CN212225908U

CN212225908U - Stepless speed variator

Info

Publication number: CN212225908U
Application number: CN202021398274.8U
Authority: CN
Inventors: 赵良红
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-07-16
Filing date: 2020-07-16
Publication date: 2020-12-25
Anticipated expiration: 2030-07-16

Abstract

The utility model relates to a continuously variable transmission comprises initiative transmission part, driven transmission part, variable speed control mechanism, variable speed control pole, straining device, push rod and drive belt etc. utilizes one set of mechanical type to compress tightly and realize compressing tightly and the variable speed control of V type groove and drive belt with variable speed mechanism. The hydraulic control stepless speed changer completely overcomes various defects of a traditional stepless speed changer adopting hydraulic control, and has the advantages that the pressing force between the V-shaped groove and the transmission belt is more reliable, so that the V-shaped groove and the transmission belt cannot slip, meanwhile, larger pressing force can be adopted, larger torque can be transmitted, the torque output of an engine is not required to be limited, the speed change response is fast, the acceleration performance of an automobile can be completely exerted, a complex oil pressure control system is omitted, the manufacturing difficulty and the cost of the speed changer are reduced, and the fuel efficiency of the automobile is improved.

Description

Stepless speed variator

Technical Field

The utility model relates to a derailleur technical field, more specifically say, relate to a continuously variable transmission.

Background

The continuously variable transmission is a transmission device applied to an automobile transmission system, and the performance of the transmission directly influences the overall performance of an automobile.

The stepless speed changer has the characteristics of simple structure, small volume, light weight, higher transmission efficiency and low manufacturing cost, is an ideal automobile speed changer and has extensive application in automobiles.

The stepless speed changer utilizes the friction force between the V-shaped groove and the transmission belt to realize power transmission, the change of the transmission ratio is realized by changing the radial contact position of the transmission belt and the V-shaped groove, the currently applied stepless speed changer adopts a hydraulic mode to generate pressing force between the V-shaped groove and the transmission belt, and meanwhile, the transmission ratio is changed by adjusting hydraulic oil.

However, hydraulic control has some drawbacks that are difficult to overcome: the oil pressure is established for a relatively slow time, and the pressing force generated between the V-shaped groove and the transmission belt cannot be increased in time, so that the torque output of an engine can be limited in the acceleration process of the automobile, the torque of the engine is prevented from being accelerated too fast, the stepless speed changer is prevented from slipping, and as a result, the automobile has relatively poor acceleration performance, is not suitable for violent driving and has insufficient driving pleasure. Because the oil pressure control system is complicated and is easy to break down, the pressing force is insufficient, and the V-shaped groove and the transmission belt can slip, which is a common fault of the continuously variable transmission. Meanwhile, the engine is limited by the maximum oil pressure, has limited transmission torque and is generally only suitable for small-displacement engines with smaller torque.

The novel stepless speed changer utilizes a set of mechanical pressing and speed changing mechanism to realize the pressing and speed changing control of a V-shaped groove and a transmission belt. The hydraulic control stepless speed changer has the advantages that the pressing force between the V-shaped groove and the transmission belt is more reliable and cannot slip, larger pressing force can be adopted to transmit larger torque, the torque output of an engine is not limited, the speed change response is fast, the acceleration performance of an automobile can be fully exerted, the driving experience is extremely strong, a complex oil pressure control system is saved, the manufacturing difficulty and the manufacturing cost of the speed changer are reduced, and the fuel efficiency of the automobile is also improved.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a continuously variable transmission, difficult skidding during its transmission power, the reliability is high, and the transmission moment of torsion is big, and the variable speed response is fast, is applicable to big torque motor, and compact structure has overcome current continuously variable transmission's not enough. The transmission device can be used for vehicles such as fuel automobiles, hybrid electric automobiles and pure electric automobiles and other speed change mechanisms.

The technical proposal of the utility model for solving the technical problem is that: the utility model provides a continuously variable transmission, includes the initiative transmission part and the driven transmission part that connect through the drive belt, two transmission parts all have the transmission shaft, along the driving disk that the transmission shaft removed, fix the epaxial fixed plate of transmission, its characterized in that: the two transmission parts are respectively provided with a sheet spring, a bearing gasket and a thrust bearing, the middle part of the sheet spring is tightly pressed on the movable disc through the bearing gasket and the thrust bearing, one end of each of the two sheet springs is pressed on the two check blocks of the variable speed control rod, and the other end of each of the two sheet springs is respectively pressed on the push rod and the cushion block.

The movable disc and the fixed disc are provided with conical surfaces, a V-shaped groove is formed in the assembly gap of the movable disc and the fixed disc, and the transmission belt is installed in the V-shaped groove in a tensioning mode.

The speed change control rod is provided with a speed change control mechanism for controlling the speed change control rod to move left and right along the axis direction of the transmission shaft.

One end of a sheet spring of the driving transmission part is contacted with a push rod, and the push rod is controlled by a tensioning mechanism to move left and right along the axis direction of the transmission shaft.

The thrust bearing is arranged between the bearing gasket and the movable disc, the bearing gasket is sleeved on the transmission shaft in a hollow mode, and the sheet type spring is in contact with the middle of the bearing gasket; the transmission shaft comprises an input shaft and an output shaft.

The movable disc of the driven transmission part is arranged on the output shaft through a spline and can move along the axial direction.

The movable disc of the driving transmission part is arranged on the input shaft through a spline and can move along the axial direction.

The utility model has the advantages that:

the utility model discloses a buncher utilizes one set of mechanical type to compress tightly and speed change mechanism realizes compressing tightly and the variable speed control of V type groove and drive belt. The hydraulic control stepless speed changer completely overcomes various defects of a traditional stepless speed changer adopting hydraulic control, and has the advantages that the pressing force between the V-shaped groove and the transmission belt is more reliable, so that the V-shaped groove and the transmission belt cannot slip, meanwhile, larger pressing force can be adopted, larger torque can be transmitted, the torque output of an engine is not required to be limited, the speed change response is fast, the acceleration performance of an automobile can be completely exerted, a complex oil pressure control system is omitted, the manufacturing difficulty and the cost of the speed changer are reduced, and the fuel efficiency of the automobile is improved.

Drawings

Fig. 1 is a schematic view of the overall structure of the continuously variable transmission of the present invention (an expanded view with a shift lever as an axis).

Fig. 2 is a side view of the continuously variable transmission of the present invention.

Fig. 3 is a schematic structural diagram of a free state of the plate spring of the continuously variable transmission of the present invention.

Fig. 4 is a structural schematic diagram of a plate spring stressed state of the continuously variable transmission of the present invention.

Fig. 5 is a state diagram of the minimum gear ratio of the continuously variable transmission of the present invention.

Fig. 6 is a working condition diagram of the continuously variable transmission according to the present invention, in which the transmission ratio is reduced from large to small.

Fig. 7 is a state diagram of the continuously variable transmission according to the present invention, in which the transmission ratio is decreased from large to small.

Fig. 8 is a diagram illustrating the operation of the tensioning mechanism of the continuously variable transmission of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present invention, and should not be construed as limiting the present invention.

Referring to fig. 1 to 8, the present invention relates to a cvt, in which a pressing force between a V-shaped groove and a transmission belt is provided by an elastic force generated by elastic deformation of a plate spring, and a transmission ratio of the cvt is changed by controlling movement of one end of the plate spring. The continuously variable transmission comprises a driving transmission part 100, a driven transmission part 200, a speed change control mechanism 20, a speed change control lever 22, a tensioning mechanism 12, a push rod 13, a transmission belt 19 and the like, and is shown in an expanded view with the speed change control lever 22 as an axis in fig. 1 and in a side view in fig. 2. The driving transmission part 100 is in transmission connection with the driven transmission part 200 through a belt 19, the driving transmission part 100 comprises an input shaft 11, a driving fixed disc 14 and a driving fixed disc 15, and the driven transmission part 200 comprises an output shaft 25, a driven fixed disc 26 and a driven movable disc 27; the driving transmission part further comprises a driving plate spring 16, a bearing gasket 17 and a thrust bearing 18, and the driven transmission part 200 further comprises a driven plate spring 24, a bearing gasket 29 and a thrust bearing 28. The input shaft 11 passes through a leaf spring 16, a bearing washer 17 and a thrust bearing 18, and one end of the leaf spring 16 is in contact with the push rod 13 and the other end is in contact with a stopper 21 on a shift control lever 22.

The output shaft 25 passes through the driven leaf spring 24, the bearing washer 29 and the thrust bearing 28, one end of the driven leaf spring 24 is contacted with the cushion block 30, the cushion block 30 is fixed, and the other end of the driven leaf spring 24 is contacted with the stop block 23 on the speed change control rod 22.

The driving fixed disc 15 of the driving transmission part 100 is fixed on the input shaft 11, the driving movable disc 14 is installed on the input shaft 11 through a spline and can move axially, a driving V-shaped groove is formed between the driving fixed disc 15 and the driving movable disc 14 after the driving fixed disc 15 and the driving movable disc 14 are assembled, the thrust bearing 18 is arranged between the bearing gasket 17 and the driving movable disc 14, the bearing gasket 17 is sleeved on the input shaft 11 in an empty mode, the driving leaf type spring 16 is in contact with the middle of the bearing gasket 17 and can rotate around a hinge central line, and a space capable of swinging is reserved between the driving leaf type spring 16 and the input shaft 11.

The driven fixed disc 26 of the driven transmission part 200 is fixed on the output shaft 25, the driven movable disc 27 is mounted on the output shaft 25 through a spline and can move axially, a driven V-shaped groove is formed between the driven fixed disc 26 and the driven movable disc 27 after the driven fixed disc 26 and the driven movable disc 27 are assembled, the thrust bearing 28 is arranged between the bearing gasket 29 and the driven movable disc 27, the bearing gasket 29 is sleeved on the output shaft 25 in an empty mode, the driven leaf spring 24 is in contact with the bearing gasket 29 in the middle and can rotate around a hinge center line, and a space capable of swinging is reserved between the driven leaf spring 24 and the output shaft.

The driving belt 19 is installed in the V-shaped grooves of the driving power transmission part 100 and the driven power transmission part 200.

The tensioning mechanism 12 is fixed and matched with the push rod 13 to control the left and right movement of the push rod 13 and control the deformation of the driving leaf spring 16 and the driven leaf spring 24, thereby adjusting the pressing force of the V-shaped groove and the transmission belt 19.

The shift control mechanism 20 is coupled to a shift control lever 22, and the shift control lever 22 has

stoppers

21 and 23 on both left and right sides thereof. The shift control mechanism 20 controls the shift control lever 22 to move left and right to effect a change in transmission ratio.

Hereinafter, the operation of the continuously variable transmission will be described in detail.

1. Power transmission process

The new continuously variable transmission uses a leaf spring to provide pressing force between a V-shaped groove and a transmission belt, and as shown in fig. 3, both ends of the leaf spring are warped upwards when the leaf spring is in a free state. As shown in fig. 4, the leaf spring becomes gradually straight when it is pressed at both ends.

Before power transmission is realized, as shown in fig. 1, the push rod 13 moves rightwards under the control of the tensioning mechanism 12 to push the driving leaf spring 16 to generate elastic deformation, the driving leaf spring 16 rotates clockwise around a hinge center line with the bearing gasket 17 by an angle, through the lever principle, the other end of the driving leaf spring 16 pushes the stop 21, the gear shift control rod 22 and the stop 23 to move leftwards, the stop 23 pushes the driven leaf spring 24 to generate elastic deformation, and the driven leaf spring 24 rotates anticlockwise around a hinge center line with the bearing gasket 29 by an angle. The driving leaf spring 16 and the driven leaf spring 24 are deformed to generate elastic force, so that the V-shaped grooves of the driving transmission part 100 and the driven transmission part 200 respectively generate pressing force with the transmission belt 19, and when the input shaft rotates, power is transmitted to the output shaft 25 by using the friction force between the V-shaped grooves and the transmission belt 19.

2. Transmission ratio variation

As seen in FIG. 1, the shift control lever 22 is leftmost under the control of the shift control mechanism 20, as are the primary and

secondary leaf springs

16 and 24. As shown in fig. 5, the distance between the driving fixed plate 15 and the driving movable plate 14 is the largest, and the driving belt 19 is closest to the center of the driving V-shaped groove, i.e. the driving rotating radius is the smallest; the distance between the driven plate 27 and the driven plate 26 is the smallest, and the driving belt 19 is the farthest from the center of the driven V-shaped groove, i.e., the driven turning radius is the largest, as shown in fig. 5.

When the transmission ratio is to be reduced, as shown in fig. 6, the shift control lever 22 controls the shift control mechanism 20 to move rightward, and the stopper 21 moves rightward to push one end of the active leaf spring 16 to move rightward, so that the active leaf spring 16 rotates counterclockwise around the hinge center line with the bearing pad 17 by an angle, and simultaneously pushes the active disc 14 to move rightward, so as to press the driving belt 19 to move toward the outer circle of the active V-shaped groove, i.e., the active radius of rotation becomes larger. When the pushing block 23 moves to the right, the driven leaf spring 24 moves to the right under the self elasticity and the pushing of the driven movable disk 27, the driven leaf spring 24 rotates clockwise by an angle around the hinge center line with the bearing gasket 29, when the driven movable disk 27 moves to the right, the transmission belt 19 moves to the center of the driven V-shaped groove, the driven rotating radius is reduced, and at the moment, the transmission ratio is reduced from large to small, as shown in fig. 7.

When the shift control lever 22 is moved leftward under the control of the shift control mechanism 20, the gear ratio is increased.

2. Pressing force adjustment of V-shaped groove and transmission belt

The pressing force of the V-shaped groove and the transmission belt can be adjusted according to the magnitude of the transmission torque.

As shown in fig. 8, when the tension mechanism 12 controls the push rod 13 to move leftward, the pressing force acting on the leaf spring 16 decreases, and the leaf spring 16 rotates counterclockwise around the hinge center line with the bearing pad 17 by an angle, so that the leaf spring 16 returns to the free state. At the same time, the shift control mechanism 20 controls the shift control lever 22 to move rightward as appropriate, and also decreases the pressing force of the driven leaf spring 24. Due to the reduction of the pressing force, the elastic deformation of the driving leaf spring 16 and the driven leaf spring 24 is reduced, and the pressing force between the V-shaped groove and the transmission belt 19 is reduced.

When the pressing force between the V-shaped groove and the transmission belt 19 needs to be increased, the tensioning mechanism 12 controls the push rod 13 to move rightwards, and the elastic deformation amount of the driving leaf spring 16 and the driven leaf spring 24 is increased.

When the transmission does not need to transmit power, the tensioning mechanism 12 controls the push rod 13 to move to the leftmost end, so that the deformation amount of the flat spring is reduced as much as possible.

The above embodiments are preferred embodiments of the present invention, but the embodiments of the present invention are not limited to the above embodiments, and any other changes, modifications, substitutions, combinations, and simplifications which do not depart from the spirit and principle of the present invention should be equivalent replacement modes, and all are included in the scope of the present invention.

Claims

1. The utility model provides a continuously variable transmission, includes the initiative transmission part and the driven transmission part that connect through the drive belt, two transmission parts all have the transmission shaft, along the driving disk that the transmission shaft removed, fix the epaxial fixed plate of transmission, its characterized in that: the two transmission parts are respectively provided with a sheet spring, a bearing gasket and a thrust bearing, the middle part of the sheet spring is tightly pressed on the movable disc through the bearing gasket and the thrust bearing, one end of each of the two sheet springs is pressed on the two check blocks of the variable speed control rod, and the other end of each of the two sheet springs is respectively pressed on the push rod and the cushion block.

2. The continuously variable transmission of claim 1, wherein: the movable disc and the fixed disc are provided with conical surfaces, a V-shaped groove is formed in the assembly gap of the movable disc and the fixed disc, and the transmission belt is installed in the V-shaped groove in a tensioning mode.

3. The continuously variable transmission of claim 2, wherein: the speed change control rod is provided with a speed change control mechanism for controlling the speed change control rod to move left and right along the axis direction of the transmission shaft.

4. The continuously variable transmission of claim 3, wherein: one end of a sheet spring of the driving transmission part is contacted with a push rod, and the push rod is controlled by a tensioning mechanism to move left and right along the axis direction of the transmission shaft.

5. The continuously variable transmission of claim 4, wherein: the thrust bearing is arranged between the bearing gasket and the movable disc, the bearing gasket is sleeved on the transmission shaft in a hollow mode, and the sheet type spring is in contact with the middle of the bearing gasket; the transmission shaft comprises an input shaft and an output shaft.

6. The continuously variable transmission of claim 5, wherein: the movable disc of the driven transmission part is arranged on the output shaft through a spline and can move along the axial direction.

7. The continuously variable transmission of claim 6, wherein: the movable disc of the driving transmission part is arranged on the input shaft through a spline and can move along the axial direction.