JPH02180348A - Continuous transmission - Google Patents

Abstract

PURPOSE:To strengthen transmission force and provide with a long lifetime by pinching an aux. ring between a motive wheel and a follower wheel, wherein the aux. ring circulates while drawing a locus independent from their working surfaces, and transmitting torque from this motive wheel to follower wheel. CONSTITUTION:An aux. ring 3 is pinched between a motive wheel and a follower wheel, wherein the aux. ring circulates while drawing a locus independent from their working surfaces, and thereby a torque is transmitted from the motive wheel 1 to follower wheel 2. One or more of the positions of these motive wheel 1, follower wheel 2, and aux. ring 3 are adjusted in the direction of varying the working radius ratio of the motive wheel 1 to follower wheel 2. The aux. ring 3 does not transmit torque with tension, but with friction force due to pinching. This provides high capacity for transmission force and also with a long lifetime.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a continuously variable transmission, and is used in small-sized transmissions such as automobile transmissions.

(Prior Art) A variety of continuously variable transmissions have been proposed, and among them, many mechanisms utilize friction.One well-known mechanism that utilizes this friction is a cone system in which a belt is passed crosswise around a pair of cone drums. A drum friction mechanism, a disk friction wheel mechanism in which a wheel is pressed against two disks, or a wheel is interposed between a pair of disks as an auxiliary element.

A spherical friction wheel mechanism in which a spherical friction wheel is interposed between wheels as an auxiliary element, and a generatrix arc friction wheel mechanism in which a friction wheel is interposed between a pair of generatrix arc friction wheels.

There is a disk friction mechanism in which a pair of dish-shaped friction disks are interposed between a pair of friction wheels, and a belt mechanism in which the operating radius of the V-belt is changed by changing the interval between nine pairs of disks.

All of these systems use friction, so their structures are relatively simple, but the transmitted torque is small and the auxiliary elements and friction surfaces are subject to high wear.Also, when belts are used, the belts may break due to tension. Ta. Force transmission surface to improve this.

In other words, if the friction surfaces were made of metal, they would slip easily, seize easily, and generate noise.

(Problems to be Solved by the Invention) In order to overcome the problems of the prior art as described above, the first object of the present invention is to provide a continuously variable transmission with a long life that can withstand strong transmission forces. . A second object of the present invention is to provide a continuously variable transmission with low metallic noise.

(Means and effects for solving the problems) The present invention is constructed as follows. In other words, as shown in FIGS. 1 to 11, the continuously variable transmission of the present invention includes an auxiliary ring 3 that circulates between the motive wheel 1 and the driven vehicle 2 while drawing a locus independent of these operating surfaces. is compressed to transmit rotational force from the prime mover 1 to the driven wheel 2,
This continuously variable transmission has a structure in which the position of one or more of the driving wheel 1, the driven wheel 2, or the auxiliary ring 3 is adjusted in a direction in which the operating radius ratio between the driving wheel 11 and the driven wheel 2 changes.

In the continuously variable transmission of the present invention, rotational force is transmitted by friction, but in a vehicle where the contact position with the auxiliary ring 3 does not change in the direction of its rotation axis, a gear is used to eliminate rotational slip.The auxiliary ring 3 in contact with the gear is Teeth that mesh with this can be attached to the operating surface of.

In the continuously variable transmission of the present invention, there is some slippage in the part where friction is used to transmit rotational force, but the reduction ratio is determined by the ratio of two operating radii, almost the same as in the case of gears. Auxiliary ring 3
In order to maintain freedom in deceleration and to facilitate cooling, parts other than the operating parts of the vehicle are closed.

It can be released from 2. For this reason, the operating radius of both the motive vehicle 1 and the driven vehicle 2 can be changed.

The motor vehicle 1 and the driven vehicle 2 are in contact only through the auxiliary ring 3. Therefore, the operating radii of the prime mover 1 and the driven wheel 2 can be independently selected with a large degree of freedom.

In many cases, a continuously variable transmission is required to have the function of speed change and deceleration at the same time. When decelerating, the operating radius of the motive vehicle 1 is smaller than that of the driven vehicle 2, and the smaller the circumference of the auxiliary ring 3, the smaller the space it occupies and is more economical. In addition, when transmitting rotational force only by friction, the auxiliary ring 3 is a friction wheel with a small operating radius and is easily bent.To solve these two problems, the auxiliary ring 3 is attached to the motive wheel l with a small operating radius. In the continuously variable transmission of the present invention, the operating radius of the driving vehicle l is smaller than the operating radius of the driven vehicle 2, and the auxiliary ring 3 surrounds the driving vehicle l. It is desirable that the ring end of this auxiliary ring 3 is guided by a guide roller 4 that is integrally supported with the support part of the motive vehicle 1, and that it is possible to suppress undesirable movement of the auxiliary ring 3 and to prevent it from moving away from the motive vehicle l. In order to increase the efficiency of transmitting the rotational force to the auxiliary ring 3, it is desirable to equip the auxiliary ring 3 with a tension roller 5, thereby applying a sufficiently small tension to the auxiliary ring 3 relative to its tensile strength.

In the continuously variable transmission of the present invention, it is preferable to configure the radius of the operating surfaces of the motive wheel 1 and the driven wheel 2 so that when one becomes smaller, the other also becomes smaller. The change in the internal slip becomes smaller and the friction loss becomes smaller. In other words, in the continuously variable transmission of the present invention, it is desirable that the contact surfaces of the driving wheel 1, the driven wheel 2, and the auxiliary ring 3 have a shape that has an operating radius that makes the angular velocity constant. , this concept is illustrated in FIGS. 1-4 and 9 and is similar to the arrangement of bevel gear pairs.

The present invention differs from a pair of bevel gears in that an auxiliary ring 3 is interposed between the prime mover 1 and the driven wheel 2.9 The discrepancy in surface speed within the contact surface that inevitably occurs as a result of changing the positional relationship between the two is eliminated. In the present invention, this problem is alleviated by the interposition of the auxiliary ring 3, and it is possible to change the working radius ratio by relative displacement of the two in the axial direction, which was not possible with a bevel gear.

In order to improve this slip mitigation function, it is desirable that the auxiliary ring 3 contains synthetic rubber that is elastic and has a large coefficient of friction.The material for the auxiliary ring 3 may be a metal material, a carbon material, a polymer material, etc. It is best to use synthetic rubber reinforced with fibers as the main component, metal chains incorporated into this, or metal chains wrapped in synthetic rubber or polymeric material. Prevents metallic noise.

An embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a structure in which an auxiliary ring 3 is sandwiched between a truncated conical driving wheel 1 and a disk-shaped driven wheel 20, and the auxiliary ring 3 circulates while drawing a locus independent of these operating surfaces. One or more of the motive wheel 1, the driven vehicle 2, or the auxiliary ring 3 is applied in the direction 7 in which the rotational force is transmitted from the motive vehicle 1 to the driven vehicle 2, and the operating radius ratio of the motive vehicle 1 and the driven vehicle 2 changes. This is an example of a continuously variable transmission having a structure for position adjustment.

Figure 2 shows the auxiliary ring 3, which circulates between the truncated cone-shaped motive wheel L and the disc-shaped driven wheel 2, drawing a locus independent of these operating surfaces. Direction 7 in which force is transmitted and the working radius ratio between the motive vehicle 1 and the driven vehicle 2 changes
This is an example of a continuously variable transmission having a structure in which the position of one or more of W, moving vehicle 1, driven vehicle 2, or auxiliary ring 3 is adjusted.

Figure 3 shows an auxiliary ring 3 that circulates between a truncated cone-shaped prime mover 1 and a disc-shaped driven wheel 2, drawing a locus independent of these operating surfaces, and presses the auxiliary ring 3 to move from the prime mover 1 to the driven wheel 2. Direction 7 in which rotational force is transmitted and the working radius ratio of the driving wheel 1 and the driven wheel 2 changes
This is an example of a continuously variable transmission having a structure in which the position of one or more of the motive wheel 1, the driven wheel 2, or the auxiliary ring 3 is adjusted.

FIG. 4 shows a auxiliary ring 3 which circulates between a truncated conical driving wheel l and a truncated conical driven wheel 20, drawing a locus independent of these operating surfaces, and presses the auxiliary ring 3 to transfer rotational force from the driving wheel l to the driven wheel 2. communicate,
This is an example of a continuously variable transmission having a structure in which the position of one or more of the motive vehicle I, the driven vehicle 2, or the auxiliary ring 3 is adjusted in a direction 7 in which the operating radius ratio between the motive vehicle I and the driven vehicle 2 changes.

FIG. 5 is a view taken along line A-A in FIG. 4, and the operating radius of the prime mover 1 is smaller than the operating radius of the driven vehicle 2.

An auxiliary ring 3 surrounds the motor vehicle 1, and the ring end of this auxiliary ring 3 shows that the bearing of the motor vehicle 1 is guided by a guide roller 4 which is integrally supported with the bearing section. Figure 5 shows the prime mover 1, the tension roller 5, and the auxiliary ring 3 in contact with them.
In this example, the actuating surface is provided with teeth that mesh with each other, but a friction transmission mechanism without teeth may also be used. These concepts also apply to the cases shown in FIGS. 1 to 3.

In Figures 1 to 5, the positional relationship between the prime mover 1 and the driven wheel 2 is changed in the direction of changing the operating radius of both, that is, in the direction of arrow 7, and the distance between them is changed. In other words, in the direction of arrow 8, the transmission of rotational force is turned on and off. These mechanisms may have a structure in which, for example, the motive wheel 1, guide roller 4, and tension roller 5 are integrally supported and moved.

Fig. 6 shows a truncated conical driving wheel l and a truncated conical driven wheel 20 in the opposite direction, by squeezing the auxiliary ring 3 which circulates in a locus independent of these operating surfaces, and moving the driving wheel from the driving car l to the driven wheel. 2, and has a structure that adjusts the position of one or more of the driving wheel 1, the driven wheel 2, or the auxiliary ring 3 in the direction 7 in which the operating radius ratio of the driving wheel 1 and the driven wheel 2 changes. It is a transmission.

In this case, the gear ratio is not large.

FIG. 7 shows the case where the auxiliary ring 3 and the auxiliary wheel 9 are squeezed between the pair of circular arc generatrix friction wheels, and FIG. 8 is the BB view. This example shows that the rotational axes of the prime mover 1 and the driven wheel 2 can be orthogonal, and 1
The advantage is that by fixing both shafts and displacing the auxiliary ring 3, auxiliary wheel 9, and tension roller 5, the speed can be changed and the transmission of rotational force can be turned on and off.

FIG. 9 shows a truncated conical motive wheel 1 and a truncated conical driven wheel 2 by pinching the side end surface of an auxiliary ring 3 that circulates in a locus independent of the operating surfaces of these wheels to move the auxiliary ring 3 from the motive wheel 1 to the driven wheel 2. A stepless wheel that transmits rotational force to the drive wheel and adjusts the position of one or more of the drive wheel 1, the driven wheel 2, or the auxiliary ring 3 in the direction 7 in which the operating radius ratio of the drive wheel 1 and the driven wheel 2 changes. It is a transmission. 10th
The drawing is taken along line CC in FIG. 9, and the guide rollers 4 and positioning rollers 6 are used to position the operating portion of the auxiliary ring 3. In this example as well, the rotation axes of the prime mover 1 and the driven wheel can be perpendicular to each other.

FIG. 11 shows an example of how the auxiliary ring 3 is used, which is different from the example shown in FIG. 5, when the prime mover 1 is a gear. 3 is wound around the driven wheel 2. The mechanism shown in FIG. 11 can be applied to FIGS. 1 to 4 and 6.

The continuously variable transmission of the present invention has a mechanism that changes speed by changing the positional relationship between the motive wheel 1 and the driven wheel 2 in a direction that changes the operating radius of both, and also changes the distance between the two to change the rotational force. It can be easily equipped with a mechanism for turning on and off the transmission. When changing speed, the motive vehicle 1 and the driven vehicle 2 are relatively displaced in the direction of arrow 7 in the figure.

When turning on and off the rotational force, that is, when providing the function as a clutch, the relationship between the two positions may be relatively displaced in the direction of the arrow 8.

(Effect of the invention) The present invention is configured as described above.

A continuously variable transmission with a long life that can withstand strong transmission force can be provided. In other words, the auxiliary ring 3 is different from a conventional belt,
Since rotational force is not transmitted by tension but by squeezing friction force, it will not be torn by tension.

In addition, the length of the auxiliary ring can be made long enough to have a sufficiently long life, so there is no need to worry about its lifespan. Furthermore, it does not require the traditional complex multiple gear trains.

The clutch can also be omitted. Further, since the present invention does not require direct contact between metals, it is possible to provide a continuously variable transmission with low metal contact noise.

[Brief explanation of the drawing]

1 to 11 are conceptual diagrams of the device of the present invention,
Figure 1 shows a truncated cone-shaped driving wheel and a disc-shaped driven car, Figure 2 shows a truncated-conical driving car and a disc-shaped driven car, and Figure 3 shows a truncated-conical driving car and a disc-shaped driven car. , FIG. 4 is an example of a truncated conical driven wheel and a truncated conical driven wheel, and FIG. 5 is a view taken along line AA in FIG. 4. Figure 6 shows an example in which the truncated conical driving wheel and the truncated conical driven wheel are oriented in opposite directions to those in Figure 4.
The figure shows an example in which an auxiliary ring and an auxiliary wheel are squeezed between a pair of circular arc generatrix friction wheels, Figure 8 is a BB view of Figure 7, and Figure 9 is between a truncated conical driving wheel and a truncated conical driven wheel. Fig. 10 is a view from CC in Fig. 9, and Fig. 11 is an example of how the auxiliary ring is used, which is different from the example shown in Fig. 6, when the prime mover is a gear. be. l: Motive vehicle. 2: Driven vehicle. 3: Auxiliary ring. 4: Guide roller. 5: Tension roller. 6: Positioning roller. 7. Direction of reciprocating motion when shifting gears. 8: Direction of reciprocating motion when clutch is activated.

Claims (1)

[Claims] 1. An auxiliary ring that circulates between the motive vehicle and the driven vehicle while drawing a locus independent of the operating surfaces thereof is compressed to transmit rotational force from the motive vehicle to the driven vehicle. A continuously variable transmission having a structure in which the position of one or more of a motive vehicle, a driven vehicle, or an auxiliary ring is adjusted in a direction in which the operating radius ratio with respect to the driven vehicle changes. 2. The operating radius of the prime mover is smaller than that of the driven vehicle, an auxiliary ring surrounds the prime mover, and the ring end of this auxiliary ring is guided by a guide roller that is integrally supported by the bearing of the prime mover. The continuously variable transmission according to claim 1, characterized in that: 3. A claim characterized in that the radius of the operating surfaces of the motive wheel and the driven wheel is configured so that when one becomes smaller, the other also becomes smaller, and the auxiliary ring has an elastic body as a main component. The continuously variable transmission according to item 1 or 2. 4. The continuously variable transmission according to claim 1, wherein the prime mover is a gear, and the auxiliary ring operating surface is provided with teeth that mesh with the teeth of the prime mover. 5. Equipped with a mechanism that changes the positional relationship between the prime mover and the driven car in a direction that changes the operating radius of both, and a mechanism that changes the interval between them to turn on and off the transmission of rotational force. The continuously variable transmission according to any one of claims 1 to 4, characterized in that: