JPH05203027A - Continuously variable transmission - Google Patents

Abstract

PURPOSE:To form a device relatively small in size and light in weight, obtain an output almost equal to a single set of large sized engine by using two sets of intermediate/small sized engines and further to improve fuel consumption. CONSTITUTION:A forward/reverse switching gear unit 16 is connected to a crankshaft 11a of the first engine 11 through a planet gear set 13. A sun gear of the planet gear set is fixed to the crankshaft 11a, and a ring gear is fixed to an input shaft 19 of the gear unit. A driven gear is formed on the peripheral surface of a carrier of supporting a planet gear, and a drive gear 18 is fixed to a crankshaft 12a of the second engine 12 through a clutch 14. The driven gear is meshed with the drive gear 18 through an idle gear 17. Based on each detection output of an accelerator sensor 29, first/second accelerator opening sensors 31, 32, first/second engine speed sensors 41, 42 and a car speed sensor 33, a controller 34 controls the first/second adjusting means 21, 22 for respectively adjusting the first/second engine speeds.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for continuously shifting a vehicle by using two small and medium-sized engines.

[0002]

2. Description of the Related Art This type of device is mass-produced.
A first and a second engine of a base are juxtaposed to a vehicle, and a crankshaft of the first engine is connected to a crankshaft of the second engine through a gear or a chain so as to obtain a single large output. Is disclosed (JP-A-49-
129005). With this device, it is not necessary to manufacture a new large engine, so a large investment is not required.

However, in the above device, the crankshafts of the two engines are always rotated at the same rotational speed even when the load is low, so that the improvement in fuel consumption cannot be expected so much.

In order to solve this problem, the applicant of the present invention has found that the crankshaft of the first engine is connected with a gear unit for switching between forward and backward movements via a planetary gear set and a clutch, and the planetary gear set is connected to a sun gear. It has a large-diameter ring gear provided on the same axis as this gear, a plurality of planet gears that mesh with the sun gear and the ring gear, and a carrier that supports the planet gears. A drive gear is fixed to a crankshaft of a certain second engine, and this drive gear meshes with a driven gear integrally formed with a carrier or a ring gear via an idle gear to control the rotational speeds of the first and second engines, respectively. An application for a continuously variable transmission provided with first and second adjusting means for adjustment (Japanese Patent Application No. 3-2032).
25). In this device, an accelerator sensor for detecting the amount of depression of an accelerator pedal in the driver's seat, first and second accelerator opening sensors for detecting the adjustment amounts of the first and second adjusting means, and rotations of the first and second engines. Since the controller controls the first and second adjusting means based on the detection outputs of the first and second rotation sensors for detecting the speed and the vehicle speed sensor for detecting the vehicle speed, respectively It is possible to obtain almost the same output as the large engine of the base. Further, since the first engine can always be continuously rotated at the most efficient rotation speed, the continuously variable speed can be automatically changed according to the depression amount of the accelerator pedal, so that the fuel consumption can be improved.

[0005]

However, in the above-mentioned device, since the clutch is provided in the latter stage of the planetary gear set, the clutch reduces the total torque generated in the first and second engines by the planetary gear set. Since the torque multiplied by the ratio is input, a large and large capacity clutch must be mounted and a large mounting space must be secured. Further, there is a problem that the weight increases as the size of the clutch increases.

An object of the present invention is to make the device relatively small and lightweight, to obtain almost the same output as one large engine by using two medium and small engines, and to improve fuel economy. An object of the present invention is to provide a continuously variable transmission capable of performing the above.

[0007]

The structure of the present invention for achieving the above object is shown in FIGS. 1, 2 and 6 corresponding to the embodiment.
And FIG. 7 will be described. As shown in FIGS. 1 and 2, the first continuously variable transmission according to the present invention includes a crankshaft 11a of a first engine 11 to which a forward / reverse switching gear unit 16 is connected via a planetary gear set 13 to form a planetary gear. The gear set 13 includes a sun gear 13a, a large-diameter ring gear 13b provided on the same axis as the gear 13a, a plurality of planet gears 13c that mesh with the sun gear 13a and the ring gear 13b, and a carrier that supports the planet gear 13c. 13d, the sun gear 13a is fixed to the crankshaft 11a, the ring gear 1
3b is fixed to the input shaft 19 of the gear unit 16, and the drive gear 18 that meshes with the driven gear 13e formed on the outer peripheral surface of the carrier 13d via the idle gear 17 is provided in the drive means 12 different from the first engine 11. A continuously variable transmission that is fixed to an output shaft 12a via a clutch 14 and is provided with first and second adjusting means 21 and 22 for adjusting the rotational speeds of the first engine 11 and the driving means 12, respectively. An accelerator sensor 29 for detecting the depression amount of the accelerator pedal 28 of the seat, first and second accelerator opening degree sensors 31, 32 for detecting the adjustment amounts of the first and second adjusting means 21, 22, respectively, and the first engine. 1st and 2nd rotation sensor 4 which detects the rotation speed of 11 and the drive means 12, respectively.
1, 42, a vehicle speed sensor 33 for detecting a vehicle speed, an accelerator sensor 29, a first accelerator opening sensor 31, a second accelerator opening sensor 32, a first rotation sensor 41, a second rotation sensor 42 and a vehicle speed sensor 33. And a controller 34 for controlling the first and second adjusting means 21 and 22 based on each detection output. The second aspect of the present invention
As shown in FIG. 6, in the continuously variable transmission, the gear unit 16 for forward / reverse switching is connected to the crankshaft 11a of the first engine via the planetary gear set 63, and the planetary gear set 63 is connected to the sun gear 63a. The gear 63a includes a large-diameter ring gear 63b provided on the same axis as the gear 63a, a plurality of planet gears 63c that mesh with the sun gear 63a and the ring gear 63b, and a carrier 63d that supports the planet gear 63c. Is fixed to the crankshaft 11a, and the ring gear 6
A drive gear 18 meshing with a driven gear 63e formed on the outer peripheral surface of 3b via an idle gear 17 is fixed to an output shaft 12a of a drive means different from the first engine via a clutch 14, and a carrier 63d is a gear. A continuously variable transmission fixed to the input shaft 19 of the unit 16 and provided with first and second adjusting means 21 and 22 for adjusting the rotational speeds of the first engine 11 and the driving means 12 shown in FIG. 1, respectively. .. Further, as shown in FIG. 7, the third continuously variable transmission according to the present invention includes a planetary gear set 8 on the crankshaft 11a of the first engine.
The forward / reverse switching gear unit 16 is connected via 3 and the planetary gear set 83 includes the sun gear 83a and the gear 83.
a large diameter ring gear 83b provided on the same axis as a,
It has a plurality of planet gears 83c that mesh with the sun gear 83a and the ring gear 83b, and a carrier 83d that supports the planet gears 83c. The sun gear 83a is fixed to the input shaft 19 of the gear unit 16 and is provided on the outer peripheral surface of the ring gear 83b. The drive gear 18, which meshes with the formed driven gear 83e via the idle gear 17, is fixed via the clutch 14 to the output shaft 12a of the drive means different from the first engine, and the carrier 63d is fixed to the crankshaft 11a. 1 is a continuously variable transmission provided with first and second adjusting means 21 and 22 for adjusting the rotational speeds of the first engine 11 and the driving means 12 shown in FIG. 1, respectively. The second and third continuously variable transmissions include the same sensors, adjusting means, and controller as the first continuously variable transmission.

[0008]

In the continuously variable transmission according to the first aspect of the present invention, when the first engine 11 and the drive means 12 are started with the gear unit 16 in neutral and the clutch 14 disengaged, the controller 34 causes the first engine 11 and The drive means 12 is held in the idling state. At this time, the first engine 11 rotates the carrier 13d having an extremely light load,
The ring gear 13b having a relatively large load does not rotate. When starting the vehicle, the gear unit 16 is switched to forward and the accelerator pedal 28 is depressed. The controller 34 makes a first determination based on the detection output of the accelerator sensor 29.
The output shaft 12a of the drive means 12 is driven by the second accelerator actuator 22c so as to operate the accelerator actuator 21c so that the crankshaft 11a of the first engine 11 has a predetermined rotation speed and to obtain the vehicle speed corresponding to the depression amount of the accelerator pedal 28. To increase the rotation speed of. When the clutch 14 is gradually connected, the torque of the second engine is transmitted to the carrier, a large torque is generated in the ring gear, and the vehicle is gradually accelerated to reach the speed corresponding to the depression amount of the accelerator pedal 28. When the depression amount of the accelerator pedal 28 changes, the controller 34 operates the second accelerator actuator 22c based on the detection output of the accelerator sensor 29 while keeping the rotation speed of the first engine 11 at a predetermined value. The rotational speed of the output shaft 12a is increased or decreased. Further, in the continuously variable transmission according to the second aspect of the present invention, when the first engine and the drive means are started with the clutch 14 disengaged, the first engine rotates the ring gear 63b having an extremely light load, and a relatively large load is applied. The operation is the same as that of the continuously variable transmission according to the first aspect of the invention, except that the carrier 63d that it has does not rotate. Further, in the continuously variable transmission according to the third aspect of the present invention, when the first engine and the drive means are started with the clutch 14 disengaged, the first engine rotates the ring gear 83b having an extremely light load, and a relatively large load is applied. The action is the same as that of the sun gear 83a except that the sun gear 83a has no rotation and that the rotation speed of the sun gear 83a fixed to the input shaft 19 increases as the rotation speed of the output shaft 12a of the driving means decreases. This is similar to the continuously variable transmission according to the first aspect of the invention.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, a first embodiment of the present invention will be described in detail with reference to FIGS. As shown in FIG. 1, a vehicle is equipped with two engines, a small first engine 11 and a second engine 12 that is a driving means different from this engine 11, and the second engine 12 is used in this example. First engine 11
It is the same engine as. A gear unit 16 for switching between forward and reverse travel is connected to a crankshaft 11a of the first engine 11 via a planetary gear set 13. The second engine 12
A drive gear 18 is fixed to the crankshaft 12a via a clutch 14. As shown in detail in FIGS. 2 and 3,
The planetary gear set 13 supports a sun gear 13a, a large-diameter ring gear 13b provided on the same axis as the gear 13a, a plurality of planet gears 13c meshing with the sun gear 13a and the ring gear 13b, and a planet gear 13c. Carrier 13
d and. The sun gear 13a is fixed to the crankshaft 11a, and the ring gear 13b is fixed to the input shaft 19 of the gear unit 16. A driven gear 13e is integrally formed on the outer peripheral surface of the carrier 13d, and a drive gear 18 meshes with the gear 13e via an idle gear 17. The drive gear 18 has the same number of teeth as the driven gear 13e. When the number of teeth of the sun gear 13a is Z ₁ , the number of teeth of the ring gear 13b is Z ₂ , and the most efficient rotation speed of the crankshaft 11a of the first engine 11 is N ₁ , the crankshaft of the second engine 12 is The rotation speed of 12a is N ₂ = N ₁ / (1+
Z ₂ / Z ₁ ), the rotational speed of the ring gear 13b becomes 0, and the rotational speed of the ring gear 13b gradually increases as the rotational speed N ₂ of the crankshaft 12a of the second engine 12 increases. Crankshaft 12 of engine 12
When the rotation speed N ₂ of a is the same as N ₁ , the ring gear 13b
The rotational speed of is the same as that of the first engine 11. Further, when the clutch 14 is disengaged, the carrier 13d has an extremely light load compared with the ring gear 13b, so that all the torque of the sun gear 13a is transmitted to the carrier 13d, and the clutch disc 14b rotates to input the input shaft 19 of the gear unit 16. Is designed not to rotate.

As shown in detail in FIG. 2, the clutch 14 includes a flywheel 14a fixed to a rear end of a crankshaft 12a of the second engine 12, and a flywheel 14a housed in the wheel 14a and a front end of a shaft 14e of the shaft 14e. Clutch disc 14b fitted so as to be slidable in the axial direction
A pressure plate 14c capable of pressing the disc 14b against the inner surface of the flywheel 14a; and a shift fork 14d capable of separating the plate 14c from the clutch disc 14b. A drive gear 18 is fixed to the rear end of the shaft. The shift fork 14d is connected to a clutch pedal 26 provided in a driver's seat (not shown) via a booster 20, a pipe line 23, and a master cylinder 24. Returning to FIG. 1, the forward gear 16a and the reverse gear 16b of the gear unit 16 are rotatably fitted in the rear portion of the input shaft 19, and the forward gear 16a is attached to the main shaft 27 provided in parallel with the input shaft 19. First gear 16c that meshes with
And the second gear 16e meshing with the reverse gear 16b via the idle gear 16d are fixed. Forward gear 16
A hub gear 16f having teeth formed on the outer peripheral surface is spline-fitted to the input shaft 19 between the a and the reverse gear 16b.
A sleeve 16g slidable in the axial direction of the input shaft 19 meshes with the gear 16f, and the sleeve 16g operates the shift lever 16h to move the forward gear 16a and the reverse gear 1.
It is configured so that it can be selectively meshed with a pawl gear formed on each of 6b.

The first adjusting means 21 for adjusting the rotation speed of the first engine 11 includes a fuel injection pump 21a for injecting fuel into the first engine 11, a control lever 21b for adjusting the injection amount of the pump 21a, and a control lever 21b for adjusting the injection amount. Lever 21
It has the 1st accelerator actuator 21c which rotates b. In addition, the second that adjusts the rotation speed of the second engine 12
The adjusting means 22 includes a fuel injection pump 22a for injecting fuel into the second engine 22, a control lever 22b for adjusting the injection amount of the pump 22a, and this lever 22b.
And a second accelerator actuator 22c for rotating. An accelerator sensor 29 that detects the amount of depression of the pedal 28 is attached to the accelerator pedal 28 provided in the driver's seat. The control levers 21b and 22b are provided with first and second accelerator opening degree sensors 31 and 32, respectively, which detect movement amounts of the levers 21b and 22b, that is, accelerator opening degrees of the first and second engines 11 and 12, respectively. .. The crankshafts 11a and 12a of the first and second engines 11 and 12 are respectively provided with first and second rotation sensors 41 and 42 for detecting their rotation speeds, and a shaft speed sensor 33 for detecting the vehicle speed is attached to the shaft 27. Is installed.

The detection outputs of the accelerator sensor 29, the first accelerator opening sensor 31, the second accelerator opening sensor 32, the first rotation sensor 41, the second rotation sensor 42 and the vehicle speed sensor 33 are connected to the control input of the controller 34. The control output of the controller 34 is connected to the first and second accelerator actuators 21c and 22c. Controller 3
The memory 34a of No. 4 stores a map of the vehicle speed with respect to the detection output of the accelerator sensor 29. That is, the crankshaft 12a of the second engine 12 is rotated so as to obtain the vehicle speed corresponding to the depression amount of the accelerator pedal 28 operated by the driver (not shown).

The operation of the continuously variable transmission thus constructed will be described with reference to the flowcharts of FIGS. 4 and 5.
When the key switch (not shown) is turned on with the shift lever 16h of the gear unit 16 in the neutral position and the clutch 14 disengaged, the controller 34 causes the first
And the second engine 11, 12 is started, and both engines 1
Hold 1, 12 in the idling state. At this time the first
The engine rotates the clutch disc 14b, which has an extremely light load as compared with the input shaft 19 of the gear unit 16, and the second engine 12 rotates the flywheel 14a.

When starting the vehicle, the driver first operates the shift lever 16h to engage the sleeve 16g with the pawl gear of the forward gear 16a. Next, when the accelerator pedal 28 is depressed, the controller 34 causes the first accelerator actuator 21c to move to the crankshaft 11 of the first engine 11.
a so as to have a predetermined rotation speed N ₁ , and compare the detection output of the accelerator sensor 29 with the map of the memory 34a to set the second accelerator actuator 22c so as to obtain the vehicle speed corresponding to the depression amount of the accelerator pedal 28. 2 The engine 12 is operated in the direction of increasing the rotational speed of the crankshaft 12a. Further, when the clutch 14 is gradually connected, the torque of the second engine 12 is transmitted to the carrier 13d via the clutch 14, the drive gear 18 and the idle gear 17, and the gear unit 16 via the ring gear 13b.
A force to rotate the input shaft 19 is generated. As a result, the vehicle is gradually accelerated, and the vehicle is accelerated by the accelerator pedal 2
A speed corresponding to the stepping amount of 8 is reached.

When the depression amount of the accelerator pedal 28, that is, the detected output of the accelerator sensor 29 changes, the controller 34 compares the detected output of the accelerator sensor 29 with a map while keeping the rotation speed of the first engine 11 at N _1. Then, the second accelerator actuator 22c is actuated in the direction to obtain the desired vehicle speed to drive the crankshaft 12 of the second engine 12.
Increase or decrease the rotation speed of a. As a result, the first engine 11
Since the continuously variable transmission can be automatically performed in the state in which is always rotated at the most efficient rotation speed, fuel efficiency can be improved.

FIG. 6 shows a second embodiment of the present invention. Figure 6
In the above, the same reference numerals as those in the first embodiment indicate the same parts. In this example, the sun gear 63a of the planetary gear set 63
Is fixed to the crankshaft 11a of the first engine, the driven gear 63e formed on the outer peripheral surface of the ring gear 63b is meshed with the drive gear 18 via the idle gear 17, and the carrier 63d supporting the planetary gear 63c is a gear unit. 1
6 is fixed to the input shaft 19. The drive gear 18 has the same number of teeth as the driven gear 63e. Here, the number of teeth of the sun gear 63a is Z ₁ , the number of teeth of the ring gear 63b is Z ₂ , and the most efficient rotation speed of the crankshaft 11a of the first engine is N _1.
In this case, when the rotation speed N ₂ of the crankshaft 12a of the second engine is brought close to 0, the rotation speed of the carrier 63d becomes N ₁
When the rotation speed N ₂ of the crankshaft 12a of the second engine is increased toward / (1 + Z ₂ / Z ₁ ), the carrier 6
When the rotation speed of 3d gradually increases and the rotation speed N ₂ of the crankshaft 12a of the second engine becomes the same as N ₁ , the rotation speed of the carrier 63d becomes the same as that of the first engine. When the clutch 14 is disengaged, the ring gear 63b has a much lighter load than the carrier 63d. Therefore, all the torque of the sun gear 63a is transmitted to the ring gear 63b, so that the clutch disc 14b rotates and the input shaft 19 does not rotate. It has become.

The operation of the continuously variable transmission constructed as described above is performed with the first engine and the second engine with the clutch 14 disengaged.
When the engine is started, the first engine rotates the ring gear 63b having an extremely light load, and the carrier 63d having a relatively large load does not rotate. Therefore, the description will be repeated. Omit it.

FIG. 7 shows a third embodiment of the present invention. Figure 7
In the above, the same reference numerals as those in the first embodiment indicate the same parts. In this example, the sun gear 83a of the planetary gear set 83
Is fixed to the input shaft 19 of the gear unit 16, the driven gear 83e formed on the outer peripheral surface of the ring gear 83b is meshed with the drive gear 18 via the idle gear 17, and the carrier 83d supporting the planetary gear 83c is the first. It is fixed to the crankshaft 11a of the engine. The drive gear 18 has the same number of teeth as the driven gear 83e. Here, the number of teeth of the sun gear 83a is Z ₁ , the number of teeth of the ring gear 83b is Z ₂ , and the most efficient rotation speed of the crankshaft 11a of the first engine is N _1.
If the rotation speed of the crankshaft 12a of the second engine is set to N ₂ = N ₁ × (1 + Z ₁ / Z ₂ ), the sun gear 83
The rotation speed of a becomes 0, and the crankshaft 1 of the second engine
When the rotation speed N _{2 of} 2a is reduced, the sun gear 83a
The rotation speed gradually increases, the rotational speed of the rotational speed N ₂ of N ₁ when the same sun gear 83a of the crank shaft 12a of the second engine is adapted to become identical to the first engine. When the clutch 14 is disengaged, the ring gear 83b has an extremely light load compared to the sun gear 83a, so that the torque of the carrier 83d is entirely reduced.
The clutch disc 14b is transmitted to the input shaft 19b and the input shaft 19 is prevented from rotating.

The operation of the continuously variable transmission configured as described above is performed with the clutch 14 disengaged in the first engine and the second engine.
When the engine is started, the first engine rotates the ring gear 83b having an extremely light load, the sun gear 83a having a relatively large load does not rotate, and the rotation speed N ₂ of the crankshaft 12a of the second engine is reduced. First, except that the rotation speed of the sun gear 83a increases as you go
Since it is the same as the embodiment described above, repeated description will be omitted.

In the above embodiment, the first driving means is used.
The second engine, which is the same as the engine, is used, but this is an example, and a driving unit such as an engine or an electric motor having a different output from the first engine may be used. Further, in the above embodiment, the clutch is disengaged by operating the clutch pedal, but the clutch actuator may be automatically disengaged without using the clutch pedal.

[0021]

As described above, according to the present invention, the forward / reverse switching gear unit is connected to the crankshaft of the first engine through the planetary gear set, and the drive means different from the first engine is used. A drive gear is fixed to the output shaft of the engine via a clutch, and the drive gear meshes with a carrier of the planetary gear set or a driven gear formed on the outer peripheral surface of the ring gear via the idle gear to rotate the first engine and the drive means. First and second adjusting means for respectively adjusting speeds are provided, and based on respective detection outputs of the accelerator sensor, the first accelerator opening sensor, the second accelerator opening sensor, the first rotation sensor, the second rotation sensor and the vehicle speed sensor. Since the controller is configured to control the first and second adjusting means, it is possible to obtain substantially the same output as one large engine without degrading the power performance. In addition, a smaller and lighter clutch is sufficient than a continuously variable transmission in which a clutch is provided after the planetary gear. Further, since the crankshaft of the first engine is rotated at the most efficient rotation speed and the rotation speed of the output shaft of the drive means is changed according to the operating condition, the crankshafts of the two engines are always rotated at the same rotation speed. It is possible to improve fuel efficiency as compared with a power unit for an automatic vehicle that is rotated by.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a continuously variable transmission according to a first embodiment of the present invention.

FIG. 2 is an enlarged cross-sectional view of a main part of the apparatus including a planetary gear set.

3 is a cross-sectional view taken along the line AA of FIG.

FIG. 4 is a flowchart showing the first half operation of the apparatus.

FIG. 5 is a flowchart showing the latter half operation of the apparatus.

FIG. 6 is a sectional view corresponding to FIG. 3, showing a second embodiment of the present invention.

FIG. 7 is a sectional view corresponding to FIG. 3 showing a third embodiment of the present invention.

[Explanation of symbols]

 11 1st engine 11a Crankshaft 12 2nd engine (driving means) 12a Crankshaft (output shaft) 13, 63, 83 Planetary gear set 13a, 63a, 83a Sun gear 13b, 63b, 83b Ring gear 13c, 63c, 83c Planetary gear 13d, 63d, 83d carrier 13e, 63e, 83e driven gear 14 clutch 16 gear unit 17 idle gear 18 drive gear 19 input shaft 21 first adjusting means 22 second adjusting means 28 accelerator pedal 29 accelerator sensor 31 first accelerator opening sensor 32 second accelerator opening sensor 33 vehicle speed sensor 34 controller 41 first rotation sensor 42 second rotation sensor

Claims (3)

[Claims] 1. A gear unit for switching between forward and backward movement through a planetary gear set (13) on a crankshaft (11a) of a first engine (11).
(16) are connected, the planetary gear set (13) is a sun gear (13a), and this gear (13a)
A large-diameter ring gear (13b) provided on the same axis as that, a plurality of planet gears (13c) meshing with the sun gear (13a) and the ring gear (13b), and a carrier supporting the planet gear (13c). (13d), the sun gear (13a) is fixed to the crankshaft (11a), the ring gear (13b) is an input shaft of the gear unit (16)
A driven gear (13e) fixed to (19) and formed on the outer peripheral surface of the carrier (13d).
A drive gear (18) meshing with an idle gear (17) in the output shaft (12) of a drive means (12) different from the first engine (11).
The first and second adjusting means (21, 22) for fixing the rotational speeds of the first engine (11) and the driving means (12), which are fixed to the a) via the clutch (14), are provided. A speed change device, comprising: an accelerator sensor (29) for detecting a depression amount of an accelerator pedal (28) at a driver seat; and a first sensor for detecting adjustment amounts of the first and second adjusting means (21, 22), respectively. And a second accelerator opening sensor (31, 32), first and second rotation sensors (41, 42) for detecting the rotation speeds of the first engine (11) and the drive means (12), respectively, and the vehicle speed A vehicle speed sensor (33) for detecting, an accelerator sensor (29), a first accelerator opening sensor (3
1), second accelerator opening sensor (32), first rotation sensor (4
1), a controller (34) for controlling the first and second adjusting means (21, 22) based on the detection outputs of the second rotation sensor (42) and the vehicle speed sensor (33). Continuously variable transmission. 2. A gear unit for switching between forward and reverse movements via a planetary gear set (63) on the crankshaft (11a) of the first engine (11).
(16) is connected, the planetary gear set (63) is a sun gear (63a), and this gear (63a)
A large-diameter ring gear (63b) provided on the same axis as that, a plurality of planet gears (63c) meshing with the sun gear (63a) and the ring gear (63b), and a carrier that supports the planet gear (63c). (63d), the sun gear (63a) is fixed to the crankshaft (11a), the driven gear (63) formed on the outer peripheral surface of the ring gear (63b).
The drive gear (18) meshing with the e) via the idle gear (17) is the output shaft (1) of the drive means (12) different from the first engine (11).
2a) is fixed via a clutch (14), and the carrier (63d) is connected to the input shaft (1) of the gear unit (16).
A continuously variable transmission fixed to 9) and provided with first and second adjusting means (21, 22) for adjusting the rotational speeds of the first engine (11) and the driving means (12), respectively. An accelerator sensor (29) that detects the amount of depression of the accelerator pedal (28) in the driver's seat, and first and second accelerator opening sensors that detect the adjustment amounts of the first and second adjusting means (21, 22), respectively. (31, 32), first and second rotation sensors (41, 42) for detecting the rotation speeds of the first engine (11) and drive means (12), respectively, and a vehicle speed sensor (33) for detecting the vehicle speed. And the accelerator sensor (29) and the first accelerator opening sensor (3
1), second accelerator opening sensor (32), first rotation sensor (4
1), a controller (34) for controlling the first and second adjusting means (21, 22) based on the detection outputs of the second rotation sensor (42) and the vehicle speed sensor (33). Continuously variable transmission. 3. A gear unit for switching between forward and backward movement on the crankshaft (11a) of the first engine (11) via a planetary gear set (83).
(16) are connected, the planetary gear set (83) is a sun gear (83a), and this gear (83a)
A large-diameter ring gear (83b) provided on the same axis as the above, a plurality of planet gears (83c) that mesh with the sun gear (83a) and the ring gear (83b), and a carrier that supports the planet gears (83c). (83d), the sun gear (83a) is the input shaft of the gear unit (16) (1
9) and a driven gear (83) formed on the outer peripheral surface of the ring gear (83b).
The drive gear (18) meshing with the e) via the idle gear (17) is the output shaft (1) of the drive means (12) different from the first engine (11).
2a) via a clutch (14), the carrier (83d) is fixed to the crankshaft (11a), and adjusts the rotational speeds of the first engine (11) and the drive means (12) respectively. A continuously variable transmission provided with first and second adjusting means (21, 22), and an accelerator sensor (29) for detecting a depression amount of an accelerator pedal (28) in a driver's seat, and the first and second The first and second accelerator opening sensors (31, 32) for detecting the adjustment amounts of the adjusting means (21, 22), and the rotational speeds of the first engine (11) and the driving means (12) are detected, respectively. First and second rotation sensors (41, 42), a vehicle speed sensor (33) for detecting a vehicle speed, the accelerator sensor (29), a first accelerator opening sensor (3
1), second accelerator opening sensor (32), first rotation sensor (4
1), a controller (34) for controlling the first and second adjusting means (21, 22) based on the detection outputs of the second rotation sensor (42) and the vehicle speed sensor (33). Continuously variable transmission.