KR100373157B1 - Continuously variable transmission - Google Patents

Abstract

The present invention is a continuously variable transmission. When external rotational force is applied to the input shaft, the output side is speedless, decelerated, stopped and reversed according to the angle of the refraction shaft.

Pistons, swinging rotors, clutches, and planetary gears are interposed at predetermined intervals on the input shaft at equal intervals. It is connected to the piston with equal spacing and connecting rod on a predetermined circumference on the deflection axis. The gear on the output side is composed of a gear 13 in combination with the gears 15 and a damping function and is installed on the input shaft.

In response to the refraction angle of the refraction shaft while the input shaft rotates once, the piston oscillates the swinging rotor while reciprocating once on the input shaft. At this time, each clutch extracts only the rotational force in a predetermined direction from the swinging rotor and transmits the rotational force to each planetary gear, and the extracted rotational force is output through the output side gear 13 and the damper to output stable rotational force.

On the other hand, when the force of the seesaw lever pulling the engine acceleration link and the shift link at the same time and the push rod force and the return spring (41c, 41g) compression force due to the centrifugal force of the flyweight are balanced, the angle of refraction is determined to reflect the driver's will. It is done automatically.

Description

Continuously variable transmission

The present invention is a continuously variable transmission used in automobiles. In general, an engine is used as a power source for moving a vehicle. Cars sometimes require large driving forces, such as when starting up and climbing a trail, and sometimes needing speed faster than large driving forces, such as when driving on a highway.

However, the engine's power range has limited drive power and speed. Therefore, in order to compensate for this, there is a transmission mechanism between the engine and the driving wheel so that when a large driving force is required, the speed ratio (speed ratio = output rotation speed / input rotation speed) is reduced, that is, the reduction ratio (deceleration ratio = input rotation speed / output rotation speed). If the speed is required, use it with a large speed ratio. As said transmission mechanism, it can be roughly divided into a manual transmission, an automatic transmission, and a continuously variable transmission.

Manual transmissions are used for small passenger cars to large commercial vehicles because they are the lowest in manufacturing cost and efficient, but the shifting stages range from four stages of passenger cars to 16 stages of commercial vehicles. There is an inconvenience to operate and clutch.

In general, automatic transmissions include semi-automatic transmissions and fully automatic transmissions. The former attaches an actuator that operates the shift lever and the clutch to the manual transmission, and attaches a sensor that detects the accelerator pedal, engine speed, and the input / output speed of the transmission, etc., calculates the measured signal, and instructs the result to the actuator to change the speed. The latter is equipped with a fluid torque converter and a planetary gear unit, and a variable speed section of the torque converter, a ring gear and a carrier that are planetary gear elements, and hydraulically operated brakes or clutches are automatically shifted according to operating conditions. do. However, they cause a bad ride, such as shock when shifting. In the transmission using the torque converter, the response is nonlinear in nature, making it difficult to operate the microcomputer. That is, if the vehicle adopting the torque converter is placed on a flat and inclined position and the shift lever is in the forward (D) or reverse (R) position, the vehicle will proceed.In addition, the vehicle will stop even if the shift lever is forward (D). If you stop your vehicle on an incline and slowly step on the engine acceleration pedal to move the vehicle a little, you may feel that the vehicle is not moving at first, but it starts to react at some point, moving faster than you think. Therefore, an ideal continuously variable transmission is required with a linear response and no shock during transmission.

There are many types and various methods of continuously variable transmissions. However, belt type is the mainstream in commercial use, but it is only applied to small passenger cars. This is limited in efficiency because it utilizes a slip force between the drive body and the medium and the slip between the medium and the driven body. The transmission body must be turned on for good efficiency.

As described above, the continuously variable transmission is an ideal transmission method, but there are limitations and many problems to be applied to all vehicles.

The first is to expand the scope of the continuously variable transmission, the second is to provide an infinite range of continuously variable transmission ratios, and the third is to reduce operating costs.

1 is a side cross-sectional view of a continuously variable transmission for an FF vehicle, an embodiment.

2 is a side cross-sectional view of a continuously variable transmission for the FF vehicle, modified example 1.

4 is a sectional side view of a continuously variable transmission for an FR vehicle, modified example 3.

6 is a side cross-sectional view of a continuously variable transmission, a modification example 5.

7 is a side cross-sectional view of a continuously variable transmission. Modification Example 6.

8 to 10 are views of Example A of FIGS. 1,2,4,6,7 and a seesaw lever system schematic.

12 is a sectional view of the section C-C of FIGS. 1 to 7;

Fig. 13 is a sectional view of the section D-D in Figs. 1, 4, 6 and 7;

14 is a sectional view of the section E-E of FIGS. 1 to 4;

15 is a cross-sectional view of the cross-section F-F of FIGS. 1 to 4 and 7.

FIG. 16 is a cross-sectional view of section G-G of FIGS. 1-4 and FIG.

17 is a cross-sectional view taken along the line H-H in FIGS. 1, 2, 6, and 7;

18 is a cross-sectional view of section I-I of FIG. 2;

FIG. 19 is a sectional view of the section J-J in FIG. 4; FIG.

20 is a cross-sectional view of the section K-K in FIG. 6;

FIG. 21 is a sectional view of the section M-M of FIG. 6; FIG.

Fig. 22 is a sectional view of the section N-N of Fig. 6.

FIG. 23 is a cross-sectional view of the section O-O of FIG. 6. FIG.

24 is a single view of the gear 15.

25 is a single view of the clutch 17.

26 is a single view of the clutch lever 21.

27 is a single view of the swinging rotor 23.

28 is an assembly view of the input shaft (3).

29 is a single view of the guide ring 19.

30 is an enlarged view of a portion P of FIG. 7;

35 is a diagram of input and output rotation characteristics according to the angle α of the inclined rotor.

<Explanation of symbols for main parts of drawing>

1: transmission housing 2: bearing 3: input shaft, primary shaft

4: Snap ring 5: Second output side gear 6: Bearing

8: Bearing

10: bearing 11: damping spring

13: 1st output side gear 14: bearing 15: gear

16: Bearing 17: Dog clutch 18: Nut

19: guide ring 20: thrust bearing 21: clutch lever

22: thrust bearing 23: swinging rotor 24: thrust bearing

25: piston 26: ball 27: connecting rod

28: Gauge 29: The whole society: 30 Nut

31: holder 32: bearing 34: thrust bearing

41: road sample 40: weight cover 47: weight

48: Bolt 49: Weight Cover 50: Bearing Cover Plate

51: counter lever link 53: push rod 55: full-weight shaft

57: slave gear shaft, 2nd axis 59: differential gear 61: seesaw lever system

63: forward pin 65: reverse pin 67: yoke pin

69: Blocking 203: Input shaft, 1st axis 213: First output side gear

223: swinging rotor 225: piston

329: The whole society 331: Holder 332: Bearing

334: thrust bearing 403: input shaft, first axis 405: second output side gear, output shaft

603: input shaft, first axis

623: swinging rotor 625: piston 640: bearing

642: Bearing 703: Input shaft, 1st axis 715: Gear

717: disk 719: oil retrofit ring 721: piston

3a: Spline 3c: Shaft

3d: Hole 3e: Bearing race 3f: Cylinder

3g: Inner race 5a: Spring sheet 5b: Gear

13a: ring gear

13b: spring seat 15a: gear 15b: dog

17a: Spline 17b: Dog 17c: Groove

19a: groove 19b: groove 21a: tip

21b: Shaft 21c: Latch 23a: Spline

23b: female thread 23c: bearing race 25a: threaded portion

25b: Spline portion 25c: Spherical groove 29a: Outer race 29b: Spherical groove

31a: shaft 31b: lever 41a: ball joint

41b: Nut 41c: Forward return spring 41d: Rod

41e: Washer 41f: Washer 41g: Reverse return spring

41h: Nut 41i: York 51a: Hole

51b: Hole 51c: Hole 51d: Hole

53a: shaft 53b: shaft 61a: engine acceleration closing

61b: link 61c: seesaw lever 61d: shift link

61e: Engine acceleration link 213a; Gear 225a: Screw part

331a: Shaft 331b: Lever 403a: Spline

405c: Spline 625a: Bearing thread 703h: Euro

715b: Hydraulic clutch pack 715c: Spline 717a: Gear (715) side disk

717b: Disc on the swinging rotor 23 side

In order to achieve the above object, the FF car (FF car = engine is mounted on the front of the vehicle and the driving wheel is the front wheel) has a transaxle type, and the FR car (FR car = engine is mounted on the front of the vehicle, and the driving wheel is the rear wheel In-vehicle), and the transmission ratio of each transmission is automatically controlled in conjunction with the acceleration and deceleration control of the engine. The individual components and operations will be described with reference to the accompanying drawings.

Example (FF axle transaxle)

The transmission housing 1 includes bearings 2, 16, and 18 so that rotation of the input shaft 3, the slave gear shaft 57, the shaft 31a of the holder 31, and the shaft of the differential window 59 is free. Hole elements capable of interposing (46), elements supporting the thrust bearing (20), hole elements serving as the rotation axis of the holes (51a, 51c) of the counter lever link (51), and the rod sample (41). A device for fixing the block ring 69 to determine the neutral position of the device, a device capable of operating the pins 63 and 65 from the outside, a device for allowing the shifting link 61d to pass through the outside, It is composed of a device that can install a transmission, such as an engine or a drive source, and is easy to disassemble and assemble the internal parts of the transmission, to protect the internal parts, to facilitate lubrication between the parts, and to prevent leakage of lubricating oil. (See Figures 1, 8, 9, 17)

The input shaft 3 is provided with a spline 3a for receiving rotational force from the outside and an inner race 3g, which is a shaft joint element for transmitting the rotational force, between the two ends with a diameter much larger than the diameter of both ends. Rotates the shaft 3c of the gear 15, the swinging rotor 23 and the bearing 24, and the clutch lever 21 at equal intervals on a predetermined circumference within the diameter thereof. This freely accommodating hole 3d and a spline-type cylinder 3f accommodating the piston 25 are provided, and the second output side gear 5 can be freely rotated via the bearings 6 and 8. (See Figures 1, 12-17, 29).

The piston 25 is composed of a screw 25a portion and a spline 25b portion, and a spherical groove 25c is formed at the center of the spline end, and the screw portion is mated with a screw of the swinging rotor 23 and The line portion is configured to reciprocate in the cylinder 3f of the input shaft 3 (see FIGS. 1, 15 and 16).

The gear 15 is composed of a gear 15a and a dog 15b, and are installed on each shaft 3c on the input shaft 3 so as to freely rotate the bearings 14 (Figs. 1, 13, 24, Reference)

The swinging rotor 23 is composed of a spline 23a, a thrust bearing race 23c, and a screw 23b. The screw 23b is a screw of the piston 25, and the spline 23a is a clutch ( And spline 17a of 17). (See Figures 1, 14, 25, 27)

The dog clutch 17 is composed of a spline 17a, a dog 17b, and a groove 17c, where the dog 17b is paired with the dog 15b and the groove 17c is paired with the latch 21c. do. (See Figures 1, 24, 25, 26)

The clutch lever 21 is composed of a tip 21a, a shaft 21b, a latch 21c, and the shaft 21b is freely interposed in the hole 3d and the tip 21a is a guide ring groove 19a, 19b). (See Figures 1, 14, 26, 29)

The guide ring 19 is fixed to the transmission housing 1 and freely rotates with the input shaft 3, and consists of a groove 19a and a groove 19b. It is connected to the gear 15 and cut in the groove 19b. (See Figures 1, 14, 29)

The components of the shaft joint, which are the mediators that transmit the rotational force of the input shaft 3 to the verse shaft, are the inner race 3g, the gauge 28, the plurality of balls 26, and the outer race 29a. (See Figures 1, 17, 28)

The inclined rotating body 29 on the refraction axis is a top-shaped rotating body, and the outer race 29a of the universal joint is provided at the center of the wide end, and a plurality of spherical grooves 29b are formed at equal intervals on a predetermined circumference thereof. The other end allows the bearings 32 and 34 to rotate freely in the interposition holder 31 to prevent the nut 30 from being separated from the holder 31. (See FIGS. 1 and 17)

The holder 31 accommodates the inclined rotating body 29 so as to rotate freely, and installs the shaft 31a on both sides of the holder 31 so that the refractive axis is refracted about the center point of the shaft joint and interposes the bearing 46. Is accommodated in the transmission housing 1, and an arm 31b is placed to adjust the angle of refraction α (see FIGS. 1 and 17).

Both ends of the connecting rod 27 are spherical, one end of which is spherical in the spherical groove 25c of the piston 25, the other end of which can be rotated in the spherical groove 29b of the inclined rotor 29, but is separated from each groove. It is installed so that it does not (see Fig. 1, 16, 17).

The first output side gear 13 is installed to rotate freely on the shaft of the carrier 7 via the bearing 10, and is composed of a ring gear 13a and a spring seat 13b so that the ring gear 13a has a plurality of gears. (15a) is inscribed (see FIGS. 1, 12, 13, and 24).

The second output side gear 5 is composed of a spring seat 5a and a gear 5b, and is installed on the input shaft 3 so as to rotate freely via bearings 6 and 8 (see Fig. 1).

The slave gear shaft 57 is provided with the slave gears 57a and 57b and the full-weight shaft 55 concentrically. Then, the slave gear 57b and the ring gear of the differential gear 59 are circumscribed to transmit power to the driving wheels (see FIG. 1).

The flyweight shaft 55 is provided with a spline 55a to transmit rotational force to the weight covers 45 and 49, and the cover can rotate while guiding a plurality of weights 47 in the circumferential direction. 1, 8)

The push rod 53 is free to rotate with the shaft 55 and the cover 49 via the thrust bearing 22 between the cover 49 and freely move along the shaft 55 in the direction of the shaft 55. It is made hollow so as to have a counter-lever link 51 and a shaft 53a coupled to be freely rotated, and a shaft 53b connected to the shift link 61d. (See Figures 1,8,9,10)

The counter lever link 51 has four holes 51a, 51b, 51c, 51d and one hole perpendicular to the hole 51b, and the push rod 53 is sufficiently penetrated, and the hole 51a is pinned to the transmission housing. (63) can be fixed to the rotational movement and the hole (51b) is a long hole can be rotated with the shaft (53a) of the push rod, the hole (51c) is a transmission housing and rotational movement freely pin (65) The hole 51d is rotatably connected to the yoke 41i of the rod sample 41 by the pin 67. (See FIGS. 1, 8, and 9).

The middle portion of the rod 41d of the rod assembly 41 is such that the holes of the blocking 69 pass freely and the holes of the two washers 41f and 41e do not pass through the rod 41d. Insert the block 69 in the middle of the) and washers 41f and 41e, springs 41g and 41b, nuts 41h and 41b, yoke 41i and ball joint 41a, respectively, on both sides. Assemble and insert the hole of the spherical bearing portion of the ball joint (41a) to the holder arm (31b) and tighten the nut (18). (See Figures 1, 10, 17)

The seesaw lever system 61 interlocked with an external engine for shift ratio control of the continuously variable transmission includes an engine acceleration pedal 61a, a link 61b connecting the pedal 61a and the seesaw lever 61c, and a seesaw lever 61c. It consists of a transmission link 61d for connecting the push rod 53, a seesaw lever 61c and an engine acceleration link 61e for connecting with the governor of the jin, and both ends of the seesaw lever 61c are connected to the link 61b. It acts on a seesaw around the location. (See Figures 8, 9 and 10)

In the above configuration, when the input shaft 3 is rotated by a driving force from the outside, the inclined shaft 29 of the refraction shaft is at the same speed as the input shaft 3 via a plurality of balls 26 that are elements of the universal joint. The plurality of pistons accommodated in the input shaft 3 are reciprocated in the axial direction by one rotation with the connecting rod 27 as a medium according to the inclination angle α of the inclined rotating body 29. 23 is a swing rotation, the dog clutch (17) installed on the spline (23a) of each swing rotation body 23, the tip 21a of the clutch lever 21 is guide ring groove (19a) While passing through the dog 15b of the gear 15 is coupled to transmit the rotational force of the swinging rotation body 23 to the first output side gear 13, the output side varies the rotational speed according to the inclination angle α . For example, when the inclination angle α is 90 degrees, even if the input shaft 3 rotates, the piston 25 stops the reciprocating motion, and the first output side gear 13 rotates in the same direction and speed as the input shaft 3, When the inclination angle α is 90 degrees or more, when the input shaft 3 rotates, each of the pistons 25 reciprocates and the swinging rotor 23 swings. At this time, the respective swinging rotors 23 and dog The behavior of the clutch 17 and the clutch lever 21 acts to reduce the speed at which the first output side gear 13 tries to rotate in the same direction as the input shaft, and the rotation of the output side gear stops as the α increases. Rotate In addition, when the inclination angle α is 90 degrees or less, the speed of the input shaft 3 is increased and transmitted to the first output side gear 13. Then, the rotational force of the first output side gear 13 is transmitted to the second output side gear 5 with a stable rotational force through the damping spring 11 to power the drive wheels through the slave gears 57a and 57b and the differential gear 59. To pass.

On the other hand, when the count lever link 51 is fixed by the pin 63 and the pin 65, the inclination angle α is fixed at the position of (0) in FIG. 35, and the shift link 61d is operated even when the engine acceleration pedal 61a is stepped on. Only the engine acceleration link 61e is operated to accelerate and decelerate only the rotational speed of the engine. When the pin 65 is removed, the count lever link 51 can be rotated about the pin 63 as shown in FIG. When the accelerator pedal 61a is pressed down, the shift link 61d and the engine acceleration link 61e are operated at the same time, and the inclination angle α of the inclined rotating body is moved forward through the rod assemble 41 in the section of the transmission ratio 0 or more in FIG. 35. It increases the speed ratio in the direction and also increases the speed of the engine. In the initial stage of acceleration, the engine speed increases, but gradually the centrifugal force of the flyweight 47 increases due to the increase of the speed of the output gear, affecting the push rod 53, and decreasing the engine speed. ). In this way, the vehicle travels forward at an appropriate speed ratio by simply stepping on the engine acceleration pedal. In addition, as shown in FIG. 10, when the pin 63 is removed by inserting the pin 65 to become the rotation axis of the counter lever link 51e, and the engine acceleration pedal 61a is pressed, the inclination angle α operates in a section below the transmission ratio 0 of FIG. The vehicle will drive backwards. (See Figures 1, 8, 9, 10, 35)

Modification Example 1 (FF Axle Transaxle)

In the embodiment, a plurality of gears 15a are inscribed in the ring gear 13a of the first output side gear, but the gear 213a of the first output side gear is opened so as to be external to the gear 15a, and the input shaft 3 is input shaft. The shape was changed to (213), and the direction of the spiral was changed by the female screw 23b of the swinging rotor to the female screw 223b, and the screw 25a to the screw 225a. Other matters are the same as the contents of the above-described embodiment. (See Figures 2, 14, 15, 18, 27)

Variation Example 3 (FR Automotive Transmission)

In the embodiment, the inclined rotary body 29 is formed as the inclined rotary body 329, and the shape of the input shaft 3 is set as the input shaft 303, and the input shaft 3 is used as the input shaft 3 to make the input shaft and the output shaft coaxial. At 403, the shape of the second output side gear 5 is changed to the second output side gear 405, and the spline 403a for receiving external rotational force is moved toward the inclined rotating body 329, and the input shaft ( A bearing 8 is interposed between the 403 and the second output side gear 405, and a spline 405c is installed in the second output side gear for transmitting power to the outside, and the transmission housing is interposed therebetween. And rotation are freely opened, the second shaft gear 57b and the differential gear 59 are removed, and the transmission housing is also opened. The other contents are the same as in the above-described embodiment.

Variation Example 5

In order to minimize the frictional resistance inside the transmission, bearings (640, 642) can be added to the configuration of the embodiments and the modifications 1 and 3, and the contents of the related parts are described as the input shaft, the swinging rotor and the piston. The bearing race is added to the other parts, and the other contents follow the above-described embodiment and modified examples 1 and 3. (See FIG. 6).

Variation Example 6

The clutch clutch 17, the clutch lever 21, the guide ring 19 and the dog 15b are removed from the examples 1 and 3, and the hydraulic clutch pack 715b and the oil circuit ring 719 are removed. Is added, and the input shaft 703 in which the flow path 703h is comprised is opened. The inside of each hydraulic clutch pack 715b intersects the spline 715c of the gear 715 and the disk 717a and the disk 717b which can be connected to the spline 23a of the swinging rotor 23 and crimps it. Piston 721 is configured for the passage is formed in the clutch pack. The oil circuit ring 719 is fixed to the transmission housing and freely rotates with the input shaft 703. When pressure is applied to the P port of the oil circuit ring 719, pressure is applied to the clutch pack 715b through the flow path of the input shaft 703. While the input shaft 703 rotates, each clutch pack transmits the rotational force of the swinging rotor 23 to the gear 715 while the hydraulic clutch passes through the P port. Other configurations and operations are the same as the above-described embodiment and each modified example. (See FIGS. 7,23 and 30)

First, the scope of application of continuously variable transmissions can be extended to large commercial vehicles as well as small passenger cars. Conventional CVT adopts an indirect power transmission method through the friction of belts or rollers that are easy to slip, but adopts a non-slip dog clutch or hydraulic clutch to deliver the normal size of CVT. It is possible to manufacture the size of the transmission.

Secondly, the operation is simple. It is possible to start from any terrain by simply operating the accelerator pedal. It is an infinitely continuously variable transmission, which produces smoother drifts than conventional vehicles and brings driving accuracy. In the case of manual transmissions, skill is required in operating the vehicle. Climbing ramps is more and more demanding, and fuel consumption is high. The automatic transmission adopting the torque converter always transmits a constant torque to the final drive side in order to improve initial response when the shift lever is moved forward or backward. For this reason, brakes should always be used. Nevertheless, there is a phenomenon in which the vehicle retreats at the moment of moving the foot from the brake to the accelerator pedal when climbing the slope on a predetermined slope or more. However, the geared neutral oscillation method of the continuously variable transmission does not require a clutch operation like a manual transmission or an automatic transmission, and there is no retraction or forwarding of the vehicle without using a brake on a slope.

Third is energy saving. Infinite continuously variable transmission, it is possible to start the vehicle with minimum energy, and it is a method that can effectively reduce energy waste caused by slip of the mechanical clutch or fluid slip of the fluid converter. In addition, the variable speed range makes it possible to operate the engine in a range of good fuel efficiency.

Claims (5)

A plurality of gears 15, a plurality of pistons 25, and a plurality of swinging rotors 23 for converting reciprocating motions of the pistons into swinging rotational motions by rotational force from the outside are formed in a predetermined circumferential shape. The input shaft accommodated at equal intervals, As the means for varying the displacement of each rocking rotor and the piston with a constant phase difference in accordance with the rotation of the input shaft, the inclined rotating body 29 on the refracting shaft which is a refraction axis joint with the input shaft, and the inclined rotating body Holder 31 for supporting a predetermined inclination angle α , a connecting rod connecting the piston with a predetermined circumference of the inclined rotating body, As a means for extracting a rotational force in a predetermined direction from each of the swinging rotors, a plurality of gears 15 and the first output side gear 13, which is always bite, and a plurality of gears accommodated in the input shaft to control the rotational force of the swinging rotor A dog clutch and clutch clutch lever, a guide ring (19) for guiding the tip of the clutch clutch lever, A damping function interposed between the first output side gear 13 and the second output side gear 5 as a means for stabilizing the extracted rotational force; It operates in conjunction with the engine in response to the rotational speed on the output side and the driver's will, and as a means of automatically controlling the transmission ratio, the seesaw lever system, the force by the pull-weight, and the compression force of the spring on the road assembly balance the above inclination angle A continuously variable transmission comprising a counter lever link for determining α and a rod assembly for connecting the counter lever link and the holder arm. The inclined rotary body (329) and the holder (331) of the donut shape are opened so that the input shaft (403) may penetrate, and the spline (405c) shaft is provided in the 2nd output side gear, and the input shaft (403) and the output shaft are provided. A continuously variable transmission, characterized in that 405 is coaxial. 3. The gear 715 in which the hydraulic clutch is opened as a means for extracting a rotational force in a predetermined direction from each oscillating rotating body, and the operation of the hydraulic clutch have an oil pressure from the outside. Stepless transmission characterized in that through the P port and the T port of the kit ring 719 and through the flow path (703h) formed on the input shaft 703, the clutch is periodically engaged by the rotation of the input shaft to extract the rotational force. The continuously variable transmission according to claim 1 or 2, further comprising bearings (640, 642) to minimize frictional resistance of the piston. The continuously variable transmission according to claim 1 or 2, wherein a first output side gear (213) is provided.