JPS60151451A - Continuously variable transmission for vehicle - Google Patents

Abstract

PURPOSE:To permit to control speed from starting to stopping simply and quickly by a method wherein a friction type continuously variable transmission, capable of changing the speed change ratio thereof steplessly from an infinitive value to a predetermined value very easily without pivoting a speed change control unit, is employed as the speed changing mechanism of the device. CONSTITUTION:The friction type continuously variable transmission 8, capable of changing the speed change ratio thereof from an infinitive value to a predetermined value steplessly without pivoting the speed change control unit, is employed as the speed change mechanism and the speed change ratio is set at the infinitive position when an engine is in the condition of idling while the position of an accelerating lever is detected upon starting the vehicle to shift the speed change ratio from the position of the infinitive value to the reducing position gradually. According to this method, the speed of the vehicle may be controlled from starting to stopping simply and quickly without employing a torque converter or a centrifugal clutch.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a continuously variable transmission device for a vehicle, particularly a two-wheel VC.

[Prior art]

Conventionally, continuously variable transmission in hydraulic vehicles such as two-wheeled vehicles mainly involves a V-belt shift, a torque converter, and a centrifugal clutch in combination to control the vehicle's functions from starting to stopping. However, torque converters are thick in shape and weight, and are inefficient, and centrifugal clutches have a high coupling rotational speed due to their limited shape, and all of these generate heat because slipping occurs in order to start the car smoothly. The drawback was that the shape could not be seen from above.

In order to solve the problem of power and
In Japanese Patent Publication No. 49-48909, a friction-driven continuously variable transmission was proposed, which enables smooth starting and stopping without using the torque converter or centrifugal clutch. However, these methods also have the disadvantage that the transmission mechanism is complicated.

[Summary of the invention]

The present invention eliminates these drawbacks by using a friction-driven continuously variable transmission with a simple mechanism, and by implementing this mechanism, the functions from starting to stopping the vehicle are simplified without using the conventional clutch mechanism. The objective is to provide an excellent military continuously variable transmission system that can accurately achieve the desired results on a monthly basis.

[Embodiments of the invention]

Embodiments of the present invention will be explained below with reference to all the drawings.

The figure is a basic structural diagram of a vehicle showing an embodiment of the present invention.

In the figure, 1 indicates the engine that is the power source of the vehicle, and 2 indicates the rotation speed of engine 1 ffi! The throttle valve 3 controls the engine 1, and the output shaft 3 outputs the output from the engine 1.

4 is a first transmission mechanism, which includes a sprocket 5 provided on the blade shaft 3 and a sprocket 6 provided on the continuously variable transmission mechanism 8.
and a chain 7 that fully connects both. Reference numeral 8 is a continuously variable transmission mechanism using friction drive, which fully supports an input transmission plate 9, an output transmission @ 10, a rotor 11, a transmission output 1i 112, a transmission ring 13, a transmission shaft 14, a pressure mechanism 15, and a rotor 11. It is composed of an auxiliary ring 16, and an upper br2 sprocket 6 is provided on an extension of the rotation axis of the input transmission Di9. Reference numeral 17 denotes a second transmission mechanism, which is composed of a gear 18 provided on the speed change output shaft 12 and a gear 19 provided on the wheel II 22. 23 is a wheel provided on the axle 22.

In addition, the rotating electric machine 25 capable of four reversible rotations is controlled to change the speed.
25 is a rotating electric machine for self-driving upstream; 26 is a throttle opening sensor that operates in response to an accelerator lever (not shown) that operates the throttle valve 2; 27 is a control device for controlling the rotation of the wheels 23; The vehicle speed sensor 28 is a rotation sensor that detects the entire rotation speed of the engine 1. 29, 30° 31 is a case that protects the first transmission mechanism 4, the iJ42 transmission mechanism 17, and the continuously variable transmission mechanism 8, and also holds the bearings 20, 21, 32, and 33 that support the rotating shafts of the respective mechanisms. .

In the above configuration, the continuously variable transmission mechanism will be described first. The transmission mechanism shown in the wooden f1'4 was made by the Special Publication Publication No. 57-1322.
The transmission mechanism that is used for the mechanism shown in No. 1, and formed by the input transmission plate 9, the rotor 11, the speed change ring 13, and the combination of the speed change ring 13, the rotor 11, and the output transmission plate 10, is so-called. It is similar to a planetary gear transmission mechanism, and the gear ratio of each transmission mechanism, that is, the input transmission plate 9 and rotor 11 in the former, and the output transmission number 10 and the gear ratio of the rotor 11 in the latter, is This is determined by the position of the quick ring 13 that surrounds these, and the 411 input transmission plate 9F%
The gear ratio of the output transmission plate 10 to be used is determined.

Now, it is strange (irT about rotor 11 of ring 13,
If Ii"j is as shown in the figure, the gear ratio will be large
The maximum value of p is infinite, that is, the rotation of the output transmission 1o becomes zero, and as the position of the speed change ring 13 moves to the H side in the figure, the speed ratio gradually decreases, and the minimum value differs depending on the determination of each dimension. /31 [The fixed value generally takes about 1.5 to 2.0. In other words, by appropriately selecting all the positions of the transmission gear 13, the transmission ratio can be obtained steplessly from IS (IS) to a predetermined value.
11, contact point CB where the speed change ring 13 contacts each other;
- The reason why no slippage occurs at the contact point) v (is due to the generation of pressure by the pressure mechanism 15. The pressure mechanism is a known pressure regulating mechanism, and the pressure transmission plate 10 and the speed change output shaft 12
A cam surface having a slope is provided on each of the opposing surfaces, and a sphere is provided between the cam surfaces.The pressurizing mechanism 15 thus constructed generates a pressurizing force corresponding to the transmitted force, and the above-mentioned Necessary pressure contact force is generated at each pressure contact point, and each mechanism fully transmits rotation without slipping.

Next, the operation of each mechanism while the vehicle is running will be explained. When the vehicle is currently stopped and the engine 1 is rotating (idle state), the wheels 23 do not rotate, the vehicle +1jt+22, the @2 transmission mechanism 17, and the speed change output shaft 12 do not rotate, and the pressurizing mechanism 15 does not rotate. The entire output transmission &10 is not rotating either.

On the other hand, the engine output shaft 3 rotates according to the opening amount of the throttle valve 2, and the input transmission plate 9 via the first transmission mechanism 4 also rotates.
Depending on the reduction ratio, the mrJkl output shaft rotates at a lower number of revolutions than the 30 rotation. Therefore, in order to satisfy the condition that the input transmission plate 9 rotates and the output transmission plate 10 stops rotating, the gear ratio of the continuously variable transmission 8 must be infinitely large. That is, the position of the speed change ring 13 must be in the L direction in the figure. This gear ring 1
30R1 is set to the fixed position by inputting the outputs of the throttle opening sensor 26 and vehicle speed sensor 27 to a control device [24V], and controlling the rotating electric machine 25 to move the speed change shaft 14 left and right. .

Next, we will discuss when trying to start the vehicle.

Normally, the throttle valve 2 is gradually opened, the engine speed is reduced to 10, and the driving torque is increased to start the vehicle. R11, the driving force is determined by the opening degree of the throttle valve 2 and the resulting rotation speed of the engine 1, and according to the amount, the speed change ring 13 gradually moves from the infinite position ρλ in the H direction in the figure. The output transmission plate 10 starts rotating, the axle 22 rotates via the second transmission mechanism 17, and the vehicle moves forward. At this time, 1tI,
The forward speed of both is the opening degree of throttle valve 2 - iy VC
The number of rotations of 1 and 71! c-speed ring 13
It is determined by the change in gear shifting accompanying the shift Bfb. Also, while driving after starting, the speed is not controlled by the accelerator lever, but at this time as well, single speed is determined according to the opening degree of the throttle valve 2 and the gear ratio of the rapid speed mechanism 8. l'I
Ru. Opening degree of throttle valve 2 when driving
The increase in rotation of the engine 1 due to hIVc is mainly handled by changing the articulated driving force, and the speed ratio for the continuously variable speed gear 8 is subordinate.

Next, stopping the vehicle will be described. Generally, the output of engine 1 is set to the minimum, the vehicle speed is completely reduced, and then the brakes are used to stop the engine. However, no matter which method is used to stop the engine, engine 1 must continue to rotate after the wheels 23 have stopped rotating. Must not be.

νII Since the engine 1 must be in an idle state, it is necessary to set the gear ratio of the single-stage transmission mechanism 8 to the infinite position at the same time as the wheels 23 stop. Therefore, in order to quickly stop the vehicle according to the driver's will and simultaneously stop the rotation of the engine 1, it is necessary to stop the vehicle immediately before the driver expresses his/her intention to stop, that is, by closing the throttle valve 2 or applying the brakes. Just before the engine stops, the throttle opening sensor 26 and the vehicle speed sensor 27 or the rotation sensor 28 detect a decrease in the rotation speed of the engine 1 or a decrease in the rotation of the wheels 23 due to brake braking, and the control device 24 is activated. Then, the gear ratio iJ
Therefore, the rotating electric machine 25 and the speed change shaft 14 are rotated so that they are at the infinite position.
, and move the shift +1 ring 13 to the maximum position in the L direction in the figure.

〔Effect of the invention〕

As described above, the present invention is applicable to the rapid mechanism.
Since the 1jl1 part does not rotate and uses a continuously variable transmission that allows the speed ratio to be changed steplessly from infinity to a predetermined value very easily, the speed ratio is set when the engine is in an idle state. At the same time, when the vehicle is about to start, the gear ratio is gradually decreased from the infinite position by quickly detecting the transition from closing to opening of the accelerator (-). The accelerator lever and/or the brake gear reduce the rotation of the wheels, allowing the vehicle to start and run smoothly.
When either the transmission (4) or the rapid speed mechanism inserted between the engine and the wheel wheel I11 tries to drop below the idle speed of the engine or the nearby speed, it is In order to achieve this, the gear ratio of the above-mentioned rapid speed mechanism is increased so that the gear ratio can be set to an infinite position when the wheels are stationary, making it simple, quick and smooth without using a torque converter or centrifugal clutch. Therefore, it is possible to provide a continuously variable transmission device for a vehicle that can effectively limit the speed from starting to stopping the vehicle.

4 Drawing 11111 prison grain, light The figure is a basic structural diagram showing one embodiment of the present invention.

DESCRIPTION OF SYMBOLS 1... Engine, 2... Throttle valve, 3... Engine output shaft, 4... 8i141 transmission mechanism, 8... Continuously variable transmission mechanism, 9... Input transmission plate, 10... Output transmission plate, 1
1...Rotor, 1208. Shift output 4+11.13・
-・Shift ring, 14...Shift shaft 1.15・1. Pressure mechanism, 17...Second transmission mechanism, 22...Car*H52
3...Wheel, 24...Control pupil, 25...1 rotation type 1m, 26...Throttle opening sensor, 27...
Vehicle speed sensor, 28... Rotation sensor.

Agent: Masuo Oiwa Procedural amendment (voluntary) 1. Indication of the case: Japanese Patent Application No. 59-6675 2. Name of the invention: Continuously variable transmission for vehicles 3. Person making the amendment 5: Invention of the specification subject to the amendment Detailed explanation field.

6. Contents of the amendment ■ Page 5 of the specification, line 2 “Also 24 is reversible” “Also 24 is reversible”
I am corrected.

(2) Lines 3-4 of the same page “25 is 1° of rotation for the above drive, @
," is deleted.

(3) Page 6, line 6 “KJ shown in the figure is on the L side shown in the figure”
I am corrected.

(4) Correct page 7, line 6, “When (in idle state) the wheels” to “When (idle state), wheels j” (5) Page 8, line 19, “In...” all[·
In the case of...'', it is corrected.

(6) Line 20 of the same page: ``Rise is the vehicle speed, i.e. j is corrected to ``and''.

"Start" is corrected.

(9) On the same page, line 14, “...” was changed to “・
"Until..." I am corrected.

001 voice + 10 pages, lines 13-15 “Decrease...
・Correct "Idle speed" to "When the engine idle speed decreases".

Claims (1)

[Claims] II+ An auxiliary KFi of a transmission system having an input shaft and an output shaft and extending from the input shaft to the output shaft, an input transmission plate and an output transmission plate are provided so as to be in a coaxial relationship, and these input transmission plates A plurality of conical rotors are attached to the outer edge of the output transmission plate, and a speed change ring that completely surrounds these rotors is provided on the outer conical surface of the rotor. The combination of the speed change ring, the output transmission plate, the rotor, and the speed change ring each have a relationship corresponding to a planetary gear transmission mechanism, and by stopping the rotation of the speed change ring and moving it in the axial direction,
A continuously variable transmission capable of continuously changing the rotation ratio between the input shaft and the output shaft; a first transmission mechanism that engages the engine output shaft with the input shaft; a second transmission mechanism that engages the axle, a control means that operates the speed change ring, a rotation detection means that detects at least the rotation speed of the engine output shaft, and an opening degree of the accelerator means that controls the rotation speed of the engine. It has an opening detection means that operates accordingly,
When the vehicle is stopped, the control means sets the speed change ring to an infinite position, and when the vehicle is started, it detects the operation of the accelerator and changes the speed change ring continuously from the infinity position tFtvh to the smaller gear ratio. , and when the engine is stopped, the gear ratio is set to an infinite position by detecting that the engine rotation has decreased to around the idle rotation speed. gearbox. (2) In the above device, the first transmission mechanism and the second transmission mechanism are constant reduction transmission mechanisms each having a predetermined reduction ratio. gearbox.