Continously variable toroidal transmission

Abstract: When a failure occurs in the electrical system of a car while travelling at low speed, the toroidal continuous variable transmission fixes the transmission ratio to a value on the speed-decrease side, so that the car can start even when the car stops on a slope or it is heavily loaded. Further, when one spool valve (30) is at the neutral position and if one of the trunnions (4) supporting the power rollers (2) should receive a force due to torque variations in the input disk (3), the other trunnion (4) is not affected at all and not displaced.

Description: The present invention relates to a toroidal continuous variable transmission with a speed change unit that comprises an input disk and an output disk arranged opposite each other, a pair of power rollers which rotate in contact with both of the disks to transmit the input disk rotation to the output disk while continuously changing the speed of the input disk rotation according to a tilt angle, and a trunnion supported on the power rollers. The toroidal continuous variable transmission mounted in automobiles is generally a double cavity type toroidal continuous variable transmission, which has two speed change units arranged on the same axis. The toroidal continuous variable transmission mainly comprises: an input shaft that receives the engine output; a pair of input disks supported in such a way as to be rotatable relative to the input shaft; a pair of output disks arranged opposite the input disks and supported rotatable with respect to the input shaft; tiltable power rollers arranged between the paired, opposing input disks and output disks to transmit torque from the input disks to the output disks; a connecting member to couple together the opposing output disks; and pressing means arranged between the input disks and paired flange portions provided to the input shaft to act on the input disks to change the pressing force of the power rollers according to the magnitude of the input torque. The power rollers are tilted to change the rotation speed of the input disks continuously in transmitting the rotation of the input disks to the output disks. Such a toroidal continuous variable transmission tilts the power rollers by a speed change control device. A variety of kinds of toroidal continuous variable transmission have been known (for example, Japan Patent Laid-Open Nos. 184262/1986, 82065/1986 and 46090/1987). US-A-4638691 discloses a control device of an infinitely variable transmission. Another example of the toroidal continuous variable transmission according to the preamble of claim 1 is described in Japan Patent Laid-Open No. 127965/1986. To simplify the control by activating one of movable members of a control valve, this toroidal continuous variable transmission is characterized in that the actuator to drive one of the movable members of the control valve comprises a hydraulic piston, a spring installed in one of chambers of the hydraulic piston to urge the piston to the other side, and a solenoid valve that controls oil pressure supplied to the other chamber of the piston according to signals from the speed change control device. A toroidal continuous variable transmission for use in automobiles as shown in Figure 2 has been known. This transmission includes an input shaft 111 that receives an engine output, an input disk 112 rotatably supported on the input shaft 111, an output disk 113 disposed opposite the input disk 112 and rotatably supported on an output shaft 108, tiltable power rollers 103 disposed between the input disk 112 and the output disk 113 to transfer torque from the input disk 112 to the output disk 113, and trunnions 104 that supports the power rollers 103. The power rollers 103 are tilted to change the rotation speed of the input disk 112 continuously according to a tilt angle in transmitting the rotation of the input disk 112 to the output disk 113. The toroidal continuous variable transmission with the above construction tilts the power rollers 103 by a speed change control device. The power rollers 103 in the speed change unit are disposed opposite each other between the opposing input disk 112 and output disk 113 and are rotatably supported on the trunnions 104, the supporting members, through eccentric shafts. The trunnions 104 are supported rotatably and axially movably on a casing of the transmission (not shown). That is, the trunnions 104 each have a tilt shaft 122, about which they are rotated and along which they are moved. The tilt shaft 122 of the trunnion 104 is secured with a piston 114, which is slidably installed in a hydraulic cylinder 115 formed in the transmission casing In the hydraulic cylinder 115 there are formed cylinder chambers 116, 117 separated by the piston 114. The cylinder chambers 116, 117 of the hydraulic cylinder 115 communicate through passages 118, 119 to a spool valve 120. A spool 101 in the spool valve 120 is held at the neutral position by a spring 121 installed at an axial end of the valve. The spool valve 120 has a port P connected to a pump pressure (pressure source), a port A connected to the cylinder chamber 116 through the passage 118, a port B connected to the cylinder chamber 117 through the passage 119, and a drain port T connected to a drain. Between the spool valve 120 and the spool 101 is movably fitted a sleeve 106 that has ports communicating to the ports A, B, P, T. The sleeve 106 is driven by an actuator 105 according to the control signal from a controller 107. The front end of one of the tilt shafts 122 is connected to a precess cam 102, against which one end of an oscillation layer 123 pivotably supported at the center is pressed. The other end of the oscillation lever 123 is pressed against the spool 101. The oscillation lever 123 transmits the axial displacement and rotation angle of the tilt shaft 122 of the trunnions 104 in the form of a synthetic displacement to the spool 101. The speed change control is performed by utilizing the fact that when the trunnions 104 are moved toward either direction of the tilt shafts (in the axial direction of the tilt shafts 122) from the neutral position (the position where the rotation axes of the power rollers 103 cross the rotation axes of the input disk 112 and output disk 113), the trunnions 104 pivot about the tilt shafts 122 in a direction and at a speed that correspond to the direction and amount of the displacement, thereby changing the rotation speed. The toroidal continuous variable transmission also has a car speed sensor, and engine revolution sensor, and a throttle opening sensor. Transmission information signals such as car speed, engine revolution and throttle opening detected by these sensors are fed to the controller 107. Next, the operation of the toroidal continuous variable transmission of the above construction is described. The spool 101 of the spool valve is connected through the precess cam 102 to the trunnion 104 that supports the power roller 103 and is held at a position corresponding to the synthesized displacement of the tilt angle of the trunnion 104 and axial movement of the tilt shaft 122. The actuator 105 controls the axial position of the sleeve 106 according to the signals from the controller 107. For example, when the sleeve 106 moves toward right from the position of Figure 5, its position relative to the spool 101 changes, communicating the passage 119 to the port P and the passage 118 to the drain port T. As a result, the oil pressure in the passage 119 becomes higher than the oil pressure in the passage 118, offsetting the trunnion 104 downward through the piston 114. At this time, the side slip force causes the power rollers 103 to tilt about the tilt shaft 122 in the direction of arrow DOWN. As the power rollers 103 pivot, the spool 101 shafts toward right by an amount corresponding to the power rollers' combined displacement consisting of the displacement in the tilt shaft axial direction and the tilt angle, throttling the communication between the port P and the passage 119 and between the drain port T and the passage 118 until the relative position between the sleeve 106 and the spool 101 becomes neutral, at which time the pressures of the passage 118 and the passage 119 are equal. In this state, however, because the power rollers 103 stay offset down in the axial direction of the tilt shaft 122, they continue pivoting by the side slip force, causing the spool 101 to move toward left from the neutral position with respect to the sleeve 106. As a result, the oil pressure in the passage 119 becomes lower than the oil pressure in the passage 118, and the trunnion 104 is moved upward through the piston 114, reducing the displacement in the tilt shaft axial direction of the power rollers 103 and therefore the slide slip force and the tilting speed. In the toroidal continuous variable transmission described above, the above sequence of operation is repeated. The speed change operation is ended when the displacement of the power rollers 103 in the tilt shaft axial direction is zero and the position of the spool 101 is neutral with respect to the sleeve 106. In the toroidal continuous variable transmission of the above construction, however, when an electrical fault occurs resulting in a failure of the actuator 105, the position of the sleeve 106 cannot be controlled by the command signal from the controller 107. For this reason, because in the event of an electrical failure the position of the sleeve 106 is held or is fixed at a predetermined position, the transmission ratio of the speed change unit is also fixed at a transmission ratio corresponding to the position of the sleeve 106. In the toroidal continuous variable transmission, therefore, to prevent a sudden engine braking from being applied in the event of an electrical failure when the car is running at high speed, the predetermined transmission ratio is set on the speed-increase side. When however, the car stops with the transmission ratio left set on the speed-increase side, the car may be put in a dangerous situation where it lacks a driving power at the starting and, in the worst case, cannot start at all when it stops at a slope or when it is heavily loaded. A primary aim of this invention is to provide a toroidal continuous variable transmission that can solve the above-mentioned problems and in which, when the spool valve is at or near the reutral position and tangential force of different magnitudes act on the power rollers, the trunnions supporting the power rollers are prevented from being displaced in the same phase, thereby providing a stable transmission ratio with high efficiency and reducing the amount of heat produced. Another aim of this invention is to provide a toroidal continuous variable transmission, which, in response to a signal pressure produced by the opening and closing of the governor valve provided on the shaft such as output shaft whose revolution represents the car speed, shifts the sleeve to a position corresponding to a predetermined transmission ratio on the speed-decrease side when the car is traveling at low speed; which changes the transmission ratio toward the speed-decrease side when an electric system failure occurs while the car is traveling at low speed in order that the car can start even when the car stops on a slope or is heavily loaded; and which, when the car is traveling at high speed, holds the transmission ratio used at the time of failure as in the conventional transmission or change the transmission ratio to a predetermined value on the speed-increase side, in order to prevent sudden engine braking from being activated, thereby ensuring safe driving of the vehicle. This invention relates to a toroidal continuous variable transmission which comprises: input disks and output disks arranged opposite each other; power rollers that continuously change the rotation speed of the input disks according to a change in their tilt angle with respect to the input and output disks in transmitting the rotation of the input disks tc the output disks; trunnions that rotatably support the power rollers and tilt the power rollers about tilt shafts as the trunnions move from the neutral position in the axial direction of the tilt shaft; hydraulic cylinders each having two cylinder chambers to displace the trunnions in the axial direction of the tilt shaft; spool valves having spools to adjust oil pressures to the hydraulic cylinders; sleeves incorporated in the spool valves so that they can be shifted in the axial direction of the spool, to set the transmission ratio to a predetermined value; a controller to control the axial positions of the sleeves by moving them by actuators; and a sleeve position setting means which responds to a car speed when the actuators fail and which, when the car is running at low speed, fixes the sleeve setting position to a predetermined transmission ratio on a speed-decrease side and, when the car is running at high speed, holds the transmission ratio used at time of failure or changes it to a predetermined transmission ratio on a speed-increase side. In an embodiment a signal pressure acting on the sleeves is determined by a governor valve mounted on the output shaft that is opened when the car is running at high speed and is closed when the car is running at low speed. The sleeve position setting means may comprise a shift valve that is switched between a position that causes the signal pressure to act on the sleeves to fix the sleeves at the predetermined transmission ratio on the speed-decrease side when the car is running at low speed and a position that causes the signal pressure acting on the sleeves to become zero when the car is running at high speed. The spool valves are preferably constructed that one end surface of the sleeves receives oil pressure of the cylinder chambers on one side and that the other end surface of the sleeves receives oil pressure of the cylinder chambers on the other side. In this toroidal continuous variable transmission, the sleeve-which is fitted between the spool valve body and the spool so that it can be shifted in the axial direction of the spool, and is urged at all times by a spring force toward the neutral position and which sets the transmission ratio to a predetermined value-is operated in response to the car speed when the actuator driven by controller fails. That is, this transmission has a sleeve position changing means that fixes the sleeve at a position corresponding to a predetermined transmission ratio on the speed-decrease side when the actuator operation fails while the car is traveling at slow speed. Hence, when the electric system is normal, the sleeve is controlled by the actuator according to the controller command signal. When on the other hand the electric system fails removing the actuator out of the working condition when the car is running at low speed, the sleeve position changing means fixes the sleeve to a position corresponding to a predetermined transmission ratio on the speed-decrease side. When the failure occurs when the car is running at high speed, the sleeve position changing means is reset by a return spring to hold the transmission ratio used at the time of failure or changes the transmission ratio to a predetermined value on the speed-increase side, thereby preventing sudden engine braking from teing applied. In this toroidal continuous variable transmission, in response to the signal pressure produced by the governor valve-which is mounted on a shaft such as output shaft whose revolution represents the car speed and which is opened at high car speed and closed at low car speed-the sleeve is shifted to a predetermined position on the speed-decrease side when the car is running at low speed. Even when the electric system fails, the sleeve is fixed to the speed-decrease side if the car is traveling at low speed. This allows the car to restart even when it stops on a slope or is heavily loaded. When the car stops with a transmission ratio representing the car speed higher than a predetermined speed, this toroidal continuous variable transmission either holds the transmission ratio used at time of failure as in the conventional transmission or changes the transmission ratio to a predetermined value on the speed-increase side, thus preventing sudden engine braking from being activated and assuring safe running. That is, this toroidal continuous variable transmission, when the system is performing normally, controls the transmission ratio by moving the sleeve by the actuator according to the controller signal. In the event that a failure occurs with the electrical system removing the actuator out of working condition, the sleeve is set to one of the two transmission ratios, one on the speed-decrease side and one on the speed-increase side, according to the car speed. A preferred embodiment of the present invention will now be described hereinbelow by way of example only with reference to the accompanying drawings, in which: Figure 1 is a schematic cross section showing an embodiment of the toroidal continuous variable transmission of this invention; and Figure 2 is a schematic cross section shoving a conventional toroidal continuous variable transmission. Next, by referring to Figure 1, an embodiment of a hydraulic device of the speed change unit of the toroidal continuous variable transmission according to this invention is explained. The toroidal continuous variable transmission shown in Figure 1 is basically similar in construction to the conventional toroidal continuous variable transmission of Figure 2, except that it has a sleeve position changing means that moves the sleeve. Hence, the identical components are given like reference numerals. In this toroidal continuous variable transmission an input disk 112 and an output disk 113 are arranged opposite each other and a pair of power rollers 103 are disposed between the input and output disks 112, 113. The power rollers 103 rotate in contact with the both disks and can be tilted. According to the tilt angle, the power rollers 103 continuously change the rotation speed of the input disk 112 in transmitting the rotation to the output disk 113. The power rollers 103 are each rotatably supported on the trunnions 104 through eccentric shafts. Hydraulic cylinders 115 are installed below the power rollers 103. The hydraulic cylinder 115 has two cylinder chambers 116, 117 separated by a piston 114 integrally secured to the trunnion 104. When oil pressure is supplied through a spool valve 120 to one of the cylinder chambers 116, 117, the trunnion 104 moves in the axial direction of a tilt shaft 122 from the neutral position. The trunnions 104 pivot about the tilt shafts 122 as the trunnions 104 are displaced in the axial direction of the tilt shaft. That is, because the power rollers 103 are rotatably supported on the trunnions 104 through the eccentric shafts, when the trunnions 104 move in the axial direction of the tilt shaft from the neutral position, the power rollers 103 are acted upon by a force in the direction of the speed vector from the input disk 112 and the output disk 113 and pivot or tilt about the tilt shaft together with the trunnions 104. The cylinder chambers 116, 117 of the hydraulic cylinders 115 communicate to the spool valve 120 through the passages 118, 119. The spool valve 120 has a port P connected to an oil pressure source, i.e., pump pressure P, a port A connected to the cylinder chamber 116 through the passage 118, a port B connected to the cylinder chamber 117 through the passage 119, and a port T connected to a drain. The spool valve 120 comprises mainly a case 124 constituting a valve body, a spool 101 slidably installed in the case 124, and a cylindrical sleeve 106 slidably fitted between the case 124 and the spool 101. A return spring 125 is installed at one end of the sleeve 106 so that the sleeve 106 is returned to the initial position of the predetermined transmission ratio by a force of the return spring 125. The toroidal continuous variable transmission includes a sleeve 106 incorporated in the spool valve 120 so that it can be shifted in the spool axis direction to set the transmission ratio to a predetermined value; a controller 107 to move the sleeve 106 by the actuator 105 to control its position in the spool axis direction; and a sleeve position setting means 126 which fixes the setting position of the sleeve 106 to the predetermined transmission ratio on the speed-decrease side in response to the car speed during the low-speed running when the actuator 105 fails and which, during the high-speed running, holds the transmission ratio that was used at time of failure or changes it to the predetermined transmission ratio on the speed-increase side. The sleeve 106 is fitted shiftable in the spool axis direction between the valve body 124 and the spool 101 and is also urged at all times by the force of the return spring 125 toward the neutral position. To keep the sleeve 106 at the predetermined setting position, the sleeve position setting means 126 has a shift valve 110 that can be switched between a position that applies a signal pressure Pp to the end of the sleeve 106 and a position that makes the signal pressure acting on the sleeve 106 zero. In this toroidal continuous variable transmission, the end of the sleeve 106 to which the signal pressure is applied is formed with a step 128. The shift valve 110 receives at one end the signal pressure Pp from a pressure source 136 such as oil pressure source through a circuit 127 with a throttle 134 and at the other end a spring force of a return spring 130. The end of the shift valve 110 to which the signal pressure Pp is applied communicates to a governor valve 109 through a circuit 131. When the signal pressure Pp is applied to the end of the shift valve 110, the shift valve 110 moves to the right in Figure 3, causing the circuit 129 that communicates to a stepped portion 128 of the sleeve 106 to switch from the communication with a drain port 137 into the communication with a circuit 139 having a throttle 138 leading to the pressure source 136. When the signal pressure Pp from the pressure source 136 is applied to the stepped portion 128 of the sleeve 106, the sleeve 106 moves to the right in Figure 3. When the output shaft 108 increases its speed, causing the governor valve 109 to open the circuit 131 to the outside against the force of the spring 135, the signal pressure of the circuit 131 becomes zero and the end of the shift valve 110 no longer receives the signal pressure Pp. With no signal pressure Pp applied to the end of the shift valve 110, the shift valve 110 is moved toward the left in Figure 3 by the force of the return spring 130. When the shift valve 110 is returned to the initial position by the return spring 130, the circuit 129 is cut off from the communication with the circuit 139 and comes into communication with the drain port 137. With the circuit 129 connected to the drain port 137, the sleeve 106 is moved to the left in Figure 3 by the return spring 125 and fixed to the initial transmission ratio, i.e., the transmission ratio set by the actuator 105. The spool 101 of the spool valve 120 can be moved in the sleeve 106 and selectively set at any of three separate positions: a first position that connects the first cylinder chamber 116 to the port P and the second cylinder chamber 117 to the drain port T; a second position that connects the first cylinder chamber 116 to the drain port T and the second cylinder chamber 117 to the port P; and a neutral position that cuts off the both cylinder chambers 116, 117 from the port P and the drain port T. This selection control is performed by the actuator 105 according to the command signal from the controller 107. The port A of the passage 118 of the spool valve 120 is connected to the first cylinder chamber 116 through the passage 118. Hence, when the oil pressure is supplied from the port A to the hydraulic cylinder 115, the pressure of the port A is applied to the cylinder chamber 116. The port B of the spool valve 120 is connected to the second cylinder changer 117 through the passage 119. Hence, when the oil pressure is supplied to the hydraulic cylinder 115 from the port B, the pressure of the port B is applied to the second cylinder chamber 117. The sleeve 106 has five through-holes or ports in the cylinder portion. When the sleeve 106 is at the neutral position, these ports correspond to the positions of the port A, port B, port P and two drain ports T, respectively, formed in the valve body 124. The sleeve 106 can be shifted axially by the pressure difference between the cylinder chambers 116 and 117. The pressure difference between the cylinder chambers 116 and 117 is also applied to the end surfaces 132, 133 of the sleeve 106, so that the amount of shift of the sleeve 106 from the neutral position is determined by the pressure difference and the force of the return spring 125. Next, the operation of the toroidal continuous variable transmission of this embodiment is described. The spool 101 of the spool valve 120 is connected through a precess cam 102 to the trunnion 104 that supports the power rollers 103, and is held at a position corresponding to a synthesized displacement of the trunnion 104 that combines the tilt angle and the displacement in the axial direction of the tilt shaft. The actuator 105 controls the position of the sleeve 106 in the spool axis direction by pressing the sleeve 106 to the right in Figure 3, i.e., toward the speed-decrease side according to the command from the controller 107. The movement of the sleeve 106 to the left, i.e., toward the speed-increase side, to the initial position is achieved by the force of the return spring 125. The governor valve 109 provided to the output shaft 108, when the revolution of the output shaft 108 is low, is closed by a force of the spring 135 to seal the circuit 131. Hence, the signal pressure in the circuit 131, i.e., the output signal of the supply pressure, is maintained at the signal pressure Pb from the pressure source 136 to the circuit 131. Then, the shift valve 110 moves to the right against the force of the return spring 130, disconnecting the circuit 129 from the drain port 137 and connecting it to the circuit 139 of the pressure source 136. As a result, the output signal of the signal pressure enters into the circuit 129 acting on the stepped portion 128 at the end of the sleeve 106, thus setting the transmission ratio to the predetermined value. When the revolution speed of the output shaft 108 is high, the centrifugal force acting on the governor valve 109 opens the governor valve 109 against the force of the spring 135, draining the circuit 131. The shift valve 110 is moved to the left by the spring force of the return spring 130 causing the circuit 129 to be disconnected from the circuit 139 of the pressure source 136 and to communicate with the drain port 137. As a result, the signal pressure to the circuit 129 becomes zero and no signal pressure is applied to the stepped portion 128 at the end of the sleeve 106, fixing the transmission ratio to the initial transmission ratio, i.e., the one set by the actuator 105. In this toroidal continuous variable transmission, consider a case, for instance, where an electrical system failure occurs while running at high speed and the actuator 105 fails. In this state, because the revolution speed of the output shaft 108 is high, the governor valve 109 is opened by the centrifugal force, opening the circuit 131, allowing the shift valve 110 to be moved to the initial position by the force of the return spring 130. As a result, the circuit 129 is opened to the drain port 137. Therefore, the sleeve 106 is not acted upon by the signal pressure from the circuit 129 and thus moves to the initial position and holds the transmission ratio corresponding to the initial position, i.e., the transmission ratio used at the time of failure occurrence. In this way, the control is performed in the same way as the conventional transmission performs control in the event of an electrical system failure. When a fault occurs in an electrical system while traveling at slow speed and the actuator 105 fails, because the revolution speed of the output shaft 108 is low, the governor valve 109 closes, sealing the circuit 131 to maintain the signal pressure, so that the shift valve 110 retains its position against the force of the return spring 130, keeping the circuit 129 in communication with the pressure source 136. As a result, the sleeve 106 receives the signal pressure from the circuit 129 and maintains its set position. Therefore, when a failure occurs in the electric system while running at low speed, the sleeve 106 receives the output signal of the signal pressure that acts on its stepped portion, and is forced to move toward the speed-decrease side (to the right) to a position where it is balanced with the return spring 125, thus fixing the transmission ratio to the predetermined value on the speed-decrease side. At this time, the transmission ratio fixed by the sleeve 106 is set to a value which is on the speed-increase side from the transmission ratio that is determined in normal operation for a car speed at which the governor valve 109 closes. In this toroidal continuous variable transmission, suppose that the system is normally performing, with no electrical system failure and with the actuator 105 controlling the sleeve 106 according to the command signal from the controller 107. When the car speed is high, the circuit 131 is opened allowing the shift valve 110 to be returned to the initial position by the return spring 130, opening the circuit 129 to the drain port 137. Because the sleeve 106 receives no pressure other than that of the actuator 105, the setting of the transmission ratio of the sleeve 106 is controlled by the actuator 105 according to the command signal from the controller 107. When the car is traveling at low speed, the circuit 131 is closed and the shift valve 110 is balanced by the signal pressure against the force of the return spring 130, connecting the circuit 129 to the circuit 139, allowing the supply pressure of the pressure source 136 to act on the sleeve 106, which is then moved toward the speed-decrease side (to the right). At the car speed at which the signal pressure of the circuit 129 acts on the sleeve 106, however, because the transmission ratio during the normal operation is set further toward the speed-decrease side, the sleeve 106 is pushed to the speed-decrease side by the actuator 105 further from the position to which it has been pushed by the signal pressure of the circuit 129. Hence, there are no adverse effects at all on the control during normal operation. In other words, during the normal operation, the sleeve 106 is controlled for an appropriate transmission ratio by only the actuator 105 according to the command signal from the controller 107. In the event of a fault in the electrical system, the actuator 105 fails and the sleeve 106 is controlled for one of the two transmission ratios, one on the speed-decrease side and one on the speed-increase side, according to the car speed.

Claims: A toroidal continuous variable transmission comprising: input disks(112); output disks(113) arranged opposite the input disks (112); a pair of power rollers(103) that continuously change and transmit the rotation of the input disks(112) to the output disks(113) according to a change in their tilt angle with respect to the input disks(112) and the output disks(113) in transmitting the rotation of the input disks(112) to the output disks(113); trunnions(104) that rotatably support the power rollers(103) and tilt the power rollers(103) about tilt shafts(122) as the trunnions(104) move from the neutral position in the axial direction of the tilt shaft(122); hydraulic cylinders(115) each having two cylinder chambers(116, 117) to displace the trunnions(104) in the axial direction of the tilt shaft(122); spool valves(120) having spools(101) to regulate oil pressure to the hydraulic cylinders(115); sleeves(106) incorporated in the spool valves(120) so that they can be shifted in the axial direction of the spool(101), to set the transmission ratio to a predetermined value; a controller(107) to control the axial positions of the sleeves(106) by moving the sleeves(106) by actuators (105); and characterized by a sleeve position setting means(126) which responds to a car speed when the actuators(105) fail and which, when the car is running at low speed, fixes the sleeve setting position to a predetermined transmiss:.on ratio on a speed-decrease side and, when the car is running at high speed, holds the transmission ratio used at time of failure or changes it to a predetermined transmission ratio on a speed-increase side. A toroidal continuous variable transmission according to claim 1, wherein a signal pressure acting on the sleeves(106) is determined by a governor valve (109) mounted on the output shaft(108) that is opened when the car is running at high speed and is closed when the car is running at low speed. A toroidal continuous variable transmission according to claim 1 or 2 wherein the sleeve position setting means(126) comprises a shift valve(110) that is switched between a position that causes the signal pressure to act on the sleeves(106) to fix the sleeves (106) at the predetermined transmission ratio on the speed-decrease side when the car is running at low speed and a position that causes the signal pressure acting on the sleeves(106) to become zero when the car is running at high speed. A toroidai continuous variable transmission according to any one of claims 1 to 3 wherein the spool valves (120) are so constructed that one end surface of the sleeves(106) receives oil pressure of the cylinder chambers(116, 117) on one side and that the other end surface of the sleeves(106) receives oil pressure of the cylinder chambers(116, 117) on the other side.

Inventors: INOUE EIJI, INOUE, EIJI
Applicants: ISUZU MOTORS LTD, ISUZU MOTORS LIMITED
Application year: 1996
Main classification: F16H61
IPC codes: F16H61