锥--锥型无级变速器的研究与运用外文文献翻译、中英文翻译、外文翻译

12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx Research and Development of Cone to Cone Type CVT H. Komatsubara* T. Yamazaki S. Kuribayashi Yamagata University Yamagata University Kuribayashi Steamship Yamagata, Japan Yamagata, Japan Tokyo, Japan Abstract Traction drive CVT is a low noise and a low vibration. But most of traction drive CVT have complex structure. One of the authors invented a new type of traction drive CVT. As for this new CVT, the structure is simple, and transfer efficiency is high. This new CVT is called Cone to Cone Type CVT(CTC- CVT). The purpose of this research aimed at practical use of CTC-CVT In this report, first the structure and the speed changing mechanism of CTC-CVT is examined. Secondly, the design of CTC-CVT is described. Finally, the mechanical efficiency of power transmission is examined. Keywords: machine element, tribology, lubrication, CVT, traction drive, efficiency A. Introduction In the traction drive, mechanical power is transmitted between two rotors via an elastohydrodynamic lubrication (EHL) oil film. The traction oil intervening between the rotors forms an oil film when it experiences a pressing force, and it transmits mechanical power by the  shear force (traction force) of this oil film. The traction drive is low vibration and low noise and has the feature of being able to make up a continuously variable transmission (CVT). For the traction drive type CVT, various structures have been developed. Ring-corn type CVT 1 and kopp type CVT 2 have been applied to industrial machine. Half-toroidal CVT has been practically used for automobiles 3. Power transmission efficiency of this CVT is over 92 % 4. In addition, shaft drive CVT 5 and full-toroidal CVT 6 have been studied. However, the CVT of this traction drive type has a narrow range of reduction ratio and the structure is complex. Thus, Kuribayashi, one of the authors, devised a CVT using cones in the traction drive type CVT, whose structure is simple and from which a high reduction ratio is available7. Figure 1 shows a schematic of the power transmission portion of the devised CVT. Figure 2 shows an exploded perspective view of the power transmission portion. In this CVT, intermediate rolling elements are placed between the input and output shafts to transmit mechanical power. The input and output shafts have a concave conical form, and the intermediate rolling elements have a convex conical form. Because mechanical power is transmitted from cone to cone, this new CVT is *E-mail: hkomatsuyz.yamagata-u.ac.jp E-mail: am01137dipfr.dip.yz.yamagata-u.ac.jp E-mail: a.kotanikuribayashi.co.jp called the cone-to-cone type CVT (CTC-CVT). On the input and output shafts, gears are attached at the shaft end as shown in Figure 2. By attaching the gears, the number of mating parts of the input and output shafts and the rolling elements can be increased. By increasing the number of mating parts of the input and output shafts and the rolling elements, high torque can be transmitted. This study aims at practical development of CTC-CVT which simple structure parts and power transmission efficiency is about 90 %. This time, to know the basic characteristics of the CTC-CVT, one set of input and output shafts and rolling elements was examined without attaching gears at the input and output shaft ends. First the structure and speed-changing mechanism of the CTC-CVT are described. Finally, the design  and power transmission efficiency examination of a prototype are presented. Fig. 1. Schematic of CTC-CVT Fig. 2. Exploded perspective view of CTC-CVT 12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx Fig. 4. Geometrical parameters of CTC-CVT B. Basic Structure shafts are equal, the following equation is obtained. A. Structure of CTC-CVT e r2    r3 (4) Figure 3 shows a schematic of the power transmission portion of the CTC-CVT.  This CTC-CVT is composed of input and output shafts and an intermediate rolling element inscribed between them. The input and output shafts have a concave conical form, and the intermediate rolling element has a convex conical form. An offset of E is given between the input and output shafts. Traction oil intervenes between the concave cone at the end of each shaft and the convex cone of the intermediate rolling element, and it forms an oil film when a pressing force is applied from the input shaft side. A traction force is produced by the oil film, and the rotation of the input shaft is transmitted to the output shaft via the intermediate rolling element. Speed changes are effected by changing the contact radius of the intermediate rolling element, and the radius change is in turn effected by translating the intermediate rolling element obliquely along the cone angle. B. Speed-changing Mechanism The CTC-CVT changes the speed smoothly by translating the intermediate rolling element obliquely along the cone angle. Figure 4 shows the geometry of the power transmission portion. Letting r1 be the corotation radius of the input shaft, r2 be the corotation radius of the convex cone on the input side, 1 be the angular velocity of the input shaft, and 2 be the angular velocity of the rolling element, then the following relationship is obtained on the input side. If the convex cone is translated, the corotation radii r2 and r3 of the intermediate rolling element at the points of contact respectively with the input and output shafts change.   As shown in Figure 5(a), the reduction ratio is 2.0 if the length of r2 is twice the length of r3. It is 1.0 if the length of r2 is equal to the length of r3 (Figure 5(b). Likewise, the reduction ratio is 0.5 if the length of r2 is half the length of r3 (Figure 5(c). Thus, when the corotation radii of the intermediate rolling element change, the reduction ratio changes according to Equations 3 and 4. Fig. 3. Schematic of power transmission portion r11  r22 (1) Letting r3 be the corotation radius of the convex cone on the output side, r4 be the corotation radius of the output shaft, and 3 be the angular velocity of the output shaft, then the following relationship is obtained on the output side. C. Design of CTC-CVT Prototype To verify the operation and performance of the CTC- CVT, a CTC-CVT prototype was  designed. Figure 6 shows a sectional view of the designed CTC-CVT.  Table r32  r43 (2) 1 shows the specifications for the designed CTC-CVT The reduction ratio, e, is the ratio of the angular velocity of the input shaft to that of the output shaft and is given by the following equation using Equations 1 and 2. prototype. As a design condition, a motor with a rated capacity of 15 kw and a rotational speed of 1500 rpm was used as the input power source.   The design was done on the e 1  1  2  r2 r4 (3) design concept of attaining a prototype with high power 3 2    3 r3r1 transmission efficiency. If the corotation radii, r1 and r4, of the input and output For changing the speed, a mechanism to translate the (a) e=2.0 (b) e=1.0 (c) e=0.5 Fig. 5. Reduction ratio change mechanism of CTC-CVT r2=r3/2 r2=2r3 r2=r3 12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx   Fig. 7. Schematic of Transmission Mechanism Fig. 6. Schematic view of CTC-CVT intermediate rolling element along the cone angle by turning a handle was used. Figure 7 shows a schematic of the transmission mechanism. A case supports the intermediate rolling element, and a slider is attached to the case. A groove is cut in the frame at the same angle as the convex cone. A handle is attached on the top of the case, and turning the handle translates the case along the groove and can effect stepless speed changes. The pressure force necessary for the traction drive is given by the loading cam on the input shaft side. The loading cam is a device to produce a pressing force according to the input torque. For the bearings on the input and output shafts, a duplex angular bearing  and roller bearing are used. The bearings of the CTC-CVT experience radial and thrust loads. These bearings are used as a combination that can carry these loads and cause little power loss at the bearings. The CVT was designed so that the duplex angular bearing will carry radial and thrust loads and the roller bearing will carry a large radial load. The distance between the bearings was decided in consideration of the allowable angle and efficiency of the bearings. For the lubrication of the various parts of the CVT, forced lubrication using a CVT lubrication hydraulic unit (pump, filter, cooler and tank) was used, and this unit is installed separately from the CVT prototype. Labyrinth seals are used, in consideration of the power loss by the sealing devices. TABLE I. Design specification of CTC-CVT D. Examination of Power Transmission Efficiency Power transmission efficiency is most important as performance of the transmission and an examination about this was performed. The power loss by the traction drive type CVT includes the loss by the support bearing, the loss occurring at the contact surface of the power transmission portion, the loss by agitation of traction oil and the loss by oil seals and other sealing devices. The prototype fabricated this time employs forced lubrication, which sprays traction oil onto the CVT by the external hydraulic unit. Thus it is thought that there is no power loss by agitation of traction oil. Because labyrinth seals are used for the sealing devices, it is considered that there is no power loss by the sealing devices. Therefore, the loss by the support bearing and the loss at the contact surface of the power transmission portion were examined. I. Effect of Bearing Loss By the pressure force from the loading cam, a radial load acts on the roller bearing on the input and output shafts, and radial and thrust loads occur on the duplex angular bearing. Due to these loads, a torque loss occurs at each bearing. This torque loss is expressed as kinetic friction torque, Mt. The kinetic friction torque, Mt, occurring at each bearing is expressed by the following equation: Mt  Ml  Mv (5) where Ml is the load term and Mv is the velocity term. ， Output Torque T2 (Nm) 95.5 Reduction ratio e 0.5 - 2.0 Input speed N1 (min-1) 1500 Output speed N2 (min-1) 750 - 3000 Cone angle (deg) 46 Contact radius r1 r4   (mm) 46 Offset E (mm) 13 12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx e=2.0 e=1.0 e=0.5 II. Effect of Spin Around the normal to the contact surface of the power transmission portion, relative rotary motion of the oil film occurs in the elliptic contact area, and this motion is called spin. The traction oil is heated by this spin, increasing the slippage and reducing the shear force. The loss due to the spin was theoretically found by an analytical method by using the elastoplastic model of Johnson and Tevaarwerk 8 and taking into account the oils shear force reduction accompanying the heating. III. Power Transmission Efficiency The power transmission efficiency P can be expressed by the following equation using the speed transmission efficiency S and torque transmission efficiency T. we designed a prototype and examined its power transmission efficiency. (2) We found the bearing loss and spin loss in the traction area, which contribute to a reduction of power transmission efficiency. As a result, the calculated efficiency of the designed CTC-CVT is 93%. The CTC-CVT designed this time is now in the process of fabrication, and we will do a trial run to measure the efficiency and compare it with the theoretical value. 0.1 0.08 0.06 0.04 P  S  T (6) The speed transmission efficiency represents the relationship of the actual rotational speed to the rotational speed of the ideal transmission free from slippage under point contact condition. The speed transmission efficiency can be found theoretically from the slippage rate (creep) on the input and output sides. The creep can be found from the traction curve as the magnitude of creep for the set traction coefficient. The traction curve represents the relationship between creep and traction coefficient. The traction coefficient represents the ratio of the traction force to the normal force, which is the normal component of the pressure force acting on the intermediate rolling element. Figure 8 shows the traction curve of the CTC-CVT for the design specifications given in Table 1. The temperature of the traction oil was taken at 60 C. The torque transmission efficiency represents the relationship of the actually transmitted torque to the ideally transmitted torque free from slippage under point contact condition.  The torque transmission efficiency can 0.02 0 100 95 90 85 80 75 70 0 1 2 3 4 5 6 Creep Cr% Fig. 8. Traction curve of CTC-CVT 0    10   20   30   40   50   60   70   80   90  100 110 120 Input torqueNm Fig. 9. Power transmission efficiency of CTC-CVT be found from the loss at each bearing and the loss due to spin. Figure 9 shows the calculated power transmission efficiency versus input torque for reduction ratios of 2.0, 1.0 and 0.5. The power transmission efficiency decreases as the input torque increases. The power transmission efficiency also decreases as the reduction ratio decreases, that is, the output speed is increased. The torque loss at the bearings increases as the input torque increases. When the output speed is increased, a torque loss occurs at the bearings. Moreover, the surface pressure in the contact area becomes large and the slippage increases, so the power loss becomes large. The power transmission efficiency was 93% at a reduction ratio of 2.0 for the design specifications given in Table 1. E. Conclusion (1) Aiming at practical development of a CTC-CVT which is a continuously variable transmission using cones, References 1 Okamura and Kashiwabara, Development of Transmission by 3K- Type CVT (1st Report, Design of Transmission), Trans. JSME, Series C 57-538, (1991), 288-293. 2   FRANK NAJLEPSZY, Traction Drives Roll up Impressive Gains, MACHINE DESIGN, 57-25, (1985), 68-75 3 Machida, Hata, Nakano and Tanaka, Half-Troidal Traction Drive Continuously Variable Transmission for Automobile Propulsion Systems (Traction Drive Materials, Transmission Design and Efficiency) Trans. JSME, Series C 59-560, (1993), 1154-1160. 4 Imanishi, Machida, Tanaka, A Study on a Toroidal CVT for Automotive Use, Proceedings of the Machine Design and Tribology Division Meeting In JSME (IMPT-100), (1997), 531-536 5 Yamanaka, Igari and Inoue  Study of Shaft Drive  Continuously Variable Transmission (1st Report, Analysis of Mechanism and Prototype), Trans. JSME, Series C 70-692, (1993), 1154-1160. 6 Misada, Oono, Transmission Efficiency and Power Capacity Analysis of Infinity Variable Transmission Variator, Koyo Engineering Journal No.168, (2005), 46-49 7 Kuribayashi, Continuously Variable Transmission, Japanese Patent Public Disclosure No. 2001-173745, Japan Patent Office. 8 Johnson, K. L. and Tevaarwerk, J. L., Shear behaviour of elastohydrodynamic, Proc. R. Soc. Lond, A.356, (1977), 215-236.e=2.0 e=1.0 e=0.5 Traction coefficient Power transmission efficiency% 12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx 12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx              锥 -锥型无级变速器的研究与运用         摘要 牵引驱动无级变速具有低噪声和低振动的特点，但大多数牵引驱动无级变速的结构复杂，作者之一发明了一种新型的牵引驱动无级变速，这个新的无级变速器 ,结构简单 ,传输效率是相当之高。这个新 CVT叫做锥 锥型无级变速 (CTC -无级变速 )。本研究的目的旨在 CTC-CVT的实际使用，在这份报告中 ,首先审查 CTC-CVT变速的机制和结构，其次 ,描述了 CTC-CVT的设计，最后 ,检查机械电力传输效率。       关键词 :机器元素 ,摩擦学 ,润滑 ,无级变速 ,牵引驱动 ,效率  一、简 介         牵引驱动的机械功率通过两个转子之间 的 一个弹流润滑 (EHL)油膜传输。牵引油 在 转子之间的干预形成了油膜时 ,形成 一个紧迫的剪切力 ,它传送机械功率部 分 (牵引力 )的油膜 ， 牵引驱动 有 低振动、低噪音的特性 ， 能够组成一个连续变量的传播 (CVT)。牵引驱动类型的无级变速 的 各种结构已经开发出来。 环形粒状 型 CVT1和科普型 CVT2已经 应用于工业机器。 半环型  CVT实际上被用于汽车 3。电力传输效率无级变速超过 92%4。此外 ,轴传动无级变速 5和 环型  CVT6的研究。然而 ,无级变速的牵引驱动类型有一个狭窄的减速比范围 ，  结构是复杂的。 栗林博士 ,作者之一 ,设计了一种无级变速，牵引驱动锥型无级变速的结构简单、减速比大 7。图 1显示的示意图，设计了 CVT的传动部分，图 2显示了一个爆炸输电的透视图部分。在这种无级变速器中 ,中间滚动的元素用于输入和输出轴之间，传输机械功率，输入和输出轴有一个凹锥形形式 ,中间滚动元素有一个凸锥形式。 因为锥 式锥机械传递 ,这个新的无级变速器称为锥-锥型无级变速器 (CTC-CVT)。在输入和输出轴 ,齿轮轴一端相连如图 2所示，通过附加齿轮、号码配件的输入和输出，轴和滚动元素可以增加，通过增加配12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx 件数量的输入和输出轴滚动的元素 ,高转矩得以传递。本研究旨在 CTC-CVT的实际运用，其结构简单，部件和电力传输效率大约是 90%，首先 ,了解基本的CTC-CVT特点和一组输入输出轴及滚动元素，其次是检查附加在输入和输出轴上的齿轮机构，描述了 CTC-CVT的初步结构和变速机制，最后 ,提出设计了电力传输效率的一个原型。   二、基本结构  a、 CTC-CVT的结构        图 3的示意图显示了 CTC-CVT动力传输的一部分，这个 CTC-CVT组成由12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx 输入和输出轴和一个中间滚动元素组成。输入和输出轴有一个凹锥心形式，中间滚动元素有一个凸锥形式。输入和输出轴之间存在一个偏移量 E，牵引油在凹锥形的轴的凸锥中间滚动元素之间的干预 ,形成了油膜压力，此时从输入轴端输入一个牵引力，产生压力油膜 ,输入轴的转动通过中间滚动元素传递到输出轴，速度变化通过改变中间滚动体的接触半径来改变 ,半径变化反过来影响中间滚动体斜锥角度。  b . 变速机制        CTC-CVT变速可以沿着中间滚动体锥角间接平稳变化。图 4显示的几何形状为电力传输部分。让 r1顺时针转动，输入轴的半径 r2的共转半径在输入侧凸锥角速度为 1，输出轴的角速度为 2，然后得到下面的关系：                                         1 1 2 2rr                                         （ 1）  让 r3凸锥的共转半径在输出端 ,输出的 r4是顺转半径 轴 , 3是输出轴的角速度 ,然后由下面的关系得到输出的一面：                                        3 2 4 3rr                                           （ 2）  减速比 e是输入轴与输出轴比率速度角，联立方程（ 1）、（ 2）有以下方程：                                1 1 2 2 43 2 3 3 1rre rr                                （ 3）  如果顺转半径 r1、 r3，输入和输出轴是相等的 ,有下面的方程：                                           23e r r                                         （ 4）  如果凸锥是传动体 ,顺转半径 r2和 r3的中间点的滚动体接触分别通过输入和输12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx 出轴改变。如图 5所示 ,减速比为 2.0，如果 r2的长度是 r3的长度两倍，则它是1.0， r2的长度等于 r3的长度 (图 5(b)，同样 ,如果减速比是 0.5，则 r2的长度是 r3长度的一半 (图 5(c)，因此 ,当顺转半径中间滚动元素的变化 ,根据方程 3和 4可以得到减速比的变化。   三、 CTC-CVT原型设计          验证 CTC -无级变速的操作和性能，设计出 CTC-CVT的原型。图 6显示一个设计的 CTC-CVT的剖视图。表 1显示了 CTC-CVT设计规范，在设计条件下 ,电动机的额定容量为 15(千瓦 ),使用 1500转速 (rpm)输入电源，该设 计旨12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx 在研发出一个可以实现高传输效率的设计模型，改变的速度 ,传动的机制中间滚动体沿着锥角转动手柄使用。图 7显示了一个传输机制示意图。一个案例支持中间滚动体 ,连接到一个滑块案例，减少相同的凸锥角度。附加的处理是将沿着槽处理传动案例，并能影响速度无级变化。牵引驱动所需的压力由装运凸轮在输入轴端，根据输入转矩，其凸轮装置加载产生一个紧迫的力量。   12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx       输入和输出轴上的轴承 ,双向轴承及使用滚柱轴承， CTC-CVT的径向和推力负荷轴承。这些轴承作为一个组合 ,可以携带这些负载和造成小轴承的功率损耗。无级变 速的目的是这样，双向轴承负荷径向和推力，与滚柱轴承一起携带一个大负载，考虑轴承之间的距离决定容许的轴承角度和传输效率，润滑的 CVT的各个部分 ,强制润滑用于无级变速润滑液压单元 (泵、过滤器、冷却器和箱体 ),将这个无级变速单位原型分开安装，再考虑密封设备的功率损耗。   输出转矩                    2T(Nm)                  95.5 减速比                      e 0.5-2.0 输入转矩                    11(min )N 1500 输出转矩                    12 (min )N    750-3000 锥角                 &nbs