KR101683487B1 - continuous variable transmission for use a vehicle - Google Patents
continuous variable transmission for use a vehicle Download PDFInfo
- Publication number
- KR101683487B1 KR101683487B1 KR1020100113006A KR20100113006A KR101683487B1 KR 101683487 B1 KR101683487 B1 KR 101683487B1 KR 1020100113006 A KR1020100113006 A KR 1020100113006A KR 20100113006 A KR20100113006 A KR 20100113006A KR 101683487 B1 KR101683487 B1 KR 101683487B1
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- gear
- brake
- planetary
- disposed
- clutch
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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
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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
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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
- 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 actuated as an optional fixed element, and the ring gear R is variably connected to the planetary carrier PC via the clutch C1. 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 case of the Ravigneaux system 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 gear and the second forward gear, the number of teeth of the first sun gear (S1) It is necessary to design the first sun gear S1, the second sun gear S2, the second pinion gear P2 and the ring gear R 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 mounting 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.
Accordingly, the present invention has been made to solve the above problems, and it is an object of the present invention to improve the transmission feeling by reducing the difference between the forward first gear and the forward second gear ratio, and to increase the power performance and fuel efficiency according to the second forward gear application So that it is possible to obtain various effects according to the speed of the vehicle.
It is another object of the present invention to provide a vehicle continuously variable transmission in which the layout design of the internal parts of the transmission is made possible by placing the output gear at the central portion of the transmission.
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 includes a first rotary element N1 that is variably connected to the transmission housing H through a first brake B1 and operates as a selective fixed element, And a third rotary element N3 which is variably connected to the transmission housing H via the second brake B2 and operates as an optional fixed element, And a fourth rotary element N4 directly connected to the input shaft IS and operating as an input element. The rotary elements N1, N2 and N3 except for the fourth rotary element N4 It is possible to variably connect to the input shaft IS via the first clutch C1 so that any one of the rotary elements can operate as the variable input element It provides a continuously variable transmission for a vehicle gong.
The first and second planetary gear sets PG1 and PG2 are composed of a single pinion planetary gear set and the first planetary carrier PC1 and the second ring gear R2 are meshed by the first rotary member M1 A first rotating element N1 directly connected and directly connected by the second rotary member M2 to the first ring gear R1 and the second planetary carrier PC2 and constituted by the first sun gear S1, A second rotary element N2 composed of a first planetary carrier PC1 and a second ring gear R2 and 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 output gear OG directly connected to the second rotary element N2 is disposed at the front side of the complex planetary gear set PG.
The first clutch C1 is disposed between the input shaft IS and the first sun gear S1 which is the first rotary element N1 so that the first clutch C1 and the first brake B1 are combined And the second brake B2 is disposed in the outer portion of the first and second planetary gear sets PG1 and PG2 so as to reduce the total length of the transmission. The second brake B2 is disposed in front of the output gear OG of the planetary gear set PG. .
The first clutch C1 is disposed between the first rotary member M1 connecting the input shaft IS and the first planetary carrier PC1 as the second rotary element N2 with the second ring gear R2 The first brake B1 is disposed in front of the output gear OG of the complex planetary gear set PG and the second brake B2 is disposed in the first and second planetary gear sets PG PG1) PG2, and the first clutch C1 is disposed behind the compound planetary gearset PG.
The first clutch C1 is disposed between the second rotary member M2 that connects the input shaft IS and the second planetary carrier PC2 that is the third rotary element N3 to the first ring gear R1 The first brake B1 is disposed in front of the output gear OG of the complex planetary gear set PG and the second brake B2 is disposed in the first and second planetary gear sets PG, And the first clutch C1 is disposed at the rear of the compound planetary gear set PG.
In this case, the friction member is configured such that the second brake B2 is operated at the reverse speed change stage, the first brake B1 is operated in the forward first speed, and the shift is performed while the first clutch C1 is operated in 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, .
Further, since the output gear (OG) is disposed in front of the complex planetary gear set (PG), when the forward and reverse control mechanisms are installed in the rear of the continuously variable transmission, And is located at a central portion of the transmission, so that the mounting performance can be improved by packaging.
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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 the forward and backward control mechanisms of the first embodiment applied to the continuously variable transmission of the present invention.
Fig. 4 is an operational view of the friction member applied to each of the forward and reverse control mechanisms of Fig. 3 for each gear position.
5 is a view showing shifts of forward and reverse control mechanisms applied to the continuously variable transmission of the present invention.
6 is a configuration diagram of the forward and backward control mechanisms of the second embodiment 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 view showing a first embodiment of the forward and reverse control mechanisms applied to the present invention, wherein the forward and reverse control mechanisms include a compound planetary gear set PG consisting of one two-simple planetary gear set and three friction And members C1, B1, and B2.
The compound planetary gear set PG is composed of a combination of first and second planetary gear sets PG1 and PG2 composed of two single-pinion planetary gear sets, and 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 directly connected by the second rotary member M2 to hold four rotary elements M1, .
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 second sun gear S2 as the fourth rotary element N4 is directly connected to the input shaft IS so as to be always operated as an input element and the first planetary carrier PC1 as the second rotary element N2, Is directly connected to the output shaft (OG) at the front end portion of the first rotary member (M2) for connecting the two-ring gear (R2) so as to always operate as an output element.
The first sun gear S1 that is the first rotary element N1 is variably connected to the input shaft IS through the first clutch C1 and is connected to the transmission housing H And the second rotary member M2 connecting the first ring gear R1 which is the third rotary element N3 and the second planetary carrier PC2 is variably connected via the second brake B2 And is variably connected to the transmission housing (H).
The input shaft IS is a secondary pulley shaft of a continuously variable transmission mechanism not shown in the drawing, and a rotary power having a continuously variable transmission is input by the continuously variable transmission mechanism. The output gear OG is an output member, The differential gear unit is disposed at the front of the first planetary gear set PG1 and is located at the center of the transmission and is connected to the differential gear unit. As shown in FIG.
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.
In this case, the frictional element composed of the first clutch C1 and the first and second brakes B1 and B2 is typically composed of a multi-plate type hydraulic friction engagement unit that is frictionally engaged by hydraulic pressure. In the present invention, C1 and the first brake B1 are positioned in front of the output gear OG of the complex planetary gearset PG while the second brake B2 is disposed in the first and second planetary gear sets 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 ring gear R1 and the second ring gear R1 are driven by the operation of the second brake B2 while the input is being performed through the second sun gear S2, which is the fourth rotary element N4, The planetary carrier PC2 is operated as a fixed element and a reverse shift line RS connecting the first rotary element N1 and the second rotary element N2 is formed, N3), the reverse output of REV is achieved.
[Advancing first gen]
In the first forward speed, the first brake B1 is actuated as shown in Fig.
The first sun gear S1 as the first rotary element N1 is operated as a fixed element by the operation of the first brake B1 in a state where the input is made through the second sun gear S2 which is the fourth rotary element N4 And a forward first speed change line SP1 connecting the fourth rotary element N4 and the first rotary element N1 is formed, 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, when the input is made via the second sun gear S2, which is the fourth rotary element N4, the first clutch C1 is simultaneously input to the first rotary element N1 by the operation of the first clutch C1 Thus, the complex planetary gear set PG is directly connected to the output shaft of the planetary gear set PG, so that the output of the input speed D2 is formed while the forward second speed change line SP2 is formed.
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.
In the continuously variable transmission of the present invention configured as described above, the transmission of the first clutch C1 is greatly demanded as the entire complex planetary gear set PG is directly connected by the operation of the clutch C1 in the forward second speed, So that a 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.
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6 shows the second embodiment according to the present invention. In the first embodiment, the first clutch C1 is disposed between the input shaft IS and the first sun gear S1, but in the second embodiment, And is disposed between the input shaft IS and the first rotary member M1.
That is, the input shaft IS is variably connected to the first rotary member M1 forming the output element.
The first clutch C1 is disposed behind the compound planetary gear set PG and the output gear OG is disposed in front of the compound planetary gearset PG in the same manner as in the first embodiment, .
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 (9)
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 first and second planetary gear sets PG1 and PG2 ,
The compound planetary gearset PG is variably connected to the transmission housing H via the first brake B1 and is configured to selectively act as a fixed element through a first rotary element N1 comprising a first sun gear S1, A second rotary element N2 composed of a first planetary carrier PC1 and a second ring gear R2 and directly connected to the output gear OG so as to be always operated as an output element, A third rotary element N3 composed of a first ring gear R1 and a second planetary carrier PC2 so as to be variably connected to the transmission housing H and to be operated as an optional fixed element, And a fourth rotary element (N4) composed of a second sun gear (S2) so as to always act as an input element,
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 one of the first, second and third rotary elements N1 and N2 (N3) other than the fourth rotary element N4 is directly connected by the member M2, And is variably connected to the input shaft (IS) via the first clutch (C1) so as to be operative.
The first and second planetary gear sets (PG1, PG2)
A continuously variable transmission for a vehicle comprising a single pinion planetary gear set.
The output gear OG, which is directly connected to the second rotary element N2,
And is disposed on the front side of the compound planetary gear set (PG).
The first clutch Cl
And is disposed between the input shaft (IS) and the first sun gear (S1) which is the first rotation element (N1).
The first clutch C1 and the first brake B1
Is disposed in front of the output gear (OG) of the compound planetary gear set (PG)
And the second brake B2 is disposed at an outer portion of the first and second planetary gear sets PG1 and PG2.
The first clutch Cl
And is disposed between the first rotary member (M1) connecting the first planetary carrier (PC1), which is the input shaft (IS) and the second rotary element (N2), with the second ring gear (R2).
The first brake (B1)
The second brake B2 is disposed on the outer periphery of the first and second planetary gear sets PG1 and PG2 and the second clutch B2 is disposed on the outer periphery of the first and second planetary gear sets PG1 and PG2, C1) is disposed behind the compound planetary gear set (PG).
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.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020100113006A KR101683487B1 (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 |
|---|---|---|---|
| KR1020100113006A KR101683487B1 (en) | 2010-11-12 | 2010-11-12 | continuous variable transmission for use a vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR20120051523A KR20120051523A (en) | 2012-05-22 |
| KR101683487B1 true KR101683487B1 (en) | 2016-12-21 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1020100113006A KR101683487B1 (en) | 2010-11-12 | 2010-11-12 | continuous variable transmission for use a vehicle |
Country Status (1)
| Country | Link |
|---|---|
| KR (1) | KR101683487B1 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2902014B2 (en) | 1989-11-13 | 1999-06-07 | ジャトコ株式会社 | Automatic transmission for vehicles |
| JP2906404B2 (en) | 1987-08-05 | 1999-06-21 | トヨタ自動車株式会社 | Planetary gear type transmission |
| JP2007296880A (en) * | 2006-04-27 | 2007-11-15 | Toyota Motor Corp | Hybrid driving device |
-
2010
- 2010-11-12 KR KR1020100113006A patent/KR101683487B1/en active IP Right Grant
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2906404B2 (en) | 1987-08-05 | 1999-06-21 | トヨタ自動車株式会社 | Planetary gear type transmission |
| JP2902014B2 (en) | 1989-11-13 | 1999-06-07 | ジャトコ株式会社 | Automatic transmission for vehicles |
| JP2007296880A (en) * | 2006-04-27 | 2007-11-15 | Toyota Motor Corp | Hybrid driving device |
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| Publication number | Publication date |
|---|---|
| KR20120051523A (en) | 2012-05-22 |
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