WO2013077035A1 - Transmission à variation continue - Google Patents

Transmission à variation continue Download PDF

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Publication number
WO2013077035A1
WO2013077035A1 PCT/JP2012/070237 JP2012070237W WO2013077035A1 WO 2013077035 A1 WO2013077035 A1 WO 2013077035A1 JP 2012070237 W JP2012070237 W JP 2012070237W WO 2013077035 A1 WO2013077035 A1 WO 2013077035A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
driving force
input
output
continuously variable
Prior art date
Application number
PCT/JP2012/070237
Other languages
English (en)
Japanese (ja)
Inventor
良昭 山田
邦彦 肥喜里
孝幸 土屋
幸一 井谷
隆朗 小早川
Original Assignee
Ｕｄトラックス株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Ｕｄトラックス株式会社 filed Critical Ｕｄトラックス株式会社
Publication of WO2013077035A1 publication Critical patent/WO2013077035A1/fr

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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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H37/0846—CVT using endless flexible members
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft

Definitions

  • the present invention has been made in view of the above-described problems, and an object thereof is to improve driving force transmission efficiency in a continuously variable transmission that can continuously change forward, stop, and reverse travel modes. To do.
  • the driving unit 5 includes a differential gear 6 to which driving force output from the output shaft 60a of the continuously variable transmission 100 is input, a pair of axles 7 that transmit driving force from the differential gear 6 to the left and right wheels 8, respectively. Is provided.
  • the driving force output from the continuously variable transmission 100 is decelerated by the differential gear 6, distributed to the left and right axles 7, and transmitted to the wheels 8.
  • the speed increasing mechanism 50 transmits the driving force of the engine 1 input through the clutch 3 while inverting the rotation direction and increasing the speed.
  • the speed increasing mechanism 50 includes a first gear 51 that rotates integrally with the output shaft 1 a of the engine 1, and a second gear 52 that meshes with the first gear 51 and rotates in the opposite direction.
  • the first gear 51 is formed with a larger diameter than the second gear 52.
  • the reversing mechanism 40 outputs the driving force of the engine 1 input through the clutch 3 and the speed increasing mechanism 50 to the CVT 10 and the CVT 20 as rotations in opposite directions.
  • the reversing mechanism 40 includes a reverse rotation gear 41 that rotates integrally with the output shaft 50a of the speed increasing mechanism 50, and a normal rotation gear 42 that meshes with the reverse rotation gear 41 and rotates in the opposite direction.
  • the reverse rotation gear 41 is connected to the CVT 20.
  • the reverse rotation gear 41 transmits the driving force input from the engine 1 via the speed increasing mechanism 50 to the CVT 10 as rotation in the opposite direction to the engine 1 without changing the rotation direction.
  • the forward rotation gear 42 is connected to the CVT 10.
  • the forward rotation gear 42 transmits the driving force input from the engine 1 via the speed increasing mechanism 50 to the CVT 20 as the rotation in the same direction as the engine 1 by reversing the rotation direction.
  • the reverse rotation gear 41 and the normal rotation gear 42 are formed to have the same outer diameter.
  • the driving force input to the CVT 10 and the driving force input to the CVT 20 have the same magnitude only when the rotational directions are opposite.
  • the CVT 10 is input by increasing the driving force from the engine 1 and adjusting the gear ratio steplessly for output.
  • the CVT 10 includes a primary pulley 11 to which the driving force of the engine 1 is accelerated and input, and a secondary pulley 12 to which the driving force is transmitted by a belt 13 that is stretched between the primary pulley 11.
  • the CVT 10 transmits the driving force by the frictional force between the primary pulley 11 and the belt 13 and the frictional force between the secondary pulley 12 and the belt 13.
  • the primary pulley 11 and the secondary pulley 12 are piece-like rotating bodies whose outer diameters gradually change along the rotation axis direction.
  • the primary pulley 11 rotates in the same direction as the output shaft 1 a of the engine 1 because the driving force from the engine 1 is transmitted through the speed increasing mechanism 50 and the reversing mechanism 40.
  • the transmission ratio of the CVT 10 is minimized.
  • the gear ratio can be adjusted steplessly according to the positions of the primary pulley 11 and the secondary pulley 12 on which the belt 13 is stretched.
  • the transmission mechanism 15 includes a first gear 16 that is connected to the output shaft 10 a of the CVT 10 and rotates integrally, and a second gear 17 that meshes with the first gear 16.
  • the second gear 17 is connected to a ring gear 34 of the planetary gear mechanism 30 described later via the output shaft 15a.
  • the second gear 17 rotates integrally with the ring gear 34.
  • the transmission mechanism 15 transmits the driving force input from the output shaft 10a of the CVT 10 via the first gear 16 and the second gear 17 so as to be input from the ring gear 34 of the planetary gear mechanism 30. .
  • the CVT 20 is input with the driving force from the engine 1 being accelerated and reversed and adjusting the gear ratio steplessly for output.
  • the CVT 20 includes a primary pulley 21 to which the driving force of the engine 1 is input after being accelerated and reversed, and a secondary pulley 22 to which the driving force is transmitted by a belt 23 that is stretched between the primary pulley 21. .
  • the CVT 10 transmits a driving force by a frictional force between the primary pulley 21 and the belt 23 and a frictional force between the secondary pulley 22 and the belt 23.
  • the transmission mechanism 25 includes a first gear 26 that is coupled to the output shaft 20a of the CVT 20 and rotates integrally, and a second gear 27 that meshes with the first gear 26.
  • the second gear 27 is connected to a sun gear 31 of a planetary gear mechanism 30 to be described later via an output shaft 25a.
  • the second gear 27 rotates integrally with the sun gear 31.
  • the transmission mechanism 25 transmits the driving force input from the output shaft 20a of the CVT 20 via the first gear 26 and the second gear 27 so as to be input from the sun gear 31 of the planetary gear mechanism 30.
  • the planetary gear mechanism 30 includes a sun gear 31 that can rotate, a plurality of planetary gears 32 that mesh with the outer periphery of the sun gear 31 and that can rotate and revolve, a planetary carrier 33 that rotatably connects the central axes of the plurality of planetary gears 32, A ring gear 34 meshing with the outer periphery of the planetary gear 32 and capable of rotating.
  • the planetary gear mechanism 30 combines the rotation of the sun gear 31 and the rotation of the ring gear 34 to decelerate or increase the input rotation.
  • the sun gear 31 is a gear having teeth formed on the outer periphery and capable of rotating around the central axis.
  • the output shaft 25a of the transmission mechanism 25 is connected to the central axis of the sun gear 31, and the driving force is transmitted.
  • the driving force output from the CVT 20 is input to the sun gear 31.
  • the planetary gear 32 is a gear having teeth formed on the outer periphery and meshing with the outer periphery of the sun gear 31.
  • the planetary gear 32 can rotate about the central axis by meshing with the sun gear 31 and can revolve around the outer periphery of the sun gear 31.
  • a plurality of planetary gears 32 are arranged on the outer periphery of the sun gear 31 at equal angular intervals.
  • the planetary carrier 33 is formed in an annular shape and rotates in synchronization with the revolution of the planetary gear 32. On the circumference of the planetary carrier 33, the central axes of all the planetary gears 32 are rotatably supported. The central axis of the planetary carrier 33 is pulled out as the output shaft 30 a and outputs a driving force to the speed reduction mechanism 60.
  • the ring gear 34 is a gear having teeth formed on the inner periphery and meshing with the outer periphery of the planetary gear 32.
  • the ring gear 34 can rotate around the central axis by the rotation of the planetary gear 32.
  • the output shaft 15a of the transmission mechanism 15 is connected to the central axis of the ring gear 34, and the driving force is transmitted.
  • the driving force output from the CVT 10 is input to the ring gear 34.
  • the ring gear 34 rotates in the opposite direction to the sun gear 31.
  • the deceleration mechanism 60 transmits the driving force output from the planetary gear mechanism 30 while reversing the rotation direction and decelerating.
  • the speed reduction mechanism 60 includes a first gear 61 that is connected to the output shaft 30 a of the planetary gear mechanism 30 and rotates integrally, and a second gear 62 that meshes with the first gear 61.
  • the second gear 62 is connected to the differential gear 6 of the drive unit 5 via the output shaft 60a, and transmits the output of the continuously variable transmission 100.
  • the first gear 61 is formed with a smaller diameter than the second gear 62. As a result, the driving force input to the speed reduction mechanism 60 is increased and output by the amount corresponding to the reduced speed.
  • the driving force is directly input from the engine 1 to the positive rotation gear 42 of the reversing mechanism 40, and the driving force is output from the output shaft 30 a of the planetary gear mechanism 30 to the driving unit 5. May be output directly.
  • the configuration of the continuously variable transmission 100 can be simplified, the size and weight can be reduced.
  • the state (a) in FIG. 2 is a state in which the transmission ratio of the CVT 10 is maximum and the transmission ratio of the CVT 20 is minimum.
  • the sun gear 31 rotates at a low speed
  • the ring gear 34 rotates at a higher speed than the sun gear 31 and in the direction opposite to the sun gear 31, whereby the planetary gear 32 rotates.
  • the planetary carrier 33 rotates in the forward direction by a driving force obtained by combining the rotation of the sun gear 31 and the rotation of the ring gear 34. Therefore, the vehicle moves forward.
  • the speed of the vehicle during forward and backward movements can be freely adjusted by adjusting the transmission ratio between the CVT 10 and the CVT 20 while maintaining the output of the engine 1 constant. . Therefore, by using the continuously variable transmission 100, the engine 1 can be maintained at the rotational speed with the highest thermal efficiency, and fuel efficiency can be improved.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

La présente invention comporte : une transmission CVT à laquelle la puissance d'entraînement d'un moteur est amenée, puis est sortie en ajustant de façon continue le rapport d'engrenage de transmission ; une transmission CVT à laquelle la puissance d'entraînement du moteur est inversée et amenée, puis est sortie en ajustant de façon continue le rapport d'engrenage de transmission ; et un mécanisme d'engrenage satellite, auquel les sorties des transmissions CVT sont amenées, et avec lequel la puissance d'entraînement est combinée et est envoyée à un arbre de sortie. La sortie d'une transmission CVT est envoyée à l'engrenage planétaire du mécanisme d'engrenage satellite, la sortie de l'autre transmission CVT est amenée à la couronne dentée, et la puissance d'entraînement combinée sort du support planétaire.
PCT/JP2012/070237 2011-11-22 2012-08-08 Transmission à variation continue WO2013077035A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011255191A JP2013108588A (ja) 2011-11-22 2011-11-22 無段変速機
JP2011-255191 2011-11-22

Publications (1)

Publication Number Publication Date
WO2013077035A1 true WO2013077035A1 (fr) 2013-05-30

Family

ID=48469496

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2012/070237 WO2013077035A1 (fr) 2011-11-22 2012-08-08 Transmission à variation continue

Country Status (2)

Country Link
JP (1) JP2013108588A (fr)
WO (1) WO2013077035A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103335082A (zh) * 2013-07-25 2013-10-02 湖南江麓容大车辆传动股份有限公司 用于塔机的无级调速装置和塔机

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB201602224D0 (en) * 2016-02-08 2016-03-23 Agco Int Gmbh A belt drive transmision system
CN113653779B (zh) * 2021-07-07 2023-05-30 东风汽车集团股份有限公司 一种无级变速器及车辆

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5279172A (en) * 1975-10-11 1977-07-04 British Reirando Yuu Kee Ltd Stepless speed change gear
JPS639763A (ja) * 1986-06-30 1988-01-16 Toyota Motor Corp 車両用複列式無段変速装置
JPS6319468A (ja) * 1986-07-10 1988-01-27 Toyota Motor Corp 複列式無段変速装置
JPS6334363A (ja) * 1986-07-28 1988-02-15 Toyota Motor Corp 複列式無段変速装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5279172A (en) * 1975-10-11 1977-07-04 British Reirando Yuu Kee Ltd Stepless speed change gear
JPS639763A (ja) * 1986-06-30 1988-01-16 Toyota Motor Corp 車両用複列式無段変速装置
JPS6319468A (ja) * 1986-07-10 1988-01-27 Toyota Motor Corp 複列式無段変速装置
JPS6334363A (ja) * 1986-07-28 1988-02-15 Toyota Motor Corp 複列式無段変速装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103335082A (zh) * 2013-07-25 2013-10-02 湖南江麓容大车辆传动股份有限公司 用于塔机的无级调速装置和塔机
CN103335082B (zh) * 2013-07-25 2016-05-04 湖南江麓容大车辆传动股份有限公司 用于塔机的无级调速装置和塔机

Also Published As

Publication number Publication date
JP2013108588A (ja) 2013-06-06

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