KR20050044944A - Continuosly variable transmission - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle transmission, and more particularly, to a continuously variable transmission in which torque conversion is automatically performed by the structure of the device in accordance with the driving resistance of the vehicle and the output situation of the engine.

In the present invention, between the input shaft (1) and the output shaft (3), five planetary gear sets,

Input shaft (1) → first set of sun gears 10 → first set of ring gears 12 → second set of sun gears 20 → second set of ring gears 22 → fifth set of rings A first path from the gear 52 to the output shaft 3,

Input shaft (1) → first set of sun gears (10) → first set of pinion carriers (13) → third and fourth sets of pinion carriers (33, 43) → fourth set of sun gears (50) → first Five sets of pinion carriers (53) → Five sets of ring gears (52) → Output shaft (3)

Combine two paths with a second path leading to.

Description

Continuously Variable Transmission {CONTINUOSLY VARIABLE TRANSMISSION}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle transmission, and more particularly, to a continuously variable transmission in which torque conversion is automatically performed by the structure of the device in accordance with the driving resistance of the vehicle and the output situation of the engine.

It is known in the art that continuously variable transmissions contribute to fuel economy.

Prior arts include Korean Patent No. 28096 (published on March 21, 1989, Publication No. 899-586). The present invention relates to a continuously variable transmission given to the applicant, and sets two paths that transmit different forces (having different reduction ratios) at the time of the input shaft and the output shaft and divides and synthesizes the inputs through the two paths to correspond to the load on the output shaft. It is a combination of four rows of planetary gear units so that the torque is always generated on the output side.

However, unlike the intent to achieve the invention, the transmission is not carried out continuously and no theory of reverse rotation (reverse) of the output shaft has been established.

Since the present invention is the same as that of the prior art, research has been made on a structure that can be applied to a motor vehicle.

In order to be continuously variable, between the input shaft 1 and the output shaft 3, five sets of planetary gears,

Input shaft (1) → first set of sun gears 10 → first set of ring gears 12 → second set of sun gears 20 → second set of ring gears 22 → fifth set of rings A first path from the gear 52 to the output shaft 3,

Input shaft (1) → first set of sun gears (10) → first set of pinion carriers (13) → third and fourth sets of pinion carriers (33, 43) → fourth set of sun gears (50) → first 5 sets of pinion carriers 53 → 5 sets of ring gears 52 → a second path from the output shaft 3 to each other.

The configuration of the present invention will be described with reference to FIGS. 1 and 2.

The first planetary gear set includes the sun gear 10 and the ring gear 12 which are engaged with a plurality of pinions 11 provided in the pinion carrier 13 and radially inward and outward of the pinion 11, respectively. )

The second planetary gear set includes the sun gear 20 and the ring gear 22 which are engaged with a plurality of pinions 21 provided in the pinion carrier 23 and radially inward and outward of the pinion 21, respectively. )

The third planetary gear set includes the sun gear 30 and the ring gear 32 which are engaged with a plurality of pinions 31 provided in the pinion carrier 33 and radially inward and outward of the pinion 31, respectively. )

The fourth planetary gear set includes a sun gear 40 and a ring gear 42 which are engaged with a plurality of pinions 41 provided in the pinion carrier 43 and radially inward and outward of the pinion 41, respectively. )

The fifth planetary gear set includes the sun gear 50 and the ring gear 52 that are engaged with a plurality of pinions 51 provided in the pinion carrier 53 and radially inward and outward of the pinion 51, respectively. )

Each element of the above five planetary gear sets is combined as follows according to the present invention.

A first ring gear 12 and a second sun gear 20;

A second ring gear 22 and a fifth ring gear 52;

A third ring gear 32, a fourth ring gear 42 and a fifth sun gear 50;

A third sun gear 30 and a second pinion carrier 23;

A fourth sun gear 40 and a fifth pinion carrier 53; And

The first pinion carrier 13 and the third pinion carrier 33 [43] are basically coaxial with each other.

As a co-condensation method, the case where a coaxial object is manufactured from a single component at all, and the case where a spline (or serration) is made to couple | bond to a mating partner part are mentioned. In FIG. 1, the place marked (°) is a coaxial part which adopts the latter method inevitably in the assembly process of the present invention.

On the other hand, in order to prepare for the forward and backward of the automobile, the coaxial shaft second ring gear 22 and the fifth ring gear 52 is divided between the second ring gear 22 side, always the engaging portion 7 The forward gear portion 5 is provided on the fifth ring gear 52 side, and the normal occlusal portion 7 and the forward portion are coaxially formed on the third sun gear 30 and the second pinion carrier 23, respectively. The reverse gear part 6 is integrally provided between the gear parts 5, and it is comprised so that these may be selectively connected by the connection sleeve 4. As shown in FIG.

On the coaxial axis of the first ring gear 12 and the second sun gear 20, the first ring gear 12 does not rotate in the rotational direction of the input shaft 1 between the gearboxes not shown. The one-way clutch 8 is prevented from being installed.

Therefore, as shown in Fig. 1, the connecting sleeve 4 is moved to the right so that the constant engagement portion 7 on the second ring gear 22 side and the forward gear portion on the fifth ring gear 52 side ( When 5) is connected (that is, coaxed), it is in a forward state.

When the connecting sleeve 4 is moved to the middle position to the left and the forward state is released, the connecting sleeve 4 becomes neutral.

The connecting sleeve 4 connects the constant engagement portion 7 on the side of the second ring gear 22 and the coaxial reversing gear portion 6 of the third sun gear 30 and the second pinion carrier 23. When connected by, the reverse state is established.

Here, with reference to FIG. 3, the relationship between the rotation speed of a sun gear, a ring gear, and a pinion carrier is demonstrated for a while. This is because it is applied to the calculation of the actual reduction ratio of the present invention. In Figure 3 a is the radius of the sun gear, b is the radius of the ring gear.

Rotating the sun gear one revolution with the pinion in between (fixing the pinion carrier) rotates the ring gear a / b, while rotating the ring gear one revolution the sun gear b / a , the sun gear and the ring gear The rotation directions of are reverse to each other.

On the other hand, when one side of the sun gear or ring gear is fixed and the other side of the ring gear or the sun gear is rotated, the pinion carrier is b / ( a + b ) (sun gear fixed) or a / ( b + a ) (ring gear). The rotational direction is the same as that of the pinion, respectively.

That is, in the figure of FIG. 3 (A), when the sun gear is fixed and the ring gear is rotated by a constant rotation, the pinion rotates while rotating the sun gear. The amount of rotation of the ring gear at this time will be the sum of the quantity x · b / a by the ratio of the quantity x and the gears ( a , b ) that have left the pinion by 'differential'. Therefore, the rotation of the pinion carrier

(x · b / a) / (x + x · b / a) = b / a / (1 + b / a) = b / a / (a / a + b / a) = b / (a + b )

In the figure of FIG. 3B, when the ring gear is fixed and the sun gear is rotated by a constant rotation, the pinion rotates while rotating in the ring gear. The amount of rotation of the sun gear at this time will be the amount of the amount x · a / b due to the ratio of the quantity x and the gears ( b, a ) that left the pinion by 'differential'. Therefore, the rotation of the pinion carrier

(x a / b ) / (x + x a / b ) = a / b / (1 + a / b ) = a / b / ( b / b + a / b ) = a / ( b + a )

Now, referring to FIG. 4, the ratio of the rotation of the output shaft to the rotation of the input shaft when the above rotation conditions are applied to the forward state and the reverse state will be described. Za and Zb are dimensions of the sun gear and the ring gear, and the subscript at the bottom right is the set number of turns generally referred to in the present invention.

[For advance]

When the regular occlusal portion 7 and the forward gear portion 5 are connected by the connecting sleeve 4, the advancing state is achieved.

According to Fig. 4A, when the rotation of the engine is transmitted to the input shaft, the output shaft is

While rotating at Za ₁ / Zb ₁ × Za ₂ / Zb ₂ , rotation of Za ₁ / Zb ₁ × Za ₂ / Zb ₂ × Zb ₅ / (Za ₅ + Zb ₅ ) is added to the input shaft. In other words, the rotation of the input shaft of 1 + Za ₁ / Zb ₁ × Za ₂ / Zb ₂ × Zb ₅ / (Za ₅ + Zb ₅ ) causes the output shaft to rotate to Za ₁ / Zb ₁ × Za ₂ / Zb ₂ . This is the rotation ratio of the output shaft to the input shaft in the oscillation moment.

When the rotational speed of the input shaft is gradually increased, the rotational speed of the first ring gear Zb ₁ is gradually lowered by a rotation added to the input shaft 1 of the output shaft 3 to reach a certain point. It becomes spirit. From the moment when it becomes zero, the rotational direction and speed of the first ring gear become the same as the rotation of the input shaft (ie, the first sun gear) Za ₁ , but the first ring gear is driven by the one-way clutch 8. Rotation in the rotational direction of the input shaft of (Zb ₁ ) is constrained.

Therefore, the rotation speed of the output shaft (i.e., the fifth ring gear) Zb ₅ becomes (Za ₅ + Zb ₅ ) / Zb ₅ times of the input shaft (ie, the first sun gear) Za ₁ and overdrives. Becomes

In the forward direction, the coaxial third ring gear 32, the fourth ring gear 42 and the fifth sun gear do not rotate in any direction.

[In case of reverse]

According to FIG. 4B, the coaxial reversing gear portion of the normally engaged portion 7 on the second ring gear 22 side, the third sun gear 30 and the second pinion carrier 23 ( 6) is connected by the connecting sleeve 4, the second sun gear Za ₂ and the third sun gear Za _{3 together} with the fourth sun gear Za ₄ by the one-way clutch 8. It will be fixed. Therefore, the rotation of the input shaft (i.e., the first sun gear) Za ₁ is the output shaft at a ratio of Za ₁ / (Zb ₁ + Za ₁ ) × (Za ₃ + Zb ₃ ) / Zb ₃ × Za ₅ / Zb ₅ . (I.e., the fifth ring gear) Zb ₅ , is transmitted in the rotational direction opposite to the input shaft (i.e., the first sun gear) Za ₁ .

Table 1 shows the deceleration ratio of the output shaft to the input shaft in the forward and reverse states of the continuous variable transmission of the present invention.

                  Rotation of input shaft      Output shaft rotation Oscillation moment when moving forward 1+ (Za ₁ / Zb ₁ ) × (Za ₂ / Zb ₂ ) × Zb ₅ / (Za ₅ + Zb ₅ ) Rotation Overdrive 1 rotation 1 rotation in reverse state Same direction as input shaft Za ₁ / Zb ₁ × Za ₂ / Zb ₂ rotation (Za ₅ + Zb _% ) / Zb ₅ rotation reverse direction Za ₁ / (Zb ₁ + Za ₁ ) × (Za ₃ + Zb ₃ ) / Zb ₃ x Za ₅ / Zb ₅ turns

For example, when (solar gear size) :( ring gear size) of each planetary gear set is set to 1: 2, the reduction ratio of oscillation moment is calculated by the formula shown in the above table. 1+ 1/6) :( 1/4) = (1) :( 3/14), and the reduction ratio of reverse is 1/4, so it can be seen that there is no difference with a normal transmission.

In addition, although the present invention may use any known type of clutch for the interruption of engine power, it is preferable to use an ordinary dry plate clutch to help improve fuel economy.

According to the present invention, since the shift is continuously performed, the vehicle speed can be increased while the rotation of the engine is kept constant.

1 is a schematic cross-sectional view of a continuously variable transmission of the present invention;

FIG. 2 is an explanatory view showing the structure of FIG. 1 as a structure of 'rack and pinion'; FIG.

3 is a diagram illustrating the rotational relationship of the pinion carriers in a single planetary gear set. (A) is a case where the sun gear is fixed and the ring gear is rotated, and (B) is a ring gear fixed and the sun gear is rotated. Is the case; In addition,

FIG. 4 is a diagram shown in FIG. 2 in order to explain the reduction ratios at the time of forward engagement and backward engagement of the transmission of FIG. 1, (A) is a state of forward occlusion, and (B) is a state diagram of backward occlusion.

* Explanation of symbols for the main parts of the drawings

1: input axis 2: center axis

       3: output shaft 4: connection sleeve

       5: forward gear part 6: reverse gear part

       7: Normal occlusal part 8: One-way clutch

10, 20, 30, 40, 50: sun gear 11, 21, 31, 41, 51: pinion

12, 22, 32, 42, 52: ring gear 13, 23, 33, 43, 53: pinion carrier.

Claims (3)

As a transmission that combines five planetary gear sets between the input shaft (1) and the output shaft (3), A first ring gear 12 and a second sun gear 20; A second ring gear 22 and a fifth ring gear 52; A third ring gear 32, a fourth ring gear 42 and a fifth sun gear 50; A third sun gear 30 and a second pinion carrier 23; A fourth sun gear 40 and a fifth pinion carrier 53; And The first pinion carrier 13 and the third pinion carrier 33 [43] are coaxialized, respectively, On the coaxial axis of the first ring gear 12 and the second sun gear 20, one-way clutch between the gear box and the first ring gear 12 does not rotate in the rotational direction of the input shaft 1. Continuously variable gearbox to install (8). The method of claim 1, The second ring gear 22 and the fifth ring gear 52 are divided by the coaxial second ring gear 22 and the fifth ring gear 52 so that the connecting sleeve 4 moves. A continuous variable transmission provided with a constant engagement portion (7) on the second ring gear (22) side and a forward gear portion (5) on the fifth ring gear (52) side to maintain the coaxial relationship. The method of claim 1, On the coaxial of the third sun gear 30 and the second pinion carrier 23, the coaxial relationship between the second ring gear 22 and the second pinion carrier 23 is moved by the movement of the connecting sleeve 4. To form, the continuous variable transmission in which the reverse gear portion (6) is integrally provided between the constant occlusal portion (7) and the forward gear portion (5).