KR19980017028A - Stepless Transmission for Vehicles - Google Patents

Abstract

By increasing the speed range to achieve the optimum operation of the engine, to minimize power loss, to improve the initial starting and acceleration performance, and to provide a continuously variable transmission that can be easily applied to large vehicles; An oscillation means for transmitting the rotational power output from the engine to the first shaft; First and second shifting means complementary to each other on the first axis and the second axis disposed adjacent thereto to shift the third forward speed and the first reverse speed according to the driver's will; Stepless speed change means for continuously outputting rotational power of the second shaft which is shifted and output by the first and second speed change means; A gear is connected to the front end of the third shaft to receive the power output from the third shaft to achieve a longitudinal deceleration, and further includes a differential mechanism for appropriately distributing the driving force while performing a differential function according to the load jointed to both front wheels It provides a continuously variable transmission for a vehicle comprising a deceleration means.

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.

6 is a configuration diagram of a fifth embodiment according to the present invention.

7 is a configuration diagram of a sixth embodiment according to the present invention.

The present invention relates to a continuously variable transmission for a vehicle, and more particularly, to maximize the engine speed by increasing the speed range, thereby minimizing power loss, improving initial start-up and acceleration performance, and easy for large vehicles. The present invention relates to a continuously variable transmission for a 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 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.

In forming such a continuously variable transmission, conventionally, a continuously variable transmission means using a pulley having a variable diameter and a belt is used, which allows the continuous transmission using one or two continuously variable transmission means.

However, in the continuously variable transmission as described above, since there is a limit in realizing the speed ratio required in the initial stage of oscillation, the initial oscillation performance and acceleration performance are not good, and thus it is not practically used.

In particular, there is a problem that it is more difficult to use in a large vehicle that requires a large shift width from a low speed to a high speed.

Therefore, the present invention is invented to solve the above problems, the object of the present invention is to increase the speed range to achieve the optimum operation of the engine, to minimize the power loss, to improve the initial starting and acceleration performance In addition, to provide a continuously variable transmission for a vehicle that can be easily applied to large vehicles.

In order to realize this, the present invention comprises: oscillating means for outputting the rotating power output from the engine to the first axis; First and second shifting means complementary to each other on the first axis and the second axis disposed adjacent thereto to shift the third forward speed and the first reverse speed according to the driver's will; Stepless speed change means for transmitting the rotational power of the second shaft which is shifted and output by the first and second speed change means; A gear is connected to the front end of the third shaft to receive the power output from the third shaft to achieve a longitudinal deceleration, and further includes a differential mechanism for appropriately distributing the driving force while performing a differential function according to the load jointed to both front wheels Deceleration means; 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 shifted by the first and second transmission means 18 and 20 disposed on the first shaft 14 and the second shaft 16 in a complementary manner. This is done.

In the above, the first transmission means 18 is a clutch hub 22 which is interlocked with the second shaft 16 and a sleeve 24 that is engaged with the outer periphery of the clutch hub 22 and slidably coupled in the axial direction. ) And the battery 1 speed and reverse gears 30 and 32 meshed with the forward 1 speed and reverse input gears 26 and 28 integrally formed on the first shaft 14 and shifted. And clutch gears 34 and 36 which engage with the sleeve 24 and transmit power thereto.

An idler gear 38 is interposed between the reverse input gear 28 and the reverse gear 32.

Accordingly, when the sleeve 24 is connected to the clutch gear 34 of the first forward gear 30, the shift of the first forward speed is made, and when the sleeve 24 is engaged with the reverse clutch gear 36, the reverse shift is made.

In addition, the second transmission means 20 is a clutch hub 40 which is interlocked with the first shaft 18, and a sleeve 42 engaged with the outer periphery of the clutch hub 40 and slidably coupled in the axial direction. ), And is integrally formed with the forward second and third speed input gears 48 and 50 engaged with the forward second and third speed gears 44 and 46 formed integrally on the second shaft 16 and shifted. And clutch gears 52 and 54 that engage with the sleeve 42 and transmit power thereto.

Accordingly, when the sleeve 42 is connected to the clutch gear 52 of the forward second speed input gear 48, the shift of the second forward speed is achieved, and when the sleeve 42 is engaged with the clutch gear 54 of the forward third speed input gear 50. Three forward speeds will be achieved.

That is, the rotational power of the first shaft 14 is shifted by the first and second transmission means 18 and 20, which are constituted by the synchronous device, to be shifted by three speeds forward and one reverse, and transmitted to the second shaft 16. .

In the drawing, the first shifting means 18 is arranged to the rear side of the second shifting means 20. However, the present invention is not limited thereto, and the reverse may be arranged in reverse.

The rotational power shifted by the above process is again shifted by the continuously variable transmission means 56.

That is, the continuously variable transmission means 56 is disposed on the front end portion of the second shaft 16 and the third shaft 58 disposed downwardly with a predetermined distance from the second shaft 16 thereof, and the diameter thereof. Drive and driven pulleys 60 and 62, which are variable by this hydraulic pressure, and a belt 64 for interconnecting the pulleys.

As described above, the driving and driven pulleys 60 and 62 allow the endless speed change to be made by the change of the diameter, and FIG. 2 shows a configuration of an embodiment for making it possible.

The drive pulley 60 includes a fixed side sheave 66 and a variable side sheave 68. The fixed side sheave 66 is integrally formed with the second shaft 16, and the variable side sheath The eve 68 is coupled in the state which can move left and right on this 2nd axis 16.

A casing member 70 is provided on the side of the variable side sheave 68 to form a hydraulic chamber 72 therebetween, and the hydraulic chamber 72 opens a flow path 74 formed on the second shaft 16. The pressure fluid generated by the driving force of the engine can be supplied through.

And the driven pulley 62 is made of a fixed side sheave 76 and a variable side sheave 78 as described above, the fixed side sheave 76 is formed integrally with the third shaft 58, The variable side sheave 58 is coupled to move left and right on the third axis 58.

In addition, a casing member 80 is interposed between the variable side sheave 78 to form a hydraulic chamber 82, and the hydraulic chamber 82 is provided through a flow path 84 formed in a third shaft 58. The pressure fluid generated by the driving force of the engine can be supplied.

Therefore, when the rotational power output from the second shaft 16 is transmitted to the continuously variable transmission means 56, the third shaft 58 is driven while the continuously variable transmission is made, in which case the driving pulley 60 and the driven pulley 62 are rotated. The shift is made according to the change of outer diameter of).

The conditions for changing the rotational speed are as follows: first, when the outer diameters of the driving pulley 60 and the driven pulley 62 are the same, and when the outer diameter of the second driving pulley 60 is larger than the diameter of the driven pulley 62; The diameter of the drive pulley 60 may be considered to be smaller than the diameter of the driven pulley 62.

In the first condition, when the outer diameters of the driving and driven pulleys 60 and 62 are the same, the transmission ratio is 1: 1.

And secondly, if the outer diameter of the drive pulley 60 is larger than the diameter of the driven pulley 62, the rotation speed of the driven pulley 62 is larger than the rotation speed of the drive pulley 60, so that the speed is increased, and the third drive pulley When the outer diameter of 60 becomes smaller than the diameter of the driven pulley 62, the rotation speed of the drive pulley 60 becomes smaller than the rotation speed of the driven pulley 62, so that deceleration is made.

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

In addition, the rotational power in which the endless speed change is performed as described above is disposed as the longitudinal deceleration means 86 connected to the front end of the third shaft 58, and the longitudinal deceleration is performed. The differential gear 90 engaged with the output gear 88 integrally formed in the 58 and performing the longitudinal deceleration action, and the rotational power transmitted from the differential gear 90 depend on the load applied to both driving wheels. And a differential mechanism 92 which distributes properly.

As described above, in the present invention, the stepless speed change is performed by the stepless speed change means 56 again in the state where the speed change is performed in the forward 3 speed and the reverse 1 speed, so that the speed is changed from low speed to high speed. Will be provided.

In addition, since the reduction ratio can be largely realized at the low speed stage, the initial oscillation and acceleration performance can be greatly improved.

3 shows a second embodiment according to the present invention, which, in the first embodiment, applies the oscillation means 2 to the magnetic powder cleat 100, and the first and second transmission means 18. As shown in FIG. 20 is formed in a multi clutch type.

That is, the first shifting means 18 includes first forward and backward input gears 26 and 28 disposed on the first shaft 14 at predetermined intervals, and the first forward and reverse input gears ( 26 and 28, the first and second friction members 102 and 104 selectively connect the first and second gears 30 and 32 to the second shaft 16 to be engaged with the 28 and 28, respectively. And an idler gear 38 disposed between the input gear 26 and the reverse gear 32.

Accordingly, the first forward speed and the reverse shift are made by the selective operation of the first and second friction members 102 and 104 according to the driver's operation.

And the second transmission means 20 is for the 2nd and 3rd forward speed, which selectively selects the shaft 14 and the forward 2nd and 3rd speed input gears 40 and 42 on the first axis 14. 3rd and 4th friction members 106 and 108 which are connected, and 2nd and 3rd forward speeds which are arrange | positioned on the 2nd shaft 16, and engage with the said 2nd and 3rd speed input gears 40 and 42. Gears 48 and 50.

Accordingly, the third and fourth speeds of the third and fourth frictional members 106 and 108 are selectively operated.

In the above, the first, second, third, and fourth friction members 102, 104, 106, and 108 are clutch means that is a power control mechanism, and a multi-plate clutch is used.

That is, in the second embodiment, the power interruption function can be achieved by the clutch.

4 shows a third embodiment according to the present invention. In the first embodiment, the first, second, and second transmission means 18, 20 are formed in a multi-clutch type as in the second embodiment. As a result, the operation is the same as in the second embodiment.

5 shows a fourth embodiment according to the present invention. In the first embodiment, the continuously variable transmission means 56 is disposed on the first shaft 14 and the second shaft 16. The first and second shifting means 18 and 20 are disposed on the second shaft 16 and the third shaft 58, and the rear wheel driving means 110 for rear wheel driving is provided on the rear side of the longitudinal reduction means 86. It is installed so that it can be easily applied to a four-wheel drive vehicle.

That is, the rear wheel driving means 110 is disposed in the same direction as the output gear 112 and the third shaft 58 formed on one side of the differential gear 90, the one end is the output It includes a transfer shaft 116 connected to the gear 112 and the gear 114, and a drive shaft 18 is disposed in a direction orthogonal to the transfer shaft 116 to transfer power to the rear wheel.

Accordingly, it is possible to drive not only the front wheel but also the rear wheel.

6 shows a fifth embodiment according to the present invention, which, in the first embodiment, applies the oscillation means 2 to the magnetic powder clutch 100, and on the rear side of the longitudinal reduction means 86. FIG. The rear wheel driving means 110 for driving the rear wheel is additionally installed so that it can be easily applied to the four-wheel drive vehicle, and its operation is the same as in the fourth embodiment.

7 shows a sixth embodiment according to the present invention, which, in the fifth embodiment, arranges the continuously variable transmission means 56 on the first shaft 14 and the second shaft 16, The first and second transmission means 18, 20 are arranged on the second shaft 16 and the third shaft 58, and the operation is the same as above.

As described above, the present invention promotes optimal operation of the engine by increasing the speed range, thereby minimizing power loss, improving initial start-up and acceleration performance, and easily applying to large vehicles, and also all-wheel or front It can be easily applied to a rear wheel drive vehicle.

Claims (12)

An oscillation means for transmitting the rotational power output from the engine to the first shaft; First and second shifting means complementary to each other on the first axis and the second axis disposed adjacent thereto to shift the third forward speed and the first reverse speed according to the driver's will; Stepless speed change means for continuously outputting rotational power of the second shaft which is shifted and output by the first and second speed change means; A gear is connected to the front end of the third shaft to receive the power output from the third shaft to achieve a longitudinal deceleration, and further includes a differential mechanism for appropriately distributing the driving force while performing a differential function according to the load jointed to both front wheels Deceleration means; It provides a continuously variable transmission for a vehicle comprising a. 2. The continuously variable transmission for a vehicle according to claim 1, wherein the oscillating means is made of any one of a torque converter and a torsional damper. The continuously variable transmission for a vehicle according to claim 1, wherein the first and second transmission means are made of any one of a multi clutch and a synchronous device. 4. The apparatus of claim 1 or 3, wherein the first shifting means comprises: first forward and backward input gears disposed at a predetermined interval from each other on the second axis; First and second friction members selectively connecting the first forward speed and the backward gear meshed with the first forward speed and the backward input gear, respectively; And a idler gear disposed between the reverse input gear and the reverse gear. 4. The apparatus of claim 1 or 3, wherein the second shifting means comprises: third and fourth friction members for selectively connecting the shaft and the forward second and third speed input gears on the second shaft; And a forward second and third speed gear disposed on the third shaft and engaged with the forward second and third speed input gears. The continuously variable transmission for a vehicle according to claim 1, wherein the first, second, third and fourth friction members are made of a multi-plate clutch. 4. The method of claim 1 or 3, wherein the first shifting means comprises: a clutch hub interlocked with a third shaft, a sleeve engaged with the outer periphery of the clutch hub and slidably coupled in an axial direction, and on the second shaft A continuously variable transmission for a vehicle comprising a clutch gear which is integrally formed with a forward first speed and a reverse gear engaged with a first forward speed and a backward input gear formed integrally therewith and is engaged with the sleeve during a shift. According to claim 1 or claim 3, wherein the second transmission means is a clutch hub that is interlocked with the second shaft, a sleeve engaged with the outer periphery of the clutch hub and slidably coupled in the axial direction, the third shaft-like And a clutch gear which is integrally formed with the forward 2,3 speed input gear which is integrally formed with the forward 2,3 speed gear which is integrally formed in the gear, and is engaged with the sleeve during shifting to transfer power to them. Continuously variable transmission for vehicles. 2. The continuously variable transmission for a vehicle according to claim 1, wherein the continuously variable transmission means is disposed on the first and second axes, and the first and second transmission means are disposed on the second axis and the third axis. 2. The longitudinal deceleration means according to claim 1, wherein the longitudinal deceleration means engages with an output gear formed integrally with the third shaft and performs a longitudinal deceleration action, and a load applied to both driving wheels by rotational power transmitted from the differential gear. A continuously variable transmission for a vehicle comprising a differential mechanism to properly distribute according to. 2. The continuously variable transmission for a vehicle according to claim 1, wherein the rear wheel driving means is arranged on the rear side of the longitudinal reduction means. 12. The method of claim 11, wherein the rear wheel drive means is an output gear formed on one side of the differential gear, a transfer shaft disposed in the same direction as the third axis and one end gear connected to the output gear, the transfer shaft And a drive shaft arranged in a direction orthogonal to the rear wheel to transmit power to the rear wheel.