JPH031545B2 - - Google Patents
Info
- Publication number
- JPH031545B2 JPH031545B2 JP10644983A JP10644983A JPH031545B2 JP H031545 B2 JPH031545 B2 JP H031545B2 JP 10644983 A JP10644983 A JP 10644983A JP 10644983 A JP10644983 A JP 10644983A JP H031545 B2 JPH031545 B2 JP H031545B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- rotational speed
- conical
- transmission
- opening
- 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.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 33
- 230000007423 decrease Effects 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000000881 depressing effect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/664—Friction gearings
- F16H61/6648—Friction gearings controlling of shifting being influenced by a signal derived from the engine and the main coupling
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Friction Gearing (AREA)
- Control Of Transmission Device (AREA)
Description
【発明の詳細な説明】
入力軸より出力軸に至る伝動系が遊星運動を行
う複数の円錐形転子とこれら複数の円錐形転子の
円錐面に共通に摩擦係合していて軸線方向に動か
されることにより変速比を変える変速リングとを
もつ摩擦無段変速機には、第１図に示す如く、入
力軸１上の伝動車２に係合する第１の摩擦伝動面
３と、出力軸４上の伝動車５に係合する第２の摩
擦伝動面６とが変速リング７が係合する円錐面８
のほかに設けられている円錐形転子９を使用する
形式のものがある。この形式のものは出願人の開
発に係るもので、円錐形転子９は摩擦係合点Ｐ，
Ｑ，Ｒにおいて３点支持される。なお、１０はボ
ールベアリングのリテナと同様の作用を行う要素
である。第１図に示すものは、円錐形転子９の円
錐面８の有効半径を大きくする方向に変速リング
７が移動させられるに伴つて出力軸の回転速度が
低下する。第２図は上記方向を符号Ｓを付して示
す。出力軸４の回転速度は第２図に示す寸法ａ，
ｂ，ｃ，ｄの間にａ：ｂ＝ｃ：ｄの関係が成立す
るようになつた状態において０となる。第３図は
第１図の無段変速機が入力軸の回転速度および入
力馬力を一定とした場合に出力軸４に加わるトル
クＴが出力軸４の回転速度Ｎの低下に伴つて増大
して最高値Tnaxに至る状態を示す。変速リング
７と円錐車９との間の圧接条件が出力軸４の回転
速度の低下に伴つて良くなる関係よりしてTnax
は従来のこの種摩擦無段変速機の場合より遥かに
大きい。一方、車両機関については機関トルクＴ
と機関回転速度Ｎとの関係をどのように選定した
ら燃費が特に節減されるかについて第４図に示す
運転線１１（以下、この線を最高運転線と呼ぶ。）
が知られているのであるが、現在実用されている
自動変速機の場合、最適運転線１１に沿う運転を
行わすことは極度に困難である。[Detailed Description of the Invention] A transmission system extending from an input shaft to an output shaft is commonly frictionally engaged with a plurality of conical trochanters that perform planetary motion and the conical surfaces of these conical trochanters in the axial direction. As shown in FIG. 1, a friction continuously variable transmission having a speed change ring that changes the speed ratio by being moved has a first friction transmission surface 3 that engages with a transmission wheel 2 on an input shaft 1, and an output surface. A second friction transmission surface 6 that engages the transmission wheel 5 on the shaft 4 is a conical surface 8 that the transmission ring 7 engages with.
In addition to the above, there is a type that uses a conical trochanter 9. This type was developed by the applicant, and the conical trochanter 9 has frictional engagement points P,
Three points are supported at Q and R. Note that 10 is an element that performs the same function as a ball bearing retainer. In the case shown in FIG. 1, as the speed change ring 7 is moved in a direction that increases the effective radius of the conical surface 8 of the conical rotor 9, the rotational speed of the output shaft decreases. In FIG. 2, the above-mentioned direction is indicated by the symbol S. The rotational speed of the output shaft 4 is determined by the dimensions a and
It becomes 0 when the relationship a:b=c:d is established between b, c, and d. FIG. 3 shows that in the continuously variable transmission of FIG. 1, when the rotational speed of the input shaft and the input horsepower are constant, the torque T applied to the output shaft 4 increases as the rotational speed N of the output shaft 4 decreases. Indicates the state leading to the maximum value T nax . Since the pressure contact condition between the speed change ring 7 and the conical wheel 9 improves as the rotational speed of the output shaft 4 decreases, T nax
is much larger than that of conventional friction continuously variable transmissions of this type. On the other hand, for the vehicle engine, the engine torque T
The operating line 11 shown in FIG. 4 (hereinafter, this line will be referred to as the maximum operating line) shows how to select the relationship between N and engine speed N to particularly reduce fuel consumption.
However, in the case of automatic transmissions currently in use, it is extremely difficult to operate along the optimum operating line 11.
本発明は、第１図に示す特殊形式の無段変速機
の利点を生かし、この無段変速機の利用により上
記最適運転線１１に沿う運転が容易且つ単純でし
かも熟練を必要とすることなく行われ得るように
するもので、本発明によるものはその１例が第５
図に示される。この図において、２０は機関、２
１は第１図に関連してさきに説明した形式の無段
変速機である。無段変速機２１の制御系は、速度
設定器２２と、機関の回転速度を検出する速度セ
ンサ２３と、比較器２４と、変速リング７を移動
するサーボ装置とより成る。速度設定器２２は加
速ペダル２６の踏込みに伴い第６図の線２７で示
す信号を発生し、速度センサ２３は機関２０の出
力軸２８により動作させられる。速度設定器２２
が発生する信号の大きさS1は機関のスロツトル弁
が所定の開度以下の開度（例えば30％程度の開度
とされる部分開度）の状態にあるときには一定の
値S1（ab）とされ、スロツトル弁が所定の開度を
超えるときには、スロツトル弁の開度増大に伴
い、bc線で示す如く増大させられる。一方、速
度センサ２３が発生する信号の大きさS2は、第７
図の直線２９で示す如く、機関の回転速度Ｎに比
例する。第６図の線２７における区間abと区間
bcとは第４図の最適運転線ABCにおける区間AB
と区間BCとにそれぞれ対応させられ、また、第
４図における回転速度N1における信号S2の大き
さS2（N1）（第７図参照）は第６図の区間abにお
ける信号S1の大きさS1（ab）に一致させられる。 The present invention takes advantage of the special type of continuously variable transmission shown in FIG. One example of the present invention is the fifth
As shown in the figure. In this figure, 20 is the engine, 2
1 is a continuously variable transmission of the type previously described in connection with FIG. The control system of the continuously variable transmission 21 includes a speed setter 22, a speed sensor 23 that detects the rotational speed of the engine, a comparator 24, and a servo device that moves the speed change ring 7. The speed setter 22 generates a signal shown by line 27 in FIG. 6 as the accelerator pedal 26 is depressed, and the speed sensor 23 is operated by the output shaft 28 of the engine 20. Speed setting device 22
The magnitude of the signal S 1 that is generated is a constant value S 1 (ab ), and when the opening of the throttle valve exceeds a predetermined opening, the opening is increased as shown by line bc as the opening of the throttle valve increases. On the other hand, the magnitude S 2 of the signal generated by the speed sensor 23 is
As shown by a straight line 29 in the figure, it is proportional to the engine rotational speed N. Section ab and section on line 27 in Figure 6
bc is the section AB on the optimal operating line ABC in Figure 4.
and section BC, respectively, and the magnitude S 2 (N 1 ) of signal S 2 at rotational speed N 1 in FIG. 4 (see FIG. 7) corresponds to the signal S 1 at section ab in FIG. is made to match the size S 1 (ab).
速度設定器２２よりの信号と速度センサ２３よ
りの信号を比較器２４において比較される。３０
は比較器２４の出力軸の正負に従つて流路の切換
を行う流路切換弁、３１は圧力流体源、３２はサ
ーボ装置である。速度設定器２２、速度センサ２
３、比較器２４、流路切換弁３０、サーボ装置３
２等を含む系は無段変速機２１の制御系を構成す
る。この制御系は、スロツトル弁の開度が所定の
部分開度に至るまで機関の回転速度を一定の低い
回転速度N1に保ち、スロツトル弁の開度が所定
の一定値を超えたのちにおいてはスロツトル弁の
開度増大に伴い機関の回転速度を増大させる如く
無段変速機の変速リングを動かす。 The signal from the speed setter 22 and the signal from the speed sensor 23 are compared in a comparator 24. 30
31 is a pressure fluid source, and 32 is a servo device. Speed setter 22, speed sensor 2
3, comparator 24, flow path switching valve 30, servo device 3
The system including the second and the like constitutes a control system of the continuously variable transmission 21. This control system maintains the engine rotational speed at a constant low rotational speed N 1 until the opening of the throttle valve reaches a predetermined partial opening, and after the opening of the throttle valve exceeds a predetermined constant value. As the opening of the throttle valve increases, the speed change ring of the continuously variable transmission is moved so as to increase the rotational speed of the engine.
上記制御系は、機関により駆動されるガバナ
と、このガバナのガバナスプリングの強さを第６
図の線２７で示す如く変える速度設定器を使用し
つつサーボ装置３２を動作させる系として構成す
ることができ、また、サーボ装置３２は電気的に
動作させられるものとして構成することもでき
る。 The above control system controls the strength of the governor driven by the engine and the governor spring of this governor.
The servo device 32 can be configured as a system in which the servo device 32 is operated while using a variable speed setting device as shown by the line 27 in the figure, or the servo device 32 can be configured to be electrically operated.
以上において説明した本発明による自動変速装
置は、無段変速機２１がその出力軸の回転速度を
０とする点を変速範囲に含むため、無段変速機２
１が機関２０に直結された状態において機関を始
動することができ、アイドリング運転状態にある
機関は、加速ペダル２６の踏込みにより、アイド
リング運転時の回転速度またはそれに近い回転速
度を保ちつつ市街地の走行に支障を生じることの
ない運転状態に移行させられる。このような運転
が可能なのは無段変速機２１が第３図に示す特性
をもち、変速範囲が極めて広いと共に高い変速比
の下に大きな出力トルクを出し得ることによる。
上記運転状態は燃料消費の少ない状態であり、ま
た、この運転状態における運転操作およびそれに
先行する運転開始操作は操縦者に熟練を要求しな
いものである。要約的に言えば、本発明は所謂イ
ージードライブを燃料消費の少ない状態において
行い得る車両を構成させ得るものであると言え
る。 The automatic transmission according to the present invention described above includes the point where the rotational speed of the output shaft of the continuously variable transmission 21 is 0 in the speed change range.
1 is directly connected to the engine 20, the engine can be started, and the idling engine can be driven around the city while maintaining the rotational speed at or close to the idling speed by depressing the accelerator pedal 26. The system can be moved to an operating state that does not cause any problems. This operation is possible because the continuously variable transmission 21 has the characteristics shown in FIG. 3, has an extremely wide speed change range, and is capable of producing a large output torque at a high gear ratio.
The above operating state is a state in which fuel consumption is low, and the driving operation in this operating state and the driving start operation that precedes it do not require skill from the operator. In summary, it can be said that the present invention makes it possible to configure a vehicle that can perform so-called easy driving in a state of low fuel consumption.
第１図は本発明による車両の自動変速装置にお
いて使用される無段変速機の縦断側面図、第２図
は第１図に示すものの出力軸の回転速度が０とな
る状態の説明図、第３図は第１図に示すものの特
性説明用のグラフ線図、第４図は機関の最適運転
線を示す図面である。第５図は本発明による自動
変速装置の１例を示す図面、第６図は第５図に示
すものの速度設定器における速度設定を示す図
面、第７図は第５図に示すものの速度センサに生
じる信号を示す図面である。
１……入力軸、２……入力軸上の伝動車、３…
…第１の摩擦伝動面、４……出力軸、５……出力
軸上の伝動車、６……第２の摩擦伝動面、７……
変速リング、８……円錐面、９……円錐形転子、
１０……リテナ要素、１１……運転線、２０……
機関、２１……無段変速機、２２……速度設定
器、２３……速度センサ、２４……比較器、２６
……加速ペダル、２７……速度設定器の速度設定
線、２８……機関の出力軸、２９……速度センサ
が発生する信号を示す線、３０……流路切換弁、
３１……圧力流体源、３２……サーボ装置。
FIG. 1 is a vertical cross-sectional side view of a continuously variable transmission used in an automatic transmission for a vehicle according to the present invention, FIG. 2 is an explanatory diagram of the device shown in FIG. FIG. 3 is a graph diagram for explaining the characteristics of the engine shown in FIG. 1, and FIG. 4 is a drawing showing the optimum operating line of the engine. FIG. 5 is a drawing showing an example of an automatic transmission according to the present invention, FIG. 6 is a drawing showing the speed setting in the speed setter of the device shown in FIG. 5, and FIG. 7 is a drawing showing the speed sensor of the device shown in FIG. FIG. 3 is a drawing showing the signals generated. 1...Input shaft, 2...Transmission wheel on the input shaft, 3...
...First friction transmission surface, 4...Output shaft, 5...Transmission wheel on the output shaft, 6...Second friction transmission surface, 7...
Speed change ring, 8...conical surface, 9...conical trochanter,
10...Retainer element, 11...Driving line, 20...
Engine, 21... Continuously variable transmission, 22... Speed setter, 23... Speed sensor, 24... Comparator, 26
... Acceleration pedal, 27 ... Speed setting line of speed setting device, 28 ... Output shaft of engine, 29 ... Line indicating signal generated by speed sensor, 30 ... Channel switching valve,
31... Pressure fluid source, 32... Servo device.
Claims (1)
行う複数の円錐形転子とこれら複数の円錐形転子
の円錐面に共通に摩擦係合していて軸線方向に動
かされることにより変速比を変える変速リングと
を含み、円錐形転子には入力軸上の伝動車に摩擦
係合する第１の摩擦伝動面と出力軸上の伝動車に
摩擦係合する第２の摩擦伝動面とが上記円錐面の
ほかに設けられていて、変速リングが円錐形転子
の大径側に向つて動かされるにつれ出力軸の回転
速度が０にまで低下させられる形式の摩擦無段変
速機を車両の走行用機関に駆動連結し、スロツト
ル弁の開度が所定の部分開度に至るまで機関の回
転速度を一定の低い回転速度に保ちスロツトル弁
の開度が所定の部分開度を超えたのちにおいては
機関の回転速度をスロツトル弁の開度増大に応じ
て変化させる如く無段変速機の変速リングを動か
す制御系を設けたことを特徴とする、車両の自動
変速装置。1 The transmission system from the input shaft to the output shaft is frictionally engaged in common with the conical surfaces of the plurality of conical rotors that perform planetary motion, and is moved in the axial direction to change the gear ratio. the conical rotor has a first friction transmission surface that frictionally engages with the transmission wheel on the input shaft, a second friction transmission surface that frictionally engages with the transmission wheel on the output shaft; is provided in addition to the conical surface, and the rotational speed of the output shaft is reduced to 0 as the speed change ring is moved toward the larger diameter side of the conical rotor. drive is connected to the traveling engine of the engine, and the rotational speed of the engine is kept at a constant low rotational speed until the opening of the throttle valve reaches a predetermined partial opening.After the opening of the throttle valve exceeds the predetermined partial opening. An automatic transmission device for a vehicle, characterized in that it is provided with a control system that moves a gear ring of a continuously variable transmission so as to change the rotational speed of an engine in accordance with an increase in the opening degree of a throttle valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10644983A JPS59231252A (en) | 1983-06-14 | 1983-06-14 | Automatic transmission for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10644983A JPS59231252A (en) | 1983-06-14 | 1983-06-14 | Automatic transmission for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59231252A JPS59231252A (en) | 1984-12-25 |
| JPH031545B2 true JPH031545B2 (en) | 1991-01-10 |
Family
ID=14433917
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10644983A Granted JPS59231252A (en) | 1983-06-14 | 1983-06-14 | Automatic transmission for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59231252A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60151451A (en) * | 1984-01-17 | 1985-08-09 | Mitsubishi Electric Corp | Continuously variable transmission for vehicle |
| JPS60168950A (en) * | 1984-02-08 | 1985-09-02 | Mitsubishi Electric Corp | Stepless speed changer for car |
| JPS61228159A (en) * | 1985-04-01 | 1986-10-11 | Mitsubishi Electric Corp | Auxiliary driving apparatus for engine |
-
1983
- 1983-06-14 JP JP10644983A patent/JPS59231252A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59231252A (en) | 1984-12-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4653621A (en) | Control system for automatic clutch | |
| US6979280B2 (en) | Control apparatus and control method for vehicle | |
| US4680712A (en) | System for controlling an electromagnetic clutch for a vehicle | |
| US6565481B2 (en) | Input torque limiting device for an infinitely variable transmission | |
| JPH066978B2 (en) | Control device for continuously variable transmission for vehicle | |
| JPS58184323A (en) | Drive means for synchronizing device of transmission gears | |
| JP3577315B2 (en) | Method for controlling a vehicle power transmission path including a continuously variable transmission | |
| US4675817A (en) | System for controlling an electromagnetic clutch for a vehicle | |
| JPH0440217B2 (en) | ||
| KR20000077282A (en) | Powertrain torque control | |
| US4354401A (en) | Automatic transmission for automobiles | |
| JPS61105230A (en) | Car acceleration control system | |
| JPH031545B2 (en) | ||
| KR100287537B1 (en) | Transmission mechanism for gradually changing the rotational speed between the drive member and driven member | |
| JPH0239670B2 (en) | SHARYONOJIDOHENSOKUSOCHI | |
| JP2652370B2 (en) | Automatic clutch control system for vehicles | |
| JPS6235151A (en) | Line pressure control device for automatic speed change gear | |
| JP2514798B2 (en) | Automatic clutch control system for vehicles | |
| JP3458710B2 (en) | Vehicle driving force control device | |
| JPS63279936A (en) | Controlling method for car clutch | |
| JPS63297131A (en) | Automatic transmission | |
| JP2000310320A (en) | Automobile | |
| JPS6323012B2 (en) | ||
| JPH0786386B2 (en) | Vehicle power transmission device | |
| JPS6233089B2 (en) |