錐--錐型無級變速器的研究與運用外文文獻翻譯、中英文翻譯、外文翻譯

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              錐 -錐型無級變速器的研究與運用         摘要 牽引驅(qū)動無級變速具有低噪聲和低振動的特點，但大多數(shù)牽引驅(qū)動無級變速的結(jié)構(gòu)復雜，作者之一發(fā)明了一種新型的牽引驅(qū)動無級變速，這個新的無級變速器 ,結(jié)構(gòu)簡單 ,傳輸效率是相當之高。這個新 CVT叫做錐 錐型無級變速 (CTC -無級變速 )。本研究的目的旨在 CTC-CVT的實際使用，在這份報告中 ,首先審查 CTC-CVT變速的機制和結(jié)構(gòu)，其次 ,描述了 CTC-CVT的設計，最后 ,檢查機械電力傳輸效率。       關鍵詞 :機器元素 ,摩擦學 ,潤滑 ,無級變速 ,牽引驅(qū)動 ,效率  一、簡 介         牽引驅(qū)動的機械功率通過兩個轉(zhuǎn)子之間 的 一個彈流潤滑 (EHL)油膜傳輸。牽引油 在 轉(zhuǎn)子之間的干預形成了油膜時 ,形成 一個緊迫的剪切力 ,它傳送機械功率部 分 (牽引力 )的油膜 ， 牽引驅(qū)動 有 低振動、低噪音的特性 ， 能夠組成一個連續(xù)變量的傳播 (CVT)。牽引驅(qū)動類型的無級變速 的 各種結(jié)構(gòu)已經(jīng)開發(fā)出來。 環(huán)形粒狀 型 CVT1和科普型 CVT2已經(jīng) 應用于工業(yè)機器。 半環(huán)型  CVT實際上被用于汽車 3。電力傳輸效率無級變速超過 92%4。此外 ,軸傳動無級變速 5和 環(huán)型  CVT6的研究。然而 ,無級變速的牽引驅(qū)動類型有一個狹窄的減速比范圍 ，  結(jié)構(gòu)是復雜的。 栗林博士 ,作者之一 ,設計了一種無級變速，牽引驅(qū)動錐型無級變速的結(jié)構(gòu)簡單、減速比大 7。圖 1顯示的示意圖，設計了 CVT的傳動部分，圖 2顯示了一個爆炸輸電的透視圖部分。在這種無級變速器中 ,中間滾動的元素用于輸入和輸出軸之間，傳輸機械功率，輸入和輸出軸有一個凹錐形形式 ,中間滾動元素有一個凸錐形式。 因為錐 式錐機械傳遞 ,這個新的無級變速器稱為錐-錐型無級變速器 (CTC-CVT)。在輸入和輸出軸 ,齒輪軸一端相連如圖 2所示，通過附加齒輪、號碼配件的輸入和輸出，軸和滾動元素可以增加，通過增加配12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx 件數(shù)量的輸入和輸出軸滾動的元素 ,高轉(zhuǎn)矩得以傳遞。本研究旨在 CTC-CVT的實際運用，其結(jié)構(gòu)簡單，部件和電力傳輸效率大約是 90%，首先 ,了解基本的CTC-CVT特點和一組輸入輸出軸及滾動元素，其次是檢查附加在輸入和輸出軸上的齒輪機構(gòu)，描述了 CTC-CVT的初步結(jié)構(gòu)和變速機制，最后 ,提出設計了電力傳輸效率的一個原型。   二、基本結(jié)構(gòu)  a、 CTC-CVT的結(jié)構(gòu)        圖 3的示意圖顯示了 CTC-CVT動力傳輸?shù)囊徊糠?，這個 CTC-CVT組成由12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx 輸入和輸出軸和一個中間滾動元素組成。輸入和輸出軸有一個凹錐心形式，中間滾動元素有一個凸錐形式。輸入和輸出軸之間存在一個偏移量 E，牽引油在凹錐形的軸的凸錐中間滾動元素之間的干預 ,形成了油膜壓力，此時從輸入軸端輸入一個牽引力，產(chǎn)生壓力油膜 ,輸入軸的轉(zhuǎn)動通過中間滾動元素傳遞到輸出軸，速度變化通過改變中間滾動體的接觸半徑來改變 ,半徑變化反過來影響中間滾動體斜錐角度。  b . 變速機制        CTC-CVT變速可以沿著中間滾動體錐角間接平穩(wěn)變化。圖 4顯示的幾何形狀為電力傳輸部分。讓 r1順時針轉(zhuǎn)動，輸入軸的半徑 r2的共轉(zhuǎn)半徑在輸入側(cè)凸錐角速度為 1，輸出軸的角速度為 2，然后得到下面的關系：                                         1 1 2 2rr                                         （ 1）  讓 r3凸錐的共轉(zhuǎn)半徑在輸出端 ,輸出的 r4是順轉(zhuǎn)半徑 軸 , 3是輸出軸的角速度 ,然后由下面的關系得到輸出的一面：                                        3 2 4 3rr                                           （ 2）  減速比 e是輸入軸與輸出軸比率速度角，聯(lián)立方程（ 1）、（ 2）有以下方程：                                1 1 2 2 43 2 3 3 1rre rr                                （ 3）  如果順轉(zhuǎn)半徑 r1、 r3，輸入和輸出軸是相等的 ,有下面的方程：                                           23e r r                                         （ 4）  如果凸錐是傳動體 ,順轉(zhuǎn)半徑 r2和 r3的中間點的滾動體接觸分別通過輸入和輸12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx 出軸改變。如圖 5所示 ,減速比為 2.0，如果 r2的長度是 r3的長度兩倍，則它是1.0， r2的長度等于 r3的長度 (圖 5(b)，同樣 ,如果減速比是 0.5，則 r2的長度是 r3長度的一半 (圖 5(c)，因此 ,當順轉(zhuǎn)半徑中間滾動元素的變化 ,根據(jù)方程 3和 4可以得到減速比的變化。   三、 CTC-CVT原型設計          驗證 CTC -無級變速的操作和性能，設計出 CTC-CVT的原型。圖 6顯示一個設計的 CTC-CVT的剖視圖。表 1顯示了 CTC-CVT設計規(guī)范，在設計條件下 ,電動機的額定容量為 15(千瓦 ),使用 1500轉(zhuǎn)速 (rpm)輸入電源，該設 計旨12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx 在研發(fā)出一個可以實現(xiàn)高傳輸效率的設計模型，改變的速度 ,傳動的機制中間滾動體沿著錐角轉(zhuǎn)動手柄使用。圖 7顯示了一個傳輸機制示意圖。一個案例支持中間滾動體 ,連接到一個滑塊案例，減少相同的凸錐角度。附加的處理是將沿著槽處理傳動案例，并能影響速度無級變化。牽引驅(qū)動所需的壓力由裝運凸輪在輸入軸端，根據(jù)輸入轉(zhuǎn)矩，其凸輪裝置加載產(chǎn)生一個緊迫的力量。   12th IFToMM World Congress, Besanon (France), June18-21, 2007 CK-xxx       輸入和輸出軸上的軸承 ,雙向軸承及使用滾柱軸承， CTC-CVT的徑向和推力負荷軸承。這些軸承作為一個組合 ,可以攜帶這些負載和造成小軸承的功率損耗。無級變 速的目的是這樣，雙向軸承負荷徑向和推力，與滾柱軸承一起攜帶一個大負載，考慮軸承之間的距離決定容許的軸承角度和傳輸效率，潤滑的 CVT的各個部分 ,強制潤滑用于無級變速潤滑液壓單元 (泵、過濾器、冷卻器和箱體 ),將這個無級變速單位原型分開安裝，再考慮密封設備的功率損耗。   輸出轉(zhuǎn)矩                    2T(Nm)                  95.5 減速比                      e 0.5-2.0 輸入轉(zhuǎn)矩                    11(min )N 1500 輸出轉(zhuǎn)矩                    12 (min )N    750-3000 錐角                 &nbs