KR101628128B1 - continuous variable transmission for use a vehicle - Google Patents
continuous variable transmission for use a vehicle Download PDFInfo
- Publication number
- KR101628128B1 KR101628128B1 KR1020100113008A KR20100113008A KR101628128B1 KR 101628128 B1 KR101628128 B1 KR 101628128B1 KR 1020100113008 A KR1020100113008 A KR 1020100113008A KR 20100113008 A KR20100113008 A KR 20100113008A KR 101628128 B1 KR101628128 B1 KR 101628128B1
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- gear
- brake
- planetary
- speed
- clutch
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
- F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
Abstract
Provided is a vehicular continuously variable transmission in which a forward second speed and a reverse first speed are realized in a forward / reverse control mechanism of a vehicular continuously variable transmission, whereby power performance and fuel economy improvement effect can be obtained.
Description
BACKGROUND OF THE
Generally, a continuously variable transmission used in a vehicle is constituted by a continuously variable transmission belt mechanism and a forward / reverse control mechanism.
In the step-variable shifting mechanism, the rotational power of the engine is inputted to the primary pulley and output through the secondary pulley. In this case, the continuously-variable shifting is realized by varying the radiuses of the primary pulley and the secondary pulley.
The forward and backward control mechanism includes a single or double pinion planetary gear set and a plurality of friction elements for controlling the planetary gear set so that the rotational power is switched in the forward or reverse direction under the control of the friction element.
The forward and backward control mechanisms may be configured so that only forward and backward control can be performed. However, in order to improve the power performance and fuel economy, the forward and reverse control mechanisms are configured to be controlled to the forward second speed reverse speed.
In the continuously variable transmission, the conventional forward and reverse control mechanisms of the forward second speed and reverse first speed according to the present invention are configured as shown in FIG.
The planetary gear set PG constituting the forward and backward control mechanism is a Ravigne type complex planetary gear set, which is a combination of a single pinion planetary gear set and a double pinion planetary gear set, and shares the planetary carrier with the ring gear, The first sun gear S1 and the second sun gear S2, and the planetary carrier PC and the ring gear R. [
The second sun gear S2 is directly connected to the input shaft IS to operate as an input element. The planetary carrier PC is directly connected to the output shaft OS to operate as an output element.
The first sun gear S1 is connected to the transmission housing H through the first brake B1 to operate as an optional fixed element and the ring gear R is driven via the second brake B2 The planetary gear set PG is selectively connected to the transmission housing H so that the planetary gear set PG is operated as an optional fixed element. The ring gear R selectively connects the planetary carrier PC to the planetary carrier PC, So that the whole can be directly connected.
Accordingly, as shown in FIG. 2, the second brake B2 is operated in the reverse gear range REV, the first brake B1 is operated in the first forward speed, and the clutch C1 is operated in the second forward speed .
However, in the Ravigneaux type complex planetary gear set applied to the forward and reverse control mechanisms of the continuously variable transmission, in order to reduce the gear ratio difference between the first forward speed and the second forward speed, the number of teeth of the first sun gear S1 is the number of teeth of the second sun gear S2 The first sun gear S1, the second sun gear S2, the second pinion gear P2 and the ring gear R are designed while sharing the first pinion gear P1 of the second gear It is difficult to reduce the gear ratio difference between the first forward speed and the second forward speed to 2 or less while considering the limited package space for the vehicle and the vehicle.
In this case, the gear ratio difference between the first forward speed and the second forward speed is set to 2 or less because the larger the gear ratio difference during shifting, the less the transmission feel is. In order to reduce the gear ratio difference between the forward forward speed and the forward forward speed, .
In order to reduce the gear ratio difference between the first forward gear and the second forward gear while using the three friction members C1, B1, and B2, the first pinion gear P1 includes a first sun gear S1, The number of teeth of the second sun gear S2 must be different from that of the second sun gear S2 and the number of teeth of the second sun gear S2 must be changed into two stages. However, there is a problem that productivity is lowered due to extremely difficult processing due to generation of interference with gears having large outer diameters.
At the second forward speed, the planetary carrier PC and the ring gear R are connected while the clutch C1 is operating. At this time, since the torque sharing ratio of the planetary carrier PC is large and the transmission torque of the clutch is large, This large clutch is required. The use of a clutch having a large capacity as described above is very disadvantageous in terms of size and weight, and there is a problem in that the freedom of design is lowered.
The second pinion gear P2 supported on the planetary carrier PC does not rotate and the second sun gear S2 and the ring gear R rotate in the forward second speed because the planetary gear set PG rotates 1: ), The power is transmitted through the tooth surface and tooth surface mutually interposed between the tooth surface and the tooth surface. As a result, an excessive load is continuously applied to the contact tooth surface, And there is a risk of breakage.
SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to improve the transmission feeling by reducing the difference between the first forward speed and the second forward speed gear ratio, The present invention provides a continuously variable transmission for a vehicle that prevents wear and corrosion due to continuous overload action on the engaged tooth surfaces of the pinion gears, thereby increasing power performance and fuel economy, .
In order to achieve the above object, the present invention provides a continuously variable transmission comprising a continuously-variable shifting belt mechanism and forward and reverse control mechanisms,
The forward and backward control mechanisms are composed of a compound planetary gear set PG and a combination of three friction members C1, B1, and B2, each of which is composed of a combination of the first and second planetary gear sets PG1 and PG2, The compound planetary gearset PG is connected to the transmission housing H through a first brake N2 and a first rotary element N1 directly connected to the input shaft IS and operating as an input element, A second rotary element N2 that operates as an optional fixed element and a third rotary element N2 that is directly connected to the output shaft OS and is variably connected to the input shaft IS via the first clutch C1, And a fourth rotary element N4 which is variably connected to the transmission housing H via the first brake B1 and operates as an optional fixed element.
The first and second planetary gear sets PG1 and PG2 may be a single pinion planetary gear set.
The compound planetary gearset PG is configured such that the first planetary carrier PC1 and the second ring gear R2 are directly connected by the first rotary member M1, and the first ring gear R1 and the second planetary carrier The first planetary carrier PC1 and the second ring gear R2 are connected to each other by a first rotary element N1 directly connected to the first rotary member PC2 by the second rotary member M2, A third rotary element N3 composed of the first ring gear R1 and the second planetary carrier PC2 and a third rotary element N3 composed of the second sun gear S2, (N4).
The friction member can be shifted by operating the second brake B2 at the reverse shift stage and operating the first brake B1 at the first forward speed and operating the first clutch C1 at the forward second speed .
According to the present invention configured as described above, by using two simple planetary gear sets and three friction members that are advantageous in the degree of freedom in designing gear ratios for each stage, the difference between the forward first gear and the forward second gear ratio is reduced, .
The input shaft IS is directly connected to the output shaft OS by the operation of the clutch C1 in the forward second speed mode so that the transmission torque of the clutch C1 is not required to be large so that the clutch having a small capacity can be applied. Accordingly, the clutch C1 is advantageous in size and weight in comparison with the prior art, and the design freedom can be enhanced.
In addition, the first sun gear S1 and the second sun gear S2 are disposed on one output shaft OS to solve the noise problem that may occur due to eccentricity during operation of the two planetary gear sets.
As in the prior art, the power transmission is made directly to the output shaft through the clutch C1 in the second forward speed, and the acting load on the contact tooth surface due to the fixed planetary gear unit 1: 1 acts only on the inertia of the rotating member Therefore, the size of the tooth surface is very small, so that tooth surface abrasion or erosion does not occur, and generation of gear noise due to damage of the tooth surface can be fundamentally prevented.
These drawings are provided for the purpose of describing an exemplary embodiment of the present invention, and the technical idea of the present invention should not be construed as being limited to the accompanying drawings.
Brief Description of the Drawings Fig. 1 is a block diagram showing a control mechanism for a forward / reverse control of a conventional continuously variable transmission.
Fig. 2 is an operation diagram of each friction element applied to each of the forward and reverse control mechanisms according to each gear position.
3 is a configuration diagram of front and rear reverse control mechanisms applied to the continuously variable transmission of the present invention.
Fig. 4 is an operational view of the friction member applied to the forward and backward control mechanisms according to the present invention for each gear position.
5 is a shift chart of the forward and reverse control mechanisms applied to the continuously variable transmission of the present invention.
Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.
In order to clearly illustrate the present invention, parts not related to the description are omitted, and it is assumed that the same or similar components are given the same reference numerals throughout the entire specification.
FIG. 3 is a diagram showing an example of a forward and backward control mechanism applied to the present invention. The forward and reverse control mechanisms include a compound planetary gear set PG composed of one two-simple planetary gear set and three friction elements C1 ) (B1) and (B2).
The compound planetary gear set PG is composed of a combination of two single pinion planetary gear sets PG1 and PG2 and the first planetary carrier PC1 and the second ring gear R2 are constituted by a first rotary member M1 And the first ring gear R1 and the second planetary carrier PC2 are directly connected by the second rotary member M2 to have four rotary elements.
That is, the four rotary elements include a first rotary element N1 composed of a first sun gear S1 and a second rotary element N2 composed of the first planetary carrier PC1 and the second ring gear R2, A third rotary element N3 composed of the first ring gear R1 and the second planetary carrier PC2 and a fourth rotary element N4 composed of the second sun gear S2.
The first sun gear S1 which is the first rotation element N1 is directly connected to the input shaft IS to operate as an input element and the first ring gear R1 which is the third rotation element N3, 2 planetary carrier PC2 is directly connected to an output shaft OS disposed coaxially with the input shaft IS to operate as an output element at all times.
The input shaft IS is variably connected to the output shaft OS via the first clutch C1 and the second sun gear S2 which is the fourth rotary element N4 is connected via the first brake B1 The first rotary member M1 which is variably connected to the transmission housing H and connects the first planetary carrier PC1 as the second rotary element N2 to the second ring gear R2 is connected to the second brake B2 And is variably connected to the transmission housing (H).
The compound planetary gear set PG is disposed on the output shaft OS and the input shaft IS and the output shaft OS are changed depending on the relative positions of the continuously variable transmission mechanism and the forward and reverse control mechanisms.
Further, in the disposition of the forward and reverse control mechanisms behind the continuously variable transmission mechanism in the power flow mode, the input shaft IS means a secondary pulley shaft of a continuously variable transmission mechanism (not shown), and the rotary power, And the output shaft OS drives the drive wheel through a known differential gear via the longitudinal reduction gear as an output member.
Further, in disposing the forward and reverse control mechanisms in front of the continuously variable transmission mechanism in the power flow mode, the input shaft IS is a driving member that receives power from the torque converter, and the output shaft OS is a primary pulley of a continuously- And the power of which the continuously-variable shifting is performed by the continuously-variable transmission mechanism drives the driving wheel through a known differential gear via the longitudinal reduction gear.
The continuously variable transmission includes a primary pulley, which is a driving member for receiving power from the torque converter, a secondary pulley as a driven member, and a metal belt that connects the primary pulley and the secondary pulley to change the diameter of the primary pulley and the secondary pulley So that the detailed description thereof will be omitted.
The frictional elements constituted by the first clutch C1 and the first and second brakes B1 and B2 are typically composed of a multi-plate hydraulic frictional coupling unit frictionally coupled by hydraulic pressure, and the first clutch C1, The first brake B1 is disposed behind the compound planetary gear set PG and the second brake B2 is disposed in front of the compound planetary gearset PG so that the first brake B1 is disposed behind the compound planetary gearset PG, 2 planetary gearset PG1 (PG2).
Fig. 4 is an operation table showing friction elements, that is, clutches and brakes applied to the present invention, operating at respective speed change stages. In the forward and reverse control mechanisms of the present invention, .
That is, the second brake B2 is operated in the reverse shift stage,
The first brake B1 is actuated in
And the first clutch C1 is actuated in the forward second speed.
Fig. 5 is a view showing a shift process of the forward and reverse control mechanisms according to the present invention. The horizontal line of the lower side represents the rotational speed "0 " and the upper side of the horizontal line represents the rotational speed" 1.0 " The same rotational speed is shown.
Four vertical lines of the compound planetary gearset PG are set from the first rotary element N1 to the fourth rotary element N4 in order from the left side. The first rotary element N1 includes a first sun gear S1, The second rotary element N2 is connected to the first planetary carrier PC1 and the second ring gear R2 and the third rotary element N3 is connected to the first ring gear R1 and the second planetary carrier PC2, The rotational element N4 is set to the second sun gear S2 and these intervals are determined by the respective gear ratios (the number of teeth of the sun gear / the number of teeth of the ring gear) of the planetary gear set PG.
[apse]
At the reverse shift stage, the second brake B2 is actuated as shown in Fig.
The first brake B2 and the second brake B3 are connected to the first planetary carrier PC1 and the second ring gear N2 through the first brake B2, The gear R2 is operated as a fixed element and the reverse rotation line RS connecting the first rotary element N1 and the second rotary element N2 is formed and the third rotary element N3 The reverse output of REV is performed.
[Advancing first gen]
In the first forward speed, the first brake B1 is actuated as shown in Fig.
The second sun gear S2 which is the fourth rotary element N4 is operated as a fixed element by the operation of the first brake B1 in a state where the input is made through the first sun gear S1 which is the first rotary element N1 Speed forward transmission line SP1 connecting the first rotary element N1 and the fourth rotary element N4 and the forward first speed change transmission line SP1 is connected to the first rotary element N1 via the third rotary element N3, 1-speed output is performed.
[Advancing second gen]
In the second forward speed, the first clutch C1 is actuated and controlled as shown in Fig.
Then, since the input shaft IS is directly connected to the output shaft OS by the operation of the first clutch C1, the output is performed as it is.
In the complex planetary gear set PG, the output shaft OS is rotated by the operation of the first clutch C1 while the input is being performed through the first sun gear S1, which is the first rotation element N1, The compound planetary gear set PG is directly connected to the input shaft M2 so that the forward second speed change line SP2 is formed and output as the input D2 is achieved.
That is, in the second forward speed, the compound planetary gear set PG does not affect the shift, but merely rotates in the state of direct coupling.
The forward and reverse control mechanisms of the present invention operated as described above use two simple planetary gear sets and three friction members that are advantageous in the degree of freedom of gear ratio design for each stage to reduce the difference between the forward first gear and the forward second gear, Can be greatly improved.
The input shaft IS is directly connected to the output shaft OS by the operation of the clutch C1 in the forward second speed mode so that the transmission torque of the clutch C1 is not required to be large so that the clutch having a small capacity can be applied. Accordingly, the clutch C1 is advantageous in size and weight in comparison with the prior art, and the design freedom can be enhanced.
As in the prior art, the power transmission is made directly to the output shaft through the clutch C1 in the second forward speed, and the acting load on the contact tooth surface due to the fixed planetary gear unit 1: 1 acts only on the inertia of the rotating member Therefore, the size is so small that damage is not caused when the tooth surface is abraded or eroded, and the occurrence of gear noise due to damage of the tooth surface can be fundamentally prevented.
While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, And it goes without saying that the invention belongs to the scope of the invention.
S1, S2 ... First and second sun gears PC1, PC2 ... First and second planetary carriers
R1, R2 ... First and second ring gears IS ... Input shaft
OS ... Output shaft C1 ... First clutch
B1, B2 ... First and second brakes
Claims (5)
The forward and backward control mechanisms are composed of a compound planetary gear set PG and a combination of three friction members C1, B1, and B2, each of which is composed of a combination of the first and second planetary gear sets PG1 and PG2,
The compound planetary gearset PG includes a first rotary element N1 which is disposed on the output shaft OS and is directly connected to the input shaft IS and which is constituted by a first sun gear S1 so as to always act as an input element, A second rotary element N2 composed of a first planetary carrier PC1 and a second ring gear R2 so as to be variably connected to the transmission housing H via the brake B2 and to be operated as a selective fixed element, Which is composed of the first ring gear R1 and the second planetary carrier PC2, is connected directly to the input shaft OS via the first clutch C1 and is variably connected to the input shaft IS, And a fourth rotary element N4 composed of a second sun gear S2 so as to be operatively connected to the transmission housing H via the first brake B1 while being variably connected with the rotary element N3, ,
The first planetary carrier PC1 and the second ring gear R2 are directly connected by the first rotary member M1 and the first ring gear R1 and the second planetary carrier PC2 are rotated by the second rotation And is directly connected by the member (M2).
The first and second planetary gear sets PG1 and PG2
A continuously variable transmission for a vehicle comprising a single pinion planetary gear set.
The friction member
Wherein the second brake (B2) is operated at the reverse speed range, the first brake (B1) is operated at first forward speed, and the first clutch (C1) is operated at forward speed second speed.
The first clutch C1 is disposed in front of the multiple planetary gear set PG,
The first brake B1 is disposed behind the multiple planetary gear set PG,
, And the second brake (B2) is disposed at an outer portion of the first and second planetary gear sets (PG1, PG2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020100113008A KR101628128B1 (en) | 2010-11-12 | 2010-11-12 | continuous variable transmission for use a vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020100113008A KR101628128B1 (en) | 2010-11-12 | 2010-11-12 | continuous variable transmission for use a vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR20120051525A KR20120051525A (en) | 2012-05-22 |
| KR101628128B1 true KR101628128B1 (en) | 2016-06-09 |
Family
ID=46268591
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1020100113008A KR101628128B1 (en) | 2010-11-12 | 2010-11-12 | continuous variable transmission for use a vehicle |
Country Status (1)
| Country | Link |
|---|---|
| KR (1) | KR101628128B1 (en) |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS624943A (en) * | 1985-07-02 | 1987-01-10 | Aisin Warner Ltd | 5-step automatic transmission mechanism |
| KR100244939B1 (en) * | 1995-12-11 | 2000-03-02 | 정몽규 | 4 speed automatic transmission |
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2010
- 2010-11-12 KR KR1020100113008A patent/KR101628128B1/en active IP Right Grant
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| Publication number | Publication date |
|---|---|
| KR20120051525A (en) | 2012-05-22 |
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