KR0166049B1 - Cvt - Google Patents

Abstract

The present invention provides an input shaft gear that receives power generated from a power generating device such as an engine, a first planetary gear meshed with the input shaft gear, a second planetary gear, a third planetary gear, and a first planetary gear integrally formed with the first planetary gear. A planetary shaft, a fixed shaft into which the first, second, third and fourth planetary gears are rotatably inserted, a carrier fixedly rotatably installed at both ends of the fixed shaft, an output shaft arranged on the same line as the input shaft, and an output shaft An output shaft gear formed at one end and engaged with the fourth planetary gear, a first regulating gear that is engaged inward with the second planetary gear and adjusts the forward drive, and a second regulating backward drive while being engaged with the third planetary gear inside; It is composed of an adjustment gear, the first adjustment shaft and the second adjustment shaft formed integrally with each of the first and second adjustment gears and inserted into the power shaft, and using a planetary gear having a plurality of gears integrally.The present invention relates to a continuously variable transmission having a simple structure capable of responding to load fluctuations, shifting quickly, transmitting torque to the output shaft smoothly, and reversing driving.

Description

Continuously variable transmission

1 is an assembled cross-sectional view of the continuously variable transmission of the present invention.

2 is a torque converter used in the speed adjusting section of the present invention.

(a) is schematic sectional drawing of the structure.

(b) is the torque characteristic curve of the torque converter.

3 is a torque converter used in the prior art,

(a) is schematic sectional drawing of the structure.

(b) is the torque characteristic curve of the torque converter.

* Explanation of symbols for main parts of the drawings

10: input shaft 14: input shaft gear

20: output shaft 24: output shaft gear

32: first planetary gear 34: second planetary gear

36: third planetary gear 38: fourth planetary gear

44: first adjusting gear 46: second adjusting gear

52, 54: carrier 56: fixed shaft

The present invention relates to a transmission, and more particularly, to a continuously variable transmission configured to transmit an input power to an output shaft while being shifted in a state in which all gears are always bited without shifting or replacing the gear.

In general gear transmission, the gear must be shifted in a specific shift state according to a certain gear ratio, so the gear must be dismounted and replaced, and very difficult operation is required. In addition, the conventional automatic transmission is also very complicated in structure, it requires a large installation space, there was a problem that takes a lot of expenses in manufacturing.

On the other hand, although the continuously variable transmission using a gear has been developed in the related art, it is not only the configuration of the gear is complicated, but also the torque converter of FIG. When the turbine speed (N _T ) is relatively small with respect to the pump speed (N _P ), as shown in the torque converter curve of the torque converter, the torque (M _P ) / square of the pump speed (N _P ² ) is zero. There is a problem that a sudden power break occurs because the torque is not transmitted to the turbine.

The present invention has been made to solve the above problems, by using a planetary gear formed of a plurality of gears, it is possible to shift quickly, to respond to the fluctuation of the load, to smoothly transmit the rotational force to the output shaft, reversing The purpose is to provide a continuously variable transmission having a simple structure that can be driven.

Another object of the present invention is to provide a continuously variable transmission using a torque converter as a speed adjusting unit in which a power interruption does not occur even in a region where a turbine rotates about the same as the rotation speed of the pump.

In order to achieve the above object, the present invention provides an input shaft gear that receives power generated from a power generator such as an engine, a first planetary gear meshed with the input shaft gear, and a second planetary body integrally formed with the first planetary gear. A gear, a third planetary gear and a fourth planetary gear, a fixed shaft into which the first, second, third and fourth planetary gears are rotatably inserted, a carrier fixedly rotatable at both ends of the fixed shaft, and an input shaft An output shaft provided on the same line, an output shaft gear formed at one end of the output shaft and meshed inside the fourth planetary gear, a first regulating gear for engaging forward with the second planetary gear and adjusting the forward drive, and a third planetary gear and the inner side. And a second adjustment gear that is engaged with and adjusts the reverse drive, and a first adjustment shaft and a second adjustment shaft which are integrally formed with each of the first and second adjustment gears and inserted into the power shaft.

In the continuously variable transmission of the present invention configured as described above, when the output shaft is stopped, the input power rotates the first adjusting gear and the second adjusting gear in the same direction or in the opposite direction as the rotation direction of the input shaft, so that the output shaft does not rotate. The motor is in a neutral state where only the first and second adjusting gears are idle. On the other hand, if the braking force is gradually increased in the first braking device provided on the outer side of the first adjusting shaft which is idling in the direction opposite to the input rotation direction and the first adjusting gear is completely stopped, the rotation of the output shaft is gradually proportional to the magnitude of the braking force. In order to increase the speed of the output shaft at high speed, the rotational speed of the first adjusting shaft is adjusted by using an interlocking system applying a general apparatus or mechanism such as a torque converter or an electric or electronic clutch between the first adjusting shaft and the input shaft. The rotation of the output shaft further increases. For backward driving, when the braking force is applied to the second braking device provided on the outside of the second adjusting shaft, the second adjusting gear stops, and the input power rotates the output shaft in the opposite direction to the input shaft to become the reverse driving.

Hereinafter, an embodiment of a continuously variable transmission according to the present invention will be described in detail with reference to the accompanying drawings.

In the continuously variable transmission of the present invention, as shown in FIG. 1, an input shaft 10 through which the rotational force of the power generator is input is installed, and an input shaft gear 14 is integrally formed at one end of the input shaft 10. A hollow first adjustment shaft 64 is coaxially installed on the input shaft 10 so as to be rotatable independently of the input shaft 10, and a first adjustment gear 44 is integrally formed at one end of the first adjustment shaft. . A bearing 64B is provided between the input shaft 10 and the first adjustment shaft 64 so that the shafts can be independently rotated.

On the other hand, the hollow-cylindrical cylinder 21 is installed at the end of the input shaft 10 so as to be rotated independently of the input shaft 10 by the bearing 21B is integrally formed on the output shaft 20, at one end thereof The output shaft gear 24 is formed. On the outer circumference of the output shaft 20, a hollow second adjustment shaft 66 of a predetermined length is provided coaxially with the output shaft 20, and a second adjustment gear 46 is provided at one end of the second adjustment shaft 66. It is formed integrally. In addition, a bearing 66B is provided therebetween so that the output shaft 20 and the second adjustment shaft 66 can be rotated independently. The disc-shaped carrier 52 is inserted onto the first adjustment shaft 64 to insert and install the bearing 52B so as to be rotatable between the first adjustment shaft 64. In addition, a disk-shaped carrier 54 of the same shape is inserted on the second adjustment shaft 66 so that the bearing 54B is inserted and provided so as to be free from rotation with the output shaft 20. A plurality of fixed shafts 56 are inserted and fixed between the two carriers so that the two carriers rotate together about the input shaft 10 and the output shaft 20. First, second, third, and fourth planetary gears 32, 34, 36, and 38 are inserted on each of the fixed shafts 56 so as to be freely rotated by bearings, and the first planetary gears 32 are input shaft gears 14. It is formed to fit in.

In the above, the second planetary gear 34 and the third planetary gear 36 are integrally formed on the front and rear sides of the first planetary gear 32, respectively. The second planetary gear 34 is inserted into the shaft 56, and when installed, the second planetary gear 34 is located near the carrier 52 inserted into the first adjustment shaft 64, and the third planetary gear 36 is connected to the second adjustment shaft 66. The fourth planetary gear 38 is formed to be positioned between the first planetary gear 32 and the third planetary gear 36 in the vicinity of the carrier 54 inserted into the.

Here, the fixed shaft 56, the first, the second, the third, the four planetary gears, and the bushings are formed in one pair so as to be made in two pairs for the dynamic balance of the rotating body, but the number need not be limited.

Each second planetary gear 34 is meshed with the first regulating gear 44 for speed adjustment in the forward state, and each fourth planetary gear 38 is meshed with the output shaft gear 24, and the third planetary gear Reference numeral 36 is engaged with the second adjustment gear 46 for reverse driving.

In order to shift in each step, a first braking device 84 that applies a braking force from the outside and an interlocking system capable of having a rotational difference between the input shaft 10 and the adjusting shaft 64 or rotating integrally are used. In order to adjust the rotation of the first adjusting gear 44 in the forward state, a first braking device 84 using a one-way clutch that restrains the direction of rotation on the first adjusting shaft 64 is provided, and interlocked for high speed. Install the system. In the reverse driving state, a second braking device 86 is installed on the second adjusting shaft 66 integrally formed therein to fix the second adjusting gear 46.

The first braking device 84 and the second braking device 86 can be applied to all of the braking device, such as automatic control or electric, electronic, hydraulic pressure.

In the first braking device 84, a one-way clutch is used to prevent the inconvenience of releasing the braking force after applying a braking force during shifting and to prevent the reverse rotation of the first adjusting shaft 64. It is not limited.

For the next high speed, an interlocking system using a fluid clutch, a torque converter, an electric or an electronic clutch, etc., which can make a rotational difference between the input shaft 10 and the first adjustment shaft 64 or rotate in one body can be used. The description of such a known device is omitted here.

The continuously variable transmission of the present invention can be used in any mechanism for shifting and outputting rotational force of automobiles and industrial machines.

If the shift state of the continuously variable transmission configured as described above is classified and described by the neutral, forward, high speed and reverse state as follows.

The neutral state is a state in which the continuously variable transmission is idling without the rotational force of the power generator being output to the output shaft 20. That is, when a rotational force is input to the transmission while the load is applied to the output shaft 20, the input shaft 10 rotates while the input shaft gear 14 integrally formed with the shaft rotates in the same direction, and the input shaft gear 14 is rotated. As it rotates, the first planetary gear 32 engaged thereto rotates in a direction opposite to the rotation direction of the input shaft gear 14 about the fixed shaft 56. The second, third, and fourth planetary gears 34, 36, 38 formed integrally with the first planetary gear 32 are rotated in a direction opposite to the rotation direction of the input shaft gear 14 with respect to the fixed shaft 56. However, since the output shaft gear 24 meshed with the fourth planetary gear 38 is difficult to rotate due to the load, the fourth planetary gear 38 rotates around the output shaft gear 24 at the same time as the carrier 52, 54 is idle with respect to the input shaft 10 and the output shaft 20. In addition, the second planetary gear 34 and the third planetary gear 36 formed integrally with the fourth planetary gear 38 also revolve. Accordingly, the second planetary gear 34 and the third planetary gear 36 rotate in the same direction or in the opposite direction as the input shaft 10 by rotating and revolving rotation, which are different from the second and third planetary gears 34 and 36. The number of teeth of the first and second adjustment gears 44 and 46 is determined.

As such, the rotational force through the input shaft 10 is not transmitted to the output shaft 20, and the first adjusting gear 44, the second adjusting gear 46, and the carriers 52 and 54 are in a neutral state.

The forward (low speed) state is a state in which the rotation of the output shaft 20 gradually increases from the neutral state, and in the above-described neutral state, the first braking device 84 is installed by using a one-way clutch that restrains the rotation direction on the first adjustment shaft. When the braking force is gradually increased, the rotational force of the first adjusting gear 44 is gradually decreased, and the rotation of the output shaft 20 is gradually increased in proportion to the decrease of the rotation of the first adjusting gear 44. .

The power transmission process in the forward state includes the input shaft 10, the input shaft gear 14, the first planetary gear 32, the second planetary gear 34, (carrier + fourth planetary gear 38), and an output shaft gear ( 24) and power is transmitted in the order of the output shaft 20, and finally the input power is transmitted to the output shaft 20. Wherein (carrier + fourth planetary gear 38) is a rotational force is transmitted to the output shaft (20) while rotating the carrier and the rotation of the fourth planetary gear (38) at the same time by the fixing of the first adjusting gear (44). Indicates.

The rotational speed ratio, that is, the speed ratio R of the output shaft 20 with respect to the input shaft 10 in the advanced state, is expressed as follows.

Where (Ｚ ₃₄ Z ₁₄ -Z ₄₄ Z ₃₂ ) 0, Z ₁₄ , Z ₂₄ , Z ₃₂ , Z ₃₄ , Z ₃₈ , and Z ₄₄ are input shaft gear 14, output shaft gear 24, first planetary gear 32, second planetary gear 34, The number of teeth of the fourth planetary gear 38 and the first adjusting gear 44 and N _i represents the rotation speed of the input shaft 10. δ represents the rotation speed of the first adjustment shaft. δ represents the number of revolutions of the Article 1 forward axis.

The driving condition in the forward state is R> 0

It becomes

And when the first adjustment axis is fixed, the forward condition equation of (δ = 0) is

Becomes

In order to increase the rotation of the output shaft 20 to the intermediate speed in the forward state, a torque converter or an electric or electronic clutch or the like that can generate a rotation difference or rotate integrally between the input shaft 10 and the first adjustment shaft is applied. When the first adjustment shaft in the stationary state is rotated in the same direction as the input shaft 10 using one interlocking system, the rotation speed of the output shaft 20 is increased. In this case, the rotation of the output shaft 20 increases linearly in proportion to the speed at which the first adjustment shaft rotates in the direction of the input shaft 10.

The high speed state means that the first adjustment shaft 64 and the input shaft 10 are integrally rotated using an interlocking system, and the rotation speed of the input shaft 10 and the first adjustment gear 44 are equal to each other.

The speed ratio R in this state can be obtained by substituting δ = N _i for the speed ratio in the advanced state. Therefore, the speed ratio R in the high speed state becomes R = 1. That is, the output shaft 20 rotates at the same speed as the rotation speed of the input shaft 10.

In this state, all of the gears are in a state in which all of the gears rotate around the input shaft gear 14 axis.

The reverse state is a state in which the output shaft 20 rotates in a direction opposite to the rotational direction of the input shaft gear 14, and the braking force is applied to the second braking device 76 provided on the second adjustment shaft 66 in the above-described neutral state. When increasing, the output shaft 20 is rotated in the opposite direction of the rotation direction of the input shaft 10.

The power transmission process in the reverse state is performed by the input shaft 10, the input shaft gear 14, the first planetary gear 32, the third planetary gear 36, (carrier + fourth planetary gear 38), and the output shaft gear ( 24) And the power is transmitted in the order of the output shaft 20, the input power is finally transmitted to the output shaft (20). Here, (carrier + fourth planetary gear 38) is the rotation of the carrier (52, 54) and the rotation of the fourth planetary gear 38 at the same time by fixing the second adjusting gear 46 as in the forward state It indicates that the rotational force is transmitted to the output shaft 20.

The rotational speed ratio of the output shaft 20 to the input shaft 10 in the reverse state, that is, the speed ratio R, is expressed as follows.

Where (Z ₃₆ Z ₁₄ -Z ₄₆ Z ₃₂ ) 0, Z ₁₄ , Z _24, Z _32, Z _36, Z _{38, and} Z ₄₆ are input shaft gear 14, output shaft gear 24, first planetary gear 32, third planetary gear 36, The number of teeth of the fourth planetary gear 38 and the second adjusting gear 46 is represented, and N _i represents the rotation speed of the input shaft 10. (gamma) represents the rotation speed of a 2nd adjustment shaft. (gamma) represents the rotation speed of a 2nd adjustment shaft.

The driving condition in the reverse state is R <0

It becomes

And when the second adjustment axis is fixed, the reverse condition equation of (γ = 0) is

Becomes

As described above, the continuously variable transmission according to the present invention adjusts the transmission ratio without leaving or replacing the clutch or gear to cut off the power when the power of the power generating device is shifted and output from the input shaft 10 to the output shaft 20. The rotation speed of the output shaft 20 can be smoothly adjusted, and in particular, the reverse drive can be made. In addition, since the structure is simple and there are few parts, it is possible to reduce the production cost and install in a narrow space and operate without impact. have.

The speed adjusting unit is an application of a torque converter applied to a known automatic transmission, and is composed of a casing 70, a pump 72, a turbine 74, a stator 76, an inlet clutch (not shown), and the like. The pump 72 is mechanically connected to the input shaft 10 of the speed adjusting unit and rotates at the same speed as the rotational speed of the input shaft 10 to change the mechanical energy of the input shaft 10 into the flow energy of the fluid, and the turbine 74 is connected to the first adjusting shaft 64, which is an output of the speed adjusting unit, and converts the flow energy of the fluid into mechanical energy and transmits the mechanical energy to the first adjusting shaft 64. The stator 76 changes the flow direction of the fluid between the turbine 74 and the pump 72 to make the torque of the first adjusting shaft 64 (turbine) larger than the torque of the input shaft 10 (pump). Do it. The casing 70 has a pump 72, a turbine 74, a stator 76, an input shaft 10, a first adjusting shaft 64, and the like installed inside the hollow, and their operation is smoothly performed. In order to increase the efficiency, oil seals, bearings (not shown) are provided. The pump forms a spline 74S in the hollow portion of the pump 72 so as to rotate integrally with the input shaft 10 on the outer circumference of the input shaft 10 and meshes with the spline 74S of the input shaft 10. And the turbine 74 is a spline 74S in the hollow part of the turbine 74 for fixing to the spline 74S of the 1st adjustment shaft 64 coaxially installed with the input shaft 10 outside the input shaft 10. Is formed so as to be engaged with each other, and installed so as to rotate at a slight interval at the outer peripheral portion of the pump 72. The stator 76 is disposed in the casing facing the pump and the turbine, and the one-way clutch is installed in the hollow portion.

The speed adjuster having such a configuration can adjust the rotation of the turbine through a portion of the power of the engine through the pump 72, that is, the speed can be always in equilibrium with the engine driving force and the running resistance of the output shaft 20. It is characteristic that there is.

Theoretically, this is explained in detail as follows.

The rotational speed ratio of the output shaft 20 to the input shaft 10 in the forward state, that is, the speed ratio R, is a constant speed ratio And variable speed ratio Sum of

Therefore, when a constant rotational speed is input to the input shaft 10 of the continuously variable transmission, the rotational speed of the continuously variable transmission output shaft is output as the sum of the constant rotational speed by the constant speed ratio and the variable rotational speed by the variable speed ratio, and thus the variable speed is variable. The speed can be changed by the rotation speed term. That is, even if a constant rotational speed is input to the input shaft of the continuously variable transmission, the rotational speed of the output shaft can be changed. The degree of variable speed ratio is determined according to the rotational speed δ of the first adjustment shaft 64, and the minimum to maximum Becomes

In the shift state change, when the load on the output shaft 20 becomes large, the rotation speed of the output shaft becomes small, and the rotation of the first adjustment shaft 64 (turbine) corresponding to the variable speed ratio of the continuously variable transmission is reduced. Then, the speed difference between the pump 72 and the turbine 74 becomes large, that is, the turbine rotation speed / pump rotation speed approaches 1, and the transmission torque to the turbine (first adjusting shaft) becomes large due to the characteristics of the torque converter, resulting in an increase in the output shaft. Torque capable of handling the load torque of the first adjustment shaft 64 due to the load applied to the 20 is transmitted to the first adjustment shaft 64, until the first adjustment shaft 64 is in equilibrium with the load of the output shaft. ), The rotation speed of the output shaft 20 is finally reduced. On the contrary, when the load on the output shaft, that is, the load on the turbine, is reduced, the turbine (first adjusting shaft) is easily increased by the impeller of the pump, thereby increasing the rotational speed of the output shaft 20. Therefore, as described above, the torque converter is output by determining an optimum output shaft rotation speed that can be balanced at all times according to the driving force of the continuously variable input shaft and the load of the output shaft that changes frequently.

In the conventional torque converter shown in FIG. 3, the torque can hardly be transmitted when the rotation speed difference (N _P -N _T ) between the pump and the turbine is small, that is, when the turbine rotation speed is approximately equal to the pump rotation speed. In the case of the torque converter, as shown in FIG. 2 (b), even when the value of N _P -N _T decreases, the value of M _P / N _P ² is almost constant, so that smooth power is not accompanied by shock or vibration. It has a characteristic that can be delivered.

The continuously variable transmission of the present invention is not limited only to this embodiment, and can be applied to a device capable of shifting and outputting a driving force to an output shaft in all vehicles and industrial machines, and various modifications within the scope of the present invention. And changes are possible.

For example, changing the number of teeth on a gear can change the function of the forward and reverse states. As another example, although the second adjusting shaft 66, the second adjusting gear 46, and the third planetary gear 36 are used as the above-mentioned reversing method, all of the reverse ring gears are removed without the first planetary gear 32 or 4 If the outer gear of the planetary gear is engaged and the braking force is applied to the second braking device 86, the same function is performed.

In addition, the interlock system is installed to rotate by connecting the first adjustment shaft 64 to the input shaft 10. In another embodiment, the same function may be performed by interlocking the second adjustment shaft 66 to the input shaft 10. have.

In addition, in the embodiment of the present invention, the method of applying the braking force to the braking device may be modified in various ways, such as its configuration, implementation method, and position. Various circuit configurations for the control are possible. In addition, the interlocking system for high speed can be modified in various configurations, implementation methods and locations, and the like can be used as a type applied to the torque converter, electric, electronic, fluid clutch, etc. This is also the scope of the present invention It is not intended to be limiting.

Claims (3)

An input shaft; An input shaft gear formed at one end of the input shaft; A hollow first adjustment shaft formed coaxially with the outer side of the input shaft such that the first adjustment gear is formed at one end and rotates independently of the input shaft; A hollow park barrel installed on the same axis as the input shaft so as to have an output shaft gear at one end and rotate independently from the input shaft; An output shaft formed integrally with the hollow park tube; A hollow second adjustment shaft coaxially fitted to the outside of the output shaft such that a second adjustment gear is formed at one end and rotates independently of the output shaft; A pair of carriers respectively provided coaxially to the first adjustment shaft and the second adjustment shaft so as to rotate independently with respect to the first adjustment shaft and the second adjustment shaft; A fixed shaft inserted and fixed between the pair of carriers; A first planetary gear rotatably inserted on the fixed shaft and engaged with the input shaft gear; Second, third and fourth planetary gears formed integrally with the first planetary gear and engaged with the first adjustment gear, the second adjustment gear and the output shaft gear, respectively; First braking means for applying a braking force to the first adjustment shaft such that the output shaft rotates in the same direction as the input shaft to drive forward; And a second braking means for applying a braking force to the second adjusting shaft so that the output shaft is rotated in the opposite direction to the input shaft and driven backward. 2. The continuously variable transmission as claimed in claim 1, further comprising an interlocking system which makes a rotational difference between the input shaft and the first adjustment shaft or rotates integrally. It is installed on the outer circumferential surface of the input shaft, and has an oil inlet and an outlet, and the pump, turbine, stator, input shaft, the first adjusting shaft is provided in the hollow casing, and the hollow part so as to rotate integrally with the input shaft on the outer circumference of the input shaft. A pump formed with a spline and engaged with the spline of the input shaft, a turbine fixed to the end of the first adjustment shaft and rotatably installed at the outer circumference of the pump, and disposed inside the casing facing the pump and the turbine and hollowed out The continuously variable transmission device comprising a stator fixed to the casing while having a one-way clutch.