JPS60215152A - Friction stepless transmission - Google Patents

Abstract

PURPOSE:To improve efficiency in a transmission, by using a stepless transmission as a shift mechanism, while connecting a planetary gear mechanism to this shift mechanism, and preventing a planetary carrier from turning round at a time when a transmission ratio of the shift mechanism takes the specified value. CONSTITUTION:A stepless transmission is used as a shift mechanism 12, and a sun gear 22 is installed in an input shaft 13 of the shift mechanism 12 while a ring gear 20 in an output step part and plural planetary gears 25 in position between the sun gear 22 and the ring gear 20, respectively. Then, a planetary carrier 25 supporting these planetary gears 25 is locked thereat in time of a minimum transmission ratio of the shift mechanism 12. With this constitution, a small-sized lockup method is carried out without using any other complex mechanism, thus efficiency in a transmission is improvable.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a continuously variable friction transmission that is rigidly attached to a power transmission system of a vehicle or the like.

[Prior art]

BACKGROUND OF THE INVENTION Transmission mechanisms used in vehicles and the like, particularly torque converters, V-belt mechanisms, and friction-type continuously variable transmissions, are less efficient than gear-type transmission mechanisms. Therefore, in recent years, %Kai No. 57-57959 or 58-146755
As proposed in Japanese Patent Application Publication No. 57-47061, etc., a so-called lock-up method has been proposed in which each transmission mechanism is sidetracked as necessary. However, the Tokuko Sho 5
There is still no lock amplifier method for friction continuously variable transmissions in which the minimum gear ratio does not reach 1, as proposed in Publication No. 7-13221.

[Summary of the invention]

This invention provides a friction continuously variable transmission suitable for power transmission in vehicles, etc., in which the efficiency of the transmission is improved by implementing a compact lock-up method without using a complicated mechanism. is intended to provide.

[Embodiments of the invention]

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

The figure is a configuration diagram of a vehicle engine and its power transmission system. In the figure, 1 is the engine that is the power source of the vehicle, 2 is the crankshaft of (1), 3 and 4 are the engine crankcase, and 46 is the crankshaft. Bearings are provided in the cases 3 and 4 and support the crankshaft 2. 5 is a centrifugal clutch mechanism provided at the shaft end of the crank @ 2, and has a clutch carrier 6 fitted to the crankshaft 2 and a lining. It consists of a shoe 7 and a clutch housing 8. This housing 8 is rotatably attached to the crank 4+1[I2 via a bearing 45, and has a tin rocket 9 on its outer periphery.

12 is a continuously variable transmission mechanism, 13 is an input shaft, and 14 is an input shaft 1.
3 is an input transmission plate that is engaged in the rotational direction at one end; 19 is an intermediate shaft that is rotatably provided on the outer periphery of the input shaft 13 with bearings 29 and 30; 20 is engaged with the intermediate shaft 19 in the rotational direction; A gear 15 has a toothed portion 201 and a ring gear portion 202, and an output transmission plate 15 engages freely in both rotational and axial directions on the outer periphery of the intermediate shaft 19, and engages with a gear 20 via a pressure regulating mechanism 21; are a plurality of conical rotors, 17, which are in contact with the input transmission plate 13 and the output transmission plate 15, respectively;
is a speed change ring inscribed in this rotor 16, 18 is a speed change shaft, 28 is a retainer that distributes and arranges the rotor 16 in the circumferential direction, and 31 is a device that generates thrust in the axial direction between the output transmission plate 15 and the intermediate shaft 19. The spring 32 is a seat nut that is threadedly engaged with the input shaft 13 that restricts the movement of the input transmission plate 14 in the axial direction. 22 is a sun gear fitted to the input shaft 13, and 23 is a plurality of planetary gears, which are engaged with the planetary carrier 25 via the shaft 24 and metal 50. The cylinder gear section 202, sun gear 22, planetary gear 23, and planetary carrier 25Vc constitute a planetary gear mechanism. A plate 26 is provided at one end of the armature coil 27 and has a lining portion on its surface.
7 constitutes an electromagnetic brake. A sprocket 11 fits onto the end of the input shaft 13, and is engaged with the sprocket 9 by a chain 10. Reference numeral 36 denotes an axle having a wheel 37 at one end and a gear 33 meshing with the teeth 202 of the gear 20 at the other end, and the gear 33 rotatably engages with the axle 36 via a metal 50. A slider 34 is fixed to the axle 36 by a spline in the rotational direction and is movable in the axial direction, and has a protrusion 341 that engages with a hole 331 provided in the gear 33 . 35 is a lever that moves the gear 33 in the axial direction;
38 is a brake provided on the wheel 37. 51.5
2 holds bearings 39, 40, 42, 43 and metal 41 that support the input shaft 13, transmission shaft 18, and axle 36, and holds oil seals 47, 48, and also holds the centrifugal clutch mechanism 5, transmission mechanism 12, and planets. This is a case that protects the gear mechanism. The case 51 is integrated into the crankcase 3, which also holds a bearing 44 that supports the axle 36 and an oil seal 49.

Next, the speed change function of the friction continuously variable transmission configured as described above will be explained. The transmission mechanism 12 is manufactured by Tokuko Sho 57-1322.
This is equivalent to the one described in Publication No. 1, and the transmission mechanism formed by the combination of the input transmission plate 14, rotor 16, speed change ring 17, and the combination of the speed change ring 17, rotor 16, and output transmission plate 15 is a planetary transmission mechanism. It is similar to a gear transmission mechanism, and the gear ratio of each transmission mechanism, that is, the gear ratio of the input transmission plate 14 and rotor 16 in the former, and the output transmission plate 15 and rotor 16 in the latter, is Determined by the position of ring 17. Therefore, ultimately the transmission ratio of the output transmission plate 15 to the input transmission plate 14 is also determined by the position of the transmission ring 17. Now, gear ring 17
When the pressure contact point to the rotor 16 moves to the L side shown in the figure,
When the gear ratio increases, the maximum value is infinite, that is, the value at which the rotation of the output transmission plate 15 becomes zero. is about 1.5 to 2). That is, by selecting the position of the transmission cylinder 17, the transmission ratio (reduction ratio) can be obtained steplessly from infinity to a predetermined value.

By the way, the input transmission plate 14. Output transmission plate 15° rotor 1
6. Pressure contact force is generated at the contact points where the speed change rings 17 come into contact with each other, and the pressure contact force is generated by the thrust of the arbor spring 31 and the pressure regulating mechanism 21, so that no slippage occurs during rotational force transmission.

The spring 31 rotates around the output transmission plate 1 with the intermediate shaft 19 as a fulcrum.
Give thrust to 5. This pressure is applied to the input transmission plate 14 and the speed change ring 17 via the rotor 16. On the other hand, the pressure regulating mechanism 21 is a known pressurizing mechanism, and includes a gear 2o and an output transmission plate 15.
A thrust corresponding to the amount of rotational torque necessary for the gear 20 is generated by the slope provided on the shaft and the ball 211, and is applied to the output transmission plate 15 in the same manner as the spring 31. Here, the spring 31 applies an initial pressure, and most of the pressing force required to transmit the torque of the input shaft 13 is provided by the pressure regulating mechanism 21. As is clear from the figure, the axial component of the thrust generated by the spring 31 and the pressure regulating mechanism 21 is generated on the input shaft 13 and absorbed. That is, the pressure acting on the gear 2o and the intermediate shaft 19 is absorbed by the collar 131 of the input shaft 13 via the bearing 29 and the sun gear 22, and the pressure acting on the input transmission plate 14 is absorbed by the input shaft via the seat nut 32. Absorbed by 13. In this way, the pressure generated in the spring 31 and the pressure regulating mechanism 21 is absorbed by the input shaft 13 itself, so that no pressure is generated in the cases 51 and 52.

Next, the operation of each mechanism in each running state of the vehicle will be explained. First, move the lever 35 in the direction of the arrow in the figure.
Since the armature coil 27 is de-energized while the gear 33 and the indicator 34 are connected, the planetary carrier 25
A case will be described in which the two plates 26 and 26 are in a non-coupled state. Now, when the vehicle is stopped and the engine 1 is rotating in an idling state, the shoe 7 of the centrifugal clutch 5 just contacts the inner peripheral surface of the clutch housing 8, and the rotation of the crankshaft 2 is transmitted to the clutch housing song 8. When the sprocket 9
The sprocket (11) rotates from the chain 10 through the chain 10.
The input shaft 13 and the input transmission plate 14 also rotate. On the other hand, since the vehicle is at rest, the wheels 37 do not rotate, so the axle 3
6 is a slider 34° gear 33. Gear 20 and pressure regulating mechanism 2
The output transmission plate 15 via 1 also does not rotate. Now, it is well known that the gear ratio must be infinite in order to satisfy the conditions that the input transmission plate 14 rotates and the output transmission plate 15 stops rotating. As a result, the speed change ring 17 must occupy the maximum position on the L side shown in the drawing. On the other hand, the relationship between gear 20, sun gear 22, and planetary gear 23, which are planetary gear mechanisms, is that sun gear 22 rotates at the same rotation speed as input shaft 13, and gear 2
Since rotation is stopped at 0, the rotation difference is absorbed, so the planetary carrier 25 rotates while the planetary gear 23 rotates.
It is orbiting with . Next, when attempting to start the vehicle, the rotation of the engine 1 is generally increased and the driving torque is also increased. Then, if the speed change ring 17 is gradually moved from the infinity position to the H side as necessary, the output transmission plate 15 starts rotating, and the axle 36 also starts rotating at a predetermined rotation speed ratio and drive torque. It starts and the vehicle moves forward. Here, the movement of the speed change ring 17 can be achieved by rotating the speed change shaft 18 left and right, and the rotation of the speed change shaft 18 is driven by a reversible motor or the like (not shown). The forward speed of the vehicle is determined according to the increase in rotation of the engine 1 and the speed change (gear ratio 12) caused by the movement of the speed change ring 17.The rotation directions of the input transmission plate 14 and the output transmission plate 15 are opposite to each other. Therefore, the mutual rotation directions of the gear 20 that has started rotating and the sun gear 22 that rotates with the input shaft 13 are also different, but this matches the reversal mode of the planetary gear mechanism of the cylinder gear 201, sun gear 22, and planetary gear 23. Therefore, the planetary gear 23 revolves while rotating to absorb the difference in rotation between the gear 20 and the sun gear 22, just as when the gear 20 is stopped.At this point, the speed change ring 17 is moved all the way to the L side shown in the figure. Assume that the rotation ratio between the input transmission plate 14 and the output transmission plate 15 at this point is 1.8.The torque transmission efficiency in this state is generally about 80 degrees, so the crankshaft of the engine 1 The torque of axle 2 is reduced by 20% and the torque of axle 3 is reduced by 20%.
However, the amount of loss is not small.

Now, if the ring gear part 201 of the gear 20 and the sun gear 22
The tooth number ratio γ-2S/7. When r is set to 1.8, when the armature coil 27 is energized and the planetary carrier 25 is attracted in the direction of the arrow and locked on the surface of the plate 26, the driving torque of the input shaft 13 is transferred from the sun gear 22 via the planetary gear 23. The signal is then transmitted to the ring gear section 201.

It is known that the general transmission efficiency of a planetary gear mechanism is around 95 inches. Therefore, the transmission from the sun gear 22 to the ring gear 20 transmits a larger drive torque to the wheels 3 than the former transmission from the input transmission plate 14 to the output transmission plate 15.
6, so if the drive torque of the wheels 37 is constant, it is equivalent to the load on the engine 1 being reduced.

Next, stopping the vehicle will be explained. To stop a running vehicle, generally the output of the engine 1 is minimized and the brake 38 is turned on.
However, it is desirable that the engine 1 continues to rotate even after the wheels 37 have stopped.

The key is to keep it in the idle state mentioned above.

As a result, the gear ratio of the transmission mechanism 12 is gradually increased in accordance with the decrease in the rotation of the wheels 37, and finally the gear ratio is made infinite at the same time as the wheels 37 stop. -Also, if it takes a long time to stop, it is easy to move the shift ring 17 to the L side before stopping, but in the event of an emergency stop, this time will naturally become shorter and the shift ring 17 will not be able to follow the movement. It may disappear. In this case, when the engine 1 rotates below the idle state, the shoe 7 of the centrifugal clutch 5 comes off the inner peripheral surface of the clutch housing 8, so the crankshaft 2
The rotation of the engine 1 cannot be reduced any further, and therefore, the rotation of the engine 1 does not stop. If the speed change ring 17 reaches the infinite position during this period, the engine 1 is set to its initial state. Next, the driver assumes that the vehicle is not running and presses lever 3.
5 is maintained in the illustrated state, the rotational force of the engine 1 is not transmitted to the axle 36, and the transmission of the rotational force of the vehicle 37 to the engine 1 is also cut off. Therefore, the driver can easily move the vehicle. Note that although the transmission output shaft and the axle are shared in the above example, the same effect as described above can be obtained even if a speed reduction mechanism is inserted between them.

〔Effect of the invention〕

As described above, according to the present invention, a continuously variable transmission capable of continuously changing the gear ratio from infinity to a predetermined value is used as the transmission mechanism, and the transmission mechanism is disposed on the input shaft of the transmission. are arranged coaxially, a sun gear is provided on the input shaft, and a ring gear is provided as the output member after the speed change of the transmission mechanism section, and a plurality of planetary gears are provided between the sun gear and the cylinder gear to form a planetary gear mechanism. The gear ratio is set to be approximately the same as the minimum gear ratio of the transmission mechanism, and the planetary carrier that supports the planetary gear is fixed at the minimum gear ratio of the transmission mechanism, making it compact and easy to construct for use in vehicles. A continuously variable friction transmission with excellent transmission efficiency at the minimum gear ratio of the transmission mechanism can be obtained.

[Brief explanation of drawings]

The drawings are structural diagrams of an engine and a power transmission system showing one embodiment of the present invention. l... Engine, 5... Centrifugal clutch, 9, 11...
Sprocket, 10... Chain, 12... Speed change mechanism, 13... Input shaft, 14... Input transmission plate, 15...
... Output transmission plate, 16... Rotor, 17... Speed change ring, 20... Gear, 21... Pressure regulating mechanism, 22...
・Sun gear, 23...-planetary gear, 25...planetary carrier, 26...play'), 27...
Amateur coil, 34...Slider, 37...Wheel. Agent Masuo Oiwa Procedural amendment (voluntary) 59 Co0 9 Showa Year Month Date Mr. Commissioner of the Japan Patent Office1, Indication of case Japanese Patent Application No. 1987-711992, Title of invention Friction continuously variable transmission3, Amendment To Representative Hitoshi Katayama, Section 5, Detailed Description of the Invention of the Specification Subject to Amendment, Section 6, Details of the Amendment, No. r58-146755, page 2, line 20 of iF2,”
JP-A No. 58-146755" is corrected.

Claims (1)

[Scope of Claims] 1) A coaxial input transmission plate and output transmission plate provided in a transmission system extending from input means to output means, a plurality of conical rotors, and a rotor in contact with the conical surface of the rotor. The transmission ring surrounding the input transmission plate, the rotor, and the transmission ring, and the combination of the output transmission plate, rotor, and transmission ring have a relationship that is compatible with the planetary gear transmission mechanism, and are connected to the input means. The input transmission plate, the output transmission plate, the rotor, and the speed change ring are located at a distance of Km from each other.
A transmission mechanism is provided with the output means via a pressure contact force generation means that applies a thrust to the contact, the output means is configured to rotate about the input shaft, and the output means includes a ring gear member. A sun gear member is provided on the input shaft, and a plurality of planetary gears supported by a planetary carrier are inserted between the ring gear member and the sun gear member, and when the gear ratio of the transmission mechanism occupies a predetermined value, the rotation of the planetary carrier is A continuously variable friction transmission characterized by being equipped with a brake means for preventing motion. 2) The continuously variable friction transmission according to claim 1, wherein the ratio of the number of teeth between the ring ear member and the sun gear member is approximately the same as a predetermined value of the gear ratio of the transmission mechanism. 3) The friction continuously variable transmission according to claim 1, wherein the brake means is an electromagnetic brake using a planetary carrier as a plate to be attracted.