GB2175057A - Continuous variable transmission - Google Patents
Continuous variable transmission Download PDFInfo
- Publication number
- GB2175057A GB2175057A GB08608268A GB8608268A GB2175057A GB 2175057 A GB2175057 A GB 2175057A GB 08608268 A GB08608268 A GB 08608268A GB 8608268 A GB8608268 A GB 8608268A GB 2175057 A GB2175057 A GB 2175057A
- Authority
- GB
- United Kingdom
- Prior art keywords
- gear
- speed
- transmission
- power
- accelerating
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- 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
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
- F16H47/08—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion
- F16H47/085—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion with at least two mechanical connections between the hydraulic device and the mechanical transmissions
-
- 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
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transmission Devices (AREA)
- Structure Of Transmissions (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
A continuously-variable transmission mainly for use in automobiles which permits stepless speed change without the need for clutches or a set of change gears. The transmission comprises a gear (2) driven by a power source (1). Auxiliary gears (6) are mounted on this gear and mesh with a driven gear (3) and a power takeoff gear (4). A torque converter (13) transmits the rotation of the driven gear (3) to the power takeoff gear (4). <IMAGE>
Description
SPECIFICATION
Continuous nonstage transmission
The present invention relates to a transmission mainly for use in an automobile, and more particularly to a continuous nonstage transmission with a speed change ratio continuously changing with the car speed.
A transmission for an automobile, in which the gear is automatically shifted according to the actual car speed, has already been developed. This transmission changes the speed change ratio by engaging one of the clutches allotted to different speeds. In another type of transmission, the gear ratio is changed by changing the ratio of the diameter of the driving pulley to that of the driven pulley.
These conventional transmissions have a disadvantage that an intricate mechanism attended with high manufacturing cost is required to change the transmission gear ratio, because the clutch to be engaged or the ratio of the pulley diameters must be changed according to the actual car speed.
The first one of the above-described two conventional transmissions has another disadvantage that since the transmission gear ratio is discontinuously changed, it is difficult to decrease a shock which is felt when the gear is shifted. Although the second one permits a change in the car speed on a nonstage basis, its mechanism is such that it is difficult to ensure an effective torque transmission.
It is an object of the present invention to provide a nonstage transmission which eliminates the above-described disadvantages.
The nonstage transmission in accordance with the present invention permits a change in the car speed on a continuous nonstage basis, assures effective torque transmission, and is simple in construcion so as to be massproduced economically.
The nonstage transmission in accordance with the present invention comprises an accelerating gear driven by a power source; auxiliary gears rotatably supported on the accelerating gear and having their axes aligned with the radii of the accelerating gear and their tooth surfaces projecting from both sides of the accelerating gear; a driven gear disposed coaxially with, and on one side of, the accelerating gear and engaging the auxiliary gears; a power takeoff gear disposed coaxially with, and on the other side of the accelerating gear and engaging the auxialiary gears; a power transmission means coupled with the driven gear for transmitting the rotation of the driven gear to the power takeoff gear; and a driving shaft coupled with the power takeoff gear.
Rotatory power is transmitted from the power source to the accelerating gear and then to the driven gear through the auxiliary gears. The driven gear transmits the rotatory power to the power takeoff gear through the power transmission means including a torque converter. The power takeoff gear, in turn, rotates the driven gear through the auxiliary gears in the direction reverse to the direction of rotation of the power takoff gear. This holds good irrespective of the number of revolutions of the accelerating gear. When the driven gear rotates at a high speed, the power takeoff gear also rotates at a high speed. The higher the speed of revolution of the latter is, the higher the speed of revolution of the former becomes through the auxiliary gears.As long as the power source continues to apply accelerating torque to the accelerating gear, the driven gear and the power takeoff gear continue to act on each other to increase their speed of revolution.
Let us suppose that the power source is running at a speed of 1000 rpm, that the difference between the input speed and the output speed of the torque converter is 200 rpm, and that the accelerating gear is rotating at a speed of 100 rpm due to a reduction gear ratio of 10:1 by which the engine speed (1000 rpm) is reduced. Then the driven gear rotates at a speed of 200 rpm. The power takeoff gear is at a standstill when the driven gear rotates at this speed, because this speed falls within the range of difference between the input speed and the output speed of the torque converter. If the power source is accelerated to 2000 rpm, then the accelerating gear rotates at a speed of 200 rpm and the driven gear rotates at a speed of 400 rpm, from which 200 rpm are deducted by the torque converter and the residual speed of 200 rpm is transmitted to the power takeoff gear.
Now the power takeoff gear rotates at a speed of 200 rpm, which is transmitted to the driven gear and added to the speed of revolution thereof, so that the driven gear rotates at a speed of 600 rpm, from which 200 rpm are deducted by the torque converter and the residual speed of 400 rpm is transmitted to the power takeoff gear. This speed is transmitted again to the driven gear and added to the speed of revolution thereof. Thus, there is no end to an increase in the speed of revolution of the driven gear and the power takeoff gear.
The power takeoff gear can rotate at a constant speed when it has attained a desired speed of revolution and the engine speed has been restored to 1000 rpm. As a matter of fact, however, the power takeoff gear bears a load, which gradually decreases the number of revolutions thereof. The power takeoff gear can rotate at a constant speed only when the torque required to allow the power takeoff gear to continue rotating at a constant speed is continuously supplied from the power source.
Thus, after acceleration to a desired speed of revolution, the power takeoff gear is allowed to rotate at a constant speed with minimum torque required therefor. As long as the power source continues to supply accelerating torquer the ratio of the revolution speed of the power takeoff gear to the engine speed increases continuously so that the car speed may be changed on a shockless nonstage basis.
The above-mentioned ratio can be set at any value by changing the ratio of the revolution speed of the power takeoff gear to that of the driven gear and/or the ratio of the revolution speed of the accelerating gear to the engine speed and/or by regulating the oil pressure in the torque converter.
The present invention has an advantage that a positive non-slip torque transmission is ensured because the transmission gear ratio is changed not by changing the pulley diameter ratio but by the train of gears.
The present invention has another advantage that it permits an economical mass production of transmissions, because the clutches and a set of change gears, which form parts of a conventional transmission, are omitted from the transmission in accordance with the present invention.
With the above-described object in view and as will become apparent from the following detailed descripion, the present invention will be more clearly understood in connection with the accompanying drawings, in which:
Fig. 1 is a front view of the nonstage transmission according to the present invention;
Fig. 2 is a perspective view thereof;
Fig. 3 is a plan view of an example of the accelerating gear used therein;
Fig. 4 is a side view thereof;
Fig. 5 is a front view of the accelerating gear meshing with the driven gear and the power takeoff gear;
Fig. 6 is a side view thereof;
Fig. 7 is a front view of another example of the accelerating gear; and
Fig. 8 is a side view thereof.
Referring now to Figs. 1 and 2, the continuous nonstage transmission in accordance with the present invention includes an accelerating gear 2 driven by a power source such as an engine 1, a driven gear 3 disposed on one side of the accelerating gear 2 and driven by auxiliary gears 6 rotatably mounted on the accelerating gear 2, a power takeoff gear 4 disposed on the other side of the accelerating gear 2, and a power transmission means including a torque converter 13 by which the power takeoff gear 4 is rotated in correspondence with the number of revolutions of the driven gear 3.
Referring now to Figs. 3 to 6, the accelerating gear 2 is toothed in its outer periphery so as to be coupled to the power source through a gear 5 (Fig. 1) and driven thereby. The auxiliary gears 6 are rotatably supported on the accelerating gear 2 with their axes 7 aligned with the radii of the accelerating gear 2. The tooth surfaces of the auxiliary gears 6 partially project from both sides of the accelerating gear 2 so as to mesh with the driven gear 3 at one side and the power takeoff gear 4 at the other side.
The driven gear 3 is disposed adjacently to and coaxially with the accelerating gear 2, and provided with gear teeth adapted to mesh with the auxiliary gears 6. The power takeoff gear 4 is disposed on the other side of and coaxially with the accelerating gear 2, and provided with gear teeth adapted to mesh with the auxiliary gears 6. In case of an automobile, the power takeoff gear 4 is connected to a propeller shaft for driving the wheels.
Through the auxiliary gears 6 on the accelerating gear 2, the driven gear 3 is rotated in the direction reverse to the direction in which the power takeoff gear 4 rotates.
Referring now again to Figs. 1 and 2, the power transmission means includes a torque converter 13 coupled to the driven gear 3 and the power takeoff gear 4 through gears 9, 10, 11, 12 and 16. The input shaft 14 of the torque converter 13 is coupled to the driven gear 3 through the gears 9 and 10, while its output shaft 15 is coupled to the power takeoff gear 4 through the gears 11, 16 and 12.
The ratio of the revolution speed of the propeller shaft to that of the accelerating gear 2 can be controlled by the difference between the input speed and the output speed of the torque converter 13. The driven gear 3 is rotated with the number of revolutions twice as large as that of the accelerating gear 2. The power takeoff gear 4 is at a standstill as long as the driven gear 3 rotates at a speed which falls within the range of the above-described difference. The power takeoff gear 4 begins to rotate when the driven gear 3 rotates at a speed which exceeds the above-described difference. Then the driven gear 3 and the power takeoff gear 4 act on eaFh other over and over again to increase the speed of revolution of each other as aforesaid. Consequently, the number of revolutions of the power takeoff gear 4 relative to the accelerating gear 2 is increased.
In case of an automobile, gear ratios are commonly 6:1 for first speed and 0.8:1 for maximum speed. Therefore, the mechanism in accordance with the present invention also will permit smooth acceleration if the number of revolutions of the power takeoff gear 4 at the time of acceleration is less than one sixth as large as that of the engine. In case of an ordinary automobile at a stop, the engine is idling at a speed of 800 rpm. Therefore, the accelerating gear 2 rotates at a speed of 80 rpm if the above-mentioned idling speed is transmitted thereto in a reduction ratio of 10:1. The speed of 80 rpm is transmitted to the driven gear 3, which then rotates at a speed of 160 rpm, and yet the automobile does not move, because the speed falls within the range of difference between the input speed and the output speed of the torque converter 13.In order to move the automobile, it is necessary to rotate the driven gear 3 at a speed of about 300 rpm, which means that the engine speed must be increased to 1500 rpm. When the engine speed has been increased to 1500 rpm, the power takeoff gear 4 rotates at a speed of 100 rpm. Then the ratio of the revolution speed of the gear 5 to that of the power takeoff gear 4 is 15:1.
Thus a larger torque is available for acceleration than with conventional mechanisms. As long as the engine is running at a speed of 1500 rpm, the power takeoff gear 4, hence the propeller shaft, continues to gather the revolution speed. Meanwhile, the ratio of the revolution speed of the gear 5 to that of the power takeoff gear 4 gradually decreases, because the driven gear 3 and the power takeoff gear 4 act on each other over and over again to increase the revolution speed of each other.
When the power takeoff gear 4 has attained a desired speed, the engine speed is reduced to such a speed as to be enough to supply the gear 4 with minimum torque required to allow it to continue rotating at a constant speed.
Such a reduction in the engine speed leads to a further decrease in the above-mentioned ratio.
Thus, fuel can be saved because it is unnecessary to keep the engine running at a high speed. Furthermore, although a shock has been felt when the conventional gear is shifted, this problem is now solved by the present invention.
Instead of connecting the power takeoff gear 4 to the propeller shaft of an automobile, the driven gear 3 or the output shaft 15 may be connected to the propeller shaft. In this case, the power output section of the transmission as a whole comprises the driven gear 3 or the output shaft 15.
Spiral bevel gears may be used as the driven gear 3, the power takeoff gear 4 and the auxiliary gears 6.
The power takeoff gear 4 may have no connection with the output shaft 15 of the torque converter 13 so far as the former is of such a structure as to gather the revolution speed in proportion as the latter gathers revolution speed. As an example of such a structure, the output shaft 15 of the torque converter 13 may be connected to the rear wheels as a driving shaft therefor, with the power takeoff gear 4 connected to the front wheels. In this case, the power takeoff gear 4 is indirectly connected to the output shaft 15 of the torque converter 13 through the front and rear wheels and the ground so as to be rotated thereby.
Any other type of power transmission means than a torque converter may be used so far as it produces a difference between the input speed and the output speed.
In the example shown in Figs. 7 and 8, auxiliary gears 6 are mounted on the outer periphery of a shaft 17 of the accelerating gear 2, not directly on the gear 2. In this case, driving force supplied from the power source is imparted to the shaft 17 of the accelerating gear 2.
Claims (6)
1. A nonstage transmission comprising:
an accelerating gear drivable by a power source;
auxiliary gears rotatably supported on said accelerating gear and having their axes aligned with the radii of said accelerating gear and their tooth surfaces projecting from both sides of said accelerating gear;
a driven gear disposed coaxially with, and on one side of, said accelerating gear and engaging said auxiliary gears;
a power takeoff gear disposed coaxially with, and on the other side of said accelerating gear and engaging said auxiliary gears;
a power transmission means coupled with said driven gear for transmitting the rotation of said driven gear to said power takeoff gear; and
a driven shaft coupled with said power take off gear.
2. A nonstage transmission as claimed in claim 1, wherein said power transmission means comprises a torque converter.
3. A nonstage transmission substantially as hereinbefore described with reference to Figures 1 to 6 of the accompanying drawings.
4. A nonstage transmission as claimed in claim 3, modified substantially as hereinbefore described with reference to Figures 7 and 8 of the accompanying drawings.
5. A transmission as claimed in any preceding claim, in combination with a power source coupled to the transmission.
6. A power-driven vehicle incorporating a transmission as claimed in any preceding claim.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60098979A JPS61256060A (en) | 1985-05-09 | 1985-05-09 | Continuously variable transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB8608268D0 GB8608268D0 (en) | 1986-05-08 |
| GB2175057A true GB2175057A (en) | 1986-11-19 |
Family
ID=14234134
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08608268A Withdrawn GB2175057A (en) | 1985-05-09 | 1986-04-04 | Continuous variable transmission |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JPS61256060A (en) |
| DE (1) | DE3615516A1 (en) |
| FR (1) | FR2581727A1 (en) |
| GB (1) | GB2175057A (en) |
| IT (1) | IT1208610B (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004003635A1 (en) * | 2004-01-24 | 2005-08-11 | Zf Friedrichshafen Ag | Portal axle in particular for bus in public transport, comprising staggered axles for drive wheel and differential housing |
| CN103267103A (en) * | 2013-04-26 | 2013-08-28 | 韦瑞林 | Clutch type differential with gear ring capable of sliding on gear ring seat |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2581755Y2 (en) * | 1990-11-30 | 1998-09-24 | 文夫 上田 | Continuously variable transmission with two-stage differential gear transmission |
| DE4135936C2 (en) * | 1991-10-31 | 2001-06-07 | Weber Karl Heinz | Continuously variable automatic transmission |
| DE4205260C1 (en) * | 1992-02-21 | 1993-04-08 | Ulrich Von 4224 Huenxe De Mallinckrodt | Continuously variable transmission drive - has input torque branched under set ratio and again brought together, one branch producing additional torque |
| DE4422368A1 (en) * | 1994-06-27 | 1996-01-18 | Hans Graffe | Close=ratio automotive gearbox |
| FR2813368A1 (en) | 2000-08-23 | 2002-03-01 | Jean Claude Kapikian | Variable ratio transmission system comprises first differential transmitting torque and speed from drive motor through second differential to drive driven shaft |
| JP4617708B2 (en) * | 2004-04-22 | 2011-01-26 | トヨタ自動車株式会社 | Power transmission device |
| CN201434055Y (en) * | 2008-09-18 | 2010-03-31 | 孟良吉 | All-geared speed self adaptation continuously variable transmission |
| DE102022107507A1 (en) | 2022-03-30 | 2023-10-05 | Erik Gonan | Soother with length-adjustable suction part |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB613826A (en) * | 1945-07-19 | 1948-12-03 | Ronald Smith | Improvements in or relating to variable-speed gearing |
| GB655085A (en) * | 1943-08-25 | 1951-07-11 | Jarvis Carter Marble | Improvements in hydraulic variable speed power transmission |
| GB722194A (en) * | 1951-02-09 | 1955-01-19 | Svenska Rotor Maskiner Ab | Improvements in power transmission devices incorporating hydraulic torque converters |
| GB834694A (en) * | 1956-07-07 | 1960-05-11 | Voith Gmbh J M | Variable speed transmission system especially for vehicles |
| US4120213A (en) * | 1975-10-06 | 1978-10-17 | Abraham Levy | Self-balancing continuous power transmission system and method |
| EP0014139A2 (en) * | 1979-01-23 | 1980-08-06 | Gérard Plas | Continuously variable transmission |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1734082U (en) * | 1955-09-13 | 1956-11-15 | Heinrich Lanz Ag | CONTINUOUSLY CONTROLLED DRIVE, IN PARTICULAR FOR AGRICULTURAL MOTOR VEHICLES. |
| GB1208831A (en) * | 1967-02-25 | 1970-10-14 | Voith Getriebe Kg | Superimposition gear |
| US4140029A (en) * | 1976-10-05 | 1979-02-20 | Lee Shiang Yu | Hydromechanical transmission |
-
1985
- 1985-05-09 JP JP60098979A patent/JPS61256060A/en active Pending
-
1986
- 1986-04-04 GB GB08608268A patent/GB2175057A/en not_active Withdrawn
- 1986-04-11 FR FR8605187A patent/FR2581727A1/en active Pending
- 1986-05-07 DE DE19863615516 patent/DE3615516A1/en not_active Ceased
- 1986-05-08 IT IT8620364A patent/IT1208610B/en active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB655085A (en) * | 1943-08-25 | 1951-07-11 | Jarvis Carter Marble | Improvements in hydraulic variable speed power transmission |
| GB613826A (en) * | 1945-07-19 | 1948-12-03 | Ronald Smith | Improvements in or relating to variable-speed gearing |
| GB722194A (en) * | 1951-02-09 | 1955-01-19 | Svenska Rotor Maskiner Ab | Improvements in power transmission devices incorporating hydraulic torque converters |
| GB834694A (en) * | 1956-07-07 | 1960-05-11 | Voith Gmbh J M | Variable speed transmission system especially for vehicles |
| US4120213A (en) * | 1975-10-06 | 1978-10-17 | Abraham Levy | Self-balancing continuous power transmission system and method |
| EP0014139A2 (en) * | 1979-01-23 | 1980-08-06 | Gérard Plas | Continuously variable transmission |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004003635A1 (en) * | 2004-01-24 | 2005-08-11 | Zf Friedrichshafen Ag | Portal axle in particular for bus in public transport, comprising staggered axles for drive wheel and differential housing |
| CN103267103A (en) * | 2013-04-26 | 2013-08-28 | 韦瑞林 | Clutch type differential with gear ring capable of sliding on gear ring seat |
Also Published As
| Publication number | Publication date |
|---|---|
| IT8620364A0 (en) | 1986-05-08 |
| FR2581727A1 (en) | 1986-11-14 |
| DE3615516A1 (en) | 1986-11-13 |
| JPS61256060A (en) | 1986-11-13 |
| GB8608268D0 (en) | 1986-05-08 |
| IT1208610B (en) | 1989-07-10 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |