JPH116554A - Continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve transmission torque and transmission efficiency while using a belt-type or toroidal-type continuously variable transmission mechanism so as to be applicable to a large passenger car or a large truck, etc. Alternative technology. A continuously variable transmission mechanism (CVT) has one planetary gear mechanism (4) and clutch mechanisms (CL1 to C) for input switching.
L3 is provided to share power to the planetary gear mechanism. In the first mode in the low-speed range and the third mode in the high-speed range, the output after shifting from the continuously variable transmission mechanism is supplied to the sun gear S via the CVT shaft 3 by the first clutch mechanism CL1 and the first transmission gear 9.
1,43 or the input from the input shaft 1 directly connected via the third clutch mechanism CL3 and the second transmission gears 92,44 is transmitted to the carrier C, and the power synthesized from the internal gear R is output. In the second mode in the middle speed range between the low speed range and the high speed range, the second clutch mechanism CL2 is connected to change the speed by the CVT alone to transmit the power to the output shaft. did.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission applicable to a large passenger car or a heavy truck.

[0002]

2. Description of the Related Art Conventionally, a hydromechanical transmission (Hydro Mechanical Transmission) has been used as a continuously variable transmission that can be applied to this kind of large passenger cars and heavy trucks.
mission (hereinafter referred to as "HMT") is known (for example, see U.S. Pat. No. 4,341,131 or JP-A-54-35560). This is because a hydraulic pump having a variable swash plate and a hydraulic motor having a fixed swash plate are connected to each other to utilize a hydrostatic transmission (Hydro Static T).
ransmisson (HST) and a mechanical transmission through a planetary gear mechanism or the like so as to continuously and continuously change gears.

As another continuously variable transmission, a V-belt type continuously variable transmission (Continuously Variable Transmission) has been conventionally used.
Transmission (CVT) and a toroidal-type continuously variable transmission are also known. The CVT uses a pair of movable pulleys that can change the pulley width by hydraulic drive, and a belt that is wound between the pair of movable pulleys as an input side and an output side. The distance can be changed steplessly by changing the rotation radius of the contact point between the belt and each pulley by changing the interval by electronic control. Further, the toroidal type continuously variable transmission uses an input side disk, an output side disk, and a friction roller brought into frictional contact with both, and changes the tilt angle of the friction roller to change the contact point with each disk. By changing the turning radius, the speed can be continuously changed.

[0004]

However, the V-belt type continuously variable transmission and the toroidal type continuously variable transmission described above transmit the rotational power between the belt and each pulley or between the friction roller and each disk. The transmission torque is limited by the contact friction force between them, so that the transmission torque is limited, and therefore the applicable range is limited to small passenger cars and the like. In addition, the transmission efficiency is limited due to friction loss of the belt and the like. In addition, since these continuously variable transmissions cannot be used until the V-belt or the like starts moving (starts transmitting rotation) from a stopped state to a start, an electromagnetic clutch or a torque converter that can be brought into a half-clutch state for starting is used. It is necessary to interpose between the drive source (engine) and the continuously variable transmission, and since the rotation transmission by the belt or the like is performed only in one direction, some means for switching the rotation direction for forward / reverse switching. Must be interposed between the drive source and the continuously variable transmission.

The present invention has been made in view of such circumstances, and an object thereof is to improve transmission torque and transmission efficiency while using a belt-type or toroidal-type continuously variable transmission mechanism. An object of the present invention is to provide an alternative technology to the HMT so that the technology can be applied to a passenger car, a heavy truck, and the like.

[0006]

In order to achieve the above-mentioned object, according to the present invention, an input shaft (1) connected to a rotary power source and one input shaft arranged coaxially in parallel with each other are provided. The planetary gear mechanism (4) and the input side are connected to the input shaft (1), while the output side is connected to the sun gear (S) of the planetary gear mechanism (4) so as to contact both the input side and the output side. Continuously variable transmission mechanism (CVT or TRT) for continuously changing the rotation transmission from the input side to the output side by changing the rotation radius of the contact point of the transmission member (33 or 33a) that transmits the rotation by the contact friction force. And an output shaft (2) integrally connected to the internal gear (R) of the planetary gear mechanism (4), and one end integrally connected to the sun gear (S) of the planetary gear mechanism (4). The continuously variable transmission mechanism (CVT)
Or a transmission shaft (3 or 3a) for transmitting the rotation on the output side of the TRT to the sun gear (S). In addition, the planetary gear (E) of the planetary gear mechanism (4)
The rotational power from the input shaft (1) is transmitted to the first transmission gear (9).
1, 43) for transmitting the rotational torque of the transmission shaft (3 or 3a) to the planetary gear (E) of the planetary gear mechanism (4). The second clutch mechanism (CL for transmitting intermittently
2) and rotating the planetary gear (E) of the planetary gear mechanism (4) from the input shaft (1) to the first transmission gear (9).
1, 43) through a second transmission gear (92, 44) different from the third clutch mechanism (CL
3).

In the above configuration, each clutch mechanism (CL
1 to CL3), the input shaft (1) and the planetary gear mechanism (4) are directly connected via the transmission shaft (3 or 3a) to reduce the input torque from the input shaft (1) to the planet. In addition to being able to share power on the side of the gear mechanism (4), by continuously sharing more power on the side of the planetary gear mechanism (4), the continuously variable transmission mechanism (C
The transmission loss of the power generated on the side of the VT or TRT can be further reduced, and the transmission efficiency of the entire continuously variable transmission can be improved. On the other hand, when the torque of each shaft of the planetary gear mechanism (4) is momentarily balanced,
A continuously variable transmission (CV)
(T or TRT), and the output shaft (2) is connected to the shaft where a larger torque is generated, so that the output shaft torque is many times larger than the torque of the continuously variable transmission mechanism (CVT or TRT). It becomes possible. Thus, a transmission device such as a large passenger car or a large truck uses a continuously variable transmission mechanism (CVT or TRT) that transmits power by contact friction with a transmission member (33 or 33a) such as a belt type or a toroidal type. And can be used as an alternative technology to HMT.
In addition, the continuously variable transmission and the power source (engine) can be reduced in size by improving the torque characteristics, and the fuel efficiency at the time of constant speed traveling can be improved by improving the transmission efficiency.

A continuously variable transmission mechanism (CVT or TR)
T) is connected to one end of the planetary gear mechanism (4) while the input shaft (1) is connected via the first clutch mechanism (CL1).
Is input to the other end of the planetary gear mechanism (4). Therefore, by connecting the first clutch mechanism (CL1), setting the number of teeth of each element, and adjusting the input rotation number from the input shaft (1), With the transmission member (33 or 33a) of the stepped transmission mechanism (CVT or TRT) being driven, the output shaft (2)
It is possible to keep the number of revolutions at zero, that is, to keep the output shaft (2) in a stopped state, and it is possible to omit the electromagnetic clutch for starting which was required in the conventional case. In addition, the continuously variable transmission mechanism (CVT or TVT)
RT), it is possible to easily reverse the rotational direction of the output shaft (2) such that the vehicle moves forward if the gear ratio is shifted to the deceleration side and reverses if the gear ratio is shifted to the speed increase side. In such a case, it is possible to omit the rotation direction switching means for switching between forward and backward movement, which is required in such a case.

Further, each of the above clutch mechanisms (CL1 to CL1)
In the intermittent switching of CL3), for example, at the moment when switching from the state where only the first clutch mechanism (CL1) is connected to the state where only the second clutch mechanism (CL2) is connected, the first clutch mechanism (CL1) and the second clutch mechanism are connected. (CL2) are simultaneously engaged (connected) and the transmission load of the continuously variable transmission mechanism (CVT or TRT) is released, so that only the transmission shaft (3, 3a) receives power from the input shaft (1). Lock-up operation that transmits the At the highest speed end of the highest speed region where only the third clutch mechanism (CL3) is connected, a fourth clutch mechanism (CL4) dedicated to lock-up is added, and this fourth clutch mechanism (CL4) is engaged. The lock-up operation is enabled by the combination.

According to a second aspect of the present invention, in the first aspect, the first to third clutch mechanisms (CL1 to CL
3) is divided into three operation modes in accordance with the gear ratio from the input shaft (1) to the output shaft (2), and includes clutch control means for performing intermittent switching control. The clutch control means is connected to a first mode in which only the first clutch mechanism (CL1) is connected, a second mode in which only the second clutch mechanism (CL2) is connected, and only a third clutch mechanism (CL3). And a third mode.

In the case of the above configuration, each clutch mechanism (CL
The mode of power sharing to the planetary gear mechanism (4) side by switching the operation mode by intermittent switching of 1 to CL3) is specifically specified, and in addition, the shift range is expanded.

According to a third aspect of the present invention, there is provided the clutch control means according to the second aspect, wherein the speed ratio from the input shaft (1) to the output shaft (2) is between the first mode and the second mode. A first lock-up control unit that connects both the first and second clutch mechanisms (CL1 and CL2) when the transmission gear ratio is at the switching speed ratio, and switches the speed ratio between the second mode and the third mode. And a second lock-up control unit that connects both the second and third clutch mechanisms (CL2, CL3) when the gear ratio is attained.

In the case of the above configuration, the lock-up operation is specifically specified. That is, each clutch mechanism (CL1
The lock-up operation is enabled at two specific speed ratios between the first mode and the second mode and between the second mode and the third mode by the intermittent switching of (CL3) to (CL3). Is the invention according to claim 3,
For the internal gear (R) of the planetary gear mechanism (4), the third transmission gear (93, 46) in which the rotational power from the input shaft (1) is set to a gear ratio corresponding to the maximum gear ratio in the third mode. ) To allow the intermittent switching
4). In addition, the clutch control means is controlled by setting the gear ratio from the input shaft (1) to the output shaft (2) to be the third.
A third lock-up control unit that connects the fourth clutch mechanism (CL4) when the gear ratio is the highest in the mode is provided. In the case of the above configuration, the lockup operation at the highest speed end in the highest speed region in the third mode is specifically specified, and the lockup operation at such a highest speed end becomes possible.

According to a fifth aspect of the present invention, there is provided the continuously variable transmission mechanism (CVT or TRT) according to the third or fourth aspect of the present invention, wherein a transmission member (33 or 33a) is provided between an input side and an output side. And a frictional force reducing mechanism for weakening the contact frictional force so that the rotation transmission via the transmission member is substantially stopped.

In the case of the above configuration, in the invention described in claim 3, each of the first to third mode switching points is provided, and in the invention described in claim 4, each of the first to third mode switching points is provided. At the highest speed end of the third mode, the efficiency of the continuously variable transmission is further improved by simultaneously engaging the predetermined clutch mechanism and operating the frictional force reducing mechanism to perform the lock-up operation. It becomes possible to do.

According to a sixth aspect of the present invention, in the first aspect of the invention, the rotational power from the input shaft (1) is rotated in the reverse direction via the gear mechanism (94, 47) to rotate the planetary gear mechanism (4). And a reverse clutch mechanism (CLR) for intermittently switching transmission to the planetary gear (E). In the case of the above configuration, the reverse clutch mechanism (CL
By setting R) to the connected state, the rotation direction of the output shaft (2) can be easily reversed, and the reverse rotation speed range can be easily expanded.

According to a seventh aspect of the present invention, the first to third clutch mechanisms (CL1 to CL
3) and the reverse clutch mechanism (CLR) to the input shaft (1)
And a clutch control means for performing intermittent switching control in four operation modes in accordance with the speed ratio from the motor to the output shaft (2). As the clutch control means, a first mode in which only the first clutch mechanism (CL1) is connected, a second mode in which only the second clutch mechanism (CL2) is connected, and only a third clutch mechanism (CL3) are connected. And a reverse mode in which only the reverse clutch mechanism (CLR) is connected. In the case of the above configuration, each clutch mechanism (CL1 to CL3, CL
The mode of the power sharing to the planetary gear mechanism (4) side by switching the operation mode by the intermittent switching of R) is specifically specified, and in addition, the shift range is expanded.

According to an eighth aspect of the present invention, there is provided the continuously variable transmission mechanism according to the first aspect of the present invention, wherein a pair of movable pulleys as an input-side member and an output-side member movable so as to change the pulley interval. (31, 32), an endless belt (33) as a transmission member wound between the pair of movable pulleys (31, 32), and each of the movable pulleys (3, 32).
1, 32) using a belt-type continuously variable transmission (CVT) provided with a change mechanism for changing the pulley interval.
In the case of the above configuration, the continuously variable transmission mechanism used in the first aspect of the invention is specifically specified as a belt type.

Further, according to the ninth aspect of the present invention, there is provided the first aspect of the present invention.
In the described invention, as the continuously variable transmission mechanism, an input side disk (31a) as an input side member, an output side disk (32a) as an output side member, and both the input side and output side disks (31a, 32a) ), And a toroidal-type continuously variable transmission (TRT) including a friction roller (33a) as a transmission member that makes frictional contact with the roller and a changing mechanism for changing the tilt angle of the friction roller (33a). In the case of the above configuration, the continuously variable transmission mechanism used in the first aspect of the invention is specifically specified as a toroidal type.

[0020]

Embodiments of the present invention will be described below with reference to the drawings.

<First Embodiment> FIGS. 1 and 2 show a continuously variable transmission according to a first embodiment of the present invention. In FIG. 1, reference numeral 1 denotes an input shaft connected to an engine (not shown) as a power source and to which rotation of the engine is input, 2 denotes an output shaft connected to driving wheels (not shown), and CVT denotes a V-belt type. The continuously variable transmission mechanism 3 is a CVT shaft disposed coaxially with the output shaft 2 as a transmission shaft on the output side of the continuously variable transmission mechanism (CVT), 4 is a planetary gear mechanism, and CL1 to CL4 are first. A fourth clutch mechanism, and 5 is a casing of the continuously variable transmission. That is, the present continuously variable transmission includes the above-described V-belt type continuously variable transmission mechanism (CVT) and the planetary gear mechanism (4).
And the power transmission from the input shaft (1) is also shared by the planetary gear mechanism (4), and the rotational power synthesized by the planetary gear mechanism (4) is output to the output shaft (2). is there.

(Configuration of V-belt type continuously variable transmission mechanism)
As shown in FIG. 3, the belt-type continuously variable transmission (CVT) includes a movable pulley (31) as an input-side member connected to the input shaft (1) and an output connected to the CVT shaft (3). A movable pulley (32) as a side member, an endless V-belt (33) as a transmission member wound between the two sets of movable pulleys (31, 32), and the above-mentioned CVT shaft (3). ,
A movable tensioner (not shown) is provided as frictional force reducing means for adjusting the frictional force by adjusting the tension of the V-belt (33). Each set of the movable pulleys (31) is movable with a fixed pulley piece connected to the input shaft (1) or the CVT shaft (3) by hydraulic drive means (not shown) so as to change the pulley interval. The movable pulley piece is configured to form a pair, and a V-shaped groove is formed between the fixed pulley piece and the movable pulley piece. The V-belt (33) is composed of a rubber belt or a metal belt containing a reinforcing core material.
It is constituted by a block belt or the like formed from a number of blocks in the shape of a letter and a tension band made of metal or the like, which is connected to each other to form an endless belt. Then, in a state where the tension is applied to the V-belt (33) by the movable tensioner, the rotational power from the input shaft (1) is changed to CVT by the contact friction force between the V-belt (33) and each set of movable pulleys (31). It is transmitted to the shaft (3), and by changing the pulley interval between the movable pulleys (31) in each of the sets, the turning radius of the point of contact with the V-belt (33) is changed. The transmission of rotation from the input shaft (1) to the CVT shaft (3) can be continuously changed. In addition, by weakening the tension on the V-belt (33) by the movable tensioner, the CVT from the input shaft (1) is reduced.
Power transmission to the shaft (3) can be substantially cut off.

(Configuration of Planetary Gear Mechanism) The planetary gear mechanism (4) includes a sun gear (S) disposed coaxially with the output shaft (2) and the CVT shaft (3), and the sun gear (S). , An internal gear (R) meshing with the planetary gear (E), and a carrier (C) holding the planetary gear (E).

The sun gear (S) is connected to the CVT.
It is integrally connected to the tip of the shaft (3), and receives the rotational power that has been shifted through a continuously variable transmission (CVT). The carrier (C) is attached to one end flange portion (42) of a cylindrical member (41) surrounding the CVT shaft (3), and is configured to rotate integrally with the cylindrical member (41). The first outer peripheral surface of the tubular member (41)
And two kinds of speed change gears (43, 44) are formed, and the other end of the cylindrical member (41) can be switched on and off with the CVT shaft (3) via the second clutch mechanism (CL2). It is connected. Accordingly, when the second clutch mechanism (CL2) is connected to each of the planetary gears (E), the rotational power from the input shaft (1) is transmitted while being shifted by the continuously variable transmission (CVT). It has become so. Also,
The said internal gear (R) is formed in the outer peripheral part of the flange-shaped member (45), and the base end of the output shaft (2) is integrally connected to this flange-shaped member (45). The output shaft (2) rotates integrally with the internal gear (R). Further, a third transmission gear (46) is formed on the collar member (45).

On the other hand, the input shaft (1) has first, third and fourth three clutch mechanisms (CL1, CL3, CL
4) are selectively connected to the first, second and third types of speed change gears (91, 92, 93) so as to be able to be switched on and off. The first transmission gear (91) meshes with the first transmission gear (43) on the input shaft side, and the second transmission gear (91) engages with the second transmission gear (43).
The transmission gear (92) is a second transmission gear (4) on the input shaft side.
4), and the third speed change gear (93) is in mesh with the third speed change gear (4) on the side of the collar gear (45).
6). Accordingly, when the first clutch mechanism (CL1) is connected to each planetary gear (E), the input rotation of the input shaft (1) causes the input rotation of the first transmission gear (9).
1, 43), and when the third clutch mechanism (CL3) is connected, the input rotation of the input shaft (1) is shifted by the second transmission gears (92, 44). Is to be transmitted.

(Operation of Continuously Variable Transmission) Next, the shifting operation of the above continuously variable transmission will be described. As shown in FIG. 4, this continuously variable transmission is divided into three sections according to the gear ratio. There are two operation modes, that is, a first mode of a low speed ratio range (low speed range), a second mode of a middle speed ratio range (medium speed range), and a high speed ratio range (high speed range) from the start including the reverse movement to the forward side. )
The operation is controlled in three operation modes, namely, a third operation mode. Further, the operation is controlled so that the lock-up operation is performed at each mode switching position and the highest speed position. The shift operation, the mode switching, the lock-up operation, and the like in each of the operation modes are performed by each clutch mechanism (CL1 to CL1) by the clutch control means provided in a control unit (not shown).
CL4) is performed by the intermittent switching control.

First, a V-belt type continuously variable transmission (CVT)
In the first mode, as shown in the lower part of FIG. 4, the input rotation from the input shaft (1) is shifted from the predetermined maximum speed ratio (r2) to the predetermined minimum speed ratio (r1) with respect to the CVT shaft (3). In the second mode, the speed is changed from the minimum speed ratio (r1) to the highest speed ratio (r2), and in the third mode, the speed is changed from the highest speed ratio (r2) to the lowest speed ratio (r1). . Thereby, as shown in FIG. 5, the number of revolutions input from the CVT shaft (3) to the sun gear (S) changes between N2 and N1 in each mode.

Next, each clutch mechanism (CL1 to CL4)
The operation in each mode and the lock-up operation together with the intermittent switching control will be described. In the first mode, only the first clutch mechanism (CL1) is connected, and the remaining second to second clutch mechanisms are connected.
The fourth clutch mechanism (CL2 to CL4) is kept in a disconnected state. Power transmission in this state is as shown in FIG.
The rotational power from the input shaft (1) is continuously variable transmission (CVT)
And the rotation power of the input shaft (1) is transmitted to the sun gear (S) via the CVT shaft (3) and the first clutch mechanism (CL1), the first transmission gears (91, 43), and Is transmitted to the carrier (C) via the tubular member (41). Then, the rotational power transmitted from both of the above is combined in the planetary gear mechanism (4), and the combined rotational power is output via the internal gear (R) and the flange member (45) to the output shaft (2). Will be output to

In the first mode, the CVT
The number of rotations input to the sun gear (S) from the shaft (3) side is changed to the number of rotations N0 at which the number of rotations of the output shaft (2) becomes zero.
(See FIG. 5) to control the continuously variable transmission mechanism (C
When the V-belt (33) of (VT) is driven, the rotation speed of the output shaft (2) can be set to zero, that is, a neutral state. That is, by setting the ratio of the number of rotations of the CVT shaft (3) to the cylindrical member (41), that is, the ratio of the number of rotations of the sun gear (S) to the carrier (C) to a specific value, Regardless of the input rotation speed from (1), the rotation speed of the output shaft (2) can be made zero. Then, by increasing the input rotation speed to the sun gear (S) to the N2 side, the output to the output shaft (2) becomes reverse, while reducing the input rotation speed to the N1 side. As a result, the output to the output shaft (2) becomes forward. In this case, since the V-belt (33) is in the driving state in the neutral state, even if the vehicle equipped with the continuously variable transmission is in the stopped state, the vehicle can be smoothly started from the stopped state. In addition, a sliding means such as an electromagnetic clutch which is required in the conventional continuously variable transmission can be eliminated. In addition, the output to the output shaft (2) can be converted to the reverse or forward side only by setting the speed to the speed increasing side or the decelerating side with respect to the rotation speed N0, which is necessary in the conventional continuously variable transmission. The means for switching the rotation direction can be eliminated.

Next, when the sun gear (S) is at the rotation speed N1, the second clutch mechanism (CL2) is switched from the disengaged state to the connected state, and the first clutch mechanism (CL1) is disengaged from the connected state. The switching to the state is performed synchronously, whereby the second mode is entered.

In the second mode, as shown in FIG. 7, the rotational power from the input shaft (1) is applied to the continuously variable transmission (CV).
T) and transmitted to the sun gear (S) via the CVT shaft (3), while the cylindrical member (41) is integrally connected to the CVT shaft (3) by the second clutch mechanism (CL2), and (C) is rotationally driven by the same rotational power as the sun gear (S). As a result, the internal gear (R) is driven to rotate, and the rotational power is transmitted to the flange member (4).
5) to be output to the output shaft (2). That is, in the second mode, the CVT shaft (3) is connected to the output shaft (2).
Planetary gear mechanism (4) only to be integrally connected to
Will be used. Therefore, in FIG.
With both the rotation speeds of the T axis (3) and the output shaft (2) kept at the same rotation speed, the parallel movement from N1 to N2 occurs.

In the second mode, when the number of revolutions input to the sun gear (S) becomes N2, the third clutch mechanism (CL3) is switched from the disconnected state to the connected state,
The switching of the second clutch mechanism (CL2) from the connected state to the disengaged state is performed in synchronization with the third clutch mechanism (CL2).
Enter mode.

In the third mode, as shown in FIG. 8, the rotational power from the input shaft (1) is transmitted to the sun gear (S) via the continuously variable transmission (CVT) and the CVT shaft (3).
While the rotational power of the input shaft (1) is transmitted to the third clutch mechanism (CL3) and the second transmission gears (92, 4).
4) and the carrier (C) via the tubular member (41)
Is transmitted to For this reason, the rotational power transmitted from both of the above is combined in the planetary gear mechanism (4), and the combined rotational power is output via the internal gear (R) and the collar member (45) to the output shaft (2). ). The input rotation speed from the input shaft (1) is shifted by the continuously variable transmission mechanism (CVT), and the rotation speeds of the CVT shaft (3) and the sun gear (S) become N2 at the time of the mode switching.
To N1, the output rotation speed of the output shaft (2) reaches the maximum rotation speed (highest speed end).

As described above, the first speed change gears (91, 43)
Is the gear ratio corresponding to the switching gear ratio between the first mode and the second mode, and the second gear (92, 44) is the gear ratio corresponding to the switching gear ratio between the second mode and the third mode. By setting the first to third modes, the transmission of rotation to the output shaft (2) can be continuously changed from the start to the maximum speed (FIG. 4). (See the upper output shaft.)

Next, the lock-up operation will be described. In the lock-up operation, the switching position between the first mode and the second mode, the switching position between the second mode and the third mode, and the highest speed in the third mode are described. This is performed at three end positions. In these lock-up operations, the input shaft (1) is directly connected to the output shaft (2) via the planetary gear mechanism (4) as described below.

First, in the first lock-up operation at the switching position between the first mode and the second mode, the first clutch mechanism (CL1) and the second clutch mechanism (CL2) constitute the clutch control means. This is made possible by making the connection state simultaneously by the lockup control unit. In this state, as shown in FIG. 9, the rotational power from the input shaft (1) is supplied to the first clutch mechanism (CL1) and the first transmission gears (91, 4).
3) and the carrier (C) via the tubular member (41)
While the CVT shaft (3) is coupled to the cylindrical member (41) by the second clutch mechanism (CL2), so that the sun gear (S) also rotates integrally with the carrier (C). Become. Therefore, the internal gear (R) also rotates integrally with the sun gear (S) and the carrier (C), and the output shaft (2) and the input shaft (1) are directly connected, The output shaft (2) is driven to rotate by the number of rotations of the input rotation from the input shaft (1) by the first transmission gears (91, 43).

At the time of such a lock-up operation, the tension on the V-belt (33) by the movable tensioner on the continuously variable transmission (CVT) side is reduced so that each movable pulley (31, 32)
To reduce the friction between the input shaft (1) and the CVT shaft (3) by substantially reducing the contact friction force between the input shaft (1) and the CVT shaft (3). The transmission efficiency can be further improved by making the loss as small as possible. This is the second
The same applies to the case of the third lock-up operation.

Next, in the second lock-up operation at the switching position between the second mode and the third mode, the second clutch mechanism (CL2) and the third clutch mechanism (CL3) are operated by the second clutch control means. This is made possible by making the connection state simultaneously by the lockup control unit. In this state,
As shown in FIG. 10, the rotational power from the input shaft (1) is supplied to the second transmission gear (9) via the third clutch mechanism (CL3).
In the state where the gears are shifted by (2, 44), the cylindrical member (41)
To the carrier (C) and the sun gear (S) via the CVT shaft (3). Therefore, the carrier (C), the sun gear (C), and the internal gear (R) are integrally rotated, and the output shaft (2) is connected to the second transmission gears (92, 44). Through the input shaft (1). And the output shaft (2)
The input rotation speed from the input shaft (1) has the second speed change gear (9).
According to (2, 44), the rotational speed thus shifted is transmitted.

Further, the third lock-up operation at the highest speed end position in the third mode is performed by switching the third clutch mechanism (CL3), which has been in the connected state, to the disconnected state,
The fourth clutch mechanism (CL
The switching to the connection state of 4) can be performed by being synchronously performed by the third lock-up control unit of the clutch control means. In this state, as shown in FIG.
The rotational power from the input shaft (1) is supplied to the fourth clutch mechanism (CL
4), and transmitted to the output shaft (2) via the third speed change gears (93, 46) and the flange member (45). That is, the output shaft (2) is connected to the third transmission gear (93, 4).
6) is directly connected to the input shaft (2), and the output shaft (2) receives the input rotation speed from the input shaft (1) through the third transmission gear (9).
3, 46) is transmitted. Therefore, the fourth clutch mechanism (CL4) is provided only for performing the third lock-up operation, and the third speed change gears (93, 46) correspond to the speed ratio at the highest speed end position. Is set to the ratio of the number of teeth.

In the above-described operation of the continuously variable transmission, the clutch mechanisms (CL1 to CL3) are switched on and off according to the gear ratio to switch the operation to the first to third operation modes. By doing so, the shift range can be expanded, and the shift to the output shaft (2) can be performed steplessly and smoothly as shown in the upper part of FIG. In addition, the rotational power transmitted from the input shaft (1) to the output shaft (2) is shared by the planetary gear mechanism (4), thereby reducing the friction loss on the continuously variable transmission (CVT) side and transmitting the power. Efficiency can be improved. At this time, the transmission torque can be significantly increased by the planetary gear mechanism (4), and the application range of the continuously variable transmission can be expanded not only to small passenger cars and the like but also to large passenger cars and large trucks. Therefore, it can be applied to the above-mentioned large trucks and buses as an alternative to the HMT while using the V-belt type continuously variable transmission (CVT).

The lower part of FIG. 12 shows the power sharing ratios of the V-belt type continuously variable transmission (CVT) and the planetary gear mechanism (4) in each mode, and the planetary gear mechanism (4) in the first mode. Power share on the drive side (see dashed line)
That is, the input power on the (+) side becomes 1.0 times or more,
The power sharing ratio on the continuously variable transmission (CVT) {CVT shaft (3)} side is slightly negative. Here, the power sharing ratio having a value of (-) indicates that the power is acting on the braking side. At this time, unlike the conventional V-belt type continuously variable transmission, the power is transmitted without consuming power due to slippage of a clutch or the like, so that the transmission efficiency is reduced as shown in the middle part of FIG. The transmission torque to the output shaft (2) is also shown in the upper part of FIG. 12 because the planetary gear mechanism (4) performs a large power sharing, in addition to being significantly higher than the device (see the two-dot chain line). As described above, the cost is significantly higher than that of the conventional V-belt type continuously variable transmission (see the two-dot chain line).

Next, when the mode is switched to the second mode, since the rotational power is completely transmitted through the continuously variable transmission (CVT), the power sharing ratio on the planetary gear mechanism (4) side becomes zero. The power sharing ratio on the continuously variable transmission (CVT) side is 1.
It becomes 0.

When the mode is switched, the planetary gear mechanism (4) is driven to the continuously variable transmission mechanism (CVT).
{CVT axis (3)} respectively acts on the braking side. In the third mode, the power sharing ratio on the continuously variable transmission mechanism (CVT) side approaches zero as the gear ratio increases, and accordingly, the power sharing ratio on the planetary gear mechanism (4) side approaches 1.0. In the third mode, the continuously variable transmission (CV)
T) always acts on the braking side, but since its power sharing ratio is small, the transmission efficiency is higher than that of the conventional V-belt type continuously variable transmission, and the transmission torque is also lower than that of the conventional V-belt type continuously variable transmission. It will be higher than the continuously variable transmission. Further, as described above, the improvement of the transmission efficiency in the high-speed region (the third mode) can improve the fuel efficiency at the time of high-speed constant-speed running.

As described above, in the low-speed range (first mode) and the high-speed range (third mode), the continuously variable transmission mechanism (C
VT) to the sun gear (S) and the first transmission gear (91, 43) or the second transmission gear (92, 4).
4) The input from the input shaft (1) directly connected via the internal gear (R) is transmitted to the carrier (C), and the power synthesized from the internal gear (R) is transmitted to the output shaft (2). In the middle speed range (second mode) between the high speed range and the high speed range, the speed is changed by the continuously variable transmission (CVT) alone and transmitted to the output shaft (2). The transmission range can be expanded and continuous transmission can be performed while exhibiting high torque in the high speed range and the high speed range.

Since the operation mode is set to three modes to increase the speed change range, the final deceleration can be increased, for example, by about 30% as compared with the conventional V-belt type continuously variable transmission. By increasing the ratio, the output torque can be increased.

Furthermore, a relatively simple structure in which only one planetary gear mechanism (4) and a clutch mechanism (CL1 to CL4) for input switching are added to the continuously variable transmission mechanism (CVT) is provided. In addition, the transmission efficiency can be greatly improved and the output torque can be increased as compared with the conventional V-belt type continuously variable transmission. In addition, the engine as a power source can be downsized.

<Second Embodiment> FIGS. 13 and 14 show a second embodiment.
1 shows an embodiment. In the second embodiment, the fourth clutch mechanism (CL4) and the third speed change gears (93, 46) for performing the lock-up operation at the highest speed end position in the first embodiment.
Is omitted.

As shown in FIG. 15, the continuously variable shift operation in the second embodiment is the same as that in the first embodiment except for the third lock-up operation by the third lock-up control unit in the first embodiment. Done.

In the second embodiment, the same operation and effects as those of the first embodiment can be obtained except for the third lock-up operation, and the fourth clutch mechanism (CL4) and the By omitting the three speed change gears (93, 46), the size can be significantly reduced as compared with the case of the first embodiment.

<Third Embodiment> FIG. 16 shows a third embodiment, in which CLR denotes a reverse clutch mechanism,
Reference numerals 4 and 47 denote gear mechanisms for transmitting the rotational power from the input shaft (1) to the carrier (C) of the planetary gear mechanism (4). In the third embodiment, a reverse-only clutch mechanism (CLR)
Is provided to execute the reverse mode and to perform a shift operation different from that of the first or second embodiment. However, even in this case, the configuration of the first to third clutch mechanisms (CL1 to CL3) is the same as that of the first or second embodiment, and each clutch mechanism (CL1 to CL3).
The power transmission path when is connected is the same as in the first or second embodiment.

In the third embodiment, a gear (94) is provided at the distal end of the input shaft (1) via a reverse clutch mechanism (CLR) so as to be able to switch on and off, while a gear meshing with the gear (94) is provided. (47) is a tubular member (41)
Is formed. Thereby, the other clutch mechanism (CL
1 to CL3), and the reverse clutch mechanism (C
By switching LR) to the connected state, it is possible to set an operation mode (reverse mode) dedicated to reverse. That is,
By setting the reverse clutch mechanism (CLR) to the connected state, the input rotation from the input shaft (1) is controlled by the gear mechanism (94, 4).
While input to the carrier (C) via 7), input to the sun gear (S) from the input shaft (1) via the continuously variable transmission (CVT) and the CVT shaft (3).
When the rotational speed input to the sun gear (S) is increased from N1 to N2 as shown in FIG. 17 by the continuously variable transmission (CVT), the output which has been stopped at the rotational speed N1 is output. The shaft (2) is driven to rotate backward.
For this reason, the rotation speed range on the reverse side can be expanded more than in the case of the first embodiment or the second embodiment.

In the case of the third embodiment, when the rotational speed of the CVT shaft (3) {sun gear (S)} shifted by the continuously variable transmission (CVT) is N2, the reverse clutch mechanism ( The switching of the first clutch mechanism (CL1) to the connected state is performed synchronously with the switching of the first clutch mechanism (CL1) to the disengaged state. By reducing the rotational speed from N2 to N3, the output rotational speed of the output shaft (2) is increased.

When the rotation speed N3 is reached, the switching of the first clutch mechanism (CL1) to the disengaged state and the switching of the second clutch mechanism (CL2) to the connected state are executed in synchronization with each other. The mode is switched to two modes. In the second mode, the continuously variable transmission (CV)
T) is transmitted to the output shaft (2) via the CVT shaft (3) and the integrated planetary gear mechanism (4), and the rotational speed of the CVT shaft (3) is changed. Is increased from N3 to N2 so that the output shaft (2)
Is also increased from N3 to N2.

The rotation speed of the CVT shaft (3) is N2
Then, the switching of the second clutch mechanism (CL2) to the disengaged state and the switching of the third clutch mechanism (CL3) to the connected state are executed synchronously, whereby the mode is switched to the third mode. In the third mode, the rotation speed of the output shaft (2) is increased by reducing the rotation speed of the CVT shaft (3) from N2 to N1. When the rotation speed of the motor reaches N1,
The rotation speed of the output shaft (2) becomes the maximum rotation speed (highest speed).

In the switching gear ratio between the first operation mode and the second operation mode, the first lockup operation simultaneously connects the first and second clutch mechanisms (CL1 and CL2). Further, in the switching gear ratio between the second operation mode and the third operation mode, the second lockup operation is performed by the second and third clutch mechanisms (CL).
2 and CL3) at the same time, the connection is performed, respectively, in the same manner as in the first embodiment.

Each of the clutch mechanisms (CL1 to C
L3, CLR) is controlled by clutch control means in a control unit (not shown) as in the first or second embodiment.

<Fourth Embodiment> FIG. 18 shows a fourth embodiment. The fourth embodiment is different from the third embodiment in that a fourth clutch mechanism (CL4) and a third speed change gear (93, 46) for performing a lock-up operation at the highest speed end position are added. .

The fourth clutch mechanism (CL4) and the third clutch mechanism (CL4)
The configuration of the speed change gears (93, 46) is the same as that of the first embodiment. As shown in FIG. When it reaches and at a constant speed running state at that position,
As in the first embodiment, the switching of the third clutch mechanism (CL3) to the disengaged state and the switching of the fourth clutch mechanism (CL4) to the connected state are synchronized by the third lock-up control unit of the clutch control means. And the third lock-up operation is performed.

<Fifth Embodiment> FIG. 20 shows a fifth embodiment. The fifth embodiment is based on the first embodiment, and the V-belt type continuously variable transmission mechanism (CVT) in the first embodiment. ) Is changed to a toroidal type continuously variable transmission (TRT). Note that components having the same configuration as that of the first embodiment are denoted by the same reference numerals as those of the first embodiment, detailed description thereof will be omitted, and only components different from those of the first embodiment will be described below. .

The above-mentioned toroidal type continuously variable transmission (TRT)
Are a pair of input side disks (31a, 31a) integrally connected to the input shaft (1) as an input side member, and an output side as an output side member loosely fitted to the input shaft (1). A disk (32a) and friction rollers (33a, 33a,...) As transmission members for transmitting torque by frictionally contacting the input side and output side disks (31a, 31a, 32a). A change mechanism (not shown) for changing the tilt angle of each friction roller (33a) by hydraulic operation, and both discs by weakening the pressing force of each friction roller (33a) against both discs (31a, 31a, 32a). A pressing force changing mechanism (not shown) is provided as frictional force reducing means for substantially interrupting the transmission of torque between them.

The gear (34) connected to the output disk (32a) is connected to the continuously variable transmission mechanism (TR).
T) is engaged with a gear (35) connected to the base end of a TRT shaft (3a) as a transmission shaft on the output side of T), and the tip of the TRT shaft (3a) is connected to the sun gear (S). I have. Thereby, the toroidal type continuously variable transmission mechanism (T
(RT), the rotational power from the input shaft (1) is transmitted to the sun gear (S).

In the operation of the fifth embodiment, the first to third operation modes are controlled by the on / off switching control of the three clutch mechanisms (CL1 to CL3), as in the first embodiment. (See FIGS. 4 and 5), and the same as in the first embodiment.
-The third lock-up operation is performed. Thereby, the same operation and effect as the first embodiment can be obtained.

<Other Embodiments> The present invention relates to the first embodiment.
Not only the fifth embodiment but also other embodiments can be adopted. For example, in the second to fourth embodiments, the V-belt type continuously variable transmission (CVT) is used as the continuously variable transmission. However, the present invention is not limited to this. Instead, a toroidal type continuously variable transmission as shown in the fifth embodiment is used. A step transmission mechanism (TRT) may be used.

[0064]

As described above, according to the continuously variable transmission according to the first aspect of the present invention, each clutch mechanism (C
L1 to CL3), the input shaft (1) and the planetary gear mechanism (4) are directly connected via the transmission shafts (3, 3a) to reduce the input torque from the input shaft (1) to planets. In addition to being able to share the power on the side of the gear mechanism (4), by thus sharing more power on the side of the planetary gear mechanism (4), the continuously variable transmission mechanism (CVT)
Or, the transmission loss of power generated on the TRT side can be further reduced, and the transmission efficiency of the entire continuously variable transmission can be improved. On the other hand, when the torque of each shaft of the planetary gear mechanism (4) is momentarily balanced, a larger torque is generated on the output side of the continuously variable transmission mechanism (CVT or TRT) on the shaft requiring the smallest torque. Since the output shaft (2) is connected to each of the shafts, the output shaft torque is controlled by the continuously variable transmission mechanism (CVT or TR).
It is possible to make the torque many times larger than the torque of T). Thus, a continuously variable transmission mechanism (CVT or TR) that transmits power by contact friction with a belt-type or toroidal-type transmission member (33 or 33a).
While using T), it can be applied as a transmission for a large passenger car or a large truck, and can be used as an alternative technology to the HMT. In addition, the continuously variable transmission and the power source (engine) can be reduced in size by improving the torque characteristics, and the fuel efficiency at the time of constant speed traveling can be improved by improving the transmission efficiency.

A continuously variable transmission mechanism (CVT or TR)
T) is connected to one end of the planetary gear mechanism (4) while the input shaft (1) is connected via the first clutch mechanism (CL1).
Is input to the other end of the planetary gear mechanism (4). Therefore, by connecting the first clutch mechanism (CL1), setting the number of teeth of each element, and adjusting the input rotation number from the input shaft (1), With the transmission member (33 or 33a) of the stepped transmission mechanism (CVT or TRT) being driven, the output shaft (2)
It is possible to keep the number of revolutions at zero, that is, to keep the output shaft (2) in a stopped state, and to omit the start-up electromagnetic clutch which was required in the conventional case. In addition, the continuously variable transmission mechanism (CVT or TRT)
By setting the gear ratio and the on / off switching of each clutch mechanism (CL1 to CL3), it is possible to omit the rotation direction switching means for forward / reverse switching which is required in the conventional case.

According to the second aspect of the invention, in addition to the effect of the first aspect, each clutch mechanism (CL1 to CL1)
The mode of power sharing to the planetary gear mechanism (4) by switching the operation mode by intermittent switching of CL3) can be specifically specified, and the speed change range can be expanded.

According to the third aspect of the invention, in addition to the effect of the second aspect of the invention, there are two additional modes between the first mode and the second mode and between the second mode and the third mode. The lockup operation can be specifically realized at the specific gear ratio.

According to the fourth aspect of the invention, in addition to the effect of the third aspect of the invention, the lock-up operation at the highest speed end of the highest speed region in the third mode can be specifically realized.

According to the fifth aspect of the present invention, in addition to the effects of the third or fourth aspect, the third aspect of the present invention provides the following advantages at each of the first to third mode switching points: According to the fourth aspect of the invention, at the first to third mode switching points and at the highest speed end of the third mode, a predetermined clutch mechanism is simultaneously connected and the frictional force reducing mechanism is operated to lock up. The combined use of the driving can further improve the efficiency of the continuously variable transmission as a whole.

According to the sixth aspect of the invention, in addition to the effect of the first aspect, the reverse clutch mechanism (CL
By setting R) to the connected state, not only the reverse operation mode can be provided, but also the reverse rotation speed range can be easily expanded.

According to the seventh aspect of the invention, in addition to the effect of the sixth aspect, each clutch mechanism (C
(L1 to CL3, CLR), the mode of power sharing to the planetary gear mechanism (4) by switching the operation mode by intermittent switching can be specifically specified, and in addition, the speed change range can be expanded. it can.

Further, according to the eighth aspect of the present invention, the continuously variable transmission mechanism of the first aspect of the present invention is a belt-type continuously variable transmission mechanism. The continuously variable transmission according to the invention can be specifically specified as a toroidal type.

[Brief description of the drawings]

FIG. 1 is a schematic sectional view showing a first embodiment of the present invention.

FIG. 2 is a skeleton diagram of FIG. 1;

FIG. 3 is an explanatory sectional view taken along line AA of FIG. 1;

FIG. 4 is a diagram illustrating a relationship between each shaft speed ratio and a CVT speed ratio and an operation mode.

FIG. 5 is a planetary velocity diagram in the case of the first embodiment.

FIG. 6 is a diagram showing a transmission path of rotational power in a first mode.
FIG.

FIG. 7 is a diagram showing a transmission path of rotational power in a second mode.
FIG.

FIG. 8 is a diagram showing a transmission path of rotational power in a third mode.
FIG.

FIG. 9 is a diagram corresponding to FIG. 2, showing a transmission path of rotational power in a first lock-up operation.

FIG. 10 is a diagram corresponding to FIG. 2, showing a transmission path of rotational power in a second lock-up operation.

FIG. 11 is a diagram corresponding to FIG. 2, showing a transmission path of rotational power in a third lock-up operation.

FIG. 12 is a relationship diagram between a transmission torque, a transmission efficiency, and a power sharing ratio, and an operation mode.

FIG. 13 is a schematic sectional view showing a second embodiment.

FIG. 14 is a skeleton diagram of FIG. 13;

FIG. 15 is a planetary velocity diagram in the case of the second embodiment.

FIG. 16 is a view corresponding to FIG. 2 showing a third embodiment.

FIG. 17 is a planetary velocity diagram in the case of the third embodiment.

FIG. 18 is a view corresponding to FIG. 2 showing a fourth embodiment.

FIG. 19 is a planetary velocity diagram in the case of the fourth embodiment.

FIG. 20 is a diagram corresponding to FIG. 2, showing a fifth embodiment.

[Explanation of symbols]

Reference Signs List 1 input shaft 2 output shaft 3 CVT shaft (transmission shaft) 3a TRT shaft (transmission shaft) 4 planetary gear mechanism 31 movable pulley (input side member) 31a input side disk (input side member) 32 movable pulley (output side member) 32a Output side disk (output side member) 33 V belt (transmission member) 33a Friction roller (transmission member) CVT V belt type continuously variable transmission mechanism (continuously variable transmission mechanism) TRT Toroidal type continuously variable transmission mechanism (continuously variable transmission mechanism) S Sun gear E Planetary gear R Internal gear C Carrier CL1 First clutch mechanism CL2 Second clutch mechanism CL3 Third clutch mechanism CL4 Fourth clutch mechanism CLR Reverse clutch mechanism

Claims (9)

[Claims] An input shaft connected to a rotary power source (1)
One planetary gear mechanism (4) coaxially arranged in parallel with one another; an input side connected to the input shaft (1), and an output side connected to the sun gear (S) of the planetary gear mechanism (4). Connected to
The rotation transmission from the input side to the output side is steplessly changed by changing the rotation radius of the contact point of the transmission member (33 or 33a) which contacts both the input side and the output side and transmits the rotation by the contact friction force. A continuously variable transmission mechanism (CVT or TRT), an output shaft (2) integrally connected to the internal gear (R) of the planetary gear mechanism (4), and one end of the sun of the planetary gear mechanism (4). The continuously variable transmission mechanism (CVT or TRT) integrally connected to the gear (S)
A transmission shaft (3 or 3a) for transmitting the rotation on the output side of the planetary gear (S) to the sun gear (S), and a planetary gear (E) of the planetary gear mechanism (4) for transmitting rotational power from the input shaft (1) to the A first clutch mechanism (CL) that transmits and receives intermittent switching via one transmission gear (91, 43)
1); a second clutch mechanism (CL2) for transmitting the transmission torque of the transmission shaft (3 or 3a) to the planetary gear (E) of the planetary gear mechanism (4) in an intermittent manner; The rotational power from the input shaft (1) is transmitted to the planetary gear (E) of the mechanism (4) by the first transmission gear (91, 4).
A continuously variable transmission, comprising: a third clutch mechanism (CL3) that transmits / disconnects intermittently via a second transmission gear (92, 44) different from 3). 2. The system according to claim 1, wherein the first to third clutch mechanisms (CL1 to CL3) are divided into three operation modes according to a speed ratio from the input shaft (1) to the output shaft (2). A clutch control means for performing on / off switching control, wherein the clutch control means comprises: a first mode in which only the first clutch mechanism (CL1) is connected; a second mode in which only the second clutch mechanism (CL2) is connected; A continuously variable transmission, comprising: a third mode in which only the clutch mechanism (CL3) is connected. 3. The clutch control device according to claim 2, wherein the clutch control means is configured to switch the speed ratio from the input shaft (1) to the output shaft (2) at a switching speed ratio between the first mode and the second mode. A first lock-up control unit that connects both the first and second clutch mechanisms (CL1, CL2); and a second lock-up control unit that switches the second gear ratio when the speed ratio is at the switching speed ratio between the second mode and the third mode. And a third clutch mechanism (CL
And a second lock-up control section that connects the second lockup control section and the second lockup section together. 4. The rotational power from an input shaft (1) for an internal gear (R) of a planetary gear mechanism (4) is set to a gear ratio corresponding to a maximum speed ratio in a third mode. A fourth clutch mechanism (CL) that transmits the third gear (93, 46) so as to be capable of intermittent switching.
4), wherein the clutch control means includes an output shaft (2) from the input shaft (1).
A continuously variable transmission that includes a third lock-up control unit that connects the fourth clutch mechanism (CL4) when the speed ratio to the third mode is the highest speed ratio in the third mode. 5. The continuously variable transmission (CVT or TRT) according to claim 3, wherein the contact friction force between the transmission member (33 or 33a) and the input side and the output side is reduced. A continuously variable transmission, comprising: a frictional force reducing mechanism for weakening rotation transmission via the transmission member (33 or 33a) so as to be substantially stopped. A continuously variable transmission characterized by the following. 6. The gear mechanism (94, 47) according to claim 1, wherein the rotational power from the input shaft (1) is supplied to a gear mechanism (94, 47).
A continuously variable transmission, comprising: a reverse clutch mechanism (CLR) that transmits the planetary gear (E) of the planetary gear mechanism (4) to the planetary gear (E) so that the gear can be intermittently switched through reverse rotation through the clutch. 7. The clutch system according to claim 6, wherein the first to third clutch mechanisms (CL1 to CL3) and the reverse clutch mechanism (CLR) are changed according to a speed ratio from the input shaft (1) to the output shaft (2). Clutch control means for performing on / off switching control in four operation modes, wherein the clutch control means connects only the first clutch mechanism (CL1) and only the second clutch mechanism (CL2). A continuously variable transmission, comprising: a second mode in which only a third clutch mechanism (CL3) is connected; and a reverse mode in which only a reverse clutch mechanism (CLR) is connected. 8. A pair of movable pulleys (31, 32) as an input-side member and an output-side member, wherein the continuously variable transmission mechanism is movable so that a pulley interval changes.
And an endless belt (33) as a transmission member wound between the pair of movable pulleys (31, 32), and a changing mechanism for changing a pulley interval between the movable pulleys (31, 32). A continuously variable transmission (CVT) provided with the belt. 9. The continuously variable transmission according to claim 1, wherein the continuously variable transmission mechanism includes an input side disk (31a) as an input side member and an output side disk (3) as an output side member.
2a) and both the input and output disks (31
a, 32a) a toroidal-type continuously variable transmission mechanism (TRT) including a friction roller (33a) as a transmission member that comes into frictional contact with the friction roller (33a) and a change mechanism for changing the tilt angle of the friction roller (33a). A continuously variable transmission characterized by the following.