KR0183218B1 - Infinite variable-speed drive for a car - Google Patents

Abstract

In the state of shifting three steps forward and one reverse in the first shifting means, the second shifting and the endless shifting are made through the Middle East pulley so that the shifting range is greatly increased as compared with the conventional one, and the longitudinal reduction means is moved on the driving shaft. It is disposed in the, it is possible to uniaxially shift the transmission and to form a short length, for the purpose of providing a continuously variable transmission to facilitate the application to the front-wheel drive vehicle; A torque converter receiving torque from the engine and converting the torque; Shifting means connected to an input shaft and a transmission housing directly connected to the turbine side of the torque converter via a plurality of friction members to shift the gears to the forward 3 speed and the reverse 1 speed by their selective operation; Stepless speed change means respectively disposed on an output end of the speed change means and a drive shaft spaced apart from each other with a predetermined gap therebetween; It provides a continuously variable transmission for a vehicle comprising a longitudinal reduction means for driving the drive shaft by longitudinally decelerating the rotational power input from the driven pulley.

Description

Stepless Transmission for Vehicles

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

2 is a block diagram of the pulley diameter displacement generating means applied to the present invention.

3 is an operation table of the friction member applied to the present invention.

4 is a configuration diagram of a second embodiment according to the present invention.

The present invention relates to a continuously variable transmission for a vehicle, and more particularly, to a continuously variable transmission for a vehicle suitable for front-wheel drive type with a single shaft.

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 an automatic shift that is automatically made according to the vehicle driving conditions. It is roughly classified into a 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 great advantages 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. The method using the diameter displacement of the pulley mounted on the output shaft is mainly used.

However, the conventional continuously variable transmission includes a problem that the speed change ratio is limited to an extremely small range by determining the speed ratio according to the change in the diameter of the pulley.

Accordingly, the present invention has been invented to solve the above problems, an object of the present invention is to provide a wide speed change range, to provide a continuously variable transmission for a vehicle suitable for the front-wheel drive type in one shaft.

In order to realize this, the present invention includes a torque converter that receives torque from the engine and converts torque therefrom; Shifting means connected to an input shaft and a transmission housing directly connected to the turbine side of the torque converter via a plurality of friction members to shift the gears in three forward speeds and one reverse speed by selective operations thereof; Stepless speed change means which is disposed on an output end of the speed change means and a drive shaft spaced apart from each other at a predetermined interval to perform stepless speed change; It provides a continuously variable transmission for a vehicle comprising a longitudinal reduction means for driving the drive shaft by longitudinally decelerating the rotational power input from the continuously variable 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, in which a torque converter 4 which receives power from an engine 2 includes a pump impeller 6 which rotates in direct connection with a crankshaft of the engine 2; A turbine runner 8 which is disposed to face the pump impeller 6 and rotates together by oil ejected; And a stator 10 disposed between the pump impeller 6 and the turbine runner 8 to change the flow of oil to increase the rotational force of the pump impeller 6.

Accordingly, when the engine rotates, the oil filled in the torque converter 4 is ejected from the pump impeller 6 and supplied to the turbine runner 8 to drive the turbine runner 8 and then flow into the stator 10. .

In addition, the oil introduced into the stator 10 changes the direction and repeats the flow of the oil into the pump impeller 6, in which the turbine runner shared by the stator 8 is rotated by the rotation of the stator 10. There is a difference between the rotational force of 8) and the rotational force of the pump, which is the torque conversion.

The shifting means 14 disposed on the input shaft 12 directly connected to the turbine runner 8 side is composed of a combination type planetary gear device, which includes first and second sun gears 16 and 18, and the first and second sun gears. The first pinion 20 is meshed with the first sun gear 16, the second pinion 24 is simultaneously engaged with the second sun gear 18 and the first pinion 20, and the second pinion 24 is It consists of a ring gear 26 to be engaged.

The first sun gear 16 is connected to the input shaft 12 through the first power transmission member 28 and the first friction member 30, and the second sun gear 18 is the second power transmission member 32. And the second friction member 34 are connected to the input shaft 12 to selectively operate as an input element.

In addition, the planetary carrier 36 supporting the first and second pinions 20 and 24 and the second power transmission member 32 are provided with transmissions through the third and fourth friction members 38 and 40, respectively. It is connected to the housing 33 and selectively acts as a reaction force element, the ring gear 26 is connected to the drive pulley 44 via the third power transmission member 42 as an output element.

In the above, the first and second friction members 30 and 34 may use a conventional multi-plate clutch as a clutch means, and the third and fourth friction members 38 and 40 may use a conventional band brake as a brake means. have.

The drive pulley 44 of the continuously variable transmission means 43 which continuously performs the rotational power shifted from the transmission means 14 again is disposed on the fourth power transmission member 48 on the drive shaft 46. And the belt 52 is connected to transmit power, and the outer diameter thereof is changed, and the shifting operation is performed, and FIG. 2 shows a configuration of an embodiment for enabling it.

That is, the driving pulley 44 is composed of the fixed side pulley 54 and the variable side pulley 56, the fixed side pulley 54 is formed integrally with the third power transmission member 42, the variable side pulley 56 is coupled in a state capable of moving left and right on the second power transmission member 42.

A casing member 58 is provided on the side of the variable side pulley 56 to form a hydraulic chamber 60 therebetween.

The hydraulic chamber 60 is capable of supplying a pressure fluid generated by the driving force of the engine through the flow path 62 formed in the third power transmission member 42.

And the driven pulley 50 is composed of the fixed side pulley 64 and the variable side pulley 66 as described above, the fixed side pulley 64 is integrally connected to the fourth power transmission member 48 made of a hollow shaft Is formed.

In addition, the variable side pulley 66 is coupled to move left and right on the fourth power transmission member 48, the variable side pulley 66 is provided with a casing member 68 is interposed to form a hydraulic chamber 70 The hydraulic chamber 70 may be supplied with a pressure fluid generated by the driving force of the engine through a flow path 72 formed in the fourth power transmission member 48.

Of course, the configuration of the drive and driven pulleys 44 and 50 is not limited to the above configuration, but includes all that can be easily invented from the configuration.

The fourth power transmission member 48 is formed to have a hollow shaft so that the driving shaft of one side can be penetrated without rotation interference.

The longitudinal reduction means 74 mounted at one end of the fourth power transmission member 48 is composed of a single pinion planetary gear set, and its ring gear 76 is connected to the fourth power transmission member 48 to be input. A planetary carrier acting as an element, and the sun gear 78 is fixedly connected to the transmission housing 33 to act as a reaction element, and connecting the pinion 80 engaged between the sun gear 78 and the ring gear 76 ( 82 is an output element and is connected to the drive shaft 84.

In the continuously variable transmission of the present invention made in this way, when the driver runs in a state in which the selector lever (not shown) is selected as the driving range D, the friction member is automatically controlled as shown in the operation element table of FIG. In the D range 1 speed, the first friction member 30 and the third friction member 38 are operated and controlled.

Then, the power of the input shaft 12 is input through the first sun gear 16, the planetary carrier 36 is operated as a reaction force element is output through the ring gear 26 at the first speed ratio.

In the second range D speed, the fourth friction member 40 is operated and controlled while the first friction member 30 is operating, so that the second sun gear 18 becomes a reaction force element so that the second speed is shifted. In the D range 3 speed, the first friction member 30 and the second friction member 34 are operated and controlled to be simultaneously input to the first and second sun gears 16 and 18.

Then, the planetary gear set is locked and is in a direct connection, and the third speed shift is made.

That is, in the shifting means, a plurality of friction members 30, 34, 38, and 40 are operated and controlled in accordance with the control of the transmission control unit (not shown).

As the shift is made from the shifting means as described above, when the power is output, the stepless speed change is made according to the change of the outer diameter of the driving pulley 44 and the driven pulley 50. The rotation speed change condition is, firstly, the driving pulley 44. And when the outer diameter of the driven pulley 50 is the same, the outer diameter of the second drive pulley 44 is larger than the diameter of the driven pulley 50, and the diameter of the third drive pulley 44 is It can be divided into cases smaller than the diameter.

In the first condition, when the outer diameters of the driving and driven 44 and 50 are the same, the transmission ratio is 1: 1.

And secondly, when the outer diameter of the drive pulley 44 is larger than the diameter of the driven pulley 50, the rotation speed of the driven pulley 50 is larger than the rotation speed of the drive pulley 44, so that the speed is increased, and the third drive pulley When the outer diameter of 44 is smaller than the diameter of the driven pulley 50, the rotation speed of the drive pulley 44 becomes smaller than the rotation speed of the driven pulley 50, thereby decelerating.

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 44 and the driven pulley 50 is determined according to the hydraulic pressure supplied to the hydraulic chambers 60 and 70. 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 thereof will be omitted.

In addition, when power is transmitted to the longitudinal reduction means in the state where the stepless transmission is made by the above-described action, the power is input through the ringer 76 in the longitudinal reduction means 74, so that the sun gear 78 acts as a reaction force element. As a result, the planetary carrier 82, which is finally decelerated and outputs the driving shaft 84, drives forward driving.

When the selector lever is selected as the reverse R range, the second and third friction members 34 and 38 are operated to make the second sun gear 18 an input element, and the carrier 36 acts as a reaction element. The ring gear 26 rotates in reverse to drive the driving pulley 44.

Then, the rotational power of the driven pulley 50 and the longitudinal deceleration means 74 operate in the same way as the forward travel, and the reverse travel is possible.

4 shows a second embodiment according to the present invention, in which a continuously variable transmission means 43 is disposed between the torque converter 4 and the transmission means 14.

Accordingly, the drive pulley 44 is disposed on the input shaft 12, and the driven pulley 50 is disposed on the input side of the continuously variable transmission means 14.

The output gear 86 is engaged with the input gear 88 of the longitudinal reduction means 74 at the distal end of the third power transmission member 42 forming the output element of the shifting means 14.

As described above, in the continuously variable transmission of the present invention, the continuously variable transmission is made through the second drive and the driven pulley in the state of shifting the first three speeds and the first reverse speed in the transmission means, and thus the speed range is conventional. It is greatly increased compared with the above.

In addition, since the longitudinal reduction means is disposed on the drive shaft, it is possible to reduce the speed of the gearbox and shorten the overall length, which is advantageous in that it is easy to apply to a front wheel drive vehicle.

Claims (1)

A torque converter receiving torque from the engine and converting the torque; Consists of a combination of single type planetary gear and double type planetary gear, and is composed of a compound planetary gear device made by sharing ring gear and planet carrier.The first sun gear is composed of the input shaft through the first power transmission member and the first friction member. The second sun gear is connected to the input shaft via the second power transmission member and the second friction member to selectively operate as an input element, and a planetary carrier supporting the first and second pinions, and the second power transmission member. Is connected to the transmission housing via the third and fourth friction member, respectively, is selectively operated as a reaction force element, the ring gear is an output element connected via the third power transmission member through the transmission means; A stepless speed changer formed of a drive pulley disposed at the output side end, a driven pulley disposed at an input side of the longitudinal reduction means, and a belt connecting the drive and driven pulleys to form a stepless speed change with a variable diameter of these pulleys; ; The ring gear is integrally formed with a fourth power transmission member formed of a hollow member through which a drive shaft penetrates inside, and serves as an input element, and the sun gear is fixed to the transmission housing to act as a reaction force element, between the sun gear and the ring gear. The planetary carrier for connecting the pinion to be engaged includes a longitudinal reduction means for acting as an output element.