KR0158171B1 - Cvt for a vehicle - Google Patents

Abstract

By applying the forward and reverse control means as a synchronous device, the configuration of the hydraulic control system is simplified to simplify the overall configuration of the transmission, thereby providing a continuously variable transmission for a vehicle that can reduce manufacturing costs and contribute to light weight; A torsional damper for absorbing the torsional vibration of the output shaft according to the torque variation on the output shaft of the engine; A start control means interposed between the output shaft and the first shaft to control the rotational power of the output shaft; A forward and backward control means, comprising a synchronization device, disposed on the first axis to control forward and backward of the vehicle; Stepless speed change means for continuously transmitting the forward rotational power transmitted from the forward and reverse control means to the second shaft; Reverse power transmission means for transmitting the reverse rotational power transmitted from the forward and backward control means to the third shaft by belt driving; Deceleration means for decelerating forward and backward power output from the second and third axes to drive a drive shaft which is a third axis; It is characterized by providing a continuously variable transmission for a vehicle comprising a.

Description

Stepless Transmission for Vehicles

1 is a block diagram of a first embodiment according to the present invention.

2 is a configuration diagram of a continuously variable transmission mechanism applied to the present invention.

3 is a block diagram of a second embodiment according to the present invention.

4 is a block diagram of a third embodiment according to the present invention.

5 is a configuration diagram of a fourth embodiment according to the present invention.

6 is a configuration diagram of a fifth embodiment according to the present invention.

The present invention relates to a continuously variable transmission for a vehicle. More particularly, the present invention relates to a continuously variable transmission for a vehicle in which a configuration of a hydraulic control system can be reduced by applying a forward and reverse control mechanism as a synchronous device.

The transmission of the vehicle has a function of transmitting the driving force of the engine to the driving wheels. The transmission includes a manual transmission in which the driver directly selects a shift stage at the driver's will, and automatically shifts according to the driving conditions of the vehicle. It is roughly classified into an automatic transmission and a continuously variable transmission in which continuously continuous shifts are made without a specific shift range between each shift stage.

In the above-described transmission device, the present invention relates to a continuously variable transmission having a great advantage in terms of fuel economy, power transmission performance, and weight by supplementing the disadvantages of the automatic transmission using hydraulic pressure, and the continuously variable transmission thereof has an input shaft. There is an example of controlling the forward and backward movement by installing a planetary gear set at the same time as changing the diameter of the pulley mounted on the output shaft, but in this case, the manufacturing cost increases and the configuration becomes very complicated due to the manufacture of the planetary gear set. There is a problem.

In addition, in the continuously variable transmission as described above, by adopting a multi-plate clutch for switching forward and backward in selecting forward and backward, the configuration of the hydraulic control system is complicated, thereby increasing the manufacturing cost.

Therefore, the present invention has been invented to solve the conventional problems as described above, the present invention is to simplify the overall configuration of the transmission by simplifying the configuration of the hydraulic control system by applying the forward and reverse control means as a synchronous device, The purpose is to provide a continuously variable transmission for a vehicle that can reduce manufacturing costs and contribute to light weight.

In order to realize this, the present invention includes a torsional damper for absorbing the torsional vibration of the output shaft according to the torque variation on the output shaft of the engine; A start control means interposed between the output shaft and the first shaft to control the rotational power of the output shaft; A forward and backward control means, comprising a synchronization device, disposed on the first axis to control forward and backward of the vehicle; Stepless speed change means for continuously transmitting the forward rotational power transmitted from the forward and reverse control means to the second shaft; Reverse power transmission means for transmitting the reverse rotational power transmitted from the forward and reverse control means by belt transmission; And a deceleration means for driving the drive shaft by finally decelerating the forward and backward rotational power transmitted from the continuously variable transmission means and the reverse power transmission means.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can specifically realize the above object will be described in detail.

1 is a configuration diagram of an embodiment according to the present invention, the rotational power from the engine 2 is output through the output shaft 4, at this time, the torque to absorb the torsional vibration due to the torque conversion on the output shaft (4) The damper 6 is mounted.

And the start control means 10 is disposed between the output shaft 4 and the first shaft 8 arranged in the same line, the start control means 10 is composed of a multi-plate clutch which is a clutch means.

The multi-plate clutch used as the start control means 10 is the same configuration and operation as that known in the art, which is not necessarily only the multi-plate clutch can be used, it is also possible to use a torque converter.

If the start control means 10 is used as a torque converter, the torque damper can be omitted.

And the forward and backward control means 12 disposed on the first shaft 8 is composed of a synchronous device, the synchronization device thereof is a sleeve including a clutch hub (14) interlocked with the first shaft (8). The clutch gears 18 and 20 for forward and backward of the 16 are arranged.

The forward and backward clutch gears 18 and 20 are connected to the driving pulley 26 and the reverse input gear 28 through the first power transmission member 22 and the second power transmission member 24, respectively.

Accordingly, when the sleeve 16 is engaged with the forward clutch gear 18, the drive pulley 26 is driven. When the sleeve 16 is engaged with the forward clutch gear 20, the reverse input gear 28 is driven.

In addition, the continuously variable transmission means 30 is provided on the drive pulley 26 disposed on the first power transmission member 22 and on the second shaft 32 to the drive pulley 26 and the belt 34. It consists of a driven pulley 36 to be connected.

The drive and driven pulleys 26 and 36 are designed to allow endless speed change by a change in diameter, and FIG. 2 shows a configuration of an embodiment which makes it possible.

That is, the drive pulley 26 is composed of a fixed side pulley 38 and a variable side pulley 40, the fixed side pulley 38 is formed integrally with the first power transmission member 22, the variable side pulley 40 is coupled in a state capable of moving left and right on the first power transmission member 22.

A casing member 42 is provided on the side of the variable side pulley 40 to form a hydraulic chamber 44 therebetween.

The hydraulic chamber 44 is capable of supplying a pressure fluid generated by the driving force of the engine through the flow passage 46 formed in the first power transmission member 22.

And the driven pulley 36 is composed of a fixed side pulley 48 and a variable side pulley 50 as described above, the fixed side pulley 48 is formed integrally with the second shaft 32, the variable side pulley 50 is coupled to move left and right on the second axis (32).

The variable side pulley 44 is provided with a casing member 52 to form a hydraulic chamber 54, and the hydraulic chamber 54 has a driving force of the engine through a flow path 56 formed on the second shaft 32. The pressure fluid generated by the gas can be supplied.

Of course, the configuration of the drive and driven pulleys 26 and 36 is not limited to the above configuration and includes all that can be easily invented from the configuration.

And a reduction gear 62 comprising an output gear 58 disposed on the second shaft 32 and a longitudinal reduction gear 60 including differential, disposed between these gears 58 and 60. And a third shaft 68 connecting the gears 58 and 60 as the gears 64 and 66 formed at both ends thereof.

Gears 58, 64, 66, 60 meshed with each other in the above are formed to decelerate, respectively, to achieve secondary deceleration.

In addition, the reverse power transmission means 70 includes a reverse input gear 28 disposed on the second power transmission member 20, and a reverse gear 72 formed on the third shaft 68, which are interconnected. Consisting of a belt 74.

In the continuously variable transmission according to the present invention, when the select lever is operated to move forward in the state where the start control means 10 is not operated, the sleeve 16 moves to the left in the drawing to move the clutch gear forward ( 18) is engaged.

When the start control means 10 is operated in this state, the rotational power of the engine 2 is transmitted to the drive pulley 26 of the continuously variable transmission means 30.

Then, the shift is made according to the change of the outer diameter of the driving pulley 26 and the driven pulley 36. The rotation speed change condition is, first, when the outer diameters of the driving pulley 26 and the driven pulley 36 are the same. And the case where the outer diameter of the second drive pulley 26 is larger than the diameter of the driven pulley 36 and the case where the diameter of the third drive pulley 26 is smaller than the diameter of the driven pulley 36.

In the first condition, when the outer diameters of the driving and driven 26 and 36 are the same, the transmission ratio is 1: 1.

And secondly, when the outer diameter of the drive pulley 26 is larger than the diameter of the driven pulley 36, the speed of the driven pulley 36 is increased because the rotation speed of the driven pulley 36 becomes larger, the third drive pulley When the outer diameter of (26) becomes smaller than the diameter of the driven pulley 36, since the rotation speed of the drive pulley 26 becomes smaller than the rotation speed of the driven pulley 36, deceleration is made.

In this way, the driving range is gradually shifted from the starting point to the high speed without any gear stage division.

The change in the outer diameter of the drive pulley 26 and the driven pulley 36 is determined according to the hydraulic pressure supplied to the hydraulic chambers 44 and 54, and such hydraulic control is usually used in a continuously variable vehicle. Since it becomes possible to use the detailed description thereof will be omitted.

In addition, when the driven pulley 36 rotates due to the shift as described above, its rotational power is output in a state in which the deceleration is made through the second shaft 32 and the deceleration means 62, thereby driving the wheel 74. By driving the drive forward is made.

In contrast to the above, when the selector lever is selected as the reverse, the sleeve 16 of the forward and reverse control means 12 is moved to the right in the drawing to engage with the reverse clutch gear 20 and the first shaft 8. The rotational power of the is transmitted to the third shaft 68 through the reverse power transmission means (58).

In this case, the first shaft 8 and the third shaft 68 are connected to each other by a belt, so that the third shaft 68 is rotated in the opposite direction to the forward driving, so that the backward driving is performed.

3 shows a second embodiment according to the present invention, unlike the first embodiment in which the forward and backward control means 12 are arranged on the first shaft 8, the forward and backward control means 12. Is arranged on the second axis (32).

Therefore, the rotational power of the second shaft 32 which is continuously variable through the driven pulley 36 is controlled by the forward and backward control means 12, and the forward and backward driving are controlled, and the first power is transmitted during the forward driving. It is output through the output gear 68 formed in the member 22, the reverse input gear 28, the belt 74, and the third shaft 68 formed in the second power transmission member 24 during the reverse travel. The output is made through the reverse gear 72 is formed in.

4 shows a third embodiment according to the present invention, in which the forward and backward control means 12 are disposed on the third shaft 68, and the forward gear 76 and the reverse are moved to both sides of the deflection. The gear 72 is arrange | positioned and comprised.

Therefore, the rotational power of the second shaft 32 which is continuously variable through the driven pulley 36 is transmitted to the forward and backward control means 12 through the third shaft 68, and the forward and backward travels by the selective action thereof. This is controlled, and is output through the forward input gear 78 and the forward gear 76 formed on the first power transmission member 22 during the forward travel, and the reverse formed on the second power transmission member 24 during the reverse travel. The output is made through the input gear 28, the belt 74, and the reverse gear 72.

FIG. 5 shows a fourth embodiment according to the present invention, which in the first embodiment allows reverse power to be transmitted by gear transmission.

That is, the reverse power transmission means 70 interposed between the first shaft 8 and the second shaft 32 to transmit the reverse power is provided with the reverse input gear 28 disposed on the second power transmission member 20. And a reverse gear 72 formed on the second shaft 32, the reverse gear shaft 80 being interposed therebetween.

In the above-described intermediate gear shaft 80 connecting the reverse input gear 28 and the reverse gear 72 which are arranged at predetermined intervals from each other, gears 82 and 84 are formed at both ends thereof to form first and second shafts ( 8) 32 are arranged in a direction orthogonal to each other, and for this purpose, the gears 28, 82, 84 and 72 meshed with each other should be formed with bevel gears.

6 shows a fifth embodiment according to the present invention, which is different from the first embodiment in which the forward and backward control means 12 are arranged on the first shaft 8 in the fourth embodiment. Otherwise, the forward and backward control means 12 are disposed on the second shaft 32.

Therefore, the rotational power of the second shaft 32 which is continuously variable through the driven pulley 36 is controlled to move forward and backward by the selective action of the forward and backward control means 12, and transmits the first power during the forward driving. It is output through the output gear 78 formed in the member 22, the reverse input gear 28, the reverse gear shaft 80, and the third shaft formed in the second power transmission member 24 during the reverse driving The output is made through the reverse gear 72 formed in 68).

As described above, the continuously variable transmission of the present invention simplifies the overall configuration of the transmission by applying forward and reverse control means as a synchronous device, thereby simplifying the overall configuration of the transmission, thereby reducing manufacturing cost and contributing to weight reduction. It is an invention that can be.

Claims (12)

A torsional damper for absorbing the torsional vibration of the output shaft according to the torque variation on the output shaft of the engine; A start control means interposed between the output shaft and the first shaft to control the rotational power of the output shaft; A forward and backward control means, comprising a synchronization device, disposed on the first axis to control forward and backward of the vehicle; Stepless speed change means for continuously transmitting the forward rotational power transmitted from the forward and reverse control means to the second shaft; Reverse power transmission means for transmitting the reverse rotational power transmitted from the forward and backward control means to the third shaft by belt driving; Deceleration means for driving a drive shaft by decelerating forward and backward power output from the second and third shafts; A continuously variable transmission for a vehicle comprising a. The continuously variable transmission for a vehicle according to claim 1, wherein the start control means is formed of a multi-plate clutch as a clutch means. The method of claim 1, wherein the forward and reverse control means comprises a synchronous device in which the forward and backward clutch gears of the sleeve including the clutch hub interlocked with the first shaft are arranged, wherein the forward and backward clutch gears are made of a first gear. A continuously variable transmission for a vehicle, characterized in that connected to the drive pulley and the reverse input gear through the first power transmission member and the second power transmission member, respectively. According to claim 1, wherein the continuously variable transmission means consists of a fixed pulley and a variable side pulley so that the diameter can be made of a drive pulley disposed on the first power transmission member, and a fixed and variable side pulley so that the diameter can be varied. And a driven pulley disposed on a second shaft and connected to the driving pulley and the belt. The vehicle according to claim 1, wherein the reverse power transmission means includes a reverse input gear disposed on the second power transmission member, a reverse gear formed on the second shaft, and a belt which interconnects them. Continuously variable transmission. 2. The gear reduction device according to claim 1, wherein the reduction means includes an output gear disposed on the second axis and a longitudinal reduction gear including differential, and is equipped with large and small gears at both ends so that two-speed reduction is performed between these gears. A continuously variable transmission for a vehicle, characterized in that the third shaft is arranged. The continuously variable transmission for a vehicle according to claim 6, wherein the third shaft is disposed in the axial direction between the second shaft and the drive shaft. The continuously variable transmission device for a vehicle according to claim 1, wherein the forward and reverse control means are disposed on the second axis so as to control forward and backward rotational power shifted through the continuously variable transmission means. The continuously variable transmission for a vehicle according to claim 1, wherein the forward and reverse control means are disposed on a third axis. 2. The continuously variable transmission for a vehicle according to claim 1, wherein the reverse power transmission means is configured to transmit the rotational power output from the forward and backward control means to the gear transmission. 11. The endless power transmission vehicle according to claim 10, wherein the reverse power transmission means comprises a reverse input gear disposed on the second power transmission member and a reverse gear formed on the second shaft, and an intermediate gear shaft interposed therebetween. Gearbox. 12. The continuously variable transmission for a vehicle according to claim 11, wherein the intermediate gear shaft is arranged in a direction orthogonal to the first shaft and the second shaft, and they are connected to each other by a bevel gear.