JPH02120547A - Continuously variable transmission - Google Patents

Abstract

PURPOSE:To enable the less expensive constitution of a transmission control system for rotary power by constituting a continuously variable transmission having driving and driven gears with the rotation axes thereof taking a torsional position, and effectuating a gear change via the self-travel shift of the driving or driven gear due to the shift tendency thereof upon fixing the aforesaid two shafts at the torsional position. CONSTITUTION:A clutch lever 12 is positioned at C and advanced, and a space between the clutch lever 12 and a lower support bed 9 is fixed. In this case, when a shift lever 13 is shifted in an arrow A direction, a slider 14 is lifted and a torsional position relationship is thereby generated. Accordingly, a driven gear 2 makes self-travel shift right and a speed is thereby increased. On the contrary, when the shift lever 13 is shifted in an arrow B direction, the speed is reduced. When power transmission is not under way, the clutch lever 12 is positioned at D and retreated, thereby making the lower support bed 9 rotatable. Then, the bed 9 turns and moves with a variation in the ratio of input RPM to output RPM. Consequently, the driven gear 2 shifts to a position corresponding to the concerned ratio of the input RPM to output RPM, and the lower support bed 9 returns to the original position thereof.

Description

[Detailed description of the invention] The present invention relates to a continuously variable transmission.

Conventional technology In conventional continuously variable transmissions using contact friction, rotating bodies made by rotating arcs and straight lines around an axis of one rotation are brought into contact with each other for one rotation.
It rotates and transmits power through friction, and uses a manual handle, pilot motor, or other 7 actuator to apply an external force to the rotating body of the transmission element and move it by sliding, thereby changing the rotational speed steplessly. It has been implemented.

However, these continuously variable transmissions have two problems. One is, as mentioned earlier, when changing gears,
It is necessary to move the rotating body of the transmission element by sliding using a manual handle, pilot motor, or other actuator, and the force required to shift the gear, that is, the force required to move the rotating body, generally requires greater force to shift faster. It takes. Also, if you want to change the speed of gear shifting, you need to control the speed of the actuator. Therefore, as higher speed and more sophisticated control is attempted, the cost required for the hardware part of shift control increases.

The second problem is that when applying an external brake to decelerate the output rotation while leaving the input rotation speed unchanged, it is necessary to temporarily interrupt the power transmission between the driven load and the driving input using a clutch. It is a point. Then, when transmitting power via the clutch again, it is necessary to return the transmission gear ratio to the low speed side. For this reason, control becomes difficult when the driven side is frequently decelerated and reaccelerated by an external brake, such as when used in a vehicle.

The above problems regarding speed change control are solved by the following method.

As shown in FIG. 1, a continuously variable transmission is constructed in which the driving wheel rotation shaft and the driven wheel rotation shaft can take a twisted position. Here, when the two rotating shafts are fixed at the twisted position shown in FIG. 2, the driven vehicle moves by itself to the speed increasing side due to the twisting. Similarly, in FIG. 3, it moves to the deceleration side. At this time, just maintain the twist position and continue shifting. Therefore, shifting starts by applying a small amount of displacement, but the shifting itself does not require force, and the speed of shifting can be changed by changing the amount of twist. It is a means of solving problems.

The means for solving the second problem are as follows. 1st
As shown in the figure, in a continuously variable transmission with a structure in which the rotation shaft of the driving wheel and the rotation shaft of the driven wheel can be twisted, the positional relationship of the rotation shafts is not fixed and can be freely moved to the twisted position. Then, when the output side is decelerated by braking, etc., the rotation speed of the driven car decreases, and as in the third factor, the rotating shaft assumes a twisted position, and the driven car moves on its own to the deceleration side, and the input rotation and output rotation become equal again. Move up to. Also, when the output side speeds up due to an external force, the rotation speed of the driven wheel increases, and as shown in Figure 2, the rotating shaft assumes a twisted position, and the driven wheel moves on its own to the speed increasing side, and the manual rotation and output rotation become equal again. move until they meet each other. This is the same when the input rotation increases or decreases, and the driven vehicle moves to a position corresponding to the changed rotation speed ratio.

(However, in either case, the condition is that the rotation speed ratio does not exceed the speed ratio that is mechanically possible.) Effect When transmitting power by fixing the positional relationship between the two rotating shafts, it is necessary to When the gear is moved to a twisted position and fixed, the gear changes automatically due to the twist, and the speed of the gear change can be controlled depending on the magnitude of the displacement. At this time, the prime mover and driven vehicle move not by sliding but by shifting. In addition, when power is not being transmitted, if the positional relationship between the two rotating shafts can be freely moved to the twisted position, when the rotational speed on the input side and output side changes due to external force, the gear ratio will be automatically adjusted accordingly. Get it.

In this way, the gear can be shifted by applying only a small amount of displacement, and the shifting speed can be changed by changing the amount of displacement. Furthermore, when power is not being transmitted, the gear ratio is always set according to the input/output side rotational speed ratio, and power transmission can be resumed at any time.

Embodiment A motor vehicle 1 shown in FIG. 1 is rotatably fixed to a casing together with an input shaft 3. The same applies to the output l1k4. The lower support stand 9 is also fixed to the casing, but is rotatable around the rotation axis of the motor vehicle 1. One end of the spline shaft 5 is received by the bellows 7 of the upper support base 10. The rotational force entering from the input shaft 3 reaches the output shaft 4 via the prime mover 1, the driven wheel 2, the spline shaft 5, and the universal joint 6. Between the prime mover 1 and the driven wheel 2, the pressure contact force obtained from the hinge 8 and the pressure spring]1 acts, and J1! Transmits power through frictional force. When the driven wheel 2 is moved along the spline shaft 5, the output rotation changes speed with respect to a constant input rotation due to a change in the ratio of rotation radii at the contact point.

Now, move the clutch lever 12 forward with the clutch lever 12 in the open position, and fix the gap between it and the lower support base 9. At this time, the gear shift lever 1
3 in the direction of arrow A, the slider 14 is pulled up and becomes the twisted positional relationship shown in FIG. Therefore, the driven vehicle 2 autonomously moves to the right and speeds up. Conversely, shift lever 1
3 is moved in the direction of arrow B to decelerate.

When power is not being transmitted, if the clutch lever 12 is moved back to position A and the lower support base 9 is made rotatable, as the ratio of the input rotation speed and the output rotation speed changes, the F section support base 9 will rotate. Rotationally moves, resulting in the twisted positional relationship shown in FIG. 2 or 3.

Therefore, the driven wheel moves to a position corresponding to the ratio of the input rotation speed and output rotation speed at that time, and the lower support base 9 returns to its original position.

Effects of the Invention According to the present invention, as explained above, the gear can be shifted by simply applying a slight displacement, and the shifting speed can be changed by changing the amount of displacement, so advanced control is possible with an inexpensive actuator. It is. Furthermore, when power is not being transmitted, the gear ratio is always set according to the input/output side rotational speed ratio, and power transmission can be restarted at any time, so power can be cut off without providing a clutch. Therefore, an inexpensive rotational power speed change control system can be constructed.

[Brief explanation of the drawing]

FIG. 1 is a perspective view showing the configuration of an embodiment. FIG. 2 shows the speed increasing state of the embodiment, and FIG. 3 shows the decelerating state.

Claims (2)

[Claims] (1) Constructing a continuously variable transmission with a structure in which the drive wheel or the driven wheel is slid along the rotation axis to change speed, and the drive wheel rotation axis and the driven wheel rotation axis can take a twisted position,
A continuously variable transmission that changes speed by utilizing the fact that when two rotating shafts are fixed in a twisted position, the driving vehicle or driven vehicle moves autonomously due to the twisting. (2) Constructing a continuously variable transmission with a structure in which the driving wheel or the driven wheel is slid along the rotating shaft to change the speed, and the driving wheel rotation shaft and the driven wheel rotating shaft can take a twisted position,
When the positional relationship between the two rotating shafts is made to be able to move freely to the twisted position in a state where no power is transmitted, the two rotating shafts will twist as the rotation speeds on the input side and output side change due to external force. A continuously variable transmission that uses the self-propelled movement of a motive vehicle or a driven vehicle to adjust the gear ratio according to the rotational speed ratio at that time.