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WO2018187424A1 - Procédés de commande de rapport passifs pour transmission à engrenages planétaires de type à billes - Google Patents

Procédés de commande de rapport passifs pour transmission à engrenages planétaires de type à billes Download PDF

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Publication number
WO2018187424A1
WO2018187424A1 PCT/US2018/026015 US2018026015W WO2018187424A1 WO 2018187424 A1 WO2018187424 A1 WO 2018187424A1 US 2018026015 W US2018026015 W US 2018026015W WO 2018187424 A1 WO2018187424 A1 WO 2018187424A1
Authority
WO
WIPO (PCT)
Prior art keywords
control system
carrier member
passive
spring member
spring
Prior art date
Application number
PCT/US2018/026015
Other languages
English (en)
Inventor
Charles B. Lohr Iii
Gordon M. Mcindoe
Original Assignee
Dana Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dana Limited filed Critical Dana Limited
Publication of WO2018187424A1 publication Critical patent/WO2018187424A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/664—Friction gearings
    • 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
    • F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
    • F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
    • F16H15/04—Gearings providing a continuous range of gear ratios
    • F16H15/06—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B
    • F16H15/26—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a spherical friction surface centered on its axis of revolution
    • F16H15/28—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a spherical friction surface centered on its axis of revolution with external friction surface
    • 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
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • F16H63/06—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions
    • F16H63/067—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism the final output mechanism having an indefinite number of positions mechanical actuating means

Definitions

  • Continuously variable transmissions (CVT) and transmissions that are substantially continuously variable are increasingly gaining acceptance in various applications.
  • the process of controlling the ratio provided by the CVT is complicated by the continuously variable or minute gradations in ratio presented by the CVT.
  • the range of ratios that are available to be implemented in a CVT are not sufficient for some applications.
  • Typical ball variator systems used toady consist of a fixed carrier, power going in one ring and out of the second ring, and the sun acting as an idler.
  • the control of ratio is accomplished by skewing the axis of the planets by splitting the fixed carrier into two halves that can be rotated relative to each other to produce the skew angle.
  • CVP continuously variable planetary
  • the passive ratio control system includes: a first spring member operably coupled to the second carrier member; and a second spring member operably coupled to the second carrier member, wherein the first spring member is configured to provide a reaction force in a first direction and the second spring member is configured to provide a reaction force in a second direction, wherein the second direction is opposite of the first direction; and wherein the first spring member and the second spring member are configured to control the rotational position of the second carrier member with respect to the first carrier member to thereby control a speed ratio of the CVP proportional to an operating torque.
  • the first spring member and the second spring member are torsional springs.
  • the passive control system further includes a first damper operably coupled to the first spring member.
  • the passive control system further includes a second damper operably coupled to the second spring member.
  • a positive operating torque corresponds to a change in the CVP speed ratio towards a reduction.
  • a negative operating torque corresponds to a change in the CVP speed ratio towards an overdrive condition.
  • the second carrier member supports a number of spring elements.
  • the spring elements are coupled to a grounded member.
  • the spring elements are coupled to the first carrier member.
  • the first spring member is integrated in to the first carrier member and the second spring member is integrated into the second carrier member.
  • a vehicle including g a CVP and a passive control system described herein.
  • the vehicle further includes an electric motor operably coupled to the CVP.
  • Figure 1 is a side sectional view of a ball-type variator.
  • Figure 2 is a plan view of a carrier member that used in the variator of Figure !
  • Figure 3 is an illustrative view of different tilt positions of the ball-type variator of Figure 1.
  • Figure 4 is a schematic diagram of a ball-type continuously variable transmission equipped with a passive ratio control system.
  • Figure 5 is a detailed view A of the ball-type continuously variable transmission of Figure 4.
  • Figure 6 is a graph depicting an exemplary electric motor torque versus speed relationship.
  • Figure 7 is a graph of carrier reaction torque versus speed ratio for an exemplary passive ratio control system.
  • Figure 8 is a schematic diagram of a carrier member of the continuously variable transmission equipped with a passive ratio control system.
  • a passive ratio control device is described herein that enables control over a variable ratio transmission having a continuously variable ratio portion, such as a Continuously Variable Transmission (CVT), Infinitely Variable Transmission (IVT), or variator.
  • CVT Continuously Variable Transmission
  • IVT Infinitely Variable Transmission
  • variator a continuously variable ratio portion
  • CVTs based on a ball-type variator, also known as CVP, for continuously variable planetary.
  • Basic concepts of a ball-type Continuously Variable Transmissions are described in United States Patent No. 8,469,856 and 8,870,711
  • Such a CVT includes a number of balls (planets, spheres) 1 , depending on the application, two ring (disc) assemblies with a conical surface contact with the balls, as input (first) traction ring assembly 2 and output (second) traction ring assembly 3, and an idler (sun) assembly 4 as shown on FIG. 1.
  • the output traction ring assembly 3 includes an axial force generator mechanism.
  • the balls are mounted on tiltable axles 5, themselves held in a carrier (stator, cage) assembly having a first carrier member 6 operably coupled to a second carrier member 7.
  • the first carrier member 6 rotates with respect to the second carrier member 7, and vice versa.
  • the first carrier member 6 is substantially fixed from rotation while the second carrier member 7 is configured to rotate with respect to the first carrier member, and vice versa.
  • the first carrier member 6 is provided with a number of radial guide slots 8.
  • the second carrier member 7 is provided with a number of radially offset guide slots 9, as illustrated in FIG. 2.
  • the radial guide slots 8 and the radially offset guide slots 9 are adapted to guide the tiltable axles 5.
  • the axles 5 are adjustable to achieve a desired ratio of input speed to output speed during operation of the CVT.
  • adjustment of the axles 5 involves control of the position of the first 6 and second carrier members 7 to impart a tilting of the axles 5 and thereby adjusts the speed ratio of the variator.
  • Other types of ball CVTs also exist, like the one produced by Milner, but are slightly different.
  • FIG. 3 The working principle of such a CVP of FIG. 1 is shown on FIG. 3.
  • the CVP itself works with a traction fluid.
  • the lubricant between the ball and the conical rings acts as a solid at high pressure, transferring the power from the input ring, through the balls, to the output ring.
  • the ratio is changed between input and output.
  • the ratio is one, as illustrated in FIG. 3, when the axis is tilted, the distance between the axis and the contact point change, modifying the overall ratio. All the balls' axes are tilted at the same time with a mechanism included in the carrier assembly and/or idler assembly.
  • Embodiments disclosed herein are related to the control of a variator and/or a CVT using generally spherical planets each having a tiltable axis of rotation that is adjustable to achieve a desired ratio of input speed to output speed during operation.
  • adjustment of said axis of rotation involves angular misalignment of the planet axis in a first plane in order to achieve an angular adjustment of the planet axis in a second plane that is substantially perpendicular to the first plane, thereby adjusting the speed ratio of the variator.
  • the angular misalignment in the first plane is referred to here as "skew”, “skew angle”, and/or "skew condition”.
  • a control system coordinates the use of a skew angle to generate forces between certain contacting components in the variator that will tilt the planet axis of rotation.
  • the tilting of the planet axis of rotation adjusts the speed ratio of the variator.
  • the terms “operationally connected”, “operationally coupled”, “operationally linked”, “operably connected”, “operably coupled”, “operably coupleable”, “operably linked,” and like terms refer to a relationship (mechanical, linkage, coupling, etc.) between elements whereby operation of one element results in a corresponding, following, or simultaneous operation or actuation of a second element. It is noted that in using said terms to describe inventive embodiments, specific structures or mechanisms that link or couple the elements are typically described. However, unless otherwise specifically stated, when one of said terms is used, the term indicates that the actual linkage or coupling will take a variety of forms, which in certain instances will be readily apparent to a person of ordinary skill in the relevant technology.
  • radial indicates a direction or position that is perpendicular relative to a longitudinal axis of a transmission or variator.
  • axial refers to a direction or position along an axis that is parallel to a main or longitudinal axis of a transmission or variator.
  • Traction drives usually involve the transfer of power between two elements by shear forces in a thin fluid layer trapped between the elements.
  • the fluids used in these applications usually exhibit traction coefficients greater than conventional mineral oils.
  • the traction coefficient ( ⁇ ) represents the maximum available traction forces that would be available at the interfaces of the contacting components and is a measure of the maximum available drive torque.
  • friction drives generally relate to transferring power between two elements by frictional forces between the elements.
  • the traction coefficient ⁇ is a function of the traction fluid properties, the normal force at the contact area, and the velocity of the traction fluid in the contact area, among other things.
  • the traction coefficient ⁇ increases with increasing relative velocities of
  • Traction fluid is also influenced by entrainment speed of the fluid and temperature at the contact patch, for example, the traction coefficient is generally highest near zero speed and decays as a weak function of speed. The traction coefficient often improves with increasing temperature until a point at which the traction coefficient rapidly degrades.
  • creep As used herein, “creep”, “ratio droop”, or “slip” is the discrete local motion of a body relative to another and is exemplified by the relative velocities of rolling contact components such as the mechanism described herein.
  • traction drives the transfer of power from a driving element to a driven element via a traction interface requires creep.
  • creep in the direction of power transfer is referred to as “creep in the rolling direction.”
  • the driving and driven elements experience creep in a direction orthogonal to the power transfer direction, in such a case this component of creep is referred to as "transverse creep.”
  • a ball-type continuously variable transmission 10 includes a fixed carrier member 12 and a rotatable carrier member 14 configured to support a number of balls 16. Each ball 16 is provided with a ball axle 18. The ball axle 18 is coupled to the fixed carrier member 12 at one end and coupled to the rotatable carrier member 14 at a distal end.
  • the ball-type continuously variable transmission 10 is configured in a substantially similar manner as the CVT depicted in FIGS. 1-3.
  • the transmission 10 is provided with a passive ratio control system 22.
  • the passive ratio control system 22 is operably coupled to the rotatable carrier member 14.
  • the passive ratio control system 22 includes a first spring member 23 coupled to the rotatable carrier member 14 and a grounded member such as a housing (not shown).
  • the passive ratio control system 22 includes a second spring member 24 coupled to the rotatable carrier member 14 and the ground member.
  • the first spring member 23 and the second spring member 24 are positioned to provide opposing reaction force to the rotatable carrier member 14.
  • the first spring member 23 is positioned parallel to and directly opposing the second spring member 24.
  • the first spring member 23 is configured to provide a reaction force corresponding an input torque in a positive direction.
  • the second spring member 24 is configured to provide a reaction force corresponding to an input torque in a negative direction.
  • first spring member 23 and the second spring member 24 are configured to provide a torsional spring rate between the first carrier member 12 and the second carrier member 14.
  • the passive ratio control system 22 is provided with a first damper 25. In some embodiments, the passive ratio control system
  • the first damper 25 and/or the second damper 26 are optionally configured to provide a delay in response to the change in torque transmitted through the drive and the change in ratio provided by the first spring member
  • sudden changes in transmitted torque may be caused by torque spikes in the power source, or a vehicle running over an obstacle in the road.
  • the first spring member 23 is a torsion type spring.
  • the spring member can be coupled to a grounded member or to the second carrier member 14.
  • the torsional rate between the first and second carrier members 12, 14 are optionally configured to have a constant spring rate, variable spring rate, non-linear spring rate, multiple spring rate, among others.
  • the first damper 25 and the second damper 26 are configured to be constant damping rate, variable damping rate, non-linear damping rate, and multiple damping rate, among others.
  • the first spring member 23 and the second spring member 24 are configured to position the rotatable carrier member 14 at a pre-determined position corresponding to a speed ratio when no torque is being transmitted.
  • the pre-determined positions is a zero torque condition or unloaded operating condition. In some embodiments, the pre-determined position corresponds to a speed ratio near 1 :1.
  • the rotatable carrier member 14 will have a torsional force that urges the rotatable carrier member 14 in the direction that results in a down ratio or reduction.
  • the rotatable carrier member 14 moves towards the reduction direction until the resulting torque on the rotatable carrier member 14 produced by the torque through the drive equals the force produced by the first spring member 23 and the second spring member 24.
  • the rotatable carrier member 14 moves towards reduction until the rotatable carrier member 14 reaches a physical limit or shift stop.
  • the first spring member 23 and the second spring member 24 are configured to produce the maximum reduction ratio when the maximum torque from the power source is applied.
  • the passive ratio control system 22 is used in vehicles equipped with an electric motor drive as the source of rotational power.
  • the transmission 10 reduces the ratio to provide maximum starting torque.
  • the electric motor transitions into the constant power region 32 on the graph 30, and the transmission 10 changes ratio towards overdrive as the available torque reduces with speed.
  • the first spring member 23 and the second spring member 24 are optionally adjusted to result in a ratio within the most efficient region of operation for the transmission 0 as well as the most efficient region of the motor operation.
  • a graph 40 depicts a relationship between a reaction torque on the fixed carrier 12 and a reaction torque on the rotatable carrier 14 as a function of speed ratio for a constant input torque to the transmission 10. It should be appreciated that either carrier member 12, 14 to be the rotatable carrier member. Because the torque profile is different between the two carrier members 12, 14, by selecting which carrier member 12, 14 is rotatable a desired ratio can be achieved.
  • the type and torsional rate of the spring members effects the relationship of the speed ratio verses torque.
  • the addition of a damper, such as the first damper 25 or the second damper 26, provides an option to tune the response of the passive ratio control system 22.
  • the carrier member 14 is adapted to support a number of spring elements 170.
  • the spring elements 170 are coupled to a grounded member, such as a transmission housing, or optionally coupled to the carrier member 12 (not shown).
  • the first spring member 23 or the second spring member 24 is integrated into the carrier members 12, 14 to provide a torsional spring rate between the first carrier member 12 and the second carrier member 14.
  • Embodiments of the transmission 10 described herein or that would be obvious to one of skill in the art upon reading the disclosure herein are contemplated for use in a variety of vehicle drivelines.
  • variable transmissions disclosed herein may be used in bicycles, mopeds, scooters, motorcycles, automobiles, electric automobiles, trucks, sport utility vehicles (SUV's), lawn mowers, tractors, harvesters, agricultural machinery, all terrain vehicles (ATV's), jet ski's, personal watercraft vehicles, airplanes, trains, helicopters, buses, forklifts, golf carts, motorships, steam powered ships, submarines, space craft, or other vehicles that employ a transmission.
  • SUV's sport utility vehicles
  • ATV's all terrain vehicles
  • jet ski's personal watercraft vehicles
  • airplanes trains, helicopters, buses, forklifts
  • golf carts motorships
  • steam powered ships submarines, space craft, or other vehicles that employ a transmission.
  • CVTs ball-type variators
  • VDP Variable-diameter pulley
  • Extroid CVT toroidal or roller-based CVT
  • Magnetic CVT Magnetic CVT
  • first spring member operably coupled to the second carrier member
  • second spring member operably coupled to the second carrier member
  • first spring member and the second spring member are configured to control the rotational position of the second carrier member with respect to the first carrier member to thereby control a speed ratio of the CVP proportional to an operating torque.
  • Aspect 2 The passive control system of Aspect 1 , wherein the first spring member and the second spring member are torsional springs.
  • Aspect 3 The passive control system of Aspect 1 , further comprising a first damper operably coupled to the first spring member.
  • Aspect 4 The passive control system of Aspect 3, further comprising a second damper operably coupled to the second spring member.
  • Aspect 5 The passive control system of any one of Aspects 1 to 4, wherein a positive operating torque corresponds to a change in the CVP speed ratio towards a reduction.
  • Aspect 6 The passive control system of Aspect 5, wherein a negative operating torque corresponds to a change in the CVP speed ratio towards an overdrive condition.
  • Aspect 7 The passive control system of any one of Aspects 1 to 6 wherein the second carrier member supports a number of spring elements.
  • Aspect 8 The passive control system of Aspect 7, wherein the spring elements are coupled to a grounded member.
  • Aspect 9 The passive control system of Aspect 8, wherein the spring elements are coupled to the first carrier member.
  • Aspect 10 The passive control system of any of Aspects 1 to 9, wherein the first spring member is integrated into the first carrier member and the second spring member is integrated into the second carrier member.
  • a vehicle comprising a CVP and a passive control system of any one of Aspects 1-10.
  • Aspect 12 The vehicle of Aspect 1 further comprising an electric motor operably coupled to the CVP.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Friction Gearing (AREA)

Abstract

L'invention concerne un système de commande de rapport passif destiné à une transmission à variation continue de type à billes comportant un support fixe et un support rotatif conçus pour fournir un moyen permettant de régler le rapport de la transmission. Le système de commande passif est conçu pour modifier la position du support rotatif par rapport au couple transmis par l'intermédiaire de la transmission. Dans certains modes de réalisation, un ressort est accouplé fonctionnellement au support rotatif, ce qui permet de fournir une force de réaction proportionnelle au couple transmis. Dans d'autres modes de réalisation, un certain nombre de ressorts sont utilisés pour commander la position du support rotatif par rapport au support fixe, ce qui permet de commander le rapport de la transmission.
PCT/US2018/026015 2017-04-05 2018-04-04 Procédés de commande de rapport passifs pour transmission à engrenages planétaires de type à billes WO2018187424A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201762481733P 2017-04-05 2017-04-05
US62/481,733 2017-04-05

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WO2018187424A1 true WO2018187424A1 (fr) 2018-10-11

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0040822A1 (fr) * 1980-05-23 1981-12-02 Torque Ball Inc. Variateur de vitesse
WO2009006481A2 (fr) * 2007-07-05 2009-01-08 Fallbrook Technologies Inc. Transmission à variation continue
US20100267510A1 (en) * 2009-04-16 2010-10-21 Fallbrook Technologies Inc. Continuously variable transmission
WO2011109444A1 (fr) * 2010-03-03 2011-09-09 Fallbrook Technologies Inc. Transmissions à variation infinie, transmissions à variation continue, procédés, ensembles, sous-ensembles, et composants s'y rapportant
US8469856B2 (en) 2008-08-26 2013-06-25 Fallbrook Intellectual Property Company Llc Continuously variable transmission
US8870711B2 (en) 2008-10-14 2014-10-28 Fallbrook Intellectual Property Company Llc Continuously variable transmission

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0040822A1 (fr) * 1980-05-23 1981-12-02 Torque Ball Inc. Variateur de vitesse
WO2009006481A2 (fr) * 2007-07-05 2009-01-08 Fallbrook Technologies Inc. Transmission à variation continue
US8469856B2 (en) 2008-08-26 2013-06-25 Fallbrook Intellectual Property Company Llc Continuously variable transmission
US8870711B2 (en) 2008-10-14 2014-10-28 Fallbrook Intellectual Property Company Llc Continuously variable transmission
US20100267510A1 (en) * 2009-04-16 2010-10-21 Fallbrook Technologies Inc. Continuously variable transmission
WO2011109444A1 (fr) * 2010-03-03 2011-09-09 Fallbrook Technologies Inc. Transmissions à variation infinie, transmissions à variation continue, procédés, ensembles, sous-ensembles, et composants s'y rapportant

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