CN108317230A - With multichain CVT speed changers and the transmission ratio adjusting of differential mechanism and detection method - Google Patents
With multichain CVT speed changers and the transmission ratio adjusting of differential mechanism and detection method Download PDFInfo
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- CN108317230A CN108317230A CN201810117523.2A CN201810117523A CN108317230A CN 108317230 A CN108317230 A CN 108317230A CN 201810117523 A CN201810117523 A CN 201810117523A CN 108317230 A CN108317230 A CN 108317230A
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 604
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/721—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with an energy dissipating device, e.g. regulating brake or fluid throttle, in order to vary speed continuously
Abstract
The invention discloses a kind of multichain CVT speed changers with differential mechanism, with one or more layers differential mechanism, (differential mechanism can be the open type differential (being by taking full depth tooth wheel differential included in open type differential as an example in the present invention) without the sliding function of limit, or the limited-slip differential with the sliding function of limit) realize multichain CVT speed changers, to solve the problems, such as that traditional single-chain type or single tape formula CVT speed changers cannot bear Large-torsion transmisson, the problem of cannot matching with the engine of large torque, with once traditional single-chain type or single tape formula CVT transmission slips, fracture or damage, gearbox will be stopped and stop power output moment, the problems such as reliability of influence traffic safety and gearbox.The invention also discloses a kind of transmission ratio adjusting methods of above-mentioned multichain CVT speed changers, can expand the range of transmission ratio.The invention also discloses a kind of detection methods of above-mentioned multichain CVT speed changers, can promote reliability.
Description
Technical field
The present invention relates to transmission technology field, more particularly to a kind of multichain CVT speed changers with differential mechanism, to carry
High torque transmission and safety reliability and transmission ratio adjusting and detection method.
Background technology
Traditional single-chain type or single tape formula CVT speed changers are for other automatic transmission, traditional single-chain type or single tape
Formula CVT speed changers can reasonably select optimal transmission ratio according to engine operating condition, and vehicle can be reached in each speed
To fabulous fuel economy, to have reached the purpose of fuel-economizing.The transmission efficiency of traditional single-chain type or single tape formula CVT speed changers is non-
Chang Gao.Correspondingly, since engine can work under optimum condition, the service life of engine, exhaust emissions are improved
Pernicious gas it is also less, and also have smooth gear shifting splendid simultaneously, the advantages that comfort is good, and from production technology and production
It is simpler at seeing traditional single-chain type or single tape formula CVT speed changers originally relative to other automatic transmission and having a production technology, it is raw
The lower advantage of cost is produced, traditional single-chain type or single tape formula CVT speed changers are automatic relative to other in fact from the point of view of above-mentioned advantage
Speed changer is more suitable for the needs of motor trend, is also more suitable for the needs of today's society economic development and energy-saving and emission-reduction.
But because traditional single-chain type or single tape formula CVT speed changers use single-chain or single steel band frictional drive,
When bearing Large-torsion transmisson, the driving torque that can bear for other automatic transmission wants much lower, cannot with it is big
The engine of torque matches, and use scope is restricted.
Requirement simultaneously to traditional single-chain type or single tape formula CVT variators is harsher, cannot skid, cannot break
It splits, cannot damage.Otherwise gearbox will be stopped and stop power output easily moment, influence traffic safety and gearbox
Reliability.
Above-described two of institute is the disadvantage is that the most urgent problem to be solved of traditional single-chain type or single tape formula CVT speed changers.
And exactly because the maximum driving torque that traditional single-chain type or single tape formula CVT speed changers can be born is limited, traditional single-chain type or
When single tape formula CVT speed changers form the electronics buncher ECVT of hybrid power with planetary gear mechanism, when the electrodeless change of electronics
When the electric energy of fast device ECVT exhausts, there will be significantly short of power.
Invention content
In view of this, the present invention provides a kind of multichain CVT speed changers with differential mechanism, to solve traditional single-chain type
Or single tape formula CVT speed changers the problem of cannot bearing Large-torsion transmisson, the problem of cannot matching with the engine of large torque, and
Once traditional single-chain type or single tape formula CVT transmission slips, fracture or damage, gearbox will be stopped and stop power moment
Output, the problems such as influencing the reliability of traffic safety and gearbox.To solve because of traditional single-chain type or single tape formula CVT speed changes
Maximum driving torque that device can be born it is limited cannot matched engine or vehicle, can also realize can be according to engine operating condition
Optimal transmission ratio is reasonably selected, vehicle is allowed to be attained by fabulous fuel economy in each speed, to have reached section
The purpose of oil.It is very high with transmission efficiency, the service life of engine is improved, the pernicious gas of exhaust emissions is also less,
And also have smooth gear shifting splendid simultaneously, comfort is good and production technology is simpler, and production cost is lower, improve safety and
The problems such as reliability.
The present invention also provides a kind of transmission ratio adjusting methods of above-mentioned multichain CVT speed changers, can expand transmission ratio
Range.
The present invention also provides a kind of detection methods of above-mentioned multichain CVT speed changers, can promote reliability.
To achieve the above object, the present invention provides the following technical solutions：
A kind of multichain CVT speed changers with differential mechanism, which is characterized in that including：Be driven axle unit, differential mechanism and
CVT gear units；
If the differential mechanism includes dried layer differential mechanism, every layer of differential mechanism includes 2N-1A differential gear unit, wherein N are
The number of plies；The shaft gear of the transmission axle unit is engaged with the main reducing gear driven gear of first layer differential gear unit；Work as N>1
When, the left half axle gear and right axle shaft gear of the first layer differential gear unit respectively with two differential mechanism lists in the second layer
The main reducing gear driven gear engagement of member, n-th layer differential gear unit is connected to according to this rule；The number of the CVT gear units
Amount is 2NIt is a, the left half axle gear and right axle shaft gear of each n-th layer differential gear unit respectively with two CVT
The transmission gear of gear unit engages；
Second driving shaft in CVT gear units described in every group for transmission is linked into a whole transmission shaft.
Preferably, the differential gear unit is symmetrical expression.
Preferably, the CVT gear units include solid shafting, empty set axis, transmission gear, interior drive pulley, transmission belt or
Transmission chain, outer drive pulley, second driving shaft, hydraulic fluid chamber, the first speed probe and the second speed probe；
The solid shafting fixed setting, for empty set axis empty set on the solid shafting, the transmission gear is fixed on the sky
It covers on axis, the interior drive pulley is linked on the empty set axis, and the interior drive pulley is with the outer drive pulley by opening
Transmission belt or transmission chain link, the outer drive pulley tightly on it is linked on the second driving shaft, liquid described in two groups
Pumping cavity is respectively acting on the interior drive pulley and the outer drive pulley both sides, and first speed probe can detect
The rotating speed of interior drive pulley, second speed probe can detect the rotating speed of the outer drive pulley.
Preferably, the differential gear unit is open type differential.
The CVT gear units further include brake；One end of the brake and the solid Spindle Links, the braking
The other end of device and the empty set Spindle Links.
Preferably, the open type differential is full depth tooth wheel differential.
Preferably, the differential gear unit be open type differential, common limited-slip differential or electronics limited slip differential,
The CVT gear units further include clutch, and the clutch is mounted between the transmission gear and the interior drive pulley
The empty set axis on.
Preferably, the differential gear unit is limited-slip differential；The control system of the chain CVT speed changers can be in institute
It states to export to engine before limited-slip differential locking and reduces torque command, make the max. output torque of engine not higher than after locking
The peak torque G=K*2 that can bear of multichain CVT speed changersX, each the CVT gear units can bear K
Peak torque, X is by power between transmission axle unit and the CVT gear units that can be worked normally by not limited
Sliding differential mechanism minimum number of layers.
Preferably, the limited-slip differential is electronic limited slip differential device or automatic sensing limited-slip differential.
A kind of transmission ratio adjusting method of multichain CVT speed changers, the multichain CVT speed changers are as above-mentioned with poor
The multichain CVT speed changers of fast device, the differential gear unit are open type differential, and the CVT gear units include braking
Device；；
The method includes：It is input shaft in the first transmission shaft of the transmission axle unit, the of the CVT gear units
Two transmission shafts are output shaft, are needed in the case of reducing transmission ratio, and the brake of one or more CVT gear units is made to close
It closes, and its CVT gear unit is made to be stopped；Or in the first transmission shaft of the transmission axle unit be output shaft, the CVT is passed
The second driving shaft of moving cell is input shaft, is needed in the case of increasing transmission ratio, and one or more CVT gear units are made
Arrester close, and its CVT gear unit is made to be stopped.
A kind of detection method of multichain CVT speed changers, the multichain CVT speed changers be as above-mentioned with differential mechanism
Multichain CVT speed changers, the differential gear unit are open type differential；
The method includes：The braking of CVT gear units described in the multichain CVT variators and which part
In the case that device is closed and the CVT gear units are stopped, one by one by the brake for the CVT gear units being stopped
It opens, and restores CVT gear units normal work；
CVT gear units described in judging every group restore whether have torque output when normal work：If so, then assert the group
CVT gear units can also be normally driven；If it is not, assert that this group of CVT gear unit cannot be normally driven, just again
Make the arrester close of the CVT gear units and is stopped.
A kind of detection method of multichain CVT speed changers, the multichain CVT speed changers be as above-mentioned with differential mechanism
Multichain CVT speed changers, the differential gear unit are electronic limited slip differential device or common limited-slip differential；
The method includes：The CVT gear units described in the multichain CVT variators and which part stop work
Make, one or more groups of differential gear units are unlocked states, and the left half axle gear of this one or more groups of differential gear unit
In the case of the CVT gear units all worked normally respectively without link with the output end of right axle shaft gear or this
One or more groups of differentials that the left half axle gear and right axle shaft gear output end of group or multigroup differential gear unit link respectively
The output end of device unit all without link normal work CVT gear units when；
The differential gear unit of this one or more groups of unlocked state is first adjusted to lockup state, and one by one by every group of stopping work
The CVT gear units of work restore to working normally, while in the left half axle gear of differential gear unit and right axle shaft gear
Output end have respectively link work normally CVT gear units in the case of or the left half axle of differential gear unit on tooth
The output end for one or more groups of differential gear units that wheel and right axle shaft gear output end link respectively has link to work normally
CVT gear units in the case of, which is unlocked；
And it is perceived respectively by torque sensor when every group of CVT gear unit restores to work normally and along with differential mechanism list
Whether there is torque output after member unlock：If so, then assert that this group of CVT gear unit can also be normally driven；If it is not,
Assert that this group of CVT gear unit cannot be normally driven, continues to multichain CVT speed changers being adjusted to this group of CVT transmission list
Drive state when member is stopped.
It can be seen from the above technical scheme that the multichain CVT speed changers provided by the invention with differential mechanism, pass through one
If group transmission axle unit is linked with dried layer differential mechanism, increase CVT gear units are finally fetched with lower section CVT gear unit chains and are linked
Quantity, and by the second driving shaft link in CVT gear units as the method for a whole transmission shaft, to increase CVT speed changes
The maximum driving torque of device；And be further able to solve slippage problems, improve safety and reliability.The present invention also provides one
The transmission ratio adjusting method of the above-mentioned multichain CVT speed changers of kind makes the maximum transmission between the first transmission shaft and second driving shaft
Than the range with fastest ratio not only by the range effects of the maximum transmission ratio and fastest ratio of each CVT gear units.
The present invention also provides a kind of detection methods of above-mentioned multichain CVT speed changers, are capable of detecting when which CVT gear unit may be used also
To be normally driven, to improve the reliability of multichain CVT speed changers.
Description of the drawings
In order to more clearly explain the embodiment of the invention or the technical proposal in the existing technology, to embodiment or will show below
There is attached drawing needed in technology description to be briefly described, it should be apparent that, the accompanying drawings in the following description is only this
Some embodiments of invention for those of ordinary skill in the art without creative efforts, can be with
Obtain other attached drawings according to these attached drawings.
Fig. 1 is transmission shaft cell schematics provided in an embodiment of the present invention；
Fig. 2 is symmetrical cone planetary gear formula differential mechanism schematic diagram provided in an embodiment of the present invention；
Fig. 3 is electronic limited slip differential device schematic diagram provided in an embodiment of the present invention；
Fig. 4 is automatic sensing limited-slip differential schematic diagram provided in an embodiment of the present invention；
Fig. 5 is the first CVT gear unit schematic diagrames provided in an embodiment of the present invention；
Fig. 6 is the 2nd CVT gear unit schematic diagrames provided in an embodiment of the present invention；
Fig. 7 is full depth tooth wheel differential embodiment one provided by the invention；
Fig. 8 is full depth tooth wheel differential embodiment two provided by the invention；
Fig. 9 is full depth tooth wheel differential embodiment three provided by the invention；
Figure 10 is electronic limited slip differential device embodiment one provided by the invention；
Figure 11 is electronic limited slip differential device embodiment two provided by the invention；
Figure 12 is electronic limited slip differential device embodiment three provided by the invention；
Figure 13 is automatic sensing limited-slip differential embodiment one provided by the invention；
Figure 14 is automatic sensing limited-slip differential embodiment two provided by the invention；
Figure 15 is automatic sensing limited-slip differential embodiment three provided by the invention.
Wherein, the first transmission shaft 1, shaft gear 2, main reducing gear driven gear 3, differential carrier 4, planetary gear shaft 5,
Planetary gear 6, left side sun gear 7, right side sun gear 8, left half axle 9, right axle shaft 10, left half axle gear 11, right axle shaft
Gear 12, solid shafting 13, empty set axis 14, transmission gear 15, interior drive pulley 16, transmission belt or transmission chain 17, outer transmission belt
Wheel 18, second driving shaft 19, brake 20, hydraulic fluid chamber 21, torque sensor 22, the first speed probe 23, the second rotating speed
Sensor 24.
Specific implementation mode
Multichain CVT speed changers are realized with one or more layers differential mechanism, and can not an embodiment of the present invention provides a kind of
The disconnected maximum driving torque for improving multichain CVT speed changers and safety, a kind of method of reliability.
Following will be combined with the drawings in the embodiments of the present invention, and technical solution in the embodiment of the present invention carries out clear, complete
Site preparation describes, it is clear that described embodiments are only a part of the embodiments of the present invention, instead of all the embodiments.It is based on
Embodiment in the present invention, it is obtained by those of ordinary skill in the art without making creative efforts every other
Embodiment shall fall within the protection scope of the present invention.
Multichain CVT speed changers provided in an embodiment of the present invention with differential mechanism, core improvement be, including：It passes
Shaft unit, differential mechanism and CVT gear units；
If differential mechanism includes dried layer differential mechanism, every layer of differential mechanism includes 2N-1A differential gear unit, wherein N are differential
The number of plies of device；The shaft gear 2 of transmission axle unit is engaged with the main reducing gear driven gear 3 of first layer differential gear unit；Work as N
>When 1, the left half axle gear 11 and right axle shaft gear 12 of first layer differential gear unit respectively with two differential mechanisms in the second layer
The main reducing gear driven gear 3 of unit engages, and n-th layer differential gear unit is connected to according to this rule；The quantity of CVT gear units
It is 2NA, the left half axle gear 11 and right axle shaft gear 12 of each n-th layer differential gear unit are single with two CVT transmissions respectively
The transmission gear 15 of member engages；It is linked into every group of CVT gear unit for being driven the second driving shaft 19 of (input or output)
A piece whole transmission shaft.
It is described in detail：Due in one group of transmission shaft cellular construction only there are one shaft gear 2, every group of differential gear unit
There are one retarder driven gearwheel 3, a pair of of left half axle gear 11 and right axle shaft gears 12 in structure, so when first passing through biography
Shaft gear 2 engages with main reducing gear driven gear 3 in one group of differential gear unit of first layer and links formation in shaft unit
When first layer differential gear unit, because one group of transmission axle unit only has a shaft gear 2, and in one group of differential gear unit
Also only there are one retarder driven gearwheels 3, so only having one group of differential gear unit and transmission shaft in first layer differential gear unit
Unit links.Due to having a pair of of left half axle gear 11 and right axle shaft gear 12 in the structure of every group of differential gear unit, at this time
If linked with lower section CVT gear units, two groups of CVT gear units are needed, and engage and link with transmission gear 15.【Or
When person continues to link to form the second layer with differential gear unit, two groups of differential gear units are also needed, and pass through two groups of differential mechanisms
Retarder driven gearwheel 3 in unit and first layer differential gear unit a pair of left half axle gear 11 and 12 chain of right axle shaft gear
It connects, forms second layer differential gear unit】【At this time if when second layer differential gear unit is linked with lower section CVT gear units, due to
There are two pairs of left half axle gears 11 and right axle shaft gear 12 in the structure of every group of differential gear unit of the second layer, so needing four groups
CVT gear units, and linked by transmission gear 15 and second layer differential gear unit.Or continue to link shape with differential gear unit
When at third layer, four groups of differential gear units are also needed.And by retarder driven gearwheel 3 in four groups of differential gear units with
Second layer differential gear unit two links left half axle gear 11 and right axle shaft gear 12, forms third layer differential gear unit】
【At this time if when third layer differential gear unit is linked with lower section CVT gear units, due to the structure of third layer group differential gear unit
In have four pairs of left half axle gears 11 and right axle shaft gear 12, so needing eight groups of CVT gear units, and pass through transmission gear 15
It is linked with third layer differential gear unit.Or when continuing to link to form the 4th layer with differential gear unit, also need eight groups of differentials
Device unit.And by the retarder driven gearwheel 3 in eight groups of differential gear units with third layer differential gear unit four to left half axle
Gear 11 and right axle shaft gear 12 link, and form the 4th layer of differential gear unit】And so on be finally driven with lower section CVT it is single
First chain, which fetches, increases CVT gear unit number of links, and the link of second driving shaft 19 in CVT gear units is whole as one
The method of body transmission shaft, to increase the maximum driving torque of CVT speed changers.Become to solve traditional single-chain type or single tape formula CVT
Fast device cannot bear the problem of Large-torsion transmisson, the problem of cannot matching with the engine of large torque.
Formula can be summarized by logic above：I.e.:Differential gear unit quantity=2 in every layer of differential gear unitN-1(N is
The number of plies of differential gear unit) when N is last layer of differential gear unit, and pass through in last N layers 2N-1In group differential gear unit
2N-1To left half axle gear 11 and right axle shaft gear 12 respectively finally with lower section 2NTransmission gear in group CVT gear units
15 engagement links, form the CVT gear units of lower section, and by 2NSecond driving shaft 19 in group CVT gear units links, and is formed
For a whole transmission shaft, multichain CVT speed changers are formed to increase the maximum driving torque of CVT speed changers.To solve
The problem of traditional single-chain type or single tape formula CVT speed changers cannot bear Large-torsion transmisson, cannot be with the engine phase of large torque
With the problem of.
It can be seen from the above technical scheme that the multichain CVT speed changers provided in an embodiment of the present invention with differential mechanism,
If being linked with dried layer differential mechanism by one group of transmission axle unit, is finally fetched with lower section CVT gear unit chains and increase CVT transmission lists
First number of links, and by the link of second driving shaft 19 in CVT gear units as the method for a whole transmission shaft, to increase
The maximum driving torque of CVT speed changers.Large-torsion transmisson cannot be born to solve traditional single-chain type or single tape formula CVT speed changers
The problem of, the problem of cannot matching with the engine of large torque.
No matter be driven the first transmission shaft 1 of axle unit be input shaft second driving shaft 19 be output shaft or first transmission
Axis 1 is that output shaft second driving shaft 19 is input shaft, when due to realizing multichain CVT variators with N layers of differential gear unit,
Because each CVT gear units can exist because of interior drive pulley 16, outer drive pulley 18, transmission belt or transmission chain 17 and other component
The degree of wear is different during error or later stage use in production process or the hydraulic pressure of hydraulic fluid chamber 21 is different or is assigned
Deviation or the factors such as uneven cause transmission ratio different, and the differential gear unit in n-th layer can all follow " minimum using itself at this time
Principle of energy dissipation " automatically can reconcile differential mechanism left half axle gear 11 and the right side according to the different of the transmission ratio of CVT gear units
The rotating speed of semiaxis gear 12, and the differential gear unit in other layer of differential gear unit all can also be followed using itself at this time
" minimum stream power ", can be automatically according to 3 rotating speed of main reducing gear driven gear in next layer of differential gear unit itself
Difference, reconciles the rotating speed of itself differential gear unit left half axle gear 11 and right axle shaft gear 12, and cuts every layer of differential mechanism list
Differential gear unit in member, which all meets, ((to be led and subtracts in rotating speed=2 of the rotating speed of (left half axle gear 11)+(right axle shaft gear 12)
Fast device driven gear 3) rotating speed.Differential gearing is realized when so that realizing multichain CVT variators with N layers of differential mechanism.
Preferably, differential gear unit is symmetrical expression.Because their torques during torque drive are divided equally, can make
Suffered torque is impartial when each CVT gear units transmission, is easy to control, helps to realize maximum driving torque.Certainly, originally
Differential gear unit in scheme may be asymmetric formula.
No matter whether each CVT gear units transmission ratio is identical；Also no matter torque is passed to by the first transmission shaft 1, by
The second driving shaft 19 for being formed as an entirety is spread out of；Or torque is passed to by the second driving shaft 19 for being formed as an entirety,
It is spread out of again by the first transmission shaft 1；The torque that every layer of symmetrical differential gear unit all follows differential mechanism divides characteristic and " least energy consumption equally
Principle " characteristic.I.e. differential gear unit is automatic to the rotating speed conciliation of left and right semiaxis, allows left half axle gear 11 and right axle shaft
Gear 12 is rotated with different rotating speeds, and meets turn of rotating speed+(the right axle shaft gear 12) of (left half axle gear 11)
The rotating speed of speed=2* (main reducing gear driven gear 3).So in this invention the first transmission shaft 1 be formed as entirety
Second driving shaft 19 can be the input shaft and output shaft of speed changer respectively.Also can be the output shaft of speed changer respectively and defeated
Enter axis.
No matter the first transmission shaft 1 be input shaft second driving shaft 19 is output shaft or the first transmission shaft 1 is output shaft
Two transmission shafts 19 are input shaft, when transmission axle unit is linked with N layers of differential gear unit and is linked with lower section CVT gear units, and
And when every group of CVT gear units normal work, differential gear unit divides characteristic equally also in compliance with the torque of differential mechanism simultaneously, if：Every group
When the peak torque that transmission belt 17 in CVT gear units can be born is K, then 2 are had below n-th layer differential gear unitNGroup
CVT gear units, therefore the peak torque that the embodiment can be born is 2N*K.Then：Multichain item is realized using N layers of differential gear unit
CVT speed changers can be no more than 2 with max. output torqueN* the engine of K matches, to realize the increasing of maximum driving torque
Greatly.It, cannot be with large torque to solve the problems, such as that traditional single-chain type or single tape formula CVT speed changers cannot bear Large-torsion transmisson
The problem of engine matches.
In the present embodiment, CVT gear units include solid shafting 13, empty set axis 14, transmission gear 15, interior drive pulley
16, transmission belt or transmission chain 17, outer drive pulley 18, second driving shaft 19, hydraulic fluid chamber 21, the first speed probe 23 and
Two speed probes 24, structure is as shown in Figure 5 and Figure 6；
Wherein, solid shafting 13 is fixedly installed, and for 14 empty set of empty set axis on solid shafting 13, transmission gear 15 is fixed on empty set axis
On 14, interior drive pulley 16 is linked on empty set axis 14, and interior drive pulley 16 is with outer drive pulley 18 by being tensioned on it
Transmission belt or transmission chain 17 link, and outer drive pulley 18 is linked on second driving shaft 19；Two groups of hydraulic fluid chambers 21 act on respectively
In 18 both sides of interior drive pulley 16 and outer drive pulley, and can by change two groups of hydraulic fluid chambers 21 hydraulic pressure range, to
Change the transmission ratio of CVT gear units；First speed probe 23 can detect the rotating speed of interior drive pulley 16, and the second rotating speed passes
Sensor 24 can detect the rotating speed of outer drive pulley 18, to calculate transmission ratio.
When every group of CVT gear units normal work on multichain CVT speed changers, due to multichain CVT contiuously variable transmissions
It is to select the transmission of the first transmission shaft 1 and second according to the speed of automobile and the real-time change of throttle opening in transmission process
Corresponding transmission ratio best in real time is (according to different needs, most preferably between transmission ratio and speed and throttle opening between axis 19
Relationship can arbitrarily adjust).Real-time best transmission ratio between first transmission shaft 1 and second driving shaft 19, is by real-time
Change the hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of CVT gear unit, and is respectively acting on every group of CVT gear unit
(real-time target is driven the real-time target transmission ratio of realizing every group of CVT gear unit for interior drive pulley 16 and outer drive pulley 18
Than being in advance according to the real-time best transmission ratio and multichain CVT speed changers between the first transmission shaft 1 and second driving shaft 19
The difference of gear size, by theoretical calculation come, and the target gear ratio of every group of CVT gear unit keeps identical in real time
It is best), to realize the real-time best transmission ratio between the first transmission shaft 1 and second driving shaft 19；And in actual transmission
Every group of CVT gear unit is calculated in practical biography by the first speed probe 23 and the second speed probe 24 in real time in the process
Transmission ratio during dynamic, and make comparisons with the real-time target transmission ratio of every group of CVT gear unit, the Real-time Error obtained passes through
Change the real-time hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of CVT gear unit to adjust, the hydraulic pressure ratio after conciliation passes through electricity
Brain is recorded, to directly reach the first transmission shaft 1 and second driving shaft 19 next time in same speed and throttle opening
Between best transmission ratio；And continue through the first speed probe 23 and the second speed probe 24 calculates every group in real time
Transmission ratio of CVT gear units during actual transmission, and continue to be compared to the transmission of the real-time target of every group of CVT gear unit
Compare the error obtained, continues through and change the real-time hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of CVT gear unit to adjust
Section, the hydraulic pressure ratio after conciliation continues through computer record and gets off, so that next time directly reaches in same speed and throttle opening
Best transmission ratio between the first transmission shaft 1 and second driving shaft 19.And so on, to make multichain CVT variable speed
Device can be closer to best transmission ratio in each transmission stage.
Specifically, differential gear unit is open type differential, such as full depth tooth wheel differential.
As shown in figure 5, CVT gear units further include brake 20, the first CVT gear units are formed；The one of brake 20
End is linked with solid shafting 13, and the other end and the empty set axis 14 of brake 20 link, to realize solid shafting 13 and empty set axis 14
Between brake it is locked.
When one or more groups of CVT gear units of multichain CVT speed changers skid or damage, due to open type differential
Such as lacking for full depth tooth wheel differential (at this specifically by taking the symmetrical cone planetary gear formula differential mechanism in Fig. 2 as an example, similarly hereinafter)
Falling into is the phenomenon that not allowing to have skidded idle running by left half axle gear 11 and right axle shaft gear 12, otherwise the wheeled difference of full depth tooth
Fast device will lose torque output according to the characteristic that the torque of full depth tooth wheel differential is divided equally.When computer passes through torque sensor 22
When perception loses torque output, and perceive which CVT is driven by the first speed probe 23 and the second speed probe 24
There is exception in the transmission ratio of unit or chain has skidded, and when having reached scheduled condition, and computer will be closed corresponding CVT and pass
The brake 20 of moving cell makes corresponding CVT gear units be closed, while and stopping two groups on corresponding CVT gear units
The oil pressure of hydraulic fluid chamber 21 makes its CVT gear unit be stopped, to prevent CVT gear units from discontinuity skidding occur, to more
Chain CVT causes harmful effect.If computer loses torque output still through the perception of torque sensor 22.And continue to lead to
It crosses the transmission ratio which CVT gear unit the first speed probe 23 and the second speed probe 24 perceive and exception or chain occurs
When having skidded, and having reached scheduled condition, computer will be closed the brake 20 of corresponding CVT gear units, make corresponding
CVT gear units be closed, while and stop the oil pressure of two groups of hydraulic fluid chambers 21 on corresponding CVT gear units, make its CVT
Gear unit is stopped, and to prevent CVT gear units from discontinuity skidding occur, harmful effect is caused to multichain CVT.With this
Analogize finally so that the continuation of multichain CVT speed changers can be with power output.
If the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to multichain article CVT
Real-time target ratio transmissions when speed changer works normally, then can lead to the first transmission shaft of multichain CVT speed changers 1 at this time
Transmission ratio between the second moving axis 19 is not in real-time best ratio transmissions.This is because ordinary gear differential mechanism had been driven
Rotating speed=2 (the main reducing gear driven gear of rotating speed+(the right axle shaft gear 12) of (left half axle gear 11) is remained in journey
3) rotating speed, it is possible thereby to which calculating N layers of ordinary gear differential mechanism of multichain CVT speed changers realizes that n-th layer is common when being driven
The rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 on gear differential mechanism and with first layer full depth tooth
It is certain to take turns the ratio of the rotating speed of the main reducing gear driven gear 3 on differential mechanism.Therefore n-th layer ordinary gear differential mechanism is learnt
On the rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 and the rotating speed ratio with the first transmission shaft 1
It is certain.
So when N layers of ordinary gear differential mechanism of multichain CVT speed changers realize transmission, and the first transmission shaft 1 is defeated
Enter axis, when second driving shaft 19 is output shaft.When the timing of rotating speed one of the first transmission shaft 1, at this time if one or more groups of the
One CVT gear units are closed.Because of the rotating speed and right axle shaft of all left half axle gears 11 on n-th layer ordinary gear differential mechanism
The rotating speed of gear 12 and be certain with the rotating speed ratio of the first transmission shaft 1.So the institute on n-th layer ordinary gear differential mechanism
There are the rotating speed of left half axle gear 11 and the rotating speed of right axle shaft gear 12 and constant.This can make be not closed first
The rotating speed and right axle shaft gear 12 of left half axle gear 11 on the n-th layer ordinary gear differential mechanism of CVT gear units link
Rotating speed faster.So if the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to more
Real-time target ratio transmissions when chain CVT speed changers work normally, then can lead to multichain CVT speed changers first at this time
Transmission ratio between transmission shaft 1 and second driving shaft 19 can reduce not in real-time best ratio transmissions.
It is realized and is driven with N layers of ordinary gear differential mechanism when multichain CVT speed changers, and the first transmission shaft 1 is output shaft
When second driving shaft 19 is input shaft.When one timing of rotating speed of second driving shaft 19, at this time if the first one or more groups of CVT
Gear unit is closed.And the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to multichain
Real-time target ratio transmissions when CVT speed changers normal work, then all left half axles on n-th layer ordinary gear differential mechanism
The rotating speed of gear 11 and the rotating speed of right axle shaft gear 12 and it can reduce.It is all on n-th layer ordinary gear differential mechanism simultaneously
The rotating speed of left half axle gear 11 and the rotating speed of right axle shaft gear 12 and be certain with the rotating speed ratio of the first transmission shaft 1.
It can then cause transmission ratio between the first transmission shaft of multichain CVT speed changers 1 and second driving shaft 19 at this time not in real time most
Good ratio transmissions, and will increase.
So each different closed state according to CVT gear units in multichain CVT speed changers should be shifted to an earlier date, in computer
On the real-time target of every group of CVT gear unit not being closed being set in advance out under each different closed state on computers pass
Dynamic ratio.And in the transmission process of each different closed state, pass through the first speed probe 23 and the second speed probe
24 calculate transmission ratio of every group of CVT gear unit during actual transmission in real time, and real-time with every group of CVT gear unit
Target gear ratio is made comparisons, the reality that the Real-time Error obtained passes through two groups of hydraulic fluid chambers 21 on every group of CVT gear unit of change
When hydraulic pressure ratio adjust, the hydraulic pressure ratio after conciliation is got off by computer record, so that next time is in same speed and throttle opening
When directly reach best transmission ratio between the first transmission shaft 1 and second driving shaft 19.And continue through the first speed probe
23 and second speed probe 24 calculate transmission ratio of every group of CVT gear unit during actual transmission in real time, and continue
It makes comparisons with the real-time target transmission ratio of every group of CVT gear unit, the error obtained, which continues through, changes every group of CVT gear unit
On the real-time hydraulic pressure ratios of two groups of hydraulic fluid chambers 21 adjust, the hydraulic pressure ratio after conciliation continues through computer record and gets off, so as to
Next time directly reaches the best transmission between the first transmission shaft 1 and second driving shaft 19 in same speed and throttle opening
Than.And so on, so that in office why not with being remained under situation closer to most between the first transmission shaft 1 and second driving shaft 19
Good transmission ratio.
When due to realizing multichain CVT speed changers with N layers of differential gear unit, according between differential gear unit linkage and
Torque divides characteristic equally, i.e. (11 torque f) of left half axle gear+(the torque f) of right axle shaft gear 12=(main reducing gear driven tooth
The torque F of wheel 3), and (the torque f) of left half axle gear 11=(the torque f) of right axle shaft gear 12, it is known that multichain item
The torques of all left half axle gears 11 on CVT speed changers on n-th layer differential gear unit and all right axle shaft gears 12
Torque is all equal in real time.Therefore when the first transmission shaft 1 be input shaft, second driving shaft 19 be output shaft when, no matter multichain
The quantity of CVT gear units on CVT speed changers be closed how much, engine still can input gearbox normal work at this time
When peak torque, it is excessive without causing other CVT gear units for not being closed to generate torques, so that it is skidded, fracture or
Damage.Therefore the safety and reliability of speed changer is improved.When the first transmission shaft 1 is output shaft, second driving shaft 19 is defeated
When entering axis, due to the torque and all right axle shaft gears 12 of all left half axle gears 11 on n-th layer differential gear unit
Torque is all equal in real time.So when one or more groups of CVT gear units on multichain CVT speed changers are closed, second
The torque that transmission shaft 19 inputs can allow on n-th layer differential gear unit the CVT gear units mean allocation not being closed linked and
It is equal.Therefore engine can input the CVT gear units that the peak torque of gearbox is not closed no more than every group at this time
It can bear the sum of peak torque.Therefore the safety and reliability of speed changer is improved.To solve once traditional single-chain type
Or single tape formula CVT transmission slips, fracture or damage, gearbox will be stopped and stop power output moment, influence traffic
The problems such as safety and the reliability of gearbox.
Preferably, open type differential is full depth tooth wheel differential.It is specifically as follows symmetrical cone planetary gear
Differential mechanism or symmetrical spur-gear differential；The advantages of symmetrical structure, is referred to be described above, and details are not described herein.
Preferably, the differential gear unit is full depth tooth wheel differential.So that CVT gear units is stopped in fact with
It prevents discontinuity skidding and causes dysgenic method, except the oil for stopping two groups of hydraulic fluid chambers 21 on CVT gear units
Pressure is outer, can also pacify on the empty set axis 14 directly between every group of CVT gear units upper transfer gear 15 and interior drive pulley 16
Fill clutch.I.e. CVT gear units further include clutch, and clutch is mounted between transmission gear 15 and interior drive pulley 16
On empty set axis 14.So set, make the empty set axis 14 on the clutch both sides on every group of CVT gear unit CVT gear units just
It often combines when work, is detached when the brake 20 of CVT gear units is closed.
In order to advanced optimize above-mentioned technical solution, differential gear unit is limited-slip differential；The control of chain CVT speed changers
System processed, which can be exported before limited-slip differential locking to engine, reduces torque command, makes the max. output torque of engine not
The peak torque G=K*2 that can bear higher than the multichain CVT speed changers after lockingX, K is each CVT gear units institute energy
The peak torque born, X power between transmission axle unit and the CVT gear units that can be worked normally, which is passed through, not to be slided by limit
Differential mechanism minimum number of layers.So set, improving the safety and reliability of multichain CVT speed changers.To solve once
Traditional single-chain type or single tape formula CVT transmission slips, fracture or damage, gearbox will be stopped and to stop power defeated moment
The problems such as going out, influencing the reliability of traffic safety and gearbox.
Preferably, the limited-slip differential is electronic limited slip differential device or automatic sensing limited-slip differential.Certainly, may be used also
Think common limited-slip differential.
Preferably, the differential gear unit is electronic limited slip differential device.So that CVT gear units is stopped in fact to prevent
Only there is discontinuity skidding and cause dysgenic method, except the oil pressure for stopping two groups of hydraulic fluid chambers 21 on CVT gear units
Outside, it can also be installed on the empty set axis 14 directly between every group of CVT gear units upper transfer gear 15 and interior drive pulley 16
Clutch.I.e. CVT gear units further include clutch, and clutch is mounted on the sky between transmission gear 15 and interior drive pulley 16
It covers on axis 14.So set, keeping the empty set axis 14 on the clutch both sides on every group of CVT gear unit normal in CVT gear units
It combines when work, is detached when CVT gear units are stopped.
This programme is described further with reference to specific embodiment：
The present invention is by transmission axle unit, differential mechanism and CVT gear units (the first CVT gear units or CVT transmissions
Unit) three group parts interlink be combined with each other constitute.
Wherein, transmission axle unit is made of (such as Fig. 1) the first transmission shaft 1, shaft gear 2 and torque sensor 22.
Wherein symmetrical cone planetary gear formula differential mechanism is to fix chain by main reducing gear driven gear 3 and differential carrier 4
It is connected together, and is linked by planetary gear shaft 5 and planetary gear 6；Left side sun gear 7 exists respectively with right side sun gear 8
It is simultaneously engaged with planetary gear 6 left and right sides of planetary gear 6；Left half axle 9, right axle shaft 10 distinguish sun gear on the left of fixed-link
7 and right side sun gear 8 on, and left half axle gear 11 and 9 fixed-link of left half axle, right axle shaft gear 12 and right axle shaft
10 are fixedly connected (such as Fig. 2).
Wherein the first CVT gear units include a fixed solid shafting 13, and empty set a sky on the solid shafting 13
Axis 14, the fixed-link on empty set axis 14 of transmission gear 15 are covered, interior drive pulley 16 is linked on empty set axis 14, interior drive pulley
16 are linked with outer drive pulley 18 by being tensioned transmission belt on it or transmission chain 17, and outer drive pulley 18 is linked at the second biography
On moving axis 19.One end of brake 20 is linked with solid shafting 13, and the other end and the empty set axis 14 of brake 20 link, to realize
It is locked by being braked between solid shafting 13 and empty set axis 14.Two groups of hydraulic fluid chambers 21 are respectively acting on interior drive pulley 16, outer transmission
18 both sides of belt wheel, and the hydraulic pressure range by changing two groups of hydraulic fluid chambers 21, to change the transmission of the first CVT gear units
Than.First speed probe 23 is used for perceiving the rotating speed of interior drive pulley 16, and the second speed probe 24 is used for perceiving outer transmission
The rotating speed of belt wheel 18, to calculate transmission ratio (such as Fig. 5).
Wherein the 2nd CVT gear units are exactly to remove the brake 20 in wherein the first CVT gear units, form second
CVT gear units (such as Fig. 6).
(1.0) it (is with open differential in the present invention that differential mechanism, which can be the open type differential without the sliding function of limit,
For full depth tooth wheel differential included in device), or the limited-slip differential with the sliding function of limit.And differential mechanism can also
It is divided into symmetrical and asymmetric formula.When the differential mechanism in the present invention is full depth tooth wheel differential, symmetrical circle can be divided into
Bore satellite differential and asymmetric two kinds of cone planetary gear differential mechanism.In addition to conical gear, also roller gear also may be used
It is divided to symmetrical spur-gear differential and asymmetric two kinds of spur-gear differential.
Full depth tooth wheel differential used is with the symmetrical circular cone row in full depth tooth wheel differential in the present invention
For star gear differential mechanism.Because their torques during torque drive are divided equally (due to full depth tooth wheel differential
Inner friction torque very little, so the locking coefficient K of full depth tooth wheel differential can be ignored), the first CVT of each group can be made to pass
Moving cell suffered torque equalization when being driven.
(1.1) full depth tooth wheel differential embodiment one as shown in Figure 7：It is realized when with one layer of full depth tooth wheel differential
When multichain CVT speed changers, it is with 1 group of transmission axle unit, 1 group of full depth tooth wheel differential and 2 group of the first CVT gear unit
It can.【First by the shaft gear 2 in the transmission axle unit of 1 group of top and the main deceleration in first layer full depth tooth wheel differential
The engagement of device driven gear 3 link is (because 1 group of transmission axle unit only has a shaft gear 2, first layer full depth tooth wheeled
It only has one group of full depth tooth wheel differential in differential mechanism to link with transmission shaft unit).】【When the wheeled differential of first layer full depth tooth
It is by the left half axle gear 11 in first layer full depth tooth wheel differential when device is linked with the first CVT gear units of lower section
It engages with right axle shaft gear 12 and to link with transmission gear 15 in the first CVT gear units of lower section respectively.Since first layer is general
Logical gear differential has 1 group of full depth tooth wheel differential, so there is tooth on a pair of of left half axle in first layer differential gear unit
Wheel 11 and right axle shaft gear 12 so that below link when the first CVT gear units, it is necessary to single with two group of the first CVT transmission
Member link.Therefore：A pair of of left half axle gear 11 and right axle shaft gear 12 in first layer full depth tooth wheel differential respectively with
The engagement of transmission gear 15 link in the CVT gear units of two group the first of lower section.】And by second in two group of the first CVT gear unit
Transmission shaft 19 links, and is formed as a whole transmission shaft.
Simultaneously no matter whether each first CVT gear units transmission ratio in lower section is identical；No matter torque is by the first transmission shaft 1
It is passed to, then the second driving shaft 19 by being formed as an entirety is spread out of；Or torque is driven by being formed as the second of an entirety
Axis 19 is incoming, then is spread out of by the first transmission shaft 1, the torque that every layer of full depth tooth wheel differential all follows differential mechanism divide equally characteristic and
" minimum stream power " characteristic.I.e. full depth tooth wheel differential is automatic to the rotating speed conciliation of left and right semiaxis, allows left half axle
Gear 11 and right axle shaft gear 12 are rotated with different rotating speeds, and meet rotating speed+(right half of (left half axle gear 11)
Axis gear 12) rotating speed=2* (main reducing gear driven gear 3) rotating speed.So in this invention the first transmission shaft 1 with
Be formed as the second driving shaft 19 of an entirety, can be the input shaft and output shaft of speed changer respectively, also can be to become respectively
The output shaft and input shaft of fast device.
No matter the first transmission shaft 1 be input shaft second driving shaft 19 is output shaft or the first transmission shaft 1 is output shaft
Two transmission shafts 19 are input shaft, when due to realizing multichain CVT variators with 1 layer of full depth tooth wheel differential, because respectively
A first CVT gear units can be because interior drive pulley 16, outer drive pulley 18, transmission belt or transmission chain 17 and other component be in life
The degree of wear is different during error or later stage use during production or the hydraulic pressure of hydraulic fluid chamber 21 is different or is assigned partially
The factors such as poor or uneven cause transmission ratio different, and the full depth tooth wheel differential in the 1st layer can be followed " most using itself at this time
Small principle of energy dissipation；Can automatically differential mechanism left half axle gear be reconciled according to the different of the transmission ratio of the first CVT gear units
11 and right axle shaft gear 12 rotating speed, and full depth tooth wheel differential in first layer full depth tooth wheel differential meets
The rotating speed of rotating speed=2* (main reducing gear driven gear 3) of the rotating speed of (left half axle gear 11)+(right axle shaft gear 12).Make
Handy 1 layer of full depth tooth wheel differential realizes differential gearing when realizing multichain CVT variators.
No matter the first transmission shaft 1 be input shaft second driving shaft 19 is output shaft or the first transmission shaft 1 is output shaft
Two transmission shafts 19 are input shaft, when transmission axle unit is linked with 1 layer of full depth tooth wheel differential and is driven with the first CVT of lower section single
Member link, and when every group of the first CVT gear units normal work.Full depth tooth wheel differential is simultaneously also in compliance with the torsion of differential mechanism
Square divides characteristic equally, if：When the peak torque that transmission belt or transmission chain 17 in every group of the first CVT gear unit can be born is K, then
2 group of the first CVT gear unit, therefore the maximum that the embodiment one can be born are had below first layer full depth tooth wheel differential
Torque is 2K, then：Realize that multichain CVT speed changers can be no more than with max. output torque using one layer of full depth tooth wheel differential
The engine of 2K matches, and realizes the increase of maximum driving torque.
When every group of the first CVT gear units normal work on multichain article CVT speed changers, due to the stepless changes of multichain CVT
Fast device is to select the first transmission shaft 1 and second according to the speed of automobile and the real-time change of throttle opening in transmission process
Corresponding transmission ratio best in real time is (according to different needs, best transmission ratio and speed and throttle opening between transmission shaft 19
Between relationship can arbitrarily adjust).Real-time best transmission ratio between first transmission shaft 1 and second driving shaft 19, is to pass through
Change the hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the first CVT gear unit in real time, and is respectively acting on every group of the first CVT
Interior drive pulley 16 and outer drive pulley 18 on gear unit realize the real-time target transmission of every group of the first CVT gear unit
Than (real-time target transmission ratio be in advance according between the first transmission shaft 1 and second driving shaft 19 real-time best transmission ratio with it is more
The difference of the gear size of chain CVT speed changers and the differences of brake 20 closed state, by theoretical calculation come, and
The target gear ratio of every group of the first CVT gear unit keeps being all mutually best in real time), to realize the first transmission shaft 1 and second
Real-time best transmission ratio between transmission shaft 19；And pass through the first speed probe 23 and second turn during actual transmission
Fast sensor 24 calculates transmission ratio of every group of the first CVT gear unit during actual transmission in real time, and with every group first
The real-time target transmission ratio of CVT gear units is made comparisons, and the Real-time Error obtained is by changing on every group of the first CVT gear unit
The real-time hydraulic pressure ratios of two groups of hydraulic fluid chambers 21 adjust, the hydraulic pressure ratio after conciliation is got off by computer record, so that next time exists
The best transmission ratio between the first transmission shaft 1 and second driving shaft 19 is directly reached when same speed and throttle opening；And after
It is continuous that every group of the first CVT gear unit is calculated in practical biography by the first speed probe 23 and the second speed probe 24 in real time
Transmission ratio during dynamic, and continue the error obtained of making comparisons with the real-time target transmission ratio of every group of the first CVT gear unit,
It continues through and changes the real-time hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the first CVT gear unit to adjust, after conciliation
Hydraulic pressure ratio continues through computer record and gets off, so that next time directly reaches the first transmission shaft in same speed and throttle opening
Best transmission ratio between 1 and second driving shaft 19.And so on, to make multichain CVT contiuously variable transmissions in each transmission
Stage can be closer to best transmission ratio.
When one group of the first CVT gear unit of multichain article CVT speed changers skids or damages, due to the wheeled differential of full depth tooth
The defect of device is the phenomenon that not allowing to have skidded idle running by left half axle gear 11 and right axle shaft gear 12, otherwise full depth tooth
Wheel differential will lose torque output according to the characteristic that the torque of full depth tooth wheel differential is divided equally.When computer is passed by torque
When the perception of sensor 22 loses torque output, and by the first speed probe 23 and the perception of the second speed probe 24 which the
The transmission ratio of one CVT gear units exception occurs or chain has skidded, and when having reached scheduled condition, and computer will be closed phase
The brake 20 for the first CVT gear units answered makes corresponding first CVT gear units be closed, while and stopping corresponding the
The oil pressure of two groups of hydraulic fluid chambers 21 on one CVT gear units makes its first CVT gear unit be stopped, to prevent first
There is discontinuity skidding in CVT gear units, to multichain CVT cause harmful effect (so that CVT gear units is stopped in fact with
It prevents discontinuity skidding and causes dysgenic method, except the oil for stopping two groups of hydraulic fluid chambers 21 on CVT gear units
Pressure is outer, can also pacify on the empty set axis 14 directly between every group of CVT gear units upper transfer gear 15 and interior drive pulley 16
Fill clutch.The empty set axis 14 on the clutch both sides on every group of CVT gear unit is set to be tied when CVT gear units work normally
It closes, is detached when the brake 20 of CVT gear units is closed).Finally so that the continuation of multichain CVT speed changers can be defeated with power
Go out.
If the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to multichain article CVT
Real-time target ratio transmissions when speed changer works normally, then can lead to the first transmission shaft of multichain CVT speed changers 1 at this time
Transmission ratio between the second moving axis 19 is not in real-time best ratio transmissions.This is because ordinary gear differential mechanism had been driven
Rotating speed=2 (the main reducing gear driven gear of rotating speed+(the right axle shaft gear 12) of (left half axle gear 11) is remained in journey
3) rotating speed, it is possible thereby to which calculating N layers of ordinary gear differential mechanism of multichain CVT speed changers realizes that n-th layer is common when being driven
The rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 on gear differential mechanism and with first layer full depth tooth
It is certain to take turns the ratio of the rotating speed of the main reducing gear driven gear 3 on differential mechanism.Therefore n-th layer ordinary gear differential mechanism is learnt
On the rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 and the rotating speed ratio with the first transmission shaft 1
It is certain.
So when N layers of ordinary gear differential mechanism of multichain CVT speed changers realize transmission, and the first transmission shaft 1 is defeated
Enter axis, when second driving shaft 19 is output shaft.When the timing of rotating speed one of the first transmission shaft 1, at this time if one or more groups of the
One CVT gear units are closed.Because of the rotating speed and right axle shaft of all left half axle gears 11 on n-th layer ordinary gear differential mechanism
The rotating speed of gear 12 and be certain with the rotating speed ratio of the first transmission shaft 1.So the institute on n-th layer ordinary gear differential mechanism
There are the rotating speed of left half axle gear 11 and the rotating speed of right axle shaft gear 12 and constant.This can make be not closed first
The rotating speed and right axle shaft gear 12 of left half axle gear 11 on the n-th layer ordinary gear differential mechanism of CVT gear units link
Rotating speed faster.So if the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to more
Real-time target ratio transmissions when chain CVT speed changers work normally, then can lead to multichain CVT speed changers first at this time
Transmission ratio between transmission shaft 1 and second driving shaft 19 can reduce not in real-time best ratio transmissions.
It is realized and is driven with N layers of ordinary gear differential mechanism when multichain CVT speed changers, and the first transmission shaft 1 is output shaft
When second driving shaft 19 is input shaft.When one timing of rotating speed of second driving shaft 19, at this time if the first one or more groups of CVT
Gear unit is closed.And the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to multichain
Real-time target ratio transmissions when CVT speed changers normal work, then all left half axles on n-th layer ordinary gear differential mechanism
The rotating speed of gear 11 and the rotating speed of right axle shaft gear 12 and it can reduce.It is all on n-th layer ordinary gear differential mechanism simultaneously
The rotating speed of left half axle gear 11 and the rotating speed of right axle shaft gear 12 and be certain with the rotating speed ratio of the first transmission shaft 1.
It can then cause transmission ratio between the first transmission shaft of multichain CVT speed changers 1 and second driving shaft 19 at this time not in real time most
Good ratio transmissions, and will increase.
So each different closed state according to the first CVT gear units in multichain article CVT speed changers should be shifted to an earlier date,
The reality of every group of the first CVT gear unit not being closed on computers under each different closed state is set in advance out on computer
When target gear ratio.And in the transmission process of each different closed state, pass through the first speed probe 23 and second turn
Fast sensor 24 calculates transmission ratio of every group of the first CVT gear unit during actual transmission in real time, and with every group first
The real-time target transmission ratio of CVT gear units is made comparisons, and the Real-time Error obtained is by changing on every group of the first CVT gear unit
The real-time hydraulic pressure ratios of two groups of hydraulic fluid chambers 21 adjust, the hydraulic pressure ratio after conciliation is got off by computer record, so that next time exists
The best transmission ratio between the first transmission shaft 1 and second driving shaft 19 is directly reached when same speed and throttle opening.And after
It is continuous that every group of the first CVT gear unit is calculated in practical biography by the first speed probe 23 and the second speed probe 24 in real time
Transmission ratio during dynamic, and continue to make comparisons with the real-time target transmission ratio of every group of the first CVT gear unit, the error obtained
It continues through and changes the real-time hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the first CVT gear unit to adjust, after conciliation
Hydraulic pressure ratio continues through computer record and gets off, so that next time directly reaches the first transmission shaft in same speed and throttle opening
Best transmission ratio between 1 and second driving shaft 19.And so on so that the first transmission shaft 1 and second driving shaft 19 it
Between it is in office why not with being remained under situation closer to best transmission ratio.
When due to realizing multichain CVT speed changers with N layers of differential gear unit, according between differential gear unit linkage and
Torque divides characteristic equally, i.e. (11 torque f) of left half axle gear+(the torque f) of right axle shaft gear 12=(main reducing gear driven tooth
The torque F of wheel 3), and (the torque f) of left half axle gear 11=(the torque f) of right axle shaft gear 12, it is known that multichain item
The torques of all left half axle gears 11 on CVT speed changers on n-th layer differential gear unit and all right axle shaft gears 12
Torque is all equal in real time.Therefore when the first transmission shaft 1 be input shaft, second driving shaft 19 be output shaft when, no matter multichain
The quantity of the first CVT gear units on article CVT speed changers be closed how much, it is normal still can to input gearbox for engine at this time
Peak torque when work makes its dozen without causing other the first CVT gear units generation torques not being closed excessive
Sliding, fracture or damage.Therefore the safety and reliability of speed changer is improved.When the first transmission shaft 1 is output shaft, the second transmission
When axis 19 is input shaft, due on the torque and all right axle shafts of all left half axle gears 11 on n-th layer differential gear unit
The torque of gear 12 is all equal in real time.So when one or more groups of first CVT gear units on multichain article CVT speed changers
When closure, torque that second driving shaft 19 inputs can allow on n-th layer differential gear unit the first CVT transmissions not being closed linked
Cell-average distribute and it is equal.Therefore engine can input the peak torque of gearbox and is not closed no more than every group at this time
The first CVT gear units can bear the sum of peak torque.Therefore the safety and reliability of speed changer is improved.
(1.2) full depth tooth wheel differential embodiment two as shown in Figure 8：It is realized when with two layers of full depth tooth wheel differential
When multichain CVT speed changers, it is with 1 group of transmission axle unit, 3 groups of full depth tooth wheel differentials and 4 group of the first CVT gear unit
It can.【First still by the shaft gear 2 in the transmission axle unit of 1 group of top and the master in first layer full depth tooth wheel differential
The engagement of retarder driven gearwheel 3 link is (because 1 group of transmission axle unit only has a shaft gear 2, first layer full depth tooth
It only has one group of full depth tooth wheel differential in wheel differential to link with transmission shaft unit).】【When first layer full depth tooth is wheeled
It is by the left half axle in first layer full depth tooth wheel differential when differential mechanism is linked with second layer full depth tooth wheel differential
Gear 11 and right axle shaft gear 12 respectively with 3 engagement chain of main reducing gear driven gear in second layer full depth tooth wheel differential
It connects.Since first layer full depth tooth wheel differential has 1 group of full depth tooth wheel differential, so in 1 group of ordinary gear of first layer
There are a pair of of left half axle gear 11 and right axle shaft gear 12 in formula differential mechanism.So with second layer full depth tooth wheel differential
When link, it is necessary to be linked with two groups of full depth tooth wheel differentials.Therefore：A pair in 1 group of full depth tooth wheel differential of first layer is left
Semiaxis gear 11 and right axle shaft gear 12 are driven with the main reducing gear in two groups of full depth tooth wheel differentials of the second layer respectively
The engagement link of gear 3.】【It is by when second layer full depth tooth wheel differential is linked with the first CVT gear units of lower section
Left half axle gear 11 and right axle shaft gear 12 in two layers of full depth tooth wheel differential are passed with the first CVT of next layer respectively
What the engagement of transmission gear 15 in moving cell linked.Since second layer full depth tooth wheel differential has 2 groups of wheeled differentials of full depth tooth
Device, so have two pairs of left half axle gears 11 and right axle shaft gear 12 in 2 groups of full depth tooth wheel differentials of the second layer, with
When the first CVT gear units link of lower section, it is necessary to be linked with four group of the first CVT gear unit.Therefore：2 groups of ordinary gears of the second layer
Two pairs of left half axle gears 11 and right axle shaft gear 12 in formula differential mechanism are driven with four group of the first CVT gear unit respectively
The engagement link of gear 15.】And link the second driving shaft 19 in four group of the first CVT gear unit, be formed as a whole biography
Moving axis.
Simultaneously no matter whether each first CVT gear units transmission ratio in lower section is identical；No matter torque is by the first transmission shaft 1
It is passed to, then the second driving shaft 19 by being formed as an entirety is spread out of；Or torque is driven by being formed as the second of an entirety
Axis 19 is incoming, then is spread out of by the first transmission shaft 1, the torque that every layer of full depth tooth wheel differential all follows differential mechanism divide equally characteristic and
" minimum stream power " characteristic.I.e. full depth tooth wheel differential is automatic to the rotating speed conciliation of left and right semiaxis, allows left half axle
Gear 11 and right axle shaft gear 12 are rotated with different rotating speeds, and meet rotating speed+(right half of (left half axle gear 11)
Axis gear 12) rotating speed=2* (main reducing gear driven gear 3) rotating speed.So in this invention the first transmission shaft 1 with
Be formed as the second driving shaft 19 of an entirety, can be the input shaft and output shaft of speed changer respectively, also can be to become respectively
The output shaft and input shaft of fast device.
No matter the first transmission shaft 1 be input shaft second driving shaft 19 is output shaft or the first transmission shaft 1 is output shaft
Two transmission shafts 19 are input shaft, when due to realizing multichain CVT variators with 2 layers of full depth tooth wheel differential, because respectively
A first CVT gear units can be because interior drive pulley 16, outer drive pulley 18, transmission belt or transmission chain 17 and other component be in life
The degree of wear is different during error or later stage use during production or the hydraulic pressure of hydraulic fluid chamber 21 is different or is assigned partially
The factors such as poor or uneven cause transmission ratio different, and the full depth tooth wheel differential in the 2nd layer can all be followed using itself at this time
" minimum stream power；Can automatically full depth tooth wheel differential be reconciled according to the different of the transmission ratio of the first CVT gear units
The rotating speed of left half axle gear 11 and right axle shaft gear 12, and the full depth tooth in first layer full depth tooth wheel differential at this time
Wheel differential all also can follow " minimum stream power using itself；It can be automatically according to the wheeled differential of second layer full depth tooth
The difference of 3 rotating speed of main reducing gear driven gear in device reconciles itself differential mechanism left half axle gear 11 and right axle shaft gear
12 rotating speed, and cut the full depth tooth wheel differential in every layer of full depth tooth wheel differential and all meet (left half axle gear 11)
The rotating speed of rotating speed=2* (main reducing gear driven gear 3) of rotating speed+(right axle shaft gear 12).So that wheeled with two layers of full depth tooth
Differential mechanism realizes difference transmission when realizing multichain CVT variators.
No matter the first transmission shaft 1 be input shaft second driving shaft 19 is output shaft or the first transmission shaft 1 is output shaft
Two transmission shafts 19 are input shaft, when transmission axle unit is linked with 2 layers of full depth tooth wheel differential and is driven with the first CVT of lower section single
Member link, and when every group of the first CVT gear units normal work.Full depth tooth wheel differential is simultaneously also in compliance with the torsion of differential mechanism
Square divides characteristic equally, if：When the peak torque that transmission belt or transmission chain 17 in every group of the first CVT gear unit can be born is K, then
4 group of the first CVT gear unit, therefore the maximum that the embodiment one can be born are had below 2nd layer of full depth tooth wheel differential
Torque is 4K, then：Realize that multichain CVT speed changers can be no more than with max. output torque using two layers of full depth tooth wheel differential
The engine of 4K matches, and realizes the increase of maximum driving torque.
When every group of the first CVT gear units normal work on multichain article CVT speed changers, due to the stepless changes of multichain CVT
Fast device is to select the first transmission shaft 1 and second according to the speed of automobile and the real-time change of throttle opening in transmission process
Corresponding transmission ratio best in real time is (according to different needs, best transmission ratio and speed and throttle opening between transmission shaft 19
Between relationship can arbitrarily adjust).Real-time best transmission ratio between first transmission shaft 1 and second driving shaft 19, is to pass through
Change the hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the first CVT gear unit in real time, and is respectively acting on every group of the first CVT
Interior drive pulley 16 and outer drive pulley 18 on gear unit realize the real-time target transmission of every group of the first CVT gear unit
Than (real-time target transmission ratio be in advance according between the first transmission shaft 1 and second driving shaft 19 real-time best transmission ratio with it is more
The difference of the gear size of chain CVT speed changers and the differences of brake 20 closed state, by theoretical calculation come, and
The target gear ratio of every group of the first CVT gear unit keeps being all mutually best in real time), to realize the first transmission shaft 1 and second
Real-time best transmission ratio between transmission shaft 19；And pass through the first speed probe 23 and second turn during actual transmission
Fast sensor 24 calculates transmission ratio of every group of the first CVT gear unit during actual transmission in real time, and with every group first
The real-time target transmission ratio of CVT gear units is made comparisons, and the Real-time Error obtained is by changing on every group of the first CVT gear unit
The real-time hydraulic pressure ratios of two groups of hydraulic fluid chambers 21 adjust, the hydraulic pressure ratio after conciliation is got off by computer record, so that next time exists
The best transmission ratio between the first transmission shaft 1 and second driving shaft 19 is directly reached when same speed and throttle opening；And after
It is continuous that every group of the first CVT gear unit is calculated in practical biography by the first speed probe 23 and the second speed probe 24 in real time
Transmission ratio during dynamic, and continue the error obtained of making comparisons with the real-time target transmission ratio of every group of the first CVT gear unit,
It continues through and changes the real-time hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the first CVT gear unit to adjust, after conciliation
Hydraulic pressure ratio continues through computer record and gets off, so that next time directly reaches the first transmission shaft in same speed and throttle opening
Best transmission ratio between 1 and second driving shaft 19.And so on, to make multichain CVT contiuously variable transmissions in each transmission
Stage can be closer to best transmission ratio.
When one or more groups of first CVT gear units of multichain article CVT speed changers skid or damage, due to ordinary gear
The phenomenon that not allowing to have skidded idle running by left half axle gear 11 and right axle shaft gear 12, otherwise the defect of formula differential mechanism is
Full depth tooth wheel differential will lose torque output according to the characteristic that the torque of full depth tooth wheel differential is divided equally.When computer passes through
When the perception of torque sensor 22 loses torque output, and perceived by the first speed probe 23 and the second speed probe 24
The transmission ratio of which the first CVT gear unit exception occurs or chain has skidded, and when having reached scheduled condition, and computer will
It is closed the brake 20 of corresponding first CVT gear units, so that corresponding first CVT gear units is closed, while and stopping phase
The oil pressure for the two groups of hydraulic fluid chambers 21 on the first CVT gear units answered makes its first CVT gear unit be stopped, to prevent
Only there is discontinuity skidding in the first CVT gear units, cause harmful effect (in fact to stop CVT gear units multichain CVT
Work causes dysgenic method to prevent discontinuity skidding, except the two groups of hydraulic fluid chambers stopped on CVT gear units
Outside 21 oil pressure, empty set axis that can also directly between every group of CVT gear units upper transfer gear 15 and interior drive pulley 16
Clutch is installed on 14.The empty set axis 14 on the clutch both sides on every group of CVT gear unit is set to be worked normally in CVT gear units
When combine, CVT gear units brake 20 be closed when detach).If computer is perceived still through torque sensor 22 and is lost
When torque being gone to export.And it continues through the first speed probe 23 and the second speed probe 24 perceives which the first CVT is passed
There is exception in the transmission ratio of moving cell or chain has skidded, and when having reached scheduled condition, and computer will be closed accordingly
The brake 20 of first CVT gear units makes corresponding first CVT gear units be closed, while and stopping corresponding first CVT
The oil pressure of two groups of hydraulic fluid chambers 21 on gear unit makes its first CVT gear unit be stopped, to prevent the first CVT from passing
There is discontinuity skidding in moving cell, causes harmful effect (CVT gear units to be made to be stopped to prevent in fact multichain CVT
There is discontinuity skidding and causes dysgenic method, in addition to the oil pressure for stopping two groups of hydraulic fluid chambers 21 on CVT gear units,
Clutch can also be installed on empty set axis 14 directly between every group of CVT gear units upper transfer gear 15 and interior drive pulley 16
Device.The empty set axis 14 on the clutch both sides on every group of CVT gear unit is set to be combined when CVT gear units work normally, in CVT
The brake 20 of gear unit detaches when being closed).And so on finally so that multichain CVT speed changers continuation can be defeated with power
Go out.
If the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to multichain article CVT
Real-time target ratio transmissions when speed changer works normally, then can lead to the first transmission shaft of multichain CVT speed changers 1 at this time
Transmission ratio between the second moving axis 19 is not in real-time best ratio transmissions.This is because ordinary gear differential mechanism had been driven
Rotating speed=2 (the main reducing gear driven gear of rotating speed+(the right axle shaft gear 12) of (left half axle gear 11) is remained in journey
3) rotating speed, it is possible thereby to which calculating N layers of ordinary gear differential mechanism of multichain CVT speed changers realizes that n-th layer is common when being driven
The rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 on gear differential mechanism and with first layer full depth tooth
It is certain to take turns the ratio of the rotating speed of the main reducing gear driven gear 3 on differential mechanism.Therefore n-th layer ordinary gear differential mechanism is learnt
On the rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 and the rotating speed ratio with the first transmission shaft 1
It is certain.
So when N layers of ordinary gear differential mechanism of multichain CVT speed changers realize transmission, and the first transmission shaft 1 is defeated
Enter axis, when second driving shaft 19 is output shaft.When the timing of rotating speed one of the first transmission shaft 1, at this time if one or more groups of the
One CVT gear units are closed.Because of the rotating speed and right axle shaft of all left half axle gears 11 on n-th layer ordinary gear differential mechanism
The rotating speed of gear 12 and be certain with the rotating speed ratio of the first transmission shaft 1.So the institute on n-th layer ordinary gear differential mechanism
There are the rotating speed of left half axle gear 11 and the rotating speed of right axle shaft gear 12 and constant.This can make be not closed first
The rotating speed and right axle shaft gear 12 of left half axle gear 11 on the n-th layer ordinary gear differential mechanism of CVT gear units link
Rotating speed faster.So if the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to more
Real-time target ratio transmissions when chain CVT speed changers work normally, then can lead to multichain CVT speed changers first at this time
Transmission ratio between transmission shaft 1 and second driving shaft 19 can reduce not in real-time best ratio transmissions.
It is realized and is driven with N layers of ordinary gear differential mechanism when multichain CVT speed changers, and the first transmission shaft 1 is output shaft
When second driving shaft 19 is input shaft.When one timing of rotating speed of second driving shaft 19, at this time if the first one or more groups of CVT
Gear unit is closed.And the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to multichain
Real-time target ratio transmissions when CVT speed changers normal work, then all left half axles on n-th layer ordinary gear differential mechanism
The rotating speed of gear 11 and the rotating speed of right axle shaft gear 12 and it can reduce.It is all on n-th layer ordinary gear differential mechanism simultaneously
The rotating speed of left half axle gear 11 and the rotating speed of right axle shaft gear 12 and be certain with the rotating speed ratio of the first transmission shaft 1.
It can then cause transmission ratio between the first transmission shaft of multichain CVT speed changers 1 and second driving shaft 19 at this time not in real time most
Good ratio transmissions, and will increase.
So each different closed state according to the first CVT gear units in multichain article CVT speed changers should be shifted to an earlier date,
The reality of every group of the first CVT gear unit not being closed on computers under each different closed state is set in advance out on computer
When target gear ratio.And in the transmission process of each different closed state, pass through the first speed probe 23 and second turn
Fast sensor 24 calculates transmission ratio of every group of the first CVT gear unit during actual transmission in real time, and with every group first
The real-time target transmission ratio of CVT gear units is made comparisons, and the Real-time Error obtained is by changing on every group of the first CVT gear unit
The real-time hydraulic pressure ratios of two groups of hydraulic fluid chambers 21 adjust, the hydraulic pressure ratio after conciliation is got off by computer record, so that next time exists
The best transmission ratio between the first transmission shaft 1 and second driving shaft 19 is directly reached when same speed and throttle opening.And after
It is continuous that every group of the first CVT gear unit is calculated in practical biography by the first speed probe 23 and the second speed probe 24 in real time
Transmission ratio during dynamic, and continue to make comparisons with the real-time target transmission ratio of every group of the first CVT gear unit, the error obtained
It continues through and changes the real-time hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the first CVT gear unit to adjust, after conciliation
Hydraulic pressure ratio continues through computer record and gets off, so that next time directly reaches the first transmission shaft in same speed and throttle opening
Best transmission ratio between 1 and second driving shaft 19.And so on so that the first transmission shaft 1 and second driving shaft 19 it
Between it is in office why not with being remained under situation closer to best transmission ratio.
When due to realizing multichain CVT speed changers with N layers of differential gear unit, according between differential gear unit linkage and
Torque divides characteristic equally, i.e. (11 torque f) of left half axle gear+(the torque f) of right axle shaft gear 12=(main reducing gear driven tooth
The torque F of wheel 3), and (the torque f) of left half axle gear 11=(the torque f) of right axle shaft gear 12, it is known that multichain item
The torques of all left half axle gears 11 on CVT speed changers on n-th layer differential gear unit and all right axle shaft gears 12
Torque is all equal in real time.Therefore when the first transmission shaft 1 be input shaft, second driving shaft 19 be output shaft when, no matter multichain
The quantity of the first CVT gear units on article CVT speed changers be closed how much, it is normal still can to input gearbox for engine at this time
Peak torque when work makes its dozen without causing other the first CVT gear units generation torques not being closed excessive
Sliding, fracture or damage.Therefore the safety and reliability of speed changer is improved.When the first transmission shaft 1 is output shaft, the second transmission
When axis 19 is input shaft, due on the torque and all right axle shafts of all left half axle gears 11 on n-th layer differential gear unit
The torque of gear 12 is all equal in real time.So when one or more groups of first CVT gear units on multichain article CVT speed changers
When closure, torque that second driving shaft 19 inputs can allow on n-th layer differential gear unit the first CVT transmissions not being closed linked
Cell-average distribute and it is equal.Therefore engine can input the peak torque of gearbox and is not closed no more than every group at this time
The first CVT gear units can bear the sum of peak torque.Therefore the safety and reliability of speed changer is improved.
(1.3) full depth tooth wheel differential embodiment three as shown in Figure 9：It is realized when with three layers of full depth tooth wheel differential
When multichain CVT speed changers, it is with 1 group of transmission axle unit, 7 groups of full depth tooth wheel differentials and 8 group of the first CVT gear unit
It can.【First still by the shaft gear 2 in the transmission axle unit of 1 group of top and the master in first layer full depth tooth wheel differential
The engagement of retarder driven gearwheel 3 link is (because 1 group of transmission axle unit only has a shaft gear 2, first layer full depth tooth
It only has one group of full depth tooth wheel differential in wheel differential to link with transmission shaft unit).】【When first layer full depth tooth is wheeled
When differential mechanism is linked with second layer full depth tooth wheel differential.It is by the left half axle in first layer full depth tooth wheel differential
Gear 11 and right axle shaft gear 12 respectively with 3 engagement chain of main reducing gear driven gear in second layer full depth tooth wheel differential
It connects.Since first layer full depth tooth wheel differential has 1 group of full depth tooth wheel differential, so in 1 group of ordinary gear of first layer
There are a pair of of left half axle gear 11 and right axle shaft gear 12 in formula differential mechanism.So with second layer full depth tooth wheel differential
When link, it is necessary to be linked with two groups of full depth tooth wheel differentials.Therefore：A pair in 1 group of full depth tooth wheel differential of first layer is left
Semiaxis gear 11 and right axle shaft gear 12 are driven with the main reducing gear in two groups of full depth tooth wheel differentials of the second layer respectively
The engagement link of gear 3.】【It is to pass through when second layer full depth tooth wheel differential is linked with third layer full depth tooth wheel differential
Left half axle gear 11 and right axle shaft gear 12 in second layer full depth tooth wheel differential respectively with third layer ordinary gear
What the engagement of main reducing gear driven gear 3 in formula differential mechanism linked.Since second layer full depth tooth wheel differential has 2 groups of full depth tooths
Wheel differential, so having tooth on two pairs of left half axle gears 11 and right axle shaft in 2 groups of full depth tooth wheel differentials of the second layer
Wheel 12.So when being linked with third layer full depth tooth wheel differential, it is necessary to be linked with four groups of full depth tooth wheel differentials.Therefore：
Two pairs of left half axle gears 11 and right axle shaft gear 12 in 2 groups of full depth tooth wheel differentials of the second layer are common with four groups respectively
The engagement of main reducing gear driven gear 3 link in gear differential.】【When third layer full depth tooth wheel differential and lower section first
It is by tooth on the left half axle gear 11 and right axle shaft in third layer full depth tooth wheel differential when CVT gear units link
Wheel 12, which is respectively engaged with the transmission gear 15 in the first CVT gear units of next layer, to be linked.Due to third layer ordinary gear
Formula differential mechanism has 4 groups of full depth tooth wheel differentials, so being had on 4 pairs of left half axles in 4 groups of full depth tooth wheel differentials of third layer
Gear 11 and right axle shaft gear 12.So when being linked with the first CVT gear units of lower section, it is necessary to be driven with 8 group of the first CVT
Unit links.It cares for：4 pairs of left half axle gears 11 and right axle shaft gear 12 in 4 groups of full depth tooth wheel differentials of third layer divide
It does not engage and links with transmission gear 15 in 8 group of the first CVT gear unit.】And second in 8 group of the first CVT gear unit is passed
Moving axis 19 links, and is formed as a whole transmission shaft.
No matter the first transmission shaft 1 be input shaft second driving shaft 19 is output shaft or the first transmission shaft 1 is output shaft
Two transmission shafts 19 are input shaft, when due to realizing multichain CVT variators with 3 layers of full depth tooth wheel differential, because respectively
A first CVT gear units can be because interior drive pulley 16, outer drive pulley 18, transmission belt or transmission chain 17 and other component be in life
The degree of wear is different during error or later stage use during production or the hydraulic pressure of hydraulic fluid chamber 21 is different or is assigned partially
The factors such as poor or uneven cause transmission ratio different, and the full depth tooth wheel differential in the 3rd layer can all be followed using itself at this time
" minimum stream power；Can automatically full depth tooth wheel differential be reconciled according to the different of the transmission ratio of the first CVT gear units
The rotating speed of left half axle gear 11 and right axle shaft gear 12, and the full depth tooth in second layer full depth tooth wheel differential at this time
Wheel differential all also can follow " minimum stream power using itself；It can be automatically according to the wheeled differential of third layer full depth tooth
The difference of 3 rotating speed of main reducing gear driven gear in device reconciles itself full depth tooth wheel differential left half axle gear 11 and the right side
12 rotating speed of semiaxis gear, at the same time the full depth tooth wheel differential in first layer full depth tooth wheel differential all also can profit
" minimum stream power is followed with itself；It can be automatically driven according to the main reducing gear in second layer full depth tooth wheel differential
The difference of 3 rotating speed of gear reconciles the rotating speed of itself full depth tooth wheel differential left half axle gear 11 and right axle shaft gear 12,
And cut rotating speed+(right side that the full depth tooth wheel differential in every layer of full depth tooth wheel differential all meets (left half axle gear 11)
Semiaxis gear 12) rotating speed=2* (main reducing gear driven gear 3) rotating speed.So that real with three layers of full depth tooth wheel differential
Difference transmission is realized when existing multichain CVT variators.
No matter the first transmission shaft 1 be input shaft second driving shaft 19 is output shaft or the first transmission shaft 1 is output shaft
Two transmission shafts 19 are input shaft, when transmission axle unit is linked with three layers of full depth tooth wheel differential and is driven with the first CVT of lower section
Unit links, and when every group of the first CVT gear units normal work.Full depth tooth wheel differential is simultaneously also in compliance with differential mechanism
Torque divides characteristic equally, if：When the peak torque that transmission belt or transmission chain 17 in every group of the first CVT gear unit can be born is K,
8 group of the first CVT gear unit then is had below the 2nd layer of full depth tooth wheel differential, therefore the embodiment one can be born most
Large torque is 8K, then：Realize that multichain CVT speed changers can not surpass with max. output torque using two layers of full depth tooth wheel differential
The engine for crossing 8K matches, and realizes the increase of maximum driving torque.
When every group of the first CVT gear units normal work on multichain article CVT speed changers, due to the stepless changes of multichain CVT
Fast device is to select the first transmission shaft 1 and second according to the speed of automobile and the real-time change of throttle opening in transmission process
Corresponding transmission ratio best in real time is (according to different needs, best transmission ratio and speed and throttle opening between transmission shaft 19
Between relationship can arbitrarily adjust).Real-time best transmission ratio between first transmission shaft 1 and second driving shaft 19, is to pass through
Change the hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the first CVT gear unit in real time, and is respectively acting on every group of the first CVT
Interior drive pulley 16 and outer drive pulley 18 on gear unit realize the real-time target transmission of every group of the first CVT gear unit
Than (real-time target transmission ratio be in advance according between the first transmission shaft 1 and second driving shaft 19 real-time best transmission ratio with it is more
The difference of the gear size of chain CVT speed changers and the differences of brake 20 closed state, by theoretical calculation come, and
The target gear ratio of every group of the first CVT gear unit keeps being all mutually best in real time), to realize the first transmission shaft 1 and second
Real-time best transmission ratio between transmission shaft 19；And pass through the first speed probe 23 and second turn during actual transmission
Fast sensor 24 calculates transmission ratio of every group of the first CVT gear unit during actual transmission in real time, and with every group first
The real-time target transmission ratio of CVT gear units is made comparisons, and the Real-time Error obtained is by changing on every group of the first CVT gear unit
The real-time hydraulic pressure ratios of two groups of hydraulic fluid chambers 21 adjust, the hydraulic pressure ratio after conciliation is got off by computer record, so that next time exists
The best transmission ratio between the first transmission shaft 1 and second driving shaft 19 is directly reached when same speed and throttle opening；And after
It is continuous that every group of the first CVT gear unit is calculated in practical biography by the first speed probe 23 and the second speed probe 24 in real time
Transmission ratio during dynamic, and continue the error obtained of making comparisons with the real-time target transmission ratio of every group of the first CVT gear unit,
It continues through and changes the real-time hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the first CVT gear unit to adjust, after conciliation
Hydraulic pressure ratio continues through computer record and gets off, so that next time directly reaches the first transmission shaft in same speed and throttle opening
Best transmission ratio between 1 and second driving shaft 19.And so on, to make multichain CVT contiuously variable transmissions in each transmission
Stage can be closer to best transmission ratio.
When one or more groups of first CVT gear units of multichain article CVT speed changers skid or damage, due to ordinary gear
The phenomenon that not allowing to have skidded idle running by left half axle gear 11 and right axle shaft gear 12, otherwise the defect of formula differential mechanism is
Full depth tooth wheel differential will lose torque output according to the characteristic that the torque of full depth tooth wheel differential is divided equally.When computer passes through
When the perception of torque sensor 22 loses torque output, and perceived by the first speed probe 23 and the second speed probe 24
The transmission ratio of which the first CVT gear unit exception occurs or chain has skidded, and when having reached scheduled condition, and computer will
It is closed the brake 20 of corresponding first CVT gear units, so that corresponding first CVT gear units is closed, while and stopping phase
The oil pressure for the two groups of hydraulic fluid chambers 21 on the first CVT gear units answered makes its first CVT gear unit be stopped, to prevent
Only there is discontinuity skidding in the first CVT gear units, cause harmful effect (in fact to stop CVT gear units multichain CVT
Work causes dysgenic method to prevent discontinuity skidding, except the two groups of hydraulic fluid chambers stopped on CVT gear units
Outside 21 oil pressure, empty set axis that can also directly between every group of CVT gear units upper transfer gear 15 and interior drive pulley 16
Clutch is installed on 14.The empty set axis 14 on the clutch both sides on every group of CVT gear unit is set to be worked normally in CVT gear units
When combine, CVT gear units brake 20 be closed when detach).If computer is perceived still through torque sensor 22 and is lost
When torque being gone to export.And it continues through the first speed probe 23 and the second speed probe 24 perceives which the first CVT is passed
There is exception in the transmission ratio of moving cell or chain has skidded, and when having reached scheduled condition, and computer will be closed accordingly
The brake 20 of first CVT gear units makes corresponding first CVT gear units be closed, while and stopping corresponding first CVT
The oil pressure of two groups of hydraulic fluid chambers 21 on gear unit makes its first CVT gear unit be stopped, to prevent the first CVT from passing
There is discontinuity skidding in moving cell, causes harmful effect (CVT gear units to be made to be stopped to prevent in fact multichain CVT
There is discontinuity skidding and causes dysgenic method, in addition to the oil pressure for stopping two groups of hydraulic fluid chambers 21 on CVT gear units,
Clutch can also be installed on empty set axis 14 directly between every group of CVT gear units upper transfer gear 15 and interior drive pulley 16
Device.The empty set axis 14 on the clutch both sides on every group of CVT gear unit is set to be combined when CVT gear units work normally, in CVT
The brake 20 of gear unit detaches when being closed).And so on finally so that multichain CVT speed changers continuation can be defeated with power
Go out.
If the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to multichain article CVT
Real-time target ratio transmissions when speed changer works normally, then can lead to the first transmission shaft of multichain CVT speed changers 1 at this time
Transmission ratio between the second moving axis 19 is not in real-time best ratio transmissions.This is because ordinary gear differential mechanism had been driven
Rotating speed=2 (the main reducing gear driven gear of rotating speed+(the right axle shaft gear 12) of (left half axle gear 11) is remained in journey
3) rotating speed, it is possible thereby to which calculating N layers of ordinary gear differential mechanism of multichain CVT speed changers realizes that n-th layer is common when being driven
The rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 on gear differential mechanism and with first layer full depth tooth
It is certain to take turns the ratio of the rotating speed of the main reducing gear driven gear 3 on differential mechanism.Therefore n-th layer ordinary gear differential mechanism is learnt
On the rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 and the rotating speed ratio with the first transmission shaft 1
It is certain.
So when N layers of ordinary gear differential mechanism of multichain CVT speed changers realize transmission, and the first transmission shaft 1 is defeated
Enter axis, when second driving shaft 19 is output shaft.When the timing of rotating speed one of the first transmission shaft 1, at this time if one or more groups of the
One CVT gear units are closed.Because of the rotating speed and right axle shaft of all left half axle gears 11 on n-th layer ordinary gear differential mechanism
The rotating speed of gear 12 and be certain with the rotating speed ratio of the first transmission shaft 1.So the institute on n-th layer ordinary gear differential mechanism
There are the rotating speed of left half axle gear 11 and the rotating speed of right axle shaft gear 12 and constant.This can make be not closed first
The rotating speed and right axle shaft gear 12 of left half axle gear 11 on the n-th layer ordinary gear differential mechanism of CVT gear units link
Rotating speed faster.So if the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to more
Real-time target ratio transmissions when chain CVT speed changers work normally, then can lead to multichain CVT speed changers first at this time
Transmission ratio between transmission shaft 1 and second driving shaft 19 can reduce not in real-time best ratio transmissions.
It is realized and is driven with N layers of ordinary gear differential mechanism when multichain CVT speed changers, and the first transmission shaft 1 is output shaft
When second driving shaft 19 is input shaft.When one timing of rotating speed of second driving shaft 19, at this time if the first one or more groups of CVT
Gear unit is closed.And the first CVT gear units not being closed in multichain article CVT speed changers at this time are further according to multichain
Real-time target ratio transmissions when CVT speed changers normal work, then all left half axles on n-th layer ordinary gear differential mechanism
The rotating speed of gear 11 and the rotating speed of right axle shaft gear 12 and it can reduce.It is all on n-th layer ordinary gear differential mechanism simultaneously
The rotating speed of left half axle gear 11 and the rotating speed of right axle shaft gear 12 and be certain with the rotating speed ratio of the first transmission shaft 1.
It can then cause transmission ratio between the first transmission shaft of multichain CVT speed changers 1 and second driving shaft 19 at this time not in real time most
Good ratio transmissions, and will increase.
So each different closed state according to the first CVT gear units in multichain article CVT speed changers should be shifted to an earlier date,
The reality of every group of the first CVT gear unit not being closed on computers under each different closed state is set in advance out on computer
When target gear ratio.And in the transmission process of each different closed state, pass through the first speed probe 23 and second turn
Fast sensor 24 calculates transmission ratio of every group of the first CVT gear unit during actual transmission in real time, and with every group first
The real-time target transmission ratio of CVT gear units is made comparisons, and the Real-time Error obtained is by changing on every group of the first CVT gear unit
The real-time hydraulic pressure ratios of two groups of hydraulic fluid chambers 21 adjust, the hydraulic pressure ratio after conciliation is got off by computer record, so that next time exists
The best transmission ratio between the first transmission shaft 1 and second driving shaft 19 is directly reached when same speed and throttle opening.And after
It is continuous that every group of the first CVT gear unit is calculated in practical biography by the first speed probe 23 and the second speed probe 24 in real time
Transmission ratio during dynamic, and continue to make comparisons with the real-time target transmission ratio of every group of the first CVT gear unit, the error obtained
It continues through and changes the real-time hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the first CVT gear unit to adjust, after conciliation
Hydraulic pressure ratio continues through computer record and gets off, so that next time directly reaches the first transmission shaft in same speed and throttle opening
Best transmission ratio between 1 and second driving shaft 19.And so on so that the first transmission shaft 1 and second driving shaft 19 it
Between it is in office why not with being remained under situation closer to best transmission ratio.
When due to realizing multichain CVT speed changers with N layers of differential gear unit, according between differential gear unit linkage and
Torque divides characteristic equally, i.e. (11 torque f) of left half axle gear+(the torque f) of right axle shaft gear 12=(main reducing gear driven tooth
The torque F of wheel 3), and (the torque f) of left half axle gear 11=(the torque f) of right axle shaft gear 12, it is known that multichain item
The torques of all left half axle gears 11 on CVT speed changers on n-th layer differential gear unit and all right axle shaft gears 12
Torque is all equal in real time.Therefore when the first transmission shaft 1 be input shaft, second driving shaft 19 be output shaft when, no matter multichain
The quantity of the first CVT gear units on article CVT speed changers be closed how much, it is normal still can to input gearbox for engine at this time
Peak torque when work makes its dozen without causing other the first CVT gear units generation torques not being closed excessive
Sliding, fracture or damage.Therefore the safety and reliability of speed changer is improved.When the first transmission shaft 1 is output shaft, the second transmission
When axis 19 is input shaft, due on the torque and all right axle shafts of all left half axle gears 11 on n-th layer differential gear unit
The torque of gear 12 is all equal in real time.So when one or more groups of first CVT gear units on multichain article CVT speed changers
When closure, torque that second driving shaft 19 inputs can allow on n-th layer differential gear unit the first CVT transmissions not being closed linked
Cell-average distribute and it is equal.Therefore engine can input the peak torque of gearbox and is not closed no more than every group at this time
The first CVT gear units can bear the sum of peak torque.Therefore the safety and reliability of speed changer is improved.
Operation principle：
The torque of full depth tooth wheel differential divides characteristic equally：With the knot of the symmetrical cone planetary gear differential mechanism in Fig. 2
For structure, the torque F that main reducing gear driven gear 3 transmits is transmitted to planetary gear shaft 5 to planetary gear 6 by differential carrier 4,
Left side sun gear 7 and right side sun gear 8 are transmitted to by planetary gear 6 again, and a left side is passed to by left half axle 9 and right axle shaft 10
Semiaxis gear 11 and right axle shaft gear 12.Planetary gear 6 is equivalent to a bascule, and left side sun gear 7 and the right side
The radius of side sun gear 8 is also equal, thus can essentially think differential mechanism distribute to left side sun gear 7 torque f and
The torque f sizes of right side sun gear 8 are equal.No matter the rotating speed of left side sun gear 7 and right side sun gear 8 whether phase
Deng, and torque always mean allocation, and it is also f to pass to the torque of left half axle gear 11 by left half axle 9, and pass through the right side
The torque that semiaxis 10 passes to right axle shaft gear 12 is also f.Therefore F=2f and f=f is (due to full depth tooth wheel differential
Inner friction torque very little, so the locking coefficient K of full depth tooth wheel differential can be ignored).When torque is by left half axle
Gear 11 and right axle shaft gear 12 are incoming, when being spread out of by main reducing gear driven gear 3, also in compliance with the torque characteristics of differential mechanism,
Therefore：(left half axle gear 11 is passed to torque f)+(incoming torque f)=(main reducing gear driven gear 3 of right axle shaft gear 12
The torque F of outflow), and (the incoming torque f) of left half axle gear 11=(the incoming torque f) of right axle shaft gear 12.
Full depth tooth wheel differential is automatic to the rotating speed conciliation of left half axle gear 11 and right axle shaft gear 12 simultaneously
, that is, allow left half axle gear 11 and right axle shaft gear 12 to be rotated with different rotating speeds.To realize left half axle gear
11 and 12 rotating speed of right axle shaft gear difference.Refer here to " minimum stream power；Namely tellurian all objects are all
Tend to the state of energy consumption minimization.That is when the first CVT gear unit transmission ratio differences, then N layers of ordinary gear are used
When formula differential mechanism realizes multichain CVT variators, it is minimum that n-th layer full depth tooth wheel differential can tend to energy consumption automatically
State reconciles left half axle gear 11 and right axle shaft gear according to every group of the different of the first CVT gear unit transmission ratios automatically
12 rotating speed.And the full depth tooth wheel differential in other layer of full depth tooth wheel differential all can also be followed using itself at this time
" minimum stream power；It can be automatically according to 3 turns of main reducing gear driven gear in next layer of full depth tooth wheel differential itself
The difference of speed, reconciles the rotating speed of itself full depth tooth wheel differential left half axle gear 11 and right axle shaft gear 12, and cuts every
Full depth tooth wheel differential in layer full depth tooth wheel differential all meets the rotating speed of (left half axle gear 11)+(on right axle shaft
Gear 12) rotating speed=2* (main reducing gear driven gear 3) rotating speed.
It is spread out of again by second driving shaft 19 when multichain CVT transmission torques are passed to by the first transmission shaft 1, and multichain item
When same root second driving shaft 19 being driven to rotate when the transmission ratio of every group of the first CVT gear unit is identical in CVT speed changers.This
Full depth tooth wheel differential on Shi Duolian CVT speed changer all meets the rotating speed of (left half axle gear 11)=(on right axle shaft
Gear 12) the rotating speed of rotating speed=(main reducing gear driven gear 3) be passed to by transmission shaft 1 when multichain CVT transmission torques
It is spread out of, and is driven when the transmission ratio difference of every group of the first CVT gear unit in multichain article CVT speed changers same by transmission shaft 19
When a piece second driving shaft 19 rotates.Because of the difference of the transmission ratio of the first CVT gear units, multichain CVT speed changers at this time
The upper full depth tooth wheel differential linked with the first CVT gear units can lead to left half axle gear 11 and the right side in power transmission
Resistance that semiaxis gear 12 is subject to is different, the first big CVT gear units link with transmission ratio left half axle gear 11 or
Resistance is small suffered by right axle shaft gear 12.The left half axle gear 11 or the right side that the first CVT gear unit small with transmission ratio links
Resistance is big suffered by semiaxis gear 12.Its result can make planetary gear 6 that rotation occur to the small direction of resistance.When planetary gear 6
Except revolution in addition to, also with a certain speed rotation when, then by the small left half axle gear 11 of resistance or the rotating speed of right axle shaft gear 12
1 will be overlapped because of the geostrophic rotating speed of planetary gear on the basis of former rotating speed, meanwhile, by tooth on the big left half axle of resistance
The rotating speed of wheel 11 or right axle shaft gear 12 will be on the basis of former rotating speed, and it is identical to subtract 1 size, turns to opposite rotating speed,
For left half axle gear 11 and right axle shaft gear 12, the summation of rotating speed remains unchanged.I.e.；(left half axle gear 11)
Rotating speed+(right axle shaft gear 12) rotating speed=2* (main reducing gear driven gear 3) rotating speed.The wheeled differential of other full depth tooths
Device is also as a same reason.
When multichain CVT transmission torques are spread out of by the first transmission shaft 1 again by second driving shaft 19 is incoming, at this time general
The torque of logical gear differential is passed to by left half axle gear 11 and right axle shaft gear 12, then by main reducing gear driven gear
When 3 outflow, it is automatic to the rotating speed conciliation of left and right semiaxis equally to follow full depth tooth wheel differential, and follows " least energy consumption
Principle " characteristic allows left half axle gear 11 and right axle shaft gear 12 to be rotated with different rotating speeds.(left half axle gear
11) rotating speed of rotating speed=2* (main reducing gear driven gear 3) of rotating speed+(right axle shaft gear 12).
So no matter the torque of full depth tooth wheel differential is passed to by main reducing gear driven gear 3, then by tooth on left half axle
Wheel 11 and right axle shaft gear 12 are spread out of.Or torque is passed to by left half axle gear 11 and right axle shaft gear 12, then by leading
Retarder driven gearwheel 3 is spread out of, and the torque that full depth tooth wheel differential all follows full depth tooth wheel differential divides characteristic equally：Commonly
Gear differential is automatic to the conciliation of the rotating speed of left and right semiaxis, allow left half axle gear 11 and right axle shaft gear 12 with
Different rotating speed rotations, and follow " minimum stream power ".That is the not poor torsion principle of the differential of full depth tooth wheel differential.So
(the first transmission shaft 1 and the second driving shaft 19 for being formed as an entirety can be output respectively in this invention items embodiment
Axis and input shaft also can be input shaft and output shaft respectively).
(2.0) when the differential mechanism in the present invention is limited slip differential, artificial locking type anti-slip differential can be subdivided into
Device, mechanical limited slip differential, torque sensing formula limited slip differential, helical gear limited slip differential, ball lock limit
Slip differential, stickiness manifold type limited slip differential, active limited slip differential, eccentric wheel type limited slip differential etc..
But three classes, the common limited-slip differential of the first kind can be divided (to be exactly that computer passes through biography by applicating category in the present invention
When the common limited-slip differential of sensor perception reaches limit sliding condition or unlocking condition, need to stop common limited-slip differential rotation, so
Locking or the unlock of common limited-slip differential could be carried out by controlling afterwards)；
Second electron-like limited-slip differential (is exactly that computer reaches limit sliding condition by sensor perception electronic limited slip differential device
Or when unlocking condition, the rotation of electronic limited slip differential device need not be stopped, electronic limited slip differential device locking can be carried out by control
Or unlock)；
(function of automatic sensing limited-slip differential can exactly pass through self structure with third class automatic sensing limited-slip differential
Feature carries out automatic sensing locking and unlock；Exactly when automatic sensing limited-slip differential reaches limit sliding condition or unlocking condition,
Automatic sensing limited-slip differential will automatically carry out locking or unlock, need not stop the rotation of automatic sensing limited-slip differential,
It is controlled without extraneous factor).
Above-mentioned limited slip differential is preferably symmetrical limited slip differential, naturally it is also possible to for asymmetric limited slip differential
Device.
Also to consider that some limited-slip differential locking coefficients K is bigger in transmission process or some slide limiting differentials simultaneously
Device can only single-direction transmission or some limited-slip differentials can only unidirectional locking, in application process to multichain CVT speed changers
Caused by influence.
(2.1) when limited-slip differential be electronic limited slip differential device when：The present invention is exactly by the first CVT of above-described embodiment
Brake 20 in gear unit is out of use, and forms the 2nd CVT gear units.Simultaneously by all full depth tooths in above-described embodiment
Wheel differential is changed to the electronic limited slip differential device with the sliding function of limit, finally increases the quantity of the 2nd CVT gear units, and
Second driving shaft 19 in 2nd CVT gear units is linked, a whole transmission shaft is made for.Become to form multichain CVT
A kind of method of fast device, to increase the maximum driving torque of CVT speed changers.Realize the increase of maximum driving torque.
When every group of the 2nd CVT gear units normal work on multichain article CVT speed changers, due to the stepless changes of multichain CVT
Fast device is to select the first transmission shaft 1 and second according to the speed of automobile and the real-time change of throttle opening in transmission process
Corresponding transmission ratio best in real time is (according to different needs, best transmission ratio and speed and throttle opening between transmission shaft 19
Between relationship can arbitrarily adjust).Real-time best transmission ratio between first transmission shaft 1 and second driving shaft 19, is to pass through
Change the hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the 2nd CVT gear unit in real time, and is respectively acting on every group of the 2nd CVT
Interior drive pulley 16 on gear unit, outer drive pulley 18 realize the real-time target transmission of every group of the 2nd CVT gear unit
Than (real-time target transmission ratio be in advance according between the first transmission shaft 1 and second driving shaft 19 real-time best transmission ratio with it is more
The difference of the gear size of chain CVT speed changers, by theoretical calculation come, and the mesh of every group of the 2nd CVT gear unit
Transmission ratio is marked to keep being all mutually best in real time), to realize the real-time best biography between the first transmission shaft 1 and second driving shaft 19
Dynamic ratio.And every group is calculated in real time by the first speed probe 23 and the second speed probe 24 during actual transmission
Transmission ratio of 2nd CVT gear units during actual transmission, and be driven with the real-time target of every group of the 2nd CVT gear unit
Than making comparisons, the Real-time Error obtained pass through change every group of the 2nd CVT gear unit on two groups of hydraulic fluid chambers 21 real-time liquid
Pressure ratio is adjusted, and the hydraulic pressure ratio after conciliation is got off by computer record, so that next time is straight in same speed and throttle opening
It accesses to the best transmission ratio between the first transmission shaft 1 and second driving shaft 19.And continue through 23 He of the first speed probe
Second speed probe 24 calculates transmission ratio of every group of the 2nd CVT gear unit during actual transmission in real time, and continues
It makes comparisons with the real-time target transmission ratio of every group of the 2nd CVT gear unit the error obtained, continues through and change every group of the 2nd CVT
The real-time hydraulic pressure ratios of two groups of hydraulic fluid chambers 21 on gear unit is adjusted, and the hydraulic pressure ratio after conciliation continues through under computer record
Come, so that next time directly reaches between the first transmission shaft 1 and second driving shaft 19 most in same speed and throttle opening
Good transmission ratio.And so on.To make multichain CVT contiuously variable transmissions can be closer to best transmission in each transmission stage
Than.
No matter the first transmission shaft 1 is input shaft, and second driving shaft 19 is output shaft or the first transmission shaft 1 is output shaft the
Two transmission shafts 19 are input shaft, when computer loses torque output by the perception of torque sensor 22, and pass through the first rotating speed
Sensor 23 perceives the rotating speed of interior drive pulley 16, and according to turn of (left half axle gear 11) before electronic limited slip differential device locking
After the rotating speed and electronic limited slip differential device locking of rotating speed=2 (main reducing gear driven gear 3) of speed+(right axle shaft gear 12)
The rotating speed of the rotating speed of the rotating speed of (left half axle gear 11)=(right axle shaft gear 12)=(main reducing gear driven gear 3) comes
Calculate the speed discrepancy of every group of electronic limited slip differential device left half axle gear 11 and right axle shaft gear 12.When 1 group or multigroup electricity
When the speed discrepancy of sub- limited-slip differential has reached the limit sliding condition set in computer, computer will first start to be driven with the 2nd CVT
Cell position reaches the latch functions of the electronic limited slip differential device of limit sliding condition recently (quantity is greater than or equal to 1).And in locking
Preceding computer reduces the max. output torque of engine not higher than the maximum that the multichain CVT speed changers after locking can bear first
Torque is G, and (Nth power of G=K*2, K are the peak torque that every group of the 2nd CVT gear unit can bear, and N is transmission power
When transmission the 2nd CVT gear units that can be worked normally are passed to from transmission axle unit or from the 2nd CVT that can be worked normally
When gear unit passes to transmission axle unit, power passes through not by the number of plies of the sliding minimum layer of differential mechanism of limit) while passing through torque
Sensor 22 is monitored.
Simultaneously and stop those by the fast left half axle gear 11 of rotating speed that compares on the electronic limited slip differential device being locked up
Or (the 2nd CVT gear units herein can be assumed that have damaged the 2nd CVT gear units linked on right axle shaft gear 12
It is bad or skid) on two groups of hydraulic fluid chambers 21 oil pressure, so that its 2nd CVT gear unit is stopped, to prevent the 2nd CVT from passing
There is discontinuity skidding in moving cell, and harmful effect is caused to multichain CVT.(so that the 2nd CVT gear units is stopped in fact with
It prevents discontinuity skidding and causes dysgenic method, except the two groups of hydraulic fluid chambers 21 stopped on the 2nd CVT gear units
Oil pressure outside, empty set that can also directly between every group of the 2nd CVT gear units upper transfer gear 15 and interior drive pulley 16
Clutch is installed on axis 14.The empty set axis 14 on the clutch both sides on every group of the 2nd CVT gear unit is set to be driven in the 2nd CVT single
It is combined when member normal work.When the 2nd CVT gear units damage or skid, and start the electricity associated therewith that will be locked up
It is detached when the latch functions of sub- limited-slip differential).
On the basis of above, when computer at this time is still perceived by torque sensor 22 loses torque output, and
The rotating speed that interior drive pulley 16 is perceived by the first speed probe 23 (does not include the 2nd CVT transmission lists for being stopped work
The rotating speed of the interior drive pulley 16 of member).And according to the rotating speed of (left half axle gear 11) before electronic limited slip differential device locking+(right side
Semiaxis gear 12) rotating speed=2 (main reducing gear driven gear 3) rotating speed and electronic limited slip differential device locking after (left half axle
Gear 11) rotating speed=(right axle shaft gear 12) rotating speed=(main reducing gear driven gear 3) rotating speed.It is every to calculate
Group is not activated the speed discrepancy of the electronic limited slip differential device left half axle gear 11 and right axle shaft gear 12 of the sliding function of limit.When 1
When group or multigroup electronic limited slip differential device have reached the limit sliding condition set in computer, computer, which still allows, first to be started and second
CVT gear units position reaches the latch functions of the electronic limited slip differential device of limit sliding condition recently (quantity is greater than or equal to 1).And
Computer reduces the max. output torque of engine and can bear not higher than the multichain CVT speed changers after locking first before locking
Peak torque be G, (Nth power of G=K*2, K are the peak torque that can bear of every group of the 2nd CVT gear unit, and N is speed change
From transmission axle unit the 2nd CVT gear units that can be worked normally are passed to when device power transmission or from can work normally the
When two CVT gear units pass to transmission axle unit, power passes through not by the number of plies of the sliding minimum layer of differential mechanism of limit) while passing through
Torque sensor 22 is monitored.
And stop those by the fast left half axle gear 11 of rotating speed or the right side of comparing on the electronic limited slip differential device being locked up
Linked on semiaxis gear 12 the 2nd CVT gear units (the 2nd CVT gear units herein can be assumed that have damaged or
Skid) on two groups of hydraulic fluid chambers 21 oil pressure, so that its 2nd CVT gear unit is stopped, to prevent the 2nd CVT transmissions single
There is discontinuity skidding in member, and harmful effect is caused to multichain CVT.(the 2nd CVT gear units is made to be stopped to prevent in fact
There is discontinuity skidding and cause dysgenic method, except the oil for stopping two groups of hydraulic fluid chambers 21 on the 2nd CVT gear units
Pressure is outer, empty set axis 14 that can also directly between every group of the 2nd CVT gear units upper transfer gear 15 and interior drive pulley 16
Upper installation clutch.Make the empty set axis 14 on the clutch both sides on every group of the 2nd CVT gear unit the 2nd CVT gear units just
Often combined when work.When the 2nd CVT gear units damage or skid, and start associated therewith by the electronics being locked up limit
It is detached when the latch functions of slip differential).
And so on all skid until the dynamic output of multichain CVT speed changers or the 2nd CVT gear units of each group or
Until damage, to improve the safety and reliability of multichain CVT speed changers.
(2.2) when limited-slip differential be automatic sensing limited-slip differential when：The present invention is exactly all by among the above
Electronic limited slip differential device is changed to the automatic sensing limited-slip differential with the sliding function of limit.It is final to increase by the 2nd CVT gear units
Quantity, and the second driving shaft 19 in the 2nd CVT gear units is linked, is made for a whole second driving shaft 19.Come
A kind of method for forming multichain CVT speed changers, to increase the maximum driving torque of CVT speed changers.Realize maximum transmission
The increase of torque.
When every group of the 2nd CVT gear units normal work on multichain article CVT speed changers, due to the stepless changes of multichain CVT
Fast device is to select the first transmission shaft 1 and second according to the speed of automobile and the real-time change of throttle opening in transmission process
Corresponding transmission ratio best in real time is (according to different needs, best transmission ratio and speed and throttle opening between transmission shaft 19
Between relationship can arbitrarily adjust).Real-time best transmission ratio between first transmission shaft 1 and second driving shaft 19, is to pass through
Change the hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the 2nd CVT gear unit in real time, and is respectively acting on every group of the 2nd CVT
Interior drive pulley 16 on gear unit, outer drive pulley 18 realize the real-time target transmission of every group of the 2nd CVT gear unit
Than (real-time target transmission ratio be in advance according between the first transmission shaft 1 and second driving shaft 19 real-time best transmission ratio with it is more
The difference of the gear size of chain CVT speed changers and the differences of brake 20 closed state, by theoretical calculation come, and
The target gear ratio of every group of the 2nd CVT gear unit keeps being all mutually best in real time), to realize the first transmission shaft 1 and second
Real-time best transmission ratio between transmission shaft 19.And pass through the first speed probe 23 and second turn during actual transmission
Fast sensor 24 calculates transmission ratio of every group of the 2nd CVT gear unit during actual transmission in real time, and with every group second
The real-time target transmission ratio of CVT gear units is made comparisons, and the Real-time Error obtained is by changing on every group of the 2nd CVT gear unit
The real-time hydraulic pressure ratios of two groups of hydraulic fluid chambers 21 adjust, the hydraulic pressure ratio after conciliation is got off by computer record, so that next time exists
The best transmission ratio between the first transmission shaft 1 and second driving shaft 19 is directly reached when same speed and throttle opening.And after
It is continuous that every group of the 2nd CVT gear unit is calculated in practical biography by the first speed probe 23 and the second speed probe 24 in real time
Transmission ratio during dynamic, and continue the error obtained of making comparisons with the real-time target transmission ratio of every group of the 2nd CVT gear unit,
It continues through and changes the real-time hydraulic pressure ratio of two groups of hydraulic fluid chambers 21 on every group of the 2nd CVT gear unit to adjust, after conciliation
Hydraulic pressure ratio continues through computer record and gets off, so that next time directly reaches the first transmission shaft in same speed and throttle opening
Best transmission ratio between 1 and second driving shaft 19.And so on.To make multichain CVT contiuously variable transmissions in each transmission
Stage can be closer to best transmission ratio.
No matter the first transmission shaft 1 is input shaft, and second driving shaft 19 is output shaft or the first transmission shaft 1 is output shaft the
Two transmission shafts 19 are input shaft, when 1 group or when multigroup 2nd CVT gear units have skidded or is abnormal.Since automatic sensing limits
The locking of slip differential and unlock are automatic.So without stopping the work of that the 2nd CVT gear unit, without considering the
There is the problem of discontinuity skidding in two CVT gear units.But the locking and unlock due to automatic sensing limited-slip differential are certainly
Dynamic.And the target gear ratio of every group of the 2nd CVT gear unit keeps being all mutually best and the 2nd CVT gear units in real time
It is likely to occur discontinuity skidding.So on the multichain article CVT speed changers 1 group or multigroup 2nd CVT gear units have skidded or
When abnormal.Can only by the speed discrepancy of left half axle gear 11 and right axle shaft gear 12 on automatic sensing limited-slip differential come
Judge that group of automatic sensing limited-slip differential will reach limit sliding condition, and can not judge that group of automatic sensing limited-slip differential and reach
It is lockup state or unlocked state after to limit sliding condition.
So when by the first speed probe 23, the rotating speed of interior drive pulley 16 is perceived, and is limited and is slided according to automatic sensing
Rotating speed=2 (the main reducing gear driven gear of the rotating speed of (left half axle gear 11)+(right axle shaft gear 12) before differential mechanism locking
3) rotating speed will start latch functions to calculate that group or those group automatic sensing limited-slip differentials, (will start at this time
The automatic sensing limited-slip differential of latch functions is considered locking, and will start the automatic sensing of latch functions at this time
The 2nd CVT transmissions linked on the fast left half axle gear 11 of the rotating speed that compares on limited-slip differential or right axle shaft gear 12 are single
Member regards as having damaged or skidded or cisco unity malfunction).When on multichain CVT speed changers that group or those groups from dynamic
When answering limited-slip differential that will start latch functions, computer reduces the max. output torque of engine not higher than multichain at this time at this time
The peak torque that CVT speed changers can bear is G, and (Nth power of G=K*2, K can hold for every group of the 2nd CVT gear unit
The peak torque received, N are to pass to the 2nd CVT gear units that can be worked normally from transmission axle unit when transmission power transmits
Or from the 2nd CVT gear units that can be worked normally pass to transmission axle unit when, power pass through by limited cunning differential mechanism
The number of plies of minimum layer) while being monitored by torque sensor 22.It can also be after multichain CVT speed changers stop transmission
And when every group of automatic sensing limited-slip differential restores unlocked state, restore the maximum torsion that multichain CVT speed changers can bear
Square G.To improve the safety and reliability of multichain CVT speed changers.
(2.3) when realizing multichain CVT speed changers with common limited-slip differential.In addition to common limited-slip differential is in locking
When and when unlock, it is outer to need to stop common limited-slip differential rotation, other to realize that multichain CVT becomes with electronics limited-slip differential
Fast device is identical.
Traditional single-chain type or single tape formula CVT speed changers realize maximum biography by hydraulic pressure ratio in actual application in fact
It is limited when dynamic range than with fastest ratio.Therefore the maximum transmission of every in the present invention group of the first CVT gear unit
It is also limited than the range with fastest ratio, this can make when every group of the first CVT transmissions on multichain article CVT speed changers are single
When member normal work, the range of maximum transmission ratio and fastest ratio between transmission shaft 1 and transmission shaft 19 is driven by the first CVT
The gear range of unit influences to be also limited.Its practical 1 group of transmission axle unit and one or more layers following full depth tooth are wheeled
Differential links, and is finally linked with the first following CVT gear units and 19 chain of transmission shaft is realized multichain article CVT at an axis
When the method for speed changer, there is a kind of method that can make the maximum transmission ratio between transmission shaft 1 and transmission shaft 19 and fastest ratio
Range not only by the range effects of the maximum transmission ratio and fastest ratio of every group of the first CVT gear unit.
The present invention also provides a kind of transmission ratio adjusting methods of multichain CVT speed changers, and core improvement is, more
Chain CVT speed changers be such as the above-mentioned multichain CVT speed changers with differential mechanism, differential gear unit be open type differential (after
Face is illustrated by taking ordinary gear differential mechanism as an example), CVT gear units include brake 20；
Method includes：It is input shaft, the second driving shaft 19 of CVT gear units in the first transmission shaft 1 of transmission axle unit
For output shaft, need in the case of reducing the transmission ratio between the first transmission shaft and second driving shaft (especially when every group of CVT is passed
When the transmission ratio minimum of moving cell), so that the brake 20 on one or more CVT gear units is closed, and keep its CVT transmissions single
Member is stopped；Or in the first transmission shaft 1 of transmission axle unit be output shaft, the second driving shafts 19 of CVT gear units is defeated
Enter axis, needs in the case of increasing the transmission ratio between second driving shaft and the first transmission shaft (especially when every group of CVT transmission is single
When the transmission ratio maximum of member), so that the brake 20 on one or more CVT gear units is closed, and its CVT gear unit is made to stop
Only work.
It is every on multichain CVT speed changers in the present invention with open type differential come when realizing multichain CVT speed changers
The effect of brake 20 on group CVT gear units is the n-th layer differential mechanism list in order to make to be linked with every group of CVT gear unit
Left half axle gear 11 or right axle shaft gear 12 in member are stopped operating or are rotated, to solve multichain CVT speed changer meetings
When skidding or damage because of CVT gear units, multichain CVT speed changers can stop the problem of torque exports, or to reconcile multichain
A kind of method of CVT transmission ratios.So in the present invention, no matter brake installation site is different, or installation shape
Formula is different or type is different, as long as in order to achieve the above object all within protection scope of the present invention.
When the first transmission shaft 1 of multichain CVT speed changers is input shaft, second driving shaft 19 is output shaft, and every
In the case of organizing the transmission ratio minimum of the first CVT gear units and remaining unchanged.One be closed at this time on multichain CVT speed changers
The brake 20 of group or multigroup first CVT gear units, and stop two groups of hydraulic fluid chambers on corresponding first CVT gear units
21 oil pressure, so that its one the first CVT gear unit is stopped (makes the first CVT gear units be stopped, except stopping in fact
Outside the oil pressure of two groups of hydraulic fluid chambers 21 on first CVT gear units, can also directly it be uploaded in every group of the first CVT gear unit
Clutch is installed on empty set axis 14 between moving gear 15 and interior drive pulley 16.Make on every group of the first CVT gear unit from
The empty set axis 14 on clutch both sides is combined when the first CVT gear units work normally, in the brake 20 of the first CVT gear units
It is detached when closure).It can make that transmission ratio reduces between the first transmission shaft 1 and second driving shaft 19 at this time.
Exactly because this ordinary gear differential mechanism remained in transmission process the rotating speed of (left half axle gear 11)+
The rotating speed of the rotating speed=2* (main reducing gear driven gear 3) of (right axle shaft gear 12) becomes it is possible thereby to calculate multichain CVT
When fast device realizes transmission with N layers of ordinary gear differential mechanism, all left half axle gears 11 on n-th layer ordinary gear differential mechanism
The rotating speed of rotating speed and right axle shaft gear 12 and the rotating speed with the main reducing gear driven gear 3 on first layer ordinary gear differential mechanism
Ratio be certain.Therefore the rotating speed and right half of all left half axle gears 11 on n-th layer ordinary gear differential mechanism is learnt
The rotating speed of axis gear 12 and be also certain with the rotating speed ratio of transmission shaft 1.
So when N layers of ordinary gear differential mechanism of multichain CVT speed changers realize transmission, and the first transmission shaft 1 is defeated
Enter axis, when second driving shaft 19 is output shaft.When the timing of rotating speed one of the first transmission shaft 1, and every group of the first CVT gear unit
Transmission ratio it is minimum and be driven in the case of remaining unchanged, at this time if the first one or more groups of CVT gear units are closed, make
Its first CVT gear unit is stopped.Because of the rotating speed of all left half axle gears 11 on n-th layer ordinary gear differential mechanism
Rotating speed ratio with the rotating speed of right axle shaft gear 12 and with transmission shaft 1 is certain.So on n-th layer ordinary gear differential mechanism
The rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 and constant.This can make be not closed the
The rotating speed and right axle shaft gear of left half axle gear 11 on the n-th layer ordinary gear differential mechanism of one CVT gear units link
12 rotating speed is faster.So if the first CVT gear units not being closed in multichain article CVT speed changers at this time are according to first
The transmission ratios of CVT gear units is minimum and is driven in the case of remaining unchanged, then can lead to multichain article CVT speed changers at this time the
Transmission ratio between one transmission shaft 1 and second driving shaft 19 can reduce.To realize the first transmission shaft 1 and second driving shaft 19
Between gear range reduction.
When the first transmission shaft 1 of multichain CVT speed changers is output shaft, second driving shaft 19 is input shaft, and every
In the case of organizing the transmission ratio maximum of the first CVT gear units and remaining unchanged.One be closed at this time on multichain CVT speed changers
The brake 20 of group or multigroup first CVT gear units, and stop two groups of hydraulic fluid chambers on corresponding first CVT gear units
21 oil pressure, so that its first CVT gear unit is stopped (makes the first CVT gear units be stopped, except stopping first in fact
Outside the oil pressure of two groups of hydraulic fluid chambers 21 on CVT gear units, can also directly on every group of the first CVT gear unit driving cog
Clutch is installed on empty set axis 14 between wheel 15 and interior drive pulley 16.Make the clutch on every group of the first CVT gear unit
The empty set axis 14 on both sides is combined when the first CVT gear units work normally, and is closed in the brake 20 of the first CVT gear units
When detach).It can make that transmission ratio increases between the first transmission shaft 19 and the first transmission shaft 1 at this time.
Exactly because this ordinary gear differential mechanism remained in transmission process the rotating speed of (left half axle gear 11)+
The rotating speed of the rotating speed=2* (main reducing gear driven gear 3) of (right axle shaft gear 12) becomes it is possible thereby to calculate multichain CVT
When fast device realizes transmission with N layers of ordinary gear differential mechanism, all left half axle gears 11 on n-th layer ordinary gear differential mechanism
The rotating speed of rotating speed and right axle shaft gear 12 and the rotating speed with the main reducing gear driven gear 3 on first layer ordinary gear differential mechanism
Ratio be certain.Therefore the rotating speed and right half of all left half axle gears 11 on n-th layer ordinary gear differential mechanism is learnt
The rotating speed of axis gear 12 and be also certain with the rotating speed ratio of transmission shaft 1.
So when N layers of ordinary gear differential mechanism of multichain CVT speed changers realize transmission, and the first transmission shaft 1 is defeated
When shaft second driving shaft 19 is input shaft.When the timing of rotating speed one of second driving shaft 19, and every group of the first CVT gear unit
Transmission ratio it is maximum and in the case of remaining unchanged.At this time if one or more groups of the first CVT gear units are closed, make its
One CVT gear units are stopped.And the first CVT gear units not being closed in multichain article CVT speed changers at this time according to
It is maximum according to the transmission ratio of the first CVT gear units and be driven in the case of remaining unchanged, then on n-th layer ordinary gear differential mechanism
The rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 and it can reduce.N-th layer ordinary gear differential simultaneously
The rotating speed of all left half axle gears 11 and the rotating speed of right axle shaft gear 12 on device and be one with the rotating speed ratio of transmission shaft 1
Fixed.It can then cause the transmission ratio between multichain CVT speed changers second driving shaft 19 first and transmission shaft 1 at this time that can increase
Greatly.To realize the increase of the gear range between second driving shaft 19 and the first transmission shaft 1.
The present invention also provides a kind of detection method of multichain CVT speed changers, core improvement is, multichain item
CVT speed changers are such as above-mentioned multichain CVT speed changers with differential mechanism, when differential gear unit is open type differential；
Method includes：Brake 20 on multichain CVT variators and which part CVT gear units be closed and
In the case that the CVT gear units are stopped, the brake 20 on the CVT gear units being stopped is opened one by one, and
Restore CVT gear units normal work；
Judge to export either with or without torque when every group of CVT gear unit restores normal work：If so, then assert this group of CVT
Gear unit can also be normally driven；If it is not, assert that this group of CVT gear unit cannot be normally driven, just make again
The brake 20 of the CVT gear units is closed and is stopped.
When forming multichain CVT speed changers with one or more layers full depth tooth wheel differential.When multichain CVT speed changers exist
It, can be by one by one when the closure of brake 20 and stop working state underdrive of one or more groups of first CVT gear units
It opens the brake 20 of every group of the first CVT gear unit and restores normal operating conditions, and distinguished by torque sensor 22
Every group of the first CVT gear unit is perceived to open brake 20 and whether have torque output when restoring normal operating conditions, if
That the first CVT gear unit of group opens brake 20 and restores do not have torque output when normal operating conditions, and continuing to should
The first CVT gear units of group are adjusted to state when brake 20 is closed and is stopped.It can detect in this way
That the first CVT gear unit of group can also be normally driven, to improve the reliability of multichain CVT speed changers.
The present invention also provides a kind of detection method of multichain CVT speed changers, core improvement is, multichain item
CVT speed changers are such as above-mentioned multichain CVT speed changers with differential mechanism, and differential gear unit is for electronic limited slip differential device or commonly
When limited-slip differential (hereafter by taking electronic limited slip differential device as an example)；
When forming multichain CVT speed changers with one or more layers electronic limited slip differential device, when multichain CVT speed changers are one
Group or multigroup 2nd CVT gear units are stopped and are driven in the state of one or more groups of electronics limited slip differential lockings
When.First when in multichain CVT speed changers if there is one or more groups of electronic limited slip differential devices are unlocked states, and this group
Or the left half axle on multigroup electronic limited slip differential device (one or more groups of electronic limited slip differential devices herein refer to n-th layer differential mechanism)
The 2nd CVT gear units that the lower section of gear 11 and right axle shaft gear 12 is all worked normally without link respectively, either
(one or more groups of electronic limited slip differential devices herein refer in addition to n-th layer differential mechanism to this one or more groups of electronic limited slip differential device
Other layer of differential mechanism in addition) on left half axle gear 11 and the lower section of right axle shaft gear 12 link respectively it is one or more groups of
When the 2nd CVT gear units of all no link normal work in the lower section of electronic limited slip differential device, first by this one or more groups of electricity
Sub- limited-slip differential is adjusted to lockup state；(this is to prepare before detecting)
Secondly the 2nd CVT gear units restored one by one under every group of stop working state are first passed through when detection, and makes it
According to the 2nd different CVT when working normally, and restoring to work normally one by one according to every group of the 2nd CVT gear unit respectively simultaneously
Gear unit, to unlock the electronic limited slip differential device on multichain CVT speed changers；The unlocking condition of electronic limited slip differential device is electricity
There is that link works normally in the lower section of left half axle gear 11 and right axle shaft gear 12 on sub- limited-slip differential respectively
A left side on two CVT gear units (electronic limited slip differential device herein refers to n-th layer differential mechanism) or electronic limited slip differential device
The lower section for one or more groups of electronic limited slip differential devices that semiaxis gear 11 and 12 lower section of right axle shaft gear link respectively has
(electronic limited slip differential device herein refers to its other than n-th layer differential mechanism to 2nd CVT gear units of link normal work
His layer differential mechanism)；
And according to above-mentioned content, when every group of the 2nd CVT gear unit restores normal work one by one and along with electricity
Judged whether there is after the unlock of sub- limited-slip differential torque output (whether have the judgement that torque exports be by torque sensor 22 come
Perception).If do not had after unlocking when that the 2nd CVT gear unit of group restores normal work and along with electronic limited slip differential device
Torque exports, then may determine that the 2nd CVT gear units of group still cannot be normally driven, continue to multichain CVT speed changes
Device is adjusted to drive state when the 2nd CVT gear units of group are stopped.That group second can be detected in this way
CVT gear units can also be normally driven, to improve the reliability of multichain CVT speed changers.
In conclusion the object of the invention is disclose that a kind of (differential mechanism can be for without limit with one or more layers differential mechanism
The open type differential (being by taking full depth tooth wheel differential included in open type differential as an example in the present invention) of sliding function,
Or the limited-slip differential with the sliding function of limit) a kind of method for realizing multichain CVT speed changers, to solve traditional single-chain type or
The problem of single tape formula CVT speed changers cannot bear Large-torsion transmisson, the problem of cannot matching with the engine of large torque and one
Denier tradition single-chain type or single tape formula CVT transmission slips, fracture or damage, gearbox will be stopped and to stop power defeated moment
The problems such as going out, influencing the reliability of traffic safety and gearbox.The embodiment of the invention also discloses a kind of above-mentioned multichain CVT
The transmission ratio adjusting method of speed changer, can expand the range of transmission ratio.The embodiment of the invention also discloses a kind of above-mentioned multichains
The detection method of CVT speed changers, can promote reliability.
Each embodiment is described by the way of progressive in this specification, the highlights of each of the examples are with other
The difference of embodiment, just to refer each other for identical similar portion between each embodiment.
The foregoing description of the disclosed embodiments enables those skilled in the art to implement or use the present invention.
Various modifications to these embodiments will be apparent to those skilled in the art, as defined herein
General Principle can be realized in other embodiments without departing from the spirit or scope of the present invention.Therefore, of the invention
It is not intended to be limited to the embodiments shown herein, and is to fit to and the principles and novel features disclosed herein phase one
The widest range caused.
Claims (11)
1. a kind of multichain CVT speed changers with differential mechanism, which is characterized in that including：Be driven axle unit, differential mechanism and
CVT gear units；
If the differential mechanism includes dried layer differential mechanism, every layer of differential mechanism includes 2N-1A differential gear unit, wherein N are the number of plies；
The shaft gear (2) of the transmission axle unit is engaged with the main reducing gear driven gear (3) of first layer differential gear unit；Work as N>
When 1, the left half axle gear (11) and right axle shaft gear (12) of the first layer differential gear unit are respectively in the second layer two
The main reducing gear driven gear (3) of a differential gear unit engages, and n-th layer differential gear unit is connected to according to this rule；The CVT
The quantity of gear unit is 2NIt is a, the left half axle gear (11) and right axle shaft gear of each n-th layer differential gear unit
(12) it is engaged respectively with the transmission gear (15) of two CVT gear units；
Second driving shaft (19) in CVT gear units described in every group for transmission is linked into a whole transmission shaft.
2. multichain CVT speed changers according to claim 1, which is characterized in that the differential gear unit is symmetrical expression.
3. multichain CVT speed changers according to claim 1, which is characterized in that the CVT gear units include solid shafting
(13), empty set axis (14), transmission gear (15), interior drive pulley (16), transmission belt or transmission chain (17), outer drive pulley
(18), second driving shaft (19), hydraulic fluid chamber (21), the first speed probe (23) and the second speed probe (24)；
Solid shafting (13) fixed setting, empty set axis (14) empty set is on the solid shafting (13), the transmission gear (15)
It is fixed on the empty set axis (14), the interior drive pulley (16) is linked on the empty set axis (14), the interior transmission belt
Wheel (16) and the outer drive pulley (18) is linked by tensioning transmission belt on it or transmission chain (17), the outer transmission belt
Wheel (18) is linked on the second driving shaft (19), and hydraulic fluid chamber (21) described in two groups is respectively acting on the interior drive pulley
(16) and the outer drive pulley (18) both sides, first speed probe (23) can detect turning for interior drive pulley (16)
Speed, second speed probe (24) can detect the rotating speed of the outer drive pulley (18).
4. multichain CVT speed changers according to claim 3, which is characterized in that the differential gear unit is open difference
Fast device；
The CVT gear units further include brake (20)；One end of the brake (20) is linked with the solid shafting (13),
The other end of the brake (20) is linked with the empty set axis (14).
5. multichain CVT speed changers according to claim 4, which is characterized in that the open type differential is full depth tooth
Wheel differential.
6. multichain CVT speed changers according to claim 3, which is characterized in that the differential gear unit is open difference
Fast device, common limited-slip differential or electronics limited slip differential, the CVT gear units further include clutch, the clutch
On the empty set axis (14) between the transmission gear (15) and the interior drive pulley (16).
7. multichain CVT speed changers according to claim 3, which is characterized in that the differential gear unit is slide limiting differential
Device；The control system of the chain CVT speed changers, which can be exported before the limited-slip differential locking to engine, reduces torque
Instruction makes the max. output torque of engine not higher than the peak torque G=that the multichain CVT speed changers after locking can bear
K*2X, K is the peak torque that each CVT gear units can bear, and X is the transmission axle unit and can normal work
Power passes through not by the sliding differential mechanism minimum number of layers of limit between the CVT gear units made.
8. multichain CVT speed changers according to claim 7, which is characterized in that the limited-slip differential is that electronics limit is slided
Differential mechanism or automatic sensing limited-slip differential.
9. a kind of transmission ratio adjusting method of multichain CVT speed changers, which is characterized in that the multichain CVT speed changers are such as
The multichain CVT speed changers with differential mechanism described in claim 1-8 any one, the differential gear unit are open differential
Device, the CVT gear units include brake (20)；
The method includes：It is input shaft in the first transmission shaft (1) of the transmission axle unit, the of the CVT gear units
Two transmission shafts (19) are output shaft, are needed in the case of reducing transmission ratio, and the described of one or more CVT gear units is made
Brake (20) is closed, and its CVT gear unit is made to be stopped；Or it is in the first transmission shaft (1) of the transmission axle unit
The second driving shaft (19) of output shaft, the CVT gear units is input shaft, needs in the case of increasing transmission ratio, makes one
Or the brake (20) of multiple CVT gear units is closed, and its CVT gear unit is made to be stopped.
10. a kind of detection method of multichain CVT speed changers, which is characterized in that the multichain CVT speed changers are as right is wanted
It is open type differential to ask the multichain CVT speed changers with differential mechanism described in 1-8 any one, the differential gear unit；
The method includes：The brake of CVT gear units described in the multichain CVT variators and which part
(20) in the case that closure and the CVT gear units are stopped, by the brake for the CVT gear units being stopped
(20) it opens one by one, and restores CVT gear units normal work；
CVT gear units described in judging every group restore whether have torque output when normal work：If so, then assert this group of CVT
Gear unit can also be normally driven；If it is not, assert that this group of CVT gear unit cannot be normally driven, just make again
The brake (20) of the CVT gear units is closed and is stopped.
11. a kind of detection method of multichain CVT speed changers, which is characterized in that the multichain CVT speed changers are as right is wanted
Seek the multichain CVT speed changers with differential mechanism described in 1-8 any one, the differential gear unit be electronic limited slip differential device or
Common limited-slip differential；
The method includes：CVT gear units are stopped described in the multichain CVT variators and which part,
One or more groups of differential gear units are unlocked states, and the left half axle gear on this one or more groups of differential gear unit
(11) and the output end of right axle shaft gear (12) respectively all without link work normally CVT gear units in the case of, or
Person is that the left half axle gear (11) of this one or more groups of differential gear unit and right axle shaft gear (12) output end link respectively
One or more groups of differential gear units output end all without link normal work CVT gear units when；
The differential gear unit of this one or more groups of unlocked state is first adjusted to lockup state, and every group is stopped one by one
CVT gear units restore to working normally, while in the left half axle gear (11) and right axle shaft gear of differential gear unit
(12) in the case that output end has the CVT gear units that link works normally a respectively or left side for differential gear unit half
The output end for one or more groups of differential gear units that axis gear (11) and right axle shaft gear (12) output end link respectively is all
In the case of there are the CVT gear units that link works normally, which is unlocked；
And it is perceived respectively when every group of CVT gear unit restores to work normally and along with differential mechanism list by torque sensor (22)
Whether there is torque output after member unlock：If so, then assert that this group of CVT gear unit can also be normally driven；If it is not,
Assert that this group of CVT gear unit cannot be normally driven, continues to multichain CVT speed changers being adjusted to this group of CVT transmission list
Drive state when member is stopped.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810117523.2A CN108317230A (en) | 2018-02-06 | 2018-02-06 | With multichain CVT speed changers and the transmission ratio adjusting of differential mechanism and detection method |
| PCT/CN2018/080774 WO2019153451A1 (en) | 2018-02-06 | 2018-03-28 | Multi-chain cvt using differentials, and transmission ratio adjusting and detecting method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810117523.2A CN108317230A (en) | 2018-02-06 | 2018-02-06 | With multichain CVT speed changers and the transmission ratio adjusting of differential mechanism and detection method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN108317230A true CN108317230A (en) | 2018-07-24 |
Family
ID=62903719
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810117523.2A Pending CN108317230A (en) | 2018-02-06 | 2018-02-06 | With multichain CVT speed changers and the transmission ratio adjusting of differential mechanism and detection method |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN108317230A (en) |
| WO (1) | WO2019153451A1 (en) |
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| CN101718336A (en) * | 2009-12-01 | 2010-06-02 | 南京汽车集团有限公司 | Slipping detection system and method of V-type continuously variable belt transmission |
| CN201963834U (en) * | 2011-03-02 | 2011-09-07 | 杜晓晖 | High-power transmission continuously variable transmission (CVT) |
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| CN107387703A (en) * | 2017-08-17 | 2017-11-24 | 芜湖通全科技有限公司 | Buncher |
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|---|---|---|---|---|
| CN100383433C (en) * | 2005-02-01 | 2008-04-23 | 程乃士 | Dual-belt or dual-chain drive synchronizing device |
| JP5645313B2 (en) * | 2012-04-09 | 2014-12-24 | 尚佳 柴田 | Continuously variable transmission |
| CN205013627U (en) * | 2015-10-12 | 2016-02-03 | 李建利 | Stepless zero passage derailleur of strap / chain |
| GB201602224D0 (en) * | 2016-02-08 | 2016-03-23 | Agco Int Gmbh | A belt drive transmision system |
| CN207796015U (en) * | 2018-02-06 | 2018-08-31 | 董博 | A kind of multichain CVT speed changers with differential mechanism |
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2018
- 2018-02-06 CN CN201810117523.2A patent/CN108317230A/en active Pending
- 2018-03-28 WO PCT/CN2018/080774 patent/WO2019153451A1/en active Application Filing
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5662547A (en) * | 1995-03-24 | 1997-09-02 | Aisin Aw Co., Ltd. | Continuously variable transmission |
| US6146308A (en) * | 1996-10-03 | 2000-11-14 | Aisin Aw Co., Ltd. | Creep torque control of infinitely variable transmission |
| US5961418A (en) * | 1996-10-25 | 1999-10-05 | Aisin Aw Co., Ltd. | Infinitely variable transmission |
| CN101718336A (en) * | 2009-12-01 | 2010-06-02 | 南京汽车集团有限公司 | Slipping detection system and method of V-type continuously variable belt transmission |
| CN201963834U (en) * | 2011-03-02 | 2011-09-07 | 杜晓晖 | High-power transmission continuously variable transmission (CVT) |
| CN105402347A (en) * | 2014-09-04 | 2016-03-16 | 通用汽车环球科技运作有限责任公司 | One Mode Continuously Variable Transmission With Low Loss Configuration |
| CN107387703A (en) * | 2017-08-17 | 2017-11-24 | 芜湖通全科技有限公司 | Buncher |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2019153451A1 (en) | 2019-08-15 |
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