WO2012114612A1 - ベルト式無段変速機およびそれを備えた車両 - Google Patents
ベルト式無段変速機およびそれを備えた車両 Download PDFInfo
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- WO2012114612A1 WO2012114612A1 PCT/JP2011/078891 JP2011078891W WO2012114612A1 WO 2012114612 A1 WO2012114612 A1 WO 2012114612A1 JP 2011078891 W JP2011078891 W JP 2011078891W WO 2012114612 A1 WO2012114612 A1 WO 2012114612A1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B29/00—Machines or engines with pertinent characteristics other than those provided for in preceding main groups
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1232—Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios
- F16H2061/1236—Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios using fail priority valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/126—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is the controller
Definitions
- the present invention relates to a belt-type continuously variable transmission and a vehicle including the same. Note that this application claims priority based on Japanese Patent Application No. 2011-38479 filed on Feb. 24, 2011, the entire contents of which are incorporated herein by reference. .
- a hydraulically controlled belt type continuously variable transmission (Continuously Variable Transmission; hereinafter referred to as “CVT”) is known.
- the hydraulically controlled CVT includes a driving pulley, a driven pulley, and a V-belt wound around both pulleys.
- Each pulley is formed with an oil chamber to which oil is supplied.
- the oil chamber is connected to a hydraulic circuit.
- the hydraulic circuit is provided with a control valve that controls the hydraulic pressure in the oil chamber.
- the hydraulic pressure of the oil chamber is controlled by the control device controlling the control valve. Thereby, the transmission ratio of CVT is controlled.
- the CVT gear ratio cannot be controlled.
- the vehicle is required to have a performance that allows a certain degree of traveling so that it can reach a repair shop or the like by itself even in the event of a failure, that is, a limp-home property. If shifting is impossible while the reduction ratio is small, it is difficult to start the vehicle. Therefore, conventionally, various techniques for maintaining the reduction ratio of the CVT at a reduction ratio that can be started in the event of a failure have been proposed in order to ensure limp home performance.
- Patent Document 1 describes that oil is confined in an oil chamber of a driving pulley when a failure occurs. The oil trapped in the oil chamber slowly leaks from the seal portion. As a result, the speed reduction ratio gradually increases and then is maintained at a low (LOW) which is the maximum speed reduction ratio.
- Patent Document 2 describes that the oil in the oil chamber is discharged in the event of a failure, and further describes that an orifice is provided in a circuit for discharging the oil. Since the oil in the oil chamber is slowly discharged through the orifice, the reduction ratio gradually increases and then remains low.
- Patent Document 3 discloses a technique for communicating the oil chamber of the driving pulley with the high pressure portion of the hydraulic circuit when the hydraulic control valve becomes inoperable while the output port of the hydraulic control valve is in communication with the drain port.
- Patent Document 4 describes a pressure regulating valve that maintains the oil pressure of an oil chamber of a driving pulley at a predetermined pressure when a failure occurs. As a result, the oil pressure in the oil chamber is maintained at a constant pressure, and the reduction ratio is maintained at a predetermined value.
- the present invention has been made in view of the above points, and an object of the present invention is to provide a belt type continuously variable transmission that can smoothly start and run at the time of failure and can improve limp home characteristics. There is to do.
- the belt-type continuously variable transmission is a belt-type continuously variable transmission mounted on a vehicle equipped with an engine.
- the belt-type continuously variable transmission has a pair of first sheaves and a first oil chamber for containing oil, and when the hydraulic pressure in the first oil chamber is increased, the interval between the pair of first sheaves is reduced.
- a first pulley in which a distance between the pair of first sheaves is adjusted by a hydraulic pressure of the first oil chamber; a second pulley having a pair of second sheaves; and between the pair of first sheaves and the pair of first sheaves.
- the hydraulic circuit includes a control valve that controls the hydraulic pressure of the first oil chamber, a pressure change circuit that changes the hydraulic pressure according to the rotational speed of the engine such that the hydraulic pressure increases as the rotational speed of the engine increases, A switching valve that is switchable between a first state in which the control valve and the first oil chamber communicate with each other and at least a second state in which the first oil chamber and the pressure change circuit communicate with each other.
- FIG. 1 is a side view of a motorcycle.
- FIG. 2 is a circuit diagram during normal operation of the hydraulic circuit according to the first embodiment.
- FIG. 3 is a circuit diagram at the time of failure of the hydraulic circuit according to the first embodiment.
- 4A is a hydraulic pressure time chart when a failure occurs
- FIG. 4B is a speed ratio time chart when the failure occurs
- FIG. 4C is a vehicle speed time chart when the failure occurs.
- FIG. 5A is a time chart of hydraulic pressure at the time of restart
- FIG. 5B is a time chart of the reduction ratio at the time of restart
- FIG. 5C is a time chart of the vehicle speed at the time of restart.
- FIG. 6 is a circuit diagram at the time of failure of the hydraulic circuit according to the second embodiment.
- FIG. 7 is a circuit diagram during normal operation of the hydraulic circuit according to the third embodiment.
- FIG. 8A is a diagram showing the symbols of the fail-safe valve according to the third embodiment, and is a diagram in the case of normal operation, and FIG. 8B is the same configuration diagram.
- FIG. 9A is a diagram showing a symbol of the fail-safe valve according to the third embodiment, and is a diagram in the case of failure and when the pressure of the pressure change circuit is small, and FIG. 9B is the same configuration diagram. is there.
- FIG. 10A is a diagram showing a symbol of the fail-safe valve according to the third embodiment, and is a diagram in the case of failure and when the pressure of the pressure change circuit is large, and FIG. 10B is the same configuration diagram. is there.
- a belt-type continuously variable transmission (CVT) 30 according to the present embodiment is provided in the drive unit 7 of the motorcycle 1 as shown in FIG.
- the motorcycle 1 is an example of a vehicle on which the belt type continuously variable transmission according to the present invention is mounted.
- the motorcycle 1 is a scooter type motorcycle.
- the vehicle on which the belt type continuously variable transmission according to the present invention is mounted is not limited to a motorcycle.
- the motorcycle 1 includes a vehicle body 9, a front wheel 2, and a rear wheel 3 as a drive wheel.
- the vehicle body 9 is provided with a seat 5 on which an occupant is seated.
- the front wheel 2 is supported at the lower end of the front fork 4.
- a handle 6 is attached to the upper end of the front fork 4.
- the drive unit 7 gives a driving force to the rear wheel 3.
- the drive unit 7 includes an engine 20 and a CVT 30.
- the engine 20 includes a cylinder 21 that slidably houses a piston (not shown), a crankshaft connected to the piston via a connecting rod (not shown), and a crankcase 23 that houses the crankshaft.
- the CVT 30 is disposed on the side of the crankcase 23.
- the motorcycle 1 includes a control device 10 that controls the engine 20, the CVT 30, and the like.
- a control device 10 for example, an ECU (Electronic Control Unit) can be used.
- the control device 10 is disposed above the drive unit 7. However, the installation location of the control apparatus 10 is not limited at all.
- the CVT 30 is a hydraulically controlled continuously variable transmission. As shown in FIG. 2, the CVT 30 includes a hydraulic circuit 25.
- the CVT 30 includes a primary pulley 31 as a first pulley, a secondary pulley 32 as a second pulley, and a belt 33 wound around the primary pulley 31 and the secondary pulley 32.
- the primary pulley 31 has a fixed sheave 31b and a movable sheave 31a that can move in the axial direction (left and right in FIG. 2) with respect to the fixed sheave 31b.
- the movable sheave 31 a and the fixed sheave 31 b are connected to the primary shaft 36.
- the movable sheave 31 a and the fixed sheave 31 b rotate with the primary shaft 36.
- Primary shaft 36 is connected directly or indirectly to a crankshaft (not shown) of engine 20.
- the primary shaft 36 receives the crankshaft torque and rotates. A part of the crankshaft may constitute the primary shaft 36.
- the secondary pulley 32 has a fixed sheave 32b and a movable sheave 32a that can move in the axial direction (left and right in FIG. 2) with respect to the fixed sheave 32b.
- the movable sheave 32 a and the fixed sheave 32 b are connected to the secondary shaft 34.
- the secondary shaft 34 rotates together with the movable sheave 32a and the fixed sheave 32b.
- the secondary shaft 34 is directly or indirectly connected to the rear wheel 3.
- the rear wheel 3 receives the torque of the secondary shaft 34 and rotates.
- the belt 33 is composed of a metal belt.
- the belt 33 is not limited to a metal belt, and may be another type of belt such as a resin belt.
- the belt 33 is located between the movable sheave 31 a and the fixed sheave 31 b of the primary pulley 31 and between the movable sheave 32 a and the fixed sheave 32 b of the secondary pulley 32.
- the reduction ratio of the CVT 30 changes.
- the reduction ratio is overdrive (minimum reduction ratio, hereinafter referred to as “OD”).
- OD minimum reduction ratio
- the reduction ratio becomes low (LOW), which is the maximum reduction ratio.
- the reduction ratio can be arbitrarily adjusted between OD and low.
- the reduction ratio is controlled using hydraulic pressure.
- the primary pulley 31 is provided with a first oil chamber 41.
- the oil is appropriately supplied from the hydraulic circuit 25 to the first oil chamber 41 and is appropriately discharged from the first oil chamber 41 to the hydraulic circuit 25.
- the movable sheave 31 a is configured to move in the axial direction according to the hydraulic pressure of the first oil chamber 41.
- the hydraulic pressure in the first oil chamber 41 increases, the movable sheave 31a approaches the fixed sheave 31b, and when the hydraulic pressure in the first oil chamber 41 decreases, the movable sheave 31a moves away from the fixed sheave 31b.
- the hydraulic pressure in the first oil chamber 41 increases, the reduction ratio decreases, and when the hydraulic pressure in the first oil chamber 41 decreases, the reduction ratio increases.
- the secondary pulley 32 is provided with a second oil chamber 42. Oil is appropriately supplied from the hydraulic circuit 25 to the second oil chamber 42, and is appropriately discharged from the second oil chamber 42 to the hydraulic circuit 25.
- the movable sheave 32a is configured to move in the axial direction in accordance with the hydraulic pressure of the second oil chamber 42. When the hydraulic pressure in the second oil chamber 42 increases, the movable sheave 32a approaches the fixed sheave 32b, and when the hydraulic pressure in the second oil chamber 42 decreases, the movable sheave 32a moves away from the fixed sheave 32b. As the hydraulic pressure in the second oil chamber 42 increases, the reduction ratio increases, and as the hydraulic pressure in the second oil chamber 42 decreases, the reduction ratio decreases.
- the first oil chamber 41 may be formed integrally with the movable sheave 31a, but may be separate from the movable sheave 31a.
- the first oil chamber 41 may be formed in a hydraulic actuator that is separate from the movable sheave 31a.
- the second oil chamber 42 may be formed integrally with the movable sheave 32a, but may be a separate body from the movable sheave 32a.
- the second oil chamber 42 may be formed in a hydraulic actuator separate from the movable sheave 32a. It may be formed.
- the hydraulic circuit 25 controls the oil pressure of the tank 50 that stores oil, the oil pump 51, a first control valve 53 as an example of a control valve that controls the oil pressure of the first oil chamber 41, and the oil pressure of the second oil chamber 42.
- the pressure reducing mechanism includes a second control valve 56 as an example, and a fail-safe valve 54 as an example of a switching valve.
- the oil pump 51 is indirectly connected to the crankshaft of the engine 20 so as to interlock with the engine 20.
- the rotational speed of the oil pump 51 increases as the engine rotational speed increases, and decreases as the engine rotational speed decreases.
- the engine rotation speed is the rotation speed of the crankshaft.
- a strainer 52 is provided in the suction circuit 60 that connects the tank 50 and the suction side portion of the oil pump 51.
- the discharge side portion of the oil pump 51 and the second oil chamber 42 are communicated with each other via the first circuit 61.
- the fail-safe valve 54 is an electromagnetic four-way valve, and includes a first port 54a, a second port 54b, a third port 54c, and a fourth port 54d.
- the first circuit 61 and the first port 54 a of the fail safe valve 54 are communicated with each other by the second circuit 62.
- the first control valve 53 is provided in the second circuit 62.
- the first control valve 53 is an electromagnetic pressure control valve that adjusts the downstream pressure.
- the first control valve 53 receives a control signal from the control device 10 and controls the hydraulic pressure of the first oil chamber 41 within a pressure range between a predetermined minimum pressure and a maximum pressure. When the first control valve 53 is not receiving a control signal from the control device 10, that is, when the first control valve 53 is not energized, the set pressure of the first control valve 53 becomes the maximum pressure.
- the second port 54 b of the fail safe valve 54 and the first oil chamber 41 are communicated with each other by a third circuit 63.
- the third circuit 63 is provided with an orifice 55.
- the hydraulic circuit 25 includes a lubrication circuit 80 as an example of a pressure change circuit that opens toward the sliding portion 70 of the engine 20 or the CVT 30.
- the lubrication circuit 80 is a circuit that supplies oil to the sliding portion 70.
- the sliding portion 70 is lubricated by oil supplied from the lubrication circuit 80.
- the lubrication circuit 80 is provided with an orifice 59.
- the first circuit 61 and the lubrication circuit 80 are communicated by a fourth circuit 64.
- the second control valve 56 is provided in the fourth circuit 64.
- the second control valve 56 is an electromagnetic pressure control valve that adjusts the upstream pressure.
- the second control valve 56 receives a control signal from the control device 10 and controls the hydraulic pressure of the second oil chamber 42 within a pressure range between a predetermined minimum pressure and a maximum pressure.
- the second control valve 56 is not receiving a control signal from the control device 10, that is, when the second control valve 56 is not energized, the set pressure of the second control valve 56 becomes the maximum pressure.
- the portion of the third circuit 63 closer to the first oil chamber 41 than the orifice 55 and the third port 54c of the failsafe valve 54 are communicated by a fifth circuit 65.
- the fourth port 54 d of the fail safe valve 54 and the portion upstream of the orifice 59 of the lubrication circuit 80 are communicated with each other by a sixth circuit 66.
- the sixth circuit 66 is provided with an orifice 58.
- the portion on the upstream side of the orifice 59 of the lubrication circuit 80 and the portion on the downstream side of the strainer 52 of the suction circuit 60 are communicated by a seventh circuit 67.
- the seventh circuit 67 is provided with a relief valve 57.
- the relief valve 57 causes part of the oil in the lubrication circuit 80 to flow out to the suction circuit 60 when the oil pressure in the lubrication circuit 80 exceeds the upper limit value so that the oil pressure in the lubrication circuit 80 does not exceed the upper limit value.
- the relief valve 57 is configured to open when the upstream hydraulic pressure reaches a predetermined upper limit value.
- the fail safe valve 54 communicates the first port 54a and the third port 54c and does not communicate the second port 54b and the fourth port 54d when receiving a control signal from the control device 10, that is, when energized. (First state). On the other hand, the fail-safe valve 54 communicates the first port 54a and the second port 54b, and connects the third port 54c and the fourth port 54d when no control signal is received from the control device 10, that is, when power is not supplied. A communication state (second state) is established.
- control signals are supplied from the control device 10 to the first control valve 53, the second control valve 56, and the fail-safe valve 54.
- the fail-safe valve 54 is in a state where the first port 54a and the third port 54c are communicated and the second port 54b and the fourth port 54d are not communicated.
- the first control valve 53 and the second control valve 56 control the hydraulic pressures of the first oil chamber 41 and the second oil chamber 42, respectively, so that the reduction ratio of the CVT 30 is controlled to a predetermined value.
- Control device 10 controls the reduction ratio of CVT 30 according to the operating state of motorcycle 1.
- Part of the oil discharged from the oil pump 51 passes through the first control valve 53 and becomes oil of a predetermined pressure.
- This oil passes through the first port 54 a and the third port 54 c of the fail safe valve 54 and is supplied to the first oil chamber 41. Therefore, the hydraulic pressure in the first oil chamber 41 is controlled to a predetermined pressure.
- Other oil discharged from the oil pump 51 is supplied to the second oil chamber 42 through the first circuit 61.
- the hydraulic pressure of the first circuit 61 is controlled to a predetermined pressure by the second control valve 56. Therefore, the hydraulic pressure in the second oil chamber 42 is controlled to a predetermined pressure.
- the oil discharged from the second control valve 56 is supplied to the lubricating circuit 80 and supplied to the sliding portion 70 as lubricating oil.
- the oil used as the lubricating oil is collected in the tank 50.
- the relief valve 57 is opened, and a part of the oil in the lubrication circuit 80 is drawn into the oil pump 51 through the seventh circuit 67.
- failure means that the hydraulic pressure in the first oil chamber 41 and / or the second oil chamber 42 cannot be controlled, and as a result, the CVT 30 cannot be normally controlled.
- failure of the control device 10 failure of the first control valve 53, failure of the second control valve 56, disconnection of the signal line connecting the control device 10 and the first control valve 53, and control device 10 and the second control The disconnection of the signal line connecting the valve 56 corresponds to the failure.
- the fail safe valve 54 When the transmission of the control signal from the control device 10 to the fail safe valve 54 is stopped, the fail safe valve 54 communicates the first port 54a and the second port 54b as shown in FIG. The state is switched to the state of communication with the fourth port 54d.
- the set pressure of the first control valve 53 (in other words, the hydraulic pressure of the second circuit 62 and the like) becomes the maximum pressure.
- the set pressure of the second control valve 56 (in other words, the hydraulic pressure of the first circuit 61) is the maximum pressure.
- the reason why the set pressure of the first control valve 53 and the second control valve 56 is set to the maximum pressure at the time of failure is that the first oil chamber 41 and the first oil pressure chamber 41 and the second pulley 32 are prevented from slipping in the primary pulley 31 and the secondary pulley 32. This is because the belt 33 is held between the primary pulley 31 and the secondary pulley 32 as strongly as possible by increasing the oil pressure of the two oil chambers 42.
- Part of the oil discharged from the oil pump 51 is depressurized by the first control valve 53, passes through the first port 54 a and the second port 54 b of the fail-safe valve 54, and flows into the third circuit 63.
- the oil pressure is higher than the oil pressure in the first oil chamber 41, the oil flows into the first oil chamber 41.
- the reduction ratio of the CVT 30 at the time of the failure is small (for example, in the case of OD)
- the oil pressure in the first oil chamber 41 is low, so that the oil that has passed through the first control valve 53 flows into the first oil chamber 41.
- the hydraulic pressure in the first oil chamber 41 increases.
- since the oil flow that has passed through the first port 54a and the second port 54b is throttled by the orifice 55, sudden pressure fluctuations in the first oil chamber 41 are suppressed. Therefore, a rapid change in the reduction ratio can be suppressed.
- the orifice 58 is provided in the sixth circuit 66, the oil pressure in the upstream portion of the orifice 58, that is, the first oil chamber 41 and the like does not decrease excessively.
- the hydraulic pressure in the first oil chamber 41 is kept high.
- the oil of the sixth circuit 66 is supplied to the lubrication circuit 80. If the oil pressure in the sixth circuit 66 flows into the lubrication circuit 80 and the oil pressure in the lubrication circuit 80 exceeds the upper limit value, a part of the oil flows into the suction circuit 60 through the relief valve 57 and the seventh circuit 67. Therefore, even if high-pressure oil flows into the lubrication circuit 80 through the sixth circuit 66, the oil pressure of the lubrication circuit 80 does not become too high. The smooth lubrication operation by the lubrication circuit 80 is not hindered, and excess oil is not supplied to the sliding portion 70.
- FIG. 4 (a) is a time chart relating to a change in hydraulic pressure when a failure occurs.
- the horizontal axis of Fig.4 (a) represents time, and t1 shows the time of failure occurrence.
- P1, P2, and P3 represent the hydraulic pressure of the first oil chamber 41, the hydraulic pressure of the second oil chamber 42, and the hydraulic pressure of the lubrication circuit 80, respectively.
- P1 ′ represents the hydraulic pressure of the first oil chamber 41 in a form in which the fail-safe valve 54 and the sixth circuit 66 are omitted and the second circuit 62 and the third circuit 63 are directly connected (hereinafter referred to as a comparative example). Yes.
- FIG. 4B is a time chart regarding the reduction ratio when a failure occurs.
- R represents the reduction ratio of the present embodiment
- R ′ represents the reduction ratio of the comparative example.
- R ′ changes abruptly immediately after the occurrence of the failure, whereas the change in R is moderate.
- R ′ does not change, whereas R continues to change and eventually becomes larger than R ′.
- R has a reduction ratio closer to LOW than R ′.
- “OD” in FIG. 4B is so-called overdrive, and represents a state in which the reduction ratio is small.
- FIG. 4C is a time chart regarding the vehicle speed of the motorcycle 1 when a failure occurs.
- V represents the vehicle speed of the present embodiment
- V ′ represents the vehicle speed of the comparative example.
- V ′ changes abruptly immediately after the failure occurs, whereas the change in V is moderate. Further, after a certain amount of time has elapsed since the occurrence of the failure, V becomes smaller than V ′.
- FIG. 5 (a) is a time chart relating to a change in hydraulic pressure when the motorcycle 1 is temporarily stopped after the failure occurs and then started (hereinafter referred to as re-start).
- the horizontal axis of Fig.5 (a) represents time and t2 shows the time of a restart.
- FIGS. 5B and 5C show that P3 rises after relapse. This is because the rotational speed of the oil pump 51 increases as the engine rotational speed increases, and the hydraulic pressure of the lubrication circuit 80 increases.
- the first oil chamber 41 communicates with the lubrication circuit 80 via the sixth circuit 66 and the like, so P1 rises as P3 rises.
- P1 rises as the engine speed increases.
- Fig. 5 (b) is a time chart regarding the reduction ratio at the time of restart.
- R ′ does not change and is constant, while R decreases. This is because the hydraulic pressure P1 of the first oil chamber 41 increases as the engine speed increases, and the movable sheave 31a of the primary pulley 31 approaches the fixed sheave 31b.
- the reduction ratio decreases during traveling.
- Fig. 5 (c) is a time chart relating to the vehicle speed at the time of restart. From FIG. 5 (c), it can be seen that V has a greater degree of increase than V '(that is, the acceleration is large), and good acceleration characteristics can be obtained according to this embodiment.
- the vehicle can restart at a large speed reduction ratio, and the speed reduction ratio decreases after the vehicle restarts, so that good acceleration characteristics can be obtained.
- the fail-safe valve 54 is switched at the time of failure, and the first oil chamber 41 communicates with the lubrication circuit 80, that is, the circuit in which the oil pressure changes according to the engine rotation speed. Therefore, the oil pressure in the first oil chamber 41 changes according to the engine speed.
- the hydraulic pressure in the first oil chamber 41 is relatively low and the reduction ratio is relatively large. Therefore, a smooth start is possible.
- the engine speed is higher than when the vehicle is restarted, and the hydraulic pressure in the first oil chamber 41 is relatively high, so the reduction ratio is relatively small. Therefore, smooth running is possible.
- the speed reduction ratio changes to some extent so as to match the traveling state of the motorcycle 1, so that it is possible to achieve both smooth start and smooth traveling.
- the limp home property can be improved.
- the hydraulic circuit 25 includes an oil pump 51 that is linked to the engine 20, and the lubrication circuit 80 is a circuit that communicates with a discharge side portion of the oil pump 51 via a second control valve 56 that functions as a pressure reducing mechanism.
- the oil pump 51 and the second control valve 56 constitute a circuit in which the oil pressure changes according to the engine speed. According to this embodiment, it is possible to easily configure a pressure change circuit in which the oil pressure changes according to the engine rotation speed.
- the lubrication circuit 80 is a circuit originally provided to supply oil to the sliding portion 70. According to this embodiment, an existing circuit can be used as a circuit in which the oil pressure changes according to the engine speed.
- the third circuit 63 is provided with an orifice 55, and the oil flow from the first control valve 53 toward the first oil chamber 41 is throttled by the orifice 55 when a failure occurs. Therefore, it is possible to prevent the oil pressure in the first oil chamber 41 from changing suddenly when a failure occurs. Accordingly, it is possible to prevent a rapid change in the reduction ratio when a failure occurs.
- the lubrication circuit 80 communicates with the suction circuit 60 through a seventh circuit 67, and a relief valve 57 is provided in the seventh circuit 67. Therefore, even if the fail-safe valve 54 is switched when a failure occurs and a large amount of oil flows into the lubrication circuit 80, it is avoided that the oil pressure of the lubrication circuit 80 becomes excessively high. Therefore, the smooth lubrication operation by the lubrication circuit 80 is not hindered.
- the hydraulic pressure in the first oil chamber 41 is high when the fail-safe valve 57 is switched at the time of failure and the first oil chamber 41 and the lubrication circuit 80 communicate with each other. Maintained. Further, when the oil is discharged from the first oil chamber 41, the oil pressure fluctuation in the first oil chamber 41 can be moderated.
- the lubrication circuit 80 is used as a pressure change circuit in which the oil pressure changes according to the engine rotation speed. As shown in FIG. 6, in the second embodiment, a part of the hydraulic circuit 25 of the first embodiment is changed and a pressure change circuit is configured separately from the lubrication circuit 80.
- an orifice 71 is provided in the discharge side portion of the oil pump 51 of the first circuit 61.
- a portion between the oil pump 51 and the orifice 71 of the first circuit 61 and a portion between the oil pump 51 and the strainer 52 of the suction circuit 60 are communicated via an eighth circuit 68.
- the eighth circuit 68 is provided with an orifice 72 and an orifice 73.
- the hydraulic pressure at the portion between the orifice 72 and the orifice 73 of the eighth circuit 68 increases as the engine speed increases and decreases as the engine speed decreases.
- a portion between the orifice 72 and the orifice 73 of the eighth circuit 68 is used as a pressure change circuit.
- the sixth circuit 66 connects the fourth port 54d of the fail-safe valve 54 and the lubrication circuit 80 (see FIG. 2).
- one end of the sixth circuit 66 is connected to the fourth port 54 d of the fail safe valve 54, and the other end is connected to a portion between the orifice 72 and the orifice 73 of the eighth circuit 68.
- a part of the hydraulic circuit 25 of the first embodiment is modified, and the variable range of the reduction ratio at the time of failure is made larger than that in the first embodiment. It is.
- a fail-safe valve 74 is provided instead of the fail-safe valve 54.
- FIG. 8A shows a symbol of the fail-safe valve 74
- FIG. 8B is a conceptual diagram showing a configuration of the fail-safe valve 74.
- the fail-safe valve 74 is an electromagnetic four-way valve, and includes a first port 74a, a second port 74b, a third port 74c, and a fourth port 74d.
- the fail safe valve 74 is controlled by the control device 10.
- the fail safe valve 74 includes a solenoid 74e that generates a downward force when receiving a control signal from the control device 10, and a spool 74p that is pushed downward by the solenoid 74e.
- a land 74f is formed on the spool 74p.
- the up-down direction is only the direction in a figure, and does not necessarily mean the actual direction when the fail safe valve 74 is installed.
- An oil chamber 76 is formed in the fail safe valve 74, and the sixth circuit 66 and the oil chamber 76 are communicated with each other via a communication path 75.
- the fail safe valve 74 communicates with the first port 74a and the third port 74c and The second port 74b and the fourth port 74d are not communicated (first state).
- FIG. 10A and FIG. 10B show a state where the entire fourth port 74d is closed.
- the opening area of the fourth port 74d depends on the position of the land 74f, and increases as the land 74f is positioned on the upper side, and decreases as the land 74f is positioned on the lower side. Therefore, the opening area of the fourth port 74d changes according to the pressure of the sixth circuit 66 and the oil chamber 76.
- the hydraulic pressure of the sixth circuit 66 and the oil chamber 76 is low, so the opening area of the fourth port 74d is large.
- the opening area of the fourth port 74d increases, the amount of oil discharged from the first oil chamber 41 through the third port 74c and the fourth port 74d increases. Therefore, the hydraulic pressure in the first oil chamber 41 is reduced, and the reduction ratio of the CVT 30 is increased.
- the variable width of the first oil chamber 41 is made larger. Can do. Therefore, the variable range of the reduction ratio can be further increased. According to the present embodiment, when the engine speed increases, the reduction ratio can be made smaller, and the reduction ratio can be set to a value suitable for higher speed travel. Therefore, the limp home property can be further improved.
- the vehicle can be started and run smoothly. Therefore, it is possible to provide a belt type continuously variable transmission that is excellent in limp home characteristics.
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Abstract
Description
なお、本出願は2011年2月24日に出願された日本国特許出願2011-38479号に基づく優先権を主張しており、その出願の全内容は本明細書中に参照として組み入れられている。
本実施形態に係るベルト式の無段変速機(CVT)30は、図1に示すように、自動二輪車1の駆動ユニット7に設けられたものである。自動二輪車1は、本発明に係るベルト式無段変速機が搭載される車両の一例であり、本実施形態ではスクータ型の自動二輪車である。ただし、本発明に係るベルト式無段変速機が搭載される車両は自動二輪車に限定される訳ではない。
第1実施形態は、エンジン回転速度に応じて油圧が変化する圧力変化回路として、潤滑回路80を利用するものであった。図6に示すように、第2実施形態は第1実施形態の油圧回路25の一部に変更を加え、潤滑回路80とは別に圧力変化回路を構成したものである。
図7に示すように、第3実施形態は第1実施形態の油圧回路25の一部に変更を加えたものであり、故障時の減速比の可変幅を第1実施形態よりも大きくしたものである。第3実施形態では、フェールセーフ弁54の代わりに、フェールセーフ弁74が設けられている。
20 エンジン
25 油圧回路
30 ベルト式無段変速機(CVT)
31 プライマリプーリ(第1プーリ)
32 セカンダリプーリ(第2プーリ)
33 ベルト
41 第1油室
42 第2油室
51 オイルポンプ
53 第1制御弁(制御弁)
56 第2制御弁(減圧機構)
54 フェールセーフ弁(切換弁)
80 潤滑回路(圧力変化回路)
Claims (10)
- エンジンを備えた車両に搭載されるベルト式無段変速機であって、
互いに対向する一対の第1シーブと油を収容する第1油室とを有し、前記第1油室の油圧が高くなると前記一対の第1シーブの間隔が狭くなるように前記第1油室の油圧によって前記一対の第1シーブの間隔が調整される第1プーリと、
互いに対向する一対の第2シーブを有する第2プーリと、
前記第1プーリおよび前記第2プーリに巻き掛けられたベルトと、
前記第1油室に接続された油圧回路と、を備え、
前記油圧回路は、前記第1油室の油圧を制御する制御弁と、前記エンジンの回転速度が大きくなるほど油圧が高くなるように前記エンジンの回転速度に応じて油圧が変化する圧力変化回路と、前記制御弁と前記第1油室とを連通させる第1の状態と少なくとも前記第1油室と前記圧力変化回路とを連通させる第2の状態とに切り換え自在な切換弁と、
を備えているベルト式無段変速機。 - 前記油圧回路は、前記エンジンと連動するオイルポンプを有し、
前記圧力変化回路は、減圧機構を介して前記オイルポンプの吐出側部分に連通した回路である、請求項1に記載のベルト式無段変速機。 - 前記圧力変化回路は、前記エンジンの摺動部分または当該ベルト式無段変速機の摺動部分に向かって開口する回路である、請求項2に記載のベルト式無段変速機。
- 前記油圧回路は、前記圧力変化回路と前記オイルポンプの吸入側部分とを連通させる他の回路と、前記他の回路に設けられ、前記圧力変化回路の油圧が上限値を超えると開くリリーフ弁と、を備えている、請求項3に記載のベルト式無段変速機。
- 前記油圧回路は、前記切換弁が前記第2の状態に設定されたときに前記第1油室から前記圧力変化回路に向かう油の流れを絞るオリフィスを備えている、請求項1に記載のベルト式無段変速機。
- 前記制御弁および前記切換弁にそれぞれ制御信号を送信する制御装置を備え、
前記制御弁は、前記制御装置から前記制御信号を受信すると、所定の最小圧力と最大圧力との間の圧力範囲内にて前記第1油室の油圧を制御し、前記制御装置から前記制御信号を受信しないと、前記第1油室の油圧を前記最大圧力とするように構成され、
前記第1の状態は、前記制御弁と前記第1油室とを連通させ且つ前記第1油室と前記圧力変化回路を連通させない状態であり、
前記第2の状態は、前記制御弁と前記第1油室とを連通させ且つ前記第1油室と前記圧力変化回路を連通させる状態であり、
前記切換弁は、前記制御装置から前記制御信号を受信すると前記第1の状態に設定され、前記制御装置から前記制御信号を受信しないと前記第2の状態に設定されるように構成されている、請求項1に記載のベルト式無段変速機。 - 前記油圧回路は、前記切換弁が前記第2の状態に設定されたときに前記制御弁から前記第1油室に向かう油の流れを絞るオリフィスを備えている、請求項6に記載のベルト式無段変速機。
- 前記切換弁は、前記圧力変化回路の油圧が高いほど前記第1油室から前記圧力変化回路に向かう流路の面積が小さくなるように、前記圧力変化回路の油圧の大きさに応じて流路面積が変化する切換弁である、請求項1に記載のベルト式無段変速機。
- 前記第2プーリは、油を収容する第2油室を有し、
前記圧力変化回路は、前記エンジンの摺動部分または当該ベルト式無段変速機の摺動部分に向かって開口する回路であり、
前記切換弁は、第1~第4ポートを有する電磁式の四方弁であり、
前記油圧回路は、
前記エンジンと連動するオイルポンプと、
前記オイルポンプの吐出側部分と前記第2油室とを連通する第1回路と、
前記第1回路と前記四方弁の第1ポートとを連通し、前記制御弁が設けられた第2回路と、
前記四方弁の第2ポートと前記第1油室とを連通し、オリフィスが設けられた第3回路と、
前記第1回路と前記圧力変化回路とを連通し、前記第2油室の油圧を制御する他の制御弁が設けられた第4回路と、
前記第3回路の前記オリフィスよりも前記第1油室側の部分と前記四方弁の第3ポートとを連通する第5回路と、
前記四方弁の第4ポートと前記圧力変化回路とを連通し、オリフィスが設けられた第6回路と、を備え、
前記四方弁は、通電時には前記第1ポートと前記第3ポートを連通し且つ前記第2ポートと前記第4ポートとを連通せず、非通電時には前記第1ポートと前記第2ポートとを連通し且つ前記第3ポートと前記第4ポートとを連通するように構成されている、請求項1に記載のベルト式無段変速機。 - 請求項1~9のいずれか一つに記載のベルト式無段変速機を備えた車両。
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JP2013500842A JP5735628B2 (ja) | 2011-02-24 | 2011-12-14 | ベルト式無段変速機およびそれを備えた車両 |
EP11859060.3A EP2679868A1 (en) | 2011-02-24 | 2011-12-14 | Belt-type continuously variable transmission and vehicle with same |
US13/985,926 US20130323017A1 (en) | 2011-02-24 | 2011-12-14 | Belt type continuously variable transmission and vehicle including the same |
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JP2011-038479 | 2011-02-24 | ||
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US (1) | US20130323017A1 (ja) |
EP (1) | EP2679868A1 (ja) |
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CN107429831A (zh) * | 2015-03-20 | 2017-12-01 | 加特可株式会社 | 变速器的控制装置及变速器的控制方法 |
CN107614942A (zh) * | 2015-03-20 | 2018-01-19 | 加特可株式会社 | 变速器的控制装置及变速器的控制方法 |
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JP6241445B2 (ja) * | 2015-04-17 | 2017-12-06 | トヨタ自動車株式会社 | 動力伝達装置の制御装置 |
JP6933698B2 (ja) * | 2019-10-07 | 2021-09-08 | 本田技研工業株式会社 | 無段変速機の油圧制御装置及び油圧制御方法 |
CN112096853B (zh) * | 2020-09-11 | 2021-11-09 | 陕西法士特齿轮有限责任公司 | 一种液压自动换挡***用的安全阀机构、***及控制方法 |
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- 2011-12-14 US US13/985,926 patent/US20130323017A1/en not_active Abandoned
- 2011-12-14 WO PCT/JP2011/078891 patent/WO2012114612A1/ja active Application Filing
- 2011-12-14 JP JP2013500842A patent/JP5735628B2/ja not_active Expired - Fee Related
- 2011-12-14 EP EP11859060.3A patent/EP2679868A1/en not_active Withdrawn
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CN107614942A (zh) * | 2015-03-20 | 2018-01-19 | 加特可株式会社 | 变速器的控制装置及变速器的控制方法 |
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EP2679868A1 (en) | 2014-01-01 |
JPWO2012114612A1 (ja) | 2014-07-07 |
US20130323017A1 (en) | 2013-12-05 |
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