• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Infinitely variable transmission for a device with an internal combustion engine (67), provided with an endless transmission member (14) which has been looped overtwo pulleys, each having a running groove situated between conical pulley halves (2, 3 and 8, 9 resp.), at least one conical half of each pulley being axially movable through an associated hydraulic cylinder (4, 12), also provided with a first control valve (40) for regulation of the fluid pressure in the cylinder (12) of the driven pulley and in the supply line to a second control valve (20), which second valve is intended for the adjustment of the transmission ratio by regulation of the amount of fluid supplied to and discharged from the cylinder (4) of the driving pulley, whilst means have been provided for the operation of the first control valve (40) which bring about an increase or a decrease of the pressure in the cylinder (12) of the driven pulley, depending on the movements of the engine block.
    公开号:SU1454242A3
    申请号:SU853972622
    申请日:1985-11-11
    公开日:1989-01-23
    发明作者:Петрус Мария Кадэ Теодорус
    申请人:Ван Дорн Трансмисси Б.В. (Фирма)；
    IPC主号:
    专利说明:

    one
    The invention relates to continuously variable transmissions for devices, such as vehicles, with internal combustion engines equipped with an endless transmission element forming a closed loop around two pulleys.
    The purpose of the invention is to increase efficiency by eliminating the slippage of the transmission element during extreme load changes.
     FIG. Figure 1 shows the hydraulic diagram of the device; figure 2 shows the hydraulic diagram of the clutch control valve.
    The drive device comprises a primary or drive shaft 1, equipped with a stationary 2 and an underlying 3 in the axial direction of the pulleys, which together form the primary pulley. The pulley 3 forms the piston of the cylinder 4, having a cavity 5 in it, and can be displaced axially by supplying or draining fluid through line 6. In addition, there is a secondary or driven shaft 7 also equipped with a stationary 8 and a movable 9 in the axial direction of the pulleys, which together form the secondary pulley. The pulley 9 is integral with the cylinder 10, in which a piston 11 is placed, rigidly connected to the secondary shaft 7 so as to form a cavity 12. Fluid can be fed into the cavity 12 and drained from it along line 13.
    V-belt 14 encircles primary and secondary pulleys. It can be, for example, a reinforced or non-reinforced synthetic drive belt or a metal belt. Due to the axial movement of the tapered pulleys 3 and 9, the working diameters of the belt around these two pulleys can be changed so that the difference in peripheral speeds of the shafts 1 and 7 is varied continuously. The fluid pressure in the cavity 12 leads to the presence of the necessary tension force on the belt 14.
    In addition, the device comprises a liquid pump 15 for pumping and compressing fluid from reservoir 16 through filter 17. To determine the actual gear ratio, there is a rod 18 that abuts the movable pulley 3 through the pad 19, spring loaded with compression spring 20. Depending on the gear ratio, the rod 18 is displaced in the axial direction.
    five
    five
    The device is also provided with a first valve 21, which acts as a bypass valve for controlling the fluid pressure generated by the pump 15, and which is also present in the cavity 12. The valve 21 is provided with an axially movable slide valve 22. As the spool 22 is provided with an expanded portion 23, which is in contact with fluid in the cavity
    24, an increase in pressure causes the spool 22 to move to the left.
    The pressure in the cavity 25 ,. which also determines the position of the spool 22, is controlled by the position of the slide 26 in the first additional valve 27, hydraulically connected via lines 28 and 29, through the second additional valve 30 with the slide 31 installed in it, with lines 32 and 33 of the pumping system. The slider 31 is mechanically coupled through the rod 34 to the element 35, which is rigidly connected to the engine block 36 or is integral with it. In addition, the engine block 36 is attached through a damping element, for example a rubber block 37, to the housing 38, for example a vehicle chassis.
    The spool 22 controlling the pressure of the fluid pumped by the pump 15 also takes into account the frequency of rotation of the shaft 1. In order to determine this frequency, an annular channel 39 is made in the cylinder 4, which is radially damped from the outside and filled with liquid, moving from cavity 5 through channel 40, but filling can also be carried out externally via a separate fluid supply line. By turning the pipe 41, the fluid in the channel 39, rotating with the shaft 1, develops pressure, which is fed through line 42 into the cavity 43, in which the pressure thus depends on the frequency of rotation of the shaft 1.
    The other end of the spool 22 is loaded by a spring 44, which is pressed through the rod 18 and the lever 45, which rotates around the center of the swing 46, depending on the gear ratio.
    The tension of the drive belt 14 is controlled by the pressure of the fluid in the cavity 12 as a function of the drive shaft frequency, gear ratio and engine vacuum supplied through channel 47 (Fig. 2).
    The gear ratio of the unavailable transmission is controlled by a second valve 48, equipped with an axially displaceable auxiliary spool 49. The latter is loaded with fluid pressure in cavity 50, which depends on the frequency of rotation of the shaft 1, and the compression spring, which is pressed displacement in the axial direction under the influence of rotation around the axis 53 of the cam 54, with which the follower element 55 of the driving element 52 is coupled. The cam 54 is mechanically connected to the pedal a seleratora throttle lever or
    therefore, the position of the cam 54 depends on the position of the accelerator pedal or throttle.
    The change in pressure in the cavity 25 5 can also be transmitted along line 56 to the clutch element 57, which is located between the engine 36 and the drive shaft 1.
    Pressure fluctuations in line 56,
    0 caused by movements of the engine block, allows the clutch 57 to operate smoothly, even with a sudden increase or decrease in the torque developed by the engine 36, and also to change the operating pressure of the clutch as a function of engine load (i.e. 36).
    Between line 58 (which is similar to line 56 in Fig. 1) and clutch member 57 a valve 59 with spool 60 is placed. The position of this spool is determined by the variable pressure in cavity 61, which flows along line 58 and is caused by movement of engine block 36. When the spool 60 is displaced, the connection between the injection line 32 and the drainage line 33 opens to a greater or lesser degree. As a result, the operating pressure, initially present in the clutch, varies depending on the movements of the engine block and thus ensures the smooth operation of the clutch.
    The spool 60 is also rigidly connected to the piston 62 and through the spring 63 to the drive element 64. The piston 62 is placed in the cavity 65, the pressure in which supplied through line 66 depends on the speed of the engine (i.e. engine speed, the co-torus is perceived by means similar to that used to determine the frequency of rotation of the drive shaft). The actuator 64 may be axially displaced below
    five
    0
    ten
    15
    ka 49 (fig, 1) the force of the spring 51 is equal to the force exerted by the fluid in the cavity 52 on the auxiliary slide 49. The force of the spring 51, i.e. the position of the cam 54 corresponds to this part of the rotation, i.e. this fluid pressure in the cavity 56.
    When the output speed, i.e. the rotational speed of the driven shaft 7 increases with the cam 54 being unchanged, i.e. with the external control signal unchanged, the transmission switches to a lower gear ratio (i.e. higher gear), since a proportional increase in the frequency of rotation of the drive shaft 1 results in an increase in fluid pressure in the cavity 56. This increase in pressure causes the secondary spool 49 move to the left, so the liquid passes into the cavity 5 along the faces of 25 and m 32 and 6. The shift continues until
    until the balance of the secondary valve 49 is restored. However, during this shift, the fluid pressure in the cavity 12 also changes, as the rod 18 is displaced in the axial direction, thereby affecting the valve 21.
    When used as a drive for an internal combustion engine
    20
    the impact is rotated around the center 67 of the cam 68, which acts on the cam follower 69 of the drive element 64. The cam 68 is shown to determine the position of the cam 68. accelerator pedals.
    Using the drive element (Fig. 2), the operation of the clutch can be made dependent on the typical parameters. With proper adjustment of these parameters relative to each other, the connection of the engine with the actuator will be carried out smoothly in the most unfavorable conditions. Element 70, intended for damping movements of the engine 36, consists of a cylinder in which a slider 71 is slidably mounted, moving depending on the pressure supplied along lines 72 and 73. The slider 71 is connected to the element 35 of the shafts 74 and 75.
    The device operates as follows.
    The movement of the engine block 36, element 35 and rod 34 causes (Slider 31 is shifted. Depending on this shift, the pressure pumped by pump 15 will shift slider 26 to the right or left. As a result, the pressure in cavity 25 tends to depend on the direction in which the slider moves 31. i.e. from direction in which
    ™ hr: L, r. „Г„ г- ::.,.
    body 36. The change in pressure in cavity 25 affects the movement of spool 22 so that the more
    thirty
    a mechanism such as a continuously variable transmission, especially on vehicles. If such a promeka / orazom, revere than 1lig. ---- g. . . "" - ".,
    with "e, .sh, e-block,", "ga.el, 36,. en 5 sl-40: G. f Lxo
    Above the shear force between the pulleys and 9. An increased shear force is necessary temporarily in the event that a sudden increase in the torque generated by the engine occurs, for example, when the vehicle accelerates sharply.
    The gear ratio control is carried out in the following manner.
    As long as the transmission has a certain gear ratio (not the highest and not the lowest, when one of the pulleys 3 and 9 moving in the ds direction is pore), the auxiliary spool 49 is in an equilibrium position, in which the cavity 5 does not enter the bone does not merge from it. In this position, the auxiliary fluid pressure to the pressure originating from one source, this means can also be adapted to regulate the pressure 45 of the fluid in the intermediate mechanism, so that smooth coupling and disengagement with the actuator can be obtained depending on the load. This smooth engagement and disengagement in transmissions is particularly important for vehicles.
    Thus, the proposed device can also be successfully applied in systems using not stepless variators, but more or less conventional transmissions, for example gearboxes with manual gear shifting. In all cases, such a clutch assembly must be regulated.
    50
    65
    ten
    15
    454242
    ka 49 (fig, 1) the force of the spring 51 is equal to the force exerted by the fluid in the cavity 52 on the auxiliary slide 49. The force of the spring 51, i.e. the position of the cam 54 corresponds to this part of the rotation, i.e. this fluid pressure in the cavity 56.
    When the output speed, i.e. the rotational speed of the driven shaft 7 increases with the cam 54 being unchanged, i.e. with the external control signal unchanged, the transmission switches to a lower gear ratio (i.e. higher gear), since a proportional increase in the frequency of rotation of the drive shaft 1 results in an increase in fluid pressure in the cavity 56. This increase in pressure causes the secondary spool 49 move to the left, so the liquid passes into the cavity 5 along the faces of 25 and m 32 and 6. The shift continues until
    until the balance of the secondary valve 49 is restored. However, during this shift, the fluid pressure in the cavity 12 also changes, as the rod 18 is displaced in the axial direction, thereby affecting the valve 21.
    When used as a drive for an internal combustion engine
    20
    .
    ) 2
    n
    thirty
    „Г„ г- ::.,.
    a mechanism such as a continuously variable transmission, especially on vehicles. If such a fault is ---- g. . . "" - ".,
    : G. f Lxo
    the gift of fluid pressure originating from the same source, this means can also be adapted to regulate the fluid pressure in the intermediate mechanism, so that smooth coupling and disengagement with the actuator depending on the load can be obtained. This smooth engagement and disengagement in transmissions is particularly important for vehicles.
    Thus, the proposed device can also be successfully applied in systems using not stepless variators, but more or less conventional transmissions, for example gearboxes with manual gear shifting. In all cases, such a clutch assembly must be regulated.
    To prevent the vehicle from crawling when it is deregulated.
    权利要求:
    Claims (6)
    [1]
    1. An input device comprising an internal combustion engine and a continuously variable transmission connected to the engine and having an infinite transmission element forming a loop encompassing the drive pulley and the driven pulley, in each of which there is a groove between the conical halves of each pulley, and at least one half of each pulley is movably mounted on the corresponding shaft in the axial direction, and a control system including a source of pressure of the working fluid, the pressure pipe of which is rolinia communicates with the cylinder cavity of the driven pulley and with the inlet of the first control valve including a movable control spool connected to the engine speed sensor, a second control valve through which the output of the first valve is connected with the cylinder cavity of the driving pulley, the second The control valve includes a movable spool that is associated with an engine speed sensor, characterized in that, in order to increase efficiency by eliminating slippage element under extreme load changes, the control unit is equipped with at least one additional valve, equipped with a movable valve mounted in the hydraulic line, which informs the pressure line of the working fluid pressure source with the first control valve while rigidly connecting the valve - a gate or with a structural element rigidly connected with the engine block.

    [2]
    2. The device according to claim 1, characterized in that it is provided with another additional controller.
     a valve with a movable slide valve, which is suspended in the hydroline, which communicates the pressure line of the source of pressure of the working fluid with the first additional valve;
    0, the control cavities of the other additional valve are connected to the output of the additional valve, the valve of which is connected to the engine block or structural element,
    5 attached to the engine block.
    [3]
    3. The device according to claim 1, characterized in that it is additionally equipped with a hydraulic clutch control device, including a control valve installed in the hydraulic line between the working fluid pressure source and the hydraulic clutch, which spool is connected to the engine block or attached to him a structural element.
    [4]
    4. The device according to claim 3, characterized in that it is provided
    0 an additional control valve installed in the hydroline between the control valve and the coupling, the control cavities of which are communicated with the codes of the control valve.
    [5]
    5. The device according to claim 3, wherein the first control valve is additionally communicated with the hydraulic clutch control device, while the piston of the first control valve is complete with the ability to interact with the accelerator pedal engine
    [6]
    6. The device according to PP. 3-5, characterized in that it is additionally equipped with a hydraulic damping element attached to the engine block, including a valve with a slide valve connected with the engine block and with a moving piston of an additional valve rigidly connected with the engine block or a structural element attached thereto, wherein the valve cavities with the spool are communicated with the cavity of another additional valve.
    65
    Fiyo.2
    类似技术:
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    JP2805548B2|1998-09-30|Control device for belt type continuously variable transmission
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    同族专利:
    公开号 | 公开日
    AU4901385A|1986-05-22|
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    EP0184865B1|1989-04-26|
    DE3569803D1|1989-06-01|
    JPS61119862A|1986-06-07|
    JPH0674838B2|1994-09-21|
    AT42623T|1989-05-15|
    NL8403461A|1986-06-02|
    EP0184865A1|1986-06-18|
    US4735597A|1988-04-05|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    US8914200B2|2009-04-30|2014-12-16|Nissan Motor Co., Ltd.|Controller and control method of belt type continuously variable transmission|
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    US9212742B2|2009-04-30|2015-12-15|Nissan Motor Co., Ltd.|Controller and control method of belt-type continuously variable transmission|US2161670A|1937-08-12|1939-06-06|Wagner Electric Corp|Clutch chatter eliminator|
    DE1149251B|1962-01-16|1963-05-22|Paul Hammelmann|Load-dependent tensioning and adjusting device for the drive of pressure generators through sleeve and friction drives|
    DE1455865A1|1965-03-10|1969-06-19|Piv Antrieb Reimers Kg Werner|Device for changing the adjustment speed for use in vehicles, hydraulically controlled, continuously variable transmissions|
    NL175096C|1974-11-15|1984-09-17|Doornes Transmissie Bv|VARIABLE VARIABLE TRANSMISSION TRANSMISSION WITH HYDRAULIC PRESSURE CONTROL OF THE SIDE PRESSURE ON THE BELT OR BELT.|
    NL162183C|1976-02-09|1980-04-15|Doornes Transmissie Bv|INFLATABLE VARIABLE DRIVE.|
    NL165821C|1976-02-09|1981-05-15|Doornes Transmissie Bv|INFLATABLE VARIABLE TRANSMISSION.|
    NL168038B|1978-05-03|1981-09-16|Doornes Transmissie Bv|APPARATUS FOR CONTROLLING THE TRANSMISSION RATIO OF A VARIABLE TRANSMISSION OF A MOTOR VEHICLE.|
    NL166768C|1978-07-14|1981-09-15|Doornes Transmissie Bv|DRIVES, PARTICULARLY FOR A MOTOR VEHICLE.|
    NL7811192A|1978-11-13|1980-05-16|Doornes Transmissie Bv|METHOD AND APPARATUS FOR CONTROLLING A VARIABLY TRANSMISSION OF A MOTOR VEHICLE.|
    NL7811860A|1978-12-05|1980-06-09|Doornes Transmissie Bv|HYDRAULICALLY OPERATED CLUTCH.|
    US4387608A|1979-09-12|1983-06-14|Robert Bosch Gmbh|Electronic control for a stepless vehicle transmission using a control member response to dynamic pressure|
    NL7907714A|1979-10-19|1981-04-22|Doornes Transmissie Bv|METHOD AND APPARATUS FOR CONTROLLING A VARIABLE TRANSMISSION.|
    JPS628328B2|1981-03-11|1987-02-21|Honda Motor Co Ltd|
    EP0061736A3|1981-03-28|1985-01-09|Nissan Motor Co., Ltd.|Continuously variable v-belt transmission including hydrodynamic transmission unit with lock-up means|
    JPS6342146B2|1981-03-28|1988-08-22|Nissan Motor|
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    GB2138895B|1983-04-29|1987-04-15|Aisin Warner|Pressure regulating system for use in an automatic transmission|
    DE3702282A1|1987-01-27|1988-08-04|Bayer Ag|2-CYAN-2-OXIMINO ACETAMIDE|JPS63279938A|1987-05-12|1988-11-17|Fuji Heavy Ind Ltd|Oil pressure control device for non-stage transmission|
    NL9000075A|1990-01-11|1991-08-01|Doornes Transmissie Bv|METHOD FOR CONTROLLING THE VOLTAGE IN A CONTINUOUSLY VARIABLE TRANSMISSION.|
    US5256109A|1990-06-13|1993-10-26|Zf Friedrichshafen Ag|Drive device|
    US5184981A|1991-01-07|1993-02-09|Wittke Ernest C|Cam loaded continuously variable transmission|
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    NL9100391A|1991-03-05|1992-10-01|Doornes Transmissie Bv|CONTINUOUSLY VARIABLE TRANSMISSION WITH ADJUSTABLE PUMP.|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    NL8403461A|NL8403461A|1984-11-13|1984-11-13|INFLATABLE VARIABLE TRANSMISSION.|
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