1299382 九、發明說明： 【發明所屬之技術領域】 核明制於無段連續變速ϋ減速修正機構，尤指-種利 .用減速比修正機構接收來自於車辅狀態，而自由修正無段變速 .器之輸出，進而配合車輛狀態，適時增加輸出馬力，提高車輛 運轉之順暢。 【先前技術】 ' #於目前全球速克達機車現行採用之無段變速系統 _ (CVT)(如第一〜二圖所示）其機構作動上因其先天設計因 素所受到滑動盤面5 0之離心滾子溝槽、離心滾子、後皮帶輪 Wiey) 5的壓縮彈簧51及後皮帶輪（pulley)的負載感應 機f5 2等元件所限制，所以現行速克達機車採用之無段變速 系、、先（CVT)的變速曲線也因而被這些因素限制且其機構作動 _之參考參數僅只有引擎轉數，也因如此導致此無段變速系統 jCVT)系統在使用上常遇到其機構作動所產生的減速比為對 ，、馬時，操作環境及需求而言是不適用的，主因就在於此無段變 魯^先:(CVT)之作動未參考車輛、引擎的負荷狀況而去調整 '正至最適#的減速比；而此無段變速祕（CVT)減速比修 輛、構之目的即在於改善此一問題點，藉由此機構適時的將車 #弓丨擎之運轉負荷I兄反應至無段變速系統（CVT)以將其 作動修正至適當的減速比輸出並與引擎輸出動力特性匹 -進而使速克達機車能達到最理想的動力輸出。 為此，本發明者，特針對前述習知之速克達型機車之無段 、貝裊速器結構缺點，深入研究，而發明本案。 (S) 6 J299382 【發明内容】 本發明之目的，乃在提供-财简岐映料或車輛狀 態，而適時變換無段連縯變速器之輪出，進而提高車辅運轉之 順楊與良性。 本發明之無段連續變速器減速比修正機構之特點為設減速 比修正機構，減速比修正機構並利用電磁裝置之啟動與否，以 控制無段連續變速斋之運作，進而依據車輛狀態，適時提高輸 出爲力者。1299382 IX. Description of the invention: [Technical field to which the invention pertains] The invention is based on a stepless continuous speed reduction and deceleration correction mechanism, especially a kind of profit. The reduction ratio correction mechanism receives the vehicle auxiliary state, and the free correction stepless speed change The output of the device, in conjunction with the state of the vehicle, increases the output horsepower in a timely manner to improve the smooth running of the vehicle. [Prior Art] '#The current stepless speed change system _ (CVT) currently used in the global speed skating locomotive (as shown in the first to second figures) is subject to the sliding surface of the mechanism due to its innate design factors. The centrifugal roller groove, the centrifugal roller, the compression pulley 51 of the rear pulley Wiey) 5, and the load sensing machine f5 2 of the rear pulley are limited, so the current speed control system uses the stepless transmission system. The shifting curve of the first (CVT) is thus limited by these factors and the reference parameter of the mechanism actuation is only the number of engine revolutions, and as a result, the system of the stepless shifting system jCVT) often encounters the operation of its mechanism. The reduction ratio is correct, the horse time, the operating environment and the demand are not applicable. The main reason is that there is no change in the section. First: (CVT) does not refer to the load condition of the vehicle and the engine. The speed reduction ratio of the optimum #; and the CVT speed reduction ratio is the purpose of improving the vehicle, and the purpose of the structure is to improve the problem, and the mechanism can timely shift the operation load of the car #弓丨擎To the stepless speed change system (CVT) Correct the actuation to the appropriate reduction ratio output and match the engine's output dynamics - enabling the Scooter locomotive to achieve the optimum power output. For this reason, the inventors of the present invention have invented the present invention in particular for the shortcomings of the conventional ones of the conventional quick-acting locomotives. (S) 6 J299382 [Description of the Invention] The object of the present invention is to provide a simplification of the simplification of the slewing and the benignness of the slewing and slewing, and to improve the slewing and benignness of the auxiliary operation of the vehicle. The stepless continuous transmission reduction ratio correcting mechanism of the present invention is characterized in that the speed reduction ratio correcting mechanism, the speed reduction ratio correcting mechanism and the activation of the electromagnetic device are used to control the operation of the continuous speedless shifting, and then according to the state of the vehicle, timely increase The output is the force.
本發明之無段連續變速器減速比修正機構之又一特點為該 減速比修正機構被運用於速克達機車最為理想，惟亦可被運用 於傳統機車；或是電動機車；或是電動代步車；或是三輪車； 成是沙灘車等。 【實施方式】 -如此，為使貴審查員可充份了解本發明，茲依附圖式解 一 説如下： 如圖四及五所示，本發明之無段連續變速器減速修正機 構，包含： 無段連續變速器1，此無段連續變速器係利用傳統結構， 因此，乃設有前皮帶輪1 〇 (前pulley)，該前皮帶輪1 0 (前 pulley)設輪軸1 〇 〇以與引擎a連設，又前皮帶輪10 (前 pul ley )並以傳動皮帶1 〇 1繞設至後皮帶輪1 1 (後 pulley)，再後皮帶輪1 1 u^pulley)係設於芯軸1 2，且 該怒轴1 2並經二次減速機構1 4與輪胎B胎軸連設，及前述 後皮帶輪1 1 (後pulley)設固定盤面1 1 〇與滑動盤面1 1 1，其中滑動盤面111一侧為壓縮彈簧i 3之一側抵頂，此 7 1299382 堡縮彈簧1 3係套設於前述芯轴1 2，且其另一端並抵頂於離 合器1 5之一側，及於芯轴1 2並設二次減速機構1 4，傳統 上係利用該—次減速機構1 4配合前述之前皮帶輪1 〇及後皮 帶輪1 1 (後pul ley)間的減速比以產生輸出扭力變化，配合 路面與車輛行駛狀態而產生自動變速之效果。又於芯軸1 2設 離合器1 5，該離合器1 5為離心式離合器，及離合器1 5一 • 侧再設離合器外殼1 6。 、 減速比修正機構2，減速比修正機構2設金屬圓盤2 〇， 鲁該金屬圓盤2 〇並被固設於前述芯軸1 2之一端。又設電磁裝 置2 1 ’該電磁裝置2 1可以為單一組（如第五圖所示）；或 複數組（如第六〜八圖所示），且該電磁裝置2 1並可以被固 定於固定座2 2上，利用電磁裝置21接收到來自於車輛狀態 之#號後，可能來自於輪胎對於路況之反映，或者是基於道路 狀態，如爬坡等狀態，就可以啟動該電磁裝置2 1對金屬圓盤 2 0產生磁吸力，藉以增加芯轴之阻力（如第八圖所示），提 咼扭力輸出，增加輸出馬力。當然如果於正常行駛狀態時，可 ⑩，疋正常速度之輸出（如第六圖所示），也可能是高速行駛或 疋油門踩踏畺之提咼（如第七圖所示），就可以降低無段連續 變速系統（CVT)之輸出扭力，使得高速運轉更順暢者。 緣此’本發明利用速克達機車採用之無段連續變速系統 jCVT)後皮帶輪（後pulley)上的負載感應機構特有的『隨 著路面阻抗(爬坡時）的增加而修正放大減速比』的原理，在引 擎^載增加時藉由此無段連續變速系統（CVT)滅速比修正機 構施加-阻抗級由無段連續變速系統⑽丁）滅速比修正機構 上的負載感應機構傳遞至後皮帶輪（pulley)的怒軸，進而使 8 1299382 無段連續變速系統（CVT)的負載感應機構作動產生一朝向後 皮帶輪（後pulley)盤面的軸向推力，進而使無段連續變速系 統（CVT)的減速比變化速度，即皮帶1 〇 1位於後皮帶輪（後 pulley)盤面上的節圓直徑變小的速度減緩，甚至於可以達到 放大減速比之效用，藉此來修正無段連續變速系統（CVT)的 不適當減速比產生，例如：當車輛於行驶一段時間後，因傳動 系統的溫度上升導致傳動元件（例：壓縮彈簧）的熱衰竭，致使 原先壓縮彈簧應施加給予後皮帶輪（後pulley)盤面的阻抗變 小，換言之意味著該無段連續變速系統（CVT)的減速比變化 速度加快，導致引擎經由無段連續變速系統（CVT)輸出的扭 力變得明顯不足。 又或者當車輛行進中欲進行超車或加速時，因油門開度增 加而造成無段連續變速系統（CVT)的減速比隨著引擎轉速上 升而變小所造成的車輛輸出扭力不足的缺失，上述舉例的二個 例子在現行的速克達機車操作上是相當常見的問題點，且此問 題點亦會造成油耗的增加，因為減速比過小導致引擎負載增加 進而增加油耗；而此為本發明之無段連續變速系統（CVT)減 速比修正機構足以徹底改良者。 【圖式簡單說明】 第一圖：習知之系統配置示意圖。 第二圖：習知之系統部份剖視圖。 第三圖：習知之系統運作裝置圖。 第四圖：本發明系統配置示意圖。 第五圖：本發明系統運作裝置圖。 第六圖：本發明正常行駛狀態之剖視圖。 9 ㊈ 1299382 第七圖：本發明高速行駛狀態之剖視圖。 第八圖：本發明增加扭力輸出狀態之剖視圖。 【主要元件符號說明】 無段連續變速器1、前皮帶輪1 〇 (前pulley)、輪軸1 〇 +0、引擎A、傳動皮帶1 ο 1、後皮帶輪1 1 (後pulley)、 ^轴1 2、輪胎B、固定盤面1 10、滑動盤面1 1 1、壓縮 彈簧1 3、二次減速機構1 4、離合器1 5、離合器外殼1 6 ， 減速比修正機構2、金屬圓盤2 0、電磁裝置2 1、固定 •座2 2Another feature of the stepless continuous transmission reduction ratio correction mechanism of the present invention is that the reduction ratio correction mechanism is preferably applied to a speed locomotive, but can also be applied to a conventional locomotive; or an electric motor vehicle; or an electric scooter Or a tricycle; [Embodiment] - In order to enable the inspector to fully understand the present invention, the following is a schematic diagram of the following: As shown in Figures 4 and 5, the stepless continuous transmission deceleration correction mechanism of the present invention comprises: no segment The continuously-distributed transmission 1, which has a conventional structure, is provided with a front pulley 1 前 (front pulley), and the front pulley 10 (front pulley) is provided with an axle 1 连 to be connected with the engine a, The front pulley 10 (front pul ley) is wound around the transmission belt 1 〇1 to the rear pulley 1 1 (rear pulley), and then the rear pulley 1 1 u ^pulley) is attached to the mandrel 12, and the anger shaft 1 2 And the second speed reduction mechanism 14 is connected with the tire B tire shaft, and the rear pulley 1 1 (rear pull) is provided with a fixed disk surface 1 1 〇 and a sliding disk surface 1 1 1 , wherein the sliding disk surface 111 side is a compression spring i 3 One of the sides is abutting against the top, and the 7 1299382 fortune spring 13 is sleeved on the aforementioned mandrel 12, and the other end thereof is abutted against one side of the clutch 15, and the mandrel 12 is set to be secondarily decelerated. The mechanism 14 4 conventionally utilizes the secondary reduction mechanism 14 to cooperate with the aforementioned front pulley 1 后 and the rear pulley The reduction ratio between 1 1 (post pul ley) produces an output torque change that produces an automatic shifting effect in conjunction with the road and vehicle travel conditions. Further, a clutch 15 is provided on the mandrel 12, the clutch 15 is a centrifugal clutch, and the clutch housing 16 is further provided on the side of the clutch 15. And the reduction ratio correction mechanism 2, the reduction ratio correction mechanism 2 is provided with a metal disc 2 〇, and the metal disc 2 is fixed to one end of the mandrel 12. Further, the electromagnetic device 2 1 'the electromagnetic device 2 1 may be a single group (as shown in the fifth figure); or a complex array (as shown in the sixth to eighth figures), and the electromagnetic device 2 1 may be fixed to On the fixing base 22, after receiving the ## from the state of the vehicle by the electromagnetic device 21, it may be from the reflection of the tire on the road condition, or based on the state of the road, such as climbing the state, the electromagnetic device 2 1 can be activated. The magnetic force is generated on the metal disc 20 to increase the resistance of the mandrel (as shown in the eighth figure), and the torque output is increased to increase the output horsepower. Of course, if you are in normal driving state, you can output the normal speed (as shown in Figure 6), or it may be the high-speed driving or the accelerator pedal (as shown in Figure 7). The output torque of the stepless continuous transmission system (CVT) makes the high speed operation smoother. Therefore, the present invention utilizes the load-sensing mechanism on the rear pulley (the rear puller) to correct the amplification-reduction ratio with the increase of the road surface impedance (climbing). The principle is that when the engine load is increased, the stepless continuous speed change system (CVT) is used to cancel the speed ratio correction mechanism application-impedance level is transmitted to the load sensing mechanism on the correction mechanism by the stepless continuous shifting system (10) The pulsing anger shaft, which in turn causes the load sensing mechanism of the 8 1299382 stepless continuous transmission (CVT) to actuate an axial thrust toward the rear pulley (back pulley), thereby enabling a stepless continuous transmission (CVT) The rate of change of the reduction ratio, that is, the speed at which the pitch diameter of the belt 1 〇1 on the rear pulley (the rear pulley) becomes smaller, and the effect of the amplification reduction ratio can be achieved, thereby correcting the stepless continuous transmission system. An improper reduction ratio of (CVT) is generated, for example, when the vehicle is driven for a period of time, the transmission element (eg compression spring) is caused by the temperature rise of the transmission system. Depletion, causing the original compression spring to apply less resistance to the rear pulley (the rear pulley), in other words, the speed reduction of the stepless continuous transmission (CVT) is increased, resulting in the engine passing through the stepless continuous transmission system (CVT) The torque of the output becomes significantly insufficient. Or, when the vehicle is going to overtake or accelerate during travel, the speed reduction of the stepless continuous transmission system (CVT) is reduced due to the increase in the throttle opening, and the shortage of the output torque of the vehicle is caused by the decrease in the engine speed. The two examples of the above examples are quite common problems in the operation of the current Scooter locomotive, and this problem also causes an increase in fuel consumption, because the reduction ratio is too small, resulting in an increase in engine load and thus an increase in fuel consumption; The stepless continuous speed change system (CVT) reduction ratio correction mechanism is sufficient to completely improve. [Simple description of the diagram] The first picture: a schematic diagram of the system configuration of the conventional. Figure 2: A partial cross-sectional view of the conventional system. Figure 3: A diagram of the operating system of the system. Fourth figure: Schematic diagram of the system configuration of the present invention. Figure 5: A diagram of the operating device of the system of the present invention. Figure 6 is a cross-sectional view showing the normal running state of the present invention. 9 Nine 1299382 Fig. 7 is a cross-sectional view of the high speed running state of the present invention. Eighth view: A cross-sectional view of the present invention for increasing the torque output state. [Main component symbol description] No-segment continuous transmission 1, front pulley 1 〇 (front pulley), axle 1 〇 + 0, engine A, transmission belt 1 ο 1, rear pulley 1 1 (rear pulley), ^ shaft 1 2. Tire B, fixed disk surface 1 10, sliding disk surface 1 1 1 , compression spring 13 3, secondary reduction mechanism 14 , clutch 15 , clutch housing 16 , reduction ratio correction mechanism 2, metal disk 20, electromagnetic device 2 1, fixed • seat 2 2