KR20110017665A - Transmission device for automobile - Google Patents

Transmission device for automobile Download PDF

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Publication number
KR20110017665A
KR20110017665A KR1020090075253A KR20090075253A KR20110017665A KR 20110017665 A KR20110017665 A KR 20110017665A KR 1020090075253 A KR1020090075253 A KR 1020090075253A KR 20090075253 A KR20090075253 A KR 20090075253A KR 20110017665 A KR20110017665 A KR 20110017665A
Authority
KR
South Korea
Prior art keywords
bevel gear
pinion
side bevel
gear
input side
Prior art date
Application number
KR1020090075253A
Other languages
Korean (ko)
Inventor
김동선
Original Assignee
김동선
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 김동선 filed Critical 김동선
Priority to KR1020090075253A priority Critical patent/KR20110017665A/en
Publication of KR20110017665A publication Critical patent/KR20110017665A/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/50—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital conical gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Gear Transmission (AREA)

Abstract

The present invention relates to a vehicle transmission, and in particular, to a continuously geared continuously variable transmission,

A housing 2; An input side bevel gear (3) for receiving rotational force from the engine and the motor; An output side bevel gear 4 symmetrical with the input side bevel gear on the central axis; Pinion bevel gears 5 and 51 meshed with the input side bevel gear and the output side bevel gear to transfer the rotational force of the input side bevel gear to the output side bevel gear;

Pins 61 and 62 rotatably coupled to the housing to couple the pinion bevel gears respectively inserted into the gear insertion grooves so that the holes and pinion bevel gears drilled in the center thereof can rotate and revolve. And a pinion revolution ring 6 having a worm gear 7 engaged with the teeth 63 formed on the circumferential surface thereof. Characterized in that it consists of a shift control motor (8) coupled to the worm gear shaft. The vehicle transmission according to the present invention is a constant gear bit, by using the electronic control device and the shift control motor by changing the rotation direction and the number of revolutions of the pinion idle ring, the speed change is possible as well as the structure of the transmission is remarkable. It is possible to obtain an effect that can be simplified.

Description

Transmission device for vehicle {Transmission device for automobile}

The present invention relates to a vehicle transmission, and in particular, to a continuously geared continuously variable transmission.

Conventional vehicle transmissions are a collection of gears with different reduction ratios for gear shifts that reduce the number of revolutions of the motive power such as engines and motors to increase output power. Manual transmissions and automatic transmissions temporarily stop power during shifts. For example, a clutch, a torque converter supporting electronic control, etc. are used, and a configuration of a device in which a plurality of transmission gears connecting an input shaft and an output shaft is complicated, and a multi-stage shifting is difficult due to a predetermined reduction ratio.

In addition, the variable belt continuously variable transmission device has a problem in that the shifting reaction is slow and the durability is poor due to the belt type.

In order to solve the problems described above, the present invention is capable of continuously changing the pinion bevel gears engaged with the input side bevel gears and the output side bevel gears by using the rotational force of the shift control motor in a constant gear bit. An object of the present invention is to provide a vehicle transmission that can simplify the structure of the vehicle.

The present invention provides a housing (2) to achieve the above object; An input side bevel gear (3) provided with a rotational force decelerated at an appropriate rotational speed from the engine and the motor; An output side bevel gear 4 coupled with a bearing of the housing so as to be symmetrical with the input side bevel gear on the center axis 31 of the input side bevel gear;

Pinion bevel gears (5) which are engaged with the input side bevel gears and the output side bevel gears so as to be symmetrical with each other on the central axis (64) line perpendicular to the central axis (31) to transfer the rotational force of the input side bevel gears to the output side bevel gears (5). 51);

Pins 61 and 62 rotatably coupled to the housing to couple the pinion bevel gears respectively inserted into the gear insertion grooves so that the holes and pinion bevel gears drilled in the center thereof can rotate and revolve. And a pinion revolution ring 6 having a worm gear 7 engaged with the teeth 63 formed on the circumferential surface thereof.

Characterized in that it consists of a shift control motor (8) coupled to the worm gear shaft.

As described above, the vehicle transmission apparatus according to the present invention is a constant gear bit, by varying the number of revolutions of the shift control motor through an electronic control device and can be continuously shifted through forward and reverse rotation as well as of the transmission device. The effect is that the structure can be significantly simplified.

The present invention will now be described in detail with reference to the accompanying drawings.

As shown in FIG. 1, the present invention provides a bearing in which an input side bevel gear and an output side bevel gear embedded in an inner space formed by being coupled by a bolt 23 are rotatable while being symmetrical on the same central axis. A housing (2) having a pinion revolving ring having a meshed worm gear and a pinion bevel gear in the inner space and supporting and rotating the inner ring;

An input side bevel gear 3 receiving rotational force from the engine and the motor 1; An output side bevel gear 4 having a symmetrical state on the center axis 31 line of the input side bevel gear and having an output shaft 41;

It is coupled to the pinion idle ring in a symmetrical state on the central axis 64 perpendicular to the central axis 31 and engaged with the input side bevel gear and the output side bevel gear to transfer the rotational force of the input side bevel gear to the output side bevel gear. Pinion bevel gears 5 and 51;

A pinion idle ring 6 having a worm gear 7 engaged with the pinion bevel gear inserted into the gear insertion grooves 65 and 66 and engaged with the pin to rotate and rotate; It is characterized by consisting of a shift control motor (8) for providing a rotational force to the pinion idle ring.

In particular, in the transmission according to the present invention, the input side bevel gear (3), the output side bevel gear (4) and the two pinion bevel gears (5, 51) are meshed to form a rectangular shape in order to maintain a constant gear bite state. The bevel gears used in the transmission can be used not only for spur bevel gears but also for spiral bevel gears with high meshing ratio, high transmission efficiency and low friction noise.

In addition, when the rotation speed of the engine and the motor is high speed, the primary reduction gear 11 may be used between the input side bevel gear and the engine and the motor.

The continuously variable principle of the vehicle transmission according to the present invention is

Pinion bevel gears as the pinion idle ring (6) combined with the input side bevel gear and the pinion bevel gears meshed with the output side bevel gear is rotated in the same or reverse direction as the rotation direction (9) of the input side bevel gear. The rotational speed of the pinion bevel gear is increased, and the rotational speed of the pinion bevel gear affects the rotational speed of the output side bevel gear engaged with the pinion bevel gear.

Referring to the attached Figures 3a and 3b in more detail as follows.

As shown in FIG. 3A, when a force 92 is applied to the pinion bevel gear that rotates in a direction opposite to the rotational direction 9 of the input side bevel gear, in engagement with the input side bevel gear rotating at a constant rotational speed.

The pinion bevel gear meshed to the input side bevel gear by the force to revolve generates rotational force, and the direction in which the pinion bevel gear is to rotate with the input side bevel gear coincides with the direction to rotate (94) by the electric force. The rotational speed of the bevel gear is rotated by adding the rotational speed proportional to the air power, and the rotational speed of the output side bevel gear meshed with the pinion bevel gear is increased.

On the contrary, as shown in FIG. 3B, the force 93 for revolving the pinion bevel gear in the same direction as the rotational direction of the input side bevel gear,

Since the pinion bevel gear is engaged with the input side bevel gear to rotate in the direction opposite to the direction to rotate (94), that is, to interfere with the rotation of the pinion bevel gear, the rotational speed of the pinion bevel gear is generated by the input side bevel gear. The rotation speed decreases, and the result of the rotation reduction is to reduce the rotation speed of the output side bevel gear engaged with the pinion bevel gear.

In the absence of pinion bevel gears, the engaged pinion bevel gears transfer the number of rotations of the input side bevel gears to the output side bevel gears without increasing or decreasing them.

Therefore, the speed of rotation of the output side bevel gear with the output shaft depends on the revolution speed of the pinion bevel gear, that is, the revolution speed and the direction of revolution of the pinion idle ring 6 with the pinion bevel gear. And various outputs (torques) are available. The torque obtained from the output side bevel gear and the rotational speed change in inverse proportion.

The pinion idle ring 6, which constitutes the main part of the present invention, rotates the pinion bevel gears 5 and 51 engaged with the input side bevel gear and the output side bevel gear, and simultaneously receives the battery signal from the electronic control circuit and receives the battery signal from the electronic control circuit. It is characterized by consisting of a structure that can adjust the speed precisely,

A disc having a smaller thickness than the pinion bevel gear of the pinion bevel gear, the circumferential portion of which is formed so that the end is coupled to and supported by the housing, and forms a tooth 63 which is engaged with the worm gear on the circumferential surface of the end, and the pinion bevel gear is coupled to the center thereof. The hole 67 is drilled to facilitate pin insertion, and the gear insertion grooves 65 and 66 which coincide with the thickness of the pinion bevel gear symmetrically from the hole, and the central axis 64 perpendicular to the central axis of the disc. A pin insertion groove (68) having a pin (61, 62) to couple the pinion bevel gear inserted into the gear insertion groove to the pinion idle ring in a rotatable state; A tannery bolt and a tannery bolt coupling screw groove for preventing separation of the coupled pins; And a worm gear 7 engaged with the teeth 63 formed on the circumferential surface thereof.

The main purpose of constructing the pinion idle ring 6 as a worm gear is to obtain a high reduction ratio, and by using the inversion characteristic that the pinion idle ring corresponding to the worm wheel rotates only by the rotation of the worm gear, according to the rotational force of the input side bevel gear. It is to implement a function that can precisely adjust the idle speed while preventing the pinion idle ring from being pushed by easily maintaining the force equivalent to the generated torque.

The shift control motor 8 is coupled to the housing and the motor shaft is coupled to the worm gear shaft to be started by the electronic control unit to provide rotational force to the pinion revolving ring. A normal DC motor or a stepping motor capable of precise control is used. do.

1 is a cross-sectional view showing a vehicle transmission according to the present invention.

Figure 2 is an exploded perspective view showing a pinion idler ring which is the main part of the present invention shown in FIG.

3A and 3B are explanatory diagrams for explaining the principle of continuously variable speed change of a vehicle transmission apparatus according to the present invention;

<Explanation of Signs of Major Parts of Drawings>

1: engine and motor 2: housing

21,22: Bearing 3: Input side bevel gear

31: center axis 4: output side bevel gear

5,51: Pinion Bevel Gear 6: Pinion Static Ring

61, 62: Pin 63: Teeth

64: central axis 65,66: gear insertion groove

67: hole 68: pin insertion groove

7: Worm Gear 8: Shift Control Motor

Claims (1)

A housing 2; An input side bevel gear (3) for receiving rotational force from the engine and the motor; An output side bevel gear 4 having an output shaft 41 symmetrical with the input side bevel gear on the central axis 31; Pinion which is rotatably coupled to the pinion revolving ring by pins 61 and 62 in a symmetrical state on the central axis 64 perpendicular to the central axis 31 and engaged with the input side bevel gear and the output side bevel gear. Bevel gears 5 and 51; Supported in the rotatable state in the housing and formed in the center hole (67) and the gear insertion groove (65, 66) in the left and right of the hole, the pin 61 to couple the pinion bevel gear to the pinion revolving ring in a rotatable state (61) A pinion idle ring (6) having a worm gear (7) engaged with the teeth (63) formed on the circumferential surface; A vehicle transmission comprising: a shift control motor (8) coupled to a worm gear shaft.
KR1020090075253A 2009-08-14 2009-08-14 Transmission device for automobile KR20110017665A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020090075253A KR20110017665A (en) 2009-08-14 2009-08-14 Transmission device for automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020090075253A KR20110017665A (en) 2009-08-14 2009-08-14 Transmission device for automobile

Publications (1)

Publication Number Publication Date
KR20110017665A true KR20110017665A (en) 2011-02-22

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ID=43775623

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020090075253A KR20110017665A (en) 2009-08-14 2009-08-14 Transmission device for automobile

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KR (1) KR20110017665A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110332309A (en) * 2018-03-21 2019-10-15 杭州启真知识产权咨询有限公司 A kind of shock proof speed changer

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110332309A (en) * 2018-03-21 2019-10-15 杭州启真知识产权咨询有限公司 A kind of shock proof speed changer
CN110332309B (en) * 2018-03-21 2020-12-01 杭州启真知识产权咨询有限公司 Impact-resistant transmission

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E601 Decision to refuse application