KR101793586B1 - accelerator control powertrain system provided with continuously variable transmission - Google Patents

accelerator control powertrain system provided with continuously variable transmission Download PDF

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Publication number
KR101793586B1
KR101793586B1 KR1020160031825A KR20160031825A KR101793586B1 KR 101793586 B1 KR101793586 B1 KR 101793586B1 KR 1020160031825 A KR1020160031825 A KR 1020160031825A KR 20160031825 A KR20160031825 A KR 20160031825A KR 101793586 B1 KR101793586 B1 KR 101793586B1
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KR
South Korea
Prior art keywords
gear
male
housing
shaft
cam
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KR1020160031825A
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Korean (ko)
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KR20170108248A (en
Inventor
신용철
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이스트바이크 주식회사
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Publication of KR101793586B1 publication Critical patent/KR101793586B1/en

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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
    • F16H21/00—Gearings comprising primarily only links or levers, with or without slides
    • F16H21/10—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane
    • F16H21/16—Gearings comprising primarily only links or levers, with or without slides all movement being in, or parallel to, a single plane for interconverting rotary motion and reciprocating motion
    • F16H21/18—Crank gearings; Eccentric gearings
    • F16H21/22—Crank gearings; Eccentric gearings with one connecting-rod and one guided slide to each crank or eccentric
    • F16H21/28—Crank gearings; Eccentric gearings with one connecting-rod and one guided slide to each crank or eccentric with cams or additional guides
    • 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
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/04—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members
    • F16H1/06—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with parallel axes
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/083—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft

Abstract

The present invention realizes a function of moving a cam pin positioned horizontally in a radial direction of a cam pin by using a working principle between a bolt extending in the radial direction of the cam pin and a nut fastened thereto, Two gears are rotatably mounted on a one-way interlocking shaft transmitted from the transmission portion, one of the two gears is engaged with a first output gear fixedly circumscribed to the output shaft, and the other gear is fixed to the output shaft And an intermediate gear engaged with the circumscribed second output gear, and a modulated output normal / reverse converter converting the two-way clutch engaged with the interlocking shaft to selectively engage any one of the two gears And more particularly to an accelerator control power train system having a transmission gear box.

Description

TECHNICAL FIELD [0001] The present invention relates to an accelerator control powertrain system provided with continuously variable transmission,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an accelerator-controlled power train system having a continuously variable transmission gear box, and more particularly to an accelerator-controlled power train system using a lever crank mechanism, .

Generally, a speed reducer is classified into a constant speed reducer that outputs power at a constant reduction ratio by combining gears having different sizes, and a continuously variable transmission that can vary the reduction ratio by applying a conical type reduction device.

The rotational force generated from a power generating device such as a motor or an engine is output at a high rotational speed, but the torque (torque) is small. Therefore, in most industrial machines, the torque is increased by using a decelerating device.

Here, the speed reducer increases the torque instead of decelerating the rotational speed transmitted from the power generator.

However, when the load applied to the output shaft is larger than the output torque of the output shaft, the load is reduced by the motor or the engine The life of the motor or the engine is shortened.

Further, a load larger than the output torque of the output shaft acts in a reverse direction to the motor or the engine, so that the target output can not be supplied to the output shaft.

A number of patent applications of the continuously variable transmission for solving such problems have been disclosed by the present inventor.

The continuously variable transmission devices disclosed by the above patent applications include a lever crank mechanism provided between an input shaft that is rotated in one direction by an external force (such as a motor or an engine) and an output shaft that receives the driving force of the input shaft, .

This lever crank mechanism is a known mechanism for causing the one-way rotational motion of the input shaft to cause the output shaft to reciprocate within a certain angle range.

The lever crank mechanism is provided with a cam pin elastically pressurized by a spring on the input link, and the cam pin is varied in the radial direction of rotation of the input link in accordance with the load of the output section to adjust the reciprocating angle of the output shaft, .

However, the method of varying the position of the cam pin by using the spring has the problem that the position of the cam pin is automatically changed according to the load of the output shaft, so that the user can not arbitrarily control the position of the cam pin.

In order to solve such a problem, there is a method of varying the position of the cam pin by connecting the cam pin formed on the input link to a pneumatic / hydraulic pressure source. Such a method is disclosed in Korean Patent Laid- 2010-0124561.

However, when the link mechanism is a hub type, the above-mentioned method has a problem that if the pneumatic / hydraulic means is incorporated in the hub case, the hub case becomes large and can not be applied to the hubs of various drive wheels. Moreover, the structure of the continuously variable transmission becomes complicated There is a problem that the manufacturing cost is increased.

A solution for solving such a problem is disclosed in Korean Patent Registration No. 10-1389280 filed by the inventor of the present invention.

In the above-described method, a tapered surface incorporating a ball is formed in the cam pin, and the ball is constrained by a rod parallel to the output shaft and the input shaft in a state of pressing the ball in a radial direction by a spring, A control method for determining the position of the cam pin. Therefore, there is a problem that a large load is generated at the time of controlling the position of the cam pin due to the frictional load between the ball and the tapered surface, and the output shaft, the input shaft, There arises a problem that the volume is increased in the axial direction, and that there arises interference between the power transmission elements, and additional components are required due to the space restriction for connection between the power transmission axes, so that the manufacturing cost and maintenance are increased Lt; / RTI >

Further, when the continuously-variable transmission is provided in the electric vehicle, it is necessary to output the forward driving force output from the continuously variable transmission in the forward and reverse directions. Such a continuously variable transmission capable of outputting the forward and reverse directions is disclosed in Patent No. 10-1254596, which is patented and patented by the present inventor.

However, the continuously-variable transmission described above has a very complicated structure for outputting the forward input in the forward and reverse directions, thereby increasing the manufacturing cost and the maintenance cost.

The present invention has a problem in solving the above-mentioned problems.

The present invention realizes a function of moving a cam pin arranged horizontally in a radial direction of a cam pin by using a working principle between a bolt extending in the radial direction of the cam pin and a nut fastened thereto, Two gears are rotatably mounted on a one-way interlocking shaft received from the continuously-variable shifting portion, one of the two gears is engaged with a first output gear fixedly circumscribed to the output shaft, and the other gear is fixed to the output shaft By using a modular output constant-to-normal conversion unit that meshes with an intermediate gear meshed with a second output gear circumscribed by the second output gear and splines the two-way clutch engaged with the interlocking shaft to selectively squeeze any one of the two gears The above problems can be solved.

The present invention has been made in view of the above problems, and it is an object of the present invention to provide a method of automatically changing the position of a cam pin by a spring in accordance with a load of an output shaft irrespective of friction, It is possible for the user to arbitrarily control the position of the cam pin without changing the structure of the continuously variable transmission portion of the complex structure and to connect the output / constant conversion portion of the modular simple structure to the output side of the continuously variable transmission portion, It is possible to provide a power train system in which the entire structure is simplified to reduce manufacturing cost and maintenance cost.

1 is a perspective view illustrating an accelerator control power train system having a continuously variable transmission gear box according to an embodiment of the present invention.
Fig. 2 is a front view of Fig. 1,
Fig. 3 is a front view of only the cam pin control device of Fig. 1,
4 is a perspective view showing the cam pin control device of Fig. 3, and Fig.
Fig. 5 is a plan view of the cam cam control apparatus of Fig. 3, in a state in which the male cam housing and the female housing are disassembled;
Fig. 6 is a bottom view showing the male cam housing and the female housing of the cam pin control apparatus of Fig. 3,
FIG. 7 is a right side perspective view of the output /
FIG. 8 is a perspective view of the output positive / negative change portion of FIG. 1 as viewed from the right side; FIG.

Hereinafter, an accelerator control power train system including a continuously variable transmission a box (continuously variable transmission) according to an embodiment of the present invention will be described in detail with reference to FIGS. 1 to 8. FIG.

1 and 2, an accelerator control power train system having a continuously variable transmission according to the present embodiment is indicated by reference numeral 1000.

The powertrain system 10 includes a cam pin control device 100, an output constant-and-phase converter 200, and a continuously variable transmission 10 as a continuously variable transmission air box interposed therebetween.

The continuously variable transmission (10) is interposed between an output shaft (1) disposed on one side and an input shaft (2) disposed on the other side.

The input gear 3 is fixedly connected to the input shaft 2 and the input gear 3 is engaged with the housing gear 5 fixed to the housing 4 provided in the continuously variable transmission 10, As shown in Fig.

Since the continuously variable transmission 10 is of the same type as that of the idle type continuously variable transmission disclosed in Patent Registration No. 10-1354154 patented and patented by the present inventor, the detailed structure can be found in detail with reference to the above registration publication, Since the present invention relates to an apparatus for controlling the position of a cam pin of the CVT and an output / constant-torque converter, a detailed description of the CVT will be omitted below.

As shown in Figs. 3 and 4, the cam pin control device 100 includes a cam pin 101 connected to one side of a cam pin 101 having a circular cross section linked to a coupler link and an input link (not shown) provided in the continuously variable transmission 10 The male cam housing 110 is integrally coupled to the male cam housing 101 and the male cam housing 110. The male cam housing 110 is mounted on the male housing 110 so as to be movable in the radial direction of the cam pin 101, A nut 130 rotatably disposed between the male cam housing 110 and the female housing 120 so as to be movable in a radial direction of the cam pin 101 and a nut 130 rotatable between the male cam housing 110 and the female housing 120, A bolt 140 which is rotatably passed through the female housing 120 and is fastened to the nut 130 and a bolt 140 which is interposed between the nut 130 and the male cam housing 110, A spring 150 rotatably passed through the bolt 140, And a motor 160 for rotating the bolt 140 in the forward and reverse directions.

3 to 6, the male cam housing 110 includes a diameter enlarged portion 111 formed on one side of the cam pin 101 and extending outward in the radial direction, A male body 112 having a D-shaped cross section and extending upward in a direction of one side of the enlarged diameter portion 111 at an upper portion of the large diameter portion 111, a bore 113 having a bottom and a tip open at the bottom of the tip portion of the male body 112, A through hole 114 formed in the center of the ceiling of the bore 113 so as to allow the bolt 140 to be rotatably passed through the through hole 114 and a through hole 114 formed in a radial direction of the cam pin 101 at both sides of the proximal end of the male body 112 A pair of female rails 115 and 115 and a pair of male rails 116 and 116 which are chamfered in the radial direction of the cam pin 101 on both outer surfaces of the male body 112 defining the bore 113 ).

3 to 6, one side of the female housing 120 is closed and the other side and the ceiling of the female housing 120 are opened so that the male body 112 of the male cam housing 110 is inserted in the radial direction of the cam pin 101 And a bore 121 having a size and shape that can be inserted into the bore 121 so that the bolt 140 is rotatably passed through the center of the bottom of the bore 121 A pair of male rails 126 and 126 formed such that the pair of male rails 116 and 116 are slidably inserted into the through hole 124 and the opposite ends of the opposite side walls of the bore 121, And a pair of male rails 125 and 125 formed such that the pair of female rails 115 and 115 are slidably inserted into base ends of opposite side walls of the bore 121.

A space S defined by the bore 113 of the male cam housing 110 and the bore 121 of the female housing 120 facing the bore 113 is formed in the bolt 140 The nut 130 is formed in a non-rotatable shape so that the nut 130 can be moved in the radial direction of the cam pin 101 and the space S is formed by the nut 130 and the male A spring 150 is built in between the bores 113 of the housing 110.

 A worm and a worm wheel (not shown) are interposed between a driving shaft (not shown) of the motor 160 and an upper end of the bolt 140. When the motor 160 is rotated in the forward direction, the bolt 140 rotates in the fastening direction The nut 130 is moved upward and the bolt 140 is rotated in the unlocking direction when the motor 160 is rotated in the reverse direction so that the nut 130 is moved downward.

The cam pin control device 100 configured as described above is configured such that the cam pin 101 elastically pressurized by the spring 150 is automatically changed in accordance with the load of the output shaft 1 to be automatically transmitted to the continuously variable transmission 10 When the user arbitrarily sets the speed change value of the continuously variable transmission 10, the motor 160 is driven in the forward or reverse direction so that the bolt 140 is rotated in the fastening direction The nut 130 is moved in the radial direction of the cam pin 101 so that the nut 130 moves toward the motor 160. When the nut 130 moves toward the motor 160, The cam pin 101 integrally coupled to the male cam housing 110 is moved toward the motor 160 by resiliently pressing the male cam housing 110 via the spring 150 so as to be connected to the continuously variable transmission 10 The speed of the output shaft 1 is increased The spring 150 is moved to the opposite side of the motor 160 and the cam 160 is coupled to the male cam housing 110 integrally with the male cam housing 110. When the nut 130 is moved to the opposite side of the motor 160, (101) is moved to the side opposite to the motor (160) to decelerate the speed of the output shaft (1) of the continuously variable transmission (10).

 Therefore, the cam pin control apparatus 100 can automatically control the position of the cam pin 101 according to the load of the output shaft irrespective of the friction, without increasing the complexity in the direction of the rotation axis of the CVT 10 and the structure thereof, It is possible to vary the position of the cam pin by the cam mechanism 150 and to freely control the position of the cam pin arbitrarily by the user.

Although the spring 150 is described as being interposed between the nut 130 and the male cam housing 110 in the above embodiment, the present invention is not limited to this, and the spring 150 may be omitted . This is because the cam pin 101 is linked to the input link and the plurality of coupler links as described in the continuously variable transmission of patent type 10-1354154, which is patented and patented by the inventor of the present invention, Since the movement in the outward radial direction is limited by the plurality of coupler links and the output shaft.

Although the motor 160 is described as rotating the bolt 140 in the forward and reverse directions in the above embodiment, the present invention is not limited to this, and the motor 160 may include a cylinder Or by other means.

As shown in FIGS. 2, 7 and 8, the output / transformation unit 200 includes an intermediate shaft 210 disposed parallel to the output shaft 1 and rotatably mounted on the base 8, A clutch shaft 220 disposed parallel to the intermediate shaft 210 and rotatably mounted on the base 8 and a clutch shaft 220 disposed parallel to the clutch shaft 220 and rotatably mounted on the base 8, An output shaft 230 and a forward transmission shaft 240 interposed between the final output shaft 230 and the clutch shaft 220 and disposed parallel to the final output shaft 230 and rotatably mounted on the base 8 ).

The intermediate shaft 210 has a first intermediate gear 211 meshing with the output gear 7 and a second intermediate gear 211 meshing with the output gear 7, And an interlocking gear 221 meshing with the second intermediate gear 212 is fixedly circumscribed to the clutch shaft 220. The second intermediate gear 212 is fixedly engaged with the second intermediate gear 212,

The first driven clutch gear 222 and the second driven clutch gear 223 are spaced apart from the first driven clutch gear 222 in the axial direction of the clutch shaft 220 And a retaining clutch portion interposed between the first driven clutch gear 222 and the second driven clutch gear 223 and capable of being selectively engaged with the first driven clutch gear 222 and the second driven clutch gear 223, And is rotatably spline-coupled (not shown) together with the clutch shaft 220. As shown in Fig.

The engaging clutch portion includes a driven clutch shaft 227 spatially engaged with the clutch shaft 220 and a plurality of arm grooves 222a formed around the side surfaces of the first driven clutch gear 222 facing the engaging clutch portion. A plurality of female numbers 225a that can be engaged are formed on the side of the driven clutch shaft 227 facing the plurality of female grooves 222a, A male portion 226a which can be engaged with a plurality of female grooves 223a formed around the side surface of the facing second driven clutch gear 223 is engaged with the driven clutch shaft 227 facing the plurality of female grooves 223a Shaped groove 227 formed on the outer peripheral surface of the driven clutch shaft 227 and disposed between the first engaging clutch 225 and the second engaging clutch 226 228 and a pair of rollers 229a rotatably inserted in the ring-shaped groove 228 about the center axis perpendicular to the central axis of the clutch shaft 220 and facing each other in the radial direction And a lever operating portion 229 for rotating the C-shaped bracket 229b which is rotatably mounted about a central axis perpendicular to the central axis of the clutch shaft 220. [

A forward transmission gear 241 meshing with the second driven clutch gear 223 is fixedly connected to the forward transmission shaft 240.

A reverse driving gear 231 meshing with the first driven clutch gear 222 is fixedly connected to the final output shaft 230 and a forward driving gear 232 meshing with the forward transmitting gear 241 ) Are fixedly circumscribed.

8, when the lever operating portion 229 is turned to the right , the driven clutch shaft 225 moves to the left in the longitudinal direction of the clutch shaft 220, The male portion 225a of the first engaging clutch 225 of the clutch shaft 225 engages with the female portion 222a of the first driven clutch gear 222 so that the output gear 7 Is transmitted to the first intermediate gear 211, the intermediate shaft 210, the second intermediate gear 212, the interlock gear 221, the clutch shaft 220, the driven clutch shaft 227 ) And the first driven clutch gear 222 to the reverse drive gear 231 to rotate the final output shaft 230 in the reverse direction,

When FIG left turning a lever operating portion 229 in 8, wherein the driven clutch shaft 225. The second engagement clutch (226 of the clutch shaft 220, the driven clutch shaft 225 to move to the right in the longitudinal direction of the Shaped portion 226a of the second driven gear 223 is engaged with the female portion 223a of the second driven clutch gear 223 so that the forward rotational force of the output gear 7 rotating in the forward direction is transmitted to the first intermediate gear 211, The intermediate shaft 210, the second intermediate gear 212, the interlock gear 221, the clutch shaft 220, the driven clutch shaft 227, the second driven clutch gear 223, And is transmitted to the forward driving gear 232 in the forward direction via the forward transmission gear 241 to rotate the final output shaft 230 in the forward direction.

Therefore, in the output-to-normal-conversion unit 200 configured as described above, the output-to-normal conversion unit 200 of a modularized simple structure can be connected to the continuously variable transmission 10 of the continuously variable transmission 10 without changing the structure of the continuously- It is possible to provide a power train system in which manufacturing cost and maintenance cost are reduced by simplifying the overall structure of the apparatus.

A camshaft control device for a camshaft comprising a camshaft and a camshaft and a camshaft for controlling the camshaft of the camshaft. The output normal /

Claims (6)

The cam-pin control device 100, the output / constant-speed converter 200, and the continuously-variable transmission 10 using a lever crank mechanism interposed therebetween,
The cam pin control device 100 is an apparatus for controlling a cam pin linked to an input link and a coupler link provided in the continuously variable transmission 10,
A male cam housing 110 integrally coupled to one side of the cam pin 101;
A female housing 120 which is mounted on the male cam housing 110 so as to be movable in a radial direction of the cam pin 101 and fixed to the housing body 170;
A nut (130) interposed between the male cam housing (110) and the female housing (120) so as to be non-rotatable and movable in a radial direction of the cam pin (101);
A bolt 140 rotatably passed through the male cam housing 110 and the female housing 120 and fastened to the nut 130; And
And means for rotating the bolt (140) in the forward and reverse directions by being connected to the bolt (140)
The male cam housing (110)
A large diameter portion 111 extending in a radially outward direction and integrally formed on one side of the cam pin 101,
A male body 112 integrally extending from one side of the enlarged diameter portion 111 to one side of the enlarged diameter portion 111 and having an upwardly convex D-shaped cross section,
A bore 113 having a bottom and a tip open at the bottom of the tip of the male body 112,
A through hole 114 formed at the center of the ceiling of the bore 113 to allow the bolt 140 to rotate therethrough,
A pair of female rails 115 and 115 chamfered in the radial direction of the cam pin 101 at both sides of the proximal end of the male body 112,
And a pair of male-type rails 116 and 116 chamfered in the radial direction of the cam pin 101 on both outer surfaces of the male-type body 112 forming the bore 113,
The female housing (120)
A male body 112 of the male cam housing 110 has a bore 121 having a size and a shape capable of being inserted in a radial direction of the cam pin 101 A cylindrical female body 122,
A through hole 124 formed at the bottom center of the bore 121 so as to allow the bolt 140 to rotate therethrough,
A pair of female rails 126 and 126 formed such that the pair of male rails 116 and 116 are slidably inserted into the opposite ends of the opposite side walls of the bore 121,
And a pair of male rails (125, 125) formed such that the pair of female rails (115, 115) are slidably inserted into base ends of opposite side walls of the bore (121) An accelerator control powertrain system with an electronic box. The method according to claim 1,
Further comprising a spring (150) interposed between the nut (130) and the male cam housing (110) and having the bolt (140) rotatably penetrated therethrough. The accelerator Controlled powertrain system. delete The method according to claim 1,
A space S defined by the bore 113 of the male cam housing 110 and the bore 121 of the female housing 120 facing the bore 113 is formed in the bolt 140 Wherein the nut (130) fastened in a non-rotatable manner forms the nut (130) so as to be movable in the radial direction of the cam pin (101). . 5. The method of claim 4,
Characterized in that the space (S) houses a spring (150) between the nut (130) and the bore (113) of the male cam housing (110). The accelerator control power train system . The cam-pin control device 100, the output / constant-speed converter 200, and the continuously-variable transmission 10 using a lever crank mechanism interposed therebetween,
The cam pin control device 100 is an apparatus for controlling a cam pin linked to an input link and a coupler link provided in the continuously variable transmission 10,
A male cam housing 110 integrally coupled to one side of the cam pin 101;
A female housing 120 which is mounted on the male cam housing 110 so as to be movable in a radial direction of the cam pin 101 and fixed to the housing body 170;
A nut (130) interposed between the male cam housing (110) and the female housing (120) so as to be non-rotatable and movable in a radial direction of the cam pin (101);
A bolt 140 rotatably passed through the male cam housing 110 and the female housing 120 and fastened to the nut 130; And
And means for rotating the bolt (140) in the forward and reverse directions by being connected to the bolt (140)
The output-to-normal conversion section 200 converts
An intermediate shaft 210 disposed parallel to the output shaft 1 of the continuously variable transmission 10 and rotatably mounted on the base 8,
A clutch shaft 220 disposed parallel to the intermediate shaft 210 and rotatably mounted on the base 8,
A final output shaft 230 disposed parallel to the clutch shaft 220 and rotatably mounted on the base 8,
And a forward transmission shaft 240 interposed between the final output shaft 230 and the clutch shaft 220 and disposed parallel to the final output shaft 230 and rotatably mounted on the base 8,
The intermediate shaft 210 has a first intermediate gear 211 meshing with the output gear 7 and a second intermediate gear 211 meshing with the output gear 7, A second intermediate gear 212 that is not engaged with the second intermediate gear 212 is fixedly circumscribed and an interlocking gear 221 meshing with the second intermediate gear 212 is fixedly circumscribed to the clutch shaft 220, 220 are rotatably circumscribed by a first driven clutch gear 222 and a second driven clutch gear 223 spaced from the first driven clutch gear 222 in the axial direction of the clutch shaft 220 And a catching clutch portion interposed between the first driven clutch gear 222 and the second driven clutch gear 223 and capable of being selectively engaged therewith so as to be movable in the axial direction of the clutch shaft 220 Coupled rotatably with the clutch shaft 220 And,
The engaging clutch portion includes a driven clutch shaft 227 spatially engaged with the clutch shaft 220 and a plurality of arm grooves 222a formed around the side surfaces of the first driven clutch gear 222 facing the engaging clutch portion. A plurality of gear teeth 225a which can be engaged are formed on the side of the driven clutch shaft 227 facing the plurality of arm grooves 222a, A male portion 226a which can be engaged with a plurality of female grooves 223a formed around the side surface of the driven clutch gear 223 is engaged with the side surface of the driven clutch shaft 227 facing the plurality of female grooves 223a. A ring shaped groove 228 formed between the first engaging clutch 225 and the second engaging clutch 226 and formed on the outer peripheral surface of the driven clutch shaft 227, And a center axis perpendicular to the center axis of the clutch shaft (220) Shaped bracket 229b which is rotatably inserted into the groove 228 and rotatably mounted on the pair of rollers 229a facing each other in the radial direction is engaged with the center axis of the clutch shaft 220 And a lever operating portion (229) which pivots about a vertical central axis,
A forward transmission gear 241 meshing with the second driven clutch gear 223 is fixedly connected to the forward transmission shaft 240 and the final driven gear 230 is connected to the first driven clutch gear 222, And a forward drive gear 232 meshing with the forward direction transmission gear 241 is fixedly circumscribed. In this case, An accelerator control powertrain system with a continuously variable transmission housing.
KR1020160031825A 2016-03-17 2016-03-17 accelerator control powertrain system provided with continuously variable transmission KR101793586B1 (en)

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KR101793586B1 true KR101793586B1 (en) 2017-11-03

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004011660A (en) * 2002-06-03 2004-01-15 Mitsubishi Agricult Mach Co Ltd Transmission for working vehicle
KR101499934B1 (en) * 2013-08-05 2015-03-10 이춘우 Continuously Variable Transmission

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004011660A (en) * 2002-06-03 2004-01-15 Mitsubishi Agricult Mach Co Ltd Transmission for working vehicle
KR101499934B1 (en) * 2013-08-05 2015-03-10 이춘우 Continuously Variable Transmission

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