KR200404179Y1 - Continuous variable transmission for powerboat - Google Patents

Abstract

The present invention is a continuously variable transmission for transmitting the power of the drive shaft (10) to the driven shaft (15): The drive shaft (10) is mounted via a bearing (35) via a centrifugal clutch (31) inside Single drive gear 21; A suspension drive gear 22 mounted to the drive shaft 10 via a bearing 35 and having a centrifugal clutch 32 therein; A high stage drive gear 23 mounted to the drive shaft 10 via a bearing 35 and having a centrifugal clutch 33 therein; A low-speed driven gear (41) mounted to the driven shaft (15) via a clutch bearing (51) and engaged with the first drive gear (21); An interrupted driven gear 42 mounted to the driven shaft 15 via a clutch bearing 52 and engaged with the second driving gear 22; And a high stage driven gear 43 directly connected to the driven shaft 15 and engaged with the third driving gear 23.

Accordingly, the continuously variable transmission for the power line has the effect of maintaining the reliability and high durability of the operation corresponding to the rapid acceleration, while based on a simple mechanical configuration.

Description

Continuous variable transmission for powerboats

The present invention relates to a continuously variable transmission, and more particularly, to a continuously variable transmission for power lines that maintains high reliability and reliability of operation corresponding to rapid acceleration based on a simple mechanical configuration.

Typically, the engine of a vehicle operates at a speed range of 800-7000 rpm and typically produces a maximum power at 3000-6000 rpm. In order to keep the output shaft in a constant acceleration / deceleration in response to the rotational speed-output change of the engine, a smooth shift is required. In the passenger vehicle, a continuously variable shift that can eliminate the shift shock caused by the interruption of the engine shaft and the output shaft. This is preferred. In particular, in the case of power lines propelled in the water, the propulsion speed and stability are greatly reduced since the transmission shock is intensified compared to the vehicle.

According to the "stepless transmission" of Korean Patent Laid-Open Publication No. 10-1996-0041801, "the input member, the output member rotatably installed around the same axis as the input member, and the sun gear and the ring gear coupled to the input member The planetary gear to be engaged is freely supported by the planetary carrier while the planetary carrier is coupled to the output member, the rotation control member having the same axis of rotation as the input member, and the direction of rotation of the input member in the opposite direction. A one-way clutch provided between the rotation control member and the fixing member for restraining the rotation control member from rotating but allowing rotation of the rotation control member in the same direction as the rotation direction of the input member; As the rotation speed is reached, the friction joint is started and at the same time, the rotation speed of the input member is greater than the first set rotation speed. A first centrifugal clutch provided between the ring gear and the rotation control member for completing the friction joint coupling when the set rotation speed is reached, and a third set rotation speed greater than the second set rotation speed; A second portion provided between the input member and the ring gear to start the frictional joint coupling and to complete the frictional joint coupling when the rotational speed of the input member reaches the fourth predetermined rotational speed which is greater than the third predetermined rotational speed as it arrives. A continuously variable transmission comprising a centrifugal clutch. &Quot; It is described that the compact structure in which the input member and the output member are arranged on the same axis can be improved, and the durability can be improved and a high transmission efficiency can be obtained as compared with the conventional one using a belt.

However, only the external size is small, the internal structure such as the planetary gear mechanism, the rotation control member is complicated, such as poor assembly and maintainability, and the more the number of gear stages, the more this disadvantage. In addition, when applied to power lines that run water or salty water, it is difficult to expect high durability and transmission efficiency, and it is difficult to apply to power lines that require rapid acceleration in a short time.

The present invention is to solve the above-mentioned disadvantages, and to provide a powerline continuously variable transmission that maintains the reliability and high durability of the operation corresponding to the rapid acceleration, but based on a simple mechanical configuration.

In order to achieve the above object, the present invention provides a continuously variable transmission for transmitting power of a drive shaft to a driven shaft: a low stage drive gear mounted to the drive shaft via a bearing and having a centrifugal clutch therein; A suspension drive gear mounted to the drive shaft via a bearing and having a centrifugal clutch therein; A high stage drive gear mounted to the drive shaft via a bearing and having a centrifugal clutch therein; A low-speed driven gear mounted to the driven shaft via a clutch bearing and engaged with the first driving gear; A suspended driven gear mounted to the driven shaft via a clutch bearing and engaged with the second driving gear; And a high stage driven gear directly connected to the driven shaft and engaged with the third driving gear.

Hereinafter, with reference to the accompanying drawings will be described in detail a preferred embodiment according to the present invention.

1 is a cross-sectional view showing a one-stage transmission of the continuously variable transmission according to the present invention, Figure 2 is a cross-sectional view showing a two-stage transmission of a continuously variable transmission according to the present invention, Figure 3 is a cross-sectional view showing a three-stage transmission of a continuously variable transmission according to the present invention to be.

The present invention relates to a continuously variable transmission for transmitting the power of the drive shaft (10) to the driven shaft (15). Considering the application of water or salty water to power lines, it is possible to remove the electronic elements and implement the continuously variable speed only by mechanical configuration. It also eliminates the use of hydraulics for simplicity and minimizes the use of nonmetallic materials, such as belts, for durability.

According to the present invention, the low end drive gear 21, the stop drive gear 22, and the high end drive gear 23 are mounted to the drive shaft 10 via the respective bearings 35. Each of the drive gears 21, 22, 23 is formed in a cylindrical shape having a c-shaped cross section and has teeth having the same modulus on the outer circumferential surface. The speed ratio of the car varies slightly depending on the manufacturer, but is set as one-stage 3.166, two-stage 1.904, three-stage 1.392, four-stage 1.031, five-stage 0.815. As an embodiment of the present invention, a mode of shifting 3: 1 through the low stage driving gear 21, 2: 1 through the middle driving gear 22, and 1: 1 through the high stage driving gear 23 may be assumed. .

At this time, the drive gears 21, 22, 23 of the present invention are each

Centrifugal clutches 31, 32 and 33 are provided. Centrifugal clutches (31) (32) (33) is preferably used in a way that the clutch shoe (shoe) is supported by the spring is opened at a predetermined rotation speed of the drive shaft (10) or more. Alternatively, the opposing friction plate may be axially pushed into contact with the centrifugal force of the rotating sphere. However, in the former case, it is advantageous in terms of quick response and durability in that line contact between metals occurs instead of surface contact by non-metal pads. The centrifugal clutch 31 of the low stage drive gear 21 is 1000-1500 rpm, the centrifugal clutch 32 of the middle drive gear 22 is 2000-2500 rpm, and the centrifugal clutch 33 of the high stage drive gear 23 is 3500-4000 rpm. It is set to start to transmit the power of the drive shaft 10 to the driven shaft 15 in the range.

In addition, according to the present invention, the low-speed driven gear 41 meshing with the first driving gear 21 is mounted to the driven shaft 15 via a clutch bearing 51, and the second driving gear 22 is provided. An intermittent driven gear 42 meshing with the clutch is mounted to the driven shaft 15 via a clutch bearing 52, and a high-speed driven gear 43 meshing with the third driving gear 23 is provided with the driven shaft ( It is directly connected to 15). The driven gears 41, 42, 43 do not have to take a cylindrical structure like the drive gears 21, 22, 23. The clutch bearings 51 and 52 choose to be released as over running bearings or one way bearings. The high-speed driven gear 43 does not need to have a clutch bearing.

In this way, the drive unit 20 is formed by the drive gears 21, 22, 23 and the centrifugal clutches 31, 32, 33, and the driven gears 41, 42 corresponding to the drive unit 20. The driven portion 40 is formed by the 43 and the clutch bearings 51 and 52. According to the present invention, the driving gears 21, 22, 23 and the driven gears 41, 42, 43 are permanently engaged, but the centrifugal clutches 31, 32, 33 and By the action of the clutch bearings 51 and 52, it is possible to perform a shift while excluding mutual mechanical restraints.

Figure 4 is a schematic diagram showing a shift state of the continuously variable transmission according to the present invention, with reference to the following table will be described the operation.

condition driving axle Centrifugal Clutch Drive gear Driven gear Clutch bearing Driven shaft No load 700 rpm block 700 rpm 0 rpm - 0 rpm Low stage drive (3: 1) 1500 rpm connect Low stage: 1500 rpm Low stage: 500 rpm transmission 500 rpm block Abort: 0 rpm Abort: 0 rpm overrun block High stage: 0rpm High stage: 0rpm overrun Interruption drive (2: 1) 3000 rpm connect Low stage: 3000 rpm Low stage: 1000 rpm overrun 1500 rpm connect Suspension: 3000rpm Suspension: 1500rpm relay block High stage: 0rpm High stage: 0rpm overrun High speed drive (1: 1) 4000 rpm connect Low stage: 4000 rpm Low stage: 1333 rpm overrun 4000 rpm connect Suspension: 4000rpm Suspension: 2000rpm overrun connect High stage: 4000rpm High stage: 4000rpm relay

(1) no load

The engine is started and the centrifugal clutches 31, 32, 33 of the drive gears 21, 22, 23 are not connected (blocked) during idle operation at about 700-800 rpm. Remains stationary.

(2) Low stage drive

When the acceleration of the drive shaft 10 starts and the set speed of the first stage is reached, the centrifugal clutch 31 of the low stage drive gear 21 is connected, and as shown by reference numeral A, the gear is reduced to 3: 1 through the low stage driven gear 41. Rotate the driven shaft 15. The stop driving gear 22 and the high stage drive gear 23 are not connected to the drive shaft 10, but are engaged with the stop driven gear 42 and the high stage driven gear 43 to rotate at an arbitrary speed. However, since the rotational force of the driven shaft 15 is not transmitted to the interruption drive gear 22 and the high-end drive gear 23 and becomes an overrun state, the speed of this portion does not exceed the speed of the driven shaft 15.

(3) Interruption Drive

When the drive shaft 10 reaches the set speed of the second stage, the low stage drive gear 21 is followed by the stop drive gear 22 and the stop drive gear 22 is driven at an increased speed of 2: 1. Transfer power to (15). Since the clutch bearing 51 of the low speed driven gear 41 having a relatively low speed becomes overrun at the moment when the driven shaft 15 is increased, only power transmission through the code B is performed. The high stage drive gear 23 is engaged with the high stage driven gear 43 without being connected to the drive shaft 10 and rotates at an arbitrary speed, and the speed does not exceed the speed of the driven shaft 15. On the other hand, the low-speed drive gear 21 and the low-speed drive gear 41 in the overrun state without power transmission only rotate at no load in a deceleration state of 3: 1.

(4) high speed driving

When the drive shaft 10 reaches the set speed of the third stage, the low stage drive gear 21 and the stop drive gear 22 are connected to the high stage drive gear 23 and the high stage drive gear 23 is 1: 1. Transmits power to the driven shaft 15 at an increased speed of. As the driven shaft 15 is increased, only the low speed driven gear 41 and the clutch bearings 51 and 52 of the suspended driven gear 42 are in an overrun state, so that only power transmission through the symbol C is performed. . The low-speed drive gear 21 and the low-speed drive gear 41, the stop-drive gear 22, and the stop-drive gear 42 in the overrun state only rotate at no load at the set reduction ratios.

Also in the deceleration, the reverse operation proceeds in the reverse order, and power transmission through the paths of C, B, and A of FIG. 4 is sequentially repeated.

Numerical values used in the above-described operation are merely examples for better understanding and may be variously changed according to a desired shift performance.

Although the embodiment of the present invention was exemplified as consisting of three stages, it is easy to expand to four or five stages. In the case of the four-stage, the same configuration as the combination of the interruption drive gear 22 and the interruption driven gear 42 and different dimensions are provided adjacent to each other. If the five-speed increase is required, the high-speed drive gear 43 is larger than the high-speed drive gear 23 and the small size is added. Of course, centrifugal clutches and clutch bearings are also used.

Therefore, the application of the continuously variable transmission of the present invention to the power line has been described, but it is not unreasonable to apply to a land vehicle that requires a relatively low torque and high speed.

It is apparent to those skilled in the art that the present invention is not limited to the embodiments described, and that various modifications and variations can be made without departing from the spirit and scope of the present invention. Therefore, such modifications or variations will have to belong to the claims of the present invention.

The continuously variable transmission for power lines according to the above-described configuration and operation of the present invention has an effect of maintaining reliability and high durability while operating based on a simple mechanical configuration.

  1 is a cross-sectional view showing the first stage transmission of the continuously variable transmission according to the present invention,

  2 is a cross-sectional view showing two-stage transmission of the continuously variable transmission according to the present invention,

  3 is a cross-sectional view showing a three-stage transmission of the continuously variable transmission according to the present invention,

  Figure 4 is a schematic diagram showing a shift state of the continuously variable transmission according to the present invention.

<Explanation of Signs of Major Parts of Drawings>

10: drive shaft 15: driven shaft

20: drive unit 21, 22, 23: drive gear

32, 33: centrifugal clutch 35: bearing

40: driven part 41, 42, 43: driven gear

51, 52: clutch bearing

Claims (1)

In the continuously variable transmission for transmitting the power of the drive shaft 10 to the driven shaft 15:   A low stage drive gear 21 mounted to the drive shaft 10 via a bearing 35 and having a centrifugal clutch 31 therein;   A suspension drive gear 22 mounted to the drive shaft 10 via a bearing 35 and having a centrifugal clutch 32 therein;   A high stage drive gear 23 mounted to the drive shaft 10 via a bearing 35 and having a centrifugal clutch 33 therein;   A low-speed driven gear (41) mounted to the driven shaft (15) via a clutch bearing (51) and engaged with the first drive gear (21);   An interrupted driven gear 42 mounted to the driven shaft 15 via a clutch bearing 52 and engaged with the second driving gear 22; And a high-speed driven gear (43) directly connected to the driven shaft (15) and engaged with the third drive gear (23).