinion 31, sun gear 30, output shaft 18, output disk 16, power roller 17, input disk 14 and pressure mechanism 13, so-called inverse power. It becomes regenerate state. At this time, the rotational speed of the output shaft 34 is
Since the rotation speed is not extremely slow compared to the rotational speed of the input shaft 12, the power returned via the toroidal continuously variable transmission alO is equal to or smaller than the power transmitted from the engine to the input shaft 12.

Then, when the power roller 17 of the toroidal continuously variable transmission 10 is tilted toward the deceleration side from the state q, the rotational speed of the output disk 16 and hence the output shaft 18 decreases, and the second planetary gear M121B Since the rotational speed of the sun gear 30 decreases, the rotational speed of the planetary carrier 32 increases accordingly, the rotational speed of the output shaft 34 also increases, and the speed ratio of the entire toroidal continuously variable transmission is also shown in FIG. increase like this. Therefore, the power transmitted from the sun gear 30 of the second planetary gear set 21B to the input shaft 12 via the toroidal continuously variable transmission 10 is further reduced.

When the power roller 17 is further tilted toward the deceleration side and reaches the maximum deceleration position, the speed ratio of the toroidal continuously variable transmission 10 becomes the minimum value Vs'+n, as shown in FIG. As a result, the rotational speed of the planetary carrier 32 of the second planetary gear set 21B increases. Therefore, when the power roller 17 of the toroidal continuously variable transmission 10 is at the maximum deceleration position, the rotational speed of the output shaft 34 becomes approximately equal to the rotational speed of the input shaft 12, and the speed ratio of the entire transmission becomes 1.0. In the case of FIG. 2 in which the transmission ratio is r5. Using OJ's toroidal continuously variable transmission 10, the gear ratio is 9°0.
"Continuously variable transmission" can be obtained.

Therefore, in the second mode, with the power roller 17 of the toroidal continuously variable transmission 10 at the maximum speed increase position,
As shown in FIG. 3, the transmission power ratio of the toroidal continuously variable transmission 10, that is, the value obtained by dividing the power passing through the toroidal continuously variable transmission 1o by the power applied to the input shaft 12, is the transmission power ratio of the input shaft in the first mode. 1, which is equal to the transmission power ratio when all of the rotational driving forces of 12 are transmitted via the toroidal continuously variable transmission 10.
60, and in this state, when the power roller 17 of the toroidal continuously variable transmission 10 is tilted to the deceleration side to increase the speed ratio of the entire toroidal continuously variable transmission l, as the speed ratio increases, The transmission power ratio of the toroidal continuously variable transmission 10 decreases, and the power roller 17 of the toroidal continuously variable transmission 10 reaches the maximum deceleration position, and the speed ratio of the toroidal continuously variable transmission 1 becomes O. At this time, the transmission power ratio of the toroidal continuously variable transmission 10 decreases to about 11% of the transmission power ratio in the first mode.

Normally, transmissions used in vehicles, especially automobiles, are required to be small and lightweight and have sufficient durability.
The gear ratio cannot be made too large, and the maximum power transmission efficiency is about 90 to 95%. However, in the first embodiment, the toroidal continuously variable transmission 1 has a Since the power passing through the continuously variable transmission IO is 11% of the total power, even if the power transmission efficiency of the sheet metal toroidal continuously variable transmission 10 is 90%, the power within the toroidal continuously variable transmission 10 is The loss is 1.1 of the total power
This means that it is only a percentage. Therefore, in combination with the use of a highly efficient planetary gear system, a high efficiency close to that of a normal manual transmission can be obtained in the frequently used second mode, and a large gear ratio range can be continuously changed, resulting in a highly fuel efficient engine. In addition to the continuously variable transmission effect that operates at different rotational speeds, it is possible to achieve better vehicle fuel efficiency than a manual transmission. Furthermore, since the power passing through the toroidal continuously variable transmission 10 is small in the second mode, which is frequently used for vehicles, there is an advantage that the life of the toroidal continuously variable transmission 10 is extended.

Furthermore, when the clutches 35 and 42 are maintained in the disengaged state and the brake 44 is operated from the stopped state, the ring gear 33 of the second planetary gear set 21B is fixed to the fixed part, and the toroidal type continuously variable transmission Since the rotational force from the output shaft 18 of the machine 10 is transmitted to the sun gear 30 of the second planetary gear set 21B, the planetary carrier 32 and therefore the output shaft 34 are rotated in the same direction as the output shaft 18, that is, in the opposite direction to the input shaft 12. It will rotate and can be put into reverse mode.

In this reverse mode, as in the first mode, all of the rotational force transmitted to the input shaft 12 is transmitted through the toroidal continuously variable transmission 10, and a portion of the transmitted power is transmitted to the input shaft 12. There is no power circulation to return to.

Further, in the first embodiment, a one-way clutch 45 is interposed between the output disk 16 and the first planetary gear set 21A on the output shaft 18 of the toroidal continuously variable transmission 10 and the fixed part. Therefore, the output shaft 18 is the human power shaft 12.
Rotation in the same direction is prevented. This is because the toroidal continuously variable transmission IO utilizes the principle of changing speed by controlling the speed component in the direction perpendicular to the rolling direction of the power roller 17, so the output disk 16
This is to prevent loss of control since if the rotating direction of the gear is reversed, the gear shifting operation will be performed in the opposite direction to the intended one. Prisoner, one-way clutch 4
5 is not installed, if the torque of the output shaft 34 is insufficient when the vehicle starts uphill in the first mode, the vehicle will move backwards, and this causes the output shaft 34 and the The power is transmitted to the output disk 16 via the planetary gear set 21A of No. 1 and the output shaft 18 of the toroidal continuously variable transmission 10, and the output disk 16 rotates in the same direction as the input shaft 12, causing the power roller 17 to tilt. The direction of rotation is opposite to the intended direction. The same thing can be said when starting downhill in the third mode, ie, reverse mode. 1st above
As in the embodiment, the one-way clutch 45 is connected to the output shaft 18.
By providing the output disc 16 between the output disc 16 and the first planetary gear set 2IA, it prevents the output disc 16 from rotating in the same direction as the input shaft 12, prevents the gear from shifting in the opposite direction to the intended direction, and prevents starting on a slope. It is possible to prevent the vehicle from moving backwards due to failure. Also, this one-way clutch 4
Clutch 35 is disposed on the output side of 5,
Since the reverse rotational driving force of the output shaft 34 when starting on a slope fails is partially absorbed by the clutch 35, the reverse rotational force applied to the one-way clutch 45 can be reduced, and the one-way clutch 45 can be made smaller. In addition to reducing drag torque and power loss,
Cost can be reduced. one way clutch 4
5 is disengaged by releasing the clutch 35.

Note that the one-way clutch 45 is not limited to the case where it is provided between the output shaft 18 and the fixed part, but also between the output disc 16 and the fixed part, between the input disc 14 and the fixed part, and between the input shaft and the fixed part. It may be interposed somewhere in between.

Furthermore, in the first embodiment described above, a case has been described in which the clutch 35 is interposed between the planetary carrier 27 and the fixed part of the first planetary gear set 21A as the first power transmission mechanism 22A. Instead, as shown in FIG. 4, the planetary carrier 27 of the first planetary gear set 21A is fixed to a fixed part, and a clutch 35 is installed between the ring gear 28 and the planetary carrier 32 of the second planetary gear set 21B. Even if it is interposed, the same effects as in the first embodiment can be obtained.

Furthermore, the first planetary gear set 21A is not limited to a single pinion type, and as shown in FIG. 5, a double pinion type T1 foot gear can also be applied, and in this case, the ring gear 28 If the clutch 35 is interposed between the fixed part and the planetary carrier 27 connecting the two sets of pinions 26 is connected to the planetary carrier 32 of the second planetary gear set 21B, the first
The same effects as in the embodiment can be obtained.

Next, a second embodiment of the present invention will be described with reference to FIG.

In this second embodiment, the arrangement relationship of the first planetary gear set 21A and the second planetary gear set 21B is reversed to that of the first embodiment, and both planetary gear sets 21A and 21B are double geared. A pinion type planetary gear is applied, and a planetary carrier 27 connecting two sets of pinions 26 of the first planetary gear set 21A is directly connected to the output shaft 34, and a ring gear 33 of the second planetary gear set 21B A brake 50 that constitutes the first power transmission mechanism 22A is interposed between the ring gear 28 and the fixed part, and a planetary carrier 32 that connects the two sets of pinions 31 of the second planetary gear set 21B. It is fixed to a gear 52 that is rotatably supported by a bearing 51 coaxially with the output shaft 18 of the toroidal continuously variable transmission 10, and is rotatably supported by the gear 52 coaxially with the sub rotating shaft 38 by a bearing 53. A clutch 55 constituting the second power transmission mechanism 22B is interposed between the gear 54 and the auxiliary rotating shaft 38, and a third power transmission mechanism 22B is interposed between the gear 54 and the fixed part. A clutch 56 that constitutes the transmission mechanism 23 is interposed. Here, the tooth ratio of the second planetary gear set 21B, the tooth ratio of the gear 52.54, and the tooth ratio of the gear 36.37 are such that the brake 50 is in an operating state and the power roller of the toroidal continuously variable transmission 10 is in an operating state. The clutch 55 is selected so that the relative speed of the clutch 55 is zero when 17 is the maximum speed increase position.

According to this second embodiment, when the brake 50 is activated, the ring gear 28 of the first planetary gear set 21A is fixed, so that the planetary carrier 27 is moved in the opposite direction to the output shaft 18, that is, in the same direction as the input shaft 12. The output shaft 34 also rotates in the same direction as the input shaft 12 to obtain the first mode.

Furthermore, when the power roller 17 of the toroidal continuously variable transmission IO is tilted to the maximum speed increasing position in the first mode, the relative speed of the clutch 55 becomes zero, so the brake 50 is inactive in this state. When the clutch 55 is engaged at the same time, the rotational driving force of the input shaft 12 is transferred to the gear 36.3.
7. The planetary carrier 3 of the second planetary gear m21B via the sub rotating shaft 38, the clutch 55 and the gears 54 and 52
2 without going through the toroidal continuously variable transmission lO, and can be synchronously changed to a second mode in which the input shaft 12 is rotated in the same direction as the input shaft 12.

Further, when only the clutch 56 is in the engaged state, the planetary carrier 32 of the second planetary gear m21B is in the fixed state, and the ring gear 33 is in the toroidal continuously variable transmission 10.
The rotational force is transmitted to the first planetary gear set 21A.
is transmitted to the output shaft 34 via the planetary carrier 27, and the output shaft 34 is rotated in the opposite direction to the human power shaft 12 to obtain a backward mode.

Also in this second embodiment, in the first mode, all of the power applied to the input shaft 12 is transmitted to the output shaft 12 via the toroidal continuously variable transmission 10 and the first planetary gear set 2IA.
In the second mode, the power applied to the input shaft 12 is transmitted to the sub rotating shaft 38 and the second planetary gear set 21.
B to the output shaft 34, and some of the power is transmitted to the second ′)! f1 leg gear set 21B and toroidal continuously variable transmission J
It becomes a so-called inverse power regenerate state where the input axle load is returned to 2 via a10, and in the reverse mode, all of the power applied to the human power shaft 12 is transferred to the toroidal continuously variable transmission 10 and the second planetary gear set. It is transmitted to the output shaft 34 via 21B. Therefore, similarly to the first embodiment, the power loss of the toroidal continuously variable transmission 10 in the second mode can be reduced and the fuel efficiency of the vehicle can be improved.

Next, a third embodiment of the present invention will be described with reference to FIG.

In this third embodiment, the input shaft 12 and the output shaft 18 of the toroidal continuously variable transmission 10 are separated and arranged parallel to each other, and the human power shaft 12 and the pressure mechanism 13 are connected via gears 60 and 61. A bearing 15 that supports the pressurizing mechanism 13 and a bearing 19 that supports the output shaft 18 are disposed in a fixed portion adjacent to each other with the hair ring 19 on the outside, and the input shaft 12 The power applied to the second planetary gear 121B is transmitted to the ring gear 33 of the second planetary gear 121B via the clutch 62 and gear 63 as the second power transmission mechanism 22B, and a third A clutch 64 constituting the power transmission mechanism 23 is interposed, and the output shaft 34 is connected to the final output shaft 67 via gears 65 and 66.
It has the same configuration as the embodiment, and corresponding parts to those in FIG. 1 are given the same reference numerals, and detailed explanation thereof will be omitted.

According to this third embodiment, by keeping only the clutch 35 as the first power transmission mechanism 22A in the engaged state,
The rotational driving force applied to the input shaft 12 is transmitted through the gears 60 and 61.
The pressure is transmitted to the pressurizing mechanism 13 of the toroidal continuously variable transmission 10 via the input disk 14, the power roller 17, and the output disk 16, and the output shaft 18 is directed in the same direction as the human power shaft 12. Rotate to . And the first
Since the planetary carrier 27 of the second planetary gear set 21A is fixed, the ring gear 28 rotates in the opposite direction to the input shaft 12, and the rotational force is transmitted to the output shaft 34 via the planetary carrier 32 of the second planetary gear set 21B. It is further transmitted to the final output shaft 67 via the gears 65 and 66, and the final output shaft 67 is rotationally driven in the same direction as the input shaft 12 to obtain the first mode.

By setting the power roller 17 of the toroidal continuously variable transmission 10 to the maximum speed increasing position from this first mode, there is a gap between the input shaft 12 and the gear 63 connected to the ring gear 33 of the second planetary gear set 21B. The relative rotational speed of the interposed clutch 62 becomes zero, and in this state, the clutch 35 is disengaged and at the same time the clutch 62 is engaged, so that the rotational driving force applied to the input shaft 12 is transferred to the clutch 62 and the gear. 63 to the second 't! Star gear set 21B
Since the ring gear 33 is rotationally driven in the opposite direction to the human power shaft 12, and the sangya 30 is rotating in the same direction as the input shaft 12, the tooth ratio of the second planetary gear set 21B and By appropriately selecting the gear ratio of 60° and 61.63, the planetary carrier 32 is rotated in the opposite direction to the input shaft 12, and the rotational driving force is transmitted to the final output shaft through the output shaft 34, gears 65, and 66. 67, the final quantity J axis 67 rotates in the same direction as the human power shaft 12, and a part of the rotational driving force transmitted to the ring gear 33 is transmitted to the sun gear 30 output shaft of the second planetary gear set 21B. 18. Toroidal continuously variable transmission 10 and gear 61.
A transition is made to a second mode in which the inverse power is returned to the input shaft 12 via the input shaft 60 and is in a regeneration state.

Moreover, when only the clutch 64 is in the engaged state, the ring gear 33 of the second planetary gear set 21B is fixed to the fixed part, so that the planetary carrier 32 is moved in the same direction as the output shaft 18 of the toroidal type continuously variable transmission alO, that is, the input It rotates in the same direction as the shaft 12, and its rotational force is transmitted to the output shaft 34 and the gear 65.6.
6 to the final output shaft 67, and the final output shaft 67 is rotationally driven in the opposite direction to the input shaft 12, thereby shifting to the reverse mode.

Also in this third embodiment, in the first mode and the third mode, all the rotational driving force applied to the input shaft 12 is transmitted to the toroidal continuously variable transmission 10 and the m star gear set 21A and 21B.
Since the rotational driving force is transmitted to the final output shaft 67 via the sun gear 30 and Toroidal continuously variable transmission lO and gear 6
1 and 60 to the input shaft 12, similarly to the first embodiment, power loss within the toroidal continuously variable transmission IO can be reduced and fuel efficiency can be improved.

Furthermore, in this third embodiment, the bearing 15 that supports the input disk 14 of the toroidal continuously variable transmission lO via the pressure mechanism 13 and the bearing 19 that supports the output disk 16 are connected to the toroidal continuously variable transmission lO. Since the thrust loads are concentrated on one side of the lO, thrust loads in opposite directions generated on the input disk 14 and output disk 16 act on both bearings and are canceled out, which has the advantage of reducing the load applied to the housing. In addition to the output shaft 3
4 is in the opposite direction to that of the input shaft 12, so it is reversed by the negative set of gears 65 and 66 to make it the same normal rotation direction as the input shaft 12, and the tooth ratio of both gears 65 and 66 is changed. This selection has the advantage that the rotational speed of the final output shaft 67 can be set to a desired value.

Next, a fourth embodiment of the present invention will be described with reference to FIG.

In this fourth embodiment, a toroidal continuously variable transmission 10 and a planetary gear mechanism 20 are arranged in parallel, and a gear 70 is attached to the output disk 16 of the toroidal continuously variable transmission 10 so as to be integrally rotatable. An output shaft 18 having a gear 71 that meshes with the gear 70 is connected, and a rotating cylinder 73 that has teeth 73a that meshes with the gear 72 that is fixed to the input shaft 12 is connected. A clutch 74 as a second power transmission mechanism 22B is interposed between the cylinder body 73 and the ring gear 33 of the second planetary gear set 21B, and a fixed part such as the ring gear 33 of the second planetary gear set 21B and the housing etc. A clutch 75 as the third power transmission mechanism 23 is interposed between the two, and the second planetary gear set 21
The output shaft 34 connected to the planetary carrier 32 of B is connected to the final reduction gear of the final reduction gear 77 via the gear 76. The second embodiment has the same structure as the first embodiment except that it is connected to 7a, and corresponding parts to those in FIG. 1 are given the same reference numerals, and detailed explanation thereof will be omitted.

Also in this fourth embodiment, the planetary carrier 27 of the first i-leg gear set 21A is fixed to the fixed part by only the clutch 35 being engaged, so that the ring gear 28 is moved in the opposite direction to the output shaft 18, It rotates in the opposite direction to the input shaft 12, and this rotational force is transmitted to the output shaft 34 via the planetary carrier 32 of the second planetary gear set 21B, and further via the gear 76 to the final reduction gear 77a of the final reduction device 77.
Is this the final reduction gear? ? a is rotated in the same direction as the input shaft 12 to obtain the first mode.

In addition, in the first mode, the toroidal continuously variable transmission 1
By setting the power roller 17 at the maximum speed increasing position, the relative rotational speed of the clutch 74 becomes zero, and in this state, the clutch 35 is disengaged and at the same time the clutch 74 is
When the input shaft 12 is in the fastened state, the rotational driving force applied to the input shaft 12 is transferred to the second mode in which the rotational driving force is directly transmitted to the ring gear 33 of the second planetary gear m21B.

Further, when only the clutch 75 is engaged, the ring gear 33 of the second planetary gear set 21B is fixed to the fixed part, so that the planetary carrier 32 rotates in the same direction as the output shaft 18, that is, in the same direction as the input shaft 12. and differential gear 7
7 final reduction gear? 7a rotates in the opposite direction to the input shaft 12 to obtain a backward mode.

Therefore, in the fourth embodiment as well, in the first mode and the third mode, all the rotational driving force applied to the input shaft 12 is transmitted via the toroidal continuously variable transmission 10,
A driving force exceeding the rotational driving force does not act on the toroidal continuously variable transmission 10, and moreover, in the second mode,
The rotational driving force applied to the input shaft 12 is directly transmitted to the second planetary gear set 21B, and a part of it is returned to the input shaft I2 via the toroidal continuously variable transmission alO, resulting in an inverse power regeneration state. Continuously variable speed [
The rotational driving force passing through the toroidal continuously variable transmission 1 does not exceed the rotational driving force applied to the input shaft 12.
It is possible to reduce the power loss in the toroidal type continuously variable transmission 10, prevent damage to one member of the toroidal type continuously variable transmission, seizure, etc., and improve fuel efficiency. Since the gear mechanism 20 and the gear mechanism 20 are arranged in parallel, the overall length of the transmission can be shortened, and the output side of the output shaft 34 and the input side of the input shaft 12 are in the same direction, and the rotation directions are opposite. Therefore, it is possible to have a three-shaft configuration in which the gear 77a of the final reduction gear 77 is directly driven from the output shaft 34, and it is possible to reduce the size for use in a front-wheel drive vehicle with a horizontally installed engine, and to use a conventional manual transmission or There is an advantage that a highly efficient continuously variable transmission device that is compatible with automatic transmissions can be configured.

In each of the above embodiments, a case has been described in which power transmission between the input shaft 12 and an axis parallel thereto is performed via gears, but the invention is not limited to this, and a chain, a friction wheel, etc. It is also possible to apply other power transmission mechanisms, and when a chain is applied, the same is true in the third and fourth embodiments except that the rotation direction of the output shaft 34 is reversed. It is possible to obtain the following effects.

Furthermore, in each of the above embodiments, the input disk 14 and the output disk 16 are all toroidal continuously variable transmissions.
The case where a single-cavity toroidal continuously variable transmission 10 is applied has been described; A continuously variable transmission can also be applied.

Furthermore, in each of the above embodiments, the clutches of the first power transmission mechanism 22A and the third power transmission mechanism 23 are
- Although the cases where the clutch is engaged and disengaged have been described, these can also be used as a starting clutch.

(Effects of the Invention) As explained below, according to the present invention, when the first power transmission mechanism is activated, all of the rotational driving force applied to the input shaft is transferred to the toroidal continuously variable transmission and the toroidal continuously variable transmission. 1st
When the second power transmission mechanism is activated, the rotational driving force applied to the input shaft is directly transmitted to the second planetary gear set. The rotational driving force corresponding to the speed change state of the toroidal continuously variable transmission is transmitted from the second M star gear 1■ to the output shaft, and is transmitted from the second planetary gear set to the input shaft via the toroidal continuously variable transmission. However, the rotational driving force passing through the toroidal continuously variable transmission does not exceed the rotational driving force applied to the human power shaft (the power loss within the toroidal continuously variable transmission is greatly reduced). By using a highly efficient planetary gear set, high efficiency similar to that of a normal manual transmission can be obtained, and by continuously changing a large gear ratio range, it is possible to achieve high engine speed with high fuel efficiency. With the added benefit of continuously variable transmission, it is possible to achieve better vehicle fuel efficiency than a manual transmission, and since the rotational driving force passing through the toroidal continuously variable transmission is small, the service life of the toroidal continuously variable transmission can be extended. In addition, there are no restrictions on the rotary drive force from the prime mover, and the ability of the prime mover can be fully utilized.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing a first embodiment of the present invention, and FIG.
The figure is a graph showing the relationship between the speed ratio of the entire transmission and the speed ratio of the toroidal continuously variable transmission. Figure 3 shows the relationship between the speed ratio of the entire transmission and the transmission power ratio of the toroidal continuously variable transmission. 4 and 5 are schematic diagrams showing a modification of the first embodiment, FIG. 6 is a schematic diagram showing a second embodiment of the present invention, and FIG. 7 is a schematic diagram showing a modification of the first embodiment. FIG. 8 is a schematic diagram showing the fourth embodiment of the present invention, and FIG. 9 is a schematic diagram showing the conventional example. In the figure, l is a toroidal type continuously variable transmission, 10 is a toroidal type continuously variable transmission, 12 is a human power shaft, 14 is an input disk,
16 is an output disk, 17 is a power roller, 18 is an output shaft, 20 is a planetary gear mechanism, 21A is a first planetary gear set,
21B is a second planetary gear set, 22A is a first power transmission mechanism, 22B is a second power transmission mechanism, 23 is a third power transmission mechanism, 25.30 is a sun gear, 26.31 is a pinion gear, 27. 32 is a planetary carrier, 28 and 33 are ring gears, 34 is an output shaft, 35, 42.55.56.
62.64.74.75 is the clutch, 38 is the sub rotating shaft,
44.50 is the brake. Figure 4: F'Ii Rokutonshaku 4L (Example: 9q HL Ro Y Hondo Listing Book Column 矧zeg Rekiwarishinagyu) Figure 5 Bu Figure 6

Claims (7)

[Claims] (1) A toroidal continuously variable transmission in which a power roller is rotatably connected between an input disk and an output disk,
In a toroidal continuously variable transmission comprising a planetary gear mechanism connected to the output disk, the planetary gear mechanism includes first and second planetary gear sets having sun gears connected to the output disk, and a planetary gear set having a sun gear connected to the output disk. a first power transmission mechanism that fixes a predetermined element of the first planetary gear set and selectively extracts rotational force in a direction opposite to the output disk and transmits it to the second planetary gear set and the output shaft; a second power transmission mechanism that connects a predetermined element of a second planetary gear set to the input disk, selectively extracts rotational force in a direction opposite to that of the output disk, and transmits it to the output shaft. This is a toroidal continuously variable transmission device. (2) The first power transmission mechanism includes a fastening member interposed between the planetary carrier of the first planetary gear set and the fixed part, a ring gear of the first planetary gear set, and a second planetary gear. The toroidal continuously variable transmission according to claim 1, comprising a pair of planetary carriers and a connecting portion that connects the output shaft. (3) The first power transmission mechanism includes a fixing means for fixing the planetary carrier of the first planetary gear set to the fixed part, and a ring gear of the first planetary gear set and a planetary carrier of the second planetary gear set. 2. The toroidal continuously variable transmission according to claim 1, comprising: a fastening member interposed therein; and a connecting portion connecting the planetary carrier of the second planetary gear set and the output shaft. (4) The first planetary gear set is configured in a double pinion type, and the first power transmission mechanism includes a fastening member interposed between the ring gear and the fixed part of the first planetary gear set, and a fastening member interposed between the ring gear and the fixed part of the first planetary gear set. 2. The toroidal continuously variable transmission according to claim 1, comprising a planetary carrier of one planetary gear set, a planetary carrier of a second planetary gear set, and a connecting portion that connects the output shaft. (5) The second power transmission mechanism includes a fastening member that connects the ring gear of the second planetary gear set and the input disk. gearbox. (6) The first and second planetary gear sets are each configured in a double pinion type, and the first power transmission mechanism is
A fastening member interposed between the ring gear of the planetary gear set and the fixed part, and a connecting part that connects the planetary carrier of the first planetary gear set, the ring gear of the second planetary gear set, and the output shaft. A toroidal continuously variable transmission according to claim 1. (7) The toroidal continuously variable transmission according to claim 6, wherein the second power transmission mechanism includes a fastening member that connects the input disk and the planetary carrier of the second planetary gear set.