JP2000088069A - Continuously variable transmission, operating apparatus for continuously variable transmission, and transmitting body - Google Patents
Continuously variable transmission, operating apparatus for continuously variable transmission, and transmitting bodyInfo
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- JP2000088069A JP2000088069A JP10299001A JP29900198A JP2000088069A JP 2000088069 A JP2000088069 A JP 2000088069A JP 10299001 A JP10299001 A JP 10299001A JP 29900198 A JP29900198 A JP 29900198A JP 2000088069 A JP2000088069 A JP 2000088069A
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- Prior art keywords
- driven
- vehicle
- transmission
- driven vehicle
- elastic means
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Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、全変速領域で所定
馬力を伝動する無段変速機並びに同機用操作器および伝
達体に関する。特に望しくは高負荷伝動する際の安定伝
達および高速度の応答追従性を確保する変速伝動システ
ムを提供することである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission for transmitting a predetermined horsepower in the entire speed change range, an operating device for the same, and a transmission body. It is particularly desirable to provide a shift transmission system that ensures stable transmission and high-speed response followability when transmitting a high load.
【０００２】[0002]
【従来の技術】現在、高負荷動力を伝動する無段変速機
として日本特許出願：特開昭５２−９８８６１号が、ま
た同変速機用のベルト伝達体として日本特許出願：特開
昭５４−５２２５３号がそれぞれ周知であり、車両等へ
の実用化が検討されている。前者の変速機は、二つの伝
達車を油圧媒体で縦続式にタンデム制御して所定変速比
εを変化させたものである。即ち主動車の側で油圧を増
圧して伝達体との接触半径Ｒ１を増大させる、と同時に
従動車の側でも油圧を減圧させて伝達体との接触半径Ｒ
０を減少させるものである。両伝達車を同時に油圧媒体
の加圧制御だけで所定の半径比の調整による変速比の制
御をさせるものである。一方後者の伝達体は、金属剛体
で作られる平板ブロックの多数個を無端ストラップに懸
垂状態に吊下げた構成である。多数のブロック群をスト
ラップ上で摺動させて従動車から主動車に押込むことに
よって、動力伝達を達成する。2. Description of the Related Art Currently, a continuously variable transmission for transmitting a high load power is disclosed in Japanese Patent Application Laid-Open No. Sho 52-98861, and a belt transmission for the transmission is disclosed in Japanese Patent Application Laid-Open No. Sho 54-1988. No. 52253 is well known, and its practical application to vehicles and the like is under study. In the former transmission, two transmission wheels are tandemly controlled in tandem with a hydraulic medium to change a predetermined gear ratio ε. That is, the contact radius R1 with the transmission body is increased by increasing the oil pressure on the side of the driving vehicle and increasing the contact radius R1 with the transmission body at the same time by reducing the oil pressure on the side of the driven vehicle.
0 is to be reduced. The transmission ratio is controlled by adjusting the predetermined radius ratio of both transmission wheels simultaneously only by the pressurization control of the hydraulic medium. On the other hand, the latter transmission member has a configuration in which a large number of flat plate blocks made of a rigid metal body are suspended from an endless strap. Power transmission is achieved by sliding a number of blocks on a strap and pushing from a driven vehicle into a driven vehicle.
【０００３】しかしこれ等の従来技術の高負荷変速機に
もまたベルト伝達体にも、致命的な欠陥が残されてい
る。それは、高負荷動力の容量を増せば増すほど、高速
応答性が悪化することである。即ち、最高速比ε ｍａ
ｘから最低速比ε ｍｉｎまでの変速応答時間を長くす
る必要があり、これがために変速応答性ないし制御性が
極度に悪化する。無理に早い速度で変速指令を加える
と、たちまちプーリ伝達車およびベルト伝達体の双方に
損傷を招いたり破損し、短時間で運転不能に到る。However, these prior art high-load transmissions as well as belt transmissions remain catastrophic. That is, the higher the capacity of the high load power, the worse the high-speed response becomes. That is, the highest speed ratio ε ma
It is necessary to lengthen the shift response time from x to the minimum speed ratio ε min, which extremely deteriorates the shift response or controllability. If a speed change command is forcibly applied at a high speed, both the pulley transmission vehicle and the belt transmission body are immediately damaged or broken, and operation becomes impossible in a short time.
【０００４】その致命的欠陥は二つの原因に集約され
る。その原因の第一点は、（１）二つの伝達車を油圧媒
体による直接加圧制御のみで調節したことにあり、更に
（２）第二点は、破損に到るまでの突発的な衝撃荷重あ
るいは集中荷重を分散回避する機能が伝動システムの中
に全く考慮されてないことにある。[0004] The fatal defects can be summarized into two causes. The first point is that (1) the two transmission wheels were adjusted only by the direct pressurization control using the hydraulic medium, and (2) the second point was the sudden impact until the damage was reached. The function of dispersing loads or concentrated loads is not considered in the transmission system.
【０００５】しかし油圧媒体は、狭い空間で大きな圧力
制御することは容易であっても、微細な位置決め制御に
は全く不適である。油圧媒体による直接加圧制御では、
各速比位置の点を決定する制御は可能であっても速比ε
１の点と速比ε２の点との中間での移行途中の位置決め
制御はリリーフ弁を介在するため極めて不安定状態に到
る。しかも駆動車と従動車の双方のリリーフ弁が連動し
て作動するため、この変速移行課程での不安定状態は倍
増される。このことは、速比を僅かな量の範囲内に押え
て変速させれば、この不安定性の影響を小さく抑制でき
るが、最低速から最高速までの範囲を短時間で一気に高
速応答させるとたちまちこの不安定が露呈し、ベルト伝
達体がプーリ摩擦面上を暴れる。これは油圧媒体が変速
機のプーリおよびベルトの位置決め制御には全く不向き
であることを意味する。[0005] However, a hydraulic medium is completely unsuitable for fine positioning control, although it is easy to control a large pressure in a narrow space. In direct pressurization control by hydraulic medium,
Although the control for determining the point at each speed ratio position is possible, the speed ratio ε
Positioning control in the middle of the transition between the point 1 and the point of the speed ratio ε2 is in an extremely unstable state because of the intervening relief valve. In addition, since the relief valves of both the driven vehicle and the driven vehicle operate in conjunction with each other, the unstable state during the shift transition process is doubled. This means that the effect of this instability can be minimized by shifting the gear ratio while keeping the speed ratio within a small range.However, if the range from the lowest speed to the highest speed is quickly responded quickly in a short time. This instability is revealed, and the belt transmission body ramps over the pulley friction surface. This means that the hydraulic medium is completely unsuitable for controlling the positioning of the pulleys and belts of the transmission.
【０００６】また第二の欠陥として油圧媒体には全く弾
性が存在しない事である。プーリ挾持圧を受けるベルト
伝達体もその幅方向に全く弾性が存在しない事になる。
このことは従来技術の思想には変速機の伝動系統システ
ムのどこにも、衝撃荷重を弾性吸収する機構が全く存在
していないことを意味する。変速機に連結する入出機器
から突発衝撃が侵入した場合にも、或いは変速操作器か
ら変速指令を受けた場合にも、ベルト・プーリ間の動力
伝動系統に外乱として侵入した衝撃荷重ないし集中荷重
を吸収しかつ自動的に収束整定する調芯機能を持たない
事を自ら示す。A second defect is that the hydraulic medium has no elasticity at all. The belt transmission body which receives the pulley clamping pressure also has no elasticity in the width direction.
This means that the prior art concept does not include any mechanism for elastically absorbing the impact load anywhere in the transmission system of the transmission. Even when an unexpected impact enters from the input / output device connected to the transmission, or when a shift command is received from the shift operation device, the impact load or concentrated load that has entered as a disturbance into the power transmission system between the belt and pulley is It indicates that it does not have a centering function to absorb and settle automatically.
【０００７】[0007]
【発明が解決しようとする課題】本発明の課題は、相互
に連動する変速機構並びにその操作機構および伝達体の
全ての構成を再検討することによって、上述の欠陥を解
消させることである。即ち本発明の根本的な共通課題
は、大容量の高負荷伝動する際にまず長期間の伝動動作
の安定性、円滑性を確立することであり、この安定性が
同時に最低速比から最高速比までの変速速度に短時間の
高速応答をも達成できるように定馬力伝動の無段変速シ
ステムを思想的に確立することである。SUMMARY OF THE INVENTION It is an object of the present invention to remedy the above-mentioned deficiencies by reviewing all the structures of the interlocking transmission mechanism and its operating mechanism and transmission. That is, the fundamental common problem of the present invention is to establish stability and smoothness of the transmission operation for a long time when transmitting a large capacity and high load, and this stability is simultaneously reduced from the lowest speed ratio to the highest speed. It is an object of the present invention to conceptually establish a continuously variable transmission system with constant horsepower transmission so that a short-time high-speed response can be achieved even at a transmission speed up to a ratio.
【０００８】即ち、第一の課題は、負荷機器類と直結す
る従動車自身がまず変速領域の全域で所定馬力の伝動能
力を常時保証するために、従動車への加圧制御を油圧の
直接加圧によらず、弾性手段に介在乃至依存させるもの
で、変速比に応じて加圧力の大きさを変化させると同時
に常時弾性加圧状態を維持しておくことにより伝達体が
不安定化せず自動調芯作用を果す無段変速機を実現する
ことである。That is, the first problem is that the driven vehicle directly connected to the load devices firstly controls the pressurization of the driven vehicle directly by hydraulic pressure in order to always assure the transmission capability of a predetermined horsepower throughout the shift range. Instead of applying pressure, the transmission means is made to intervene or depend on the elastic means. Another object of the present invention is to realize a continuously variable transmission that performs an automatic centering operation.
【０００９】次に第二の課題は、二つの伝達車を油圧に
よる直接加圧制御のみに依存させずに、主動車と従動車
の二つの伝達車の役割分担を分割し、夫々個別の制御機
能を所持させることである。即ち主動車に基準車として
また従動車を追従車として働かせ、出力動力に関する回
転数制御機能とトルク制御機能の各制御を分化させるこ
とである。この役割分化によって結果的に基準車・追従
車の双方で伝達体との接触径を弾性手段が自から自動調
芯させた無段変速機を実現することである。A second problem is to divide the roles of the two transmission vehicles, that is, the main vehicle and the driven vehicle, without relying only on the direct pressurization control by hydraulic pressure, and to separately control the two transmission vehicles. To have a function. That is, the main vehicle is caused to work as a reference vehicle and the driven vehicle is operated as a follower vehicle, and each control of the rotation speed control function and the torque control function relating to the output power is differentiated. As a result of this division of roles, a continuously variable transmission in which the elastic means automatically adjusts the contact diameter with the transmission body of both the reference vehicle and the following vehicle by itself is realized.
【００１０】第三の課題は、上述の第一および第二の課
題を結合し主動車が出力回転数である速比を決定する基
準車として働き、従動車が定馬力伝動を保証するトルク
決定用の追従車として働かせることにより、結果的に全
変速領域で定馬力伝動を達成し同時に伝動系統全体の自
動調芯させた無段変速機を実現することである。A third object is to combine the above-mentioned first and second objects, wherein the main vehicle serves as a reference vehicle for determining a speed ratio which is an output speed, and the driven vehicle determines torque for ensuring constant horsepower transmission. As a result, a continuously variable transmission in which constant horsepower transmission is achieved in the entire speed change range and at the same time, the entire transmission system is automatically aligned is realized.
【００１１】また、第四の課題は、無段変速機構の円滑
安定伝動の達成に伴って、最高速比から最低速比に到る
までの変速動作時間を短縮化し急速発進乃至急速停止を
保証する高速度応答制御が可能な無段変速機用操作器を
実現することである。A fourth problem is that, with the achievement of smooth and stable transmission of the continuously variable transmission mechanism, the speed change operation time from the highest speed ratio to the lowest speed ratio is shortened, and quick start or quick stop is ensured. It is an object of the present invention to realize a continuously variable transmission operating device capable of performing high-speed response control.
【００１２】最後に第五の課題は、無段変速機構の安定
伝動に最も寄与する部分であるベルト伝達体が、二つの
伝達車の両操作器からの速指令の供給時に、一瞬間の間
だけ極大な集中荷重が一点に集中して印加される事があ
る。この場合に摩擦伝動部分の損傷を阻止するため、両
者間に生じる集中荷重ないし突発的衝撃荷重を弾性吸収
すると共に受けた衝撃を瞬時に分散させる伝達体を提供
することである。Finally, the fifth problem is that the belt transmission element, which is the most contributing part to the stable transmission of the continuously variable transmission mechanism, can be used for a moment when speed commands are supplied from both operating devices of the two transmission wheels. Only the maximum concentrated load may be applied to one point. In this case, in order to prevent the friction transmission portion from being damaged, an object of the present invention is to provide a transmission body which elastically absorbs a concentrated load or a sudden impact load generated therebetween and instantaneously disperses the received impact.
【００１３】[0013]
【課題を解決するための手段】無段変速伝動系統の共通
課題である安定伝動および高速度応答性の課題を解決す
るには、この課題に関係する個々の伝動機構に新たな技
術的思想を要する。第一の課題に伴う解決手段は、従動
車への加圧力が該従動車回転数の変化に対して実質的に
反比例するように、弾性手段を介在させて従動操作器の
変速指令に応じて上記従動車を加圧するように間接的に
可変加圧制御させることである。In order to solve the problems of stable transmission and high-speed response, which are common problems of the continuously variable transmission system, a new technical idea is applied to each transmission mechanism related to this problem. It costs. A solution according to the first problem is to respond to a shift command of a driven actuator through an elastic means so that a pressure applied to a driven vehicle is substantially inversely proportional to a change in the rotation speed of the driven vehicle. The variable pressurization control is indirectly performed so as to pressurize the driven vehicle.
【００１４】第二の課題に伴う解決手段は、基準車とし
ての主動車には変速摺動の動作時に常に円滑かつ安定摺
動を連続的に維持させながら回転数制御のための可変径
位置決め制御機能を施し、また追従車としての従動車に
は弾性手段および従動操作器の加圧装置の各加圧力を互
に直列に重畳させて自動調芯機能を持つ可変加圧制御機
能を付与し、両伝達車のもつ役割を明確に分化すること
である。[0014] A solution to the second problem is to provide a variable diameter positioning control for controlling the number of revolutions of the main vehicle as a reference vehicle while continuously maintaining smooth and stable sliding at the time of shifting sliding operation. Applying the function, the variable pressure control function with automatic alignment function by superimposing each pressing force of the elastic means and the pressurizing device of the driven operation device in series to each other as the following vehicle as the following vehicle, The purpose is to clearly differentiate the roles of both transmission vehicles.
【００１５】第三の課題に伴う解決手段は、基準車とし
ての主動車には、主動操作器にて位置決め制御機能を、
また追従車としての従動車には、従動操作器の加圧装置
および弾性手段にて可変加圧制御機能をそれぞれ機能分
化すると同時に、従動車への加圧力が従動車回転数の変
化に対して実質的に反比例するように、上記弾性手段を
介在させて従動操作器の変速指令に応じて従動車を可変
加圧したものである。[0015] A solution to the third problem is that a driving control device is provided with a positioning control function for a driving vehicle as a reference vehicle.
In addition, in the driven vehicle as a following vehicle, the pressurizing device and the elastic means of the driven operating device separately perform the variable pressurization control function, and at the same time, the pressure applied to the driven vehicle changes with the change in the rotation speed of the driven vehicle. The driven vehicle is variably pressurized in response to a shift command of the driven operating device through the elastic means so as to be substantially in inverse proportion.
【００１６】第四の課題に伴う解決手段は、主動車の操
作に巻上位置決め装置をもつ主動操作器と、従動車の操
作に巻上加圧装置をもつ従動操作器との夫々の各駆動源
を単一の共通駆動源で構成し、しかも主動および従動操
作器の各巻上装置を機械的な剛性伝達手段で互の変速指
令を完全同期させる同期装置を施したものである。A solution to the fourth problem is that each of a driving device having a hoist positioning device for operating the driving vehicle and a driven operating device having a hoisting pressure device for operating the driven vehicle. The power source is constituted by a single common drive source, and the respective hoisting devices of the main and driven actuators are provided with a synchronizing device for completely synchronizing the shift commands with each other by mechanical rigidity transmitting means.
【００１７】最後に第五の課題に伴う解決手段は、伝達
体が伝達車から受圧する幅（Ｘ）方向の挾持圧により伝
達体に生ずる幅（Ｘ）方向の伸縮変位量を長手（Ｙ）方
向の伸縮変位に変換できるように、長手（Ｙ）方向に突
出した弾性突出部を、二つの伝達車で挾持され加圧され
る摩擦受圧部とで一体に形成して、幅（Ｘ）方向に充分
な弾性伸縮を保持させたことである。Finally, a solution to the fifth problem is that the amount of expansion and contraction displacement in the width (X) direction generated in the transmission body by the clamping pressure in the width (X) direction received by the transmission body from the transmission wheel is determined by the length (Y). An elastic projection projecting in the longitudinal (Y) direction is integrally formed with a friction pressure receiving portion which is sandwiched and pressed by two transmission wheels so as to be able to convert the expansion and contraction displacement in the width (X) direction. That is, sufficient elastic expansion and contraction is maintained.
【００１８】[0018]
【発明の実施の形態】本発明は無段変速伝動系統を基本
原理から再検討したので乾式変速機に限らず湿式変速機
にも適用でき、また利用分野も工作機類のような小馬力
用から、車両類の大馬力用に至まで適用できる。特に主
動車を基準車として回転数制御に対応するため可変径位
置決め制御に際して巻上機構を伴う巻上位置決め装置が
不可欠である。しかし従動車の加圧制御には巻上機構は
必ずしも必修要件ではない。この場合の巻上機構とはネ
ジ手段が最も一般的だが、円周面にカムを施した回転カ
ムでも同等の機能を達する。また巻上位置決め機構には
変速指令と１対１で対応させる必要上、巻上機構内に周
知のセルフロック機能即ち逆転防止用ブレーキ機能およ
びプーリ圧に基づくオーバラン阻止機能が必要である。
従って台形ネジとウォーム伝達機の組合せ、或いは普通
ネジ又はボールネジとブレーキ付モータの組合せ更に逆
転阻止ステップモータの使用等、各種の周知技術の組合
せが配慮されるべきである。DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention has been reconsidered from the basic principle of a continuously variable transmission system so that it can be applied not only to dry transmissions but also to wet transmissions, and can be applied to small horsepower such as machine tools. , And can be applied to large horsepower for vehicles. In particular, a hoist positioning device with a hoist mechanism is indispensable for variable diameter positioning control in order to cope with the rotation speed control with the main vehicle as a reference wheel. However, a hoisting mechanism is not always a necessary requirement for pressurizing control of the driven vehicle. In this case, the hoisting mechanism is most commonly a screw means, but a rotary cam having a cam on the circumferential surface achieves the same function. In addition, since the hoist positioning mechanism needs to correspond to the shift command on a one-to-one basis, a well-known self-lock function, that is, a reverse rotation preventing brake function and an overrun prevention function based on the pulley pressure are required in the hoist mechanism.
Therefore, a combination of various well-known technologies such as a combination of a trapezoidal screw and a worm transmitter, a combination of an ordinary screw or a ball screw and a motor with a brake, and the use of a reverse rotation preventing step motor should be considered.
【００１９】従動車には加圧装置と弾性手段との互いの
直列加圧力が印加されるので、加圧装置又は弾性手段の
いずれかを一方を、加圧力と回転数とが反比例関係にな
るように加圧すれば良い。従って加圧装置を巻上機構に
よる場合は巻上装置の加圧力は弾性手段からの反力に過
ぎず弾性手段自体が良好な可変加圧機構となり、更に加
圧装置を油圧による場合は弾性手段は単なる弾性材とし
て働き油圧機構が可変加圧機構となり、いずれでも良
い。弾性吸収性は前者の巻上機構がより優れている。な
お間接的な可変加圧とは、伝達体への弾性力の介在を意
味する。Since the pressing force of the pressing device and the elastic means are applied in series to the driven vehicle, either the pressing device or the elastic means is used, and the pressing force and the rotational speed are in inverse proportion. Pressure should be applied as described above. Therefore, when the pressurizing device is a hoisting mechanism, the pressing force of the hoisting device is only a reaction force from the elastic means, and the elastic means itself becomes a good variable pressurizing mechanism. Works simply as an elastic material, and the hydraulic mechanism becomes a variable pressurizing mechanism. For the elastic absorption, the former winding mechanism is more excellent. The indirect variable pressurization means the interposition of an elastic force on the transmission body.
【００２０】弾性手段はコイルバネに限らず、板バネ、
渦巻バネなど他の形態でも良い。また単一のバネでも良
いが、大きな加圧力を得るにはバネ定数を大きくする必
要があり、バネのヘタリ収縮が生じやすいので、複数バ
ネを並設しこれ等を同時駆動させて連続リニヤ特性を得
る場合に限らず、加圧装置の変速指令に応じて階段的駆
動させて非連続階段特性にしても良い。弾性手段は従動
車と共に回動させる要はなく、例えば従動車と弾性手段
の間に加圧装置と軸受とを配置すれば、弾性手段を本体
に非回転状態で固着し、加圧力のみを従動車に印加して
もよい。The elastic means is not limited to a coil spring, but may be a leaf spring,
Other forms such as a spiral spring may be used. Although a single spring may be used, it is necessary to increase the spring constant in order to obtain a large pressing force, and it is easy for the spring to shrink. Therefore, a plurality of springs are juxtaposed and these are driven simultaneously to obtain a continuous linear characteristic. Not limited to the case where? Is obtained, a non-continuous staircase characteristic may be obtained by driving stepwise according to a shift command of the pressurizing device. It is not necessary to rotate the elastic means together with the driven vehicle.For example, if a pressurizing device and a bearing are arranged between the driven vehicle and the elastic means, the elastic means is fixed to the main body in a non-rotating state, and only the pressing force is driven. It may be applied to a car.
【００２１】主動・従動の各操作器は、それぞれ個別に
駆動源を持ち変速信号のみを互に同期させても良いが、
高速応答のための同期性の確保並びに経済面から単一の
共通駆動源で共用するのが良い。しかも従動車側の加圧
制御にも駆動車側と同様の巻上機構を施し巻上加圧装置
にすれば、高速度の制御性が実現できる。この場合両者
の巻上機構は機能的には同等であるが、巻上量が異な
る。即ち主動車側では変速移動分Ｌ１で良いが、従動車
側では変速移動分Ｌ０１と弾性手段の押圧移動分Ｌ０２
の和Ｌ０（＝Ｌ０１＋Ｌ０２）が必要となる。従って移
動分Ｌ０１と移動分Ｌ０２を別々の巻上機構で構成して
も良いが、これを共通巻上機構に構成しても主動車側の
移動分Ｌ１とは作動方向および作動量が異なるため、巻
上機構のネジ手段のピッチ、回転方向、回転数或はネジ
溝の加工方向（右ネジ、左ネジ）、伝達機の速比等の周
知の要素を設計に応じて選択すれば良い。Each of the main and driven operating devices may have its own drive source and synchronize only the speed change signal with each other.
It is preferable to share a single common drive source from the viewpoint of securing synchronization for high-speed response and economical aspects. In addition, a high-speed controllability can be realized by applying a hoisting mechanism similar to that of the driving vehicle to the pressurizing control of the driven vehicle and using a hoisting press. In this case, both hoisting mechanisms are functionally equivalent, but the hoisting amounts are different. That is, on the main vehicle side, the shift movement amount L1 may be used, but on the driven vehicle side, the shift movement amount L01 and the pressing movement amount L02 of the elastic means may be used.
Is required (= L01 + L02). Therefore, the moving amount L01 and the moving amount L02 may be constituted by separate hoisting mechanisms. However, even if the moving amount L01 and the moving amount L02 are constituted by a common hoisting mechanism, the moving direction L1 and the moving amount are different from the moving amount L1 on the main vehicle side. Well-known factors such as the pitch of the screw means of the hoisting mechanism, the rotation direction, the number of rotations, the processing direction of the thread groove (right-handed screw, left-handed screw), and the speed ratio of the transmitter may be selected according to the design.
【００２２】[0022]
【実施例】（第１実施例）図１Ａおよび１Ｂは、夫々本
発明の第１実施例無段変速機の断面図および正面図であ
る。図中、弾性手段３と共働する従動車１と主動車２と
の間に伝達体４が施される。各伝達車１，２は摺動円板
１ａ，２ａと、固定円板１ｂ，２ｂとを相対向して一対
の組合せとされる。主動車２と従動車１とでは各摺動円
板１ａ，２ａの位置が逆に配置される。伝達体４は従動
車１側で最大径にまた主動車２側で最小径に配され最大
変速比ε ｍａｘの状態に示される。入力軸１１ａおよ
び出力軸２１はそれぞれ伝達車の両端で両軸受支持され
て本体１０収納される。各軸１１，２１の摺動円板１
ａ，２ａが配される側の箱体１０の表裏壁の支持蓋１４
ａ，２４ｂには、夫々主動操作器１５と従動操作器２５
とが設置される。図１Ｂに示す通り、主動および従動側
の各操作器１５，２５は、箱体１０の側壁に取付けた共
通駆動源６との間で夫々の歯車伝達機７，８で分離可能
に連結している。そこで以下、各部の主要機構別に説明
する。1A and 1B are a sectional view and a front view, respectively, of a continuously variable transmission according to a first embodiment of the present invention. In the figure, a transmission body 4 is provided between a driven vehicle 1 and a driven vehicle 2 which cooperate with an elastic means 3. Each of the transmission wheels 1 and 2 has a pair of combinations of sliding disks 1a and 2a and fixed disks 1b and 2b opposed to each other. The positions of the sliding disks 1a and 2a in the main vehicle 2 and the driven vehicle 1 are reversed. The transmission 4 is arranged at the maximum diameter on the driven vehicle 1 side and at the minimum diameter on the driven vehicle 2 side, and is shown in a state of the maximum speed ratio ε max. The input shaft 11a and the output shaft 21 are supported by both bearings at both ends of the transmission wheel, and are housed in the main body 10. Sliding disk 1 for each shaft 11, 21
a, support lid 14 on the front and back walls of box 10 on the side where 2a is arranged
a and 24b respectively include a main operating device 15 and a following operating device 25.
Is installed. As shown in FIG. 1B, the operation devices 15 and 25 on the driving and driven sides are separably connected to a common driving source 6 mounted on the side wall of the box 10 by respective gear transmissions 7 and 8. I have. Therefore, the following describes each of the main mechanisms of each unit.
【００２３】図２は第１実施例変速機の両軸支持された
主動車１および主動操作器１５の組付原理図であり、図
３は同じく両軸支持された従動車１、弾性手段３および
従動操作器２５の組付原理図である。図面は、いずれも
作図の便宜上キー構造、給油機構、湿式変速機の油潤滑
機構などの詳細は省略して描写する。また、中心線を境
にベルト・プーリ間の接触半径ｒが右側で最小径に、左
側で最大径に描いた。FIG. 2 is a diagram showing the principle of assembling the two-shaft-supported main drive vehicle 1 and the main drive unit 15 of the first embodiment of the transmission. FIG. FIG. 4 is a diagram illustrating the principle of assembling a driven actuator 25. In the drawings, details such as a key structure, an oil supply mechanism, and an oil lubrication mechanism of a wet transmission are omitted for convenience of drawing. Further, the contact radius r between the belt and the pulley is drawn to the minimum diameter on the right side and to the maximum diameter on the left side with respect to the center line.
【００２４】図２で摺動円板２ａには回転力分離用の軸
受１６を介して第２応動手段１８が一体組付される。第
２応動手段１８には二つの傾斜受圧部１８ｅが施されて
第１応動手段１７と連結当接している。二つの傾斜押圧
部１７ｃを施された第１応動手段１７はＵ字状をなし中
心部に台形ネジのネジ手段１９が螺合する。このネジ手
段１９、第１，第２応動手段１７，１８、本体基準面１
０ａさらに軸受１６は、巻上装置５ａと応動装置５ｂと
の巻上位置決め装置５を構成する。ネジ手段１９にベベ
ル歯車伝達機７の歯車４３が配され、回動に伴って第２
応動手段１７、傾斜押圧部１７ｃの水平方向に前後動作
し、同時第２応動手段１８の傾斜受圧部１８ｅが垂直方
向の上下動作に変換する。従って伝達機７の回転に応じ
て、軸受１６を介して主動車２の二つの円板２ａ，２ｂ
の相対距離は制御される。In FIG. 2, a second responding means 18 is integrally mounted on the sliding disk 2a via a bearing 16 for separating rotational force. The second responding means 18 is provided with two inclined pressure receiving portions 18e, and is connected to and abuts on the first responding means 17. The first responding means 17 provided with the two inclined pressing portions 17c has a U-shape, and a trapezoidal screw means 19 is screwed into a central portion thereof. The screw means 19, the first and second response means 17, 18 and the main body reference plane 1
Further, the bearing 16 constitutes a hoisting positioning device 5 of the hoisting device 5a and the driven device 5b. The gear 43 of the bevel gear transmission 7 is arranged on the screw means 19, and the second
The responding means 17 moves back and forth in the horizontal direction of the inclined pressing portion 17c, and the inclined pressure receiving portion 18e of the second responding means 18 converts the movement into vertical up and down movement. Therefore, according to the rotation of the transmission 7, the two disks 2a, 2b
Is controlled.
【００２５】また図３では、従動車１および本体基準面
１０ｂの間には互に逆巻きに加工した右巻および左巻コ
イルバネ３ａ，３ｂからなる弾性手段３と従動操作器２
５と互いの加圧力が加算する様に施される。逆巻加工を
施した理由は過大荷重の印加時に生じる捩れ力によって
円板１ａの摺動動作への悪影響を相殺構造によって避け
るためである。弾性手段３は第２応動手段２８の一部で
ある案内受２８ｂ、軸受２６および第２応動手段２８ａ
が出力軸２１の周囲に設置される。なお、本実施例の第
２応動手段２８と第１応動手段２７との夫々の構造およ
び機能は、図２の主動車２に軸受１６を介して施した第
１・第２応動手段１７，１８とほぼ同等のものである。
本例では、台形ネジのネジ手段２９、第１・第２応動手
段２７，２８、本体基準面１０ｂさらに軸受２６とが、
巻上装置９ａと応動装置９ｂとの従動加圧装置９を形成
する。巻上位置決め装置５と加圧装置９とは本例では同
等の構造であるが、必ずしも同一の必要はない。なお本
体基準面１０ａ、１０ｂは、回転の有無と関係なく軸１
１，２１の軸芯方向の不動の本***置をいう。In FIG. 3, between the driven wheel 1 and the main body reference surface 10b, there are provided elastic means 3 comprising right-handed and left-handed coil springs 3a and 3b, which are machined in opposite directions, and a driven operating device 2.
5 and the pressing force of each other are added. The reason why the reverse winding process is performed is to prevent the adverse effect on the sliding operation of the disk 1a due to the torsional force generated when an excessive load is applied by using a canceling structure. The elastic means 3 includes a guide receiver 28b, a bearing 26 and a second responsive means 28a which are part of the second responsive means 28.
Are installed around the output shaft 21. The structure and function of each of the second responding means 28 and the first responding means 27 of this embodiment are the same as those of the first and second responding means 17 and 18 which are applied to the main driving vehicle 2 of FIG. Is almost equivalent to
In this example, the screw means 29 of the trapezoidal screw, the first and second response means 27 and 28, the main body reference surface 10b, and the bearing 26
The driven pressurizing device 9 of the hoisting device 9a and the driven device 9b is formed. The hoist positioning device 5 and the pressurizing device 9 have the same structure in this example, but they do not have to be the same. The main body reference surfaces 10a and 10b are connected to the shaft 1 regardless of the presence or absence of rotation.
These are the immovable main body positions in the axial center directions of 1, 21.
【００２６】巻上位置決め装置５と加圧装置９との相違
点は、前者が主動車２の摺動距離Ｌ１に対し後者では従
動車１および弾性手段３の双方を同時に加圧する必要
上、従動車１の摺動距離Ｌ０１と弾性手段３の圧縮距離
Ｌ０２（＝ｌ０−ｌ１）の合計距離Ｌ０（＝Ｌ０１＋Ｌ
０２）を要することである。前者が後者より遅い速度で
摺動させ同じ時間内で移動を完了させる様に両者の動作
を同期させる事が必要である。従って、後者の加圧装置
９では第１・第２応動手段は移動量が前者に比して多く
し、巻き上げ装置５ａと９ａの回転数、ネジピッチ等を
変えれば良い。The difference between the hoist positioning device 5 and the pressurizing device 9 is that the former needs to press both the driven vehicle 1 and the elastic means 3 simultaneously with respect to the sliding distance L1 of the driven vehicle 2, and the driven total distance L0 compression distance L02 of the sliding distance L01 and the elastic means 3 of the car 1 (= l 0 -l 1) (= L01 + L
02). It is necessary to synchronize both operations so that the former slides at a lower speed than the latter and completes the movement within the same time. Therefore, in the latter pressurizing device 9, the first and second responding means may move more than the former, and the rotational speeds of the hoisting devices 5a and 9a, the screw pitch and the like may be changed.
【００２７】図４は、主動および従動の各操作器の共通
駆動源３０を単一共用化した変速制御部６の構成図であ
る。本体１０の側壁１０ｃまたは１０ｄに制御部６を設
置した時、動力伝達機７，８の被動歯車４３，４９は駆
動歯車４２，４８と噛合う。本例では周知のブレーキ機
能付の電気的可逆モータ３１、ギャヘット３２、歯車伝
達機３３，３４，３５さらに伝達軸３７，３８と組合
せ、駆動源３０の変速動力は出力軸３６から主動および
従動操作器１５，２５の夫々の動力伝達機７および８に
伝達される。５０はリミット機構で、出力回転数の上限
および下限リミット・スイッチ５３，５４に夫々対応す
る上限および下限カム５１，５３とリードネジ３８から
構成される。変速位置のサーボ制御用検出ポテンショメ
ータ５５、コンデンサ、端子台はいずれもサーボ制御に
利用され、該部品類も回路結線も既に自動制御分野では
周知でかつ本発明の要旨ではなので説明は省く。FIG. 4 is a block diagram of the transmission control unit 6 in which the common drive source 30 for each of the main and driven operating devices is shared. When the control unit 6 is installed on the side wall 10c or 10d of the main body 10, the driven gears 43 and 49 of the power transmissions 7 and 8 mesh with the driving gears 42 and 48. In this embodiment, a well-known electrically reversible motor 31 with a brake function, a gamut 32, gear transmissions 33, 34, 35 and transmission shafts 37, 38 are combined. Are transmitted to the power transmission devices 7 and 8 of the devices 15 and 25, respectively. A limit mechanism 50 includes upper and lower limit cams 51 and 53 and a lead screw 38 corresponding to the upper and lower limit switches 53 and 54 of the output rotational speed, respectively. The detection potentiometer 55 for servo control of the shift position, the capacitor, and the terminal block are all used for servo control, and their components and circuit connections are already well known in the field of automatic control and are not included in the gist of the present invention.
【００２８】次に第１実施例の無段変速機の動作を図５
の加圧特性図と共に説明する。初期条件として伝達体４
が図１の点線で示す様に、主動車２で最小径にまた従動
車１で最大径にある状態で入力軸１１を一定回転させて
速比ε１（＝ε ｍａｘ）の等速運転状態であると仮定
する。そこで速比ε１を速比ε２に変化させる動作を述
べる。制御部６の端子台を経て可逆駆動源３０に外部よ
り増速指令が供給されると、軸３６は増速指令で右回
り、減速指令で左回りする。従って増速指令があると伝
達機３３，３４を経て伝達軸３７，３８および歯車４
３，４９は図示の矢印方向に回動する。同時に二つのカ
ム５１，５２も同時に矢印Ｃの方向に移動する。このと
き主動および従動操作器１５，２５の各回転方向は矢印
Ａ，Ｂの様に互に逆回転になっている。このことは制御
モータ３０からの共通の変速動力によって、主動操作器
１５と従動操作器２５とは、ネジ手段１９，２９を互に
逆転させて、円板１ａ，２ａの相対距離を互に逆方向に
作動させている。Next, the operation of the continuously variable transmission according to the first embodiment will be described with reference to FIG.
Will be described with reference to the pressure characteristic diagram of FIG. Carrier 4 as initial condition
As shown by the dotted line in FIG. 1, the input shaft 11 is rotated at a constant speed in a state where the main vehicle 2 is at the minimum diameter and the driven vehicle 1 is at the maximum diameter, and in a constant speed operation state with the speed ratio ε1 (= εmax). Suppose there is. Therefore, an operation for changing the speed ratio ε1 to the speed ratio ε2 will be described. When a speed increase command is supplied from the outside to the reversible drive source 30 via the terminal block of the control unit 6, the shaft 36 rotates clockwise by the speed increase command and counterclockwise by the deceleration command. Therefore, when a speed increase command is issued, the transmission shafts 37 and 38 and the gear 4
3, 49 rotate in the direction of the arrow shown. At the same time, the two cams 51 and 52 simultaneously move in the direction of arrow C. At this time, the directions of rotation of the main and driven actuators 15 and 25 are opposite to each other as shown by arrows A and B. This means that the common drive power from the control motor 30 causes the main operating device 15 and the driven operating device 25 to reverse the screw means 19 and 29 to each other, thereby reversing the relative distance between the disks 1a and 2a. Operate in the direction.
【００２９】このとき図２の主動操作器１５はネジ手段
１９により第１応動手段１７を矢印ＵＰ方向に移動し第
２応動手段１８は軸受１６を介して円板２ａを摺動し伝
達体４Ｌを４Ｌ′の半径まで移動させる。同時に図３の
従動操作器２５はネジ手段２９により第１応動手段２９
を矢印ＤＯＷＮ方向に移動し第２応動手段２８は軸受２
６を介して円板１ａを摺動し同時に弾性手段３への押圧
力を減少する。主動車２では接触半径ｒ１１がｒ１２に
拡大し、従動車１では逆にｒ０１からｒ０２に減小する
ので、図５に示す通り出力回転数はｎ１からｎ２に増大
する。最初の速比ε１の等速状態から次の速比ε２の等
速状態への変速移行が完了する。At this time, the prime mover 15 shown in FIG. 2 moves the first responding means 17 in the direction of the arrow UP by means of the screw means 19, and the second responding means 18 slides on the disk 2a via the bearing 16 to transmit the transmission member 4L. To a radius of 4L '. At the same time, the driven operating device 25 shown in FIG.
In the direction of arrow DOWN, and the second responding means 28
6, the disk 1a slides, and at the same time, the pressing force on the elastic means 3 is reduced. In the driven vehicle 2, the contact radius r11 increases to r12, and in the driven vehicle 1, conversely, it decreases from r01 to r02, so that the output rotation speed increases from n1 to n2 as shown in FIG. The shift from the constant speed state with the first speed ratio ε1 to the constant speed state with the next speed ratio ε2 is completed.
【００３０】一方、従動車１では、最低速ｎ１の時に弾
性手段３は従動操作器２５の加圧装置９により最大加圧
荷重Ｐ１で押圧されていたが、回転数ｎ２の時には加圧
装置９による加圧も軽減し特性点ａ１からａ２に移行す
るため加圧荷重Ｐ２に減圧される。更に変速制御部６に
再び増速指令を受けた時にも全く同様の動作手順に従っ
て特性点ａ２からａ３に移行する。最終的に最高速ｎ１
００（＝Ｎ ｍａｘ）の特性点ａ１００に至する。続い
て変速制御部６に減速指令が与えられた時には、共通駆
動源３０の出力軸３６が矢印とは逆方向の回動するので
上述と逆の動作手順に従って速比εを増し回転数は減速
し、従動車１への加圧荷重は増大する。On the other hand, in the driven vehicle 1, the elastic means 3 is pressed by the pressing device 9 of the driven operating device 25 at the maximum pressing load P1 at the lowest speed n1, but at the rotation speed n2, the elastic device 3 is pressed. Is reduced and the pressure is reduced to the pressing load P2 to shift from the characteristic point a1 to a2. Furthermore, when the speed increase control command is received again by the shift control unit 6, the operation shifts from the characteristic point a2 to the characteristic point a3 according to the completely same operation procedure. Finally the highest speed n1
A characteristic point a100 of 00 (= N max) is reached. Subsequently, when a deceleration command is given to the transmission control unit 6, the output shaft 36 of the common drive source 30 rotates in the direction opposite to the arrow, so that the speed ratio ε is increased according to the operation procedure reverse to the above, and the rotation speed is reduced. However, the pressure load on the driven vehicle 1 increases.
【００３１】図５に示す通り、弾性手段３および従動操
作器２５との組合せによって、従動車１の回転数ｎに対
する加圧荷重Ｐの特性線は、反比例ないし逆比例の関係
にあり、負の傾斜特性を示すことになる。通常伝達車１
が負荷機器に伝動する馬力Ｐは、回転数ＮとトルクＴの
関係として次式示される。即ち Ｐ〔Ｗ〕＝１，０２７×Ｎ〔ｒｐｍ〕×Ｔ〔ｋｇｍ〕 従って所定馬力Ｐ０を伝動するには、回転数Ｎが増大し
たとき伝達体４のトルクＴを減少させ、逆に回転数Ｎが
減少するとトルクＴを増大させることが不可欠である。
本発明では、普通圧縮量を増大した時、それに応じて押
圧力を増大する一般的な正傾斜の加圧特性（Ｄ）の弾性
手段３を使用していながら、その弾性手段３と従動操作
器２５の加圧装置９とを組合せることによって弾性手段
３を負傾斜の加圧特性（Ｂ）を実現させることが最も望
ましい使い方である。As shown in FIG. 5, due to the combination of the elastic means 3 and the driven operating device 25, the characteristic line of the pressurized load P with respect to the rotation speed n of the driven vehicle 1 is inversely proportional or inversely proportional. It will exhibit a tilt characteristic. Normal transmission vehicle 1
The horsepower P transmitted to the load device is expressed by the following equation as a relationship between the rotation speed N and the torque T. That is, P [W] = 1,027 × N [rpm] × T [kgm] Therefore, to transmit the predetermined horsepower P0, the torque T of the transmission body 4 is decreased when the rotation speed N increases, and conversely, the rotation speed is reduced. When N decreases, it is essential to increase the torque T.
In the present invention, while using the elastic means 3 having a general positive inclination pressure characteristic (D) for increasing the pressing force in response to the increase of the normal compression amount, the elastic means 3 and the driven actuator are used. It is the most desirable usage that the elastic means 3 realize the negative inclination pressure characteristic (B) by combining with 25 pressure devices 9.
【００３２】定馬力伝達の変速機であっても、大容量の
伝動を要しない時は、弾性手段３のバネ定数を変えて選
定し、図５の特性線（Ｂ）、（Ｂ′）乃至（Ｃ）の傾斜
に設計すれば良い。ほぼ水平な特性線（Ｃ０）〜（Ｃ
２）では変速域の全域で単位面積当りの加圧力がほぼ同
一であるが、従動車１のベルト・プーリ間の接触面積が
最低速時には最高速時に比して数倍に達する。従ってこ
の特性でも伝達体４が受ける軸トルクＴは回転数Ｎの減
少しても逆に増大できる。そこで図５の特性線（Ｃ２）
は僅かな正傾斜でも、接触面積の増大分によって実質的
に定馬力の伝達が可能である。「請求項１」の「実質的
な反比例」とは、この様な僅かな正傾斜特性Ｃ２を含む
概念であり、更に特性（Ａ），（Ｂ）の様にリニヤ特性
である必要もなく、階段状に実質的に負傾斜特性でも良
い。点線で示す負荷機器の実負荷特性（Ａ）より大きく
選定すれば良い。When a transmission with constant horsepower does not require large-capacity transmission, the transmission is selected by changing the spring constant of the elastic means 3 and the characteristic lines (B), (B ') through (B') of FIG. What is necessary is just to design in the inclination of (C). Almost horizontal characteristic lines (C0) to (C
In 2), the pressing force per unit area is substantially the same in the entire shift range, but the contact area between the belt and the pulley of the driven vehicle 1 is several times larger at the lowest speed than at the highest speed. Therefore, even with this characteristic, the shaft torque T received by the transmission body 4 can be increased even if the rotation speed N decreases. Therefore, the characteristic line (C2) in FIG.
Even with a slight forward inclination, constant horsepower can be substantially transmitted by the increase in the contact area. The “substantial inverse proportion” of the “claim 1” is a concept including such a slight positive slope characteristic C2, and further does not need to be a linear characteristic as in the characteristics (A) and (B). The negative slope characteristic may be substantially in a step shape. What is necessary is just to select larger than the actual load characteristic (A) of the load equipment shown by a dotted line.
【００３３】次に本発明の変速機の自動調芯機能を述べ
る。変速機の動力伝達には内部にもつ誤差要因及び外部
から侵入する変動要因があり、これ等は、いずれも正規
の伝動の障害になる。代表例として前者には伝達体４の
長手（Ｙ）方向の伸び、幅（Ｘ）方向の摩耗があり、後
者には変速指令の供給、入出力側機器からの衝撃荷重等
が存在する。本発明は、いずれのも弾性手段３が悪影響
要因に対して自動的に補償しかつ再び自動的に正規の伝
動動作に復帰させる機能をもつ。Next, the automatic alignment function of the transmission of the present invention will be described. The power transmission of the transmission has internal error factors and external intrusion factors, all of which are obstacles to proper transmission. As a typical example, the former includes elongation in the longitudinal (Y) direction and abrasion in the width (X) direction of the transmission body 4, and the latter includes a supply of a shift command, an impact load from an input / output device, and the like. In any case, the present invention has a function in which the elastic means 3 automatically compensates for the adverse effect factor and automatically returns to the normal transmission operation again.
【００３４】今最低速比ε１の運転中に伝達体４の周長
の伸びが徐々に進んだとする。このとき主動・従動の各
操作器１５，２５は付勢されないので、主動車２での接
触半径はｒ１１のままである。しかし従動車１では伸び
分に応じて半径ｒ０１はｒ０１′に拡大する。即ちに出
力回転数はその分だけ減速する。円板１ａも弾性手段３
も僅かに移動するが、プーリ挾持圧Ｐには僅かな変化し
か無く、伝達体４への挾持圧はほぼ最高荷重の状態を維
持し続ける。この事は回転数が僅かに変化しても伝動機
能自体は全く障害を受けず自動調芯して正規の伝動を保
持する事を示す。It is assumed that the circumferential length of the transmission body 4 gradually increases during the operation at the lowest speed ratio ε1. At this time, the main and driven operating devices 15 and 25 are not biased, so that the contact radius of the driving vehicle 2 remains at r11. However, in the driven vehicle 1, the radius r01 expands to r01 'according to the extension. That is, the output rotation speed is reduced by that amount. The disk 1a is also an elastic means 3.
However, the pulling pressure P has only a slight change, and the holding pressure on the transmission body 4 keeps almost the maximum load state. This means that even if the rotational speed slightly changes, the transmission function itself is not obstructed at all and the automatic transmission is aligned to maintain the normal transmission.
【００３５】次に伝達体４に幅（Ｘ）方向の摩耗で厚味
が縮少した場合を考える。このときも操作器１５，２５
の停止中だが、同じく伝達体４は自らの安定速比を見出
し正規の伝動状態を保持する。この場合は従動車１での
弾性手段３の押圧により、主動車１での接触半径はｒ１
１からｒ１１′に縮少すると同時に従動車１では同様に
半径をｒ０１からｒ０１′に拡大する。この場合も出力
回転数は減少するが、正規の伝動機能を維持しながら自
動調芯する。更に入出力軸１１，２１から突発的な衝撃
荷重が侵入しても、同様の自動調芯を果す。主動操作器
１５の巻上位置決め装置５がプーリ挾持圧の変動又は乱
れと無関係に伝動系の基準位置としての安定位置決め状
態が保証され続けるので、主動車２を基準車として働き
従動車１の側が弾性手段３と操作器２５の共働により必
要な加圧荷重を維持しながら、弾性手段３が全種類の衝
撃を弾性吸収し同時に安定速比状態に自動復帰機能を果
たす。Next, consider a case where the thickness of the transmission body 4 is reduced due to wear in the width (X) direction. Also at this time, the operation devices 15 and 25
However, the transmission body 4 finds its own stable speed ratio and maintains the normal transmission state. In this case, the contact radius of the driven vehicle 1 is r1 due to the pressing of the elastic means 3 by the driven vehicle 1.
At the same time as the radius is reduced from 1 to r11 ', the radius of the driven vehicle 1 is similarly increased from r01 to r01'. In this case as well, the output rotation speed decreases, but automatic alignment is performed while maintaining the normal transmission function. Further, even if a sudden impact load enters from the input / output shafts 11 and 21, the same automatic alignment is achieved. Since the hoisting positioning device 5 of the main driving device 15 continues to guarantee a stable positioning state as the reference position of the transmission system regardless of fluctuation or disturbance of the pulley clamping pressure, the main driving vehicle 2 functions as a reference vehicle and the driven vehicle 1 side is operated. The elastic means 3 elastically absorbs all kinds of impacts and at the same time performs a function of automatically returning to a stable speed ratio state while maintaining the required pressing load by the cooperation of the elastic means 3 and the operating device 25.
【００３６】（第２実施例）図６は本発明の第２実施例
変速機の従動車１および従動操作器２５の組立図であ
る。本例も図３の実施例と同等の可変加圧機能を果すの
で、図面上同一又は同等部品に同一符号を付すことによ
り相異点のみを詳述する。相異事項の（１）第１点は、
台形ネジのネジ手段２９が軸２１に同心状に設置し、雌
ネジを施された第１応動手段２７と、複数の弾性手段３
を押圧する第２応動手段２８とにより軸受２６ａ２６ｂ
を介して従動車１を加圧したことである。（２）第２点
は伝達機８から軸３９を経て歯車５７，５８からなる伝
達機３０を介してネジ手段２９を駆動したことである。
この場合は歯車５８も同心状に配置されている。(Second Embodiment) FIG. 6 is an assembly diagram of a driven vehicle 1 and a driven operation device 25 of a transmission according to a second embodiment of the present invention. Since this embodiment also performs a variable pressurizing function equivalent to that of the embodiment of FIG. 3, only the differences will be described in detail by assigning the same reference numerals to the same or equivalent parts in the drawings. (1) The first point of the differences is
A screw means 29 of a trapezoidal screw is installed concentrically on the shaft 21, and the first responding means 27 provided with a female thread and a plurality of elastic means 3 are provided.
Bearings 26a and 26b
And that the driven vehicle 1 is pressurized via the (2) The second point is that the screw means 29 is driven from the transmitter 8 via the shaft 39 via the transmitter 30 including the gears 57 and 58.
In this case, the gear 58 is also arranged concentrically.
【００３７】しかも本体１０の基準面１０ａにてスラス
ト軸受２６ｂで弾性手段３の荷重を受けているので、小
型で大容量の伝動に適する。（３）第３点は、弾性手段
３の回転分離のため円板１ａとの間に軸受２６ａを施
し、同時に応動手段２７，２８の任意の自転を阻止して
位置決めするための係止具２８ｃを施したことである。
なお、作図の便宜上、図６では従動軸２１の中心線の右
側を低速回転かつ高加圧時の状態を、また左側は逆に低
加圧状態を示している。動作は図３の場合と同様に円板
１ａを距離Ｌ０（＝Ｌ０１＋Ｌ０２）を移動するので、
詳細な説明は省く。Further, since the load of the elastic means 3 is received by the thrust bearing 26b on the reference surface 10a of the main body 10, it is suitable for small-sized and large-capacity transmission. (3) The third point is that a bearing 26a is provided between the elastic means 3 and the disk 1a for rotational separation, and at the same time, a stopper 28c for preventing any rotation of the responding means 27 and 28 and positioning the same. It is that.
For convenience of drawing, in FIG. 6, the right side of the center line of the driven shaft 21 shows a state of low speed rotation and high pressure application, and the left side shows a low pressure application state conversely. The operation moves the disk 1a by the distance L0 (= L01 + L02) as in the case of FIG.
Detailed description is omitted.
【００３８】図７は本発明の無段変速機用伝達体と伝達
車との関係を示す部分装着図である。直進押込状態Ｐか
ら角度（θ）に屈曲する加圧摩擦状態Ｑに向って矢印Ｓ
方向に回転する状態を示す。伝達体４がプーリ車１の軌
道Ｍで等速比伝達中は、摩擦点Ａ，Ｂ，Ｃ，Ｄ，Ｅの半
径ＲＡ，ＲＢ，ＲＣ，ＲＤ，ＲＥは全てＲ０で伝達車１
から伝達体４に印加されるプーリ挾持圧は接触面の全周
で略均等に分散加圧されている。しかし変速指令或いは
変速機の外部より外乱が侵入したときには、この挾持圧
の均等分散状態は次の等速状態に至るまでの一瞬間の間
だけ乱れる。伝達体４が接触点Ａから順にＢないしＥに
向って順次移動し始める。従って移行時の一瞬間の間の
接触径ｒは同図の様にｒＡ＜ｒβ＜ｒＣ…ｒＥの関係に
到る。FIG. 7 is a partially mounted view showing the relationship between the transmission for the continuously variable transmission of the present invention and the transmission wheel. Arrow S from the straight pushing state P toward the pressure friction state Q bent at an angle (θ)
1 shows a state of rotating in a direction. While the transmission body 4 is transmitting the constant velocity ratio on the track M of the pulley wheel 1, the radii RA, RB, RC, RD, and RE of the friction points A, B, C, D, and E are all R0 and the transmission wheel 1
The pressure applied to the pulley 4 from the transmission member 4 is substantially evenly distributed over the entire circumference of the contact surface. However, when a speed change command or a disturbance enters from outside the transmission, the state of uniform dispersion of the clamping pressure is disturbed only for a moment until the next constant speed state is reached. The transmission body 4 starts moving sequentially from the contact point A toward B to E in order. Accordingly, the contact diameter r at one moment at the time of the transition reaches the relationship of rA <rβ <rC... RE as shown in FIG.
【００３９】この事は一瞬間だけ最小半径ｒＡの接触点
Ａ′の１点に伝動に必要なプーリ挾持圧の全荷重が集中
することを意味する。本発明はこの集中荷重を受けて
も、各ブロック１２は、幅（Ｘ）方向に充分な弾性屈曲
性を付与することによって、この瞬時に印加される極度
に大きな集中荷重を、これまた瞬時にＡ′点のブロック
６２のみが引き受けることなく、順次他の隣接ブロック
１２で構成されるＢ′点、Ｃ′点、Ｄ′点、Ｅ′点に荷
重分散させる構造の剛体製伝達体４を実現したものであ
る。望ましくは、Ａ′点を始点として終点Ｅまでの角度
θ０が約４５度乃至約１７０度程度まで分散すべきであ
る。This means that the entire load of the pulley clamping pressure required for transmission is concentrated on one contact point A 'having the minimum radius rA for one moment. According to the present invention, even when receiving the concentrated load, each block 12 imparts a sufficiently large elastic load in the width (X) direction so that the extremely large concentrated load applied instantaneously can be instantaneously applied. A rigid transmission body 4 having a structure in which the load is distributed to the points B ', C', D ', and E', which are sequentially constituted by other adjacent blocks 12, without taking over only the block 62 at the point A 'is realized. It was done. Desirably, the angle θ0 from the point A ′ to the end point E should be dispersed from about 45 degrees to about 170 degrees.
【００４０】図８は伝達体４に用いたブロック６２の形
状、組立状態図を示す。各ブロック６２は伝達車１の円
板１ａ，１ｂと当接する摩擦受圧部６３，６４と、この
間でプーリ挾持圧を受圧して屈曲変形するため弾性材で
クサビ形状に突出成形した弾性突出部６０とで構成さ
れ、帯状成形された無端保持体６１に吊下げられる。し
かも図８Ａ，Ｂに対比した様に係止具６７および貫通孔
６５を右側受圧部６４にまた突起６６を左側受圧部６３
に夫々施した右側ブロック６２Ｒと、逆に施した左側ブ
ロック６２Ｌとが予じめ用意される。更に図８Ｄの様に
右側および左側ブロック６２Ｒ，６２Ｌは、正面および
背面の各平面部分が互いに面接触可能に無端保持体６１
に交互に取付けられる。この時突起６６は、図８Ｅの様
に貫通孔６５と嵌合する。図８Ｃのように突出部６０の
下半身は腕曲又は折曲している。FIG. 8 shows a shape and an assembled state diagram of the block 62 used for the transmission body 4. Each block 62 is provided with friction pressure receiving portions 63 and 64 which come into contact with the disks 1a and 1b of the transmission wheel 1, and elastic projections 60 which are formed in a wedge-like shape with an elastic material so as to be bent and deformed by receiving a pulley clamping pressure therebetween. And is hung by the endless holding body 61 formed in a belt shape. 8A and 8B, the locking member 67 and the through hole 65 are provided on the right pressure receiving portion 64, and the projection 66 is provided on the left pressure receiving portion 63.
Are prepared in advance, and a right block 62R and a left block 62L performed in reverse are prepared in advance. Further, as shown in FIG. 8D, the right and left blocks 62R and 62L are provided with an endless holding member 61 so that the front and back plane portions can come into surface contact with each other.
Are mounted alternately. At this time, the projection 66 fits into the through hole 65 as shown in FIG. 8E. As shown in FIG. 8C, the lower body of the protruding portion 60 is bent or bent.
【００４１】しかも突出部６０の厚味１ｎは、受圧部６
３，６４の厚味１ｍとの間で、１ｎ＝１ｍ×ｓｉｎθ２
で決められる。このため図７の直進押込状態Ｐでは各ブ
ロック６２平面部が面接触して押圧するが、加圧摩擦状
態Ｑに入ると支点Ｆを中心に回転し伝達体４の幅Ｗは幅
（Ｘ）方向に収縮変位してＷ′になる。この時隣接する
他のブロック６２との間ではクサビ効果が働く。即ち各
ブロック６２は幅（Ｘ）方向の伸縮変位が長手（Ｙ）方
向の伸縮変位に変換することになり、その結果突出部６
０の先端ａ１，ａ２は仮想の最先端当接点ａ０に向って
隣接ブロック６２を押圧する。この隣接ブロック６２も
順次同様の作用し、プーリ挾持圧がＡ′点に印加される
集中荷重は瞬時に隣接ブロック６２に分散する結果、図
７のＢ′，Ｃ′，Ｄ′，Ｅ′点も常に摩擦接触状態が確
保される。Further, the thickness 1n of the protruding portion 60 depends on the pressure receiving portion 6
1n = 1m × sin θ2 between 3,64 and 1m thick
Is determined by For this reason, in the rectilinear pushing state P of FIG. 7, the plane portions of the blocks 62 come into surface contact and press, but when entering the pressing friction state Q, they rotate around the fulcrum F and the width W of the transmission body 4 becomes the width (X). And contracts in the direction to W ′. At this time, a wedge effect is exerted between the adjacent blocks 62. That is, each block 62 converts the expansion and contraction displacement in the width (X) direction into the expansion and contraction displacement in the longitudinal (Y) direction.
The leading ends a1 and a2 of 0 press the adjacent block 62 toward the virtual tip contact point a0. The adjacent blocks 62 also operate in the same manner, and the concentrated load applied to the pulley clamping pressure at point A 'is instantaneously dispersed to the adjacent blocks 62. As a result, points B', C ', D', and E 'in FIG. Also, the frictional contact state is always ensured.
【００４２】[0042]
【他の実施例】更に変速制御部６の共通駆動源３０は電
気的なモータに制約されず、油圧などの流体モータなど
各種のモータを採用しても良く、その場合にも巻上位置
決め装置５および加圧装置９にボールネジなどの手段を
利用すれば、大容量伝動を高速度で変速制御することも
実現する。また本明細書では、伝動車１，２共に両軸受
支持構造で示したが、上述の操作器１５，２５の思想は
変速機の入出力回転軸１１，２１をいずれも軸受の片持
支持構造にした場合にも適用できる。従って、本発明は
「特許請求の範囲」から当業者が容易に創作しうる範囲
内に於いて、設計仕様に応じた各種の変更乃至変形して
も権利範囲に包含される。Other Embodiments Further, the common drive source 30 of the transmission control unit 6 is not limited to an electric motor, and various motors such as a hydraulic motor such as a hydraulic motor may be employed. If means such as a ball screw is used for the pressure device 5 and the pressurizing device 9, it is also possible to control the transmission of a large-capacity transmission at a high speed. Further, in this specification, both the transmission wheels 1 and 2 are shown as a double-bearing support structure. However, the idea of the operating devices 15 and 25 is that the input / output rotation shafts 11 and 21 of the transmission are both cantilever support structures. It can also be applied to Therefore, within the scope of the present invention, various changes or modifications in accordance with design specifications are included in the scope of the claims within a range that can be easily created by those skilled in the art from the claims.
【００４３】[0043]
【発明の効果】定馬力の動力伝動を全変速領域で円滑安
定に達成するには、無段変速伝動系統を構成している各
部構成要素の果すべき役割分担を思想的に再検討するこ
とが必要である。また同時に定馬力の動力伝動の安定化
が達成できれば、これに伴って変速制御の高速度応答性
を達成できる。本発明は、定馬力伝動の無段変速機の基
本的構成要素として、（ｉ）従動車の可変加圧機構、
（ｉｉ）主動車の可変径位置決め機構、（ｉｉｉ）ベル
ト伝達体、さらには（ｉｖ）主従両車の同期機構の全て
が円滑な安定伝達に関与しているので、これら相互間の
役割分担を明確化し新規構成を創造することによりほぼ
理想的な円滑かつ安定伝達を達成したものである。In order to smoothly and stably achieve power transmission of constant horsepower in the entire speed change range, it is necessary to ideologically reconsider the roles of the components constituting the continuously variable transmission system. is necessary. At the same time, if stable power transmission with constant horsepower can be achieved, high speed responsiveness of shift control can be achieved accordingly. The present invention provides (i) a variable pressurizing mechanism for a driven vehicle as basic components of a continuously variable transmission with constant horsepower transmission;
Since (ii) the variable-diameter positioning mechanism of the main vehicle, (iii) the belt transmitter, and (iv) the synchronization mechanism of both the main and slave vehicles are all involved in smooth and stable transmission, the roles of these components are shared among them. By clarifying and creating a new structure, almost ideal smooth and stable transmission has been achieved.
【００４４】従動車の加圧方法には弾性手段の働きを利
用し、その使い方を加圧装置によって変速指令に応じて
逆比例動作する様に特殊な使用法を適用した点にあり、
これにより全変速領域で定馬力の供給を保証すると同時
に弾性吸収作用による自動調芯を果たす利点がある。油
圧制御の如く直接加圧力が不安定になる事がない。The method of pressurizing the driven vehicle is based on the fact that the function of the elastic means is used, and a special use is applied so that the pressurizing device operates inversely in response to a shift command.
Thus, there is an advantage that the supply of constant horsepower is ensured in the entire speed change region, and at the same time, the automatic alignment by the elastic absorption action is performed. Direct pressure does not become unstable as in hydraulic control.
【００４５】また主動車は基準車として働かせ従動車を
その追従車として働かせるので、基準車には変速指令に
応じた所定回転数を調節する役割を、また追従車には変
速指令に応じた可変加圧によるトルク調節の役割を夫々
分化できる。そこで変速機に内外の誤差要因が生じて
も、伝動動作自体は基準車を起点に安定復帰させ得る。Since the main vehicle operates as a reference vehicle and the driven vehicle operates as a following vehicle, the reference vehicle has a role of adjusting a predetermined rotation speed according to a shift command, and the following vehicle has a variable function according to a shift command. The role of torque adjustment by pressurization can be differentiated. Therefore, even if internal and external error factors occur in the transmission, the transmission operation itself can be stably restored from the reference vehicle.
【００４６】この様な主動車・従動車の役割分担に加え
従動車への弾性手段による可変加制御を加味すると、出
力回転数およびトルクに関しほぼ理想的な変速伝動を果
たす。弾性手段の介在で発生する衝撃集中荷重を瞬時に
弾性吸収し、変速機の内部に生じる誤差要因と、また外
部から生じる衝撃要因とに対しても必ず自動調芯する。By taking into account the roles of the driven vehicle and the driven vehicle, as well as the variable additional control of the driven vehicle by elastic means, almost ideal speed change transmission is achieved with respect to the output speed and torque. The impact concentrated load generated by the elastic means is instantaneously elastically absorbed, and self-alignment is always performed with respect to error factors generated inside the transmission and impact factors generated from the outside.
【００４７】主動車・従動車および伝達体の役割が確立
するとほぼ安定伝達が長期に渡り実現するので、同時に
両伝達車の夫々の操作機構にボールネジ等の巻上機構を
付与し共通駆動源で変速指令を供給する構成では、両伝
達車への各変速指令が互いに高度の同期性を維持できる
ため、結果的に変速制御の高速度応答性が確保できる。
車両等への適用時には急発進、急停止に対し充分な応答
性を果す効果がある。When the roles of the driving vehicle and the driven vehicle and the transmission body are established, almost stable transmission is realized for a long period of time. At the same time, a hoisting mechanism such as a ball screw is provided to each operation mechanism of both transmission vehicles and a common driving source is used. In the configuration in which the shift command is supplied, the shift commands to both transmission vehicles can maintain a high degree of synchronism with each other, and as a result, a high-speed response of the shift control can be secured.
When applied to a vehicle or the like, there is an effect of achieving sufficient responsiveness to sudden start and sudden stop.
【００４８】また従動車側には衝撃の弾性吸収のために
弾性手段が有るが、主動車側は衝撃吸収要素が無い。そ
こで伝達体にその弾性吸収要素を付与したものである。
これによって変速指令の供給時に伝達体と伝達車との間
に生じるベルト幅方向の集中荷重を瞬時に長手方向に分
散することによって損傷を回避でき安定伝動を果す。The driven vehicle has elastic means for absorbing the impact elasticity, but the driven vehicle has no shock absorbing element. Thus, the transmission body is provided with the elastic absorbing element.
As a result, the concentrated load in the belt width direction generated between the transmission body and the transmission vehicle when the shift command is supplied is instantaneously dispersed in the longitudinal direction, thereby avoiding damage and achieving stable transmission.
【図１】本発明の第１実施例無段変速機で図１Ａは断面
図をまた図１Ｂは正面図を示す。FIG. 1A is a sectional view of a continuously variable transmission according to a first embodiment of the present invention, and FIG. 1B is a front view thereof.
【図２】同上無段変速機の主動車および巻上位置決め装
置の組立図である。FIG. 2 is an assembly view of a main drive vehicle and a hoist positioning device of the continuously variable transmission.
【図３】同上無段変速機の従動車および加圧装置の組立
図である。FIG. 3 is an assembly view of a driven vehicle and a pressurizing device of the continuously variable transmission.
【図４】本発明の無段変速機用操作器の変速制御部の組
立図である。FIG. 4 is an assembly view of a shift control unit of the operation device for a continuously variable transmission according to the present invention.
【図５】弾性手段から同上従動車に加わる加圧力と回転
数との間の特性図である。FIG. 5 is a characteristic diagram showing a relationship between a pressing force applied to the driven vehicle from the elastic means and a rotation speed.
【図６】本発明の第２実施例無段変速機の従動車および
加圧装置の組立図である。FIG. 6 is an assembly view of a driven vehicle and a pressurizing device of a continuously variable transmission according to a second embodiment of the present invention.
【図７】本発明の無段変速機用伝達体と伝達車との相関
構成図である。FIG. 7 is a diagram showing a correlation between a transmission body for a continuously variable transmission and a transmission vehicle according to the present invention.
【図８】同上伝達体のブロックを示し、図８Ａは背面
図、図８Ｂは上面図、図８Ｃは側面図、図８Ｄは部分組
立図である。8A is a rear view, FIG. 8B is a top view, FIG. 8C is a side view, and FIG. 8D is a partially assembled view.
１ 従動車 ２ 主動車 ３ 弾性手段 ４ 伝達体 ５ 巻上位置決め装置 ５ａ 巻上装置または巻上機構 ５ｂ 応動装置 ６ 変速制御部 ７，８ 動力伝達機 ９ 加圧装置 ９ａ 巻上装置または巻上機構 ９ｂ 応動装置 １０ 変速機または本体 １０ａ，１０ｂ 本体基準面 １１ 入力軸 １４，２４ 蓋 １５ 主動操作器 １６，２６ 軸受 １７，２７ 第１応動手段または応動手段 １８，２８ 第２応動手段または応動手段 １９，２９ ネジ手段 ２１ 出力軸 ２５ 従動操作器 ３０ 共通駆動源 ３３，３４，３５ 動力伝達手段 ３６ 共通駆動軸 ３７，３８，３９ 動力伝達手段 ５６ 同期装置 ５７，５８ 歯車 ６０，弾性突出部 ６１，無端保持体 ６２，ブロック ６３，６４ 摩擦受圧体 DESCRIPTION OF REFERENCE NUMERALS 1 driven vehicle 2 main driven vehicle 3 elastic means 4 transmission body 5 hoisting positioning device 5a hoisting device or hoisting mechanism 5b responding device 6 shift control unit 7, 8 power transmitting device 9 pressurizing device 9a hoisting device or hoisting mechanism 9b Response device 10 Transmission or main body 10a, 10b Main body reference surface 11 Input shaft 14, 24 Lid 15 Main actuator 16, 26 Bearing 17, 27 First response means or response means 18, 28 Second response means or response means 19 , 29 Screw means 21 Output shaft 25 Follower actuator 30 Common drive source 33, 34, 35 Power transmission means 36 Common drive shaft 37, 38, 39 Power transmission means 56 Synchronizing device 57, 58 Gear 60, Elastic projection 61, Endless Holder 62, Block 63, 64 Friction pressure receiver
Claims (17)
速機において、 主動操作器に連結されて伝達体を可変径制御する主動車
と、従動車を変速制御する従動操作器の加圧装置および
弾性手段の各加圧力を互に直列に連結した複合加圧力を
上記従動車および本体基準面間に介在させ上記弾性手段
により常時加圧状態に付勢される上記従動車と、さらに
上記伝達体とから成り、上記従動車は、変速指令に応じ
て上記従動車への加圧力が該従動車回転数の変化に対し
実質的に反比例するように上記従動操作器が上記弾性手
段を作動させることにより、上記弾性手段を介して上記
伝達体を間接的に可変加圧制御されたことを特徴とする
無段変速機。1. A continuously variable transmission for transmitting a predetermined horsepower in a full speed change range, comprising: a main driving vehicle connected to a main driving device for controlling the diameter of a transmission body; and a driven operation device for shifting control of a driven vehicle. The driven vehicle, which is a composite pressing force in which the respective pressing forces of the device and the elastic means are connected in series with each other between the driven vehicle and the main body reference plane, and which is constantly biased by the elastic means, and The driven operating the elastic means so that the pressure applied to the driven vehicle is substantially inversely proportional to a change in the rotation speed of the driven vehicle in response to a shift command. A continuously variable transmission in which the transmission body is indirectly variably pressurized and controlled through the elastic means.
上記弾性手段および従動操作器から印加される加圧力が
該従動車回転数の増加指令に応じて減少しまた該回転数
の減少指令に応じて増加するように可変加圧制御された
ことを特徴とする無段変速機。2. The vehicle according to claim 1, wherein the driven vehicle is
Variable pressurization control is performed so that the pressing force applied from the elastic means and the driven actuator decreases in response to the increase command of the driven vehicle rotation speed and increases in response to the reduction command of the rotation speed. And continuously variable transmission.
該従動車の変速移動分Ｌ０１を得る第一加圧装置と、上
記弾性手段の加圧移動分Ｌ０２を得る第二加圧装置とを
もつ上記加圧装置によって加圧されたことを特徴とする
無段変速機。3. The driven vehicle according to claim 2, wherein
It is characterized by being pressurized by the pressurizing device having a first pressurizing device for obtaining a shift movement L01 of the driven vehicle and a second pressing device for obtaining a pressurizing movement L02 of the elastic means. Continuously variable transmission.
上記第一および第二加圧装置を同期付勢するため単一か
つ共用の上記加圧装置にて加圧制御されたことを特徴と
する無段変速機。4. The vehicle according to claim 3, wherein the driven vehicle is
A continuously variable transmission, wherein pressurization is controlled by a single and common pressurizing device for synchronously energizing the first and second pressurizing devices.
上記弾性手段が複数のバネ体を上記従動車の回転軸芯を
中心として同心円状に並設することにより構成されると
共に上記バネ体で加圧されたことを特徴とする無段変速
機。5. The vehicle according to claim 1, wherein the driven vehicle is
A continuously variable transmission, wherein the elastic means is constituted by arranging a plurality of spring bodies concentrically around a rotation axis of the driven vehicle and being pressurized by the spring bodies.
速機において、 主動操作器の巻上位置決め装置に連結されて該主動操作
器の変速指令に応じて伝達体を可変径制御する主動車
と、従動操作器の加圧装置および弾性手段の各加圧力を
互に直列に連結した複合加圧力を従動車および本体基準
面間に介在させ上記弾性手段により常時加圧状態に付勢
される従動車と、上記伝達体と、さらに上記主動および
従動操作器の各変速指令を互に同期させる同期装置とか
ら成り、上記主動車が上記伝達体との接触半径を上記巻
上位置決め装置により基準車として可変径位置決め制御
を果すのに同期して、上記従動車が上記伝達体への加圧
力を上記弾性手段および加圧装置により上記基準車に対
する追従車として上記弾性手段を介して可変加圧制御を
果すことを特徴とする無段変速機。6. A continuously variable transmission for transmitting a predetermined horsepower in a whole speed change range, wherein a main drive which is connected to a hoist positioning device of a main operating device and controls a transmission body to a variable diameter according to a shift command of the main operating device. A composite pressurizing force in which the pressurizing device of the driven device and the pressurizing device of the driven operating device and the elastic means are connected in series to each other is interposed between the driven vehicle and the reference plane of the main body, and is constantly urged to a pressurized state by the elastic means. A driven vehicle, the transmitting body, and a synchronizing device for synchronizing the speed change commands of the main drive and the driven actuator with each other. The contact radius of the main vehicle with the transmitting body is determined by the hoist positioning device. Synchronously with performing the variable-diameter positioning control as the reference vehicle, the driven vehicle variably applies the pressing force to the transmission body via the elastic means as the following vehicle to the reference vehicle by the elastic means and the pressurizing device. Perform pressure control A continuously variable transmission, wherein the door.
該従動車加圧力と該従動車回転数とが互に反比例する加
圧制御を、上記加圧装置にて上記弾性手段を直接的に加
圧して施されたことを特徴とする無段変速機。7. The driven vehicle according to claim 6, wherein:
A continuously variable transmission in which a pressure control in which the driven vehicle pressing force and the driven vehicle rotation speed are inversely proportional to each other is performed by directly pressing the elastic means by the pressing device. .
該従動車加圧力と該従動車回転数とが互に反比例する加
圧制御を、圧力流体による上記加圧装置にて上記弾性手
段を押圧された上記弾性手段によって間接的に施された
ことを特徴とする無段変速機。8. The vehicle according to claim 6, wherein the driven vehicle is
The pressurizing control in which the driven vehicle pressurizing force and the driven vehicle rotational speed are inversely proportional to each other is indirectly performed by the elastic means pressed against the elastic means by the pressurizing device using a pressure fluid. Features a continuously variable transmission.
速機において、 主動操作器の巻上位置決め装置に連結されて該主動操作
器の変速指令に応じて伝達体を可変径制御する主動車
と、従動操作器の加圧装置および弾性手段の各加圧力を
互に直列に連結した複合加圧力を従動車および本体基準
面間に介在させ上記従動車への加圧力が該従動車回転数
に実質的に反比例するように上記加圧装置が上記弾性手
段を加圧制御することによって上記弾性手段を介して常
時加圧状態に付勢された上記従動車と、上記伝達体と、
さらに上記巻上位置決め装置および上記加圧装置への各
変速信号を相互に同期させる同期装置とから成り、上記
主動車は基準車として上記主動操作器から直接的に可変
径位置決め制御を施すことに同期して、上記従動車は該
基準車に対する追従車として上記従動操作器から上記弾
性手段を介して間接的に可変加圧制御を施することを特
徴とする無段変速機。9. A continuously variable transmission that transmits a predetermined horsepower in a whole speed change region, wherein the main drive is connected to a hoist positioning device of the main operating device and controls a diameter of a transmission body in accordance with a shift command of the main operating device. A composite pressurizing force, in which the pressurizing device and the elastic means of the driven operating device are connected in series with each other, is interposed between the driven vehicle and the reference plane of the main body, so that the pressing force applied to the driven vehicle rotates the driven vehicle. The driven vehicle constantly biased to a pressurized state via the elastic means by the pressurizing device controlling the elasticity means so as to be substantially inversely proportional to the number, and the transmitting body,
Further, the hoist positioning device and a synchronizing device for synchronizing the respective shift signals to the pressurizing device with each other, wherein the main driving vehicle performs variable diameter positioning control directly from the main driving device as a reference wheel. A continuously variable transmission in which the driven vehicle synchronously performs variable pressurization control indirectly from the driven operating device via the elastic means as a vehicle following the reference vehicle.
は、上記従動車が変位量Ｌ０１をまた上記弾性手段が変
位量Ｌ０２を、巻上装置および応動装置からなる共通の
上記加圧装置によって可変加圧制御されたことを特徴と
する無段変速機。10. The driven vehicle according to claim 9, wherein the driven vehicle is provided with a displacement L01 and the elastic means is provided with a displacement L02 by a common pressurizing device comprising a hoisting device and a response device. A continuously variable transmission characterized by variable pressure control.
は、巻上装置および応動装置からなる上記巻上位置決め
装置で可変径位置決め制御されたことを特徴とする無段
変速機。11. The continuously variable transmission according to claim 9, wherein the main driving vehicle is controlled in variable diameter positioning by the hoist positioning device including a hoisting device and a driven device.
上記同期装置は、二つの上記各巻上装置間を互に機械的
に連結する動力伝達手段を有することを特徴とする無段
変速機。12. In claims 10 and 11,
The continuously variable transmission according to claim 1, wherein the synchronization device includes a power transmission unit that mechanically connects the two hoisting devices to each other.
変速機用操作器において、 主動車に連結して伝達体との接触半径を直接的可変径制
御させる巻上位置決め装置を有する主動操作器と、従動
車および本体基準面間に弾性手段および巻上加圧装置の
直列重畳加圧力を介在させ上記従動車への該加圧力が該
従動車回転数に実質的に反比例するように上記弾性手段
を駆動する上記巻上加圧装置を有する従動操作器と、上
記主動および従動操作器の各変速指令を単一の制御モー
タから共用して供給する共通駆動源と、さらに上記主動
および従動操作器の各変速指令を相互に機械的に同期さ
せる同期装置とから成り、上記同期装置は、上記巻上位
置決め装置および上記巻上加圧装置の相互間を剛性動力
伝達手段で連結することにより全変速領域にて上記弾性
手段で上記伝達体を自動調芯させながら高速度の変速応
答を果すことを特徴とする無段変速機用操作器。13. An operation device for a continuously variable transmission that transmits a predetermined horsepower in an entire speed change region, comprising a hoist positioning device having a hoisting positioning device connected to a main vehicle for directly controlling a contact radius with a transmission body. And a series superimposed pressing force of an elastic means and a hoisting pressurizing device is interposed between the driven vehicle and the main body reference plane so that the pressing force applied to the driven vehicle is substantially inversely proportional to the rotation speed of the driven vehicle. A driven operating device having the hoisting pressure device for driving an elastic means, a common drive source for supplying each shift command of the main driving and the driven operating device from a single control motor in common, and further including the main driving and the driven A synchronous device that mechanically synchronizes each shift command of the actuator with each other. The synchronous device connects the hoist positioning device and the hoist pressurizing device with each other by a rigid power transmission means. In all shifting ranges CVT operating device, characterized in that fulfill high speed shift response while automatically aligning the transmission body in the serial elastic means.
よび従動操作器は、上記巻上位置決め装置および上記巻
上加圧装置として、巻上装置および応動装置および回転
力分離用軸受を夫々個別に有することを特徴とする無段
変速機用操作器。14. A driving apparatus according to claim 13, wherein the main driving unit and the driven operation unit respectively include a hoisting device, a responding device, and a bearing for rotating force separation as the hoisting positioning device and the hoisting pressurizing device, respectively. An operation device for a continuously variable transmission, comprising:
よび従動操作器は、上記主動車および従動車の反力によ
る変速指令への誤差の発生を阻止する逆転防止用ブレー
キ機能を、上記駆動源、上記同期リンク装置、上記巻上
装置のいずれかに施されたことを特徴とする無段変速機
用操作器。15. The driving source according to claim 14, wherein the main driving and driven operating devices have a reverse rotation preventing brake function for preventing generation of an error in a shift command due to a reaction force of the driving vehicle and the driven vehicle. An operation device for a continuously variable transmission, which is applied to any one of the synchronous link device and the hoisting device.
よび従動操作器は、上記両巻上装置および応動装置にボ
ールネジを有することを特徴とする無段変速機用操作
器。16. An operating device for a continuously variable transmission according to claim 15, wherein said main driving and driven operating devices have ball screws in said hoisting device and said driven device.
変速機用伝達体において、 伝達車から幅（Ｘ）方向に挾持圧を受ける二つの摩擦受
圧部と、この二つの摩擦受圧部を結ぶＸ軸線から長手
（Ｙ）方向に向ってクサビ状部を形成するように上記両
受圧部から突出成形され、かつ、幅（Ｘ）方向に弾性屈
曲するように金属弾性材で成形される弾性突出部と、を
持つブロックの多数個を無端の円環状に成形された無端
保持体に環状に配列させて構成すると共に、上記各ブロ
ックは、該伝達車挾持圧の大きさに応じて上記受圧部の
幅（Ｘ）方向の伸縮変位を上記突出部の長手（Ｙ）方向
の伸縮変位に変換することにより隣接する他のブロック
と互に当接し合ってクサビ状に連鎖し該挾持圧を隣接す
る他のブロックに順次分散させたことを特徴とする無段
変速機用伝達体。17. A transmission body for a continuously variable transmission that transmits a predetermined horsepower in the entire speed change range, comprising: two friction pressure receiving portions that receive a clamping pressure in a width (X) direction from a transmission wheel; An elasticity formed by projecting from the pressure receiving portions so as to form a wedge-shaped portion in the longitudinal (Y) direction from the connecting X-axis line and formed of a metal elastic material so as to be elastically bent in the width (X) direction. A large number of blocks each having a protruding portion are arranged in an annular shape on an endless holding member formed in an endless annular shape, and each of the blocks receives the pressure receiving pressure according to the magnitude of the transmission vehicle holding pressure. By converting the expansion and contraction displacement in the width (X) direction of the portion into the expansion and contraction displacement in the longitudinal (Y) direction of the protruding portion, it abuts on other adjacent blocks and is chained in a wedge shape to reduce the clamping pressure. Are sequentially distributed to other blocks Continuously variable transmission for transmitting body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29900198A JP4553328B2 (en) | 1998-09-16 | 1998-09-16 | Continuously variable transmission and variable actuator for the same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP29900198A JP4553328B2 (en) | 1998-09-16 | 1998-09-16 | Continuously variable transmission and variable actuator for the same |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| JP2000088069A true JP2000088069A (en) | 2000-03-28 |
| JP2000088069A5 JP2000088069A5 (en) | 2005-09-22 |
| JP4553328B2 JP4553328B2 (en) | 2010-09-29 |
Family
ID=17866959
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP29900198A Expired - Lifetime JP4553328B2 (en) | 1998-09-16 | 1998-09-16 | Continuously variable transmission and variable actuator for the same |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4553328B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007247911A (en) * | 2007-07-09 | 2007-09-27 | Honda Motor Co Ltd | V-belt type continuously variable transmission |
| JP2010281453A (en) * | 2010-08-12 | 2010-12-16 | Tokyo Jido Kiko Kk | Variable transmission machine |
| JP2011174616A (en) * | 2011-04-04 | 2011-09-08 | Tokyo Jido Kiko Kk | Adjustable transmission machine |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106246840A (en) * | 2016-08-09 | 2016-12-21 | 韦景龙 | Alternating expression buncher |
-
1998
- 1998-09-16 JP JP29900198A patent/JP4553328B2/en not_active Expired - Lifetime
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007247911A (en) * | 2007-07-09 | 2007-09-27 | Honda Motor Co Ltd | V-belt type continuously variable transmission |
| JP4519890B2 (en) * | 2007-07-09 | 2010-08-04 | 本田技研工業株式会社 | V belt type continuously variable transmission |
| JP2010281453A (en) * | 2010-08-12 | 2010-12-16 | Tokyo Jido Kiko Kk | Variable transmission machine |
| JP2011174616A (en) * | 2011-04-04 | 2011-09-08 | Tokyo Jido Kiko Kk | Adjustable transmission machine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4553328B2 (en) | 2010-09-29 |
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