JP3500913B2 - Reverse sensor mounting structure for toroidal type continuously variable transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a reverse sensor mounting structure that enables a reverse sensor of a toroidal type continuously variable transmission to be mounted on any type of toroidal type continuously variable transmission.

[0002]

2. Description of the Related Art A toroidal type continuously variable transmission has a toroidal transmission unit mainly composed of an input / output cone disk arranged coaxially and a power roller for transmitting power by frictional engagement between the input / output cone disks. To do. Here, as in the case where a toroidal type continuously variable transmission is used in a vehicle, for example, in the case where the toroidal transmission unit needs to transmit forward and reverse rotations, for example, JP-A-2-
As described in Japanese Patent No. 163562, since the rotation directions to be transmitted are reversed between the forward rotation and the reverse rotation, it is necessary to reverse the tilt control of the power roller at the time of gear shifting. A reverse sensor that detects forward / reverse rotation of the transmission unit is essential.

This reverse sensor has a forward / reverse switching mechanism at the front stage of the toroidal transmission unit, which is indispensable in the case of a toroidal type continuously variable transmission in which the toroidal transmission unit transmits forward / reverse rotation. Even in the case of a toroidal type continuously variable transmission in which the mechanism is at the rear stage of the toroidal transmission unit and the transmission unit basically transmits only forward rotation, the toroidal transmission unit is used when the vehicle retreats due to gravity on an uphill road. A reverse sensor is required for reverse rotation.

The reverse sensor, which is described in the above-mentioned document, functions as follows. That is, for example, when the toroidal transmission unit is set to the reverse rotation (reverse rotation) transmission state by the forward / reverse switching mechanism in the preceding stage, the reverse sensor frictionally driven by the rotating member during the reverse rotation (reverse rotation) causes the inside of the valve body to move. The shift control valve switching means is operated to perform the shift control by the reverse shift control valve instead of the shift control by the forward shift control valve.

[0005]

For this reason, the reverse sensor must be arranged in the valve body near the shift control valve switching means, that is, near the valve body, or the shift control valve switching means operates. Cannot be performed and cannot fulfill the above functions.

Here, a toroidal type continuously variable transmission for a so-called front engine / rear wheel drive vehicle (FR vehicle) in which a differential gear device is not combined as an integral unit with the toroidal type continuously variable transmission is generally described in the above-mentioned document. As noted, it is conventional to configure the transmission system shown in FIG. The forward / reverse switching mechanism F / R uses the transmission input shaft I as the forward rotation (normal rotation) of the rotation from the torque converter T / C when the forward clutch F / C is engaged.
/ S, reverses the rotation from the torque converter T / C when the reverse brake R / B is engaged, and transmits it to the transmission input shaft I / S as reverse rotation (reverse rotation). The toroidal transmission unit F / T on the front side and the toroidal transmission unit R / T on the rear side respectively shift the input rotation to the shaft I / S and output it to the output gear O / G, and output gear O / G.
Counter shaft C / S and gear set G /
It is taken out from the output shaft O / S through S sequentially.

A reverse sensor R for detecting the above-mentioned forward / reverse rotation
The counter shaft C / S can be used as a rotating member after the toroidal transmission unit that is normally / reversely rotated, and is mounted on the front end of the counter shaft C / S far from the gear set G / S. Here, the reverse sensor R / S is located at the lower part of the toroidal type continuously variable transmission, and is close to a valve body (not shown) which is often arranged at the lower part of the toroidal type continuously variable transmission. Therefore, front engine / rear wheel drive vehicles (F
In the toroidal type continuously variable transmission for the R vehicle, the reverse sensor R / S can be easily arranged in the vicinity of the valve body, and can be arranged easily so that the shift control valve switching means can be operated in the valve body. .

By the way, a toroidal type continuously variable transmission for a front engine / front wheel drive vehicle (FF vehicle) is a transformer in which a differential gear device is integrally incorporated as described in, for example, Japanese Unexamined Patent Publication No. 163562/1990. Since it is configured as an axle, the output rotation of the toroidal transmission unit must be configured to follow the transmission path that is taken out upward from the axis of the unit and reaches the differential gear device. , Away from the valve body located at the bottom of the transmission. Because of this, FF
In a toroidal type continuously variable transmission for a vehicle, that is, a transaxle, the reverse sensor cannot be arranged so that the shift control valve switching means in the valve body can be operated thereby. .

According to a first aspect of the present invention, a toroidal type continuously variable transmission is configured as a transaxle .
Sea urchin, output rotation of the toroidal transmission unit is a transmission lower
Avoid the valve body in the
Even when forming the output rotary transmission system as issued, shifting
Machine in the possible arrangement a reverse sensor that can operate the shift control valve means for switching the valve body in the lower, and aims to solve the above problems.

A second aspect of the present invention is to propose a toroidal type continuously variable transmission that can achieve the object of the first aspect of the invention when the toroidal type continuously variable transmission is configured as a transaxle. And

A third aspect of the present invention is to propose a toroidal type continuously variable transmission, which is a further development of the second aspect with respect to the mounting position of the reverse sensor.

A fourth aspect of the present invention is to develop the third aspect of the present invention in a more suitable manner with respect to the lubrication of the reverse sensor.

A fifth aspect of the present invention is to improve lubrication of a toroidal type continuously variable transmission by using components of a reverse sensor mounting structure.

[0014]

For the above object, the reverse sensor mounting structure of the toroidal type continuously variable transmission according to the first aspect of the present invention comprises a toroidal transmission unit for transmitting forward and reverse rotations, and an output of the toroidal transmission unit. The rotation is strange
Avoid the valve body in the lower part of the speed reducer
Constitutes the output rotary transmission system so as to be more withdrawn, the preparative <br/> toroidal reverse rotation transmission time of the transmission unit is the <br/> Barububode I over a reverse sensor is frictionally driven by the rotation member in the reverse rotation In the toroidal type continuously variable transmission in which the shift control valve switching means in the inside is operated to perform the shift control by the reverse shift control valve instead of the shift control by the forward shift control valve, the toroidal type continuously variable transmission is driven by the rotating member. A reversible body is provided separately from the output rotation transmission system.
Close the reversible member in the transmission lower valve body <br/> arranged, the reverse sensor to the reversible member, and attached to the shift control valve switching means may be operated by the reverse sensor It is characterized by that.

A reverse sensor mounting structure for a toroidal type continuously variable transmission according to a second aspect of the present invention is a transaxle in which the toroidal type continuously variable transmission according to the first aspect of the present invention is combined with a differential gear device. When the valve body is present in the lower part of the machine, the output gear on the main shaft in which the toroidal transmission unit is arranged is the rotating member, and the reversible body is provided by providing a reversible gear that meshes with the output gear. It is characterized by.

A reverse sensor mounting structure for a toroidal type continuously variable transmission according to a third aspect of the invention is characterized in that, in the second aspect, the reversible gear is rotatably supported by the valve body.

A reverse sensor mounting structure for a toroidal type continuously variable transmission according to a fourth aspect of the present invention is the third aspect of the present invention, wherein a center hole is bored in the reversible gear and a reverse sensor lubricating oil passage communicating with the center hole is provided in the valve body. It is characterized by being provided.

According to a fifth aspect of the present invention, there is provided a reverse sensor mounting structure for a toroidal type continuously variable transmission according to any one of the first to fourth aspects, wherein the reversible body is an oil level in an oil pan of the toroidal type continuously variable transmission. It is characterized in that it is placed below the level in contact with.

[0019]

In reverse transmission of the toroidal transmission unit, the reverse sensor is frictionally driven by the rotating member in the reverse rotation to operate the shift control valve switching means in the valve body. The operation of the shift control valve switching means switches the shift control of the toroidal type continuously variable transmission from the shift control by the forward shift control valve to the shift control by the reverse shift control valve, even during reverse rotation transmission of the toroidal transmission unit. The shift control can be performed in a predetermined manner.

By the way, in the first aspect of the invention, the reversible body driven by the rotating member is provided in the lower portion of the transmission.
It was placed above the transmission avoiding the valve body
Separately from the output rotation transmission system, it is provided close to the valve body at the lower part of the transmission , and a reverse sensor is attached to this reversible body so that the shift control valve switching means can operate. By integrating the toroidal type continuously variable transmission for FF vehicles with the differential gear device,
The output rotation of the toroidal transmission unit is taken out upward from the axis of the unit, such as when following a transmission path to the differential gear device, the rotation member to be attached to the reverse sensor are all disposed below the transmission The reverse sensor can be arranged so that the shift control valve switching means in the valve body can operate even when the reverse sensor is separated from the valve body.

According to the second aspect of the present invention, the toroidal type continuously variable transmission is a transaxle which is combined with a differential gear device, and when the valve body is present below the toroidal type continuously variable transmission, the toroidal transmission is used. The toroidal type continuously variable transmission is configured as a transaxle because the output gear on the main shaft in which the unit is arranged is the rotating member, and the reversible gear that meshes with the output gear is provided to form the reversible body. In this case, the object of the first invention can be achieved most effectively.

In the third invention, since the reversible gear of the second invention is rotatably supported by the valve body,
The reverse sensor attached to the reversible gear is closest to the valve body, and hence the shift control valve switching means, and the reverse sensor mounting position is optimized.

In the fourth aspect of the present invention, the reversible gear is provided with the center hole and the reverse sensor lubricating oil passage communicating with the center hole is provided in the valve body. Therefore, the oil in the valve body is most sure to lubricate the reverse sensor. Can be done.

In the fifth aspect of the invention, the reversible body is arranged below the level in contact with the oil surface in the oil pan of the toroidal type continuously variable transmission. Therefore, the reversible body, which is a component of the reverse sensor mounting structure, is used as the toroidal body. It is possible to improve the lubrication of the continuously variable transmission, and particularly to improve the lubrication of the rotating member that drives the reversible body.

[0025]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 3 show a toroidal-type continuously variable transmission according to an embodiment of the present invention. In this embodiment, this is configured as a toroidal-type continuously variable transmission transaxle in which a differential gear device is integrated. To do. In these figures, 1 is a transmission case,
2 is a converter housing united with its front end opening,
Reference numeral 3 is a rear cover which is integrated with the rear end opening.

As clearly shown in FIG. 1, a perforated intermediate wall 1a is integrally formed in the transmission case 1 at the center thereof.
The forward / reverse switching gear unit 4 is housed in the front transmission case, and the toroidal transmission unit 5 is housed in the rear transmission case with the intermediate wall 1a interposed therebetween. A torque converter 6 is housed in the converter housing 2.

The forward / reverse switching gear unit 4 has an input shaft 7 at its center, and the toroidal transmission unit 5 has a main shaft 8 at its center.
Equipped with. The input shaft 7 and the main shaft 8 are coaxially and relatively rotatably fitted to each other at their adjacent ends, and the main shaft 8 is provided with a radial / thrust bearing 9 on the intermediate wall 1a and a radial needle bearing 10 on the rear cover 3 to form a transmission case. 1, a hollow fixed shaft 11 rotatably supported in the input shaft 7 and coupled to the main shaft 8 and to the transmission case 1.
It is rotatably supported inside. The input shaft 7 is drivingly coupled to an engine (not shown) via the torque converter 6, and this engine and the transaxle of this example are
Place it horizontally in the engine room and mount the engine (details will be described later, but in Fig.
Only one engine mount is shown at 47).

The forward / reverse switching gear device 4 is a well-known device including a simple planetary gear set 12, a forward clutch 13, and a reverse brake 14. When the forward clutch 13 is engaged, the input shaft 7 rotates (forward forward rotation). Is transmitted to the main shaft 8 as it is, the rotation of the input shaft 7 is reversed by engaging the reverse brake 14, and the reverse rotation for reverse transmission is transmitted to the main shaft 8.

The toroidal transmission unit 5 comprises input / output cone disks 15 and 16 which are coaxially opposed to each other on the main shaft 8 and are rotatably supported, so that power is transmitted by frictional engagement between these input / output cone disks. It has two power rollers (friction wheels) 17 and 18 arranged at equal intervals around the rotation axis O ₁ of the input / output cone disk.

The power rollers 17 and 18 are arranged one above the other as shown in FIG.
The trunnions are rotatably supported by 20 and extend in the direction of a swing axis O ₃ orthogonal to the power roller rotation axis O ₂ , that is, in the vehicle front-rear direction, as shown in FIG. Then, adjacent one ends of the trunnions 19 and 20 are connected by a link 21 and the other adjacent ends of the trunnions 19 and 20 are connected by a link 22 via a ball joint 23 so as to be rotatable and tiltable.

The links 21 and 22 have square holes 21a and 2 in the center.
2a and the common link support 24 is inserted thereinto, the centers of the links 21 and 22 are pivotally supported on the link support 24 by the pins 25 and 26. The link support 24 is connected to the axis O _{1 of the} transmission case 1 as shown in FIG.
However, the size of the link support 2 is set so that it can be inserted from the rear end opening of the transmission case 1 while keeping the axis perpendicular to the link support 2 in this inserted state.
The four corners of No. 4 are attached to the transmission case 1 with bolts 27. Thus, the links 21 and 22 are indirectly rotatably supported by the transmission case 1 so as to be rotatable in the center thereof, and through this rotation, the strokes of the trunnions 19 and 20 in the swing axis O ₃ direction. Used for synchronization. The link support 24 further has a round hole 24a at the center for inserting the spindle 8.

Further, as clearly shown in FIG. 3, a piston 28 is coaxially buttedly coupled to the upper trunnion 19 at the rear end of the vehicle body, and a piston 29 is attached to the lower trunnion 20 at the front end of the vehicle body. Are coaxially butted and coupled, and these butted couplings are performed inside the transmission case 1.
Hold by 31. The pistons 28 and 29 are slidably fitted in cylinders 32 and 33 that are opened outside the transmission case 1 and integrally formed with the pistons 28 and 29.

As shown in FIG. 1, the radial / thrust bearing 9 is prevented from coming off by the step portion 8a of the main shaft 8, and
It is connected to the intermediate wall 1a by a bolt 34, and an output gear 35 is interposed between the radial / thrust bearing 9 and the output cone disk 16. The output gear 35 is spline-coupled to the output cone disc 16 and rotatably supported on the main shaft 8. And the link support 24 is
Naturally, it is interposed between the input / output cone disks 15 and 16.

A loading cam 36 is arranged on the side of the input cone disk 15 far from the output cone disk 16, and this loading cam is drive-coupled to the main shaft 8 by a drive plate 37. The drive plate 37 is prevented from coming off with a loading nut 38 screwed into the main shaft 8,
As a result, the toroidal transmission unit 5 is tightened in the axial direction between the step portion 8a and the loading nut 38 so that it can be preassembled.

Counter gear 3 meshing with output gear 35
9 is provided on the first counter shaft 40, and a counter gear 41 is integrally formed on this counter shaft. As shown in FIGS. 2 and 3, a gear 42 meshing with the gear 41 and a gear 43 coaxial therewith are integrally rotatably provided on the second counter shaft 44, and the gear 43 is meshed with the drive ring gear 46 of the differential gear device 45. . The counter shafts 40 and 44 and the differential gear device 45 are arranged so that their axes extend parallel to the main shaft 8, and are rotatably supported between the transmission case 1 and the converter housing 2 as clearly shown in FIG.

The above toroidal continuously variable transmission transaxle is mounted on the engine mount near the front end of the trunnion 19 away from the piston 28, as shown in FIG. It is mounted on the vehicle body 48 by 47 and put to practical use. Also,
The drive ring gear 46 and the differential gear device 45 extend in a direction parallel to the main shaft 8 near the vehicle body rear side end of the trunnion 20 whose rotation axis is far from the piston 29, that is, in the vehicle rear side lower portion of the transmission case 1. To arrange.

The pistons 28, 29 are stroked as is well known by a valve body 49 shown in FIG. 3 (the internal hydraulic circuit will be described in detail later) to perform shift control. In this embodiment, the valve body 49 is used. As shown in the figure, the trunnion 20 is arranged below the trunnion 20, that is, the lowermost part of the toroidal type continuously variable transmission, and a part of the hydraulic oil in the oil pan 50 is made to enter.

The transmission operation and the speed change action of the toroidal type continuously variable transmission transaxle according to the above embodiment are as follows. In FIG. 1, the rotation transmitted to the input shaft 7 via the torque converter 6 is directly or reversed by the forward / reverse switching gear device 4 and reaches the main shaft 8. The rotation of the main shaft 8 is transmitted to the input cone disk 15 via the drive plate 37 and the loading cam 36, and then the rotation is output from the input cone disk 15 through the rotation of the power rollers 17 and 18 about the axis O _2. Reaches 16. Here, the loading cam 36 generates a thrust according to the transmission torque, urges the input cone disc 15 toward the output cone disc 16, and the friction engagement between these input / output cone discs and the power rollers 17, 18. Make sure that the above transmission is possible. Then, the rotation of the output cone disk 16 is caused by the sequential gears 35, 39, 41, 42, 4 shown in FIGS. 2 and 3.
It is transmitted to the differential gear device 45 via 3, 46, and the wheels (front wheels) can be rotationally driven by this differential gear device.

During such reversible transmission, the hydraulic pressure from the valve body 49 shown in FIG.
When the trunnions 19 and 20 are stroked in the same phase in synchronization with the swing axis O ₃ via 29, the power rollers 17 and 18 are offset from the cone disc rotation axis O _{1 and} moved around the axis O ₃ . A component force is received and the head is pivoted (tilted) about the axis. This allows the power rollers 17, 18 to continuously change the diameter of the friction engagement arc with respect to the input / output cone disks 15, 16 and to continuously change the transmission ratio between the input / output cone disks, that is, the gear ratio. Then, as the gear ratio approaches the predetermined ratio, the valve body 49 is subjected to well-known feedback control.
Return the pistons 28 and 29 to their original position and the trunnion 1
The power rollers 17 and 18 are returned to the stroke position where the offset from the cone disc rotation axis O ₁ becomes 0 via 9 and 20, and the predetermined gear ratio is maintained.

A reverse sensor 51 is provided as shown in FIG. 3 in order to mechanically detect the transmission of the reverse rotation (reverse rotation) and contribute to the shift control described later. The reverse sensor 51 is basically the same as that described in Japanese Patent Laid-Open No. 163562/1990, but in the present embodiment, the toroidal type continuously variable transmission is configured as a transaxle, Since the reverse sensor 51 cannot be arranged near the valve body 49 for the above reason, the following mounting structure is adopted. That is, as shown in FIG. 3, is meshed with the output gear 35 of the toroidal transmission units reversible gear 52 provided, to place the reversible gear 52 below the output gear 35, as best seen in FIG. 4 The reverse sensor 51 is rotatably supported by the valve body 49, and the reverse sensor 51 is attached to the center of the reversible gear 52 side away from the valve body 49. Here, the output gear 35 constitutes a rotatable member in the present invention, the reversible gear 52 constituting the reversible member in the present invention.

The mounting structure of the reverse sensor 51 will be described in detail with reference to FIG. 4. The reverse sensor 51 includes a sensor shaft 53, which is planted at the center of the reversible gear 52 side away from the valve body 49. Further, a sensor sleeve 54 is rotatably fitted on the sensor shaft 53, and a one-way clutch 55 is interposed in a fitting portion between the sensor sleeve 54 and the sensor shaft 53. The one-way clutch idles the sensor sleeve 54 on the sensor shaft 53 while the output gear 35 transmits the forward rotation, and moves the sensor sleeve 54 to the sensor shaft 5 while the output gear 35 transmits the reverse rotation.
Arrange it so that it can be rotated by 3.

The sensor arm 5 is mounted on the sensor sleeve 54.
6 is rotatably fitted relative to the sensor arm 56, and the loose fitting base end of the sensor arm 56 is sandwiched between a pair of friction plates 57 that rotate together with the sensor sleeve 54.
Thus, the pressure is applied between the friction plates 57.
The free end of the sensor arm 56 is connected to the valve body 49.
It is brought into contact with the switching valve 60 as the shift control valve switching means that is inserted in the.

From the above, the reverse sensor 51 functions as follows. Toroidal transmission unit (output gear 3
5) while transmitting forward rotation, the sensor sleeve 54
Is in a free state through the idle rotation of the one-way clutch 55, and sets the switching valve 60 to a normal position described in detail later.
Then, while the toroidal transmission unit (output gear 35) is transmitting the reverse rotation, the sensor shaft 53 rotates the sensor sleeve 54 via the one-way clutch 55, and the sensor arm 56 sandwiched between the friction plates 57. Are frictionally driven between the friction plates 57 in the same direction. This causes the sensor arm 56 to stroke the switching valve 60 from the normal position to the reverse position.

Since the reverse sensor 51 operates as described above, it is necessary to lubricate it. In particular, during reverse rotation transmission, friction driving is performed between the friction plates 57 as described above. Requires lubricating oil.

The lubrication structure of the reverse sensor 51 will be described below. In the present embodiment, lubrication during forward rotation transmission, which requires a small amount of lubricating oil, is performed by scraping oil by the reversible gear 52 shown in FIGS. 3 and 4. Therefore, the reversible gear 52 is set to a level equal to or lower than the level in contact with the oil level L in the oil pan 50 (see FIG. 3) as shown in FIG. It should be noted that the level of the reversible gear 52 is very high because the scraped oil by this reaches the output gear 35 and the peripheral rotating members, and also lubricates the output gear 35 and the peripheral rotating members. It is convenient.

On the other hand, for the above-mentioned reason, in order to surely perform the lubrication at the time of reverse rotation transmission which requires a large amount of lubricating oil, by the oil pump discharge oil in the valve body 49 for gear shift control. , bored a center hole 52a of your bets Ku accepted reversing gear 52 shown in FIG. 4, to form the lubricating oil passage 61 in the valve body 49 so leading thereto. The sensor shaft 53 has a central hole 5 of the reversible gear 52.
2a and a blind hole 53a continuous with the blind hole 53a is formed.
A radial hole 53b extending from a to the outer peripheral surface is formed, and the sensor sleeve 54 is formed with a radial hole 54a directed to a contact portion between the friction plate 57 and the sensor arm 56. As a result, the lubricating oil, which will be described later, guided from the lubricating oil passage 61 to the reversible gear central hole 52a receives a centrifugal force in the blind hole 53a, and effectively spreads over all the lubrication request points of the reverse sensor 51, The inside and outside of the sensor 51 can be efficiently lubricated as a whole.

To explain the shift control valve body 49, a shift control hydraulic circuit as shown in FIGS. 5 and 6 is incorporated therein. This shift control hydraulic circuit basically has the same configuration as that disclosed in Japanese Patent Laid-Open No. 4-78366, and causes the offset (indicated by the arrow in FIG. 6) of the power rollers 17, 18 to shift. As the shift progresses, the power roller is returned to the original position where the offset becomes 0, so that the continuously variable shift to the required gear ratio is automatically performed. 5 and FIG.
It was shown to. Further, actually, the pistons 28 and 29 for the offset are arranged in mutually opposite directions as shown in FIG. 3, but in FIG.
9 is shown in the same orientation.

This shift control hydraulic circuit produces an operating hydraulic pressure for performing engagement and disengagement control of the forward clutch 13 and the reverse brake 14 (see FIG. 1 respectively) as described later, and also activates the power rollers 17, 18. In addition to producing the operating hydraulic pressures of the pistons 28 and 29 for offsetting, as described below, the reverse sensor 5
It is assumed that the lubricating oil is supplied to the reverse sensor lubricating oil passage 61 (see FIG. 4) via the switching valve 60 switched by 1.

Therefore, as shown in FIG. 5, an oil pump 141 for gear shift control is provided, and this oil pump 141 is provided.
The hydraulic oil from the circuit to the circuit 153 is regulated to a predetermined line pressure by the pressure regulator valve 154, and this is used as all the source pressures for the shift control. On the other hand, the line pressure to the circuit 153 is the manual valve 15 manually operated by the driver.
5, when the manual valve 155 is set to the neutral (N) range in the hope of stopping, the line pressure of the circuit 153 is not output to any circuit and the forward drive is desired in the drive (D) range. The line pressure of the circuit 153 is set to D
It is assumed that the line pressure of the circuit 153 is output to the circuit 156 as the range pressure, and the line pressure of the circuit 153 is output to the circuit 157 as the R range pressure when the reverse (R) range is set for the purpose of traveling backward.

The D range pressure to the circuit 156 reaches the forward clutch 13 via the one-way orifice 158, and by engaging this, the forward rotation transmission is enabled, and the R range pressure to the circuit 157 is transmitted to the one-way orifice 159. The reverse brake 14 shown in FIG. 6 is reached, and the reverse brake 14 is engaged to enable reverse rotation transmission as described above. On the other hand, the D range pressure to circuit 156 is
After reaching 0, the forward clutch accumulator 161 is reached,
With the one-way orifice 158, the accumulator reduces the engagement shock of the forward clutch 13, so-called N → D select shock. On the other hand, the R range pressure to the circuit 157 reaches the reverse brake accumulator 163 via the circuit 162, and the accumulator and the one-way orifice 159 cause the engagement shock of the reverse brake 14, so-called N.
→ R Select to reduce shock.

In order to effectively reduce the N → D select shock and the N → R select shock, a common accumulator back pressure is supplied from the circuit 164 to the accumulators 161 and 163, respectively. The pressure is created by the accumulator control valve 165 as follows. The line pressure of the circuit 153 is input to the accumulator control valve 165, and the accumulator back pressure is generated by using this as a source pressure, and the accumulator back pressure is supplied from the accumulator back pressure control duty solenoid 166 through the circuit 167. Shall be determined.

Here, the accumulator back pressure control duty solenoid 166 outputs the solenoid pressure according to the solenoid drive duty to the circuit 167 by using the pilot pressure of the circuit 168 as the original pressure, and as a result, the solenoid 166 drive duty varies. The accumulator back pressure of circuit 164 can be controlled to any suitable location.
The pilot pressure of the circuit 168 is the pilot valve 169.
Reduces the line pressure of the circuit 153 to a constant pressure to be output to the circuit 168, and the constant pilot pressure enables the above duty control.

The pilot pressure of the circuit 168 is also used for lockup control of the torque converter 6 (see FIG. 1) by the lockup solenoid 170, and the lockup solenoid 170 does not output the lockup control pressure to the circuit 171 and locks it. When the up control valve 172 is in the right half position of FIG. 5, the torque converter 6 is brought into a lockup state by engaging a lockup clutch (not shown), and the lockup solenoid 170 outputs the lockup control pressure to the circuit 171. Then, when the lockup control valve 172 is set to the left half position in FIG. 5, the torque converter 6 is set to the converter state by releasing the lockup clutch.

As shown in FIG. 6, a forward shift control valve 173 and a reverse shift control valve 174 are provided in association with the pistons 28 and 29, and these and the switching valve 60 (see FIG. 4).
(See also together), so that the shift control can be performed in a well-known predetermined manner during forward movement and during reverse movement. Here, the forward shift control valve 173 outputs the line pressure of the circuit 153 to the circuit 175 or 176 at the time of shifting, and directs this to the pistons 28 and 29 as shift control pressure to enable the shifting control at the time of forward shifting. , The reverse shift control valve 17
4 outputs the line pressure of the circuit 153 to the circuit 177 or 178 at the time of gear shift, and uses this as the gear shift control pressure for the piston 2
By shifting to 8 and 29, the shift control at the time of reverse travel can be performed.

As described above, the switching valve 60 is set to the left half position in FIG. 6 because the reverse sensor 51 does not detect the transmission of the reverse rotation when transmitting the forward rotation. At this time, the switching valve 60 causes the shift control pressure circuits 175 and 176 related to the forward shift control valve 173 to communicate with the pistons 28 and 29, so that the forward shift control valve 173 performs the shift control as required.

On the other hand, when the reverse rotation is transmitted, the switching valve 60 is set to the right half position in FIG. 6 by the sensor arm 56 of the reverse sensor 51 which has detected the reverse rotation transmission as described above. At this time, the switching valve 60 connects the shift control pressure circuits 177 and 178 relating to the reverse shift control valve 174 to the piston 28,
29, the shift control by the reverse shift control valve 74 is performed as required.

By the way, in the present embodiment, the switching valve 60 is provided with the output port 60a connected to the reverse sensor lubricating oil passage 61 (see FIG. 4), and the switching valve 60 is at the right half position in FIG. In addition, an input port 60b communicating with the output port 60a at the time of reverse rotation transmission described above is provided, and the input port 60b is communicated with the line pressure circuit 153 by the circuit 179. The lubricating oil passage 61 may be provided with a flow rate adjusting orifice 62a for adjusting the flow rate of the lubricating oil.

The reverse sensor lubricating action in the above embodiment will be described below. During forward rotation transmission, the oil scraped up by the reversible gear 52 (see FIG. 3 and FIG. 4) rotating in the corresponding direction is used as the reverse sensor 5
It reaches the outside of 1 and lubricates it. Therefore, although the amount of lubricating oil into the reverse sensor 51 is relatively small, the reverse sensor 51 during forward rotation transmission has a sensor sleeve 54 in which the one-way clutch 55 is present.
Since the sensor arm 56 is not driven by friction, the sensor arm 56 is not frictionally driven, and thus a large amount of lubricating oil is not required.
There is no shortage of lubricating oil.

During the forward rotation transmission, the sensor arm 56 of the reverse sensor 51 is not rotated by the reversible gear 52, so that the switching valve 60 is at the left half position in FIG. 6 and the ports 60a and 60b are connected to each other. Cut off. Because of this
The line pressure to the circuit 179 does not go to the lubricating oil passage 61, and it is possible to avoid waste of additional supply of lubricating oil from the oil passage 61 to the reverse sensor 51 although it is unnecessary. In addition, since no pressure oil in the shift control hydraulic circuit shown in FIGS. 5 and 6 is used during forward rotation transmission, the gear shift response, which is important during forward rotation transmission, is reduced, and It is possible to avoid the adverse effect that the important lubrication part becomes defective in lubrication during rotation transmission.

On the other hand, during reverse rotation transmission, the sensor sleeve 54 is rotated by the reversible gear 52 by the engagement of the one-way clutch 55 (see FIG. 4).
The sensor arm 56 of No. 1 is frictionally driven by the reversible gear 52 through the friction plate 57, and the switching valve 6
0 is at the right half position in FIG. Therefore, the switching valve 6
0 communicates between the ports 60a and 60b to direct the line pressure to the circuit 179 to the lubricating oil passage 61. The lubricating oil passage 6
As shown in FIG. 4, the oil from No. 1 is supplied to the inside of the reverse sensor 51 through the center hole 52a of the reversible gear 52, the blind hole 53a of the sensor shaft 53, and the radial holes 53b and 54a in this order. It can be totally lubricated from the inside.

By the way, during reverse rotation transmission, the reverse sensor 51 is internally lubricated by the oil discharged from the shift control oil pump 141 (see FIG. 5), and a large amount of lubricating oil is supplied to the reverse sensor 51. Since it can be ensured, the reverse sensor 51 needs a large amount of lubricating oil inside due to the above-mentioned friction drive during the reverse rotation transmission, and thus the 雖 can also perform the required lubrication. During the reverse rotation transmission, since the rotation speed is slow, a high gear shift response is not required, and the reverse sensor 51 is not required.
Besides, since there is no important lubrication part, even if the pressure oil from the shift control hydraulic circuit is used for the lubrication of the reverse sensor 51, no support is provided.

According to the embodiment described above,
A reversible gear 53 (see FIGS. 3 and 4) whose rotational direction changes in accordance with the reversible transmission of the toroidal transmission unit and which is driven by the output gear 35 of the unit is provided in the vicinity of the valve body 49, Since the reverse sensor 51 is mounted on the reversible gear 53 so that the forward / reverse shift control valve switching means 60 can be operated, the toroidal type continuously variable transmission is integrated with the differential gear device for FF vehicles. , As a transaxle, the output rotation of the toroidal transmission unit is, as is apparent from FIG. 3, taken in the upward direction from the axis of the unit and follows the transmission path leading to the differential gear device. All rotating members to which 51 should be attached should be separated from the valve body 49 located at the bottom of the transmission. Even if the valve body 4 arranged close to the reverse sensor 51 to the valve body 49
9 can be arranged so that the shift control valve switching means 60 can operate.

At this time, the reversible gear 52 is rotatably supported by the valve body 49. According to the present embodiment, the reverse sensor 51 attached to the reversible gear 52 is the valve body 49, and hence the shift control valve. Switching means 60
And the reverse sensor 51 is optimally mounted.

Further, according to the present embodiment, the reversible gear 52 is provided with the central hole 52a, and the reverse sensor lubricating oil passage 61 communicating with this central hole is provided in the valve body 49. The reverse sensor 51 can be lubricated with oil most reliably from the inside.

[Brief description of drawings]

FIG. 1 is a developed vertical sectional side view of a main part of a toroidal type continuously variable transmission for an FF vehicle having a reverse sensor mounting structure according to an embodiment of the present invention.

FIG. 2 is a developed vertical sectional side view showing a gear set from a main part to a differential gear device of the toroidal type continuously variable transmission.

FIG. 3 is a cross-sectional view showing a state in which the toroidal type continuously variable transmission is mounted on an FF vehicle and a cross section taken along the line AA in FIG. 1.

FIG. 4 is an enlarged cross-sectional view showing details of a reverse sensor attachment portion in the toroidal type continuously variable transmission.

FIG. 5 is a hydraulic circuit diagram showing only half of a shift control hydraulic circuit of the toroidal type continuously variable transmission.

FIG. 6 is a hydraulic circuit diagram showing the other half of the shift control hydraulic circuit.

FIG. 7 is a schematic diagram showing a general transmission system of a toroidal continuously variable transmission for FR vehicles.

[Explanation of symbols]

1 transmission case 2 converter housing 3 rear cover 4 forward / reverse switching gear device 5 toroidal transmission unit 6 torque converter 7 input shaft 8 main shaft 9 radial and thrust bearing 12 simple planetary gear set 13 forward clutch 14 reverse brake 15 input cone disc 16 output cone Disc 17 Power roller 18 Power roller 19 Trunnion 20 Trunnion 28 Piston 2 9 Piston 35 Output gear (rotating member) 36 Loading cam 39 Counter gear 40 First counter shaft 41 Counter gear 42 Gear 43 Gear 44 Second counter shaft 45 Differential gear device 49 Valve body 50 Oil pan 51 Reverse sensor 52 Reversible gear (reversible body) 53 Sensor shaft 54 Sensor sleeve 55 One-way clutch 56 Sensor arm 57 Friction plate 58 Spring 60 Switching valve (shift control valve shut off) 61 Reverse sensor Lubricating oil path 141 Oil pump 153 Line pressure circuit 154 Pressure regulator valve 155 Manual valve 161 Accumulator for forward clutch 163 Accumulator for reverse brake 164 Accumulator back pressure circuit 165 Accumulator control valve 166 Duty solenoid for accumulator back pressure control 168 Pilot pressure circuit 169 Pilot valve 170 Lock-up solenoid 172 Lock-up control valve 173 Forward shift control valve 174 Reverse shift control valve

Front page continuation (58) Fields surveyed (Int.Cl. ⁷ , DB name) F16H 13/00-15/56 F16H 57/00-57/12 F16H 59/00-61/12 F16H 61/16-61 / 24 F16H 63/40-63/48

Claims (5)

(57) [Claims] 1. A toroidal transmission unit for transmitting normal and reverse rotations , wherein an output rotation of the toroidal transmission unit is provided at a lower portion of a transmission.
Avoid the valve body and remove it from the top of the transmission.
Constitutes the output rotary transmission system so as to be, in the reverse rotation transmission time of the toroidal transmission unit operates the shift control valve switching means in said Barububode I over a reverse sensor is frictionally driven by the rotation member in the reverse rotation In a toroidal type continuously variable transmission in which a shift control by a reverse shift control valve is performed instead of a shift control by a forward shift control valve, a reversible body driven by the rotating member is output as the output.
Installed separately from the rotation transmission system, this reversible body is installed under the transmission.
Close to the part of the valve body is arranged, the reverse sensor to the reversible member, toroidal type continuously variable transmission, characterized in that it has attached to the shift control valve switching means may be operated by the reverse sensor Reverse sensor mounting structure. 2. The transaxle according to claim 1, which is a combination of a toroidal type continuously variable transmission and a differential gear device, wherein the toroidal transmission is a lower part of the toroidal type continuously variable transmission. A reverse sensor mounting of a toroidal type continuously variable transmission, characterized in that an output gear on a main shaft in which a unit is arranged is the rotating member, and a reversible gear meshing with the output gear is provided to be the reversible body. Construction. 3. The reverse sensor mounting structure for a toroidal type continuously variable transmission according to claim 2, wherein the reversible gear is rotatably supported on the valve body. 4. The reverse of a toroidal type continuously variable transmission according to claim 3, wherein a center hole is bored in the reversible gear, and a reverse sensor lubricating oil passage communicating with the center hole is provided in the valve body. Sensor mounting structure. 5. The toroidal type rotor according to claim 1, wherein the reversible body is arranged below a level in contact with an oil surface in an oil pan of a toroidal type continuously variable transmission. Reverse gear sensor mounting structure for the gear transmission.