JP2017089898A - Gear type continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gear type continuously variable transmission.SOLUTION: For two pairs of differential devices 5, 6 with a planetary gear mechanism, one of the differential devices has an input shaft 7, and the other one has an output shaft 12. When two shafts 9, 10 from among the residual base shafts of both differential devices are coupled, by coupling at least one basic shaft with a roll as a planetary gear mechanism changed, rotational energy having been transmitted to the input shaft 7 is transmitted to the output shaft 12 in a state of being capable of changing gear. For one or both of the coupling shafts 9, 10 at this time, control for deceleration or acceleration is performed individually to adjust change of a gear. By using regenerative braking as the control for deceleration, energy lost by control for change of a gear is recovered.SELECTED DRAWING: Figure 2

Description

The present invention relates to a transmission, and relates to industrial machines and general machines that require a propulsive force, but is mainly intended for use in vehicles.

The continuously variable transmission, which is ideal as a transmission, is widely used in the friction type. However, since it is a friction type, there is a problem of slipping and it is not suitable for transmission of large power. Originally, the gear type that makes it possible to use a differential device with a planetary gear mechanism has been proposed, but because it has a structure with one of the differential shafts as the adjustment shaft and one as the output shaft, Because of this, it seems that the torque required for the control is comparable to that of the main prime mover, and no solution has been proposed.
Such a mechanism using a differential gear can also be seen in the current mainstream automatic transmission (automatic multi-stage transmission) that incorporates multiple differential gears, but here, energy is lost by completely stopping the adjusting shaft. In many cases, a multi-stage speed change is realized by making the differential and the adjusting shaft multi-stage.
After all, a gear type continuously variable transmission with little energy loss has not been realized.

Patent No. 3248690 (P3248690) Patent No. 3689020 (P3689020)

An object is to realize a gear-type continuously variable transmission that is capable of transmitting a large amount of power with little energy loss due to gear shifting.

When one of the basic shafts of a differential device having a planetary gear mechanism is used as an input shaft and the rotational energy of a main prime mover such as an engine is applied, the force is distributed to the other basic shafts of the differential device. Two of these shafts were connected to two arbitrary basic shafts of a differential unit having another planetary gear mechanism, and the rotational energy extracted from one of the remaining basic shafts as an output shaft was input from the main prime mover. It can be said that the rotational energy is changed.

When the role of the basic shaft as the planetary gear mechanism is changed in at least one of the two shafts that transfer rotational energy between the two differential devices, that is, the sun gear, the planet carrier, the planetary gear, and the internal gear. When they are connected so as not to be connected to each other, the rotation speed and torque of the output shaft can be varied, that is, the gear can be shifted continuously.

This speed change utilizes the fact that the rotational speed of each basic shaft of the differential gear is proportional to the rotational speed of the output shaft, and controls deceleration or acceleration with respect to any basic shaft except the input shaft and output shaft. As a result, the output shaft is shifted.

At this time, the output shaft is accelerated in the positive direction by controlling the deceleration with respect to the axis with a negative proportional coefficient of the rotational speed with respect to the output shaft, and the acceleration with respect to the positive axis. The output shaft is accelerated in the reverse direction by reversing.

In the deceleration control, the torque of the output shaft is decreased by the resistance force, whereas in the acceleration control, the output shaft torque is slightly increased.

In addition, when regenerative braking is used when deceleration control is applied to this basic axis, the electric power obtained there can be used for any purpose. For example, acceleration control for this basic axis or output axis Alternatively, it can be used in a wide range, for example, by attaching an electric motor to it and using it for imparting rotational energy, that is, energy loss caused by deceleration control can be suppressed.

A gear-type continuously variable transmission capable of large power transmission could be realized.
It is possible to suppress the energy loss caused by the shift, and eliminate the need for the reverse rotation device found in the existing transmission and the external clutch mechanism during the shift.

It is sectional drawing which shows an example of the differential gear having a planetary gear mechanism. It is sectional drawing which shows the example of the form of the transmission of this invention. It is a graph which shows the rotational speed ratio of the 2 axis | shaft which connects an input shaft, an output shaft, and two differential devices among the shafts in the transmission in the example of a form.

In the present invention, a differential device having a planetary gear mechanism, which is widely used for automatic transmissions and differentials for vehicles, is used.
The basic shape of the differential device to be handled only needs to have the basic characteristics of the planetary gear mechanism, that is, the differential device has a variety of types such as a bevel-shaped one and a two-stage gear-shaped one. The number of planetary gears varies, but their shape is not limited.
The cross-sectional view of FIG. 1 shows an example of a general shape of a differential device composed of an internal gear 1, a planetary gear 2, a planet carrier 3, and a sun gear 4. About the differential device in the following description Uses this form for convenience.
Although the gear ratio in the differential gear is not limited, in the following description, for convenience, the gear gear ratio of the sun gear, planetary gear, and internal gear of each differential gear is 1: 1: 3, and the features are extracted. For the sake of explanation, resistances that differ depending on the production, such as the frictional resistance and lubricating oil resistance of the bearings provided in each gear and where necessary, are ignored.
In addition, although it does not limit how the planet carrier supports the planetary gear, in the following description, the planetary gear is assumed to be supported by the planetary carrier integrated shaft for easy understanding.

Two differential devices 5 and 6 are prepared.
Arbitrary one of the basic shafts of the differential device 5 is an input shaft 7 connected to the output shaft of a main prime mover such as an engine, and any one of the basic shafts of the differential device 6 is an output shaft 12. Of the remaining basic axes of both differential units, any two of them are connected as basic axes shared by the differential units 5 and 6, and at least one of the connected axes is For example, let us consider what changed the role of the basic shaft, such as connecting the sun gear and planetary carrier.
There are several ways of combining the shafts at the time of connection satisfying such conditions, and the way of combining them is not limited. However, for the sake of convenience, the connecting shapes of the differential devices 5 and 6 shown in the cross-sectional view of the transmission of FIG. An example will be described.

In this example, the differential device 5 includes an input shaft 7 connected to the main prime mover as a planetary carrier and includes a planetary gear 8, an internal gear 10, and a sun gear 9a. The differential device 6 includes the internal gear 10 and the planetary carrier. 9, a planetary gear 11, and a sun gear 12 a that is a part of the output shaft 12. The differential devices 5 and 6 are connected by an internal gear 10, and are also connected by the sun gear 9 a and the planet carrier 9.
Further, an adjuster 13 is connected to the internal gear 10, and an adjuster 14 is connected to the planet carrier 9, and these adjusters are motor generators in which the motor and the generator are reversible and the operation is electronically controlled.
The rotational speeds of the input shaft 7 and the output shaft 12 are read by separate sensors. Since each basic shaft in the differential is proportional to the rotational speed of the output shaft, the rotational speed can be calculated, and these are used in the electronic control of the regulator.

The adjusters 13 and 14 are supported by a housing 15 and a corresponding shaft.
The adjusting machine increases or decreases the rotational force with respect to the corresponding shaft. The reason why it is a motor generator is not only to generate resistance by power generation but also to adjust the power generation amount, that is, the resistance force in the existing technology. It is easy to use, and it can be used for taking out electric power and generating rotational energy using electric power.
However, in the present invention, if the efficiency is neglected and only the elements capable of shifting are limited, the adjuster also serves as a mechanism for extracting energy like a motor generator.
In this example, the electric power generated by the adjusting machine 13 is used for the driving force of the adjusting machine 14, and the electric power generated by the adjusting machine 14 is used for the driving power of the adjusting machine 13.

When a constant rotational energy is given to the input shaft 7 from the main prime mover, and the input shaft 7 is in a constant torque and rotational speed state, the basic shafts in the differential units 5 and 6 show the rotational speed ratio of FIG. .
This ratio is specific to the connection method of the differential devices 5 and 6 and the gear ratio selected, and the ratio and inclination change when the device is changed, but in each case the axis of each axis except the input shaft is changed. The feature is that the rotational speed is proportional to the rotational speed of the output shaft.
Between the input shaft 7 and the output shaft 12, differential devices 5 and 6 are provided, and the entire rotational speed ratio is determined based on a shaft having rotational energy and resistance.
For example, when the output shaft 12 side is not rotating and is under high braking as in a vehicle that is braked and stopped while the engine is running, and the adjusters 13 and 14 are in an unloaded state, Regardless of the rotational energy applied to the input shaft 7 and its change, the rotational speed of the output shaft 12 does not change from zero.

When a constant rotational energy is given to the input shaft 7 from the main prime mover and the output shaft 12 is stopped with a constant resistance force, the adjuster 13 generates electric power to the internal gear 10. By generating a resistance force and applying a force in the deceleration direction, the rotational speed of the output shaft 12 increases in the positive direction according to the rotational speed ratio shown in FIG. 3, and this is a shift.
At the same time, even if the adjuster 14 generates a rotational force and the planetary carrier 9 is accelerated, the shift is assisted with the same tendency.

The rotational energy finally given to the output shaft 12 is reduced by the magnitude of the resistance generated by the regulator 13, but the electric power generated by the regulator 13 increases the rotational energy given to the output shaft 12. In addition to being used as a driving force for the adjuster 14 as in this example, another rotating motor (not shown) is attached to the output shaft 12 and subsequent portions to directly apply a rotational force. A mechanism to do this is also conceivable.

As the resistance applied by the adjuster 13 increases, the speed of the shift increases, but the rotational energy that decreases from the output shaft 12 also increases. In addition, the acceleration resistance exists and generally according to the increase in the rotational speed. Since the resistance of the output shaft 12 also increases, the speed of the speed change eventually decreases, the speed does not change, and the speed is reduced.
Therefore, when seeking a fast shift, it is desirable to calculate and maintain the optimal point of fluctuation while reading the rotational speed while gradually increasing the resistance applied by the adjuster 13, that is, relying on electronic control. Is desirable.

As the internal gear 10 and the planetary carrier 9 are shown in FIG. 3, since the sign of the proportionality coefficient of the rotation speed ratio is opposite, the adjuster 14 is generated by the adjuster 13 with respect to the planetary carrier 9. The speed of shifting can be increased by applying a positive rotational force using electric power.
This also gives rotational energy to the output shaft 12 at the same time.
In this case, it is possible to supply the necessary power from the outside, but in any case, it is desirable to control the shift using both the adjusters 13 and 14 as much as possible in order to increase the adjustment accuracy.

The output shaft 12 can be reversed by reversing the direction of the deceleration force and the rotational force generated by the adjusters 13 and 14.
That is, the output shaft 12 is controlled by the adjuster 14 generating resistance against the planetary carrier 9 or the adjuster 13 applying rotational energy to the internal gear 10 in the positive direction, or by coordinated control of both. It will be reversed and accelerated.

Further, when the output shaft is decelerated, it is conceivable to use a regulator to generate power and take out regenerative energy. If a battery or the like is connected, it is possible to store electricity.

In addition, although the proportionality coefficient and the positive / negative sign of the rotational speed ratio of each gear are determined by the connection method of the differential devices 5 and 6, in the patterns other than the example of FIG. Note that the sign of the proportional coefficient of the rotation speed ratio is not necessarily reversed.
As for the shapes of the differential devices 5 and 6 and the connection method, it is necessary to select a shape that meets the purpose although it is arbitrary.

DESCRIPTION OF SYMBOLS 1 Internal gear 2 Planetary gear 3 Planetary carrier 4 Sun gear 5 First differential device 6 Second differential device 7 Planet carrier and input shaft 8 of the first differential device Planet gear 9a of the first differential device First differential Device sun gear (first connecting shaft)
9 Planetary carrier of the second differential (first connecting shaft)
10 Internal gear shared by the first and second differentials (second connecting shaft)
11 Planetary gear 12 of second differential device Output shaft 12a Sun gear and output shaft 13 of second differential device 13 First adjuster 14 Second adjuster 15 Transmission housing 16 Rotational speed detection sensor 17 of input shaft Output shaft Rotational speed detection sensor

Claims (2)

Two sets of differential gears with planetary gear mechanisms, one with one of the basic shafts as the input shaft and one with the basic shaft as the output shaft, except for the input shaft or the output shaft, respectively. At least one of the shafts is connected so as not to be a sun gear, planet carrier, planet gear, or internal gear, and control of deceleration or acceleration is performed on any of the basic shafts other than the input shaft and the output shaft. , The rotational energy applied to the input shaft is shifted and transmitted to the output shaft. 2. The gear type continuously variable transmission according to claim 1, wherein regenerative braking is used for speed change control by decelerating the basic shaft, and the generated electric power can be used for any purpose, thereby suppressing energy loss caused by speed change control. Gear type continuously variable transmission.

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