KR20000010837U - Variable Pulley Control Device for Automobile Continuous Transmission - Google Patents

Abstract

The present invention concisely configures the control means for moving the variable pulley of the primary pulley in the axial direction by controlling the variable gear, thereby improving operability, assembling and serviceability, and reducing the volume of the continuously variable transmission to reduce space utilization. It relates to a variable pulley control device for a continuously variable transmission for the purpose of making it excellent;

A primary pulley 21 connected to the belt 27 with variable pulleys 25 and 26 fixed on the input shaft 15 and the output shaft 17 rotated by the power of the engine 12 and varying in the width direction. ) And secondary pulley 22;

As a means for moving the variable pulley 25 of the primary pulley 21 in the width direction to the variable gear 34 which is screwed with the slide 35 fixed on the desciter 31 and the case 11. In configuring the variable pulley 25 control means 50 of the belt type continuously variable transmission 10 is configured;

A worm wheel 51 is formed on an outer circumferential surface of the variable gear 34 coupled to the slide 35 and the screw 36;

The worm wheel 51 is connected to the worm 53 which is fixed to the shaft 52 of the desciter motor 31 installed at right angles with the variable gear 34 in the worm wheel 51. ) Can be driven directly.

Description

Variable pulley control device for continuously variable transmission of automobiles.

The present invention relates to a variable pulley control device for a continuously variable transmission, and more particularly, to improve the variable control means for moving the variable pulley of the primary pulley of the continuously variable transmission in the width direction, thereby reducing the number of parts and reducing the overall volume. It would be.

The transmission of the car is divided into a stepped transmission and a continuously variable transmission which are divided into a manual transmission and an automatic transmission.

The stepped transmission has the property of increasing power in proportion to the increase of engine rotation, and the torque characteristic is small at low speed and exhibits the maximum torque in the medium speed range. Therefore, the clutch and the multi-speed transmission inevitably change the reduction ratio according to the driving situation. The necessary driving force is secured.

In the case of the stepped transmission as described above, there is an inconvenience in that the driver needs to switch from the low stage to the high stage and the high stage to the low stage by directly determining the operation and shifting time of the clutch according to the stepwise situation.

In the case of automatic transmission, even if torque is obtained by using torque converter, it becomes a gradual driving force characteristic like manual, and in case of torque converter, it has a disadvantage that it is remarkably inferior to manual transmission in terms of acceleration or fuel economy due to slip torque. There are problems such as a considerable shift shock remaining.

The continuous variable transmission has been developed to compensate for the disadvantages of the manual transmission and the automatic transmission as described above.

The continuously variable transmission is designed to continuously change the speed ratio, so that it can be smoothly and high-performance using only the highest output of the engine, and can perform low fuel consumption in urban running, and there is no shift time or shift speed, so that no shock is generated. It is close to its purpose and has the characteristics to achieve it.

The continuously variable transmission 10 as shown in Figs. 1 to 2;

It is located on one side of the case 11 is connected to the electromagnetic powder clutch 13 and the electromagnetic powder clutch 13 to receive the power of the engine 12, the forward and reverse switching mechanism 14 is made of a plurality of gear body, The input shaft 15 and the floating force transmission mechanism 16 connected to the forward and backward switching mechanism 14, the final reducer 18 and the differential connected to the output shaft 17 and the floating force transmission mechanism 16. Gear 19 and the like.

The input shaft 15 and the output shaft 17 are provided with a primary pulley 21 and a secondary pulley 22, each of the pulleys 21 and 22 is fixed to the input shaft 15 and the output shaft 17 fixed It comprises a pulley (23, 24) and the variable pulley (25, 26) varying in width while slidingly moving in the axial direction of the input shaft (15) and output shaft (17).

A belt 27 is connected to the pulleys 21 and 22 to transmit the power of the input shaft 15 to the output shaft 17, and the power of the tire 30 is continuously shifted according to the width of the pulleys 21 and 22 that are variable. Final delivery.

The variable pulley 25 on the input shaft 15 has a variable gear 34 through a drive gear 32 and a plurality of actuator gears 33 fixed to the shaft of the desciter 31 installed on the case 11. Is delivered to.

A screw 36 is formed on the slide 35 fixed on the case 11 inside the variable gear 34 and the rear of the input shaft 15 to form the variable gear in the forward and reverse rotation of the dessic motor 31. 34 moves the slide 35 in the front and rear directions so that the variable pulley 25 is slid in the axial direction of the input shaft 15 so that the width can be varied.

The variable force pulley 26 on the output shaft 17 is interposed between the torque cam 40 and the spring 41, the force of the spring 41 and the pressing force of the belt 27 according to the width of the primary pulley 21 is variable. As a result, the width is varied corresponding to the primary pulley 21.

The forward and backward switching mechanism 14 is connected to the selector lever and the control cage provided in the driver's seat to select forward and backward, and in the case of the floating force transmission mechanism 16, a two-way running clutch In the initial start-up, the power of the engine is not directly transmitted to the input shaft 15, but is driven directly through the output shaft 17 and the final reducer 18. After the start, the output shaft 17 and the final reducer 18 are passed through the input shaft 15. It is configured to be delivered to the tire via).

The de-motor 31 and the clutch are applied to a transmission control unit (TCU) that synchronizes with the ECU (UU) by receiving an external signal such as an engine speed, a vehicle speed, a shift lever position, and an opening degree of a throttle valve. It is controlled by the configuration.

The prior art of the primary pulley 21 variable means for varying the width of the primary pulley 21 in the continuously variable transmission 10 is as shown in FIG.

It is fixed on the drive gear 32 and the upper and lower actuator shafts 33 'and 34' installed between the drive gear 32 and the deciter 31 and the input shaft 15 fixed to the shaft 31 'of the decimotor 31. It is configured to go through several deceleration processes through a plurality of actuator gears (33).

As described above, the power shifted through the actuator gear 33 is transmitted to the variable gear 34 coupled with the slide 35 and the screw 36 fixed on the case 11 at the rear of the input shaft 15. The variable gear 34 moves forward and backward of the slide 35 by the forward and reverse rotation of the 31 to slide the variable pulley 25 of the primary pulley 21 in the axial direction of the input shaft 15. The width can be changed.

The prior art as described above has a disadvantage in that the configuration for controlling the variable pulley 25 is complicated to reduce the overall assemblability and maintainability, and the volume is enormous, thereby decreasing the space utilization of the engine room.

Therefore, in the present invention, the control means for controlling the variable pulley of the primary pulley by controlling the variable gear is devised to solve the problems as described above, thereby improving the operability, as well as the assembly and maintainability. The purpose of the present invention is to reduce the volume of the continuously variable transmission and to make excellent use of space.

1 is a block diagram of a continuously variable transmission for explaining the present invention.

Figure 2 is a cross-sectional view of a continuously variable transmission for explaining the present invention.

3 is a cross-sectional view of the variable pulley control apparatus for a continuously variable transmission vehicle to which the prior art is applied.

Figure 4 is an excerpted cross-sectional view of a variable pulley control apparatus for a continuously variable transmission vehicle to which the technique of the present invention is applied.

5 is an excerpt perspective view of a variable pulley control apparatus for a continuously variable transmission vehicle to which the technology of the present invention is applied.

* Description of the symbols used in the main parts of the drawings *

10; Continuously variable transmission

21; Primary pulley

25; Variable pulley

31; Dish motor

34; Variable gear

51; Worm wheel

53; Worm

Hereinafter, with reference to the accompanying drawings will be described the configuration and operation of the present invention for achieving the above object.

4 is a cross-sectional view of the variable pulley control apparatus for a continuously variable transmission apparatus to which the technique of the present invention is applied, and FIG. 5 is a perspective view of the variable pulley control apparatus for a continuously variable transmission apparatus to which the technique of the present invention is applied.

In the present design, the variable pulley 25 is moved in the width direction by receiving the driving force of the decimotor 31 and the decimotor 31, which are driving means for controlling the movement of the variable pulley 25 of the primary pulley 21. The main configuration of the control means 50 composed of the variable gear 34 and the like can be simplified to reduce the number of parts and to form a compact continuously variable transmission.

To this end, the gear portion formed on the outer circumferential surface of the variable gear 34 coupled with the slide 35 and the screw 36 is changed to the worm wheel 51, and the de-motor 31 is installed in the direction perpendicular to the variable gear 34. To drive the variable gear 34 directly.

The worm wheel 53 is fixed to the shaft 52 of the de-motor 31 to be in contact with the wheel wheel 51 to drive the wheel wheel 51.

The present invention as described above;

In order to change the width of the primary pulley 21 by moving the variable pulley 25 of the primary pulley 21 in the axial direction of the input shaft 15, the desciter 31 is moved from the transmission control unit (TCU). It is made by controlling to rotate in the forward and reverse directions.

The driving force generated by the de-motor 31 to rotate in the forward and reverse directions is directly transmitted to the variable gear 34 so that the variable gear 34 moves forward and backward of the slide 35 to move the variable pulley 35. The width can be adjusted freely by moving.

The power of the decipher motor 31 can be directly transmitted to the variable gear 34. The decipher motor 31 is installed in a direction perpendicular to the variable gear 34 above the variable gear 34. Through the worm 53 fixed to the shaft 52 of the dessicator 31, the power of the desciters 31 is directly transmitted to the worm wheel 51 integrally formed on the outer circumferential surface of the variable gear 34. will be.

The present invention as described above is omitted because many parts provided between the dessic motor 31 and the variable gear 34 and the distance is shortened to maintain the weight and compact size of the continuously variable transmission itself, by reducing the number of parts The assembly is improved as well as excellent post-maintenance.

The present invention as described above concisely configures the control means for controlling the variable gear to move the variable pulley of the primary pulley in the axial direction, thereby improving the operability, as well as the assembly and serviceability, and the volume of the entire continuously variable transmission. By reducing the space utilization and other excellent features.

Claims (1)

A primary pulley 21 connected to the belt 27 with variable pulleys 25 and 26 fixed on the input shaft 15 and the output shaft 17 rotated by the power of the engine 12 and varying in the width direction. ) And secondary pulley 22; As a means for moving the variable pulley 25 of the primary pulley 21 in the width direction to the variable gear 34 which is screwed with the slide 35 fixed on the desciter 31 and the case 11. In configuring the variable pulley 25 control means 50 of the belt type continuously variable transmission 10 is configured; A worm wheel 51 is formed on an outer circumferential surface of the variable gear 34 coupled with the slide 35 and the screw 36; The worm wheel 51 is connected to the worm 53 which is fixed to the shaft 52 of the desciter motor 31 installed at right angles with the variable gear 34 in the worm wheel 51. Variable pulley control device for a continuously variable transmission of a vehicle, characterized in that the drive directly).