Patent Application
20140302959
The present invention is concerned with a vehicle transmission arrangement of continuously variable type capable of driving two wheels of a vehicle independently of one another.
Embodiments of the present invention use continuously variable transmissions (“CVTs”) and certain known aspects of CVTs will be explained before going on to consider the invention itself.
CVTs utilise a “variator”, which is a device having a rotary variator input, a rotary variator output, and a mechanism for transmitting rotary drive between the two while enabling the ratio of input speed to output speed (the “variator ratio”) to be continuously (steplessly) varied.
In a variator of the rolling traction type, some form of roller runs upon at least one race to transfer drive, the roller being movable relative to the race in order to vary the variator ratio. In the well known toroidal-races type of variator, for example, a set of rollers is sandwiched between part-toroidal faces of a pair of coaxially mounted variator races to transfer drive from one to the other. Tilting movement of the rollers changes the radii of the paths they trace upon the races and so enables change of variator ratio. Each of the rollers is subject, by the action of the races upon it, to a force along the circumferential direction about the races' axis. This force is typically reacted to the variator's casing through an actuator, the force applied by the actuator thus being referred to as the “reaction force”. The rollers' mountings allow them to move a limited distance along the circumferential direction and, due to a steering effect exerted on the rollers by the races, this circumferential movement is accompanied by tilting of the rollers producing a change of variator ratio. Control over the variator is exercised by modulating the reaction force applied to the rollers by the actuator(s).
In order to control the variator ratio, one known type of variator uses a feedback loop, which is typically hydro-mechanically implemented, in which roller position is sensed and compared to a desired position, and the actuator pressure is modulated to cause the actuator to exert a force on the roller tending to reduce the difference between the two. According to this approach, roller position, and correspondingly variator ratio, is the control variable. An associated control system sets a desired value of variator ratio and the variator is automatically adjusted to achieve it. This mode of control is sometimes referred to as “ratio control”. Another, simpler, form of ratio control is taught in WO 2007/023140 (PCT/EP2006/065467, published in the names of Torotrak (Development) Ltd and MTD Holdings Inc) which discloses a zero-turn vehicle whose variators are ratio controlled by a simple lever mechanism.
An alternative approach is to control the reaction force and to permit the rollers to assume whatever position results from it. It is straightforward to demonstrate that the reaction force exerted along the circumferential direction by the actuator (or actuators, since there may be several of them) is proportional to the reaction torque, defined as the sum of the torques acting at the variator input and the variator output. Hence in this type of variator, reaction torque is the control variable. A transmission of this type is referred to as “torque controlled”. It is reaction torque that is set by the associated controller, and variator ratio is able to change without intervention from the controller. Note that the ratio of variator input torque to variator output torque is determined by the current variator ratio, so, for a given ratio, setting the reaction torque determines the input and the output torque of the variator, and hence of the transmission. Changes of input and output speed result from the application of these torques, added to externally applied torques, to the inertias coupled to the transmission's input and output. The variator ratio changes automatically to accommodate changes of input and output speed.
A variator on its own typically provides a limited range of input/output ratios. A complete transmission often incorporates additional gearing through which the variator is coupled between the input and output of the transmission, such gearing incorporating one or more clutches for selectively engaging different transmission “regimes”. In each regime the ratio range of the variator maps onto a different range of ratios of the transmission as a whole. The term “clutch” as used herein refers to any device which can selectively make and break a mechanical coupling to engage/disengage a transmission regime. In some cases this is done by means of a conventional clutch which engages/disengages a connection between two rotating parts. In other cases it may for example be achieved using a brake to selectively permit or prevent rotation of a certain part of the gearing.
In order to provide a smooth transition from one regime to the next, the gearing is typically designed such that at a particular variator ratio (the “synchronous ratio”), a regime change produces no change in the transmission ratio.
Another desirable feature of a continuously variable transmission is the ability to provide “geared neutral”, a condition in which the transmission output is static despite being mechanically coupled to the rotating transmission input. In effect, the transmission at geared neutral provides an infinite speed reduction. A known way to achieve this involves the use of an epicyclic gear, e.g. of the well known type having sun and ring gears meshing with a set of planet gears mounted on a carrier. The sun, ring and carrier form three input/outputs of the epicyclic gear which are connected in some permutation to: (i) the rotary variator input, (ii) the rotary variator output, and (iii) the transmission output. The variator is also arranged to be driven from the transmission input. At a specific variator ratio (the “geared neutral ratio”), the speeds of the epicyclic element connected to the variator input and that of the epicyclic element connected to the output cancel each other out, leaving the epicyclic element connected to the transmission output stationary. Geared neutral is only available in one regime. It makes it possible to dispense with the clutch or torque convertor used, in a more conventional vehicle transmission, to decouple the engine from the wheels as the vehicle is brought to a halt.
In place of epicyclic gearing as such, it is possible to use a frictional epicyclic in which the planets are formed as balls running on smooth raceways. U.S. Pat. No. 3,494,224 (Fellows et al) discloses a transmission of this type.
Turning now to consider the invention itself, when a motor vehicle executes a turn the wheels on the inside of the turn move more slowly than the wheels on the outside of the turn. The differential gear unit of a conventional motor vehicle transmission serves to transmit drive to wheels on both sides of the vehicle while accommodating the difference in their speeds. A conventional differential gear unit exerts an equal torque on both of the drive vehicle wheels and gives no scope for control of the distribution of torque between the driven wheels or for control of their relative speeds.
There are several reasons why it may be desirable to provide for such control. For an example refer to WO 2008/087450 (PCT/GB2008/050030, Infinitrak LLC) which discloses a vehicle—in particular a ride-on lawnmower—which is highly manoeuvrable and even capable of turning on the spot by virtue of the fact that its transmission provides for independent control of the speeds of the driven wheels. This is achieved by providing two continuously variable transmissions, both driven from the vehicle's engine and each driving a respective vehicle wheel. The ratios of the two transmissions are independently variable and are directly set using a simple lever mechanism, and in this way the driver steers the vehicle—if the driven wheel on the right hand side of the vehicle turns faster than the driven wheel on the left hand side then the vehicle will turn to the left. If the driven wheels turn in opposite directions then a very tight turn can be executed, and in the extreme case the vehicle can even turn on the spot—a so-called “zero turn”.
Additionally or alternatively, use of two CVTs to drive respective vehicle wheels may be advantageous in that it allows the differential gear of a conventional vehicle transmission to be dispensed with.
Even where steering is achieved in the conventional manner by control of the angles of steered front vehicle wheels, there are powerful incentives for controlling the distribution of torque between the driven vehicle wheels—to improve vehicle handling, skid control, stability on split-mu surfaces, etc.
In accordance with a first aspect of the present invention, there is a transmission arrangement comprising:
In accordance with a second aspect of the present invention, there is a transmission arrangement comprising:
The epicyclic element suitably comprises an epicyclic raceway where the epicyclic unit is a frictional or traction unit.
It is important to note that the terms “left hand” and “right hand” are used merely to denote that the components in question form part of the transmission leading to the left hand transmission output, or of the transmission leading to the right hand transmission output, respectively. They do not necessarily reflect the physical arrangement of the components.
The use of frictional epicyclic units in the transmission arrangement proves particularly advantageous. Constructionally, the arrangement according to the present invention can be especially straightforward.
The variators are preferably of torque-controlled type.
The planets may be formed as balls.
The input and output races can be mounted for rotation about a common axis. Also the epicyclic units can be mounted coaxially with the input and output races. Preferably these components are mounted on a common variator shaft.
In embodiments where an end load actuator is provided to urge the input and output races into engagement with the rollers, this actuator can additionally serve to urge the epicyclic elements into engagement with the planets, providing the required traction. Also the force exerted by the end load actuator can be referred to the variator shaft and transmitted through the left and right hand epicyclic units. In this way the epicyclic units make it possible to dispense with a thrust bearing necessary in other similar arrangements (as to which see in particular WO 2008/087450 once more) to transmit the end load. The right and left hand epicyclic units can be placed between the right and left hand variators.
In a particularly preferred embodiment, epicyclic elements of the left and right hand epicyclic units are coupled to rotate together. They may in particular be formed on opposite sides of a single epicyclic input disc. Advantageously, the epicyclic input disc may be provided with a clutch by which it is coupled to the transmission input in a low transmission regime to drive the epicyclic and is permitted to freewheel in a high transmission regime to reduce energy dissipation in the epicyclic units.
A clutch arrangement may be provided for switching between high and low regimes. Preferably the clutch arrangement acts upon the epicyclic input disc. The clutch arrangement can be adapted to prevent rotation of the epicyclic input disc to engage high regime and to couple the epicyclic input disc to the transmission input to engage low regime.
In accordance with a third aspect of the present invention, there is a transmission arrangement comprising:
The provision of high and low regimes extends the range of transmission ratios beyond the range of ratios provided by the variators on their own.
In a preferred embodiment, the left and right hand clutch arrangements are configured, when in high regime, to couple the left and right hand output races such that they rotate together. Hence in low regime, and at low speed, the transmissions provide independent control of the left and right transmission outputs. In high regime, where this independent control is typically less important, they can be coupled together to function as a single unit.
Preferably a clutch for engaging high regime is shared by the left and right hand clutch arrangements. The arrangement may further comprise a differential gear through which drive is transmitted to the left and right hand transmission output shafts in the high regime.
In a preferred embodiment, the left and right hand clutch arrangements are operable independently of one another so that the left and right hand transmissions can be placed in different regimes. This may be advantageous in some applications, e.g. when the left and right hand transmissions are running at different speeds so that the transitions between regimes need to be made at different moments.
Preferably the left and right hand epicyclic units share an input which is provided with a clutch arrangement by which it is able to be selectively (a) coupled to the transmission input to engage one or high and low regime and (b) prevented from rotating to engage the other of high and low regime. This makes construction of a the clutch arrangement and associated parts particularly simple.
In accordance with a fourth aspect of the present invention, there is a transmission arrangement comprising:
This embodiment provides, in a straightforward manner, for “torque vectoring”—independent control of the torque supplied to wheels on opposite sides of the vehicle. Torque vectoring is particularly attractive e.g. for vehicle stability control.
In accordance with a fifth aspect of the present invention there is a transmission arrangement for a vehicle having an engine which drives left and right hand wheels, the arrangement comprising a left hand transmission comprising a left hand variator having an output and also having an input configured to be driven from the engine, a right hand transmission comprising a right hand variator having an output and also having an input configured to be driven from the engine, a differential gear, and a clutch arrangement for selectively engaging:
The term “engine” should be understood to encompass any suitable form of rotary driver, including an electric motor.
Specific embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings in which:
a and 1b are highly simplified representations of a known toroidal-race rolling-traction variator in side view and in perspective, respectively;
a and 1b represent a toroidal-race rolling traction variator of known type. They do not represent embodiments of the invention but are intended to illustrate certain relevant principles and to assist the reader in understanding the operation of one type of variator that can be used in implementing the invention. The invention may however be implemented using other types of variator.
An input race 12 is mounted upon a variator shaft 14 and has a part-toroidal surface 16 facing toward a corresponding part-toroidal surface 18 formed upon an output race 20, a generally toroidal cavity 22 being thus defined between the races. The races are each rotatable about a common axis defined by the variator shaft 14 and their mountings permit one race to rotate relative to the other. The variator shaft 14 forms the variator input and the output race 20 forms its output. The toroidal cavity 22 contains a set of rollers 24 which run upon the races to transfer drive between them. Each roller 24 is rotably mounted in a respective carriage 26 which is itself coupled to an actuator 28 which applies a controlled reaction force to the roller/carriage assembly. Movement of the actuator 28 is accompanies by movement of the roller 24 along a circumferential path about the shaft 14. This circumferential movement of the roller 24 causes it also to undergo a tilting motion about a tilt axis 30 due to a steering effect exerted on the roller 24 by the races 12, 20. The steering effect causes the roller always to seek an orientation in which its own axis of rotation coincides with the axis defined by the variator shaft 14. Note that the axis 30 about which the roller tilts is inclined by a caster angle b to a plane radial to the variator shaft 14. By virtue of the castor angle, tilting of the roller 24 is able to restore the coincidence of the two axes. The result is that the roller's tilt angle is a function of its circumferential position. The rollers 24 move and tilt in unison. Tilting of the rollers changes the radii of the paths they trace upon the input race 12 and the output race 20, and so causes a change in the variator ratio.
The actuators 28 each apply a reaction force to their respective roller 24. The variator's reaction torque is proportional to the reaction force. Changes of speed at the variator input and output are automatically accommodated, the rollers moving and tilting to change the variator ratio as necessary. This is a torque-controlled variator. Embodiments of the present invention may use torque controlled variators or ratio controller variators.
The left hand transmission 200L comprises a left hand variator 204L whose input 206L is driven from engine 208 via gearing R1. A left hand epicyclic unit 210L has three rotary parts E1L, E2L, E3L. One of these—E1L—is coupled to output 212L of the left hand variator 204L. Another—E2L—is coupled on the gearing R1. The third part E3L is able to be coupled through gearing R3L and a left hand low regime clutch 214L to the left hand vehicle wheel 202L. An alternative path for transmission of power to the vehicle wheel 202L is provided by gearing R2L which is driven by the variator output 212L and which is able to be coupled to the left hand vehicle wheel 202L by a left hand high regime clutch 216L.
The right hand transmission is similarly formed to the left hand transmission, being driven by the engine 208 through gearing R1 having right hand variator 204R, epicyclic unit 210R, gearing R2R and R3R and high/low regime clutches 214R, 216R for driving the right hand vehicle wheel 202R.
As in
Comparing
From a study of
With the left hand low regime clutch 214L engaged, the speed of the left hand transmission output shaft 240L is a simple multiple of the speed of the left hand planet carrier 230L and, merely by tilting of the left hand variator rollers 224L, can be steplessly varied through a range of forward and reverse speeds.
The available range of forward speeds is extended by virtue of the left hand high regime clutch 216L and associated gearing. A toothed outer periphery of the left hand output race 226L forms a left hand variator output gear 242L and meshes via a left hand pinion 244L with a left hand high regime clutch gear 246L which is able to be coupled, by engagement of the high regime clutch 216L, to the left hand output shaft 240L. This gear train is equivalent to the gearing R3L of
In operation, one or other of the clutches 214, 216L will normally be engaged to provide either high or low regime. Moving from one regime to the other involves releasing one clutch and engaging the other, By virtue of the choice of gearing there is a certain variator ratio at which a change from one regime to the other produces no change in the speed of the left hand output shaft 240L. This occurs when the transmission is at, or close to, the maximum forward sped in low regime and the minimum forward speed in high regime. Regime changes are timed to occur at this “synchronous” ratio and can consequently take place smoothly, without speed change of the transmission output.
The above discussion refers only to the left hand transmission 200L, but the right hand transmission 200R is in almost all respects a mirror image of the left hand transmission. Its variator 204R, epicyclic 210R and clutches 214R, 216R drive the right hand transmission output 240R in precisely the manner already described. Note that the right hand clutches 214R, 216R are controllable independently of the left hand clutches 214L, 216L since the left and right hand transmissions typically will not be required to change from one regime to the other at the same instant.
The one distinction shown in
In the present embodiment the end load device 250 is hydraulic. A cylinder member 252 is mounted on the variator shaft 220 and prevented from moving along it by abutment with a flange 253 formed upon the shaft. The right hand input race 222R has some freedom to move along the variator shaft 220 and is received in the cylinder member 252 in the manner of a piston, defining in it a working chamber 254 which is supplied with pressurised fluid. The fluid pressure, and hence the end load, are adjusted in sympathy with variator torque. For example if the rollers 224L, 224R are controlled by hydraulic actuators (such as actuators 28 in
The end load is directed through the variator rollers 224 and the variator races 222, 226, and through the epicyclics 210, to the left hand input race 222L and through it to the variator shaft 220, which is thus placed in tension. The bearings 227, 232 of the output races 226 and of the planet carriers 230 give them some freedom to move along the shaft, enabling them to transmit the end load. The epicyclic input disc 234 likewise has some freedom of axial movement—it may for example be coupled to the variator shaft 220 through longitudinal splines (not shown) to enable it to move axially while ensuring that it rotates along with the variator shaft 220.
Note that other devices may be used to provide end load. For example GB 2438412 A (Torotrak (Development) Limited) describes a mechanical end load device that could be adopted in embodiments of the present invention.
A transmission arrangement of the illustrated type needs to incorporate some form of thrust bearing to transmit the end load while accommodating rotation of one output race 226 relative to the other. In the
The transmission seen in
The embodiment of
The arrangement of variators 404L,R and epicyclics 410L,R is precisely as depicted in
In low regime the illustrated transmission arrangement provides two modes of operation. In the first of these, low regime clutches 414L,R are engaged and the other clutches are disengaged. The output shafts 440L,R are respectively driven through left and right hand carrier gear wheels 436L,R and left and right hand clutch gear wheels 438L,R. This mode provides low regime operation just as described above with reference to
The second low regime mode is activated by engaging left and right hand locking clutches 474L,R which serve respectively to lock the left and right hand clutch gear wheels 438L,R to the input cage 476 of the differential gear unit 472. In this mode, as in high regime, the variators' output races 426L,R are constrained to rotate at the same speed so the left and right hand variators 404L,R function as one unit, their combined output being coupled to the transmission output shafts through the differential gear unit 472.
Hence the transmission of
(a) operating in a first mode which is akin to a conventional transmission in that a combined output from the two variators drives the differential gear unit which in turn drives the transmission's left and right output shafts. This mode is available in both low and high regimes, and
(b) a low regime (low speed) mode of operation in which the left and right output shafts are independently controllable.
A transition from low regime to high regime can only be made whilst in the first of these modes. Changing from the second mode to the first will typically be carried out with the vehicle stationary.
The vehicle can behave like a conventional vehicle much of the time, but has the facility for improved transmission control for particular situations, e.g. parking in confined spaces, off-road operation, etc.
A clutch 580 serves to lock the two together in low regime. When both transmissions are in high regime and the epicyclics 510L,R freewheel, the clutch 580 is released to allow the epicyclic input disc 534 to spin along with the output races 526L,R.
As in all of the depicted embodiments, the transition between regimes can be made at synchronous ratio.
| Number | Date | Country | Kind |
|---|---|---|---|
| 1103278.6 | Feb 2011 | GB | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/EP2012/000838 | 2/27/2012 | WO | 00 | 2/20/2014 |
