TW201638499A - CVT gearbox with improved controllability - Google Patents

Abstract

The invention relates to a CVT gearbox which comprises a pair of cone pulleys (2) with a locationally-fixed cone pulley (20) and an axially-displaceable cone pulley (21), at least one centrifugal force element (3) that is arranged on said axially-displaceable cone pulley (21) so as to be displaceable, a supporting wall (4) that is arranged on the axially-displaceable cone pulley (21), said centrifugal force element (3) being arranged between this supporting wall (4) and a rear wall (22) of the axially-displaceable cone pulley (21), an adjustment device (5) for adjusting a position of the axially-displaceable cone pulley (21), and a control unit (6) which is configured to actuate the adjustment device (5) in order to alter the position of said axially-displaceable cone pulley (21).

Description

CVT-transmission with improved controllability

The present invention relates to a CVT-transmission (a steplessly adjustable transmission) having significantly improved controllability and adjustability.

The prior art discloses different designs of CVT-transmissions. With a continuously variable transmission, a suitable gear ratio can be achieved in the vehicle compared to a transmission with a fixed gear. A particular field of application for such CVT-transmissions is small vehicles such as two-wheelers, tricycles, so-called spurs, snowmobiles, quads or scooters. In the case of such a CVT-transmission, a centrifugal force regulator is typically used to adjust the position of the belt on the pair of tapered washers. In this case, the centrifugal force of the centrifugal force adjuster moves its radial position according to the rotational speed, thereby changing the axial distance between the two tapered washers, thereby changing the transmission of the transmission. A disadvantage of such a device is that it is not possible to have a controllable or adjustable intervention of the transmission of the CVT-transmission. Therefore, the prior art CVT-transmission with a centrifugal force regulator is typically not operated at the optimum point, thus increasing fuel consumption and/or emissions of the vehicle. In view of this, it is advantageous to utilize this potential when using a centrifugally regulated CVT-transmission to reduce fuel and reduce emissions. In addition, in terms of vehicle dynamics, there is no optimal design for centrifugal force-regulated CVT-transmissions. Especially when the vehicle accelerates from a standstill and accelerates during the running of the vehicle (such as the elasticity from the first speed to the second speed), the centrifugal force-regulated CVT-transmission There is still room for improvement in the non-optimal gear ratio of the device.

The advantage of the CVT-transmission device of the present invention having the features of claim 1 is that the emission characteristics and fuel consumption of the vehicle can be effectively improved. In addition, the driving performance is also significantly improved, in particular in terms of acceleration from the standstill and in terms of the acceleration of the vehicle during driving. According to the invention, this is achieved by operating the CVT-transmission in an optimized position. According to the invention, the CVT-transmission device here comprises a pair of tapered washers with fixed-point tapered washers and axially movable tapered washers and at least one centrifugal force element which is movably arranged along the path The arrangement is on the axially movable conical spacer. A support wall is also provided on the axially movable conical spacer. The centrifugal force element is disposed between the support wall and a rear wall of the axially movable tapered gasket. According to the invention, adjustment means are also provided for adjusting the position of the axially movable conical spacer. The control unit is adapted to operate the adjustment device to change the position of the axially movable conical spacer. Thus, according to the invention, the centrifugal force regulating CVT-transmission can be intervened by the control unit to operate the CVT-transmission at an optimum operating point.

The dependent items show a preferred refinement of the invention.

The adjustment device preferably includes an actuator that drives the support wall to apply centrifugal force to the centrifugal force element. Thereby the centrifugal force element is moved radially outwards, thereby causing axial movement of the movable conical spacer of the CVT-transmission. This changes the position of the conical spacer pair of containment members, thereby changing the transmission of the CVT-transmission. Therefore, the centrifugal force acting on the centrifugal force element is increased by increasing the rotational speed of the actuator, thereby making a larger axial adjustment of the movable tapered washer.

The support wall preferably includes a contact surface for tapping one end of the contact with the centrifugal force element. The tapered contact surface of one of the support walls preferably adopts a tapered construction scheme. Therefore, when the rotational speed of the support wall is increased, the centrifugal force acting on the centrifugal force element or the like is increased, so that the force element moves radially outward. In this case, the force elements extend over the tapered contact surface of one of the support walls, thereby also creating a moving assembly for axial movement of the movable conical spacer in the axial direction.

Further preferably, the driven shaft of the actuator of the adjusting device is arranged parallel to the crankshaft. This makes it possible to achieve a particularly compact construction.

The control unit is preferably adapted to control the adjustment device based on characteristic parameters of the drive motor. Preferably, the rotational speed of the drive motor and/or the torque of the drive motor is used as a characteristic parameter of the drive motor. The characteristic parameters for controlling the adjustment device can be detected directly on the drive motor or on a component connected to the drive motor. The drive motor is preferably an internal combustion engine.

Further preferably, the control unit is adapted to control the adjustment device based on a driving mode selected by the driver. For example, a preset transmission setting value used by the adjustment device in a corresponding selected driving mode (such as a sport mode or a fuel economy mode or the like) may be stored.

Further preferably, the crankshaft passes through the pair of tapered washers. In this way, a particularly compact construction of the CVT-actuator can be achieved, in particular a particularly compact construction of the unit comprising the CVT-actuator and the drive motor.

Further preferably, the positionally fixed tapered washer is directly coupled to the crankshaft such that in the axial direction of the crankshaft, only minimal structural space is required for the CVT-transmission.

The adjustment device preferably includes a transmission disposed between the actuator and the support wall. As an alternative, the support wall is directly connected to the rotor of the actuator. to this end, The support wall can have a cylindrical protrusion surrounded by the winding of the actuator. Furthermore, as an alternative, the rotor of the actuator is provided by the sleeve region of the support wall, so that a particularly compact construction is achieved.

Further preferably, a rotational speed sensor is provided to detect the rotational speed of the support wall. The speed sensor is preferably coupled to the adjustment device. Further preferably, the control unit and the actuator are arranged in a housing of the CVT-transmission. This makes it possible to achieve a particularly compact construction.

The invention also relates to a vehicle comprising a CVT-transmission of the invention. The vehicle is preferably a small vehicle, in particular a two-wheeled or tricycle or a snowmobile or a Quad or scooter or the like.

Further preferably, the actuator is disposed on the housing of the CVT-transmission. In this case, the driven shaft of the actuator preferably projects into the interior of the housing, and the intermediate transmission for adjusting the support wall is preferably arranged inside the housing.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

1‧‧‧CVT-transmission

2‧‧‧Conical gasket pair

3‧‧‧ centrifugal force components

4‧‧‧Support wall, support gasket

5‧‧‧Adjustment device

6‧‧‧Control unit

7‧‧‧Speed sensor

10‧‧‧Drive motor

11‧‧‧ crankshaft

12‧‧‧Inclusive components

13‧‧‧ driven components

14‧‧‧Shell

20‧‧‧Cone gasket

21‧‧‧Conical gasket

22‧‧‧ Back wall

40‧‧‧Contact surface

41‧‧‧Sleeve area

50‧‧‧Executive agency

51‧‧‧ driven shaft

52‧‧‧Adjustment of the transmission

53‧‧‧Winding

54‧‧‧Circuit board

55‧‧‧Electrical connector

A‧‧‧ arrow

X-X‧‧‧ axial

1 is a side elevational view of a CVT-transmission device in accordance with a first preferred embodiment of the present invention, and FIG. 2 is a side elevational view of a CVT-transmission device in accordance with a second preferred embodiment of the present invention.

The CVT-transmission device 1 of the first embodiment, that is, the continuously adjustable continuously variable transmission, will be described in detail below with reference to FIG.

As shown in Figure 1, the CVT-transmission 1 includes a tapered pad with a fixed position. The sheet 20 and the tapered gasket pair 2 of the axially movable tapered gasket 21.

A fixed-point tapered washer 20 is fixed to the crankshaft 11. Specifically, as shown in FIG. 1, a fixed-point tapered washer 20 is disposed on the end of the crankshaft 11. As shown in Fig. 1, the crankshaft 11 is coupled to a drive motor 10, particularly an internal combustion engine.

The CVT-transmission 1 is a centrifugal-forced transmission and comprises a plurality of centrifugal force elements 3 arranged on an axially movable conical spacer 21. In this embodiment, the centrifugal force elements are spheres.

Furthermore, the CVT-transmission 1 comprises a support wall 4 arranged on an axially movable conical spacer 21. The axial position of the axially movable conical spacer 21 in the axial direction X-X is determined by the radial position of the centrifugal force element 3.

According to the invention, in order to adjust the centrifugal force elements, an adjustment device connected to the control unit 6 is provided. The adjustment device 5 includes an actuator 50, a driven shaft 51 of the actuator, and an adjustment transmission 52. The adjustment transmission 52 includes at least one pinion and is disposed between the actuator 50 and the support pad 4. The support pad 4 comprises a contact face 40 which is tapered at one end and which comes into contact with the centrifugal force element 3. The support spacer 4 also includes a cylindrical sleeve region 41 on which a gear for adjusting the transmission 52 is disposed.

Actuator 50 is preferably an electric motor. As an alternative, the adjustment device 5 comprises a pneumatic adjustment mechanism or a hydraulic adjustment mechanism or an electromagnetic adjustment mechanism.

A containment member 12, such as a conveyor belt, is disposed between the two tapered gaskets 20,21. The containment member 12 is coupled to the driven member 13, preferably also to the tapered gasket pair. The driven element 13 can, for example, also be a directly driven wheel or the like.

Therefore, according to the present invention, the movable conical pad can be adjusted through the control unit 6. The position of the sheet 21, in turn, adjusts the axial distance between the two conical spacers 20, 21 which provides the desired transmission of the CVT-transmission. To this end, the actuator 50 is driven and the support wall 4 is driven by the adjustment transmission 52. The centrifugal force members are accelerated by the contact between the support wall 4 and the centrifugal force member 3, and centrifugal force acts on the centrifugal force member 3 to radially press the centrifugal force member 3 (arrow A) radially outward. Thereby, the axially movable conical spacer 21 is axially moved in the direction of the fixed-point tapered spacer 20 such that the conveyor belt moves radially outward without changing the transmission ratio of the CVT transmission.

The rotational speed of the support wall 4 can be detected by the rotational speed sensor 7. The rotational speed sensor 7 is connected to the control unit 6.

As shown in Figure 1, the actuator 50 is integrated into the housing 14 of the CVT-transmission to achieve a particularly compact construction.

According to the present invention, optimized transmission of the transmission can be achieved based on characteristic parameters such as the rotational speed and/or torque of the drive motor 10. In this case, the transmission can be selected in view of consumption optimization or emission optimization or vehicle acceleration optimization. It is also possible to select any combination of outputs to be optimized and adjust the corresponding optimum transmission of the CVT-transmission accordingly.

Experiments on the CVT-transmission device 1 of the present invention have shown that 10% fuel consumption can be saved compared to a normal centrifugal-forced CVT-transmission device, and an acceleration of 0 to 60 km/h can be increased by 17%, and 20 The elasticity of acceleration up to 50 km/h is increased by 19%. The CVT-transmission device of the present invention requires a slightly larger mechanical and electrical structure due to the adjustment device, but the structure can be more greatly compensated by the improvements and savings described above.

Figure 2 shows a CVT-transmission device 1 according to a second embodiment of the present invention, wherein The same or functionally identical components use the same component symbols. Unlike the first embodiment, in the second embodiment, the actuator 50 is integrated into the CVT-transmission. In this case, the support wall 4 comprises a sleeve region 41 constructed as a rotor of the actuator 50. This makes it possible to achieve a particularly compact construction. Furthermore, the control unit 6 is arranged as a circuit board 54 arranged on the winding 53 of the actuator 50. The electrical connector is marked with the component symbol 55.

1‧‧‧CVT-transmission

2‧‧‧Conical gasket pair

3‧‧‧ centrifugal force components

4‧‧‧Support wall, support gasket

5‧‧‧Adjustment device

6‧‧‧Control unit

7‧‧‧Speed sensor

10‧‧‧Drive motor

11‧‧‧ crankshaft

12‧‧‧Inclusive components

13‧‧‧ driven components

14‧‧‧Shell

20‧‧‧Cone gasket

21‧‧‧Conical gasket

22‧‧‧ Back wall

40‧‧‧Contact surface

41‧‧‧Sleeve area

50‧‧‧Executive agency

51‧‧‧ driven shaft

52‧‧‧Adjustment of the transmission

A‧‧‧ arrow

X-X‧‧‧ axial

Claims (12)

A CVT-transmission device comprising: a conical gasket pair (2) having a fixed tapered washer (20) and an axially movable tapered washer (21), at least one centrifugal force element (3), Arranging on the axially movable conical spacer (21) in a movable manner, a support wall (4) arranged on the axially movable conical spacer (21), wherein the centrifugal force element (3) disposed between the support wall (4) and the rear wall (22) of the axially movable tapered gasket (21) for adjusting the axially movable tapered gasket (21) The position adjustment device (5), and the control unit (6), which is adapted to operate the adjustment device (5) in order to change the position of the axially movable conical spacer (21). A transmission according to claim 1 is characterized in that the adjustment device (5) comprises an actuator (50) that drives the support wall (4) to apply centrifugal force to the centrifugal force element. A transmission according to claim 2, characterized in that the support wall (4) has a contact surface (40) for tapping one end of the contact with the centrifugal force element (3). A transmission according to any one of claims 2 or 3, characterized in that the driven shaft (51) of the actuator (50) is parallel to the crankshaft (11). A transmission device according to any of the preceding claims, characterized in that the control unit (6) is adapted to control the characteristic of the drive motor (10) based on its characteristic parameters, in particular the rotational speed and/or torque of the drive motor Adjustment device (5). A transmission according to any of the preceding claims, characterized in that the control unit (6) is adapted to control the adjustment device (5) based on a driving mode selected by the driver. A transmission according to any of the preceding claims, characterized in that the crankshaft passes through the pair of tapered washers (2). A transmission according to any of the preceding claims, characterized in that the fixed-point tapered washer (20) is connected directly to the crankshaft (11), in particular at the end of the crankshaft (11) . A transmission according to any of the preceding claims, characterized in that an adjustment transmission (52) is arranged between the support wall (4) and the actuator (50). A transmission according to the scope of claims 2 to 9, characterized in that the rotor of the actuator (50) is provided by a sleeve region (41) of the support wall (4). A vehicle comprising a transmission as claimed in any of the preceding claims. A vehicle according to claim 11 is characterized in that the vehicle is a small vehicle, in particular a two-wheeled or tricycle or a snowmobile or a Quad or the like.