JPS59151656A - Automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To provide an automatic transmission having a simple structure with no clutching operation, by frictionally engaging an axially movable speed change ring with the conical surfaces of plural conical rollers for carrying out planetary movement. CONSTITUTION:A transmission having conical rollers 9 each of which is formed with a first frictional transmission surface 3 engaged with a transmitting wheel 2 fitted onto an input shaft 1 and a second frictional transmission surface 6 engaged with a transmitting wheel 5 fitted onto an output shaft 4, in addition to a conical surface 8 engaged with a speed change ring 7. When the speed change ring 7 is moved in the direction in which the effective diameter of the conical surface 8 is increased, the rotational speed of the output shaft decreases. This action is due to frictional force between the conical surface and the speed change ring. When the speed change ring 7 displaces to the lower section of the conical surface, the rotation of the output shaft stops so that this action makes effective in establishing the condition equivalent to the condition of disengaging of a clutch.

Description

[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 that engages with a transmission wheel (2) on an input shaft (1). (3) and a second friction transmission surface (6) that engages with the transmission wheel (5) on the output shaft (4) are provided in addition to the conical surface (8) that engages with the speed change ring (7). There is a type that uses a conical trochanter (9). This type was developed by the applicant, and the conical trochanter (9) is a frictional engagement point P.

It is supported by 3 points in QIH. Note that ol is an element that performs the same function as a ball bearing glue tenor. In the device shown in FIG. 1, the rotational speed of the output shaft is reduced 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). Second
In the figure, the above direction is indicated by the symbol S. The rotational speed of the output shaft (4) is the dimension a shown in FIG.

It becomes 0 in a state where the relationship a:b=c:d is established between b, 'c, and d. Figure 3 is the first
In the continuously variable transmission shown in the figure, 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. Highest value T
Indicates the state leading up to construction. Shift ring (7) and conical wheel (9)
Tmax is much larger than in the case of a conventional frictionless continuously variable transmission of this type because the pressure contact condition between the output shaft (4) and the output shaft (4) improves as the rotational speed of the output shaft (4) decreases. Origin 0 (N=0.
, T'=0 point) and the TmaxO point U (the area indicated by the dotted line) is an area where dT/dN is particularly large. At the origin 0, the output shaft (4) is stationary, and at a point close to the 0 point, the rotation of the output shaft (4) can be stopped manually.

The present invention is to enable automatic gear shifting of a vehicle to be carried out with various advantages while utilizing the special type of continuously variable transmission shown in FIG. 1. As shown in FIGS. In these figures, parts corresponding to those in FIG. 1 are designated by the same reference numerals as in FIG. 1.

In FIGS. 4 to 6, ■ is a gear ratio selection device, f2
1+ is a spring force adjusting device that puts the gear ratio selection device (2) in a standby state when the amount of depression of the accelerator pedal is 0. The gear ratio selection device (2) consists of a spring that exerts a force to move the gear ring (7) toward high speed, and a gear ratio selector (1) shown in FIG. It consists of a second cam device (a) having a cam surface 04) □□□. (
5) is the space of Kamumen (Foundation) Naimon, Sae is Kamuen (241G)
! It is a bottle that engages with any one of 51. The bin (2) can be replaced by a roller or a suitable non-circular cross-section element. The speed change ring (7) is due to the transmission torque.
) is engaged with the first cam surface when the direction of the force acting on the cam is in the F direction in Fig. 5, and when the direction of this force is opposite to the F direction, the second cam surface is engaged. The cams engage flush. 1st. The direction of the second cam surface H1t25 is such that the force acting on the speed change ring (7) due to the transmitted torque is
is selected so as to have a component in the direction of moving the motor in the direction of deceleration.

FIGS. 7 and 8 are explanatory diagrams regarding this point. To simplify the expression, the cam surface [24
15+ is shown as an inflexible admonition. Among these figures, FIG. 7 shows the force FR (24) and its component FR (24e) acting on the first cam surface (2) when the first cam surface is in the operating state.

PR (24n) and FIG. 8 shows the force FR acting on this cam surface (c) when the second cam surface (c) is in the operating state.
f251 and its components FR (256') FR (25n)
shows. FR (24e) and FR (25e) are components effective for moving the speed change ring (7) in the deceleration direction.

1st. The reason why the second cam surface (24N25+) is tilted in the opposite direction is that the force FR (to) faces in the opposite direction to the force FR (251).

A spring force adjustment device (2) with which a gear ratio selection device is provided
1) performs the following two functions.

a. An action that makes it easier to start the engine or electric motor; b. An action that increases the braking effect of engine braking or regenerative braking. These actions are common whether the prime mover is an internal combustion engine or an electric motor. Therefore, in the following explanation, it is assumed that the prime mover is an internal combustion engine.

When starting the engine while the vehicle is stopped without applying the brakes, the accelerator pedal is not depressed, so the pressure oil from the pump is transferred to the working chamber side of the spring force adjustment device I21). The flow path switching valve is in a state where it is in communication with the reservoir (31), and the piston f33) of the spring force adjustment device 2+1 moves to the leftmost end as shown in FIG. The effect of moving to the high speed side is lost.

In this state, the speed change ring (7) is in a position where the rotational speed of the output shaft (4) is 0 or a value close to 0 (a position where the load resistance applied to the engine as a prime mover is extremely small. In this state This has the advantage that the engine can be started and run without a clutch.The illustrated spring force adjustment device (21) is of the fluid-actuated type, but may be driven by an electric motor. It can also be used as

When the accelerator pedal (221) is depressed to start running the vehicle, pressure oil flows into the working chamber (30j) of the spring force adjustment device (21), causing the piston (33) to move to the right. ) is the first and second cam surface +24) 12
51 to return to the normal state in which automatic gear shifting is performed. The vehicle starts by depressing the accelerator pedal, and as the amount of depressing increases (increasing the engine output), the torque applied to the speed change ring (7) due to the transmitted torque also increases. This torque is a function of the amount of depression of the accelerator pedal, the condition of the road surface, the angle of inclination of the road surface, and the inclination angle of the cam surface, and the shift ring (7) automatically adjusts its position depending on the magnitude of these factors. Move while finding out. When climbing a slope with a particularly large slope, the torque applied to the speed change ring (7) also increases as the slope angle increases, so the speed change ring moves in the deceleration direction. On the other hand, when traveling on a flat road, the speed change ring (7) gradually moves in the direction of increasing speed, and finally reaches a position ζ that provides the lowest reduction ratio.

The second cam rotation is for reverse load (acts when the engine is about to be rotated from the wheel side, in other words, when engine braking is applied). When the engine brake is applied and the reverse load is applied, the amount of depression of the accelerator pedal is 0, and at this time, the spring force adjustment device weakens the force of the spring and shifts gears. Ring (7)
) is in a state where it is easy to move toward the lower speed side. This condition is one that increases the IIJ dynamic effect of the engine brake, and it is the other effects produced by the spring force adjustment device) that are produced.

FIGS. 9 to 12 are drawings showing the positions of the pin (to) and the speed change ring (7) with respect to the cam surfaces (a). In these drawings, Figure 9 shows the state when the engine is stopped or idling, and Figure 10 shows the spring force adjustment device (21).
Fig. 11 shows a state in which the gear ring (7) is adapted to start the vehicle, and Fig. 12 shows a state in which the gear change ring (7) has selected an intermediate gear ratio.
The figure shows the state when the speed change ring reaches its extreme position on the high speed side. The shape of the cam surface C41 is determined so as to obtain a good fuel consumption rate while taking into account the torque-rotational speed characteristics of the engine, and the shape of the cam surface (25) is designed to prevent reverse load conditions that occur during high-speed running. It is determined by taking into account the reverse load condition that occurs when driving at low speeds.

As explained above, in a vehicle equipped with an automatic transmission according to the present invention, the engine can be started without clutch operation, and automatic transmission can be performed using a simple mechanism. This vehicle has much higher pitching ability and engine braking effect (or regenerative braking effect) than conventionally used automobiles with automatic transmissions.

[Brief explanation of drawings]

FIG. 1 is an explanatory longitudinal sectional view of a friction continuously variable transmission used in the present invention, FIG. 2 is an explanatory diagram of the transmission shown in FIG. 6
The figure is a graph diagram for explaining the characteristics of the thing shown in FIG. 1. 4 to 12 are explanatory drawings of the automatic transmission according to the present invention, in which FIG. 4 is a vertical side view, and FIG.
- A partial plan view taken in the line direction, FIG. 6 is a vertical sectional side view showing a part of FIG. 4 in a different state, FIGS. 9 to 12 are drawings selectively showing the relationship between a pair of cam surfaces, a pin that engages therewith, and a conical rotor and a speed change ring. (1)...Input shaft (2)...Transmission wheel (3)...
・First friction transmission surface (4)...Output shaft (5)...
・Transmission wheel (6)...Second friction transmission surface (7)...
・Speed ring (8)... Conical surface (9)... Conical trochanter i10+... Retainer element Ca-... Gear ratio selection device (21)... 1d force adjustment device...
Acceleration peta suzu prisoner)... spring (goods))... 1st.
Second cam surface α)...Cam device Mouth...Space between cam surfaces (28)...Pin α...Pump field...
・Working chamber (311... Oil sump 02... Flow path switching valve Country... Piston reel

Claims (1)

[Claims] The transmission system from the input shaft to the output shaft is frictionally engaged with a plurality of conical rotors that perform planetary motion and the conical surfaces of these conical rotors in common, and is moved in the axial direction. In addition to the conical surface, the conical trochanter includes a first friction transmission surface that frictionally engages the transmission wheel on the input shaft and a transmission ring that frictionally engages the transmission wheel on the output shaft. second to engage
A continuously variable friction transmission is used in an internal combustion engine or a regenerative braking system. In addition to providing a spring that is drive-coupled to the electric motor with which the gearbox is attached and exerts a force in the direction of moving the gearshift ring to the high speed side, the spring acts on the force exerted by the spring as the torque applied to the gearshift ring increases during positive load when the wheels are driven by the prime mover. A first cam surface that resists and moves the speed change ring toward the low speed side, and a speed change that resists the force exerted by the spring as the torque applied to the speed change ring increases during reverse load when the prime mover is driven from the wheel side. A gear ratio selection device having a second cam surface that moves the ring toward the low speed side is provided, and when the amount of depression of the accelerator pedal reaches D, the force exerted by the spring is reduced, and the output shaft of the continuously variable transmission is 1. An automatic transmission system for a vehicle, characterized in that a spring force adjusting device is interposed between an accelerator pedal and the spring to move a speed change ring to a position where the rotation speed is near zero.