KR0183216B1 - Infinite variable-speed drive for a car - Google Patents

Abstract

By installing the continuously variable transmission mechanism on the existing manual transmission, the combination of the transmission ratio by the continuously variable transmission mechanism and the transmission ratio of the manual transmission device can obtain a very wide transmission ratio so that the output of the engine can be effectively used, and the vehicle can be operated without frequent shifting. To provide a continuously variable transmission for a vehicle capable of providing convenience for driving; A main drive shaft directly receiving engine power, a main shaft connected to the main drive shaft to receive rotational power, and a synchronizing device of each shift stage is disposed on an axis thereof, and meshed with each shaft gear of the synchronizing device; A manual transmission of an automobile having a counter shaft having a plurality of gears formed thereon, the manual transmission comprising: a power interruption mechanism disposed at a front end of the main drive shaft to control rotational power output from an engine; A continuously variable transmission mechanism disposed at a rear end of the main drive shaft and a front end of the main shaft to continuously transmit rotational power of the main drive shaft to the main shaft; The rotary power output from the output shaft is transmitted to the front wheel drive shaft which is connected to the gears disposed on the main shaft and is disposed in a direction orthogonally orthogonally to the front end of the output shaft which receives rotational power according to each shift stage. A front wheel drive mechanism; Provides a continuously variable transmission for a vehicle comprising a.

Description

Continuously variable transmission

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 third embodiment according to the present invention.

The present invention relates to a continuously variable transmission for an automobile, and more particularly, by installing a continuously variable transmission mechanism in an existing manual transmission to obtain a very wide transmission ratio by combining a transmission ratio by a continuously variable transmission mechanism and a manual transmission and a transmission ratio. The present invention relates to a continuously variable transmission for an automobile, which makes it possible to effectively use the output of an engine, and in particular, can be easily applied to a longitudinal F-F (Front engine front wheel) driving vehicle.

For example, a manual transmission applied to an automobile is arranged with a plurality of gear groups used for each gear stage on a plurality of shafts, and when the gearshift lever arranged in the driver's seat is operated according to the intention of the driver, the gear groups are operated and according to the gear ratio thereof. The torque and speed are changed from the engine and transmitted to the driving side.

In forming such a manual transmission, in the conventional design of the transmission gear ratio in the initial design of the transmission, the gear ratio of each transmission stage is always constant.

As a result, when the gear ratio difference of each shift stage is large, in order to shift gradually to the high speed stage, the shift of the engine must be performed after the engine rotation is greatly increased, so that the fuel consumption rate is greatly increased and the output of the engine is effectively increased. There is a problem that can not be used.

And in order to solve the above problems, there is no choice but to multiply the gear stages. In this case, the gears must be arranged according to each gear stage, and the number thereof is greatly increased to complicate the internal configuration of the transmission. It is said that the cost of manufacturing will rise significantly due to a significant increase in manufacturing cost.

In addition, the frequent shift operation must be performed during driving, which causes a problem of increasing physical fatigue to the drivers.

Therefore, the present invention has been devised as a means for solving the above problems, the object of the present invention is to provide a continuously variable transmission mechanism in the manual transmission, the combination of the transmission ratio of the continuously variable transmission and the transmission ratio of the manual transmission operation very wide. In order to achieve a wide speed ratio, the engine output can be effectively used, and in particular, a continuously variable transmission for an automobile can be easily applied to a longitudinal F-F driving vehicle.

In addition, the present invention provides a continuously variable transmission for a vehicle that can provide a convenience for driving by allowing the vehicle to travel without frequent shifting.

In order to realize this, the present invention provides a main drive shaft directly receiving the power of the engine, a main shaft connected to the main drive shaft to receive rotational power, and a synchronizing device of each shift stage is disposed on its axis, and the synchronizing. In a manual transmission of an automobile having a counter shaft in which a plurality of gears are formed to mesh with each shaft gear of the apparatus,

A power intermittent mechanism disposed at a front end of the main drive shaft to control rotational power output from an engine;

A continuously variable transmission mechanism disposed at a rear end of the main drive shaft and a front end of the main shaft to continuously transmit rotational power of the main drive shaft to the main shaft;

It is connected to the gears disposed on the main shaft to transmit the rotational power output from the output shaft to the front wheel drive shaft disposed in the direction orthogonal to the front end of the output shaft that receives the rotational power according to each shift stage A front wheel drive mechanism;

It provides a continuously variable transmission for a vehicle comprising a.

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 a first embodiment according to the present invention, and reference numeral 2 designates a main drive shaft.

The power interruption mechanism 4 is disposed on the main drive shaft 2 to interrupt the rotational power output from the engine according to the driver's operation. In the first embodiment of the present invention, a conventional dry end plate clutch is applied. It was.

The dry multi-plate clutch is a known one applied to a vehicle to which a general manual transmission is applied, and a description thereof is omitted.

In addition, the main shaft 6 that receives power from the main drive shaft 2 receives power through the continuously variable transmission mechanism 8, and the first and second speed input gears 10 and 12 from the front side on the shaft thereof. ) 14 is formed integrally, and the third and fourth speed synchronizing device 16 and the fifth speed synchronizing device 28 are arranged on the rear side.

In the above, the continuously variable transmission mechanism 8 is disposed at the rear end of the main drive shaft 2 and the front end of the main shaft 22 and the drive pulley 20 and the belt 22. It consists of a driven pulley 24 connected to.

As described above, the driving and driven pulleys 20 and 24 allow the endless speed change to be made by a change in diameter, and FIG. 2 shows a configuration of one embodiment for enabling it.

That is, the driving pulley 20 is composed of the fixed side pulley 26 and the variable side pulley 28, the fixed side pulley 26 is formed integrally with the main drive shaft 2, the variable side pulley 28 ) Is coupled in such a state that they can move left and right on the main drive shaft 28.

A casing member 930 is provided on the side of the variable side pulley 28 to form a hydraulic chamber 32 therebetween, which is connected to the engine through a flow path 34 formed in the main drive shaft 2. The pressure fluid generated by the driving force of the gas can be supplied.

The driven pulley 924 is composed of the fixed side pulley 36 and the variable side pulley 38 as described above, the fixed side pulley 36 is formed integrally with the main shaft 6, the variable side fleece 38 ) Is coupled to move left and right on the main shaft (6).

The variable side pulley 38 has a casing member 40 interposed therebetween to form a hydraulic chamber 42, and the upper hydraulic cylinder 42 has an operating force of the engine via a flow path 44 formed in the main shaft 6. The pressure fluid produced by this can be supplied.

Of course, the configuration of the drive and driven pulleys 20 and 24 is not limited to the above configuration, but includes all that can be easily invented from the configuration.

Accordingly, when power is transmitted from the main drive shaft 2, the rotational power of the main drive shaft 2 is continuously variable by the operation of the continuously variable transmission mechanism 8 to drive the main shaft 6.

At this time, in the continuously variable transmission mechanism 8, the shift is made according to the change of the outer diameter of the driving pulley 20 and the driven pulley 24, and the rotation speed change condition thereof is, firstly, the driving pulley 20 and the driven pulley 24. When the outer diameter of) is the same, when the outer diameter of the second drive pulley 20 is larger than the diameter of the driven pulley 24, and the diameter of the third drive pulley 20 is smaller than the diameter of the driven pulley 24 You can think about sharing.

In the first condition, when the outer diameters of the driving and driven pulleys 20 and 24 are the same, the transmission ratio is 1: 1.

And secondly, when the outer diameter of the drive pulley 20 is larger than the diameter of the driven pulley 24, the speed of the driven pulley 24 is increased because the rotation speed of the driven pulley 24 becomes larger, the third drive pulley When the outer diameter of 20 is smaller than the diameter of the driven pulley 24, the rotation speed of the drive pulley 20 becomes smaller than the rotation speed of the driven pulley 24, so that the deceleration is performed.

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 20 and the driven pulley 24 is determined according to the hydraulic pressure supplied to the hydraulic chamber 32, 942. Such hydraulic control is a hydraulic control system that is typically used in a continuously variable vehicle. Since it becomes possible to use, the detailed description is abbreviate | omitted.

Since the 3, 4 speed synchronizing device 16 and the 5 speed synchronizing device 18 disposed on the main shaft 6 have the same configuration and operation as the synchronizing device of the general manual transmission, detailed description thereof will be omitted.

The output shaft 46 that receives power from the main shaft 6 as described above and outputs the first, second, and reverse synchronous devices 48 and 3, 4, and 5 speed gears 50 and 52 from the front side. 54 is integrally formed, and the output gear 56 at the front end is connected to the front wheel drive mechanism 58.

Accordingly, the shift is made according to the selective operation of the synchronizers 48, 16 and 18 of each shift stage.

In addition, the front wheel drive mechanism 58 interposes the output shaft 56 of the output shaft 38 and the differential 60 by interposing a transfer shaft 62 orthogonal to the output shaft 38. The drive shaft 64 is arrange | positioned in the direction orthogonal to the longitudinal direction of a transmission.

This is to enable the front wheel to be driven in a state in which the engine is terminated, for this purpose, the output gear 56 and the gear 66 engaged therewith are composed of bevel gears, the other end gear 68 of the diprene Coupling with the ring gear 68 of the shir (60).

3 shows a second embodiment according to the present invention, which uses a powder clutch unlike the first embodiment in which the power shut-off mechanism 4 uses a general dry end plate clutch.

Its powder clutch is known in the art, by filling the powder 76 between the front and rear rotors 72 and 74, when the power is applied to the need, the front and rear rotors 72 by the action of the powder 76 74 will be integral, and when the power is cut off, the clutch will be in a neutral state.

4 shows a third embodiment according to the present invention, in which the power interruption mechanism 4 is applied to the torsional damper 78 and the planetary gear set 80. As shown in FIG.

As described above, the torsional damper 78 attenuates the torsional vibration of the main drive shaft 2 according to the change in the torque output from the engine.

In addition, in applying the planetary gear set 80, a single pinion planetary gear set is used, and the input side is connected with the sun gear 82, and the output side is connected with the carrier 86 connecting the plurality of pinions 84. The ring gear 88 is connected to the transmission housing 92 via the friction member 90.

The friction member 90 may apply a known kickdown band brake as a brake means.

Accordingly, when the friction member 90 is operated at the start of the vehicle, the ring gear 88 becomes a reaction force element, the sun gear 82 becomes an input element, and power is transmitted, and conversely, the operation of the friction member 90 is prevented. If you release it, you are neutral.

That is, when the planetary gear set 80 is applied as described above, the output of the planetary gear set 80 is decelerated due to its structural characteristics. Therefore, the planetary gear set 80 is preferably applied to a vehicle to use a large torque.

FIG. 5 shows a fourth embodiment according to the present invention, which is an example in which the cladding 92 is applied instead of the planetary gear set 80 in the third embodiment.

Its clutch 92 can use either a dry single plate or a wet multi-plate clutch by hydraulic pressure.

6 shows another fifth embodiment according to the present invention, in which a torque converter 94 is applied in place of the torsional damper 78 in the fourth embodiment. Similarly, the turbine runner 98 which rotates together by the oil which is disposed and opposed to the pump impeller 96 which is directly connected to the crankshaft of the engine and rotates; It is disposed between the pump impeller 96 and the turbine runner 98 includes a stator 100 for changing the flow of oil to increase the rotational force of the pump impeller 96.

Reference numeral 102 in the figure is an idling gear for reversing.

As described above, according to the present invention, by using the transmission ratio of the continuously variable transmission mechanism and the transmission ratio of the existing transmission device in combination, it is possible to obtain a larger transmission ratio. Is to be applied to the vertical F-F driving vehicle

And since the stepless shift is made again after the existing shift, it is not necessary to perform frequent shifts, which brings a lot of convenience in operation.

Claims (6)

A main drive shaft directly receiving engine power, a main shaft connected to the main drive shaft to receive rotational power, and a synchronizing device of each shift stage is disposed on an axis thereof, and meshed with each shaft gear of the synchronizing device; In a manual transmission of a motor vehicle having an output shaft having a plurality of gears formed therein, a torsional damper and a planetary gear set, which are power interruption mechanisms disposed at the front end of the main drive shaft to control rotational power output from the engine. Wow; A drive pulley disposed at the rear end of the main drive shaft, the fixed and variable side pulleys configured to be variable in diameter so that the rotational power of the main drive shaft is continuously transmitted to the main shaft, and A continuously variable transmission for a vehicle comprising a continuously variable transmission comprising a driven pulley which is composed of a variable side pulley and is disposed at a front end of a drive shaft and connected to the drive pulley and a belt. 2. The continuously variable transmission for a vehicle according to claim 1, wherein the power control mechanism is made of a dry multi-plate powder clutch. The planetary gear set according to claim 1, wherein the planetary gear set uses a single pinion planetary gear set, and connects the input side with the sun gear, the output side with the carrier connecting the plurality of pinions, and the ring gear via the friction member to transmit the transmission. Continuously variable transmission for automobiles, characterized in that the connection with the housing. The continuously variable transmission for an automobile according to claim 1, wherein the power interruption mechanism is a dry multi-plate clutch. The continuously variable transmission for an automobile according to claim 1, wherein the power control mechanism is made of a powder clutch. The continuously variable transmission for an automobile according to claim 1, wherein the power interruption mechanism is composed of a torque converter and a clutch.