JP4292557B1 - Gear type continuously variable transmission for traveling vehicles. - Google Patents

Abstract

A gear-type continuously variable transmission for a traveling vehicle that has no shift shock, is easy to control, and has excellent fuel efficiency.
A planetary gear mechanism J1. J2. On the countershaft 4 that is connected in series with the output shaft 14 via J3 and has a countershaft 4 that is parallel to the input shaft 1 and meshes with the gear 2 on the input shaft 1. The power is distributed in parallel to the gear 3 according to the gear ratio, and the low speed transmission path to the output shaft 14 via the gear 5 and the gear 6 via the planetary gear mechanism J4 connected to the counter shaft 4, and the sun gear B1 A medium speed transmission path that reaches the output shaft 14 through the gear 12 and the gear 13 is set at a deceleration speed in the middle of the low speed path and the high speed path. Reversely transmitted and transmitted, the control is initially suppressed by the low-speed brake mechanism 9, and the control is sequentially suppressed by the medium-speed brake mechanism 17, thereby changing the composite ratio of each gear group of the low-speed, medium-speed, and high-speed gears for continuously variable transmission. .
[Selection] Figure 1

Description

  The present invention relates to a geared continuously variable transmission for a traveling vehicle.

  A conventional automatic transmission for a vehicle is provided with a plurality of wet multi-plate clutches and brakes and operates according to hydraulic pressure, and the hydraulic circuit is controlled by a computer to shift in stages.

A conventional belt-type continuously variable transmission performs a shift using two belt pulleys around which a metal belt is wound.
In addition, the toroidal type continuously variable transmission performs a shift by moving a disk facing each other and a sphere interposed therein.
JP 2003-301924 A (A) JP 2003-4117 A (A)

  The conventional automatic transmission has a plurality of wet multi-plate clutches and brakes, and controls the hydraulic circuit to actuate the clutches and brakes to change gears step by step. Because of this, power transmission is not smooth, there is power loss due to the drive of the control oil pump, and it may cause failure due to wear of the multi-plate clutch and brake. In order to apply high pressure hydraulic pressure to the belt pulley by driving the oil pump to prevent slipping of the metal belt wrapped around it, the fuel efficiency is poor and unsuitable for high horsepower cars. In order to change the speed by power transmission and movement of the sphere depending on the frictional resistance of the sphere intervening in the sphere, fuel efficiency is poor and high horsepower is applied to increase contact resistance by applying high pressure hydraulic pressure. Not suitable for cars.

  The present invention is intended to solve the problems of such a conventional configuration, does not require a control oil pump or a multi-plate clutch, can be applied to a high horsepower vehicle, and is easy to control. The objective is to realize a smooth speed change and a continuously variable speed change with good fuel efficiency.

  A planetary gear mechanism that meshes with a sun gear A1 that is linked to an input shaft 1 A drive gear 2 that is linked to a carrier 9H that holds a pinion gear A2 of J1 is arranged, and a one-way clutch that is integrated with a driven shaft P1 that is integrated with a ring gear A3 that meshes with the pinion gear A2. 20 is set to be reverse rotation with respect to the input shaft 1, and a passive gear 13 connected to the sun gear D1 meshing with the pinion gear D2 held by the carrier 10H of the planetary gear mechanism J2 connected to the driven shaft P1 is arranged, A one-way clutch 19 is arranged on a driven shaft P2 integrated with a ring gear D3 that meshes with the pinion gear D2, and is set to rotate reversely with respect to the input shaft 1. The carrier 11H of the planetary gear mechanism J3 connected to the driven shaft P2 A passive gear 6 connected to the sun gear C1 meshing with the held pinion gear C2 is disposed, and the pinion gear C2 The output shaft 14 integrated with the meshing ring gear C3 is connected in series with the input shaft 1 and is set to rotate reversely with respect to the input shaft 1. A counter shaft 4 is installed in parallel with the input shaft 1 and fixed to the counter shaft 4. And the control gear 15 connected to the sun gear B1 engaged with the pinion gear B2 held by the carrier 12H of the planetary gear mechanism J4 connected to the counter shaft 4 and meshed with the drive gear 2 coaxial with the input shaft 1 coaxially. And the drive gear 5 fixed to the driven shaft P3 integrated with the ring gear B3 meshed with the drive gear 12, the drive gear 12 and the passive gear 13 coaxial with the input shaft 1, and meshed with the pinion gear B2. The one-way clutch 11 is arranged in a reverse rotation with respect to the gear 7 and the input shaft, and the drive gear 5 and the passive gear 6 coaxial with the input shaft 1 are engaged with each other and the control gear 7 is engaged. The gear gear 8 is connected to the piston 6F of the low-speed brake mechanism 9 via the crankshaft 21, and the worm gear 16 that meshes with the control gear 15 is connected to the piston 6G of the medium-speed brake mechanism 17 via the crankshaft 22 to the cylinder chamber 7F. The fluid is enclosed in / 8F · 7G / 8G.

  The operation of the above problem solving means is as follows. The power from the input shaft 1 is distributed to the three gear groups of the low-speed gear group, the medium-speed gear group, and the high-speed gear group, and the low-speed gear group (1.A1.A2.9H.2.3. 4.12H.B2.B3.P3.5.5.6.C1.C2.C3.14.) And medium speed gear group (1.A1.A2. 9H.2.3.3.412H.B2.B1.12.113.D1.D2.D3.P2.11H.C2.C3.14.) And a high-speed gear group shifted at an increased speed with respect to the input shaft (1.A1.A2.A3.P1.10H.D2.D3.P2.11H.C2.C3.14.) Are connected in series, and the power from the input shaft 1 starts with the low-speed gear group in order of increasing initial driving force. The medium speed gear group transmits the combined driving force according to the reduction ratio to the output shaft 14 in the reverse direction. The piston 6F connected to the crankshaft 21 directly connected to the worm gear 8 meshing with the control gear 7 of the driven shaft P3 arranged coaxially is reciprocated in the cylinder chamber 7F / 8F of the brake mechanism 9 and enclosed in the cylinder chamber. The fluid is reciprocated in the cylinder chamber 7F / 8F through the passage 2F, and the valve 4F directly connected to the tip of the drive shaft 5F by the rotation of the motor 10 closes the passage 2F, so that the inside of the cylinder chamber 7F / 8F The reciprocating motion of the piston 6F is also controlled by controlling the movement of the fluid, and the rotation of the low-speed gear group from the control gear 7 that meshes with the worm gear 8 directly connected to the crankshaft 21 from the piston 6F via the drive gear 5. And the rotation of the medium-speed gear group is increased in inverse proportion, and the high-speed gear group also starts to rotate in accordance with the transmission ratio from a constant rotation range, and the combined rotation is the output shaft 1. When the valve 4F is fully closed, the reciprocating motion of the piston 6F is stopped and the rotation of the low-speed gear group is also stopped. The valve 4G is sequentially closed by the motor 18 of the medium-speed brake mechanism 17. As the fluid moves in the cylinder chambers 7G / 8G, the reciprocating motion of the piston 6G is also controlled and meshes with the worm gear 16 directly connected to the crankshaft 22 connected to the piston 6G. The rotation of the medium speed gear group is controlled via the drive gear 12 integrated with the control gear 15, and the rotation of the high speed gear group is increased in inverse proportion, and the combined rotation is reversely transmitted to the output shaft 14 and transmitted. When the valve 4G is fully closed, the rotation of the medium-speed gear group is stopped and the rotation of only the high-speed gear group is transmitted to the output shaft 14 by being reversely rotated and distributed to the low-speed, medium-speed, and high-speed gear groups. The power is combined with the output shaft 14 Changing the composite ratio depending on the low speed side brake mechanism 9 and the medium-speed side brake mechanism 17 is continuously variable by.

  In the present invention, the fluids in the two brake mechanisms are sequentially controlled and controlled for speed change, and the infinitely variable speed is changed by changing the composite ratio of each gear group of low speed, medium speed, and high speed. Smooth shift without shock.

  In addition, multiple multi-plate clutches and brakes used for shifting in conventional automatic transmissions are not required, there is no failure due to wear of the multi-plate clutches and brakes, no drive of an oil pump for shift control is required, and fuel efficiency A gear-type continuously variable transmission that can withstand high horsepower.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a cross-sectional view of an embodiment of the device of the present invention. A drive gear 2 connected to a carrier 9H holding a pinion gear A2 meshing with a sun gear A1 of a planetary gear mechanism J1 connected to an input shaft 1, and the pinion gear A2 The one-way clutch 20 set to rotate reversely to the input shaft is disposed on the driven shaft P1 integrated with the ring gear A3 meshing with the pinion gear D2 held by the carrier 10H of the planetary gear mechanism J2 connected to the driven shaft P1. The one-way clutch 19 set to rotate reversely to the input shaft is disposed on the driven shaft P2 integrated with the passive gear 13 connected to the sun gear D1 and the ring gear D3 engaged with the pinion gear D2, and connected to the driven shaft P2. A passive gear 6 connected to the sun gear C1 meshing with the pinion gear C2 held by the carrier 11H of the planetary gear mechanism J3, The output shaft 14 integrated with the ring gear C3 meshing with the pinion gear C2, the counter shaft 4 is installed in parallel with the input shaft 1, the passive gear 3 is fixed coaxially and meshed with the input gear coaxial drive gear 2, A control gear 15 and a drive gear 12 integrated with a sun gear B1 that meshes with a pinion gear B2 held by a carrier 12H of a planetary gear mechanism J4 connected to the countershaft 4 are arranged, and the drive gear 12 and the input shaft 1 are arranged. The one-way clutch 11 is arranged so as to be reversely rotated to the drive gear 5, the control gear 7, and the input shaft fixed to the driven shaft P3 integrated with the ring gear B3 meshed with the coaxial passive gear 13 and meshed with the pinion gear B2. The drive gear 5 and the input shaft 1 coaxial passive gear 6 mesh with each other, the control gear 7 and the worm gear 8 mesh with each other, and are directly connected to the crankshaft 21. The crankshaft 21 and the piston 6F of the brake mechanism 9 are connected to each other, a passage port 3F is provided in the cylinder chamber 7F / 8F of the brake mechanism 9, and a passage 2F is disposed therein, and a fluid is enclosed in the cylinder chamber 7F / 8F. The motor 5 connected to the valve 4F is disposed in the passage 2F, and is directly connected to the countershaft 4 coaxial control gear 15 and the worm gear 16 and the meshing crankshaft 22. The crankshaft 22 and the piston 6G of the brake mechanism 17 A motor in which a passage port 3G is provided in the cylinder chamber 7G / 8G of the brake mechanism 17 and a passage 2G is disposed in the cylinder mechanism 7G / 8G, a fluid is sealed in the cylinder chamber 7G / 8G, and a valve 4G is connected to the passage 2G. 18 is arranged.

  FIG. 2 is a perspective view showing an embodiment of the present invention.

  FIG. 3 is a schematic diagram showing a power transmission path from the input shaft to the output shaft according to the present invention.

  FIG. 4 is a speed change characteristic diagram showing a composite gear ratio of a low speed / medium speed / high speed gear group from the input shaft to the output shaft according to the present invention.

  The operation of the above configuration will be described below. A high-speed gear group (1.A1.A2.A3.P1.10H.D2.D2.P2.11H.C2.C3.1) connected in series from the input shaft 1 to the output shaft 14 and set to increase the speed with respect to the output shaft 14. 14.) and a medium speed gear group (1.A1.A2.9H.2.3.4.4.12H.B2.B1.12.113.D1) decelerated to an intermediate region between the high speed gear group speed and the low speed gear group. .D2.D3.P2.11H.C2.C3.14.) And the most greatly reduced low speed gear group (1.A1.A2.9H.2.33.4.12H.B2.B3.P3.5) .6.C1.C2.C3.14), the low-speed gear group 2 and the medium-speed gear group 2 having a light driving force whose rotation from the input shaft 1 is initially set to the deceleration side. The rotation of the gear group of the series is combined with the rotation distributed according to the reduction ratio and transmitted to the output shaft 14 in the reverse direction. The piston 6F of the brake mechanism 9 connected to the crankshaft 21 directly connected to the worm gear 8 that meshes with the control gear 7 that is coaxial with the shaft 4 reciprocates, and the fluid enclosed in the cylinder chamber 7F / 8F passes through the passage 2F. As the valve 4F attached to the tip of the drive shaft 5F is closed by the rotation of the motor 10, the fluid in the cylinder chamber 7F / 8F is controlled to move. Thus, the reciprocating motion of the piston 6F is controlled, and the rotation of the low-speed gear group is controlled from the control gear 7 meshed with the worm gear 8 directly connected to the crankshaft 21 via the coaxial drive gear 5, and the medium-speed gear group is in inverse proportion. The rotation is accelerated and the high-speed gear group starts to rotate from a constant rotation range. The low-speed gear group, the medium-speed gear group, and the high-speed gear group gear group transmit the combined rotation to the output shaft 14, When the cylinder 4F is fully closed, the movement of the fluid in the cylinder chamber 7F / 8F is suppressed, the reciprocation of the piston 6F is also suppressed, the rotation of the low speed gear group is suppressed, and the medium speed gear group and the high speed gear group are inversely proportional to each other. The combined rotation according to the gear ratio is transmitted to the output shaft 14, and the piston 6G of the brake mechanism 17 connected to the crankshaft 22 directly connected to the worm gear 16 that meshes with the control gear 15 coaxially with the countershaft 4 is The movement of the fluid enclosed in the cylinder chamber 7G / 8G is controlled by closing the oil valve 4G attached to the tip of the drive shaft 5G according to the rotation of the cylinder 18G, thereby reciprocating the piston 6G. The medium-speed gear group is rotated via the drive gear 12 integrated with the control gear 15 that meshes with the worm gear 16 directly controlled and connected to the crankshaft 22. As a result, the rotation of the high-speed gear group is increased in inverse proportion, and the rotation combined with the medium-speed gear group is transmitted to the output shaft 14, and when the valve 4G is fully closed, the reciprocating motion of the piston 6G is suppressed and the medium-speed gear group is suppressed. The rotation of the high-speed gear group is also reversely transmitted to the output shaft 14 for continuously variable transmission.

  It can be applied as a continuously variable transmission for a traveling vehicle.

Sectional view of an embodiment of the present invention A perspective view of an embodiment of the present invention Schematic showing the principle of the present invention Shift characteristic diagram of the present invention

Explanation of symbols

1 Input shaft 2.5.12 Drive gear 3.6.13 Passive gear 7.15 Control gear 4 Countershaft 8.16 Worm gear 9 Low speed brake mechanism 17 Medium speed brake mechanism 10.18 Motor 11.19.20 One way Clutch 14. Output shaft 21.22 Crank shaft A1. B1. C1. D1 Sun gear A2. B2. C2. D2. Pinion gear A3. B3. C3. D3 Ring gear 1F. 1G pipe 2F. 2G passage 3F. 3G passageway 4F. 4G valve 5F. 5G drive shaft 6F. 6G piston 7F. 8F. 7G. 8G cylinder chamber 9H. 10H. 11H. 12H Carrier J1. J2. J3. J4 planetary gear mechanism P1. P2. P3 Driven shaft

Claims (1)

  The planetary gear mechanism (J1) pinion gear (A2) meshed with the sun gear (A1) directly connected to the input shaft (1) and the drive gear (2) connected to the carrier (9H) holding the pinion gear (A2) are input. A driven shaft (P1) that is disposed on the shaft (1) and integrated with the ring gear (A3) of the planetary gear mechanism (J1) that meshes with the pinion gear (A2), and the driven shaft (P1) is an input shaft ( 1) A one-way clutch (20) is disposed on the driven shaft (P1) so as to rotate only in the reverse rotation direction, and the carrier (10H) of the planetary gear mechanism (J2) connected to the driven shaft (P1). A passive gear (13) connected to the pinion gear (D2) held on the sun and the sun gear (D1) meshing with the pinion gear (D2) is disposed on the driven shaft (P1), and the pinion gear (J2) of the planetary gear mechanism (J2) A driven shaft (P2) integrated with a ring gear (D3) meshing with D2), and the driven shaft (P ) Is arranged on the driven shaft (P2) so that it rotates only in the reverse rotation direction with respect to the input shaft (1), and the planetary gear mechanism (J3) connected to the driven shaft (P2). A pinion gear (C2) held by the carrier (11H) and a passive gear (6) connected to the sun gear (C1) meshing with the pinion gear (C2) are arranged on the driven shaft (P2), and the pinion gear (C2) A high-speed gear group (1.A1.A2.A3) that accelerates rotation from the input shaft (1) and transmits it to the output shaft (14) to the output shaft (14) integrated with the ring gear (C3) meshing with .P1.10H.D2.D3.P2.11H.C2.C3.14), a counter-shaft (4) is arranged in parallel with the input shaft (1), and the countershaft (4) is passive The gear (3) is fixed, and the drive gear (2) and the passive gear (3) are decelerated to the meshing countershaft (4). Are integrated into the pinion gear (B2) held by the carrier (12H) of the planetary gear mechanism (J4) connected to the countershaft (4) and the sun gear (B1) meshing with the pinion gear (B2). A control gear (15) and a drive gear (12) arranged on the countershaft (4), and a passive gear (13) connected to the drive gear (12) and the sun gear (D1) of the planetary gear mechanism (J2); The drive gear (12) is meshed and transmitted to the meshing passive gear (13), and the rotation from the input shaft (1) is transmitted to the planetary gear mechanism (J4) connected to the countershaft (4). Through a passive gear (13) that meshes with the drive gear (12), and a medium speed gear group (1...) That transmits the rotation from the input shaft (1) at a reduced speed to the output shaft (14). A1. A2.9H. 2.3.4.12H. B2. B1.12.13. D1. D2. D3. P2.11H. C2. Drive gear (5) and control gear (C3.14) fixed to the driven shaft (P3) integrated with the ring gear (B3) meshing with the pinion gear (B2) of the planetary gear mechanism (J4). 7), a one-way clutch (11) is arranged on the driven shaft (P3) so that the driven shaft (P3) rotates only in the reverse rotation direction with respect to the input shaft (1), and the drive gear (5 ) Meshes with the passive gear (6) connected to the sun gear (C1) of the planetary gear mechanism (J3) coaxial with the input shaft (1), and is accelerated to the passive gear (6) meshed with the drive gear (5). The rotation from the input shaft (1) is transmitted through a planetary gear mechanism (J4) connected to the counter shaft (4), and the drive gear (5) fixed to the driven shaft (P3) is engaged with a passive gear. A low-speed gear group (1.A1.A) that transmits to the output shaft (14) at a reduced speed via the planetary gear mechanism (J4). .9H.2.3.3.412H.B2.B3.P3.5.6.6.C1.C2.C3.14), and the rotation from the input shaft (1) is a low-speed gear group and a medium-speed gear. The transmission according to the gear ratio is divided and transmitted to the transmission shaft of the group and the high-speed gear group and is transmitted to the output shaft (14), and is connected to the control gear (7) fixed to the counter-coaxial coaxial (P3). The low-speed brake mechanism (9) and the medium-speed brake mechanism (17) connected to the control gear (15) coaxial with the countershaft (4) rotate the input shaft (1) at the low speed. After the control of the low-speed gear group is suppressed by the operation of the side brake mechanism (9), the intermediate speed gear group is sequentially controlled and suppressed by the operation of the medium-speed side brake mechanism (17), thereby changing the compound ratio and continuously changing the speed. A gear type continuously variable transmission for vehicles.

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