KR19980017024A - Stepless Transmission for Vehicles - Google Patents

Abstract

By the simple configuration, the longitudinal front wheel drive can be carried out, the width of the continuously variable speed range can be increased, the power of the engine can be effectively used, the power performance is improved, and the load shared by the belt is divided to share the load. To provide a continuously variable transmission for a vehicle that can improve the durability; An oscillation means for transmitting the rotational power output from the engine to the first shaft; A forward and backward control means including a plurality of clutch means and connected to the oscillation means and arranged on a second axis parallel to the oscillation means to control forward and backward; A first continuously variable means disposed between the second shaft and a third shaft disposed at a predetermined interval below the first shaft to continuously transmit the rotating power transmitted from the second shaft to the third shaft; The third shaft is disposed between the third shaft and a fourth shaft arranged in parallel with a predetermined distance from the third shaft to shift the continuously-rotated rotational power by the first continuously variable transmission means to be transferred to the fourth shaft. A second continuously variable means for transmitting; A longitudinal deceleration means for finally decelerating the rotational power output through the second continuously variable transmission means and distributing the power to the front wheels through a differential device; It provides a continuously variable transmission for a vehicle comprising a.

Description

Stepless Transmission for Vehicles

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

2 is a block diagram showing an embodiment of a continuously variable transmission means applied to the present invention.

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

4 is a configuration diagram of a third embodiment according to the present invention.

5 is a configuration diagram of a fourth 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, and more particularly, to a continuously variable transmission for a vehicle that can be easily applied to a longitudinal front wheel drive vehicle by reducing the manufacturing cost by simplifying the configuration.

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 that directly selects a shift stage at the driver's will, and an automatic transmission in which a shift is automatically made according to driving conditions of the vehicle. The apparatus is roughly classified into a continuously variable transmission in which stepless continuous shifting is performed without a specific shift range between each gear stage.

In the transmission as described above, 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.

However, in the conventional continuously variable transmission, a continuously variable transmission means using a pulley having a belt and a variable diameter is usually used, and by using one continuously variable transmission means, the continuously variable transmission area is largely limited, thereby effectively using the power of the engine. There is a problem of not being able to.

In addition, the load of all the rotational power is transmitted by one belt, thereby shortening the life of the belt according to this, and implies a problem that the durability can not be greatly expected.

Therefore, the present invention has been invented to solve the above problems, the object of the present invention is to simplify the configuration and to increase the width of the continuously variable speed range to effectively use the power of the engine, longitudinal front wheel drive The present invention provides a continuously variable transmission for a vehicle that can be easily applied to a vehicle.

In addition, by effectively using the power of the engine, it is to provide a continuously variable transmission for a vehicle that can improve the power performance, by dividing the load shared by the belt to share, thereby improving durability.

In order to realize this, the present invention includes an oscillating means for transmitting the rotational power output from the engine to the first shaft; A forward and backward control means including a plurality of clutch means and connected to the oscillation means and arranged on a second axis parallel to the oscillation means to control forward and backward; A first continuously variable means disposed between the second shaft and a third shaft disposed at a predetermined interval below the first shaft to continuously transmit the rotating power transmitted from the second shaft to the third shaft; The third shaft is disposed between the third shaft and the fourth shaft disposed in parallel with the third shaft at a predetermined interval to shift the continuously-rotated rotational power by the first continuously variable transmission means to transfer the fourth shaft to the fourth shaft. A second continuously variable means for transmitting; A longitudinal deceleration means for finally decelerating the rotational power output through the second continuously variable transmission means and distributing the power to the front wheels through a differential device; It is characterized by providing a continuously variable transmission for a vehicle comprising a.

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 a first embodiment according to the present invention, which shows an example in which the torque converter 4 is applied as the oscillation means 2.

The torque converter 4 includes a pump impeller 8 which rotates in direct connection with the crankshaft of the engine 6; A turbine runner 10 which is disposed to face the pump impeller 8 and rotates together by oil ejected; And a stator 12 disposed between the pump impeller 8 and the turbine runner 10 to change the flow of oil to increase the rotational force of the pump impeller 8.

Accordingly, when the engine rotates, the oil filled in the torque converter 4 is ejected from the pump impeller 8 and supplied to the turbine runner 10 to drive the turbine runner 10 and then flow into the stator 12. .

In addition, the oil introduced into the stator 12 changes the direction and repeats the flow of the oil into the pump impeller 8, in which the turbine runner shared by the stator 12 is rotated by the rotation of the stator 12. There is a difference between the rotational force of 10) and the rotational force of the pump, which is the torque conversion.

In addition, the rotational power output through the oscillation means 2 is transferred to the vehicle according to the driver's will by the forward and backward control means 18 disposed on the first shaft 14 and the second shaft 16. Reverse is controlled.

The forward and backward control means 18 has forward and backward input gears 20 and 22 connected to each other via the first shaft 14 and the first and second friction members 24 and 26. 2 is formed of a multi-clutch which is driven by the selective action of the friction members 24 and 26.

Of course, the first and second friction members 24 and 26 are satisfied as long as they are members capable of intermittent power, but the present invention uses a multi-plate clutch as a clutch means.

The forward and backward input gears 20 and 22 are engaged with the forward and reverse gears 28 and 30 formed on the second shaft 16, and the reverse input gear 22 and the reverse gear 30 are engaged with each other. ), The idling gear 32 is interposed.

Accordingly, when the first friction member 24 is operated, the forward input gear 20 is driven to drive the forward gear 28. When the second friction member 26 is operated, the reverse input gear 22 is driven. While driving the reverse gear 30 through the idling gear 32 to rotate the second shaft 16 in the same direction or the opposite direction.

As described above, the rotation direction is the same or changed by the forward and backward control means 18 so that the power input to the second shaft 16 is continuously shifted through the first continuously variable means 34. .

That is, the first continuously variable transmission means 34 is disposed on the rear end of the second shaft 14 and the third shaft 36 arranged in parallel with a predetermined distance below the second shaft 14. And a drive and driven pulleys 38 and 40 whose diameters are variable by hydraulic pressure, and a belt 42 which interconnects the pulleys.

The drive and driven pulleys 38 and 40 are designed to allow endless speed change by a change in diameter, and FIG. 2 shows a configuration of an embodiment for making it possible.

The drive pulley 38 is composed of a fixed side sheave 44 and a variable side sheave 46, the fixed side sheave 44 is formed integrally with the second shaft 16, Eve 46 is coupled in a state capable of moving left and right on this second axis 16.

A casing member 48 is provided on the side of the variable side sheath 46 to form a hydraulic chamber 50 therebetween, and the hydraulic chamber 48 opens a flow path 52 formed in the second shaft 16. The pressure fluid generated by the driving force of the engine can be supplied through.

And the driven pulley 40 is made of a fixed side and the side 50 and the variable side 52, as described above, the fixed side of the shaft 50 is formed integrally with the third shaft 16, The variable side sheave 54 is coupled to move left and right on the third axis 36.

In addition, the variable side sheave 52 is provided with a casing member 56 to form a hydraulic chamber 58, and the hydraulic chamber 58 is formed through a flow path 60 formed in the third shaft 36. The pressure fluid generated by the driving force of the engine can be supplied.

Therefore, when the rotational power is transmitted to the first continuously variable means 34 through the second shaft 16, the third shaft 36 is driven while the continuously variable shift is made, wherein the driving pulley 38 and the driven pulley ( The shift is made according to the change of the outer diameter of 40).

The conditions for changing the rotational speed are as follows: first, when the outer diameters of the driving pulley 38 and the driven pulley 40 are the same, and when the outer diameter of the second driving pulley 38 is larger than the diameter of the driven pulley 40; The diameter of the drive pulley 38 may be considered to be smaller than the diameter of the driven pulley 40.

In the first condition, when the outer diameters of the driving and driven pulleys 38 and 40 are the same, the transmission ratio is 1: 1.

And secondly, when the outer diameter of the drive pulley 38 is larger than the diameter of the driven pulley 40, the speed of the driven pulley 40 is increased because the number of rotation of the driven pulley 40 becomes larger, the third drive pulley When the outer diameter of 38 is smaller than the diameter of the driven pulley 40, the rotation speed of the drive pulley 38 becomes smaller than the rotation speed of the driven pulley 40, thereby decelerating.

In this way, the driving range is gradually shifted from the start point to the high speed drive without division of the gear stage.

As described above, the rotational power in which the first stepless speed change is made is performed again by the second stepless speed change means 60.

The second continuously variable transmission means 62 is disposed below the third shaft 36 and the drive pulley 64 disposed on the front side of the third shaft 36, which is the driving shaft, similarly to the first continuously variable transmission means 34. It comprises a driven pulley 68 disposed on the fourth shaft 66, and a belt 70 interconnecting them.

Since the configuration and operation of the drive and driven pulleys 64 and 68 forming the second continuously variable transmission means 62 are the same as those of the first continuously variable transmission means 34, detailed description thereof will be omitted.

In addition, the fourth shaft 66, which receives power from the second continuously variable transmission means 62, transmits its rotational power to the longitudinal reduction means 72.

In the above, the longitudinal reduction means 72 includes an output gear 74 disposed on the fourth shaft 66, a ring gear 76 engaged with the ring gear 76 to perform a deceleration effect at a large gear ratio, and the ring gear 76. It comprises a differential mechanism 82 for distributing the rotational power input to the) while differentially acting according to the load applied to both front wheel drive shafts (78) (80).

Accordingly, the front wheels can be driven by the rotational power output through the fourth shaft 66.

As described above, the rotational power whose rotation direction is determined from the forward and backward control means 18 according to the first embodiment of the present invention is continuously shifted secondarily through the first and second continuously variable means 34 and 60. The width is very large.

Accordingly, the output of the engine can be used more effectively, and power performance can be greatly improved.

Then, the rotational load is divided into two belts, so that the durability of the continuously variable transmission means can be improved.

FIG. 3 shows a second embodiment according to the present invention, which in this first embodiment has a multi-clutch portion arranged on the first shaft 14 on the second shaft 16, and The gears 28 and 30 disposed on the two shafts 16 are disposed on the first shaft 14, and the effect is the same as in the first embodiment.

4 and 5 show the third and fourth embodiments according to the present invention, in which the oscillation means 2 is formed of the torsional damper 100 in the first and second embodiments.

The torsional damper 100 is to prevent torsional vibration due to torque fluctuations on the engine output side, and thus a detailed description thereof will be omitted.

As described above, the two continuously variable means can increase the width of the continuously variable speed range so that the power of the engine can be effectively used, thereby improving the power performance and dividing the load shared by the belt. By sharing, durability can be improved.

Claims (9)

An oscillation means for transmitting the rotational power output from the engine to the first shaft; A forward and backward control means including a plurality of clutch means and connected to the oscillation means and arranged on a second axis parallel to the oscillation means to control forward and backward; A first continuously variable means disposed between the second shaft and a third shaft disposed at a predetermined interval below the first shaft to continuously transmit the rotating power transmitted from the second shaft to the third shaft; The third shaft is disposed between the third shaft and a fourth shaft arranged in parallel with a predetermined distance from the third shaft to shift the continuously-rotated rotational power by the first continuously variable transmission means to be transferred to the fourth shaft. A second continuously variable means for transmitting; A longitudinal deceleration means for finally decelerating the rotational power output through the second continuously variable transmission means and decomposing its power into the front wheel through the differential device; A continuously variable transmission for a vehicle comprising a. The continuously variable transmission for a vehicle according to claim 1, wherein the oscillation means is formed of a torque converter. The continuously variable transmission for a vehicle according to claim 1, wherein the oscillating means is formed of a torsional damper. 2. The apparatus of claim 1, wherein the forward and backward control means comprises: a multi-clutch portion comprising a forward and backward input gear disposed on the first shaft and receiving power of the first shaft by the operation of the first and second friction members; Forward and reverse gears disposed on a second axis disposed at a predetermined distance from the first axis and engaged with the forward and backward input gears; And an idling gear interposed between the reverse input gear and the reverse gear. 5. The continuously variable transmission for vehicle according to claim 4, wherein the first and second friction members use a multi-plate clutch as a clutch means. According to claim 1, wherein the first and second continuously variable means are formed so as to vary the diameter of the drive shaft and the driven and driven pulleys are arranged on the driven shaft which is arranged in parallel with a predetermined distance thereto, and the pulley A continuously variable transmission for a vehicle comprising a belt that interconnects. 2. The longitudinal reduction means according to claim 1, wherein the longitudinal reduction means comprises: an output gear disposed on the fourth shaft, a ring gear engaged with the ring gear for decelerating with a large gear ratio, and rotational power input to the ring gear; A continuously variable transmission for a vehicle comprising a differential mechanism for distributing while differentially acting on a load applied thereto. 5. The continuously variable transmission for a vehicle according to claim 1, wherein the oscillation means is composed of a torque converter, and the multi-clutch portion of the forward and reverse control means is disposed on the second axis. 5. The continuously variable transmission for a vehicle according to claim 1, wherein the oscillation means comprises a torsional damper, and the multi-clutch portion of the forward and reverse control means is disposed on the second axis.