JPS6188068A - Toroidal stepless speed change gear - Google Patents

Abstract

PURPOSE:To reduce the axial dimensions of a speed change gear by providing one output gear of a toroidal speed change portion, which is used both for forward and backward movements and disposing a bearing member in the space left over. CONSTITUTION:A spline hub 21 fixed to a speed reduction shaft 20 is disposed intermediate between a forward gear 18 and a backward gear 19. A forward/ backward switch sleeve 22 is spline-engaged with the outer periphery of a spline hub 21 and spline gears 18a, 19a. The sleeve is axially slided to switch the forward/backward movement. Accordingly, space is left over in the rear of an output gear, and the space is utilized to reduce the axial dimension of a speed change gear.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a toroidal continuously variable transmission suitable as a front engine/front drive type or a rear engine/rear drive type automobile transmission.

Prior art and its problems Conventionally, for example, as described in Japanese Patent Publication No. 47-1242, annular grooves are provided on opposing surfaces of input and output disks placed on the same axis, and the annular grooves are a toroidal transmission section having a plurality of rollers disposed therebetween; A toroidal continuously variable transmission is known, which is equipped with a second engagement drive device, has a variable gear ratio by changing the inclination of the roller, and can switch between forward and forward motion.

However, the toroidal continuously variable transmission described above is commonly used in front-engine, rear-drive automobiles.
The toroidal transmission section and the first. Since the second engagement drive device is arranged in series, the axial dimension is long, and it is suitable for front engine/front drive type or rear engine/rear drive type (hereinafter simply referred to as FF type or RR type) automobiles. It cannot be used as a transmission. Also, F
In the case of F-type or RR-type automobiles, the differential device is located approximately midway between the engine and transmission, so when they are arranged in series as described above, the output shaft of the toroidal transmission section is It must be detoured from the toroidal transmission section via a countershaft or the like and returned to the engine side, which has the drawback of making the shaft configuration and shaft arrangement complicated and long.

Therefore, the input disk of the toroidal transmission section is placed on the opposite side of the engine from the output disk, and a forward/reverse switching V1 mechanism is placed between the engine and the toroidal transmission section, to which power is transmitted from the output disk. is possible. In this case, since the forward/reverse switching mechanism can be placed near the differential device, there is an advantage that the power transmission path from the forward/reverse switching mechanism to the differential device can be shortened.

However, since an extremely large thrust (axial pressure) is applied to the input and output disks of the toroidal transmission, a large bearing member strong enough to withstand this thrust must be installed behind the input or output disk. In this case, if the thrust loading device is placed behind the input disk, the bearing member will be placed on the opposite side, that is, behind the output disk. In order to perform transmission, two output gears for forward and reverse must be provided, and the presence of these two output gears causes the bearing member to be pushed toward the engine, resulting in a reduction in shaft size. There was a problem in that it hindered shortening.

Purpose of the Invention The present invention has been made in view of such conventional problems.
The purpose is to provide a toroidal continuously variable transmission which has an axial dimension as short as possible and is suitable as an FF or RR type automobile transmission.

Structure of the Invention In order to achieve the above object, the present invention connects one output gear to the output disk of a toroidal transmission section, and this output gear serves as both a forward gear and a reverse gear of a forward/reverse switching mechanism. It was designed to mesh with the

In other words, by using I and III as the forward and reverse output gears of the toroidal transmission section, the output msH
By securing a space behind the shaft and arranging the bearing member in this space, the shaft dimension can be shortened. 'Description of Embodiments Figure 1 shows a toroidal continuously variable transmission according to the present invention.
A first embodiment applied to a type or RR type car is shown,
A clutch 3 is provided in the middle of the input shaft 2 connected to the engine 1 for starting and for intermittent power when switching between forward and backward travels.

An input disk 5 of a toroidal transmission section 4 is connected to an end of the input shaft 2. As is well known, this toroidal transmission section 4 consists of an input disk 5 and an output disk 6 arranged on the same axis, and a plurality of circular rings f45a and 6a formed on opposing surfaces of both disks 5.6. roller 7
The roller 7 is supported perpendicularly to the plane of the paper.
By rotating the input/output disk 5.6 around the shaft 7a, the effective diameter of the input/output disk 5.6 changes, and the gear ratio can be changed steplessly.

The input disk 5 is connected to the engine l with respect to the output disk 6.
is placed on the opposite side. This input disk 5 is connected to the input shaft 2 by a spline so as to be slidable in the axial direction, and a necessary thrust is applied by a thrust load device 8 provided behind the input disk 5. As this thrust load device 8, a hydraulic device, a spring, a torque cam device, or the like is used. An output shaft 9 connected to the center of the output disk 6 is rotatably inserted through the outer periphery of the input shaft 2, and one output gear 10 is fixed to the output shaft 9. The input shaft 2 and the output shaft 9 are connected to the transmission case 13 by bearing members 11.12.
These bearing members 11
．． Reference numeral 12 carries a thrust load from the thrust loading device 8 mentioned above.

A forward/reverse switching mechanism 14 that also serves as a speed reduction mechanism is disposed between the toroidal transmission section 4 and the engine 1, and the output of the toroidal transmission section 4 is transmitted to the forward/reverse switching mechanism 14. That is, the output gear 10 of the toroidal transmission section 4 meshes with the forward gear 18 via the gears 16 and 17 of the counter shaft 15, and also meshes with the reverse gear 19. The forward gear 18 and the reverse gear 19 are rotatable about the reduction shaft 20, and these gears 18 and 19 are integrally provided with spline gears 18a and 19a. Further, a spline hub 21 fixed to the reduction shaft 20 is provided at an intermediate position between the forward gear 18 and the reverse gear 19, and the outer periphery of the spline hub 21 and the spline gears 18a and 19a is A sleeve 22 for forward/reverse switching is engaged with a spline. By sliding this sleeve 22 in the axial direction, it is possible to switch between forward and backward movement.

A gear 23 is attached to the end of the reduction shaft 20,
This gear 23 meshes with a gear 25 of a differential device 24 disposed near the forward/reverse switching mechanism 14, and transmits power to an axle shaft 26.

In the toroidal continuously variable transmission configured as described above, in order to move the vehicle forward, the sleeve 22 may be operated to the right in the figure. As a result, the power of the input shaft 2 is transferred to the toroidal transmission unit 4, the output gear 10, It is transmitted to the differential device 24 via the counter shaft 15, the forward gear 18, the reduction shaft 20, and the gear 23, and the input shaft 2 and the axle shaft 26 rotate in the same direction, so that the vehicle can be moved forward.

On the other hand, when moving the vehicle backward, the sleeve 22 is moved to the left in the figure. As a result, the power of the input shaft 2 is transmitted to the differential device 24 via the toroidal transmission section 4, the output gear 10, the reverse gear 19, the reduction shaft 20, and the gear 23, and the input shaft 2 and the axle shaft 26 are transmitted in opposite directions. This allows the vehicle to move backwards.

FIG. 2 shows a second embodiment of the present invention, in which the forward/reverse switching mechanism 1
4 is different from the first embodiment. That is,
The output gear 10 meshes with a forward gear 18 rotatably mounted on a shaft 28 via an idle gear 27, and this forward gear 18 can be freely connected to and disconnected from the shaft 28 by a first clutch 29. . A gear 30 fixed to the end of the shaft 28 meshes with a gear 25 of the differential device 24. The output gear 10 also meshes with a reverse gear 19 rotatably provided on the shaft 31, and the reverse gear 19 can be connected to and disconnected from the shaft 31 by a second clutch 32. Gear 33 fixed to the end of shaft 31
meshes with the gear 25 of the differential device 24.

In this embodiment, switching between forward and backward travel is performed by selectively connecting and disconnecting the first and second clutches 29 and 32.

That is, when the first clutch 29 is engaged and the second clutch 32 is disengaged, the power of the output gear 10 is transmitted only to the forward gear 18 via the idle gear 27, and further to the differential gear via the shaft 28 and gear 30. 24, allowing the vehicle to move forward. On the other hand, when the first clutch 29 is disengaged and the second clutch 32 is engaged, the power of the output gear 10 is transmitted only to the reverse gear 19, and further transmitted to the differential device 24 via the shaft 31 and gear 33, and can be set back.

In the above embodiment, a counter shaft 15 or an idle gear 27 is provided between the output gear 10 and the forward gear 18 in order to change the rotation direction of the forward gear 18 and the reverse gear 19. Although shown, the present invention is not limited to this, and for example, the output gear 10 and the forward gear 18 may be directly meshed with each other, and a counter shaft or an idle gear may be provided between the forward gear 18 and the differential device 24.

Effects of the Invention As is clear from the above explanation, according to the present invention, one output gear is used for the forward and reverse movements of the toroidal transmission section, so an extra space is created behind this output gear. Bearing members can be efficiently arranged in a space. Therefore, the shaft size of the transmission can be reduced by that much, and the structure can be extremely rational as an FF type or RR type transmission where the shaft size is limited.

[Brief explanation of drawings]

Figure 1 is according to the present invention. Schematic configuration of the first embodiment of the machine It is a schematic block diagram of an example. 1...Engine, 2. Toroidal transmission section, 5... ...Output disk, 7... Force loading device, 10... output ...Bearing member, 14... ...Forward gear, 19. ...Differential Applicant: Taihara Representative patent attorney Toroidal type continuously variable speed Figure 2 shows the second implementation. ...Input shaft, 4... ・Input disk, 6・ ・Laura, 8...pushes Power gear, 11.12・ Forward/forward switching mechanism, 18 ・Reverse gear, 24 Device. Industrial Co., Ltd. Hidetaka Tsutsui

Claims (1)

[Claims] (1) A toroidal transmission in which the input disk of the toroidal transmission section is placed on the opposite side of the output disk from the engine, and a forward/reverse switching mechanism to which power is transmitted from the output disk is placed between the engine and the toroidal transmission section. In the toroidal type continuously variable transmission, one output gear is connected to the output disk, and the output gear meshes with both the forward gear and the reverse gear of the forward/reverse switching mechanism. gearbox.