Stepless transmission control system

FIELD: motor car construction.

SUBSTANCE: transmission comprises variator 10 and throw-over gear including step-down clutch CL and step-up clutch CH. Throwing in step-down clutch to set transmission to step-down conditions. Throwing in step-up clutch moves transmission to step-up conditions. Control system comprises control part (for example, handle) to be displaced by driver along control path from low gear ratio end to high gear ratio end. Besides, said system comprises set-down clutch control device to throw in step-down clutch when control device is located between low gear end and transitional point of step-down clutch and to throw out step-down clutch when said control device is located between said transitional point of step-down clutch and high gear end. Besides, said system comprises set-up clutch control device to throw out step-up clutch when control device is located between down clutch when said control device is located between said transitional point of step-up clutch and high gear end.

EFFECT: simplified variator control device.

15 cl, 8 dwg

 

The present invention relates to the management of multi-mode continuously variable transmission ("CVT").

Continuously variable transmission generally includes a variator. The word "variable" is used herein to refer to a device that has a rotary input and rotary output and which transmits motion from one element to another gear ratio (the ratio of velocity to the velocity at the entrance), which can be infinitely adjusted. Many, if not all, of the variators have some movable part of the torque transmission, which is involved in the transmission of the movement and position of which corresponds to the transmission number of the variator. In the case of the variator well-known type with toroidal raceways and roller clutch rollers serve as the moving parts of the torque transmission. The rollers transmit motion from one raceway with toroidal recess to the other, and their movement causes a change in the tilt of the roller, which is connected with the change of the gear ratio of the variator. To the moving parts of the torque transmission force is applied to influence its position and, thus, to influence the gear ratio of the variator. Thus controls the variator.

Continuously variable transmission often include a certain device because of the coupling (which in some examples may simply be made in the form of brakes) to select between two or more modes, expanding the available range of gear ratios.

Management continuously variable transmission usually occurs by means of a sophisticated electronic controller.

The present invention is to develop a simple system for providing coordinated control mode and a transmission ratio of the variator in a continuously variable transmission.

According to the first object of the invention management system is designed continuously variable transmission containing the variator, clutch down mode to selectively enable the reduction mode, the gearbox and clutch Overdrive mode to selectively enable boost mode transmission, the system includes a driving part that is moved by the user along the control path from the end of the low gear ratios for high end gear ratio, the position of which determines the gear ratio of the variator and the gear ratio of the gearbox, the control device coupling the reduction mode, which includes depressing the clutch when the control part is located between the end of the low gear ratio of its path and the transition point of the reduction of the clutch, and which disables depressing the clutch when the control part is located between the transition point of the reduction of the clutch and the high end is who is the ratio of the number of its path, and the control unit coupling step-up mode, which disables Overdrive clutch when the control part is between the low end gear ratio its way and the transition point increases clutch, and which includes increasing the clutch, when the control part is located between the transition point increases adhesion and high end gear his way.

Preferably as the transition point of the reduction of the clutch, and the transition point increases clutch are the control points of the path corresponding to the simultaneous transmission number of the variable.

Preferably the transition point increases clutch is closer to the low end of the gear ratio control path than the transition point of the reduction of the clutch, so that when the control part is located between the transition points, both clutch is enabled.

Preferably the transition point reducing coupling and the transition point increases grip the same.

Preferably, the system contains convertor, which converts the position of the driving part in the mechanical signal representing the desired gear ratio of the variator.

Preferably convertor includes a Cam surface and a servo element, the position of which forms a mechanical signal.

Preferred the nutrient profile of the Cam surface designed when the control part is moved from the end of the low gear ratios for high end gear ratio its control path, the witness element moves the Cam surface first in one direction and then in the opposite direction.

Preferably the change of direction of motion tracking element occurs when the witness element is in the position corresponding to the transmission number-neutral variable.

Preferably the mechanical signal representing the desired gear ratio of the variator connected to the comparator, which also receives mechanical signal representing the actual gear ratio of the variator, and which provides a mechanical signal representing an error of the gear ratio of the variator.

Preferably, the comparator includes a rod that is attached at the first point to the tracking element and the second point to the connection with the rollers of the variator, and a mechanical signal is transmitted through the connection to the rod between the first and second points.

Preferably the comparator controls the regulating valve gear, made with the possibility of application of the hydraulic control pressure to the variator.

Preferably, the control part movable in the first direction from the change gear ratio of the variator and the second direction to change States of the clutches raising and lowering mode.

Preferably, the control path is:

(a) the first part, going from the low end of the gear ratio of the stroke of the driving part and along the first direction,

(b) the second part along the second direction, and

(c) the third part along the first direction,

so moving the driving part from the end of the low gear ratio towards high end gear ratio causes moving him along the second portion to change the status of the valves and run, thus changing the mode.

Preferably the system includes at least one valve having a driven connection with the management item, that its state is changed by moving the driving part along the second direction, and the valve controls the hydraulic pressure supplied to at least one of the clutches.

According to the second object of the invention is created continuously variable transmission containing a driving part, which is moved by the operator to establish the desired gear ratio, conversor containing the Cam surface and the witness element, movable relative to the Cam surface by the driving part, the variable that contains at least one roller located between a pair of polythoridae ug is ubiennyh of raceways for transmitting motion from one raceway to another, moreover, the roller is made movable with the ability to regulate the relationship of the speed of one raceway to another, the hydraulic actuator having a driving connection with the roller for controlling its position, mechanical comparator having a first input part having a driven connection with the roller to move in accordance with it, (b) the second input part having a driven connection with a witness element to move in accordance with it, and (C) an output part having a control connection with valve control ratio, and the output part is determined by the relative positions of the two input parts, with control valve gear is arranged to control the application of hydraulic pressure to the hydraulic actuator, whereby the difference between the position of the roller and the desired gear ratio of the gearbox causes the application of hydraulic pressure to the roller to move to provide the desired gear ratio of the variator, characterized in that the holding part is movable in the first direction to change the gear ratio of the variator and the second direction to change States of the clutches raising and lowering mode, while the control path is:

(a) the first part,going from the low end of the gear ratio of the stroke of the driving part and along the first direction,

(b) the second part along the second direction, and

(c) the third part along the first direction,

so moving the driving part from the end of the low gear ratio towards high end gear ratio causes moving him along the second portion to change the status of the valves and run, thus changing the mode.

Specific embodiments of the present invention will be described hereinafter as an example with reference to the accompanying drawings, on which:

Figa and 1b is a simplified illustration of the variator, suitable for use in the implementation of the present invention, and figa some components omitted for simplification and shows the view along the radial direction, and fig.1b shown

type in the future;

Figa and 2b is a simplified illustration of a continuously variable transmission, suitable for use in implementing the present invention;

Figa is a schematic illustration of a control system of the variable-speed drive according to the present invention;

Fig.3b and 3C - valves to control the system in two different States;

Fig.3d and 3rd valve neutral shutdown of the system in different States; and

4 is a more detailed illustration of the valve control gear and associated components of the system

On figa and 1b shows the variator 10 well-known type with toroidal raceways and roller clutch. The present invention was developed in connection with a continuously variable transmission that uses this type of variator, which is particularly well suited for this purpose, although, in principle, can be used with the variator of other types.

The regulator 10 includes a coaxially mounted input and output paths 12, 14, 12', 14' rolling, adjacent surfaces 6, 8 of which polythoridae deepened and form a generally toroidal recesses 16, 16'containing the moving parts of the torque transmission in the form of rollers 18, 18'. The regulator usually has two or three such roller located around each of the recesses 16, 16' through the circular intervals. Each roller runs on the surfaces 6, 8 of the respective tracks 12, 14 of the rolling elements and, thus, serves to transmit movement from one track to another. The roller 18 can move forward and backward along a circular direction around a common axis 20 of the track 12, 14 rolling. He can also make a precessional motion. That is, the axis of the roller can be rotated by changing the inclination of the roller axis to the axis of the disk. In the depicted example, these movements provided through the installation with the possibility of rotation of the roller 18 in the holder 22 attached by a rod 24 to the piston 26 of the actuator 28. Line 19 from the center on the šnē 26 to the center of the roller 18 forms the axis of precession, around which can turn the entire site. The result of the precessional motion of the roller is the change in the radius of the trajectory, a cross-country roller around the tracks 12, 14 rolling and, therefore, the change of the gear ratio of the variator.

It should be noted that in this example, the axis 19 of the precession is not located exactly in the plane perpendicular to the common axis 20, but instead is inclined to this plane. The angle on the drawing marked "SA" and is known as the longitudinal angle of inclination of the axis of rotation. As the roller moves forward and backward, it follows a circular trajectory centered on the common axis 20. In addition, the tracks 12, 14 rolling on the roller creates a torque which tends to hold it on such a slope, in which the roller axis intersects the common axis 20. This is the intersection of the axes may be retained despite the movement of the roller forward and backward along its circular path by the current factor of the longitudinal inclination of the axis of rotation. As the roller moves along its trajectory, it also rotates under the action of the balls, forcing him to make a precessional movement so as to hold the intersection of the axes. As a result, the position of the roller along its trajectory corresponds to a tilt of the roller and, therefore, defined before the exact number of the variable.

The actuator 28 receives opposing pressure hydraulic fluid via a supply line S1, S2. The force created thereby, the actuator 28, the pressing roller along its circular path around a common axis 20 and in equilibrium balanced forces applied to the roller tracks 12, 14 rolling. Force applied raceways, proportional to the amount of torque supplied from the outside to the raceways of the variator. This amount is the input torque of the CVT plus the output torque of the variator is effective torque, which should counteract the mounting of the variator, and is referred to as the reactive torque.

On figa and 2b is illustrated in very simplified form one example of a dual-mode transmission, suitable for implementing the present invention. Many different types of multi-mode continuously variable transmission known in the art, and many of them can be used when implementing the present invention. Therefore, despite the fact that will be described structural details of the transmission, should not be seen as limiting the scope of invention.

In the drawings, the source of rotational energy, formed in this example in the form of an internal combustion engine, identified as ENG and drive the t in the movement of the track 12, 12' rolling variator 10. The transmission has a "shunt" - planetary gear E, which has been leading PC connected to the engine through the transmission gear G, and the sun gear S is connected to the output paths 14, 14' rolling of the variator. In the depicted embodiment, this connection is made through the chain of SLEEP, while in other transmissions commonly used coaxial power takeoff from the output of the variator. Planetary gear R, mounted on the carrier PC, drive the output gear and mesh with the sun gear S. the Drive wheels of the vehicle are marked W.

Shows the transmission can operate in raising and panyhose modes that are included by means of clutches WithHand CLstep-up and step-down mode. When the clutch WithLa step-down mode, the output gear And shunt E is attached to the wheels of the vehicle. It should be noted that the speed of the output gear And is determined by the velocities drove PC (the speed at which the speed of the engine)and the sun gear S (the speed of which varies depending on the gear ratio of the variator). At a certain transmission including a variator ("gear ratio transmission is in neutral") these speeds nullify each other and the output gear And sledovat is Ino, fixed. In this state, the transmission effectively provides variable speed reduction, its output is fixed, despite the fact that it is mechanically attached to the moving engine. This state is denoted as "neutral". Only by adjusting the gear ratio of the CVT, while the transmission is in panyhose mode can be obtained in the range of gear ratios the gearbox on each side of the transmission is in neutral, providing both forward and reverse travel of the vehicle.

Disconnect clutchLthe reduction mode and the inclusion of coupling With aHmultiplying mode puts the transmission in Overdrive mode, making available an increased range of gear ratios forward course. In this state, only the components shown in fig.2b are on the path of power flow between the engine and the wheels. The output of the variator connected to the wheel W via the PTO SLEEP and coupling WithHstep-up mode. Neutral gear is not available in boost mode.

The relationship between the gear ratio of the variator and the gear ratio of the gearbox (speed ratio at the output of the transmission speed transmission) is different in the two modes. In boost mode, the magnification ratio of the number of variations is ora increase the overall gear ratio of the transmission. In panyhose mode to increase the transmission ratio of the variator leads to a decrease in the total gear ratio of the transmission. This should be considered when managing the variator.

The gear ratio of gears in the gearbox are selected so that when a transmission including a variator ("synchronous gear ratio"), which is one of the range of the gear ratio of the variator, a result of both increasing and decreasing mode is the same gear ratio of the transmission. Mode changes can smoothly be performed in synchronous transmission, because the switch does not change the gear ratio provided by the transmission as a whole.

Control system embodying the present invention will now be described with reference to figure 3. The control system is used to perform the coordinated control of (a) hydraulic control pressures supplied to the variator and, consequently, the gear ratio of the variator and (b) hydraulic control pressure supplied to the clutches WithHand CLstep-up and step-down mode.

The main control of the driver is formed of a managed user-item 50, which in this embodiment is formed as a handle and the AK will be referred to hereinafter, although it may have other forms. Arm 50 is movable longitudinally around the first axis 52 perpendicular to the plane of the paper in figure 3, and transversely around the second axis 54 lying in the plane of the paper. The terms "longitudinal" "transverse" will be used with reference to the handle for convenience only and do not necessarily reflect the direction of movement of the arm relative to the vehicle. The handle 50 is limited by coupling with a profiled groove 56 in the guide plate 58. The groove has a first passing longitudinally part, which will be designated as area 60 of the reduction mode, and the second passing of the longitudinal portion, which is designated as zone 62 step-up mode, and zone, passing longitudinally from the zone of the reduction mode to the zone of step-up mode, which will be designated as the connecting rod 64. Also in the middle zone of the reduction mode is transverse branch, designated as a neutral zone 66.

Moving the handle 50, the driver performs the management of the variator 10 and clutches WithHand CL. In the present embodiment, the driver may have any ratio in the range gearbox, including neutral by simply moving the handle 50.

However, the system also has a user-driven control to turn what begins the moment, formed in the present invention in the form of a pedal 68-off point. Again, this control may have other forms, for example a lever, operated by hand. The function of the pedal 68-off point is similar to the function of the clutch pedal in the car. Driving it, the user effectively decouples the output of the gearbox and the engine, allowing it to rotate freely. The way in which this is achieved will be described next.

The gear ratio of the variator and the gear ratio provided by the transmission as a whole, is regulated by moving the handle 50 in the longitudinal direction. The handle 50 is in its rearmost position 70 causes the variator to move to its highest available gear ratio and by the action of the shunt gear described above, and with the included gripLa step-down mode causes the transmission as a whole to move to its maximum available reverse gear. Therefore, the vehicle is forced to move backwards. If the handle 50 is moved forward, it reduces the gear ratio of the variator and, thus, lowers the gear ratio reverse the whole gearbox. When the lever 50 reaches the neutral zone 66 (the position in which it is shown in figure 3), the transmission goes into neutral the reduction gear, that is, its output is fixed as the vehicle. Moving forward arm 50 along the zone 60 step-down mode makes the gear ratio of the variator continue to fall and gearbox to provide a gear ratio forward stroke, which increases as long as the lever 50 reaches the scenes 64, where the gear ratio of the variator is minimal (that is synchronous gear ratio, as explained above), and the gear ratio forward stroke gearbox is the maximum available in panyhose mode.

For further forward movement of the handle 50, it must be moved through the connecting rod 64. This causes the transmission to undergo a change of mode from down upward, as will be explained later.

As the handle is then moved forward along the zone 62 step-up mode, it causes the gear ratio of the variator to increase and now when the clutch WithHstep-up mode and is off the clutch WithLa step-down mode makes the gear ratio of the entire transmission to increase until, until it reaches the maximum transmission forward stroke when the handle 50 in the front end 72 of its course.

The mechanism by which the handle 50 controls the variator 10, alleynahjohnston and contains (a) convertor, which converts the position of the handle 50 in a positional signal representing the desired gear ratio of the variator, (b) a comparator that compares the actual gear ratio of the variator with the desired gear ratio of the variator and to create a corresponding corrective signal, and (C) the regulator gear, which receives the correction signal and in response exerting a corrective force to the variator to get him to move to the desired gear ratio. The comparator and the control gear together provide a feedback control variator to get him to go to the value prescribed by conversion. The physical design of these three functional elements will, in turn, described below.

Conversor contains the Cam 78 and witness the roller 80. The Cam 78 is rotated about the first axis 52 when the handle 50 is moved in the longitudinal direction, and witness the roller, thus displaced. The position of the tracking roller 80 forms a mechanical signal representing a desired gear ratio of the variator.

Using conversor necessary because the relationship between the position of the arm and the desired gear ratio of the variator is different in the two modes, as explained above. In panyhose mode moved the e forward arm 50 lowers the gear ratio of the variator. In boost mode, the forward arm 50 increases the gear ratio of the variator. Figure 3 the handle 50 is shown in dashed lines in four positions A-D. the Positions a and D of the handle respectively represent the maximum gear ratio reverse gear box (panyhose mode) and the maximum gear ratio front turn gearbox (Overdrive mode). Both require that the regulator had its maximum gear ratio, and, consequently, the corresponding radii of the Cam a and d are the same. In the shown embodiment, has a minimum radius of the Cam. The position of the lever corresponds to the neutral, and the radius of the Cam is selected for providing the gear ratio of the variator in neutral. The position of the arm is achieved when the handle 50 is in the wings and the variator has its synchronous gear ratio, that is, its minimum available value. The radius R of the Cam is selected to ensure this is the maximum radius of the Cam in this example.

The comparator in this embodiment, is a simple mechanical device, and, again, a professional will be able to devise numerous other devices suitable for this purpose. You can use the rod 82 of the comparator, the first end of which join the Nene to the tracking roller 80 and a second end which is attached to the rollers (shown schematically and indicated by the reference position 84 figure 3) of the variator 10. In the shown example, the accession of the tracking roller 80 to the rod of the comparator is carried out by means of a bent lever 86 having a center of rotation, indicated by the position 88. One end of this lever bears witness roller 80. The other end is connected to the rod 82 of the comparator wire connection 90. Spring 92 holds the wire connection 90 taut and also serves to preload the witness roller 80 to the fist 78. The middle point of the rod 94 of the comparator connected to the regulator gear ratio, which in this embodiment is made in the form of a valve 96 regulation of the transmission ratio.

Figure 4 shows the valve 96 regulation of the transmission ratio, the spool of which is connected through the rod 98 with the middle point of the rod 94 of the comparator. The inlet channel 100 of the valve 96 of the control gear connected to the pump 102 and is provided with fluid under pressure. Output port 104 leading into the crankcase 106 gearbox. The input channels 108 and 110 are relevant highways S1 and S2 and, thus, to the opposite sides of the piston 26 that control the variator rollers (in this respect see again figure 1). The valve has an intermediate position in which it closes all channels, the feeding position S1, in which the line S1 is connected to the pump 102 and the line S2 is released into the crankcase 106, and the position under the Chi S2, in which supply line S2 is under pressure from the pump 102, while the line S1 is released into the crankcase 106. The valve is proportional. That is, the degree of opening of the channels varies continuously with the position of its spool.

Imagine what would happen if there is a mismatch between (a) the ratio prescribed by the user by means of the handle 50 and convertor, and (b) the actual gear ratio of the variator. Suppose, for example, that the discrepancy arises from the fact that the arm 50 moves (it can also occur because the gear ratio is slightly deviates from the desired value) in such a way that causes the first end of the rod 82 of the comparator move to the right, as shown. If we assume that the second end of the rod 82 of the comparator is fixed, then the midpoint of the rod should also move to the right, causing the control valve 96 regulation of the transmission ratio. Thus, the pressure in S1 and S2 are governed, in an effort to bring the gear ratio of the variator to the desired value, resulting in a leftward displacement of the second end of the rod comparator until then, until you reach the desired gear ratio and the valve 96 adjusting the gear ratio will not restore their midpoints. Rez is litecom is providing management with feedback ratio of the variator.

The control system variable should control the actuation of clutches WithHand CLthe gearbox. Namely:

i. while the handle 50 is in the area 60 of the reduction mode and the user has not disabled the gearbox, clutch WithLa step-down mode must be enabled and the coupling With aHstep-up mode must be turned off;

ii. while the handle 50 is in the zone 62 step-up mode and the user has not disabled the gearbox, clutch WithHstep-up mode must be enabled and the clutch CLa step-down mode must be turned off;

iii. as the transmission passes through the synchronous gear ratio should be controlled transition from including clutch down mode to turn on the clutch Overdrive mode, or Vice versa.

In the embodiment shown in figure 3, there is a point in the movement of the handle 50, is designated as the transition point reducing coupling (LCTP), the movement through which causes the state of the reduction of the clutch to change from on to off when the handle is moved forward, and from off to on, when the handle is moved back. Also the handle has a transition point Overdrive clutch (NCTR), the movement through which forces the state promoting the th clutch to change from off to on, when the handle is moved forward, and from on to off when the handle is moved back. As LCTP and NBC are the provisions of the handle corresponding to the neutral gear. They are, in principle, could be the same so that the two clutch changed state at the same time, although in the present embodiment, LCTP is in a more forward position of the handle than NBC. Therefore, the oncoming clutch is activated before the previous clutch off. This is possible because the mode change occurs when simultaneous transmission number.

In the shown embodiment, the mode change occurs, when the handle 50 is moved through the connecting rod 64. As a result, the driver is warned that there is a change of regime that may be desirable. The transverse position of the arm 50 controls the clutch by means of the valves 112, 114 raising and lowering of the clutch, the spool of which is attached to the arm 50 and is moved by means of its transverse movement.

Each of the valves 112, 114 step-up and step-down clutch has a feed channel 116N, 116Lclutch, leading to the corresponding coupling With aHand CL, the outlet channel 118H, 118Lclutch, leading to the sump 106 and the inlet channel 120H, 120sub> Lconnected with a pump (which may be the same pump 102 that is used for supplying the control pressure of the variable-speed drive) for supplying hydraulic fluid under pressure.

When the transmission is in Overdrive mode, the handle 50 is in the zone 62 step-up mode and, consequently, in the transverse position visible on fig.3b. Coupling With aLa step-down mode is released through the valve 114 reducing coupling, coupling With aHboost mode is pressure through the valve 112 Overdrive clutch, and thus included only grip WithHstep-up mode. When the transmission is in panyhose mode, the handle 50 is in the area 60 of the reduction mode and, consequently, in the transverse position visible on figs. Grip-enhancing mode is released. Grip reduction regime is under pressure and, thus, are included. Transverse movement of the handle 50, required for a transition from one state to another may be made only when the arm is in the wings 64 and transmission, thus, has a synchronous gear ratio.

In an ordinary car with a manual transmission for the driver is provided by the clutch pedal hydraulically connected to the clutch connecting the engine and gearbox so about the time, what you depress the clutch disconnects the engine and allow the vehicle to roll freely. The pedal 68-off point fulfils in part the same function, although it works otherwise.

In the transmission type shown in figure 2, there are in principle two ways operative disconnection of the vehicle wheels from the engine. The first is to disable both clutchesHWithL. The second is the release of pressure in the supply lines S1 and S2. When this pressure is released, the piston 26 is unable to apply any force to the rollers 18 variable (in this respect see figure 1). Therefore, the variator 10 then can not support reactive torque. In this state, the regulator automatically switches on the gear ratio determined by the relative speeds of the engine and wheels of the vehicle. Wheel is not physically disconnected from the engine, but can freely rotate, because the regulator cannot attach point. This way of working will be identified as "off the reactive moment."

Figure 3 shows the valve 124 disable the reactive torque, which represents a proportional valve, controlled by the user by means of mechanical connection to the element 68 control off time. The valve 124 off jet PTO is the work in connection with the locking valve 126, the valve which is exposed to the control pressure derived from the juxtaposition of CLa step-down mode, as shown by the arrow 128.

When the transmission is in panyhose mode, the locking valve 126, thus, is supported in a state in which it connects the channels a and b of valve 124 disable reactive moment. Channels C and d of valve 124 disable torque reaction respectively connected to the supply lines S1 and S2. While the transmission is in panyhose mode, the actuation driver pedal 68-off point opens the valve 124 disable torque reaction and provides the passage between the input pressure lines S1 and S2. When this valve is fully open, the pressure in S1 and S2, at least essentially equalized, which provides a mute function of the reactive moment. Can be maintained at a certain pressure difference, providing some degree of "moment of slow motion". The valve 124 disable the reactive torque is proportional valve, so that the driver can partially depress the pedal 68-off point for establishing an intermediate level of torque to the wheels as well as with the usual operation of the clutch.

The driver is familiar with a manual transmission may make transport is the main means to stop by pressing on the pedal 68-off point and actuating the brakes. This does not create difficulties, provided that the transmission is in panyhose mode. When the vehicle is stopped, the transmission is placed into the condition of the transmission is in neutral. However, if the vehicle is in Overdrive mode, disabling the reactive torque of the variator will not allow the driver to stop the vehicle, so as a step-up mode does not state transmission is in neutral. In other words, the variator reaches the end of its range gear ratio before the vehicle will stop.

In boost mode, the locking valve 126 rosoideae channels a and b of valve 124 disable the reactive torque, making this valve inoperative. Thus, disabling reactive since it is impossible in Overdrive mode. Instead, the off time is provided with control clutchHstep-up mode. In this regard it should be noted that the output pressure of the valve 112 Overdrive clutch is not connected directly to the clutch Overdrive mode, but instead leads to a modulation valve 130 Overdrive clutch, which, in turn, is controlled by a mechanical connection to the pedal 68-off point, and clicking on that leads to the release of the clutch Overdrive mode in the crankcase. SL is therefore by pressing the pedal 68, the user disconnects the clutch WithHstep-up mode and thus disconnects the engine from the wheels.

You do not have to use the pedal off time in order to stop the vehicle. It can, alternatively, use the handle 50 to move the transmission to neutral, which in the present embodiment, can be performed easily and simply by moving the arm of the cross in neutral zone 66. However, if the position of the arm, prescribed in neutral zone 66, slightly differs from the position required to achieve the transmission is in neutral (for example, due to slightly inaccurate settings), the result can be, in principle, the unintended application of a large torque to the wheels of the vehicle. In order to avoid any such difficulties depicts a system configured to deactivate the reactive torque of the variator, when the handle 50 is moved into the neutral zone 66. This is achieved through the use of valve 132 neutral disconnect with the appropriate channels connected to the supply lines S1 and S2. As confirmed by a study of figure 3, 3d and 3E, while arm 50 is in either of its zones "movement": area 62 polysoude the on mode, area 60 of the reduction mode and the connecting rod 64, the valve 132 neutral disconnect closes the mentioned channels and does not affect the operation of a transmission. When the handle 50 is moved into the neutral zone 66, these channels are opened to release the pickup routes S1 and S2, by removing the reactive torque of the variator.

1. The control system of a continuously variable transmission, containing the variator, clutch down mode to selectively enable the reduction mode, the gearbox and clutch Overdrive mode to selectively enable boost mode transmission, characterized in that it contains a driving part that is moved by the user along the control path from the end of the low gear ratios for high end gear ratio, and the position of which determines the gear ratio of the variator and the gear ratio of the gearbox, the control device coupling the reduction mode, which includes depressing the clutch when the control part is located between the end of the low gear ratio of its path and the transition point of the reduction of the clutch, and which disables depressing the clutch when the control part is located between the transition point of the reduction of coupling and high end gear ratio its path, and the control unit coupling step-up mode, which is about what engages increase grip, when the control part is between the low end gear ratio its way and the transition point increases clutch, and which includes increasing the clutch, when the control part is located between the transition point increases adhesion and high end gear his way.

2. The system according to claim 1, characterized in that as the transition point of the reduction of the clutch, and the transition point increases clutch are the control points of the path corresponding to the simultaneous transmission number of the variable.

3. The system according to claim 1, characterized in that the transition point increases clutch is closer to the low end of the gear ratio control path than the transition point of the reduction of the clutch, so that when the control part is located between the transition points, both clutch is enabled.

4. The system according to claim 1, characterized in that the transition point of the reduction of the clutch and the transition point increases grip the same.

5. The system according to claim 1, characterized in that it contains convertor, which converts the position of the driving part in the mechanical signal representing the desired gear ratio of the variator.

6. The system according to claim 5, characterized in that conversor includes a Cam surface and a servo element, the position of which forms a mechanical signal.

7. Systems is according to claim 6, characterized in that the profile of the Cam surface is shaped so that when the control part is moved from the end of the low gear ratios for high end gear ratio its control path, the witness element moves the Cam surface first in one direction and then in the opposite direction.

8. The system according to claim 7, characterized in that the change of direction of motion tracking element occurs when the witness element is in the position corresponding to the transmission number-neutral variable.

9. System according to any one of pp.5-8, characterized in that the mechanical signal representing the desired gear ratio of the variator connected to the comparator, which also receives mechanical signal representing the actual gear ratio of the variator, and which provides a mechanical signal representing an error of the gear ratio of the variator.

10. The system according to claim 9, wherein the comparator includes a rod that is attached at the first point to the tracking element and the second point to the connection with the rollers of the variator, and a mechanical signal is transmitted through the connection to the rod between the first and second points.

11. The system according to claim 9, wherein the comparator controls the regulating valve gear, the implementation of the military with the possibility of application of the hydraulic control pressure to the variator.

12. System according to any one of claims 1 to 8, 10 or 11, characterized in that the holding part is movable in the first direction to change the gear ratio of the variator and the second direction to change States of the clutches raising and lowering mode.

13. The system of item 12, wherein the control path is:
(a) the first part, going from the low end of the gear ratio of the stroke of the driving part and along the first direction,
(b) the second part along the second direction, and
(c) the third part along the first direction, so that the movement of the driving part from the end of the low gear ratio towards high end gear ratio causes moving him along the second portion to change the status of the valves and run, thus changing the mode.

14. The system of item 12, characterized in that it contains at least one valve having a driven connection with the management item, that its state is changed by moving the driving part along the second direction, and the valve controls the hydraulic pressure supplied to at least one of the clutches.

15. Continuously variable transmission containing a driving part, which is moved by the operator to establish the desired gear ratio, the env is rubbish, containing the Cam surface and the witness element, movable relative to the Cam surface by the driving part, the variable that contains at least one roller located between a pair of polythoridae depth of the raceways for the transmission of motion from one raceway to another, and the roller is made movable with the ability to regulate the relationship of the speed of one raceway to another, the hydraulic actuator having a driving connection with the roller for controlling its position, mechanical comparator having a first input part having a driven connection with the roller to move in accordance with it, (b) the second input item having driven connection with the tracking element to move in accordance with it, and (C) an output part having a control connection with valve control ratio, and the output part is determined by the relative positions of the two input parts, the valve control ratio is arranged to control the application of hydraulic pressure to the hydraulic actuator, whereby the difference between the position of the roller and the desired gear ratio of the gearbox causes the application of hydraulic pressure to the roller to move for both the biscuits desired gear ratio of the variator, characterized in that the holding part is movable in the first direction to change the gear ratio of the variator and the second direction to change States of the clutches raising and lowering mode, while the control path has: (a) the first part, going from the low end of the gear ratio of the stroke of the driving part and along the first direction, (b) the second part along the second direction, and
(C) the third part along the first direction,
so moving the driving part from the end of the low gear ratio towards high end gear ratio causes moving him along the second portion to change the status of the valves and run, thus changing the mode.



 

Same patents:

FIELD: transport.

SUBSTANCE: proposed system comprises solenoids and valves, drives of clutches and synchromeshes. Clutch drives allow actuating multiple torque transmission devices. Synchromesh unit drives allow actuating multiple assembled synchromesh units. Selective actuation of solenoid coils allows pressurised fluid to actuate one of clutch drives and synchromesh unit drives to throw in required gear.

EFFECT: perfected control system.

10 cl, 4 dwg

FIELD: mechanical engineering.

SUBSTANCE: hydraulic variator consists of a hydraulic pump and a hydraulic engine. The hydraulic pump has suction (1) and discharge (2) nozzles of a motionless static stator (3). The stator (3) comprises a concentric rotor (4) lengthwise provided with through channels (5) which has movable plate elements (6) separating suction (7) and discharge (8) cavities. The stator (3) represents a hollow cylinder and provided with a flat rectangular support point (9). The platform (9) of the stator has a volume rectangular window (10) which receives a movable sliding plate (11) of the form of a jack rectangular plate with an internal cylindrical socket (12). This plate (11) is moveable inside the window changing the internal cavity volume between the rotor (4) and the internal socket (12) of the plate (11). Besides, the plate (10) is equipped with a position sensor (17). The hydraulic engine is similar to the hydraulic pump and coupled with the hydraulic pump through the nozzle (2).

EFFECT: increased gear ratio, downsizing, improved dynamic parameters.

5 cl, 7 dwg

FIELD: transport.

SUBSTANCE: proposed control system comprises solenoid coils and valves, clutch drives and synchro units. Clutch drives allow actuating multiple torque transmission devices. Synchro unit drives allow actuating multiple assembled synchro units. Selective actuation of solenoid coils allows pressurised fluid to actuate one of clutch drives and synchro unit drives to throw in required gear.

EFFECT: perfected control system.

17 cl, 3 dwg

FIELD: machine building.

SUBSTANCE: device consists of control part actuated by user for control of ratio (lever (50) and of device of working connection (rollers (18) of control part for regulation of ratio with movable part for transfer of variator torque. The connecting device corresponds to a hydro-mechanical arrangement. When a user actuates control part (50) for regulation of ratio there is regulated ratio of variator. The device also has the appliance for turning torque off (valve (60) actuated by a user for disconnection of the part for regulation of the ratio from the movable part for transfer of torque.

EFFECT: simplification of design.

17 cl, 3 dwg

FIELD: transport.

SUBSTANCE: proposed device comprises p.t.o.-shaft intended for engagement with mechanically driven appliance. Input shaft allows coupling with rotary drive, e.g. engine. Stepless-control transmission 19 is switched between input shaft and drive force transfer shaft and features smoothly controlled gear ratio. Stepless-control transmission is configured to adjust torque and automatically compensate for p.t.o.-shaft rpm variation by changing gear ratio of said shaft.

EFFECT: higher reliability.

17 cl, 6 dwg

FIELD: transport.

SUBSTANCE: proposed stepless transmission features reserve factor with respect to belt slippage caused by belt compression force applied to belt transmission 48 reduced to magnitude lower than or equal to 1.5 due to decreased pressure reception area of hydraulic cylinder 46c on its outlet side.

EFFECT: simplified design allowing belt compression force adjustment.

4 cl, 6 dwg, 1 tbl

FIELD: machine building.

SUBSTANCE: variator transmission consists of input shaft (18), input disk (10) installed on input shaft and rotating with it and output disk (12) facing input disk and coaxially rotating with it. Input and output disks (10, 12) form a toroid cavity between them. In the toroid cavity there are positioned only two rollers; also the first and the second rotating rollers are arranged on the first and the second roller carriages. Facility (34, 36) of end load holds rollers down to contact with the input and output disks for motion transfer. Two roller carriages are mounted on opposite sides from the axis of lever pivot. Pivot axis of the lever travels in one, preset radial direction relative to rotation axis of input and output disks.

EFFECT: simplified and inexpensive variator.

27 cl, 3 dwg

FIELD: transport.

SUBSTANCE: proposed system comprises gearshift element including rod and lever parts, gearshift fork parts, multiple rod elements of gearshift mechanisms jointed to said fork gearshift parts. Lever part move to select and shift gear and gets pressed against selected gearshift ledge element. Every said element comprises a separate tooth-like ledge. Said lever part moves to selection axis and rotates about the latter to exert force in gearshift direction on one side of selected element tooth-like ledge and to exert force in gearshift direction on opposite side.

EFFECT: reduced gearshift time interval.

5 cl, 14 dwg

Building vehicle // 2390679

FIELD: transport engineering.

SUBSTANCE: vehicle consists of motor, of hydraulic pump, of running hydro-motor, of running wheel, of adjustment block, of vehicle speed measurement block. The adjustment block is designed to operate under mode of reduced slipping in the range of low speed, when speed of the vehicle is less or equal to specified speed. This is designed to reduce maximal speed of motor rotation, when speed of the vehicle decreases.

EFFECT: reduced hazard of slipping.

6 cl, 9 dwg

Transmission // 2374532

FIELD: transport.

SUBSTANCE: transmission comprises gear shift element (51) displacing towards gear shift and gear shift selection directions, gear shift lever (40) having a pair of fork parts (41) spaced apart in gear shift direction and gear shift fork (20-23) linked with gear shift lever via gear shifter (30). Aforesaid element (51) is moved to displace one of aforesaid fork parts to wards gear shifting to selectively move gear shift lever to make gear shifting with the help of gear shift fork and gear shifter rod. Aforesaid pair of fork parts (41) is arranged spaced apart towards gear shifting direction.

EFFECT: fast and efficient gear shifting.

4 cl, 7 dwg

FIELD: machine building.

SUBSTANCE: method for stepless variation of motion transfer consists in the fact that even rotary motion at the device inlet of stepless variation of motion transfer is converted into two separate movements of equal module, which are then summed. The even rotary motion will be the result of summing up continuous movements. Transfer ratio between master and slave shafts is controlled with a phase shift of two separate continuous movements. For this purpose upper and lower limits of the resulting even rotary motion are used simultaneously. The device for stepless variation of motion transfer comprises an intermediate shaft (6), gears (23, 35) of which engage with differentials (22) and a gear (34) of a slave shaft (4).

EFFECT: expansion of a range of a transfer ratio of a variator.

2 cl, 14 dwg

FIELD: transport.

SUBSTANCE: set of inventions relates to automotive industry and may be used in power plants for hybrid power plants. In compliance with first second versions, hybrid power plant comprises self-contained power source, flywheel power storage with mechanical p.t.o.-system, and super variator. The latter features twofold power flow separation and comprises two inverter motors. Said inverter motors are engaged via differential unit. The latter comprises three differential mechanisms with input and outputs shafts of aforesaid variator. Self-contained power source represents a storage battery. Inverter motors may be alternatively interconnected via converters and connected to storage battery. In compliance with second version, hybrid power plant comprises, additionally, second self-contained power source built around thermal engine. Shaft of the latter may be engaged with variator input shaft.

EFFECT: efficient power transfer to vehicle propulsor drive.

6 cl, 2 dwg

Automotive gearbox // 2462632

FIELD: transport.

SUBSTANCE: proposed gearbox comprises input and output shafts, three differentials and seven control elements. Every said differential comprises pinion cage, differential pinions, sun and ring gears. Two differentials make main planetary gearbox with sun gears engaged with ring gear of third differential. Pinion cage and sun gear of the latter are engaged via friction couplings with input shaft to make planetary reversing divider with accelerating gearing.

EFFECT: higher performances and efficiency.

2 dwg

FIELD: transport.

SUBSTANCE: proposed gearbox comprises housing 3, input and output shafts 1, 2, variator link 4, kinematic links coupling variator link 4 with differential and matching trains 14, 15. Input element 13 of variator 4 makes input link of gearbox and differential gearbox 14 consisting of two differential mechanisms of forward and reverse modes. Matching gearing 15 is composed of three shafts with, at least, one idle shaft, running in bearings in housing 3 to engage with output links of differential transmission output licks and matching transmission output shaft. In first version, output element 15 of variator link doubles as input element of matching transmission in its first range. In compliance with second version, only output links 16, 17 of differential gearing 14 is introduced in matching transmission.

EFFECT: higher efficiency of gearbox, expanded of gear ratios.

16 cl, 8 dwg

FIELD: machine building.

SUBSTANCE: drive two-stage multi-plane-pinion planetary gearbox comprises input shaft 4, support central wheel 11, two-support planet carrier 6, plane pinions in number corresponding to odd number of said pinions in every stage and arranged in pairs on said carrier 6, and two-support output shaft 19 with output central wheel 12 fitted thereon. Axes of motor rotor 7, input shaft 4, carrier 6 and output shaft 19 are arranged inter-aligned and aligned with shutoff valve spindle travel axis. Stator covers rotor and is secured on the flange of housing 1. Input shaft, pinion carrier and reduction gear output shaft are hollow components. Sums of central wheel teeth in both planetary stages are equal and selected from the range of 200…400. Numbers of second stage central wheels are selected from parameters series.

EFFECT: higher reliability and efficiency, decreased sizes.

12 cl, 2 dwg

Gearbox // 2453751

FIELD: machine building.

SUBSTANCE: notable portion of power is transferred via differential gear and portion of power is transferred via gearbox. The latter incorporates two stepped shafts and two gear inverted-tooth chain to allow power transfer in gearshifting. In direct gear, it is possible to cut off gearbox.

EFFECT: higher efficiency, lower weight and costs.

7 dwg

FIELD: machine building.

SUBSTANCE: proposed adjustable differential gear comprises differential mechanism 5 with its input shaft 4 coupled with motor 1 and another shaft 7 coupled with load, and gear ratio adjustment device made up of friction variator. Gear wheel 6 engages via differential mechanism pinion frame with worm shaft 8 and friction variator disc 9. Aforesaid input shaft 4 is engaged via gearing with friction variator second disc 11. Discs 9, 11 are coupled via roller friction gearing with its case 14 coupled with liner displacement drive15. Worm wheel 5 and worm shaft 8 feature helix angle equal to that of friction there between.

EFFECT: simplified design, higher efficiency and reliability.

2 cl, 2 dwg

Steering device // 2441792

FIELD: transport machinery.

SUBSTANCE: this invention covers crawler-type vehicles. A steering device includes two differentials (1, 2) and auxiliary source of torque (3). Input element (4) of the first differential is connected to the drive. Output elements (5, 6) of the first differential are connected to input elements (8, 9) of the second differential so that the output elements of the second differential rotate in opposite direction. Input element (7) of the second differential is connected to auxiliary source of torque (3).

EFFECT: simplification of design.

1 dwg

Differential // 2429143

FIELD: machine building.

SUBSTANCE: differential consists of power elements, of devices for locking and unlocking kinematic link between power elements and of lock members. As power elements there are used worms and worm gears forming self-braking worm pairs. As devices for locking and unlocking kinematic link between power element there are used controlled gear drives of worms from output shafts. The gear drives have similar gear ratios with worm pairs.

EFFECT: raised reliability of differential.

2 dwg

FIELD: machine building.

SUBSTANCE: drive consists of stepless reversible transmission (1), of control mechanism of drive including differential transmission (4) and matching transmission (5). Differential transmission (4) consists of two differential mechanisms (7, 9) kinematically connected with stepless transmission (1). Carrier (6) is connected with an output link of stepless transmission (1) in first differential mechanism (7). One of central wheels (8) is connected with an input link of stepless transmission (1) in the second differential mechanism (9). Matching transmission (5) periodically connects its shaft with one of its central wheels of first differential mechanism (7) and with the carrier of the second differential mechanism (9). Transmission ratios of tooth pairs formed with a kinematic link of the differential and matching transmissions are made to facilitate coincident by frequency and direction rotation of any two driven links coaxial with a shaft of matching transmission (5) and periodically connected with this shaft.

EFFECT: simplified mechanism of control of transmission and implementation of any known types of variators in structure of drive.

13 cl, 14 dwg

FIELD: transport.

SUBSTANCE: invention discloses planetary variator, combination of reverse variable transmission system comprising these planetary variators, hydraulic system for reverse variable transmission control and method for this hydraulic system regulation.

EFFECT: higher engine efficiency due to lower specific fuel consumption.

12 cl, 13 dwg

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