KR19980016981A - Stepless Transmission for Vehicles - Google Patents

Abstract

To provide a continuously variable transmission for a single vehicle to simplify the configuration and to be easy to apply to the front wheel drive vehicle; A torque converter for converting torque of rotational power output from the engine; A continuously variable transmission mechanism disposed at the rear end of the first shaft directly connected to the turbine runner of the torque converter and the front end of the second shaft arranged parallel to the lower side thereof at a predetermined interval; A forward and backward control mechanism disposed on the second axis as a planetary gear set to control forward and backward; A first transfer shaft disposed in a direction orthogonal to an output side end portion of the forward and backward control mechanisms to perform gear transmission; A second transfer shaft disposed in parallel with the first axis and having a rear end thereof in gear connection with one end of the first transfer shaft; It provides a continuously variable transmission for a vehicle comprising a; and a gearbox connected to the front end of the second transfer shaft to achieve a longitudinal deceleration and at the same time performs a differential function.

Description

Stepless Transmission for Vehicles

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

2 is a block diagram of an endless rice mechanism applied to the present invention.

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

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission for a vehicle. More particularly, the present invention relates to a continuously variable transmission in which a forward and reverse control mechanism is disposed on a second shaft and can be easily applied to a longitudinal type front wheel drive vehicle.

The transmission of the vehicle has a function of transmitting the driving force of the engine to the driving wheels. The transmission includes a manual transmission in which the driver directly selects a shift stage at the driver's will, and automatically shifts according to the driving conditions of the vehicle. It is roughly classified into an automatic transmission and a continuously variable transmission in which continuously continuous shifts are made without a specific shift range between each shift stage.

In the above-described transmission device, the present invention relates to a continuously variable transmission having great advantages in terms of fuel economy, power transmission performance, and weight by supplementing the disadvantages of the automatic transmission using hydraulic pressure, and the continuously variable transmission thereof has an input shaft. The method using the diameter displacement of the pulley mounted on the output shaft is mainly used.

However, in the conventional continuously variable transmission, the torque converter is disposed on the input side, that is, the rear side of the engine, and the transmission is disposed on the rear side thereof. Thus, the length of the electric field is increased, which causes a lot of difficulties in applying to the front wheel drive vehicle.

Accordingly, an object of the present invention is to provide a continuously variable transmission for a vehicle that is simple in construction and easy to apply to a front wheel drive vehicle.

In order to realize this, the present invention includes a torque converter for converting torque of rotational power output from the engine; A continuously variable transmission mechanism disposed at the rear end of the first shaft directly connected to the turbine runner of the torque converter and the front end of the second shaft arranged parallel to the lower side thereof at a predetermined interval; A forward and reverse control mechanism disposed on the second axis as a double pinion planetary gear set to control forward and backward; A first transfer shaft disposed in a direction orthogonal to an output side end portion of the forward and backward control mechanisms, in which gear vibration is performed; A second transfer shaft disposed in parallel with the first axis and having a rear end thereof in gear connection with one end of the first transfer shaft; And a deceleration and a differential mechanism connected to the front end of the second transfer shaft to achieve a longitudinal deceleration and at the same time perform a differential function.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can specifically realize the above object will be described in detail.

1 is a configuration diagram of the first embodiment according to the present invention, the rotational power of the engine 2 is input to the torque converter 4 is a torque conversion is made to this, the torque converter 4 of the engine crankshaft A pump impeller 6 connected with the pump impeller; A turbine runner 8 which is disposed to face the pump impeller 6 and rotates together by oil ejected; And a stator 10 arranged between the pump impeller 6 and the turbine runner 8 to change the flow of oil.

Accordingly, when the rotational power of the engine 2 rotates, the oil filled in the torque converter 4 is ejected from the pump impeller 6 and supplied to the turbine runner 8 to drive the turbine runner 8 and then the stator. Flows into (10).

In addition, the oil introduced into the stator 10 changes the direction and repeats the flow of the oil into the pump impeller 6, in which the turbine runner is shared by the stator 10 due to the rotation of the stator 10. A difference occurs between the rotational force of (8) and the rotational force of the pump impeller (6), and the torque conversion is made.

And a rear end portion of the first shaft 12 directly connected to the turbine runner 8 and a tip end portion of the second shaft 14 disposed in parallel at a predetermined interval on one side of the first shaft 12. The continuously variable transmission mechanism 16 is a drive pulley 18 disposed on the first shaft 12 and a driven pulley 20 arranged at the distal end of the second shaft, and the drive and driven pulleys 18 and 20 mutually. It is made to include a belt 22 for connecting, by the variable diameter of the complementary diameter of these pulleys (18, 20) to perform a stepless shift.

As shown in FIG. 2, the driving pulley 18 includes the fixed side pulley 26 and the variable side pulley 28, and the fixed side pulley 26 is integrally formed with the first shaft 12. The variable side pulley 28 is coupled in a state capable of moving up and down on the first shaft 12.

The casing member 30 is provided in the side of the variable side pulley 28, and the hydraulic chamber 32 is formed between them.

The hydraulic chamber 32 is capable of supplying a pressure fluid generated by the driving force of the engine through the flow path 34 formed in the first shaft 12.

And the driven pulley 200 is composed of a fixed side pulley 36 and a variable side pulley 38 as described above, the fixed side pulley 36 is formed integrally on the second shaft 14, the variable side pulley ( 38 is coupled to move left and right on the second shaft (14), the variable side pulley (38) has a casing member 40 is interposed to form a hydraulic chamber 42, the hydraulic chamber 42 The pressure fluid generated by the driving force of the engine is supplied through the flow path 44 formed in the second shaft 14.

Of course, the configuration of the drive and driven pulleys 18 and 20 is not limited to the above configuration, and includes all that can be easily invented from the configuration.

When the power is output from the turbine runner 8 by the above configuration, the shift is made according to the change of the outer diameter of the driving pulley 18 and the driven pulley 20, and the rotation speed change condition thereof is the first material, the driving pulley 18. And the outer diameter of the driven pulley 20 are the same, the outer diameter of the second drive pulley 18 is larger than the diameter of the driven pulley 20, and the diameter of the third drive pulley 18 is It can be divided into cases smaller than the diameter.

In the first condition, when the outer diameters of the driving and driven 18 and 20 are the same, the transmission ratio is 1: 1.

In addition, when the outer diameter of the driving pulley 18 is larger than the diameter of the driven pulley 20, the speed of the driven pulley 18 is increased since the rotation speed of the driven pulley 20 becomes larger than the rotation speed of the driving pulley 18. When the outer diameter of the pulley 18 is smaller than the diameter of the driven pulley 20, the rotation speed of the drive pulley 18 is smaller than the rotation speed of the driven pulley 20, so that the deceleration is performed.

In this way, the driving range is gradually shifted from the starting point to the high speed without the gear shifting division.

The outer diameter of the drive pulley 18 and the driven pulley 20 is determined according to the hydraulic pressure supplied to the hydraulic chambers 36 and 48, and such hydraulic control is usually used in a continuously variable vehicle. Since it becomes possible to use the detailed description thereof will be omitted.

As described above, the forward and backward control mechanism 46 disposed on the second shaft 14 in which the power is input in the state of the continuously variable shift is composed of a double pinion planetary gear set, and the sun gear 48 is the second gear. The planetary carrier 54 which is directly connected to the shaft 14 and connects the first and second pinions 50 and 52 overlapping the outer circumference of the sun gear 48 at equal intervals is connected to the output member 56. And act as an output element, and the ring gear 58 engaged to the outside of the second pinion 52 is connected to the second shaft 14 via the first friction member 60 to act as an input element. At the same time, the second friction member 62 is connected to the transmission housing 64 to act as a reaction force element.

In the above, the first friction member 60 may use a conventional multi-plate clutch as a clutch means, and the second friction element 62 may use a conventional band brake as a brake means.

When the selector lever is selected as the travel "D" range by the above configuration, the forward and backward control mechanism 46 operates the first friction member 60 to be controlled.

Then, the power of the second shaft 14 is input through the sun gear 48 and the ring gear 58, so that the planetary gear set is directly connected to output the jeonghuijeon power through the planetary carrier 54 and the output member 56. do.

In addition, contrary to the above, when the selector lever is converted to the “R” range, the second friction member 62 is operated and controlled. In this case, the operation of the first friction member 60 is released and the second friction member 62 is operated. ), The sun gear 48 is an input element, and the ring gear 58 acts as a reaction force element, so that the planet carrier 54 rotates in reverse and outputs.

In addition, the rear side of the output member 56 is disposed with the first and second transfer shafts 66 and 68 connected in directions perpendicular to each other, so that the second transfer shaft 68 can face the engine 2. And bevel gears 70, 72 and 74 are connected to each other.

The front end of the second transfer shaft 68 is disposed to face the front side in order to enable front wheel driving by disposing the longitudinal reduction mechanism 80 including the differential mechanism 78 at the front end thereof.

The differential and longitudinal reduction mechanisms 78 and 80 may be formed in various forms, but in the present invention, the differential mechanism 78 having a bevel gear type and the pinion 82 disposed at the tip of the second transfer shaft 68 may be used. And a ring gear 84 formed in and engaged with the differential case.

Accordingly, the rotational power input from the second transfer shaft 68 is longitudinally decelerated by the operation of the pinion 82 and the ring gear 84 of the longitudinal reduction mechanism 80, and when the differential power is input to the differential mechanism 78, At 78, the driving shaft 86 and the driving wheel 88 connected thereto are driven while performing a differential action by the condition of the main road.

In addition, in the continuously variable transmission as described above, only the continuously variable transmission mechanism and the forward and backward control mechanism are disposed in the vehicle body length direction, thereby making the overall length very short.

3 shows a second embodiment according to the present invention, which uses a torsional damper 86 and a clutch 88 that performs a power interruption function instead of the torque converter 4 of the first embodiment. .

The torsional damper 86 attenuates this when torsional vibration occurs due to the torque conversion of the rotational power output from the engine 2, and the clutch 88 has the power damping function of the torsional damper 86. Therefore, it is a departure control mechanism to assist this.

Since the operation of the second embodiment as described above is the same as the first embodiment, a detailed description thereof will be omitted.

As described above, the continuously variable transmission of the present invention has an advantage that it can be applied to a large vehicle that cannot be stolen because of its large engine size because of its very small length.

Claims (4)

A torque converter for converting torque of rotational power output from the engine; A continuously variable transmission mechanism disposed at the front end of the first shaft directly connected to the turbine runner of the torque converter and the front end of the second shaft arranged parallel to the lower side thereof at a predetermined interval; A forward and reverse control mechanism disposed on the second axis as a double pinion planetary gear set to control forward and backward; A first transfer shaft disposed in a direction orthogonal to an output side end portion of the forward and backward removal mechanisms and configured to perform gear transmission; A second transfer shaft disposed in parallel with the first axis and having a rear end thereof in gear connection with one end of the first transfer shaft; A longitudinal deceleration and differential mechanism connected to a front end of the second transfer shaft to achieve longitudinal deceleration and at the same time perform a differential function; A continuously variable transmission for a vehicle comprising a. The continuously variable transmission includes a drive pulley disposed on a first shaft, a driven pulley disposed on a tip of a second shaft, and a belt connecting the drive and driven pulleys to each other. Stepless transmission for the vehicle, characterized in that the stepless transmission is formed by the complementary diameter variable by. According to claim 1, The forward and reverse control means, the sun gear is directly connected to the input shaft, the planetary carrier connecting the first and second pinion acts as the output element, the ring gear is connected to the input shaft via the first friction member. And the second friction member and connected to the transmission housing at the same time. 4. The continuously variable transmission for a vehicle according to claim 3, wherein the first friction member is formed of a multi-plate clutch, and the second friction element is formed of a band brake.