JPH116552A - Continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To expand a range of a gear ratio of a continuously variable transmission and realize an automatic starting function. SOLUTION: In a transmission in which a shift is performed by bringing a driving revolving member 29 and a driven revolving member 30 which is freely revolvably supported by a transmission main shaft 21 into contact with a shift revolving member 39 which is freely revolvably supported by carriers 31, 32 contact parts P1 , P2 and moving the locations of the contact parts P1 , P2 along the bus of the shift revolving member 39, a range of a gear ratio is expanded in an increasing direction and a decreasing direction by applying braking force to revolutions of the carriers 31, 32 or positively revolving and driving the carriers 31, 32 by a carrier revolution and control means 35 constituted of an electromagnetic brake and an electric motor. Because the gear ratio gradually decrease form an infinity state if the carriers 31, 32 gradually stop revolutions from free revolvable states, the automatic starting of a vehicle is made possible.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive rotating member and a driven rotating member that are brought into contact with a speed changing rotating member, and by moving the contact portions, power transmission from the driving rotating member to the driven rotating member and shifting are performed. The present invention relates to a continuously variable transmission.

[0002]

2. Description of the Related Art Such a continuously variable transmission is disclosed, for example, in
It is already known as described in US Pat. This type of continuously variable transmission includes a variable speed rotating member including a conical first friction transmitting surface with which a driving rotating member contacts and a conical second friction transmitting surface with which a driven rotating member contacts, By moving the contact portion of the drive rotating member to the bottom side of the first friction transmission surface and moving the contact portion of the driven rotation member to the vertex side of the second friction transmission surface, the gear ratio can be reduced.
The gear ratio is changed to TOP by changing the contact portion of the drive rotary member to the top side of the first friction transmission surface and moving the contact portion of the driven rotary member to the bottom surface side of the second friction transmission surface. It changes to the side.

[0003]

However, in such a continuously variable transmission, the range of the speed ratio is limited, and it is difficult to secure a sufficient range of the speed ratio. Therefore, it is necessary to separately provide an automatic starting clutch. was there.

The present invention has been made in view of the above circumstances, and has as its object to extend the range of the speed ratio of a continuously variable transmission and realize an automatic starting function.

[0005]

Means for Solving the Problems In order to achieve the above object, the invention described in claim 1 comprises a casing, a drive rotating member rotatably supported by a transmission main shaft provided in the casing, and A driven rotating member supported by the transmission main shaft, a carrier movable along the transmission main shaft, a support shaft supported by the carrier along a conical generatrix centered on the axis of the transmission main shaft, and A first friction transmission surface and a first friction transmission surface formed by rotating first and second busbars rotatably supported by the support shaft and inclined with respect to the axis of the support shaft and having opposite inclination directions to each other around the axis. (2) a continuously variable rotation member that has a friction transmission surface that is in contact with the drive rotation member and the driven rotation member, respectively, and performs a gear shift by moving the contact portions along the first and second generatrix. In transmissions, Characterized in that a carrier rotation control means for controlling the rotational speed of the main transmission shaft around carrier for packaging.

According to the above arrangement, when the carrier is fixed to the casing and the rotational speed is set to zero, normal gear shifting is performed by moving the contact portions between the gear changing rotating member, the driving rotating member and the driven rotating member. In addition, the state where free rotation of the carrier is possible, the state where braking force is applied to the free rotation of the carrier,
By actively switching the state in which the carrier is rotationally driven, the gear ratio can be more finely controlled in addition to the gear ratio control based on the movement of the contact portion, and the gear ratio range can be expanded. This means that the automatic start function can be realized. That is, if the carrier gradually stops rotating from a state in which the carrier can freely rotate, automatic start is possible.

According to a second aspect of the present invention, in addition to the first aspect, the carrier rotation control means is a brake for controlling transmission of torque from the carrier to the casing.

[0008] According to the above configuration, the range of the speed ratio of the continuously variable transmission can be expanded in the increasing direction by freely rotating the carrier at the predetermined speed.

According to a third aspect of the present invention, in addition to the first aspect, the carrier rotation control means is an actuator for driving the carrier to rotate with respect to the casing.

According to the above configuration, not only can the carrier be positively rotated to expand the speed ratio range of the continuously variable transmission in the increasing and decreasing directions, but also the driving force of the carrier rotation control means can be increased. Can also drive the driven rotary member.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

1 to 5 show a first embodiment of the present invention. FIG. 1 is a longitudinal sectional view of a vehicle power unit, FIG. 2 is an enlarged view of a main part of FIG. 1, and FIG. FIG. 4 is an enlarged view of a main part (TOP ratio) of FIG. 2, and FIG. 5 is a sectional view taken along line 5-5 of FIG.

As shown in FIG. 1, this power unit P
Is mounted on a motorcycle, and includes a casing 1 that houses an engine E and a continuously variable transmission T. The casing 1 is divided into three parts: a center casing 2, a left casing 3 connected to a left side surface of the center casing 2, and a right casing 4 connected to a right side surface of the center casing 2. The crankshaft 6 supported by the center casing 2 and the left casing 3 via a pair of ball bearings 5, 5
And a piston 8 slidably fitted to a cylinder block 7 supported by the left casing 3 and connected via a connecting rod 9.

A generator 10 is provided at the left end of the crankshaft 6.
The generator 10 is covered by a generator cover 11 connected to the left side surface of the left casing 3.
A drive gear 12 is fixed to the right end of the crankshaft 6 extending inside the right casing 4.

Referring to FIG. 2 together, it is apparent that
The drive gear 1 is provided on the transmission main shaft 21 of the continuously variable transmission T.
The driven gear 25 meshing with the second gear 2 is fixed. The driven gear 25 is spline-coupled to the transmission main shaft 21, and is connected to the inner gear half 26 via a plurality of rubber dampers 28 so as to be able to rotate relative to each other through a plurality of rubber dampers 28. And an outer gear half 27 that meshes with the outer gear half 12. When the engine torque transmitted from the drive gear 12 to the transmission main shaft 21 via the driven gear 25 fluctuates, the occurrence of shock is reduced by the deformation of the rubber dampers 28.

A drive rotary member 29 having a friction contact surface facing radially outward is spline-coupled to the outer periphery of the transmission main shaft 21, and a driven rotary member 30 having a friction contact surface facing radially inward is provided. It is rotatably supported via a needle bearing 22. A carrier first half 31 formed in a substantially conical shape is supported on the outer periphery of the transmission main shaft 21 via a needle bearing 23 so as to be relatively rotatable and slidable in the axial direction. The carrier-shaped second half 32 is joined. Gear 32 ₁ is formed on the outer periphery of the carrier second half 32.

As is apparent from FIGS. 1 and 2, a cover member 50 fixed to the center casing 2 supports a carrier rotation control means 35 composed of an electromagnetic brake. Speed increasing shaft 42 supported between the center housing 2 and the cover member 50 and the first speed-increasing gear 43 and second speed increasing gear 44 is provided, the gear 32 ₁ of the carrier second half 32 is first acceleration The third speed increasing gear 45 provided on the rotation shaft of the carrier rotation control means 35 meshes with the second speed increasing gear 44 while meshing with the gear 43. Thus, the second carrier
Since transmitted to the carrier rotation control means 35 by accelerating the rotation of the gear 32 ₁ halves 32, it is possible to generate a large braking force by a carrier rotation control means 35 of a small capacity.

When the power supply to the carrier rotation control means 35 is cut off to release the braking of the rotary shaft 36, the two carrier halves 31, 32 can rotate freely around the transmission main shaft 21. When the carrier rotation control means 35 is energized to brake the rotating shaft 36, the two carrier halves 3
A braking force is applied to the rotations of the first and second transmissions about the transmission main shaft 21,
Alternatively, the two carrier halves 31, 32 can be fixed to the casing 1 so as not to rotate. Even if the rotation of the two carrier halves 31, 32 is braked or restrained, the movement in the axis L direction is possible.

FIG. 3 and As is apparent from FIG. 4, it is laid a plurality of support shafts 37 ... across the plurality of window holes 31 ₁ ... formed on the carrier first half 31, the supporting shaft The speed change rotating member 39 is supported by the 37 via needle bearings 38, 38 so as to be rotatable and slidable in the axial direction. The support shafts 37 are arranged on a conical generatrix centered on the axis L of the transmission main shaft 21. Each speed change rotating member 39
Are a first conical friction transmitting surface 40 and a second conical
The first friction transmission surface 4 includes a friction transmission surface 41.
0 with contacts in the first contact portion P ₁ on the driving rotary member 29, the second friction transmission surface 41 abuts the second contact portion P ₂ in the driven rotary member 30.

As shown in FIG. 2, the carrier second half 32
Is provided with a centrifugal mechanism 51 that changes the speed ratio of the continuously variable transmission T by sliding both carrier halves 31, 32 in the axial direction according to the rotation speed of the transmission main shaft 21. Centrifugal mechanism 5
1 is a fixed cam member 52 fixed to the transmission main shaft 21.
And a movable cam member 53 supported by the transmission main shaft 21 so as to be slidable in the axial direction and rotating integrally with the fixed cam member 52.
When composed of a plurality of centrifugal weights 54 ... and which is disposed between the cam surfaces 53 ₁ of the cam surfaces 52 ₁ and the movable cam member 53 of the fixed cam member 52. By connecting the movable cam member 53 and the carrier second half 32 with a ball bearing 55, the two move integrally in the axial direction with relative rotation allowed.

The vicinity of the right end of the transmission main shaft 21 is supported by a cover member 50 fixed to the center casing 2 via a ball bearing 56, and is contracted between the cover member 50 and the carrier second half 32. The elastic force of the spring 57 urges the first carrier half 31 and the second carrier half 32 leftward. Therefore, when the rotational speed of the transmission main shaft 21 increases, the centrifugal weights 54 move radially outward due to centrifugal force and press the two cam surfaces 52 ₁ , 53 _1. The movable second half 32 connected to the movable cam member 53 via a ball bearing 55 moves rightward against the force.
Moves rightward with the carrier first half 31.

As shown in FIG. 3 and FIG.
The drive rotation measured from the axis L of the transmission main shaft 21
First contact portion P of member 29₁Distance A becomes a constant value,
First contact portion P of drive rotating member 29 measured from holding shaft 37₁
Is a variable value (B_L, B _T). Also support shaft
37, the second contact portion P of the driven rotary member 30 measured from_TwoDistance
Release C is a variable value (C_L, C_T) And the transmission main shaft 21
Second contact portion P of driven rotary member 30 measured from axis L_Twoof
The distance D has a constant value.

Assuming that the rotational speed of the driving rotary member 29 is N _DR and the rotational speed of the driven rotary member 30 is N _DN , the speed ratio R is R = N.
_When defined by _DR / _NDN , the gear ratio R is given by: R = _NDR / _NDN = (B / A) × (D / C)

As is apparent from FIGS. 1 and 2, the right end of the output gear 59, which is rotatably supported on the outer periphery of the transmission main shaft 21 via a ball bearing 58, and the left end of the driven rotary member 30. A pressure adjusting cam mechanism 60 is provided therebetween. As is apparent from FIG. 5, the pressure adjusting cam mechanism 60 includes a ball between a plurality of recesses 59 ₁ formed at the right end of the output gear 59 and a plurality of recesses 30 ₁ formed at the left end of the driven rotary member 30. 61 ... and the output gear 59
A disc spring 62 is interposed between the driven rotary member 30 and the driven rotary member 30 so as to apply a preload for urging the driven rotary member 30 rightward. The torque is applied to the driven rotary member 30 so that the output gear 5
When the relative rotation occurs between the output gear 59 and the driven gear 9, the driven rotation member 30 is urged by the pressure adjusting cam mechanism 60 in a direction away from the output gear 59 (to the right).

A third reduction gear 63 includes a ball bearing 64 disposed between the third reduction gear 63 and the left casing 3, a needle bearing 65 disposed between the transmission main shaft 21 and the output gear 5.
9 and is rotatably supported by a ball bearing 66 disposed between them. Ball bearing 67 and needle bearing 68 are provided on the left casing 3 and the central casing 2.
The first reduction gear 70 and the second reduction gear 71 provided on the reduction shaft 69 mesh with the output gear 59 and the third reduction gear 63, respectively. A driving sprocket 73 around which an endless chain 72 is wound is provided at a tip of a shaft portion of a third reduction gear 63 protruding outside from the left casing 3. Therefore, the rotation of the transmission main shaft 21 is controlled by the output gear 59, the first reduction gear 70, and the second reduction gear 7.
1, transmitted to the drive wheels via the third reduction gear 63, the drive sprocket 73 and the endless chain 72.

Next, the operation when the rotation of both carrier halves 31, 32 is restricted by the carrier rotation control means 35 will be described.

As shown in FIG. 3, when the engine E is rotating at a low speed, the rotational speed of the driven gear 25 driven by the drive gear 12 is low, so that the centrifugal force acting on the centrifugal weights 54 of the centrifugal mechanism 51 is also small. The halves 31, 32 move leftward due to the elastic force of the spring 57. When the first carrier half 31 moves to the left, the first contact portion P ₁ of the drive rotation member 29 is moved to the first friction transmission member 40.
And the distance B increases to the maximum value B _L , and the second contact portion P ₂ of the driven rotary member 30 moves to the vertex side of the second friction transmission surface 41 to reduce the distance C to the minimum value C _L. Decreases to _L.

At this time, since the distances A and D are constant values, the distance B increases to the maximum value B _L and the distance C increases to the minimum value C _L.
When the gear ratio decreases to _L , the gear ratio R increases and the gear is shifted to the LOW ratio.

On the other hand, as shown in FIG. 4, when the engine E is rotating at high speed, the rotational speed of the driven gear 25 driven by the drive gear 12 is high, so that the centrifugal force acting on the centrifugal weights 54 of the centrifugal mechanism 51 increases. The two carrier halves 31, 32 move rightward against the elastic force of the spring 57 by the action of the centrifugal weights 54 moving radially outward due to the centrifugal force. When the first half 31 carriers move in the right direction, the first contact portion P ₁ is the minimum distance B value by moving the vertex side of the first friction transmission surface 40 of the drive rotary member 29 B
With decreases in _T, the distance the second contact portion P ₂ of the driven rotary member 30 is moved to the bottom side of the second friction transmission surface 41 C is increased to the maximum value C _T.

At this time, since the distances A and D are constant values, the distance B decreases to the minimum value B _T and the distance C increases to the maximum value C _T.
When the speed ratio increases to _T , the speed ratio R decreases and the speed is shifted to the TOP ratio.

As described above, during the running of the vehicle, the rotation of the driving rotary member 29 is transmitted to the driven rotary member 30 at a predetermined speed ratio R via the variable speed rotating members 39. Is the output gear 5 through the pressure adjusting cam mechanism 60.
9 is transmitted. At this time, when relative rotation occurs between the driven gear 30 and the output gear 59 due to the torque acting on the driven rotating member 30,
The driven rotary member 30 is driven by the output gear 5
9 is urged in a direction away from 9. This urging force cooperates with the urging force of the disc spring 62 to make the first
The surface pressure at which the contact portion P ₁ is pressed against the first friction transmission surface 40 and the second contact portion P ₂ of the driven rotary member 30 is pressed against the second friction transmission surface 41
And a surface pressure in contact with the surface.

Next, the operation when the carrier rotation control means 35 is released or weakened to allow the two carrier halves 31, 32 to rotate will be described.

When the vehicle starts moving, the power supply to the carrier rotation control means 35 is released in advance, so that the two carrier halves 3
1 and 32 are in a state where they can freely rotate with respect to the casing 1. When the rotation of the crankshaft 6 of the engine E is transmitted to the transmission main shaft 21 via the drive gear 12 and the driven gear 25, the two carrier halves 31,
When the transmission 32 is fixed so that it cannot rotate, the torque of the transmission main shaft 21 is transmitted to the wheels via the driving rotation member 29, the transmission rotation member 39, and the driven rotation member 30. Since the energization has been released, the two carrier halves 31, 32 do not run idle and no torque is transmitted to the driven rotary member 30. That is, the speed ratio of the continuously variable transmission T is infinite.

From this state, the amount of current supplied to the carrier rotation control means 35 is gradually increased, and the two carrier halves 31,
When the braking force is applied to the rotation of No. 32, the speed ratio decreases from infinity as the number of rotations decreases. When the two carrier halves 31, 32 are fixed to the casing 1 so as not to rotate, the speed ratio becomes a LOW state shown in FIG. As described above, by shifting the two carrier halves 31, 32 from a state in which they can freely rotate at the time of starting of the vehicle to a state in which the carrier halves 31 and 32 are non-rotatably fixed to the casing 1, the gear ratio is changed from infinity to LOW. It is possible to make a smooth start. By controlling the rotation of both carrier halves 31, 32 as described above, the vehicle can start even if the automatic starting clutch is abolished. If the braking force by the carrier rotation control means 35 is set to a predetermined value in advance, when excessive torque is input to the continuously variable transmission T, the two carrier halves 31, 32 slip with respect to the casing 1,
It can also function as a torque limiter.

In this embodiment, since the automatic starting clutch including the automatic centrifugal clutch is not used, even when the engine speed approaches the idle speed when the engine brake is operated, the connection between the engine E and the wheels is maintained. It is. Therefore, the one-way clutch conventionally required for continuously operating the engine brake after the automatic centrifugal clutch is disengaged can be eliminated.

Next, a second embodiment of the present invention will be described.

The carrier rotation control means 35 of the first embodiment
Is constituted by an electromagnetic brake that brakes the rotation of the first carrier half 31 and the second carrier half 32, while the carrier rotation control means 35 of the second embodiment is configured by the carrier first half 31 and the second carrier half 32. An actuator such as an electric motor that rotationally drives the second carrier half 32 is configured.
When the carrier rotation control means 35 is energized, the rotation shaft 36 rotates, and the rotation is transmitted to the carrier second half 32 via the gears 36 ₁ and 32 ₁ , and the carrier second half 32 is connected to the carrier first half 31. And rotate together. The carrier rotation control means 35 is provided with a brake device, so that both carrier halves 31, 32 can be restrained by the casing 1 so as not to rotate.

If the carrier rotation control means 35 drives the two carrier halves 31, 32 in the same direction as the driven rotation member 32, the rotation speed of the driven rotation member 32 increases and the gear ratio becomes smaller. If the two carrier halves 31, 32 are driven in the opposite direction to the driven rotation member 32 by the carrier rotation control means 35, the rotation speed of the driven rotation member 32 decreases, and the gear ratio shifts to the larger side. . in this way,
Carrier rotation control means 3 for shifting control by centrifugal mechanism 51
5, the gear ratio of the continuously variable transmission T can be more finely controlled.
Of course, if both carrier halves 31, 32 are constrained to casing 1, normal shifting between the LOW state and the TOP state by centrifugal mechanism 51 is possible.

Even when the engine E is stopped, if the carrier rotation control means 35 drives both carrier halves 31, 32 in the forward or reverse direction, the vehicle can travel forward or backward. The handling when pushing and moving the vehicle is facilitated.

Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.

For example, in the embodiment, an electromagnetic brake and an electric motor are exemplified as the carrier rotation control means 35.
It is also possible to replace it with a hydraulic brake and a hydraulic actuator.

[0042]

As described above, according to the first aspect of the present invention, since the carrier rotation control means for controlling the rotation speed of the carrier about the transmission main shaft with respect to the casing is provided, the carrier is fixed to the casing. By setting the rotation speed to zero, it is possible to perform normal gear shifting by moving the contact part between the geared rotating member and the driven rotating member, and also to apply a braking force or a driving force to the carrier to achieve a finer gear ratio. And the range of the gear ratio can be expanded. Also, if the rotation is gradually stopped from a state where the carrier is freely rotatable, the automatic transmission of the vehicle becomes possible because the gear ratio gradually decreases from an infinite state.

According to the second aspect of the present invention,
Since the carrier rotation control means is a brake for controlling the transmission of torque from the carrier to the casing, the carrier can be freely rotated at a predetermined speed to increase the speed ratio range of the continuously variable transmission in an increasing direction. it can.

According to the third aspect of the present invention, since the carrier rotation control means is an actuator for driving the carrier to rotate with respect to the casing, the carrier is positively rotated to change the speed of the continuously variable transmission. Not only can the ratio range be increased in the increasing and decreasing directions, but also the driven rotating member can be driven by the driving force of the carrier rotation control means.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of a vehicle power unit.

FIG. 2 is an enlarged view of a main part of FIG. 1;

FIG. 3 is an enlarged view of a main part of FIG. 2 (LOW ratio).

FIG. 4 is an enlarged view of a main part of FIG. 2 (TOP ratio)

FIG. 5 is a sectional view taken along line 5-5 of FIG. 2;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Casing 21 Transmission main shaft 29 Drive rotation member 30 Follower rotation member 31 Carrier first half (carrier) 32 Carrier second half (carrier) 35 Carrier rotation control means 37 Support shaft 39 Transmission rotation member 40 First friction transmission surface 41 Second friction transmission surface

Claims (3)

[Claims] 1. A casing (1), a drive rotating member (29) rotatably supported on a transmission main shaft (21) provided in the casing (1), and supported on a transmission main shaft (21). Driven rotation member (30)
And a carrier (3) movable along the transmission main shaft (21).
1, 32), a support shaft (37) supported by carriers (31, 32) along a conical generatrix centered on the axis of the transmission main shaft (21), and a rotation by the support shaft (37). A first friction transmission surface (40) formed by rotating first and second busbars, which are freely supported and inclined with respect to the axis of the support shaft (37) and whose inclination directions are opposite to each other, around the axis. And the second friction transmission surface (4
1) comprises a speed change rotation member (39) that comes into contact with the drive rotation member (29) and the driven rotation member (30), respectively, and moves the contact portions along the first and second generatrix. In the continuously variable transmission that performs a speed change by performing the rotation, a carrier rotation control means (35) for controlling a rotation speed of the carrier (31, 32) about the transmission main shaft (21) with respect to the casing (1) is provided. And continuously variable transmission. 2. The carrier rotation control means (35)
The continuously variable transmission according to claim 1, wherein the brake is a brake that controls transmission of torque from the carriers (31, 32) to the casing (1). 3. The carrier rotation control means (35)
The continuously variable transmission according to claim 1, characterized in that it is an actuator that rotationally drives the carriers (31, 32) with respect to the casing (1).