CN102943871B - Belt continuously variable transmission - Google Patents

Abstract

The invention discloses a speed ratio control device for a belt-type continuously variable transmission, which includes a DC motor and its controller, two sets of gear transmission mechanisms, two sets of spiral screw mechanisms, two sets of spring assist mechanisms, plane bearings and needle rollers. Several bearings. Among them, the DC motor serves as the power source for the speed ratio control of the transmission. By controlling the steering and angle of the motor, and through two sets of gear transmission mechanisms and their respective connected spiral screw mechanisms, and with the cooperation of springs, the motor angle is converted into The axial displacement of the pulley disc of the belt-type continuously variable transmission realizes the continuous change of the speed ratio of the continuously variable transmission under different working conditions by changing the contact radius between the V-shaped transmission belt and the main and driven pulley discs.

Description

A speed ratio control device for a belt type continuously variable transmission

This application is a divisional application, the application number of the original application: 201010538238.1, the application date: November 10, 2010, and the name of the invention: the speed ratio control device of the belt type continuously variable transmission. the

technical field

The invention belongs to a speed ratio control device of a belt-type continuously variable transmission, which is mainly used for automobiles and motorcycles using the continuously variable transmission, and can also be applied to other occasions that need to transmit power in a belt-type continuously variable transmission. the

Background technique

  The automobile transmission must adapt to the different requirements of the vehicle on the driving wheel traction and vehicle speed under different driving conditions such as starting, accelerating, driving and overcoming various road obstacles. In order to make full use of the power of the engine, improve the fuel economy and improve the emission performance of the car, an ideal car transmission should have a continuously variable transmission ratio and be able to perform optimal control of the speed ratio.

  At present, most of the continuously variable transmissions used in automobiles and motorcycles are belt-type continuously variable transmissions, and the speed ratio control methods used mainly include two types: one is the electronically controlled hydraulic adjustment method applied to metal belt-type continuously variable transmissions, The other is a torque cam mechanical adjustment method applied to a rubber belt type continuously variable transmission. Among them, within the allowable range of the transmission capacity of the continuously variable transmission, the electro-hydraulic adjustment can provide a continuously variable speed ratio, which provides the possibility to improve the average efficiency of the engine and the fuel economy of the vehicle. However, the efficiency of the hydraulic actuator is low. Research shows that the hydraulic system accounts for about 60% of the power loss of the metal belt continuously variable transmission, while the metal belt friction transmission only accounts for about 30%. At the same time, the hydraulic actuator requires high machining accuracy. This leads to higher cost; while using the torque cam mechanical adjustment method, the change of the speed ratio of the continuously variable transmission is generally accompanied by the change of the engine working condition, that is, the engine cannot be maintained in the optimal working area and only the speed of the continuously variable transmission needs to be adjusted. Ratio to meet the requirements of load changes, speed ratio adjustment accuracy can not be controlled.

Contents of the invention

  The technical problem to be solved by the present invention is to provide a speed ratio control device for a belt-type continuously variable transmission that can improve both transmission efficiency and speed ratio adjustment accuracy.

  In order to solve the above-mentioned technical problems, the present invention provides a speed ratio control device of a belt-type continuously variable transmission, comprising: a DC motor, a controller for controlling the steering and rotation angle of the output shaft of the DC motor, and a motor connected to the motor when in use. The power input shaft of the output shaft, the driving pulley arranged on the power input shaft, the power output shaft connected with the transmission shaft of the vehicle during use, the driven pulley arranged on the power output shaft, the driving belt connected to The V-shaped transmission belt of the pulley and the driven pulley; the driving pulley includes: the fixed plate of the driving pulley fixed on the power input shaft, the fixed plate of the driving pulley is arranged on the right side of the fixed plate of the driving pulley and is vacantly sleeved on the fixed plate of the power input The driving shaft sleeve on the shaft, the driving pulley disc on the driving shaft sleeve, and the device on the right side of the driving pulley disc for controlling the left and right displacement of the driving pulley disc on the driving shaft sleeve The first displacement control mechanism; the fixed plate of the driving pulley and the moving plate of the driving pulley are in the shape of a truncated cone, and the top surfaces of the fixed plate of the driving pulley and the moving plate of the driving pulley are relatively arranged; the driven pulley includes: fixed on The fixed plate of the driven pulley on the power output shaft, the driven sleeve that is located on the left side of the fixed plate of the driven pulley and is vacantly sleeved on the power output shaft, and is vacantly sleeved on the driven sleeve The driven pulley disc on the top, the second displacement control mechanism for controlling the left and right displacement of the driven pulley disc on the driven shaft sleeve, which is located on the left side of the driven pulley disc; The pulley moving plate and the driven pulley fixed plate are in the shape of a truncated cone, and the top surfaces of the driven pulley moving plate and the driven pulley fixed plate are arranged oppositely; the DC motor is suitable for passing through the first and second displacements. The control mechanism simultaneously controls the displacement of the driving disk and the driven disk in the same direction and in the same amount.

The first displacement control mechanism includes: a first planar bearing that is vacantly sleeved on the driving shaft sleeve and arranged on the right side of the driving pulley disc, and a hollow first screw rod arranged on the right side of the first planar bearing 1. The thread fits the first nut on the first screw rod, and the first nut is concentrically fixed on the inner ring of a transmission gear; the output shaft of the DC motor is provided with a driving gear, and the driving gear and the transmission gear meshing; the left side of the first nut abuts on the right side of the first plane bearing; the power output shaft is a hollow shaft; the second displacement control mechanism includes: The second screw rod in the output shaft, the driven wheel located at the right end of the second screw rod, the intermediate idler gear meshed between the driven wheel and the driving gear, threaded on the second screw rod The second nut at the left end, the second plane bearing that is arranged on the left side of the driven pulley disc and is vacantly sleeved on the driven shaft sleeve; the right side of the second nut is against the second plane bearing on the left side of the drive pulley; the fixed plate of the driving pulley, the moving plate of the driving pulley, the moving plate of the driven pulley and the fixed plate of the driven pulley have the same size and shape; the left end surface of the second screw rod A fixed fourth plane bearing is provided. the

  Compared with the prior art, the positive effects of the present invention are as follows: (1) The speed ratio control device of the belt type continuously variable transmission of the present invention drives the axial equivalent displacement of the driving and driven pulleys at the same time through a DC motor, In this way, the stepless change of the speed ratio of the transmission can be realized. Compared with the existing electro-hydraulic speed ratio control technology, its significant advantages are: 1), the required components are simplified, the cost is lower, and the efficiency is higher; 2), ensuring The action of the driving disc of the driving and driven pulleys is coordinated, and the speed ratio adjustment accuracy is higher; 3) The ends of the driving and driven pulleys adopt different screw screw structures, and the matching design of the screw screw structure parameters can make the The device meets the requirements of different speed ratio adjustments; 4), only one motor is used as the power source for speed ratio control, and the control is more convenient, simple and accurate, making it not only suitable for metal belt continuously variable transmissions for automobiles, but also for motorcycles Rubber belt continuously variable transmission for vehicles. (2) In the present invention, by controlling the steering and rotation angle of the DC motor, the upper and lower nuts are respectively transformed into the same displacement in the same direction as the axial direction of the main and driven pulley discs, thereby changing the V-shaped transmission belt and the main and The contact radius of the driven pulley realizes the continuous stepless change of the speed ratio of the continuously variable transmission and ensures the accuracy of the speed ratio adjustment. In order to reduce the rated torque and power of the DC motor, and then reduce its volume, springs are respectively arranged on both sides of the driving disc and the driven disc; at the same time, in order to overcome the The rotational movement of the wheel itself interferes with the movement of the speed ratio control mechanism, and the second screw rod is axially positioned. The present invention sets four plane bearings. (3) In the present invention, different gear reduction mechanisms and screw screw mechanisms are used for the main and driven pulleys respectively, which can be based on the specific relationship between the axial thrust of the driving disk of the main and driven pulleys and the transmission torque of the transmission, and The corresponding relationship between the contact radius of the driving pulley and the driven pulley and the V-shaped transmission belt under different speed ratios, respectively flexibly design the structural parameters of the screw screw composed of the first nut and the first screw screw, and the transmission gear on the first nut. The structural parameters of the driving gear, the intermediate idler, the driven pulley, and the structural parameters of the screw screw composed of the second nut and the second screw screw, so that the speed ratio control device meets the requirements of load changes .

Description of drawings

  In order to make the content of the present invention more easily understood, the present invention will be described in further detail below in conjunction with the specific embodiments according to the accompanying drawings, wherein

Fig. 1 is a structural schematic diagram of a speed ratio control device of a belt type continuously variable transmission of the present invention.

  Labels in the accompanying drawings: 1--power input shaft, 2--drive pulley fixed plate, 3--drive shaft sleeve, 4--drive pulley disc, 5--first plane bearing, 6--the first One nut, 7—the first screw rod, 8—the third plane bearing, 9—the first booster spring, 10—the driving gear, 11—the intermediate idler, 12—the driven gear, 13—the power Output shaft, 14--needle roller bearing, 15--output driving gear, 16--output driven gear, 17--driven pulley fixed plate, 18--driven shaft sleeve, 19--V-shaped transmission belt, 20—driven pulley disc, 21—second plane bearing, 22—guiding mechanism, 23—second nut, 24—second screw screw, 25—needle bearing, 26—second Booster spring, 27--vehicle transmission shaft, 28--DC motor, 29--the fourth plane bearing, 30--transmission gear, 31--guide groove.

Detailed ways

  See Fig. 1, the speed ratio control device of the belt-type continuously variable transmission of the present embodiment includes: a DC motor, a controller for controlling the steering and rotation angle of the output shaft of the DC motor, and the power connected to the output shaft of the engine when in use. Input shaft 1, the driving pulley that is located on the power input shaft 1, the power output shaft 13 that is connected with the vehicle transmission shaft 27 during use, the driven pulley that is located on the power output shaft 13, connects the drive V-shaped transmission belt 19 of pulley and driven pulley.

  The driving pulley includes: a driving pulley fixed plate 2 fixed on the power input shaft 1, a driving sleeve 3 arranged on the right side of the driving pulley fixed plate 2 and vacantly sleeved on the power input shaft 1 , the driving pulley moving disc 4 that is empty on the driving shaft sleeve 3, the first device that is used to control the left and right displacement of the driving pulley moving disc 4 on the right side of the driving pulley moving disc 4 on the driving shaft sleeve 3 A displacement control mechanism.

  The fixed disk 2 of the driving pulley and the moving disk 4 of the driving pulley are in the shape of a truncated cone, and the top surfaces of the fixed disk 2 of the driving pulley and the moving disk 4 of the driving pulley are arranged oppositely.

  The driven pulley includes: a driven pulley fixed plate 17 fixed on the power output shaft 13 , a fixed plate located on the left side of the driven pulley fixed plate 17 and vacantly sleeved on the power output shaft 13 Driven shaft sleeve 18, the driven pulley driven disk 20 that is vacantly sleeved on the driven shaft sleeve 18, and the driven pulley driven disk 20 that is located on the left side of the driven pulley driven disk 20 A second displacement control mechanism that moves left and right on the driven shaft sleeve 18;

The driven pulley moving plate 20 and the driven pulley fixed plate 17 are truncated conical, and the top surfaces of the driven pulley driven plate 20 and the driven pulley fixed plate 17 are relatively arranged;

The DC motor is adapted to simultaneously control the driving pulley disc 4 and the driven pulley disc 20 to displace in the same direction and by the same amount through the first and second displacement control mechanisms.

  The first displacement control mechanism includes: a first plane bearing 5 that is vacantly sleeved on the drive shaft sleeve 3 and located on the right side of the driving pulley disc 4; a hollow first plane bearing 5 located on the right side of the first plane bearing 5; A screw screw 7, the first nut 6 threaded on the first screw screw 7, the first nut 6 is concentrically fixed on the inner ring of a transmission gear 30;

The output shaft of the DC motor is provided with a driving gear 10, which meshes with the transmission gear 30;

The left side of the first nut 6 abuts against the right side of the first plane bearing 5 .

  The power output shaft 13 is a hollow shaft;

The second displacement control mechanism includes: a second screw rod 24 arranged in the power output shaft 13 through needle bearings 14 and 25, a driven wheel 12 arranged at the right end of the second screw rod 24, meshed with The intermediate idler 11 between the driven wheel 12 and the driving gear 10, the second nut 23 threaded on the left end of the second screw mandrel 24, is arranged on the left side of the driven pulley disc 20 and The second plane bearing 21 that is vacantly sleeved on the driven shaft sleeve 18;

The right side of the second nut 23 abuts against the left side of the second plane bearing 21 .

  The first displacement control mechanism also includes: a first booster spring 9 that elastically acts on the right side of the first plane bearing 5 in the first screw rod 7 and sleeved on the active sleeve 3;

The second displacement control mechanism also includes: a second booster spring 26 that is in the second nut 23 and is sleeved on the driven shaft sleeve 18 and acts on the left side of the second planar bearing 21; when in use, The elastic force of the first booster spring 9 is less than the axial thrust of the V-shaped transmission belt 19 acting on the driving pulley disc 4, and the elastic force of the second booster spring 26 is less than the axial thrust of the V-shaped transmission belt 19 acting on the driven pulley disc 20. to thrust.

  The outer wall of the second nut 23 is provided with an axial guide groove 31, and the outer side of the guide groove 31 is provided with a fixed limit guide rod 22 (during specific implementation, the limit guide rod 22 is fixed on the transmission housing. inner wall).

  The power output shaft 13 is provided with an output driving gear 15 , and the output driving gear 15 is in transmission connection with the vehicle transmission shaft 27 through an output driven gear 16 .

  The right end of the power input shaft 1 is provided with a fixed third plane bearing 8 (in practice, it is fixed on the inner wall of the transmission housing), and the first booster spring 9 is elastically arranged between the third plane bearing 8 and the between the first plane bearings 5 mentioned above.

  The size and shape of the driving pulley fixed disk 2, the driving pulley movable disk 4, the driven pulley movable disk 20 and the driven pulley fixed disk 17 are consistent.

  A fixed fourth plane bearing 29 is provided on the left end surface of the second screw rod 24 (in practice, it is fixed on the inner wall of the transmission housing).

  The following describes the two processes of the speed ratio of the transmission from small to large and from large to small and their working principles are as follows:

When the speed ratio of the transmission is adjusted from small to large, it is necessary to control the working radius of the driving pulley to become smaller and the working radius of the driven pulley to become larger; at this time, control the DC motor 28 to rotate counterclockwise at a certain angle, and at the end of the driving pulley, the first A nut 6 rotates clockwise under the action of the driving gear 10 and the transmission gear 30, the first screw rod 7 is fixed, the first nut 6 is linearly displaced to the right relative to the first screw rod 7, and the driving pulley disc 4 is at V Also move to the right under the promotion of V-type transmission belt 19, the contact radius of V-type transmission belt 19 and driving pulley reduces; Due to the action of the moving gear 12, the second screw rod 24 also moves counterclockwise. Since the second screw rod 24 can only rotate but cannot move axially, the second nut 23 is linearly displaced to the right under the action of the guide mechanism 22. , and together with the second booster spring 26 pushes the driven pulley disc 20 to move linearly to the right through the plane bearing 21, because the fixed plate 17 of the driven pulley remains motionless, the contact radius between the V-shaped transmission belt 19 and the driven pulley Larger, to achieve a larger transmission speed ratio.

  When the speed ratio of the transmission is adjusted from large to small, that is: the working radius of the driving pulley is required to become larger, and the working radius of the driven pulley is becoming smaller; at this time, the DC motor 28 is controlled to rotate clockwise at a certain angle, and at the end of the driving pulley, The first nut 6 rotates counterclockwise under the action of the driving gear 10 and the transmission gear 30, because the first screw rod 7 is fixed, the first nut 6 is linearly displaced to the left relative to the first screw rod 7, and is aligned with the first screw rod 7. The booster spring 9 pushes the driving pulley moving plate 4 to linear displacement to the left through the plane bearing 5 together. Since the driving pulley fixed disk 2 remains motionless, the contact radius between the V-shaped transmission belt 9 and the driving pulley becomes larger; end, when the DC motor 28 rotates clockwise for a certain angle, due to the action of the driving gear 10, the intermediate idler gear 11 and the driven gear 12, the second screw screw 24 also moves clockwise, because the second screw screw 24 only It can rotate but cannot move in a straight line in the axial direction, so the second nut 23 is linearly displaced to the left under the action of the guide mechanism 22, and the driven pulley disc 20 also moves to the left under the promotion of the V-shaped transmission belt 19, so that the V-shaped transmission belt 19 and the contact radius of the driven pulley becomes smaller, so that the speed ratio of the speed changer is reduced.

  Among them, the change of the contact radius between the V-shaped transmission belt 19 and the driving and driven pulleys is based on the premise that the belt length of the V-shaped transmission belt 19 remains unchanged, that is, the belt length of the V-shaped transmission belt 19 remains unchanged. When the contact radius of the transmission belt 19 becomes larger, the contact radius of the driven pulley and the V-shaped transmission belt 19 becomes smaller, and vice versa. This is the basic principle of belt type continuously variable transmission to realize speed ratio adjustment.

  The above-mentioned embodiments are only examples for clearly illustrating the present invention, rather than limiting the implementation of the present invention. For those of ordinary skill in the art, other changes or changes in different forms can be made on the basis of the above description. It is not necessary and impossible to exhaustively list all the implementation manners here.

Claims (1)

1. A speed ratio control device of a belt-type continuously variable transmission, characterized in that it comprises: a DC motor, a controller for controlling the steering and rotation angle of the output shaft of the DC motor, and a power input connected to the engine output shaft during use Shaft (1), the drive pulley set on the power input shaft (1), the power output shaft (13) connected with the vehicle transmission shaft (27) when in use, the power output shaft (13) set on the power output shaft (13) A driven pulley, a V-shaped transmission belt (19) connecting the driving pulley and the driven pulley; The drive pulley includes: a drive pulley fixed plate (2) fixed on the power input shaft (1), set on the right side of the drive pulley fixed plate (2) and sleeved on the power input shaft ( 1) the driving shaft sleeve (3), the driving pulley disc (4) which is emptied on the driving shaft sleeve (3), and the driving disc (4) on the right side of the driving pulley disc (4) for controlling The first displacement control mechanism for the left and right displacement of the driving pulley disc (4) on the driving sleeve (3); The driving pulley fixed plate (2) and the driving pulley moving plate (4) are in the shape of a truncated cone, and the top surfaces of the driving pulley fixing plate (2) and the driving pulley moving plate (4) are arranged oppositely; The driven pulley includes: a driven pulley fixed plate (17) fixed on the power output shaft (13), set on the left side of the driven pulley fixed plate (17) and sleeved on the The driven shaft sleeve (18) on the power output shaft (13), the driven pulley disc (20) which is vacantly sleeved on the driven shaft sleeve (18), and the driven pulley disc (20) arranged on the driven pulley (20) The second displacement control mechanism on the left for controlling the left and right displacement of the driven pulley disc (20) on the driven bushing (18); The driven pulley disc (20) and the driven pulley fixed plate (17) are in the shape of a truncated cone, and the top surfaces of the driven pulley driven disc (20) and the driven pulley fixed plate (17) are arranged opposite to each other; The DC motor is suitable for simultaneously controlling the displacement of the driving pulley disc (4) and the driven pulley disc (20) in the same direction through the first and second displacement control mechanisms; The first displacement control mechanism includes: a first plane bearing (5) that is vacantly sleeved on the driving shaft sleeve (3) and is located on the right side of the driving pulley disc (4), and is located on the first plane bearing ( 5) The hollow first screw rod (7) on the right side, the first nut (6) threaded on the first screw rod (7), the first nut (6) is concentrically fixed on a transmission gear ( 30) the inner ring; The output shaft of the DC motor is provided with a driving gear (10), and the driving gear (10) meshes with the transmission gear (30); The left side of the first nut (6) abuts on the right side of the first plane bearing (5); The power output shaft (13) is a hollow shaft; The second displacement control mechanism includes: a second screw screw (24) set in the power output shaft (13) through needle bearings (14 and 25), a second screw screw (24) set in the second screw screw (24) The driven wheel (12) at the right end, the intermediate idler wheel (11) meshed between the driven wheel (12) and the driving gear (10), and the first screw threaded on the left end of the second screw rod (24). Two nuts (23), a second plane bearing (21) arranged on the left side of the driven pulley disc (20) and empty sleeved on the driven bushing (18); The right side of the second nut (23) abuts on the left side of the second plane bearing (21); The size and shape of the driving pulley fixed disk (2), the driving pulley movable disk (4), the driven pulley movable disk (20) and the driven pulley fixed disk (17) are consistent; A fixed fourth plane bearing (29) is provided on the left end surface of the second screw screw (24).