CN108730445B - Flying block molded line design method, flying block, transmission and vehicle - Google Patents
Flying block molded line design method, flying block, transmission and vehicle Download PDFInfo
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- CN108730445B CN108730445B CN201810663396.6A CN201810663396A CN108730445B CN 108730445 B CN108730445 B CN 108730445B CN 201810663396 A CN201810663396 A CN 201810663396A CN 108730445 B CN108730445 B CN 108730445B
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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
- F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
- F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
- F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
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Abstract
本申请提供一种飞块型线设计方法、飞块、变速器及交通工具，用于解决现有技术中飞块的型线对无极变速器的动力匹配不佳的问题。所述飞块型线设计方法包括：获得飞块系统的轴向力；获得带轮系统的轴向力；根据所述飞块系统的轴向力、所述带轮系统的轴向力和传动比，计算出飞块型线，所述飞块型线表示飞块的轮廓形状。
The present application provides a flying block profile design method, a fly block, a transmission and a vehicle, which are used to solve the problem of poor power matching between the profile line of the fly block and the continuously variable transmission in the prior art. The flying block profile design method includes: obtaining the axial force of the fly block system; obtaining the axial force of the pulley system; according to the axial force of the fly block system, the axial force of the pulley system and the transmission ratio, the flying block profile is calculated, and the flying block profile represents the outline shape of the flying block.
Description
Technical Field
The application relates to the technical field of continuously variable transmissions, in particular to a flyweight molded line design method, a flyweight, a transmission and a vehicle.
Background
At present, in the industry, because a Continuously Variable Transmission (CVT) has the advantages of simple structure, convenience in maintenance, capability of Continuously changing speed and the like, the rubber belt type CVT is widely applied to the industries of vehicles, agricultural machinery and the like, and is most commonly applied to motorcycles, sleigh and all-terrain vehicles. The rubber belt type CVT can achieve better performance only by being well matched with a whole vehicle power system, and particularly the selection of a CVT flying block is very important. At present, the method is universal at home and abroad, different flyweights are selected from the existing flyweight library for experimental test, more ideal flyweights are selected according to test results, and the flyweights are replaced in an experimental mode to obtain expected transmission characteristics. However, in different application cases, the power matching of the molded line of the flyweight to the continuously variable transmission is poor.
Disclosure of Invention
In view of this, the application provides a flyweight molded line design method, a flyweight, a transmission and a vehicle, which are used for solving the problem that the molded line of the flyweight is not well matched with the power of a continuously variable transmission in the prior art.
In order to achieve the above purpose, the embodiments of the present application provide the following technical solutions:
the application provides a flyweight profile design method, which comprises the following steps: obtaining the axial force of the flyweight system; obtaining an axial force of the pulley system; and calculating a flyweight profile according to the axial force of the flyweight system, the axial force of the belt wheel system and the transmission ratio, wherein the flyweight profile represents the contour shape of the flyweight.
Optionally, in an embodiment of the present application, the obtaining an axial force of a flyweight system includes: acquiring a stress geometric relation of the flyweight system; and calculating the axial force of the flyweight system according to the stress geometric relation of the flyweight system.
Optionally, in an embodiment of the present application, the obtaining an axial force of a pulley system includes: obtaining the axial force of a transmission belt at a driving wheel; obtaining the axial force of the transmission belt at the driven wheel; and calculating the axial force of the belt wheel system according to the axial force of the driving belt at the driving wheel and the axial force of the driving belt at the driven wheel.
Optionally, in an embodiment of the present application, the obtaining an axial force of a transmission belt at a driving pulley includes: obtaining the axial force borne by the driving belt driving arc of the driving wheel; obtaining the axial force applied to the static arc of the driving wheel transmission belt; and calculating the axial force of the transmission belt at the driving wheel according to the axial force applied to the driving belt driving arc of the driving wheel and the axial force applied to the static arc of the transmission belt of the driving wheel.
Optionally, in an embodiment of the present application, the obtaining an axial force of the transmission belt at the driven wheel includes: obtaining the axial force borne by the driven wheel transmission belt driving arc; obtaining the axial force borne by the static arc of the driven wheel transmission belt; and calculating the axial force of the transmission belt at the driven wheel according to the axial force received by the driving belt driving arc of the driven wheel and the axial force received by the static arc of the transmission belt of the driven wheel.
Optionally, in this embodiment of the present application, calculating a flyweight profile according to the axial force of the flyweight system, the axial force of the pulley system, and the transmission ratio, where the flyweight profile represents a contour shape of a flyweight, includes: calculating the coordinate of a theoretical molded line according to the axial force of the flyweight system, the axial force of the belt wheel system and the transmission ratio; and according to the coordinate of the theoretical profile, taking a first preset value as a radius along the normal direction of any point of the coordinate of the theoretical profile, drawing a series of roller circles by taking each point on the theoretical profile as the center of a circle, and then drawing an envelope curve of the series of roller circles to calculate the profile of the flyweight.
The application also provides a flyweight, which is designed by using the flyweight profile design method.
The present application further provides a transmission, comprising: the transmission belt, the driving wheel disc and the driven wheel disc; the driving wheel disc is in transmission connection with the driven wheel disc through the transmission belt; the action wheel dish includes: the active fixed cone pulley, the active movable cone pulley, the reset spring, the first connecting shaft, the side plate, the baffle plate and the flying block are arranged on the outer side of the first connecting shaft; the driving fixed cone pulley is fixedly connected with the first connecting shaft, the driving movable cone pulley is movably connected with the first connecting shaft, and the transmission belt is arranged between the driving fixed cone pulley and the driving movable cone pulley; one side of the active moving cone pulley, which is far away from the active fixed cone pulley, is rotationally connected with the flying block; one end of the return spring is connected with the baffle plate, and the other end of the return spring is connected with the side plate; one side of the baffle, which is far away from the return spring, is in contact with the flyweight; the driven wheel disc includes: the driven fixed cone pulley, the driven movable cone pulley, the induction cam, the pressure torsion spring, the side pressure plate and the second connecting shaft; the driven fixed cone pulley is fixedly connected with the second connecting shaft, the driven movable cone pulley is movably connected with the second connecting shaft, and the transmission belt is arranged between the driven fixed cone pulley and the driven movable cone pulley; one side of the driven fixed cone pulley, which is far away from the driven movable cone pulley, is connected with the induction cam; one end of the pressure torsion spring is connected with the induction cam, and the other end of the pressure torsion spring is connected with the side pressure plate.
Optionally, in an embodiment of the present application, the transmission includes: rubber belt type stepless speed variator.
The present application further provides a vehicle comprising a vehicle body comprising a transmission as described above.
According to the flying block type line design method, the flying block, the transmission and the vehicle, a CVT system coupling mechanical model is established on the basis of considering the dynamic and static arcs of the transmission belt, the contact between the belt and the wheel disc and the geometrical relation of the flying block system. And (3) combining the geometric relation of the CVT to deduce a calculation formula of the axial force and the transmission ratio of the CVT. And based on the ideal speed regulation characteristic of the CVT, a reverse method is adopted to provide an optimization design method for the molded lines of the flyweights, so that the problem that the molded lines of the flyweights are not well matched with the power of the continuously variable transmission in the prior art is effectively solved.
In order to make the aforementioned and other objects and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
For a clearer explanation of the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic illustration of a transmission configuration as provided herein;
FIG. 2 is a schematic flow chart of a method for designing a flyweight profile provided herein;
fig. 3 is a schematic flowchart of step S100 of a flyweight mold line design method provided in the present application;
FIG. 4 is a force geometry diagram of a flyweight system provided herein;
FIG. 5 is a schematic flow chart of step S200 of a flyweight mold line design method provided herein;
FIG. 6 is a schematic view of the force and geometry of the drive belt provided herein;
fig. 7 is a schematic flowchart of step S210 of the flyweight mold line design method provided in the present application;
FIG. 8 is a schematic view of a belt dead band section provided herein;
fig. 9 is a schematic flowchart illustrating step S220 of the flyweight mold line design method provided in the present application;
FIG. 10 is a schematic flow chart of step S300 of a flyweight mold line design method provided herein;
FIG. 11 is a schematic representation of the axial force versus gear ratio provided herein;
FIG. 12 is a graphical illustration of axial force versus axial displacement provided herein;
FIG. 13 is a schematic representation of a flyweight system coordinate system provided herein;
fig. 14 is a comparison between theoretical profiles and actual profiles provided in the present application.
Icon: 101-a transmission; 100-driving wheel disc; 110-active fixed cone pulley; 130-active moving cone pulley; 150-a return spring; 170-first connecting shaft; 190-side plate; 120-a baffle plate; 140-flyweight; 300-a driven wheel disc; 310-driven fixed cone pulley; 330-driven moving cone pulley; 350-an induction cam; 370-a compression torsion spring; 390-side platen; 320-a second connecting shaft; 500-drive belt.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present application without making any creative effort, shall fall within the protection scope of the present application.
For ease of understanding, some abbreviations and concepts related to the embodiments of the present application are introduced below:
continuously Variable Transmission (CVT): a CVT is generally referred to as an automotive transmission, also called a continuously variable transmission. A CVT differs from a stepped transmission in that its transmission ratio is not an intermittent point but a series of continuous values, thereby achieving good economy, power and ride comfort, and reducing emissions and costs.
Some embodiments of the present application will be described in detail below with reference to the accompanying drawings. The embodiments described below and the features of the embodiments can be combined with each other without conflict.
The present application can be applied to all transmissions including flyweights, including but not limited to a rubber belt type continuously variable transmission, and for ease of understanding, the following description will be given by taking a rubber belt type continuously variable transmission as an example.
First embodiment
Referring to fig. 1, fig. 1 is a schematic diagram of a transmission according to the present application. The present application provides a transmission 101, the transmission 101 comprising: a transmission belt 500, a driving pulley disc 100 and a driven pulley disc 300; the driving wheel disc 100 is in transmission connection with the driven wheel disc 300 through a transmission belt 500;
the active sheave 100 includes: the active fixed cone pulley 110, the active moving cone pulley 130, the return spring 150, the first connecting shaft 170, the side plate 190, the baffle 120 and the flyweight 140 according to the third embodiment; the driving fixed cone pulley 110 is fixedly connected with the first connecting shaft 170, the driving movable cone pulley 130 is movably connected with the first connecting shaft 170, and the transmission belt 500 is arranged between the driving fixed cone pulley 110 and the driving movable cone pulley 130; one side of the driving movable cone pulley 130, which is far away from the driving fixed cone pulley 110, is rotatably connected with the flyweight 140; one end of the return spring 150 is connected with the baffle 120, and the other end of the return spring 150 is connected with the side plate 190; the side of the flapper 120 remote from the return spring 150 contacts the flyweight 140;
the driven disk 300 includes: the driven fixed cone pulley 310, the driven movable cone pulley 330, the induction cam 350, the compression torsion spring 370, the side pressure plate 390 and the second connecting shaft 320; the driven fixed cone pulley 310 is fixedly connected with the second connecting shaft 320, the driven movable cone pulley 330 is movably connected with the second connecting shaft 320, and the transmission belt 500 is arranged between the driven fixed cone pulley 310 and the driven movable cone pulley 330; the side of the driven fixed cone pulley 310 far away from the driven movable cone pulley 330 is connected with the sensing cam 350; one end of the compression torsion spring 370 is connected to the sensing cam 350, and the other end of the compression torsion spring 370 is connected to the side pressure plate 390.
The driver plate 100 is directly mounted on the first connecting shaft 170, where the first connecting shaft 170 is an output shaft of the engine. The driven wheel disc 300 is mounted on a second connecting shaft 320, wherein the second connecting shaft 320 is a power input shaft of the reduction gearbox. With the increase of the engine rotation speed, the inertia force is increased, the flyweights 140 are thrown out in the radial direction, the driving moving cone pulley 130 (i.e. the movable disk of the driving wheel) is pushed to approach the driving fixed cone pulley 110 (i.e. the fixed disk of the driving wheel), the action diameter of the driven wheel disk 300 is reduced, the transmission ratio is increased, and the vehicle speed is increased. When the rotation speed of the driving shaft is reduced, the inertia force generated by the speed-regulating flyweight 140 is reduced, and under the combined action of the torsion spring 370 of the driven wheel disc 300 and the return spring 150 of the driving wheel disc 100, the working diameter of the driven wheel disc 300 is increased, and the working diameter of the driving wheel disc 100 is reduced, so that the transmission ratio is reduced, and the vehicle is decelerated.
The drive belt 500 is also referred to as a drive V-belt, or V-belt. The centrifugal force generated by the flyweight 140 pushes the movable disk to move axially, so as to press the transmission belt 500, and the working radius of the transmission belt 500 is changed to complete speed regulation. In this process, the axial force generated by the flyweights 140 couples the flyweight 140 system and the pulley system, so the mechanical analysis of the system of the continuously variable transmission 101 can be divided into two parts, one part is the flyweights system and the other part is the pulley system.
Optionally, in an embodiment of the present application, the transmission includes: rubber belt type stepless speed variator.
Wherein, it should be noted that the transmission includes: rubber belt continuously variable transmissions, and other transmissions incorporating the flyweights described above.
Second embodiment
Referring to fig. 2, fig. 2 is a schematic flow chart of a method for designing a flying block profile provided in the present application. The application provides a flyweight profile design method, which comprises the following steps:
step S100: obtaining the axial force of the flyweight system;
the axial force of the flyweight system can be obtained from the geometric relationship in the force diagram of the flyweight system, that is, can be calculated from the geometric relationship in the force diagram of the flyweight system.
Step S200: obtaining an axial force of the pulley system;
it should be noted that the axial force of the pulley system includes: the axial force of the driving belt at the driving wheel and the axial force of the driving belt at the driven wheel.
Step S300: and calculating a flyweight profile according to the axial force of the flyweight system, the axial force of the belt wheel system and the transmission ratio, wherein the flyweight profile represents the contour shape of the flyweight.
It should be noted that the axial force generated by the flyweight couples the flyweight system and the pulley system, so that the mechanical analysis of the CVT system can be divided into two parts, one being the flyweight system and the other being the pulley system.
Referring to fig. 3, fig. 3 is a schematic flow chart of step S100 of the flying block type line design method provided in the present application. Optionally, in an embodiment of the present application, the obtaining an axial force of a flyweight system includes:
step S110: acquiring a stress geometric relation of the flyweight system;
please refer to fig. 4, wherein fig. 4 is a force geometry diagram of the flyweight system provided by the present application.
Step S120: and calculating the axial force of the flyweight system according to the stress geometric relation of the flyweight system.
It should be noted that, according to the geometric relationship in fig. 4, a calculation formula of the axial force generated by the flyweight (the letter indicates the meaning in detail in the appendix) can be obtained, for example:
referring to fig. 5, fig. 5 is a schematic flow chart of step S200 of the flying block type line design method provided in the present application. Optionally, in an embodiment of the present application, the obtaining an axial force of a pulley system includes:
step S210: obtaining the axial force of a transmission belt at a driving wheel;
wherein, it should be noted that, the axial force of the driving belt at the driving wheel includes: the axial force of the driving belt driving arc of the driving wheel and the axial force of the static arc of the driving belt of the driving wheel.
Step S220: obtaining the axial force of the transmission belt at the driven wheel;
wherein, it should be noted that, the axial force of the driving belt at the driven wheel includes: the axial force borne by the driven wheel driving belt driving arc and the axial force borne by the driven wheel driving belt static arc.
Step S230: and calculating the axial force of the belt wheel system according to the axial force of the driving belt at the driving wheel and the axial force of the driving belt at the driven wheel.
Please refer to fig. 6, wherein fig. 6 is a schematic diagram of the force and geometric relationship of the transmission belt provided by the present application. The belt transmission process does not transmit power to the whole wrap angle, and actually only the dynamic arc section transmits power, and the dynamic arc section V belt has circumferential and radial friction force simultaneously, so that the total friction force direction and the radial direction have an included angle. According to the geometric relationship and stress analysis of the transmission belt, a mechanical equation of a V-drive arc section can be obtained, and if high-order small quantity is ignored, an equation (the meaning represented by letters is shown in the appendix in detail) is calculated, for example:
the above equations can be combined to derive the relationship between the tension at the two ends of the drive belt at the drive pulley (the letters indicate the details in the appendix), for example:
referring to fig. 7, fig. 7 is a schematic flow chart of step S210 of the flying block profile design method provided in the present application. Optionally, in an embodiment of the present application, the obtaining an axial force of a transmission belt at a driving pulley includes:
step S211: obtaining the axial force borne by the driving belt driving arc of the driving wheel;
please refer to fig. 8, wherein fig. 8 is a schematic view of a stress situation of a static arc section of a transmission belt provided by the present application. The dynamic arc section is analyzed similarly to the static arc section, the static arc section V belt does not transmit power, but is subjected to friction force in the radial direction, and the equation of the static arc section (the letter represents the meaning in the appendix) is as follows:
T2dθ＝2Nds·(sinα2+μcosα2)
the force calculation formula of the axial force to which the driving wheel drives the belt driving arc (the meaning represented by the letter is shown in the appendix) is as follows:
step S212: obtaining the axial force applied to the static arc of the driving wheel transmission belt;
it should be noted that, according to the above analysis, the axial force (the meaning represented by the letter is described in detail in the appendix) applied to the static arc of the driving wheel and the driving belt is, for example:
step S213: and calculating the axial force of the transmission belt at the driving wheel according to the axial force applied to the driving belt driving arc of the driving wheel and the axial force applied to the static arc of the transmission belt of the driving wheel.
It should be noted that, the axial force applied to the driving belt driving arc of the driving wheel and the axial force applied to the static arc of the driving belt of the driving wheel are calculated, and the axial force of the driving belt at the driving wheel is calculated (the meanings represented by the letters are shown in the appendix in detail), for example:
referring to fig. 9, fig. 9 is a schematic flow chart of step S220 of the flying block type line design method provided in the present application. Optionally, in an embodiment of the present application, the obtaining an axial force of the transmission belt at the driven wheel includes:
step S221: obtaining the axial force borne by the driven wheel transmission belt driving arc;
it should be noted that, similar to the calculation of the driving wheel, the relationship between the tension at the two ends of the driving belt of the driven wheel (the meanings represented by the letters are shown in the attached appendix) can be known in the same way as follows:
the equation for the static arc at the driven wheel drive belt (the letters indicate the meaning in detail in the appendix) is for example:
T2dθ＝2Nds·(sinα2+μcosα2)
the driven wheel drives the belt to follow the arc with an axial force (the letters have their meanings as given in the appendix) such as:
step S222: obtaining the axial force borne by the static arc of the driven wheel transmission belt;
it should be noted that, from the above analysis, it can be known that the axial force (the meaning represented by the letter is described in detail in the attached appendix) received by the static arc of the driven wheel transmission belt is, for example:
step S223: and calculating the axial force of the transmission belt at the driven wheel according to the axial force received by the driving belt driving arc of the driven wheel and the axial force received by the static arc of the transmission belt of the driven wheel.
It should be noted that the axial force applied to the V-belt at the driven wheel is synthesized by the forces of the static arc section and the dynamic arc section, and the axial force of the driving belt at the driven wheel (the meanings represented by the letters are described in detail in the appendix) is calculated according to the axial force applied to the driving arc of the driving belt of the driven wheel and the axial force applied to the static arc of the driving belt of the driven wheel, for example:
referring to fig. 10, fig. 10 is a schematic flow chart of step S300 of the flying block profile design method provided in the present application. Optionally, in this embodiment of the present application, calculating a flyweight profile according to the axial force of the flyweight system, the axial force of the pulley system, and the transmission ratio, where the flyweight profile represents a contour shape of a flyweight, includes:
step S310: calculating the coordinate of a theoretical molded line according to the axial force of the flyweight system, the axial force of the belt wheel system and the transmission ratio;
it should be noted that, the relationship between the axial force at the driving wheel and the transmission ratio can be obtained simultaneously according to the above-established coupling mechanics model of the rubber belt CVT system and the given geometric parameters of the rubber belt CVT.
Referring to FIG. 11, FIG. 11 is a graphical illustration of the axial force to gear ratio relationship provided herein. It can be understood that, due to the structural limitation of the CVT, the speed ratio variation range is limited, and there is a coupling process when the vehicle starts. The CVT speed ratio variation range calculated by the selected rubber belt type CVT prototype is 1-3, and the engine can be maintained to work at the maximum power point in most of the common vehicle speed range, so that the speed balance and the dynamic property of the selected engine can be obviously improved.
Referring to fig. 12, fig. 12 is a schematic diagram illustrating the relationship between axial force and axial displacement provided by the present application. During the running process of the vehicle, the transmission ratio can be continuously changed, the axial force forcing the movable disc to move is continuously changed, and the transmission ratio and the axial displacement of the movable disc of the ball bearing are in one-to-one correspondence because the center distance of the CVT and the length of the V belt are unchanged. The relationship of axial force to axial displacement is readily derived from the relationship of axial force to gear ratio.
Referring to fig. 13, fig. 13 is a schematic diagram of a coordinate system of a flyweight system provided in the present application. The ball only moves along the axial direction, the coordinate system established by the flyweight system is reversed, and the radius of the base circle is S0The pressure angle is alpha, and the rotation angle is gamma. As can be seen from the figure, when the flyweight rotates through an angle γ, the axial displacement of the ball is S. According to the principle of inversion, the coordinate of the theoretical profile, i.e. the rectangular coordinate of the centre of the ball at that time (the letters indicate the meaning in detail in the attached figure)Records) for example:
x＝(L0+S)·sin(γ)+S0·cos(γ)
y＝(L0+S)·cos(γ)-S0·sin(γ)
step S320: and according to the coordinate of the theoretical profile, taking a first preset value as a radius along the normal direction of any point of the coordinate of the theoretical profile, drawing a series of roller circles by taking each point on the theoretical profile as the center of a circle, and then drawing an envelope curve of the series of roller circles to calculate the profile of the flyweight.
The first preset value is the radius of the roller, the roller is also called a ball, and the ball or the roller is a part in a continuously variable transmission. According to the theoretical profile coordinate equation of the flyweight, the slope of the normal line of any point on the curve and the slope of the tangent line of the point are negative reciprocals, so the slope of any point on the theoretical profile (the meaning represented by the letter is shown in the appendix) is as follows:
from the geometrical relationship in fig. 13, it can be seen that the relationship between the included slope angle β of the flyweight and the flip angle γ and the pressure angle α (the letters indicate the details in the appendix) is as follows:
the coordinates (x, y) of any point on the theoretical profile can be solved by combining the above equations, and the actual profile is obtained by making a series of roller circles with each point on the theoretical profile as the center of a circle and then making an envelope curve of the circle family. The actual profile is thus at an equal distance from the theoretical profile in the normal direction, which distance is equal to the ball radius rg. Therefore, if the coordinates of any point on the theoretical profile are known, the distance r is taken along the theoretical profile in the normal direction of the pointgAnd obtaining the coordinates of the corresponding points on the actual model line.
Referring to fig. 14, fig. 14 is a comparison diagram of theoretical profiles and actual profiles provided in the present application. The dotted line in the figure is the original profile, the solid line is the optimized profile, and the difference between the two profiles can be obviously seen from the figure, which causes the unsatisfactory speed regulation characteristic curve of the original profile. An ideal flyweight profile is not simply formed of two arcs, with the radius of curvature varying in a first increasing and then decreasing trend. Meanwhile, compared with the prototype line, the optimized flyweight molded line has obviously improved speed regulation balance and dynamic performance, which shows that the molded line of the flyweight has certain influence on the speed regulation balance and dynamic performance of the CVT.
The function of this appendix is to explain the specific meanings of the letters in the formulae in the second embodiment, the details of which are as follows:
appendix:
mass of m-flyweight
H-distance from center of mass of flyweight to axis of revolution
n-engine speed
FnPressure between flyweight and ball
F1，2Axial force at the driving and driven wheels
Coefficient of friction between flyweight and ball
Alpha-pressure angle of ball
HCDistance of flyweight center of mass to axis of rotation
RcDistance of ball centre to flyweight centre of rotation
rgRadius of the ball
L0Axial distance from the center of the initial position of the ball to the center of rotation of the flyweight
S-amount of axial movement of ball
S0The vertical distance from the initial position of the ball to the centre of rotation of the flyweight
βs-slip plane wedge angle
θn-moving arc wrap angle
α1，2-master and slave driving wheel disc half wedge angle
Lateral pressure of N-belt
Tension of T-belt
T1，T2Tension of tight and loose edge of V-belt
Third embodiment
The present application further provides a flyweight designed using the flyweight profile design method of the second embodiment.
Here, the flyweight is designed using the flyweight type line design method according to the second embodiment.
Fourth embodiment
The present application further provides a vehicle comprising a vehicle body comprising a transmission as described in the first embodiment.
The vehicle includes a vehicle body, and the vehicle body includes the transmission according to the first embodiment.
According to the flying block type line design method, the flying block, the transmission and the vehicle, a CVT system coupling mechanical model is established on the basis of considering the dynamic and static arcs of the transmission belt, the contact between the belt and the wheel disc and the geometrical relation of the flying block system. And (3) combining the geometric relation of the CVT to deduce a calculation formula of the axial force and the transmission ratio of the CVT. And based on the ideal speed regulation characteristic of the CVT, a reverse method is adopted to provide an optimization design method for the molded lines of the flyweights, so that the problem that the molded lines of the flyweights are not well matched with the power of the continuously variable transmission in the prior art is effectively solved.
The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (9)
1. A flyweight mold line design method, comprising:
obtaining the axial force of the flyweight system;
obtaining an axial force of the pulley system;
calculating a flyweight profile according to the axial force of the flyweight system, the axial force of the belt wheel system and the transmission ratio, wherein the flyweight profile represents the contour shape of a flyweight;
the method for calculating the flyweight profile according to the axial force of the flyweight system, the axial force of the belt wheel system and the transmission ratio comprises the following steps: calculating the coordinate of a theoretical molded line according to the relationship among the axial force of the flyweight system, the axial force of the belt wheel system and the transmission ratio; and according to the coordinate of the theoretical profile, taking a first preset value as a radius along the normal direction of any point of the coordinate of the theoretical profile, drawing a series of roller circles by taking each point on the theoretical profile as the center of a circle, and then drawing an envelope curve of the series of roller circles to calculate the profile of the flyweight.
2. The flymass mold line design method of claim 1, wherein the deriving an axial force of the flymass system comprises:
acquiring a stress geometric relation of the flyweight system;
and calculating the axial force of the flyweight system according to the stress geometric relation of the flyweight system.
3. The flyweight mold design method of claim 2, wherein the deriving an axial force of a pulley system comprises:
obtaining the axial force of a transmission belt at a driving wheel;
obtaining the axial force of the transmission belt at the driven wheel;
and calculating the axial force of the belt wheel system according to the axial force of the driving belt at the driving wheel and the axial force of the driving belt at the driven wheel.
4. The flyweight mold design method of claim 3, wherein obtaining the axial force of the drive belt at the drive pulley comprises:
obtaining the axial force borne by the driving belt driving arc of the driving wheel;
obtaining the axial force applied to the static arc of the driving wheel transmission belt;
and calculating the axial force of the transmission belt at the driving wheel according to the axial force applied to the driving belt driving arc of the driving wheel and the axial force applied to the static arc of the transmission belt of the driving wheel.
5. The flyweight mold design method of claim 3, wherein obtaining the axial force of the drive belt at the driven wheel comprises:
obtaining the axial force borne by the driven wheel transmission belt driving arc;
obtaining the axial force borne by the static arc of the driven wheel transmission belt;
and calculating the axial force of the transmission belt at the driven wheel according to the axial force received by the driving belt driving arc of the driven wheel and the axial force received by the static arc of the transmission belt of the driven wheel.
6. A flyweight, wherein the flyweight is a flyweight designed using the flyweight-type wire design method of any one of claims 1-5.
7. A transmission, characterized in that the transmission comprises: the transmission belt, the driving wheel disc and the driven wheel disc; the driving wheel disc is in transmission connection with the driven wheel disc through the transmission belt;
the action wheel dish includes: the active fixed cone pulley, the active moving cone pulley, the return spring, the first connecting shaft, the side plate, the baffle plate and the flyweight of claim 6; the driving fixed cone pulley is fixedly connected with the first connecting shaft, the driving movable cone pulley is movably connected with the first connecting shaft, and the transmission belt is arranged between the driving fixed cone pulley and the driving movable cone pulley; one side of the active moving cone pulley, which is far away from the active fixed cone pulley, is rotationally connected with the flying block; one end of the return spring is connected with the baffle plate, and the other end of the return spring is connected with the side plate; one side of the baffle, which is far away from the return spring, is in contact with the flyweight;
the driven wheel disc includes: the driven fixed cone pulley, the driven movable cone pulley, the induction cam, the pressure torsion spring, the side pressure plate and the second connecting shaft; the driven fixed cone pulley is fixedly connected with the second connecting shaft, the driven movable cone pulley is movably connected with the second connecting shaft, and the transmission belt is arranged between the driven fixed cone pulley and the driven movable cone pulley; one side of the driven fixed cone pulley, which is far away from the driven movable cone pulley, is connected with the induction cam; one end of the pressure torsion spring is connected with the induction cam, and the other end of the pressure torsion spring is connected with the side pressure plate.
8. The transmission of claim 7, wherein the transmission comprises: rubber belt type stepless speed variator.
9. A vehicle, characterized in that it comprises a vehicle body comprising a transmission according to claim 7 or 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810663396.6A CN108730445B (en) | 2018-06-25 | 2018-06-25 | Flying block molded line design method, flying block, transmission and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810663396.6A CN108730445B (en) | 2018-06-25 | 2018-06-25 | Flying block molded line design method, flying block, transmission and vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108730445A CN108730445A (en) | 2018-11-02 |
| CN108730445B true CN108730445B (en) | 2021-09-28 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810663396.6A Active CN108730445B (en) | 2018-06-25 | 2018-06-25 | Flying block molded line design method, flying block, transmission and vehicle |
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| Country | Link |
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| CN (1) | CN108730445B (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6346056B1 (en) * | 1999-10-02 | 2002-02-12 | Randy Gene Nouis | Flyweight system |
| US20090227404A1 (en) * | 2008-03-07 | 2009-09-10 | Mark Beyer | Dual stage clutch |
-
2018
- 2018-06-25 CN CN201810663396.6A patent/CN108730445B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6346056B1 (en) * | 1999-10-02 | 2002-02-12 | Randy Gene Nouis | Flyweight system |
| US20090227404A1 (en) * | 2008-03-07 | 2009-09-10 | Mark Beyer | Dual stage clutch |
Non-Patent Citations (4)
| Title |
|---|
| Huafeng Ding等.Influence of Flyweight Profile on Regulating Characteristic of Rubber V-Belt CVT.《Applied Mechanics and Materials》.2011,第86卷第210-213页. * |
| Influence of Flyweight Profile on Regulating Characteristic of Rubber V-Belt CVT;Huafeng Ding等;《Applied Mechanics and Materials》;20110831;第86卷;第210-213页 * |
| 大功率摩托车用无级变速器主动轮调速蹄块的研究;屈翔等;《机械传动》;20110731;第35卷(第07期);第20-23、29页 * |
| 橡胶V带式无级变速器传动分析研究;曹俊卫;《中国优秀硕士学位论文全文数据库工程科技II辑》;20130315;第3章 * |
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| CN108730445A (en) | 2018-11-02 |
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Effective date of registration: 20240702 Address after: 441116 Xiangzhou Economic Development Zone (Huopai Industrial Park), Xiangyang City, Hubei Province Patentee after: XIANGYANG XINDA HUITONG MACHINERY Co.,Ltd. Country or region after: China Address before: No. 296, Longzhong Road, Xiangyang District, Xiangyang City, Hubei Province 441000 Patentee before: HUBEI University OF ARTS AND SCIENCE Country or region before: China |