JPS62274146A - Active differential speed change mechanism - Google Patents

Abstract

PURPOSE:To function as a speed change gear and a differential gear and to divide torque arbitrarily with little loss by adding at least one or more mechanical stepless speed change mechanisms between respective shafts of a power transmission system having at least two or more input shafts or output shafts. CONSTITUTION:Stepless speed change mechanisms 1, 11 comprise pairs of coni cal pulleys 2, 3, 12, 13, belts 4, 14, pulley diameter variable mechanisms 5, 15, input shafts 6 and output shafts 7, 17, wherein the respective input shafts 6 are coupled to an engine 101. On the other hand, the output shafts 7, 17 are wherein the respective input shafts 6 are coupled to an engine 101. On the other hand, the output shafts 7, 17 are connected to wheels 102, 103, respectively. In the stepless speed change mechanism 1, 11, when the rotational frequencies of the input and output shafts 6, 7, 17 are N6, N7, N17, and the diameters of paired pulleys 2, 3, 12, 13 are d2, d3, d12, d13, N7/N17=(N6/N17)/(N6/N7)=(d13/ d12)(d3/d2). Thus, torque can be distributed to stepless speed change and both shafts, so that the mechanism can be reduced in size and weight and a lowering of the total driving torque can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to an e-speed engine 1 in a power transmission system, and particularly includes two or more input shafts or output shafts! This invention relates to a transmission mechanism suitable for continuously changing the rotational speed ratio between each shaft of a 1jII force transmission system.

[Conventional technology]

The following will explain the case of an automobile as an example of a power development system. In automobiles, the output of the engine is reduced by a transmission and then transmitted to the left and right wheels through a differential gear. Conventionally, the transmission was a right-hand type, and the differential IPIJ device i was installed on the left and right wheels.
Previously, the type that distributed the torque was the type that distributed the torque, but recently, the transmission is a stepless type, the difference if! As the II device, a finite slip type is used that prevents the wheels from slipping beyond a certain level by using a masatsu to realize torque transmission according to the load and interlocking properties during automatic operation such as when changing direction. The case has come up.

[Problem that the invention seeks to solve]

However, although the overall torque can be finely adjusted using a continuously variable transmission, the torque distribution ratio between the left and right wheels is predetermined based on the difference in rotational speed between the left and right wheels, and is not necessary during actual driving. It was not arranged in such a way that the torque applied could be finely adjusted.

Furthermore, since the torque distribution ratio between the left and right axes is adjusted using a heat exchanger, the excess torque is turned into heat and discarded, so little consideration was given to losses.

The first object of the present invention is a continuously variable transmission mechanism (next to a continuously variable transmission)
It has both the functions of a finite slip differential mechanism and can provide any rotation speed ratio between each shaft with little loss! I? An object of the present invention is to provide an II type differential transmission mechanism.

[Means for solving problems]

In the present invention, at least two or more continuously variable transmission mechanisms are combined in the power transmission system.

Adjust the rotation speed ratio between three or more axes.

[Effect]

By doing this, the rotation ratio between the shafts connected by the continuously variable transmission mechanism can be specified arbitrarily, so that the rotation speed ratio between three or more shafts can also be adjusted as a whole.

``[Example] Hereinafter, an example of the present invention will be explained with reference to FIG. 1.
The figure shows an active differential transmission mechanism with one input shaft (engine side) and two output shafts (axle side) configured by combining two belt-type continuously variable transmission mechanisms. Mechanism 1 and 1
1, 1 and Yl respectively consist of conical boob pairs 2, 3 and 12° 13, belts 4 and 14. Boot diameter variable mechanism 5 and 15. Input shaft 6. Output shaft 7 and 1
It consists of 7. In the case of a car, the input shaft 6 is the engine 1
01, and outputs +1i1117.17 are connected to car 1 102 and 1.03, respectively.

Now, in the continuously variable transmission mechanism 1, if the diameter of the pulley pair 2, 3 is adjusted to a predetermined value using the variable pulley diameter mechanism 5 (for example, the section of continuously variable transmission h1 in "Mechanical Engineering Handbook"), the human power shaft 6
and the rotational speed of the output shaft 7 N6. N7 is the diameter dz and da of the pulley pair 2 and 3 through the belt 4, as well as the continuously variable transmission mechanism 11.
Even booli vs. 12dta
Ni1dxz can be realized between the input 111116 and the output shaft 17, and as a result, between the output shafts 7 and 17, the above 2
One rotation N17 Nil/N? It becomes possible.

[Effects of the Invention] According to the present invention, the connected change in the rotation speed ratio between each shaft of a power transmission system including two or more human power shafts or output shafts can be performed without causing almost any mass loss. It becomes possible. The distribution of 1-lux to each axis is human power IIi + 111-
The torque distribution changes from time to time depending on the torque characteristics and the 1-herk characteristics of each output shaft load, but by considering these characteristics, it is possible to bring the distributed torque close to the desired value.

When the present invention is applied to an automobile, the functions of a transmission and a differential device can be realized in one, making it possible to make it compact and mass-produced. In addition, since 11-dynamic balance control of the left and right or front and rear heavy wheels is possible, the steering characteristics, which are dominated by cornering forces that are affected by the lf llj+ force and the 19 ajlc+ force, can be adjusted from moment to moment, allowing driving performance to be controlled as desired. At the same time, special running such as on-the-spot maneuvering and slip control become possible.

At this time, since there is no mass loss, there are effects such as preventing a decrease in the total drive torque.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of an embodiment of an active differential transmission structure according to the present invention.

Claims (1)

[Claims] 1. In a power transmission system in which at least one of which has two or more input shafts and output shafts, between at least one input shaft and each of at least two output shafts; Incorporating at least one or more mechanical continuously variable transmission mechanisms, or at least one or more mechanical continuously variable transmissions between each of at least one output shaft and at least two input shafts. An active differential transmission mechanism that incorporates a mechanism. 2. The active differential transmission mechanism according to item 1, wherein at least one of the mechanical continuously variable transmission mechanisms is replaced with an almost stepless mechanical stepped transmission mechanism.