JPS59231252A - Automatic transmission for vehicle - Google Patents
Automatic transmission for vehicleInfo
- Publication number
- JPS59231252A JPS59231252A JP10644983A JP10644983A JPS59231252A JP S59231252 A JPS59231252 A JP S59231252A JP 10644983 A JP10644983 A JP 10644983A JP 10644983 A JP10644983 A JP 10644983A JP S59231252 A JPS59231252 A JP S59231252A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- continuously variable
- variable transmission
- rotational speed
- output shaft
- 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.)
- Granted
Links
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)
Abstract
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。[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.
Ｑ、Ｒにおいて６点支持される。なお、（１■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
せられるに伴っ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。6 points are supported in Q and R. Note that (1) is an element that performs the same function as a ball bearing retainer. As the ring (7) is moved, the rotational speed of the output shaft decreases.In FIG. 2, this direction is indicated by the symbol S.
出力軸（４）の回転速度は第２図に示す寸法ａ、ｂ。The rotational speed of the output shaft (4) has dimensions a and b shown in FIG.
ｃ、ｄの間にａ：ｂ＝ｃ：ｄの関係が成立するようにな
った状態においてＤとなる。第６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の低下に伴って増大して最高値’ｒｍａｘ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って良く
なる関係よりしてＴｍａＸ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。D occurs when the relationship a:b=c:d is established between c and d. Figure 6 shows that the continuously variable transmission shown in Figure 1 changes the torque T applied to the output shaft (4) as the rotational speed N of the output shaft (4) decreases when the rotational speed of the input shaft and the input horsepower are constant. This shows a state in which the value increases and reaches the maximum value 'rmax. 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, TmaX is much larger.
一方、車両機関については機関トルクＴと機関回転速度
１１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
の線を最適運転線と呼ぶ。）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。On the other hand, regarding the vehicle engine, how to select the relationship between the engine torque T and the engine rotational speed 11 to particularly reduce fuel consumption is shown in FIG. ), but in the case of automatic transmissions currently in use, the optimum operating line (
11) is extremely difficult to operate.
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、（２１１１）は機関、（２１）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（
２Ｉ）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圃と、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（財）は加速ペダル（イ）の踏込みに伴い第６図
の線（支）で示す信号を発生し、速度センサ（至）は機
関（支））の出力軸（財）により動作させられる。速度
設定器（２２１が発生する信号の大きさｓｌは機関のス
ロットル弁が所定の開度以下の開度（例えば６０％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５１（ａｂ）とされ、スロットル弁が所定の開度を超
えるときには、スロッ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。The present invention takes advantage of the special type of continuously variable transmission shown in FIG.
11) can be easily and simply operated without requiring any skill, and one example of the device according to the present invention is shown in FIG. In this figure, (2111) is an engine, and (21) is a continuously variable transmission of the type previously explained in connection with FIG. Continuously variable transmission (
The control system of 2I) consists of a speed setter (22), a speed sensor 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 (material) generates the signal shown by the line (support) in Figure 6 when the accelerator pedal (a) is depressed, and the speed sensor (to) is operated by the output shaft (material) of the engine (support). I am made to do so. The magnitude sl of the signal generated by the speed setter (221) is a constant value when the throttle valve of the engine is in a state of opening less than a predetermined opening (for example, a partial opening of about 60%). 51 (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.
一方、速度センサ□□□が発生する信号の大きさＧ２は
、第７図の直線ので示す如く、機関の回転速度Ｎに比例
する。第６図の線（５）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Ｂ
Ｃ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５２（Ｎ＋）（第
７図参照）は第６図の区間ａｂにおける信号Ｓ１の大き
さＳ、 （ａｂ）に一致させられる。On the other hand, the magnitude G2 of the signal generated by the speed sensor □□□ is proportional to the rotational speed N of the engine, as shown by the straight line in FIG. Section ab and section bc on line (5) in Fig. 6 are section AB and section B on optimum operating line ABC in Fig. 4.
The magnitude 52 (N+) of the signal S2 at the rotational speed N1 in FIG. 4 (see FIG. 7) corresponds to the magnitude S, (ab ).
速度設定器■よりの信号と速度センサ（２）よりの信号
は比較器例において比較される。■は比較器（財）の出
力信号の正負に従って流路の切換を行う流路切換弁、Ｃ
１１１は圧力流体源、Ｇ２はサーボ装置である。速度設
定器に、速度センサ（２）、比較器（社）、流路切換弁
■、サーボ装置０２等を含む系は無段変速機ｃ２１）の
制御系を構成する。この制御系は、スロットル弁の開度
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、スロッ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ッ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 (2) and the signal from the speed sensor (2) are compared in an example comparator. ■C is a flow path switching valve that switches the flow path according to the positive or negative output signal of the comparator.
111 is a pressure fluid source, and G2 is a servo device. A system including a speed setting device, a speed sensor (2), a comparator, a flow path switching valve (2), a servo device 02, etc. constitutes a control system of the continuously variable transmission c21). This control system maintains the engine rotational speed at a constant low rotational speed N1 until the throttle valve opening reaches a predetermined partial opening, and after the throttle valve opening exceeds a predetermined constant value, the engine rotation speed is maintained at a constant low rotational speed N1. The speed change ring of the continuously variable transmission is moved so as to increase the rotational speed of the engine as the opening degree of the valve increases.
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図の線いで示す如
く変える速度設定器を使用しつつサーボ装置国を動作さ
せる系として構成することができ、また、サーボ装置（
３ｚ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 can be configured as a system that operates a servo device using a governor driven by the engine and a speed setting device that changes the strength of the governor spring of this governor as shown by the line in FIG. It can also be used as a servo device (
3z can also 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ａ＋がその出力軸の回転速度をＤとする点を変
速範囲に含むため、無段変速機ｆｆ１１１が機関■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
ドリンク運転状態にある機関は、加速ペダル母の踏込み
により、アイドリンク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６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。In the automatic transmission according to the present invention described above, since the shift range of the continuously variable transmission a+ includes the point where the rotational speed of its output shaft is D, in the state where the continuously variable transmission ff111 is directly connected to the engine When the engine can be started and the engine is in idle-link operation, by pressing the accelerator pedal, the engine can be operated without interfering with city driving while maintaining the rotational speed at or close to the idle-link operation. be transferred to the state. Such operation is possible because the continuously variable transmission (21) has the characteristics shown in FIG. 6, 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.
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。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 ｔｌ［Ｉ・・・リテナ要
素 （１１）・・・運転線 （イ）・・・機関 ０１１
・・・無段変速機 （２）・・・速度設定器 ■・・・
速度センサ （財）・・・比較器 ■・・・加速ペダル
（資）・・・速度設定器の速度設定線 （至）・・・
機関の出力軸 （イ）・・・速度センサが発生する信号
を示す線 ＋３０１・・・流路切換弁 Ｃａｌ・・・圧
力流体源 ０２１・・・サーボ装置
←ト←−
唖
ξ
二二
斗６ 閃
（スロードル升の用度）
＄７区
０ 機１利・回転丸度ＮFIG. 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. 3
The figure is a graph diagram for explaining the characteristics of the thing shown in Figure 1, and Figure 4.
The figure is a diagram showing the optimum operating line of the engine. FIG. 5 is a diagram showing an example of an automatic transmission according to the present invention, and FIG.
FIG. 7 is a diagram showing the speed setting in the speed setting device of the device shown in FIG. 5, and FIG. 7 is a diagram showing the signal generated in the speed sensor of the device shown in FIG. (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 tl [I... Retainer element (11)... Operating line (A)... Engine 011
...Continuously variable transmission (2)...Speed setting device ■...
Speed sensor (Foundation)...Comparator ■...Accelerator pedal (Foundation)...Speed setting line of speed setting device (To)...
Output shaft of the engine (A)...Line indicating the signal generated by the speed sensor +301...Flow path switching valve Cal...Pressure fluid source 021...Servo device←←- 唖ξ 22 6 Flash (Usage of Slow Dollar Box) $7 Ward 0 Machine 1 Interest/Rotation Roundness N
Claims (1)
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
大径側に向って動かされるにつれ出力軸の回転速度が０
に捷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、スロッ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
に保ちスロッ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ットル弁の開度増大
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。The transmission system from the input shaft to the output shaft is commonly frictionally engaged with a plurality of conical rotors that perform planetary motion and the conical surfaces of these conical rotors, and is moved in the axial direction to change the gear ratio. the conical rotor has a first friction transmission surface that frictionally engages the transmission wheel on the input shaft and a second friction transmission surface that frictionally engages the transmission wheel on the output shaft. In addition to the conical surface, as the speed change ring is moved toward the larger diameter side of the conical trochanter, the rotational speed of the output shaft becomes zero.
A frictionless continuously variable transmission of the type that can be lowered by a lever is drive-connected to the vehicle's driving engine, and the rotational speed of the engine is maintained 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 a predetermined partial opening, a control system is provided that moves the gear ring of the continuously variable transmission so as to change the rotational speed of the engine in accordance with the increase in the opening of the throttle valve. Automatic transmission system for vehicles.
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 true JPS59231252A (en) | 1984-12-25 |
| JPH031545B2 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) |
Cited By (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 |
| US4730516A (en) * | 1985-04-01 | 1988-03-15 | Mitsubishi Denki Kabushiki Kaisha | Drive apparatus for auxiliary equipment responsive to a charging generator speed representing signal |
-
1983
- 1983-06-14 JP JP10644983A patent/JPS59231252A/en active Granted
Cited By (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 |
| US4730516A (en) * | 1985-04-01 | 1988-03-15 | Mitsubishi Denki Kabushiki Kaisha | Drive apparatus for auxiliary equipment responsive to a charging generator speed representing signal |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH031545B2 (en) | 1991-01-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4466521A (en) | Electric control system for automobile transmission | |
| US4653621A (en) | Control system for automatic clutch | |
| JPH0139865Y2 (en) | ||
| JP3438589B2 (en) | Vehicle driving force control device | |
| US6979280B2 (en) | Control apparatus and control method for vehicle | |
| JPH0419411B2 (en) | ||
| US6565481B2 (en) | Input torque limiting device for an infinitely variable transmission | |
| JPS58184323A (en) | Drive means for synchronizing device of transmission gears | |
| JPH0776582B2 (en) | Vehicle automatic transmission | |
| JPS62110536A (en) | Control for vehicle driving system | |
| JP3577315B2 (en) | Method for controlling a vehicle power transmission path including a continuously variable transmission | |
| JPH0239669B2 (en) | ||
| JPH03292462A (en) | Controller for lockup clutch | |
| JPH02159452A (en) | Continuously variable transmission for vehicle | |
| JPS59231252A (en) | Automatic transmission for vehicle | |
| JP3162328B2 (en) | V-belt type automatic transmission for vehicles | |
| KR100287537B1 (en) | Transmission mechanism for gradually changing the rotational speed between the drive member and driven member | |
| JPS6184454A (en) | Stepless speed change gear | |
| JPS59151656A (en) | Automatic transmission for vehicle | |
| JPH03121359A (en) | Speed change controller for continuously variable transmission | |
| JPS6235151A (en) | Line pressure control device for automatic speed change gear | |
| JP3458710B2 (en) | Vehicle driving force control device | |
| JPS62199534A (en) | Control device for vehicle drive system | |
| JPS61193936A (en) | Continuously variable transmission for automobile | |
| JPS62111151A (en) | Determination of aimed output of vehicle |