WO2016063398A1 - Transmission - Google Patents

Transmission Download PDF

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Publication number
WO2016063398A1
WO2016063398A1 PCT/JP2014/078201 JP2014078201W WO2016063398A1 WO 2016063398 A1 WO2016063398 A1 WO 2016063398A1 JP 2014078201 W JP2014078201 W JP 2014078201W WO 2016063398 A1 WO2016063398 A1 WO 2016063398A1
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WO
WIPO (PCT)
Prior art keywords
transmission
output shaft
speed
ratio
gear ratio
Prior art date
Application number
PCT/JP2014/078201
Other languages
English (en)
Japanese (ja)
Inventor
庸浩 小林
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2016555021A priority Critical patent/JP6201062B2/ja
Priority to PCT/JP2014/078201 priority patent/WO2016063398A1/fr
Priority to CN201480081046.9A priority patent/CN106662240B/zh
Publication of WO2016063398A1 publication Critical patent/WO2016063398A1/fr

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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

Definitions

  • the present invention relates to a transmission mounted on a vehicle or the like.
  • a four-bar linkage mechanism type comprising an input shaft to which driving force from a driving source for traveling such as an engine is transmitted, an output shaft arranged in parallel with the rotation center axis of the input shaft, and a plurality of lever crank mechanisms A continuously variable transmission is known (see, for example, Patent Document 1).
  • the lever crank mechanism is provided with a rotating portion that can rotate integrally with an input shaft, and a rotating radius adjusting mechanism that can adjust the rotating radius of the rotating portion;
  • a swing link provided with an end and pivotally supported on the output shaft, one end rotatably connected to the rotating portion of the turning radius adjusting mechanism, and the other end swings the swing link.
  • a connecting rod connected to the moving end.
  • a one-way clutch is provided as a one-way rotation prevention mechanism that idles the swing link with respect to the output shaft when attempting to rotate to the other side with respect to the shaft.
  • the turning radius adjustment mechanism is a disc-shaped cam part that rotates integrally with the input shaft while being eccentric with respect to the input shaft, and is rotatable while being eccentric with respect to the cam part, and the connecting rod is rotatable. And a pinion shaft provided with a plurality of pinions in the axial direction. The pinion shaft is rotated by the driving force transmitted from the adjustment driving source.
  • the turning radius adjusting mechanism includes a disk-like rotating part having a through hole that is formed by being eccentric from the center, and an inner surface attached to the inner peripheral surface of the through hole of the rotating part.
  • Some of them are composed of two second pinions that mesh with the gear.
  • the first pinion and the two second pinions are arranged so that a triangle whose apex is the central axis thereof is an equilateral triangle.
  • the cam portion is formed with a through-hole penetrating in the direction of the rotation center axis of the input shaft and formed at a position eccentric with respect to the center of the cam portion.
  • the cam portion has a notch hole that communicates the outer peripheral surface of the cam portion and the inner peripheral surface of the through hole in a region opposite to the center of the cam portion across the rotation center axis of the input shaft. Yes.
  • Adjacent cam portions are fixed with bolts to form a cam portion coupling body.
  • the cam part connection body has an input part connected to one axial end thereof, and the cam part connection body and the input part constitute a cam shaft (input shaft).
  • the camshaft may be configured by attaching a cam portion or a cam portion coupling body to the outer surface of a hollow rod-like input portion by spline coupling or the like.
  • the cam part connection body is hollow by connecting through holes of each cam part, and a pinion shaft is inserted inside. And the pinion shaft inserted in the cam part coupling body is exposed from the notch hole of each cam part.
  • the rotating part is provided with a receiving hole for receiving the camshaft.
  • Internal teeth are formed on the inner peripheral surface of the receiving hole. The internal teeth mesh with the pinion shaft exposed from the notch (through hole) of each cam portion.
  • the cam portions are set so that the phases are different from each other, and the plurality of cam portions make a round in the circumferential direction of the rotation center axis of the input shaft. For this reason, the connecting rods externally fitted to the rotating portions provided in the respective cam portions allow the respective swing links to transmit torque to the output shaft in order so that the output shaft can be smoothly rotated.
  • a one-way clutch that is a one-way rotation prevention mechanism is provided on the downstream side of a lever crank mechanism that is a transmission mechanism. Therefore, a transmission ratio that is obtained by dividing the input rotation speed of the transmission mechanism by the output rotation speed. Is larger than a predetermined value (hereinafter referred to as “transmission speed ratio”), the driving force is not transmitted to the output shaft.
  • the transmission gear ratio is kept at a value slightly larger than the transmission transmission gear ratio, and the time for changing to the transmission transmission gear ratio when the acceleration request is made is set. There is a case where control is performed to shorten and improve the responsiveness.
  • the gear ratio changes depending on the rotation radius of the rotating portion of the rotation radius adjusting mechanism, the gear ratio is greater than the transmission gear ratio when the engine speed is constant.
  • the control is performed such that the rotation radius is slightly smaller than the value at which the driving force is transmitted to the output shaft so as to be slightly increased.
  • the gear ratio to be kept on standby is set to a value far away from the transmission gear ratio, the transmission gear ratio is transmitted when an acceleration request is made. There is a possibility that the time required for the change to become longer and the responsiveness may be lowered. As a result, the drivability of a vehicle or the like equipped with the transmission may be reduced.
  • the present invention has been made in view of the above points, and an object of the present invention is to provide a transmission that can prevent unintended transmission of driving force and has good responsiveness.
  • a transmission according to the present invention includes an input shaft that rotates when a driving force of a traveling drive source is transmitted, an output shaft that transmits the driving force to driving wheels, and a rotation transmitted from the input shaft.
  • a speed change mechanism that changes the speed and outputs the speed ratio can be changed, and when the rotational speed output from the speed change mechanism exceeds the rotational speed of the output shaft, the driving force is transmitted to the output shaft.
  • a one-way rotation prevention mechanism that is in a non-transmission state in which the driving force is not transmitted to the output shaft when the rotational speed output from the transmission mechanism is equal to or lower than the rotational speed of the output shaft; and a control unit that controls the gear ratio of the transmission mechanism
  • the control unit is configured to receive an acceleration request and a deceleration request for the output shaft transmitted based on predetermined information, and the transmission of the transmission mechanism in which the one-way rotation prevention mechanism is in a transmission state.
  • Ratio is the transmission gear ratio, and from the transmission gear ratio
  • the first gear ratio is a gear ratio determined to be large and the non-transmission state can be maintained when the rotational speed of the output shaft decreases at the maximum deceleration.
  • the gear ratio is larger than the transmission gear ratio
  • the acceleration request is When the speed change is made, the speed change ratio determined so as to be in a transmission state within a predetermined time is set as the second speed change ratio.
  • the control unit When the acceleration request is not made and the speed reduction request is made, the control unit When the acceleration request is not made and the deceleration request is not made, the control unit sets the speed ratio to be larger than the transmission speed ratio and the first speed ratio. Control is performed so that the value is 2 or less.
  • the speed ratio is reduced by the maximum deceleration of the output shaft.
  • control is performed so that the value becomes equal to or higher than the first gear ratio determined so that the non-transmission state can be maintained, so that unintended driving force can be transmitted even when the rotation speed of the output shaft rapidly decreases. It does not occur.
  • the transmission ratio is transmitted within a predetermined time when the acceleration request for the output shaft is made. Since the control is performed so that the value is equal to or smaller than the second speed ratio determined so as to be in the state, when the acceleration request is made, a good responsiveness that quickly enters the transmission state is realized.
  • the transmission of the present invention has an adjustment drive source that transmits the driving force to the transmission mechanism, and the transmission mechanism is transmitted with the drive force from the adjustment drive source and can rotate integrally with the input shaft.
  • a turning radius adjusting mechanism that is provided with a rotating portion and that can adjust the turning radius of the rotating portion, a swinging link that is provided with a swinging end portion and is pivotally supported by the output shaft, and one end portion is a turning radius
  • a lever crank mechanism that has a connecting rod that is rotatably connected to the rotating part of the adjusting mechanism and whose other end is connected to the swinging end, and converts the rotational movement of the input shaft into the swinging movement of the swinging link.
  • the one-way rotation prevention mechanism is in the transmission state with the swing link fixed to the output shaft when the swing link is about to rotate to the one side with respect to the output shaft.
  • the first transmission gear ratio and the second transmission gear ratio are configured to release the transmission state by idling the dynamic link.
  • the first transmission gear ratio and the second transmission gear ratio are the amount of change in the rotation radius of the rotating unit with respect to the driving force transmitted from the adjusting drive source, and control. It may be configured to be determined based on a response time from when the command of the part is received until the turning radius of the rotating part changes to the target turning radius.
  • the control unit sets the speed ratio to be equal to or higher than the first speed ratio and to the second speed ratio.
  • the control unit can control the gear ratio to a value that matches the second gear ratio. preferable.
  • FIGS. 3A and 3B are explanatory diagrams showing changes in the rotation radius of the input side fulcrum of the lever crank mechanism of the continuously variable transmission of FIG. 1, 3A is “maximum”, 3B is “medium”, and 3C is rotation radius. “Small” and 3D indicate cases where the radius of rotation is “0”.
  • FIG. 4 is an explanatory diagram showing changes in the swing range of the output side fulcrum with respect to changes in the rotation radius of the input side fulcrum of the lever crank mechanism of the continuously variable transmission of FIG.
  • the movement range is “medium”, 4C indicates the swing range is “small”, and 4D indicates the swing range is “0”.
  • the graph which shows the eccentric amount of the rotating disk with respect to the phase of the pinion shaft of the turning radius adjustment mechanism of the continuously variable transmission of FIG. The graph which shows the change of the variation
  • the graph which shows the transmission gear ratio with respect to the rotational speed of the output shaft of the continuously variable transmission of FIG. 1, a 1st gear ratio, and a 2nd gear ratio.
  • the flowchart which shows the process which a control part performs when the one-way clutch of the continuously variable transmission of FIG. 1 is a non-transmission state.
  • IVT Infinity Variable Transmission
  • this embodiment is an embodiment in the case where the continuously variable transmission is mounted on a vehicle, the continuously variable transmission of the present invention can be mounted on other vehicles and unmanned vehicles such as ships. .
  • the continuously variable transmission 1 of the present embodiment includes an input shaft 2, an output shaft 3 arranged in parallel with the rotation center axis P ⁇ b> 1 of the input shaft 2, and a rotation center axis P ⁇ b> 1 of the input shaft 2.
  • the six turning radius adjusting mechanisms 4 provided above and the acceleration request and the deceleration request for the output shaft 3 transmitted based on predetermined information (for example, turning on or off the accelerator pedal and the brake pedal) are received.
  • a control unit (not shown) for controlling the eccentric amount R1 of the turning radius adjusting mechanism 4 (speed ratio i of a lever crank mechanism 20 (transmission mechanism) described later).
  • the input shaft 2 rotates around the rotation center axis P1 by transmitting a driving force from the engine ENG which is a driving source for traveling.
  • the engine ENG which is a driving source for traveling.
  • the output shaft 3 transmits a rotational driving force to driving wheels (not shown) of the vehicle via a differential gear (not shown).
  • a propeller shaft may be provided instead of the differential gear.
  • the turning radius adjusting mechanism 4 has a cam disk 5 provided on the rotation center axis P1 of the input shaft 2 and a rotating disk 6 (rotating part) that is rotatably fitted on the cam disk 5.
  • the cam disks 5 have a disk shape, and are provided in pairs so that they can rotate integrally with the input shaft 2 while being eccentric with respect to the rotation center axis P1 of the input shaft 2.
  • Each set of cam disks 5 is set so as to have a phase difference of 60 °, and is arranged so that the six sets of cam disks 5 make a round in the circumferential direction of the rotation center axis P1 of the input shaft 2.
  • the cam disk 5 is formed with a through hole 5a that penetrates in the direction of the rotation center axis P1 of the input shaft 2 and is formed at a position eccentric to the center P2 of the cam disk 5. Further, the cam disk 5 communicates with the outer peripheral surface of the cam disk 5 and the inner peripheral surface of the through hole 5a in a region opposite to the center P2 of the cam disk 5 across the rotation center axis P1 of the input shaft 2. A notch hole 5b is formed.
  • the two cam disks 5 are fixed with bolts (not shown). Further, one of the two cam disks 5 is formed integrally with the other of the other two cam disks 5 of the adjacent turning radius adjusting mechanism 4 to form an integral cam portion. Yes. Of the cam disks 5, the cam disk 5 that is closest to the engine ENG is formed integrally with the input end 2a. In this way, the input shaft 2 (camshaft) is configured by the input end 2a and the plurality of cam disks 5.
  • the integral cam portion may be formed by integral molding, or may be integrated by welding two cam disks 5. Further, as a method of integrally forming the cam disk 5 and the input shaft 2 that are closest to the engine ENG, the cam disk 5 and the input end 2a may be welded together. It may be integrated.
  • the rotary disk 6 has a disk shape in which a receiving hole 6 a is provided at a position eccentric from the center P ⁇ b> 3, and is provided to be rotatable with respect to the rotation center axis P ⁇ b> 1 of the input shaft 2. .
  • a set of cam disks 5 is rotatably fitted in the receiving holes 6a.
  • an internal tooth 6 b is provided in the receiving hole 6 a of the rotating disk 6 at a position between the pair of cam disks 5.
  • the receiving hole 6a of the rotating disk 6 has a distance Ra from the rotation center axis P1 of the input shaft 2 to the center P2 of the cam disk 5 (center of the receiving hole 6a) and the center P2 of the cam disk 5 to the center of the rotating disk 6.
  • the cam disk 5 is eccentric so that the distance Rb to P3 is the same.
  • the input shaft 2 constituted by the input end 2a and the plurality of cam disks 5 is provided with an insertion hole formed by connecting the through holes 5a of the cam disk 5.
  • the input shaft 2 has a hollow shaft shape in which one end opposite to the engine ENG is open and the other end is closed.
  • the pinion shaft 7 is disposed concentrically with the rotation center axis P1 so as to be rotatable relative to the input shaft.
  • the pinion shaft 7 has a pinion 7a at a position corresponding to the internal teeth 6b of the rotary disk 6.
  • the pinion shaft 7 is positioned between the pinions 7a adjacent to each other in the direction of the rotation center axis P1 of the input shaft 2, and a pinion bearing 7b is provided.
  • the pinion shaft 7 supports the input shaft via the pinion bearing 7b.
  • the pinion 7 a is formed integrally with the shaft portion of the pinion shaft 7.
  • the pinion 7 a meshes with the internal teeth 6 b of the rotating disk 6 through the notch hole 5 b of the cam disk 5.
  • the pinion 7a may be configured separately from the pinion shaft 7 and connected to the pinion shaft 7 by spline coupling.
  • the term “pinion 7 a” is defined as including the pinion shaft 7.
  • the pinion shaft 7 is connected to a differential mechanism 8 composed of a planetary gear mechanism or the like.
  • the differential mechanism 8 is configured as, for example, a planetary gear mechanism, and is connected to an input shaft 2 configured by a sun gear 9, an input end 2 a, and a plurality of cam disks 5.
  • a stepped pinion 12 including a second ring gear 11 coupled to the pinion shaft 7, a large diameter portion 12 a meshing with the sun gear 9 and the first ring gear 10, and a small diameter portion 12 b meshing with the second ring gear 11.
  • a carrier 13 that pivotally and revolves freely.
  • the sun gear 9 is connected to a rotary shaft 14a of an actuator 14 (adjusting drive source) for the pinion shaft 7, and a driving force is transmitted from the actuator 14. Therefore, the driving force of the actuator 14 is also transmitted to the pinion 7 a via the differential mechanism 8.
  • the rotational speed of the pinion shaft 7 is made slower than the rotational speed of the input shaft 2
  • the rotational speed of the sun gear 9 is Ns
  • the rotational speed of the first ring gear 10 is NR1
  • the gear ratio between the sun gear 9 and the first ring gear 10 first When j is the number of teeth of the ring gear 10 / the number of teeth of the sun gear 9, the number of rotations of the carrier 13 is (j ⁇ NR1 + Ns) / (j + 1).
  • the gear ratio between the sun gear 9 and the second ring gear 11 ((number of teeth of the second ring gear 11 / number of teeth of the sun gear 9) ⁇ (number of teeth of the large diameter portion 12a of the stepped pinion 12 / number of teeth of the small diameter portion 12b). ) Is k, the rotation speed of the second ring gear 11 is ⁇ j (k + 1) NR1 + (k ⁇ j) Ns ⁇ / ⁇ k (j + 1) ⁇ .
  • the rotating disk 6 rotates with respect to the cam disk 5 from the rotation center axis P ⁇ b> 1 of the input shaft 2 to the center P ⁇ b> 2 of the cam disk 5 and the center P ⁇ b> 2 of the cam disk 5.
  • the disc 6 is eccentric so that the distance Rb to the center P3 of the disc 6 is the same.
  • the center P3 of the rotary disk 6 is positioned on the same line as the rotation center axis P1 of the input shaft 2, and the distance between the rotation center axis P1 of the input shaft 2 and the center P3 of the rotary disk 6 (of the turning radius adjusting mechanism 4).
  • the rotation radius that is, the eccentricity R1 can be set to “0”.
  • the input-side annular portion 15a of the connecting rod 15 is rotatably fitted to the rotary disk 6 via connecting rod bearings 16 each consisting of a set of two ball bearings arranged in the axial direction.
  • the output shaft 3 is rotatably supported by six connecting links 18 corresponding to the connecting rod 15 via a one-way clutch 17 (one-way rotation prevention mechanism).
  • the one-way clutch 17 is provided between the swing link 18 and the output shaft 3, and the swing link 18 rotates relative to the output shaft 3 on one side about the rotation center axis P ⁇ b> 5 of the output shaft 3.
  • the rocking link 18 is fixed to the output shaft 3 and the driving force is transmitted to the output shaft 3 (transmission state), and the relative rotation to the other side, the rocking link 18 with respect to the output shaft 3 is transmitted. Is not transmitted and the driving force is not transmitted to the output shaft 3 (non-transmitting state).
  • the swing link 18 is formed in an annular shape, and a swing end portion 18a connected to the output-side annular portion 15b of the connecting rod 15 is provided below the swing link 18.
  • the swing end portion 18a is provided with a pair of projecting pieces 18b projecting so as to sandwich the output-side annular portion 15b from the axial direction.
  • the pair of projecting pieces 18b are provided with insertion holes 18c corresponding to the inner diameter of the output-side annular portion 15b.
  • the swing link 18 is provided with an annular portion 18d.
  • the annular portion 18d is fitted on the output shaft 3 through the one-way clutch 17 so as to be swingable.
  • a lever crank mechanism 20 (transmission mechanism) is configured by the turning radius adjustment mechanism 4, the swing link 18, and the connecting rod 15 having the above-described configuration. .
  • the lever crank mechanism 20 and the one-way clutch 17 are housed in a transmission case 21.
  • lubricating oil forms an oil reservoir.
  • the swing link 18 is disposed such that the swing end portion 18a is immersed in an oil reservoir of lubricating oil collected below the transmission case 21.
  • the transmission case 21 is spaced from one end wall 21a fixed to the engine ENG, the other end wall 21b disposed to face the one end wall 21a, the lever crank mechanism 20 and the one-way clutch 17. And is formed by a peripheral wall portion 21c that connects the outer edge of the one end wall portion 21a and the outer edge of the other end wall portion 21b.
  • the one end wall portion 21a and the other end wall portion 21b are formed with openings for supporting the output shaft 3 for supporting the input shaft, and bearings 22 are fitted into these openings. ing.
  • lever crank mechanisms 20 In addition, in this embodiment, the thing provided with the six lever crank mechanisms 20 was demonstrated. However, the number of lever crank mechanisms in the continuously variable transmission of the present invention is not limited to that number. For example, five or less lever crank mechanisms may be provided, or seven or more lever crank mechanisms may be provided. May be.
  • the input shaft 2 is constituted by the input end portion 2a and the plurality of cam disks 5, and the input shaft 2 is provided with an insertion hole formed by connecting the through holes 5a of the cam disk 5.
  • the input shaft in the continuously variable transmission of the present invention is not limited to that configured as described above.
  • the input shaft 2 is formed in a hollow shaft shape having an insertion hole so that one end is open, and the through hole is formed larger than that of the present embodiment so that the input shaft 2 can be inserted into a disc-shaped cam disk.
  • the cam disk may be splined to the outer peripheral surface of the input portion configured in a hollow shaft shape.
  • a notch hole corresponding to the notch hole of the cam disk is provided in the input portion composed of the hollow shaft. Then, the pinion inserted into the input part meshes with the internal teeth of the rotating disk through the notch hole of the input part and the notch hole of the cam disk.
  • the one-way clutch 17 is used as the one-way rotation prevention mechanism.
  • the one-way rotation prevention mechanism in the continuously variable transmission of the present invention is not limited to the one-way clutch, and for example, the rotation direction of the swing link capable of transmitting torque from the swing link to the output shaft can be switched.
  • a two-way clutch may be used.
  • the continuously variable transmission 1 of this embodiment includes a total of six lever crank mechanisms 20 (four-bar linkage mechanisms) as shown in FIG.
  • the lever crank mechanism 20 includes a connecting rod 15, a swing link 18, and a rotating radius adjusting mechanism 4 having a rotating disk 6 and having an adjustable rotating radius.
  • the lever crank mechanism 20 converts the rotational motion of the input shaft 2 into the swing motion of the swing link 18.
  • each connecting rod 15 pushes the swing end 18a between the input shaft 2 and the output shaft 3 toward the output shaft 3 or pulls it toward the input shaft 2 while changing the phase.
  • the rocking link 18 is rocked by alternately repeating.
  • the connecting rod 15 causes the swing link 18 to rotate to the one side with respect to the output shaft 3.
  • the swing link 18 is fixed to the output shaft 3 and transmits torque to the output shaft 3.
  • the swing link 18 rotates to the other side with respect to the output shaft 3, the swing link 18 idles with respect to the output shaft 3, and no torque is transmitted to the output shaft 3.
  • the one-way clutch 17 applies driving force to the output shaft 2 when the rotational speed output from the lever crank mechanism 20 (transmission mechanism) (the swing speed of the swing link 20) exceeds the rotational speed of the output shaft 3.
  • the rotational speed output from the lever crank mechanism 20 is equal to or lower than the rotational speed of the output shaft 3, the driving force is not transmitted to the output shaft 3.
  • the turning radius adjusting mechanisms 4 of the six lever crank mechanisms 20 are arranged with phases shifted by 60 degrees, so that the output shaft 3 has six lever cranks.
  • the mechanism 20 is rotated in order.
  • FIG. 3 is a diagram showing the positional relationship between the pinion shaft 7 and the rotating disk 6 in a state where the rotating radius (the eccentric amount R1) of the center P3 (input side fulcrum) of the rotating disk 6 of the rotating radius adjusting mechanism 4 is changed. is there.
  • FIG. 3A shows a state in which the amount of eccentricity R1 is set to “maximum”, and the pinion shaft 7 so that the rotation center axis P1 of the input shaft 2, the center P2 of the cam disk 5, and the center P3 of the rotation disk 6 are aligned. And the rotating disk 6 are positioned.
  • the gear ratio h is “minimum”.
  • FIG. 3B shows a state in which the eccentric amount R1 is set to “medium” which is smaller than that in FIG. 3A
  • FIG. 3C shows a state in which the eccentric amount R1 is set to “small” which is further smaller than that in FIG.
  • the gear ratio h is “medium” which is larger than the gear ratio h in FIG. 3A in FIG. 3B and “large” which is larger than the gear ratio h in FIG. 3B in FIG.
  • FIG. 3D shows a state where the amount of eccentricity R1 is “0”, and the rotation center axis P1 of the input shaft 2 and the center P3 of the rotating disk 6 are located concentrically.
  • the gear ratio h is “infinity ( ⁇ )”.
  • FIG. 4 is a diagram showing the relationship between the rotation radius (eccentricity R1) of the center P3 (input side fulcrum) of the rotary disk 6 of the rotary radius adjusting mechanism 4 and the swing range ⁇ 2 of the swing motion of the swing link 18. It is.
  • FIG. 4A shows the case where the eccentric amount R1 is “maximum” in FIG. 3A (when the gear ratio h is “minimum”)
  • FIG. 4B shows the case where the eccentric amount R1 is “medium” in
  • FIG. 4C shows the case where the eccentric amount R1 is “small” in FIG. 3C (when the gear ratio h is “large”)
  • FIG. 4D shows the amount of eccentricity R1 shown in FIG. Is the swing range ⁇ 2 when the gear ratio is “0” (when the gear ratio h is “infinity ( ⁇ )”).
  • R2 is the length of the swing link 18. More specifically, R2 is the distance from the rotation center axis P5 of the output shaft 3 to the connection point between the connecting rod 15 and the swinging end 18a, that is, the center of the connection pin 19 (output-side fulcrum P4). . ⁇ 1 is the phase of the rotating disk 6 of the turning radius adjusting mechanism 4.
  • FIG. 5 is a graph showing the phase ⁇ 3 of the pinion shaft 7 driven by the actuator 14 and the eccentric amount R1 of the rotating disk 6 of the turning radius adjusting mechanism 4 of the lever crank mechanism 20 rotated by driving of the pinion shaft 7. .
  • the eccentric amount R1 of the rotating disk 6 increases as the phase ⁇ 3 of the pinion shaft 7 increases.
  • the change amount of the eccentricity R1 becomes smaller as the value of the phase ⁇ 3 before the change is larger.
  • FIG. 6 is a graph showing changes in the amount of change in the eccentric amount R1 of the rotary disk 6 of the rotary radius adjusting mechanism 4 with respect to changes in the rotational speed of the engine ENG of the continuously variable transmission 1.
  • transmission eccentricity As shown in FIG. 6, when the rotational speed input from the engine ENG to the lever crank mechanism 20 (transmission mechanism) is constant, the one-way clutch 17 is in a transmission state in which the driving force is transmitted to the output shaft 3.
  • the amount of eccentricity of the disk 6 (hereinafter, this amount of eccentricity is referred to as “transmission eccentricity”) is determined by the rotational speed of the output shaft 3.
  • the swing speed of the swing link 18 (that is, the output rotational speed of the lever crank mechanism 20) is proportional to the eccentric amount R1 of the rotary disk 6.
  • the gear ratio i of the lever crank mechanism 20 is obtained by dividing the input rotation speed (rotation speed of the input shaft 2) of the lever crank mechanism 20 by the output rotation speed. Therefore, the gear ratio i of the lever crank mechanism 20 decreases as the eccentric amount R1 of the rotating disk 6 increases when the input rotation speed is constant.
  • the gear ratio i is a gear ratio corresponding to the transmission eccentricity (hereinafter, this gear ratio is referred to as "transmission gear ratio").
  • transmission gear ratio a gear ratio corresponding to the transmission eccentricity
  • FIG. 7 shows the transmission eccentricity (transmission speed ratio) with respect to the rotational speed of the output shaft 3 when the rotational speed of the engine ENG is constant, and the output shaft even when the rotational speed of the output shaft 3 decreases with the maximum deceleration.
  • the first eccentric amount (first gear ratio) determined so as to maintain the non-transmission state in which the swing link 18 is idled with respect to 3 and the driving force is not transmitted to the output shaft 3, and the transmission eccentricity.
  • a second eccentric amount (second gear ratio) that is smaller than the amount (greater than the transmission gear ratio) and determined to be in a transmission state within a predetermined time when an acceleration request for the output shaft 3 is made. It is a graph to show.
  • the first eccentric amount is a change in the eccentric amount R1 of the rotary disk 6 with respect to the maximum deceleration of the output shaft 3 and the displacement amount of the phase ⁇ 3 of the pinion shaft 7 when the rotational speed of the engine ENG is constant.
  • Response time for example, the actual eccentricity R1 is the target
  • the time required for changing to the amount of eccentricity is determined based on the sum of the dead time until the actuator 14 is driven).
  • the maximum deceleration is a value determined by the performance of the brake and tire of the vehicle on which the continuously variable transmission 1 is mounted.
  • This first eccentric amount (first gear ratio) is “0” (as the gear ratio) in the region where the rotational speed of the output shaft 3 is close to “0”, as shown by a broken line with a large interval in the graph of FIG. “Infinity ( ⁇ )”), and in other regions, the amount of increase is slightly larger than the amount of increase in transmission eccentricity, and increases in accordance with the amount of eccentricity R1.
  • the second eccentric amount (second speed change ratio) is determined when the rotational speed of the engine ENG is constant and the rotation disk 6 has a predetermined amount of time (for example, 200 msec) with respect to the amount of displacement of the phase ⁇ 3 of the pinion shaft 7. It is determined based on the amount of change of the eccentricity R1 (see FIG. 5) and the response time from when the command of the control unit is received until the eccentricity R1 of the rotating disk 6 changes to the target eccentricity.
  • This second eccentricity (second speed change ratio) is “0” (as the speed change ratio) in the region where the rotational speed of the output shaft 3 is close to “0”, as shown by a broken line with a small interval in the graph of FIG. “Infinity ( ⁇ )”), and in other regions, the amount of increase is slightly larger than the amount of increase in transmission eccentricity, and increases in accordance with the amount of eccentricity R1. Further, the increase amount of the second eccentric amount is larger than the increase amount of the first eccentric amount, and the region where the second eccentric amount is “0” is larger than the region where the first eccentric amount is “0”. large.
  • the first eccentric amount (first gear ratio) and the second eccentric amount (second gear ratio) shown in FIG. 7 are examples. If the first speed ratio is larger than the transmission speed ratio and can maintain the non-transmission state when the rotational speed of the output shaft 3 decreases at the maximum deceleration, the value shown in FIG. May be different values.
  • the second speed ratio is different from the value shown in FIG. 7 as long as the second speed ratio is larger than the transmission speed ratio and is a value that is in a transmission state within a predetermined time when an acceleration request is made to the output shaft. It may be.
  • the control unit for controlling the driving of the turning radius adjusting mechanism 4 includes an input side turning speed sensor for detecting the turning speed on the input side of the turning radius adjusting mechanism 4 (that is, the turning speed of the input shaft 2), and the turning speed on the output side.
  • An output-side rotational speed sensor that detects (that is, a swing speed of the swing link 18), an accelerator opening sensor that detects the opening degree of the throttle valve according to the operation amount of the accelerator pedal, and the operation amount of the brake pedal. It has a brake sensor to detect.
  • control unit determines whether or not the accelerator pedal is off based on the output signal of the accelerator opening sensor (that is, whether or not the coasting traveling is not requested to accelerate the output shaft 3). Is determined (FIG. 8 / STEP1).
  • the control unit When the accelerator pedal is off (in the case of YES in FIG. 8 / STEP 1), the control unit is smaller than the transmission eccentric amount and not more than the first eccentric amount at the rotational speed of the output shaft 3 at that time. Whether there is an eccentricity amount R1 (gear ratio i greater than the transmission gear ratio, greater than the first gear ratio, and greater than or equal to the second gear ratio) that satisfies the three conditions of greater than or equal to the second eccentric amount. Is determined (FIG. 8 / STEP2).
  • the eccentric amount R1 (speed ratio i) satisfies all three conditions, the output shaft 3 is intended even when the rotational speed of the output shaft 3 rapidly decreases due to a sudden deceleration of the vehicle or the like. There is no risk of transmission of driving force not being generated. Further, when an acceleration request is made to the output shaft 3 (when the accelerator pedal is turned on), the eccentric amount R1 (speed ratio i) is rapidly changed to the transmission eccentric amount (transmission speed ratio). Can do.
  • the control unit waits for the maximum value (minimum value of speed ratio i).
  • a signal for driving the pinion shaft 7 is determined so as to be determined as an eccentric amount R1 (speed ratio i), and the phase ⁇ 3 of the pinion shaft 7 becomes a value corresponding to the eccentric amount R1 (speed ratio i). It outputs to the actuator 14 (FIG. 8 / STEP3).
  • the control unit determines whether or not the brake pedal is on (that is, with respect to the output shaft 3). Whether or not a deceleration request has been made is determined (FIG. 8 / STEP 4).
  • the control unit determines that the value of the phase ⁇ 3 of the pinion shaft 7 is greater than the amount of transmission eccentricity at the rotational speed of the output shaft 3 at that time.
  • a signal for driving the pinion shaft 7 is output to the actuator 14 so as to be a value corresponding to the eccentric amount R1 that satisfies the two conditions that are smaller and equal to or less than the first eccentric amount (FIG. 8 / STEP 5).
  • the eccentric amount R1 satisfies these two conditions (that is, when the second eccentric amount is not considered and the eccentric amount R1 for waiting for only the transmission eccentric amount and the first eccentric amount is considered as a condition).
  • the responsiveness when an acceleration request is made may be slightly reduced.
  • the rotational speed of the output shaft 3 suddenly decreases due to a sudden deceleration of the vehicle, the output shaft 3
  • there is no possibility that unintended driving force is transmitted.
  • the control unit is configured such that the eccentric amount R1 is equal to or less than the first eccentric amount, and is close to the second eccentric amount (the transmission ratio i is equal to or greater than the first transmission ratio, and the first (A value close to 2 speed ratio). This is to make the response times substantially uniform within a range in which prevention of unintended transmission can be realized even in a state where priority is given to prevention of unintended transmission.
  • the control unit determines that the value of the phase ⁇ 3 of the pinion shaft 7 is the second eccentric amount at the rotational speed of the output shaft 3 at that time.
  • a signal for driving the pinion shaft 7 is output to the actuator 14 (ie, STEP 6) so that the gear ratio becomes a value corresponding to (that is, the gear ratio i matches the second gear ratio).
  • the eccentric amount R1 coincides with the second eccentric amount (that is, when the first eccentric amount is not considered and the eccentric amount R1 for waiting for only the transmission eccentric amount and the second eccentric amount is considered as a condition).
  • the acceleration request is made, a very good responsiveness can be realized in which the transmission state is quickly achieved. Furthermore, the response time becomes uniform.
  • the control unit sends a signal for driving the turning radius adjusting mechanism 4 to the actuator 14 in accordance with the accelerator opening. It outputs (FIG. 8 / STEP7).
  • the present invention can also be applied to a transmission other than a continuously variable transmission.
  • the control unit sets the speed ratio i to be equal to or higher than the first speed ratio and the second speed change. The control is performed so that the value is close to the ratio, and when the acceleration request is not made and the deceleration request is not made, the speed ratio i is controlled so as to coincide with the second speed ratio. (FIG. 8 / STEP5 and STEP6).
  • the reason why such control is performed is to improve the drivability of a vehicle or the like equipped with a transmission by making the response time substantially uniform.
  • the present invention is not limited to such a configuration, and at least when the acceleration request is not made and the deceleration request for the output shaft is made, the control unit sets the gear ratio to the first speed change.
  • the gear ratio is larger than the transmission gear ratio and less than the second gear ratio. It suffices if the control is performed.
  • the transmission mechanism can prevent unintended transmission of the driving force, and can realize good responsiveness.
  • Actuator (adjusting drive source), 15 ... Connecting rod, 15a ... Input side annular part, 15b ... Output side annular portion, 16 ... connecting rod bearing, 17 ... one-way clutch (one-way rotation prevention mechanism), 18 ... swing link, 18a ... swing end, 18b ... projecting piece, 18c ... insertion hole, 19 ... connection Pin, 2 ... lever crank mechanism (transmission mechanism), 21 ... transmission case, 21a ... one end wall part, 21b ... other end wall part, 21c ... peripheral wall part, 22 ... bearing, ENG ... engine (driving drive source), h ... none Gear ratio of the step transmission 1, i... Gear ratio of the turning radius adjusting mechanism 4 (transmission mechanism), P1...

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

Abstract

L'invention porte sur une transmission, qui peut empêcher la transmission involontaire d'une force d'entraînement, et qui a une bonne caractéristique de réponse. Une unité de commande d'une transmission variable en continu (1) commande le rapport d'engrenages d'un mécanisme de bras de levier (20) de telle sorte que, quand une accélération n'est pas demandée et qu'une décélération est demandée à un arbre de sortie (3), le rapport d'engrenages est à une valeur supérieure ou égale à un premier rapport d'engrenages auquel un état de non transmission peut être maintenu quand l'état de rotation de l'arbre de sortie (3) a diminué au taux de décélération maximal, et de telle sorte que, quand une accélération n'est pas demandée et qu'une décélération n'est pas demandée, le rapport d'engrenages est supérieur à un rapport d'engrenages de transmission auquel un embrayage unidirectionnel (17) entre dans un état de transmission, et qu'il entre dans un état de transmission à l'intérieur d'une durée prescrite.
PCT/JP2014/078201 2014-10-23 2014-10-23 Transmission WO2016063398A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2016555021A JP6201062B2 (ja) 2014-10-23 2014-10-23 変速機
PCT/JP2014/078201 WO2016063398A1 (fr) 2014-10-23 2014-10-23 Transmission
CN201480081046.9A CN106662240B (zh) 2014-10-23 2014-10-23 变速器

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/078201 WO2016063398A1 (fr) 2014-10-23 2014-10-23 Transmission

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WO2016063398A1 true WO2016063398A1 (fr) 2016-04-28

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CN115285276B (zh) * 2022-08-10 2023-06-02 八方电气(苏州)股份有限公司 一种无级变速机构

Citations (3)

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JP2008309229A (ja) * 2007-06-13 2008-12-25 Toyota Motor Corp 無段変速機の有段変速制御装置
JP2010255704A (ja) * 2009-04-23 2010-11-11 Toyota Motor Corp 車両の制御装置
JP2013001190A (ja) * 2011-06-14 2013-01-07 Honda Motor Co Ltd 駆動制御装置及び駆動制御方法

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JP4810468B2 (ja) * 2007-03-01 2011-11-09 トヨタ自動車株式会社 変速制御装置
US8636620B2 (en) * 2010-10-28 2014-01-28 Jatco Ltd Automatic transmission
JP5838677B2 (ja) * 2011-09-12 2016-01-06 日産自動車株式会社 車両駆動装置
JP5690693B2 (ja) * 2011-09-21 2015-03-25 本田技研工業株式会社 変速制御装置
CN103930698B (zh) * 2011-11-18 2015-11-25 丰田自动车株式会社 车辆用驱动装置的控制装置
JP5817908B2 (ja) * 2012-02-24 2015-11-18 アイシン・エィ・ダブリュ株式会社 制御装置

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Publication number Priority date Publication date Assignee Title
JP2008309229A (ja) * 2007-06-13 2008-12-25 Toyota Motor Corp 無段変速機の有段変速制御装置
JP2010255704A (ja) * 2009-04-23 2010-11-11 Toyota Motor Corp 車両の制御装置
JP2013001190A (ja) * 2011-06-14 2013-01-07 Honda Motor Co Ltd 駆動制御装置及び駆動制御方法

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CN106662240A (zh) 2017-05-10
CN106662240B (zh) 2018-05-01
JPWO2016063398A1 (ja) 2017-04-27

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