KR20120009218A - Speed control structure of continuous variable transmission for utility vehicle - Google Patents

Speed control structure of continuous variable transmission for utility vehicle Download PDF

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Publication number
KR20120009218A
KR20120009218A KR1020100071234A KR20100071234A KR20120009218A KR 20120009218 A KR20120009218 A KR 20120009218A KR 1020100071234 A KR1020100071234 A KR 1020100071234A KR 20100071234 A KR20100071234 A KR 20100071234A KR 20120009218 A KR20120009218 A KR 20120009218A
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KR
South Korea
Prior art keywords
perturbation
variable transmission
continuously variable
speed
rotation
Prior art date
Application number
KR1020100071234A
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Korean (ko)
Inventor
권병수
손대승
Original Assignee
대동공업주식회사
한국체인공업 주식회사
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Application filed by 대동공업주식회사, 한국체인공업 주식회사 filed Critical 대동공업주식회사
Priority to KR1020100071234A priority Critical patent/KR20120009218A/en
Publication of KR20120009218A publication Critical patent/KR20120009218A/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
    • F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
    • F16H55/32—Friction members
    • F16H55/52—Pulleys or friction discs of adjustable construction
    • 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
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/08—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a conical drum
    • 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
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable

Abstract

The present invention relates to a speed limiting structure of a continuously variable transmission of a multipurpose transport vehicle, which is coupled to an output shaft of an engine and receives a rotational force; A perturbation unit installed in a state in which the axial movement is possible on the rotation center axis of the fixing unit; A cam arm installed in the perturbation part to provide the perturbation part by the centrifugal force during rotation of the engine to allow the perturbation part to move in the axial direction; A return spring installed on the central axis of rotation of the fixed part to provide an elastic force for returning the perturbation part against the centrifugal force; And a speed limiting mechanism installed inside the perturbation portion and configured to limit a predetermined length of the return section of the perturbation portion on the rotational central axis of the fixing portion. Through such a configuration, it is possible to prevent artificial manipulation and change. In addition, it can be simply installed without changing the existing structure, and the economic burden is small due to the additional configuration.

Description

SPEED CONTROL STRUCTURE OF CONTINUOUS VARIABLE TRANSMISSION FOR UTILITY VEHICLE}

The present invention relates to a continuously variable transmission of a multi-purpose transport vehicle, and more particularly, to a speed limit structure of a continuously variable transmission of a multi-purpose transport vehicle, in which a speed limiting mechanism for limiting the maximum speed is modularized and mounted in a driving side pulley. will be.

In general, power-driven equipment such as machine tools or automobiles is used to change the speed and torque of the power input by using a transmission without using power transmitted from a power source. .

Mechanical transmissions, automatic transmissions, semi-automatic transmissions, continuously variable transmissions, etc. are known according to the operation method, and the continuously variable transmissions can be classified into hydraulic and mechanical type. In particular, the continuously variable transmissions are belts according to the power transmission type. Can be divided into expressions and chains.

1 is a conceptual view illustrating a driving principle of a general mechanical continuously variable transmission. Such a continuously variable transmission is a transmission using centrifugal force, and may transmit power without impact in performing low speed / high torque and high speed / low torque shifting. As an advantage, the speed ratio of the continuously variable transmission is based on the ratio of the diameters of the driving pulley 10 and the driven pulley 20 and the power transmission medium 12 (for example, a belt, a chain, a friction wheel, etc.) to contact each other. This can be determined according to the magnitude of the power (mainly centrifugal force) generated on the drive side.

Figure 2 is a cross-sectional view showing the internal structure of the mechanical continuously variable transmission according to the prior art, showing the structure of the drive side pulley of the mechanical continuously variable transmission according to the belt driving method. As shown in the figure, the driving side pulley of the continuously variable transmission is composed of a fixing part 11, a cam arm 15, a perturbing part 13, and a return spring 17. Each function is as follows.

The fixed part 11 is coupled to an output shaft of a power generating device (eg, an engine) to receive a rotational force, and is a base structure on which a perturbation part 13, a cam arm 15, and a return spring 17 are installed on the rotation shaft. It will play a role.

The cam arm 15 is installed so that one end is coupled to the hinge shaft in the perturbation portion 13 and the other end is rotated around the hinge axis. When the rotational amount of the driving pulley increases, that is, the engine speed is increased, the hinge shaft is moved by centrifugal force. It rotates to the center and unfolds in the horizontal direction to have a directionality, and this directionality is converted into a force for moving the perturbation portion 13 outward by the centrifugal force.

The perturbation part 13 is axially coupled to a state in which the axial movement is possible on the rotation axis of the fixing part 11 to form a V-shaped opposite inclined surface with the fixing part 11, and a power transmission medium 12 between the opposite inclined surfaces. (E.g. V-belt) is installed to receive engine power.

The perturbation part 13 is spaced apart or narrowed with the fixing part 11 according to the force transmitted from the cam arm 15, whereby the diameter ratio of contact with the power transmission medium 12 is variable. That is, when the gap is widened, the power transmission medium 12 is moved to the center of the rotation axis of the driving side pulley 10 so that the contact diameter ratio becomes small, and when the gap with the fixing part 11 is narrowed, the power transmission medium 12 is reversed. ) And the contact diameter ratio become large.

Such a perturbation amount Stroke of the perturbation part 13 determines the shift range.

In addition, the return spring 17 is installed between the rotational shaft of the fixing part 11 and the perturbation part 13 to return the perturbation part 13 moved by the centrifugal force.

In this case, the return spring 17 may be manufactured in the form of a tension spring to provide elastic restoring force in an extended state by the centrifugal force when the perturbation portion 13 and the fixing portion 11 are separated. At this time, the return spring 17 serves to restore the perturbation part 13 and to cushion the shock of the perturbation part 13 which is rapidly returned.

The multi-purpose transportation vehicle equipped with the continuously variable transmission of the prior art having the configuration as described above is mainly a vehicle operated on steep slopes such as fruit farms, farmland, and mountainous terrain, and has a risk of a rollover accident due to speeding. There is a need to artificially block the running speed.

To this end, a method of mechanically limiting the operation range of the accelerator pedal is currently used so as not to be operated at a predetermined angle.

However, such a conventional speed limiting structure is a structure that can be easily operated externally, and is easily changed and operated by a driver or a stakeholder, thereby easily exposing a risk of an accident.

An object of the present invention for solving the problems of the prior art is to install the speed limit structure in the drive-side pulley modularized, thereby preventing artificial manipulation and change, while simply installing additional speed limit structure without changing the existing structure. It is to make it possible.

An object of the present invention as described above is coupled to the output shaft of the engine for receiving a rotational force; A perturbation unit installed in a state in which the axial movement is possible on the rotation center axis of the fixing unit; A cam arm installed in the perturbation part to provide the perturbation part by the centrifugal force during rotation of the engine to allow the perturbation part to move in the axial direction; A return spring installed on the central axis of rotation of the fixed part to provide an elastic force for returning the perturbation part against the centrifugal force; And a speed limiting mechanism installed inside the perturbation portion, the speed limiting mechanism configured to limit a predetermined length of the return section of the perturbation portion on the rotation center axis of the fixed portion. Can be achieved by

Here, the fixed portion is coupled to the output shaft of the power generating device receives a rotational force, the perturbation portion, cam arm, return spring and the speed limit mechanism may be installed on the rotation center axis.

In addition, the cam arm may be installed in a structure in which one end is coupled to the hinge shaft in the perturbation portion and the other end is pivotable about the hinge axis.

The perturbation part may be a cylindrical structure facing the fixing part, and may be axially coupled in a state in which the axial movement is possible on the rotation axis of the fixing part to form a V-shaped opposed inclined surface with the fixing part.

In addition, the return spring is a spring member installed between the rotating shaft of the fixed part and the perturbation part to return the perturbation part moved by the centrifugal force, and a tension spring may be used.

The speed limiting mechanism may be a bushing installed on the movement path of the perturbation part on the rotation axis of the fixing part to limit the perturbation amount of the perturbation part.

In addition, the speed limiting mechanism may form a protrusion structure and a step to limit the movement of the perturbation portion on the central axis of rotation of the fixing portion.

The speed limiting mechanism may be a protrusion and a step formed on the perturbation side.

According to the present invention having the above-described configuration, the speed limiting structure is modularized and installed inside the driving side pulley, thereby preventing artificial manipulation and modification, and can be simply installed without changing the existing structure, and the cost according to the additional configuration. Less burden and economic effect.

1 is a conceptual diagram illustrating a driving principle of a general continuously variable transmission.
Figure 2 is a cross-sectional view showing the internal structure of the continuously variable transmission according to the prior art.
Figure 3 is a schematic diagram showing a cross-sectional structure of the continuously variable transmission according to an embodiment of the present invention.
Figure 4 is a conceptual diagram showing the speed range of the drive and driven pulley of the continuously variable transmission according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Figure 3 is a schematic diagram showing a cross-sectional structure of the continuously variable transmission according to an embodiment of the present invention, showing the structure of the drive side pulley of the mechanical continuously variable transmission according to the belt driving method.

Continuously variable speed transmission apparatus according to an embodiment of the present invention as shown in the figure includes a fixing unit 110, cam arm 150, perturbation unit 130, return spring 170 and the speed limit mechanism 190 It is composed.

The detailed description of each configuration is as follows. The fixing part 110 is formed in a disk shape, is coupled to the output shaft of the power generating device (for example, the engine) to receive a rotational force. At this time, the perturbation part 130, the cam arm 150, and the return spring 170 are installed on the central axis of rotation of the fixing part 110.

The cam arm 150 has one end coupled to the hinge shaft in the perturbation unit 130, and the other end thereof is rotatable around the hinge shaft.

The cam arm 150 is a kind of weight, and when the rotational amount of the driving side pulley 101 (see FIG. 4) increases, that is, the engine rotational speed, the cam arm 150 rotates around the hinge axis by centrifugal force and is displayed in a horizontal direction to present directionality. As a result, the perturbation part 130 can be moved in the axial outward direction by the centrifugal force.

The perturbation part 130 is a cylindrical structure facing the fixing part 110, and is axially coupled in a state in which an axial movement is possible on a rotation axis of the fixing part 110 so that the fixing part 110 and the V-shaped opposite inclined surface are formed. Is fulfilling.

At this time, a power transmission medium 120 (eg, V-belt) is installed between the perturbation part 130 and the opposite inclined surface of the fixing part 110 to receive the engine power and transmit it to the driven shaft pulley 201.

The perturbation part 130 may be widened or narrowed with the fixing part 110 according to the magnitude of the force transmitted from the cam arm 150 (that is, the magnitude of the centrifugal force), thereby contacting the power transmission medium 120. The diameter ratio is variable. That is, when the gap is widened, the power transmission medium 120 is moved to the center of the rotation axis of the driving side pulley 101 so that the contact diameter ratio becomes smaller, and when the gap with the fixing part 110 is narrowed, the power transmission medium 120 is reversed. ) And the contact diameter ratio become large.

Such a perturbation amount Stroke of the perturbation unit 130 determines the shift range of the transmission.

In addition, the return spring 170 is installed between the rotational shaft of the fixing unit 110 and the perturbation unit 130 and serves to return the perturbation unit 130 moved by the centrifugal force. ) May be manufactured in the form of a tension spring to provide elastic restoring force in an extended state by the centrifugal force when the perturbation part 130 and the fixing part 110 is separated. At this time, the return spring 170 serves to restore the perturbation unit 130 and to cushion the shock of the perturbation unit 130 which is rapidly returned. That is, the return spring 170 of the present invention is formed with a tension section and a compression section.

In addition, the speed limiting mechanism 190 is installed on the movement path of the perturbation part 130 on the rotational central axis of the fixing part 110 to limit the perturbation amount of the perturbation part 130.

As an example of such a speed limiting mechanism 190, a cylindrical bushing as shown in FIG. 3 may be proposed. The speed limiting mechanism 190 of the bushing type can be easily combined with the shaft on the central axis of rotation of the fixing part 110, and has the advantage that it can be used as it is without affecting the structure of the existing transmission.

The speed limiting mechanism 190 is to limit the return section of the perturbation unit 130 by the length of the bushing, thereby preventing the power transmission medium 120 from entering the high speed rotation section.

In other words, the longer the length of the bushing becomes, the shorter the section in which the perturbation part 130 can be returned, which is limited by the grounding position of the power transmission medium 120 only in the rotation radius of the fixing part 110. The range is limited to the range of the low speed stage.

Here, the example of the bushing is merely an example of one possible configuration of the speed limiting mechanism 190, and the structure limiting the maximum speed by limiting the amount of movement or the moving section of the perturbation unit 130 is all in the spirit of the present invention. It belongs.

As a deformable example, there may be an example of integrally forming or assembling the protrusion structure and the stepped jaw that restrict the movement of the perturbation part 130 on the central axis of rotation of the fixing part 110.

In addition, there may be an example of forming or assembling an integrally extending protrusion structure or bushing tube body of this type on the perturbation part 130 side.

At this time, FIG. 3 is a top speed shift state when the rotation center axis of the fixing unit 110 is a reference, and a bottom speed shift state when the rotation center axis is a reference.

4 is a conceptual diagram illustrating a range of a driving and driven pulley of the continuously variable transmission according to an embodiment of the present invention. As shown in the drawing, the maximum contact diameter of the driving side pulley 101 is represented by a solid line. It is limited to the range shown. This is a state in which the contact diameter of the driven side pulley 102 is larger than the contact diameter of the drive side pulley 101 and the contact diameter of the driven side pulley 102, and is compared to the rotational speed of the driven side pulley 101. It can be seen that the rotational speed of 102 is in the reduced low speed range.

At this time, the example of the contact diameter ratio shown by the dotted line shows the minimum speed shift ratio.

101: drive side pulley
102: driven pulley
110: fixed part
120: power transmission medium
130: perturbation
150: camarm
170: return spring
190: speed limit mechanism

Claims (8)

A fixed part 110 coupled to the output shaft of the engine to receive the rotational force;
Perturbation unit 130 is installed in the state capable of moving in the axial direction on the rotation center axis of the fixing portion 110;
A cam arm 150 installed in the perturbation part 130 to provide the perturbation part 130 with directionality due to centrifugal force when the engine rotates, such that the perturbation part 130 is axially moved;
A return spring (170) installed on the central axis of rotation of the fixing part (110) to provide an elastic force for returning the perturbation part (130) against the centrifugal force; And
A speed limiting mechanism 190 installed inside the perturbation part 130 and configured to limit a return section of the perturbation part 130 on a central axis of rotation of the fixing part 110 by a predetermined length;
Speed limit structure of the continuously variable transmission of the multi-purpose transport vehicle comprising a.
The method of claim 1,
The fixing unit 110 is coupled to the output shaft of the power generating device receives a rotational force, the perturbation unit 130, the cam arm 150, the return spring 170 and the speed limit mechanism 190 is installed on the rotation center axis Speed limit structure of the continuously variable transmission of the multi-purpose transport vehicle, characterized in that the.
The method of claim 1,
The cam arm 150 is a speed limiting structure of a continuously variable transmission device, characterized in that the one end is coupled to the hinge shaft in the perturbation portion 130 and the other end is pivotable around the hinge shaft.
The method of claim 1,
The perturbation part 130 is a cylindrical structure facing the fixing part 110, and is axially coupled in a state in which an axial movement is possible on a rotation axis of the fixing part 110 so that the fixing part 110 and the V-shaped opposite inclined surface are formed. Speed limit structure of the continuously variable transmission of the multipurpose transport vehicle, characterized in that to form a.
The method of claim 1,
The return spring 170 is a spring member installed between the rotating shaft of the fixing part 110 and the perturbation part 130 to return the perturbation part 130 moved by centrifugal force, characterized in that a tension spring is used. Speed limiting structure of continuously variable transmission for multi purpose transportation vehicle.
The method of claim 1,
The speed limiting mechanism 190 is a multi-purpose conveying, characterized in that the bushing is installed on the movement path of the perturbation part 130 on the central axis of rotation of the fixing part 110 to limit the amount of perturbation of the perturbation part 130. Speed limit structure of continuously variable transmission of vehicle.
The method of claim 1,
The speed limit mechanism 190 is a speed of the continuously variable transmission of the multipurpose transport vehicle, characterized in that to form a projection structure and stepped to limit the movement of the perturbation portion 130 on the central axis of rotation of the fixing portion 110 Restriction structure.
The method of claim 7, wherein
The speed limiting mechanism 190 is a speed limiting structure of a continuously variable transmission apparatus for a multipurpose transport vehicle, characterized in that the projection structure and stepped formed on the perturbation portion 130 side.
KR1020100071234A 2010-07-23 2010-07-23 Speed control structure of continuous variable transmission for utility vehicle KR20120009218A (en)

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Application Number Priority Date Filing Date Title
KR1020100071234A KR20120009218A (en) 2010-07-23 2010-07-23 Speed control structure of continuous variable transmission for utility vehicle

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101654132B1 (en) 2015-04-29 2016-09-05 (주)캠시스 Continuously variable transmission
CN106838252A (en) * 2017-03-29 2017-06-13 济南弘正科技有限公司 A kind of drive belt wheel assembly

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101654132B1 (en) 2015-04-29 2016-09-05 (주)캠시스 Continuously variable transmission
CN106838252A (en) * 2017-03-29 2017-06-13 济南弘正科技有限公司 A kind of drive belt wheel assembly

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