KR20200009255A - Continuosly variable transmission for vehicle - Google Patents

Continuosly variable transmission for vehicle Download PDF

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Publication number
KR20200009255A
KR20200009255A KR1020180083383A KR20180083383A KR20200009255A KR 20200009255 A KR20200009255 A KR 20200009255A KR 1020180083383 A KR1020180083383 A KR 1020180083383A KR 20180083383 A KR20180083383 A KR 20180083383A KR 20200009255 A KR20200009255 A KR 20200009255A
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South Korea
Prior art keywords
clutch
gear
pulley
directly connected
vehicle
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KR1020180083383A
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Korean (ko)
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서태석
이진행
김인찬
조일대
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현대자동차주식회사
기아자동차주식회사
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Priority to KR1020180083383A priority Critical patent/KR20200009255A/en
Publication of KR20200009255A publication Critical patent/KR20200009255A/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
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/26—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members with members having orbital motion
    • 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
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • 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
    • F16H61/662—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 with endless flexible members
    • 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
    • F16H7/00—Gearings for conveying rotary motion by endless flexible members
    • F16H7/02—Gearings for conveying rotary motion by endless flexible members with belts; with V-belts
    • 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
    • F16H7/00—Gearings for conveying rotary motion by endless flexible members
    • F16H7/08—Means for varying tension of belts, ropes, or chains
    • F16H2007/0863—Finally actuated members, e.g. constructional details thereof
    • F16H2007/0865—Pulleys

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

A continuously variable transmission of a vehicle according to the present invention can include: an input shaft which rotates by receiving power from an engine, to which a first drive gear is directly connected, and to which a second drive gear is selectively connected by a first clutch; a pulley shaft to which a first driven gear engaged with the first drive gear is selectively connected by a second clutch and which is directly connected to a drive pulley; an output shaft to which a driven pulley connected with the drive pulley by a belt is directly connected, to which a second driven gear engaged with the first drive gear is selectively connected by a third clutch, to which a third driven gear engaged with the second drive gear via a reverse gear is directly connected, and to which the output gear engaged with a differential gear is directly connected; and a control unit controlling the coupling state of the first clutch, the second clutch and the third clutch according to the position of a shift lever.

Description

차량의 무단변속기 {CONTINUOSLY VARIABLE TRANSMISSION FOR VEHICLE}CVT on a vehicle {CONTINUOSLY VARIABLE TRANSMISSION FOR VEHICLE}

본 발명은 외접기어방식과 벨트풀리방식을 모두 활용하여 변속을 수행하는 차량의 무단변속기에 관한 것이다.The present invention relates to a continuously variable transmission of a vehicle that performs shifting by utilizing both an external gear method and a belt pulley method.

일반적으로 무단변속기는 자동변속기와는 달리 주어진 변속패턴에 따라 최상의 변속비와 최소의 변속비 사이를 연속적으로 무한대의 단으로 변속시킴으로써 엔진으로부터 발생된 구동력을 최대한 이용할 수 있도록 하여 우수한 동력성능과 연비향상을 구현할 수 있도록 하는 장치이다.In general, continuously variable transmissions, unlike automatic transmissions, continuously shift between the best and minimum speed ratios to infinite stages according to a given shift pattern, thereby making the best use of the driving power generated from the engine to achieve excellent power performance and fuel economy. It is a device to make it possible.

무단변속기는 구동풀리 및 종동풀리와 벨트로 구성되며, 각 풀리에 공급되는 유압을 제어하여 풀리를 축방향으로 이동시킴으로써, 벨트와 각 풀리 사이의 접촉면 직경의 변화를 통해 변속비를 연속적으로 변화시키면서 작동한다.The continuously variable transmission consists of a driving pulley, a driven pulley and a belt, and controls the hydraulic pressure supplied to each pulley to move the pulley in the axial direction, thereby continuously changing the transmission ratio by changing the diameter of the contact surface between the belt and each pulley. do.

따라서, 변속단을 무단으로 구성할 수 있어, 다단변속기에 비해 변속단을 엔진효율이 높은 포인트로 최적화할 수 있다는 장점이 발생하여 차량의 연비 및 성능을 우수하게 할 수 있다는 효과가 발생된다.Therefore, the shift stage can be configured steplessly, and the advantage that the shift stage can be optimized to the point of high engine efficiency compared to the multi-stage transmission occurs, resulting in an effect that can improve the fuel economy and performance of the vehicle.

하지만, 벨트와 직경의 가변되는 풀리만을 이용하는 벨트식 무단 변속장치에 따르면 변속영역이 크게 한정되어 엔진의 동력을 효과적으로 이용하지 못한다는 문제점이 있다.However, according to the belt type continuously variable transmission using only the belt and the variable pulley of the diameter, there is a problem in that the speed change range is largely limited and the power of the engine cannot be effectively used.

상기의 배경기술로서 설명된 사항들은 본 발명의 배경에 대한 이해 증진을 위한 것일 뿐, 이 기술분야에서 통상의 지식을 가진자에게 이미 알려진 종래기술에 해당함을 인정하는 것으로 받아들여져서는 안 될 것이다.The matters described as the background art are only for the purpose of improving the understanding of the background of the present invention, and should not be taken as acknowledging that they correspond to the related art already known to those skilled in the art.

KR10-1999-0019809 AKR10-1999-0019809 A

본 발명은 이러한 문제점을 해결하기 위하여 제안된 것으로, 벨트식 무단변속장치와 외접기어방식 변속요소를 병렬적으로 연결하여 전진 2단, 후진 1단을 구현하는 차량의 무단변속기를 제공하는데 그 목적이 있다.The present invention has been proposed to solve this problem, and provides a continuously variable transmission of a vehicle that implements two forward and one reverse speed by connecting a belt continuously variable transmission and an external gear type transmission element in parallel. have.

상기의 목적을 달성하기 위한 본 발명에 따른 차량의 무단변속기는 엔진으로부터 동력을 전달받아 회전하고, 제1구동기어가 직결되며, 제2구동기어가 제1클러치에 의해 선택적으로 연결되는 입력축; 제1구동기어와 치합된 제1피동기어가 제2클러치에 의해 선택적으로 연결되고, 구동풀리와 직결된 풀리축; 구동풀리와 벨트로 연결된 종동풀리가 직결되고, 제1구동기어와 치합된 제2피동기어가 제3클러치에 의해 선택적으로 연결되며, 제2구동기어와 후진기어를 매개로 치합된 제3피동기어가 직결되고, 차동기어와 치합된 출력기어가 직결된 출력축; 및 변속레버의 레인지 위치에 따라 제1클러치, 제2클러치 및 제3클러치의 체결상태를 제어하는 제어부;를 포함할 수 있다.The continuously variable transmission of the vehicle according to the present invention for achieving the above object is rotated by receiving power from the engine, the first drive gear is directly connected, the second drive gear is selectively connected by the first clutch; A pulley shaft to which the first driven gear meshed with the first driving gear is selectively connected by a second clutch, and directly connected to the driving pulley; The driven pulley connected to the driving pulley and the belt is directly connected, and the second driven gear meshed with the first driving gear is selectively connected by the third clutch, and the third driven gear meshed with the second driving gear and the reverse gear. An output shaft connected directly to an output gear coupled to the differential gear; And a control unit controlling a fastening state of the first clutch, the second clutch, and the third clutch according to the range position of the shift lever.

제어부는 변속레버가 N레인지에 위치할 경우, 제1,2,3클러치를 모두 해제하도록 제어하는 것을 특징으로 할 수 있다.The control unit may control to release all of the first, second, and third clutches when the shift lever is located at the N range.

제어부는 변속레버가 D레인지에 위치하고, 차속 및 APS값이 1단 변속패턴 영역내에 포함될 경우, 제3클러치를 체결하도록 제어하는 것을 특징으로 할 수 있다.The controller may be configured to control the third clutch to be engaged when the shift lever is positioned at the D range and the vehicle speed and the APS value are included in the first speed shift pattern region.

제어부는 변속레버가 D레인지에 위치하고, 차속 및 APS값이 2단 변속패턴 영역 내에 포함될 경우, 제2클러치를 체결하도록 제어하는 것을 특징으로 할 수 있다.The control unit may control to engage the second clutch when the shift lever is positioned at the D range and the vehicle speed and the APS value are included in the two-speed shift pattern region.

제어부는 변속레버가 R레인지에 위치할 경우, 제1클러치를 체결하도록 제어하는 것을 특징으로 할 수 있다.The control unit may control to lock the first clutch when the shift lever is positioned at the R range.

상술한 바와 같은 구조로 이루어진 차량의 무단변속기에 따르면 벨트식 무단변속과 기어방식변속이 병렬적으로 수행가능하도록 마련되어 전진 2단 및 후진 1단을 구현할 수 있는바, 전체적으로 큰 변속비 폭 구현이 가능하여 연비 및 동력성능을 향상시킬 수 있다.According to the continuously variable transmission of the vehicle having the above-described structure, the belt type continuously variable transmission and the gear type transmission can be performed in parallel to implement two forward speeds and one reverse speed, so that a large transmission ratio width can be realized overall. Fuel efficiency and power performance can be improved.

특히, 벨트풀리방식은 저속구간에서는 동력전달효율이 낮을 뿐 아니라 고압 및 고유량이 요구되는데, 이러한 저속구간에서 벨트가 아닌 기어를 통해 동력 전달을 수행함으로써, 벨트풀리의 변속비 폭과 오일펌프의 용량을 효과적으로 축소할 수 있어, 변속기 효율 및 오일펌프 부피 패키지를 저감할 수 있다.In particular, the belt pulley method is not only low power transmission efficiency in low speed section, but also high pressure and high flow rate. In this low speed section, the transmission ratio of the belt pulley and the oil pump capacity can be improved by performing power transmission through the gears instead of the belt. It can be effectively reduced, which reduces transmission efficiency and oil pump volume package.

도 1은 본 발명의 일 실시예에 따른 차량의 무단변속기를 간략히 도시한 도면,
도 2는 본 발명의 일 실시예에 따른 차량의 무단변속기의 작동표,
도 3은 전진 1단일 경우에 차량의 무단변속기 동력흐름을 도시한 도면,
도 4는 전진 2단일 경우에 차량의 무단변속기 동력흐름을 도시한 도면,
도 5는 후진단일 경우에 차량의 무단변속기 동력흐름을 도시한 도면이다.1 is a view briefly showing a continuously variable transmission of a vehicle according to an embodiment of the present invention;
2 is an operation table of a continuously variable transmission of a vehicle according to an embodiment of the present invention;
3 is a diagram illustrating a continuously variable transmission power flow of the vehicle in the case of the first forward gear,
4 is a diagram illustrating a continuously variable transmission power flow of a vehicle in the case of two forward speeds;
5 is a diagram illustrating a continuously variable transmission power flow of the vehicle in the case of the reverse stage.

이하에서는 첨부된 도면을 참조하여 본 발명의 바람직한 실시 예에 따른 차량의 무단변속기에 대하여 살펴본다.Hereinafter, a continuously variable transmission of a vehicle according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

도 1은 본 발명의 일 실시예에 따른 차량의 무단변속기를 간략히 도시한 도면이다.1 is a view schematically illustrating a continuously variable transmission of a vehicle according to an exemplary embodiment of the present invention.

도 1을 참조하면, 본 발명의 차량의 무단변속기는 엔진(E)으로부터 동력을 전달받아 회전하고, 제1구동기어(DG1)가 직결되며, 제2구동기어(DG2)가 제1클러치(C1)에 의해 선택적으로 연결되는 입력축(IS); 제1구동기어(DG1)와 치합된 제1피동기어(PG1)가 제2클러치(C2)에 의해 선택적으로 연결되고, 구동풀리(P1)와 직결된 풀리축(PS); 구동풀리(P1)와 벨트로 연결된 종동풀리(P2)가 직결되고, 제1구동기어(DG1)와 치합된 제2피동기어(PG2)가 제3클러치(C3)에 의해 선택적으로 연결되며, 제2구동기어(DG2)와 후진기어(RVG)를 매개로 치합된 제3피동기어(PG3)가 직결되고, 차동기어(DFG)와 치합된 출력기어(OG)가 직결된 출력축(OS); 및 변속레버의 레인지 위치에 따라 제1클러치(C1), 제2클러치(C2) 및 제3클러치(C3)의 체결상태를 제어하는 제어부;를 포함할 수 있다.Referring to FIG. 1, a continuously variable transmission of a vehicle according to the present invention is rotated by receiving power from an engine E, a first driving gear DG1 is directly connected, and a second driving gear DG2 is connected to a first clutch C1. An input shaft IS selectively connected by; A pulley shaft PS directly connected to the first driving gear DG1 by a second clutch C2 and directly connected to the driving pulley P1; The driven pulley P1 and the driven pulley P2 connected to the belt are directly connected, and the second driven gear PG2 meshed with the first driving gear DG1 is selectively connected by the third clutch C3. An output shaft OS in which a third driven gear PG3 meshed with the second driving gear DG2 and the reverse gear RVG is directly connected, and an output gear OG meshed with the differential gear DFG is directly connected; And a control unit controlling a fastening state of the first clutch C1, the second clutch C2, and the third clutch C3 according to the range position of the shift lever.

본 발명에서 입력축(IS)은 엔진(E)과 같은 주동력원으로부터 동력을 전달받도록 마련되는데, 구동력원은 모터일 수도 있다.In the present invention, the input shaft IS is provided to receive power from a main power source such as the engine E, and the driving power source may be a motor.

입력축(IS)에는 제1구동기어(DG1)가 직결되고, 제2구동기어(DG2)가 선택적으로 연결되도록 마련되는데, 제2구동기어(DG2)는 제1클러치(C1)가 체결될 경우에 입력축(IS)으로부터 회전력을 전달받게 된다.The first drive gear DG1 is directly connected to the input shaft IS, and the second drive gear DG2 is selectively connected. The second drive gear DG2 is connected to the first clutch C1 when the first clutch C1 is engaged. The rotational force is transmitted from the input shaft IS.

풀리축(PS)은 입력축(IS)과 평행하게 마련되어 구동풀리(P1)와 직결되고, 제1피동기어(PG1)가 선택적으로 연결되도록 마련된다. 제1피동기어(PG1)는 제2클러치(C2)가 체결될 경우에 풀리축(PS)으로 회전력을 전달하게 된다.The pulley shaft PS is provided in parallel with the input shaft IS, is directly connected to the driving pulley P1, and is provided to selectively connect the first driven gear PG1. The first driven gear PG1 transmits rotational force to the pulley shaft PS when the second clutch C2 is engaged.

출력축(OS)도 입력축(IS)과 평행하게 마련되어 종동풀리(P2)와 직결되고, 제2피동기어(PG2)가 선택적으로 연결되며, 제3피동기어(PG3) 및 출력기어(OG)가 직결되도록 마련된다. 제2피동기어(PG2)는 제3클러치(C3)가 체결되면 출력축(OS)으로 회전력을 전달하게 된다.The output shaft OS is also provided in parallel with the input shaft IS, and is directly connected to the driven pulley P2, the second driven gear PG2 is selectively connected, and the third driven gear PG3 and the output gear OG are directly connected. It is prepared to be. The second driven gear PG2 transmits rotational force to the output shaft OS when the third clutch C3 is engaged.

여기서, 제3피동기어(PG3)는 제2구동기어(DG2)와 후진기어(RVG)를 매개로 치합되도록 마련되는 것을 특징으로 하는데, 후진기어(RVG)는 별도의 후진축(RVS) 상에 직결되어 회전하도록 마련됨으로써, 엔진동력이 반대방향으로 바퀴에 전달되도록 구비된다.Here, the third driven gear (PG3) is provided to be engaged with the second driving gear (DG2) and the reverse gear (RVG), the reverse gear (RVG) on a separate reverse shaft (RVS). By being provided to rotate directly, the engine power is provided to be transmitted to the wheel in the opposite direction.

도 2는 본 발명의 일 실시예에 따른 차량의 무단변속기의 작동표이고, 도 3은 전진 1단일 경우에 차량의 무단변속기 동력흐름을 도시한 도면이며, 도 4는 전진 2단일 경우에 차량의 무단변속기 동력흐름을 도시한 도면이고, 도 5는 후진단일 경우에 차량의 무단변속기 동력흐름을 도시한 도면이다.2 is an operation table of the continuously variable transmission of the vehicle according to an embodiment of the present invention, Figure 3 is a view showing the power transmission of the continuously variable transmission of the vehicle in the case of the first forward, Figure 4 is a view of the vehicle in the case of two forward 5 is a view illustrating a continuously variable transmission power flow, and FIG. 5 is a diagram illustrating a continuously variable transmission power flow of the vehicle in the case of the reverse stage.

각 변속단에 따라 무단변속기 제어 및 그에 따른 동력흐름은 아래와 같다.The continuously variable transmission and its power flow according to each shift stage are as follows.

도 2를 참조하면, 제어부는 변속레버가 N레인지에 위치할 경우, 제1,2,3클러치(C1,C2,C3)를 모두 해제하도록 제어할 수 있다. 이에 따라, 엔진(E)의 동력이 출력축(OS)으로 전달되지 않아 차동기어(DFG)로 동력이 출력되는 것을 방지한다.Referring to FIG. 2, when the shift lever is located in the N range, the controller may control to release all of the first, second, and third clutches C1, C2, and C3. Accordingly, power of the engine E is not transmitted to the output shaft OS, thereby preventing power from being output to the differential gear DFG.

한편, 제어부는 변속레버가 D레인지에 위치하고, 차속 및 APS(Accelerator Position Sensor) 값이 1단 변속패턴 영역 내에 포함될 경우, 제3클러치(C3)를 체결하도록 제어할 수 있다.On the other hand, if the shift lever is located in the D range, and the vehicle speed and accelerator position sensor (APS) values are included in the first speed shift pattern region, the controller may control the third clutch C3 to be engaged.

즉, 제3클러치(C3)를 체결하게 되면 도 3에 굵은 실선으로 도시된 바와 같이 엔진(E)의 동력이 입력축(IS)에 직결된 제1구동기어(DG1)로 전달되는데, 제1구동기어(DG1)와 치합된 제2피동기어(PG2)의 회전력이 제3클러치(C3)를 통해 출력축(OS)에 전달되어 바퀴로 출력되게 된다.That is, when the third clutch C3 is engaged, the power of the engine E is transmitted to the first driving gear DG1 directly connected to the input shaft IS, as shown by the thick solid line in FIG. 3. The rotational force of the second driven gear PG2 meshed with the gear DG1 is transmitted to the output shaft OS through the third clutch C3 and output to the wheel.

이에 따르면, 차량이 저속으로 주행되는 상황에서는 제1구동기어(DG1)와 제2피동기어(PG2)가 이루는 기어 변속비에 따라 발진 및 주행이 이루어지는바, 저속 상황에서 무단변속방식에 비해 높은 효율로 동력 전달을 수행할 수 있어, 차량의 연비 및 성능을 향상시킬 수 있다.Accordingly, when the vehicle is traveling at a low speed, oscillation and driving are performed according to the gear shift ratio between the first driving gear DG1 and the second driven gear PG2. Power transmission can be performed to improve the fuel economy and performance of the vehicle.

또한, 제어부는 변속레버가 D레인지에 위치하고, 차속 및 APS값이 2단 변속패턴 영역 내에 포함될 경우, 제2클러치(C2)를 체결하도록 제어할 수 있다.In addition, the control unit may control to engage the second clutch C2 when the shift lever is positioned at the D range and the vehicle speed and the APS value are included in the two-speed shift pattern region.

제2클러치(C2)를 체결하면 도 4에 굵은 실선으로 도시된 바와 같이 엔진(E) 동력이 입력축(IS)에 직결된 제1구동기어(DG1)를 통해 제1피동기어(PG1)로 전달된다. 제1피동기어(PG1)의 회전력은 제2클러치(C2)를 통해 풀리축(PS)으로 전달되고, 풀리축(PS)에 직결된 구동풀리(P1)가 회전하면서 벨트를 통해 종동풀리(P2)가 회전하여 출력축(OS)으로 동력이 전달된다. When the second clutch C2 is engaged, the power of the engine E is transmitted to the first driven gear PG1 through the first driving gear DG1 directly connected to the input shaft IS, as shown by the thick solid line in FIG. 4. do. The rotational force of the first driven gear PG1 is transmitted to the pulley shaft PS through the second clutch C2, and the driven pulley P2 is rotated through the belt while the driving pulley P1 directly connected to the pulley shaft PS rotates. ) Rotates and power is transmitted to the output shaft OS.

이에 따르면, 엔진(E) 동력이 벨트 풀리를 매개로 출력축(OS)에 전달됨으로써, 구동풀리(P1)와 종동풀리(P2)의 압력에 따라 무단변속이 이루어지도록 마련할 수 있다.According to this, the power of the engine E is transmitted to the output shaft OS via the belt pulley, so that the stepless speed change may be performed according to the pressure of the driving pulley P1 and the driven pulley P2.

따라서, 중고속 주행 상황에서는 각 주행상태에 따른 최적의 변속비로 차량을 주행할 수 있게 되는바, 차량의 성능 및 연비가 향상될 수 있다.Therefore, in a medium to high speed driving situation, the vehicle can be driven at an optimum speed ratio according to each driving state, and thus the performance and fuel economy of the vehicle can be improved.

또한, 효율이 비교적 불리하고, 고압 및 고유량이 요구되는 저속 상황에서는 무단변속이 이루어지지 않는바, 벨트풀리의 변속비 폭을 축소시킬 수 있고, 풀리로 유압을 가하는 오일펌프의 용량도 최소화할 수 있게 된다.In addition, since the efficiency is relatively unfavorable, and a stepless speed change is not performed in a low speed situation in which high pressure and high flow rate are required, the speed ratio of the belt pulley can be reduced, and the capacity of the oil pump to apply hydraulic pressure to the pulley can be minimized. do.

한편, 제어부는 변속레버가 R레인지에 위치할 경우, 제1클러치(C1)를 체결하도록 제어할 수 있다.On the other hand, the control unit may control to engage the first clutch C1 when the shift lever is located at the R range.

도 5에 굵은 실선으로 도시된 바와 같이 제1클러치(C1)가 체결되면, 엔진(E)의 동력은 입력축(IS), 제1클러치(C1), 제2구동기어(DG2), 후진기어(RVG), 제3피동기어(PG3), 출력축(OS), 차동기어(DFG) 순으로 전달되게 된다.As shown by the thick solid line in FIG. 5, when the first clutch C1 is engaged, the power of the engine E is input shaft IS, the first clutch C1, the second driving gear DG2, and the reverse gear ( RVG), third driven gear PG3, output shaft OS, and differential gear DFG.

그에 따르면, 후진이 요구되는 상황에서는 기어방식으로 차량을 후진시킬 수 있는바, 저속 상황에서 동력전달효율이 낮은 무단변속을 회피할 수 있어 차량의 연비 및 동력성능이 향상될 수 있다.According to him, it is possible to reverse the vehicle by the gear method in the situation that the reverse is required, it is possible to avoid the stepless transmission of low power transmission efficiency in the low speed situation can improve the fuel economy and power performance of the vehicle.

상술한 바와 같은 구조로 이루어진 차량의 무단변속기에 따르면 벨트식 무단변속과 기어방식변속이 병렬적으로 수행가능하도록 마련되어 전진 2단 및 후진 1단을 구현할 수 있는바, 전체적으로 큰 변속비 폭 구현이 가능하여 연비 및 동력성능을 향상시킬 수 있다.According to the continuously variable transmission of the vehicle having the above-described structure, the belt type continuously variable transmission and the gear type transmission can be performed in parallel to implement two forward speeds and one reverse speed, so that a large transmission ratio width can be realized overall. Fuel efficiency and power performance can be improved.

특히, 벨트풀리방식은 저속구간에서는 동력전달효율이 낮을 뿐 아니라 고압 및 고유량이 요구되는데, 이러한 저속구간에서 벨트가 아닌 기어를 통해 동력 전달을 수행함으로써, 벨트풀리의 변속비 폭과 오일펌프의 용량을 효과적으로 축소할 수 있어, 변속기 효율 및 오일펌프 부피 패키지를 저감할 수 있다.In particular, the belt pulley method is not only low power transmission efficiency in low speed section, but also high pressure and high flow rate. In this low speed section, the transmission ratio of the belt pulley and the oil pump capacity can be improved by performing power transmission through the gears instead of the belt. It can be effectively reduced, which reduces transmission efficiency and oil pump volume package.

본 발명은 특정한 실시예에 관련하여 도시하고 설명하였지만, 이하의 특허청구범위에 의해 제공되는 본 발명의 기술적 사상을 벗어나지 않는 한도 내에서, 본 발명이 다양하게 개량 및 변화될 수 있다는 것은 당 업계에서 통상의 지식을 가진 자에게 있어서 자명할 것이다.While the invention has been shown and described with respect to particular embodiments, it is within the skill of the art that various changes and modifications can be made therein without departing from the spirit of the invention provided by the following claims. It will be self-evident for those of ordinary knowledge.

E: 엔진
IS: 입력축
PS: 풀리축
OS: 출력축
RVS: 후진축
C1: 제1클러치
C2: 제2클러치
C3: 제3클러치
DG1: 제1구동기어
DG2: 제2구동기어
PG1: 제1피동기어
PG2: 제2피동기어
PG3: 제3피동기어
P1: 구동풀리
P2: 종동풀리
RVG: 후진기어
OG: 출력기어
DFG: 차동기어E: engine
IS: input shaft
PS: pulley shaft
OS: output shaft
RVS: Reverse shaft
C1: first clutch
C2: second clutch
C3: third clutch
DG1: first drive gear
DG2: 2nd Drive Gear
PG1: first driven gear
PG2: 2nd driven gear
PG3: third driven gear
P1: drive pulley
P2: driven pulley
RVG: Reverse Gear
OG: Output Gear
DFG: differential gear

Claims (5)

엔진으로부터 동력을 전달받아 회전하고, 제1구동기어가 직결되며, 제2구동기어가 제1클러치에 의해 선택적으로 연결되는 입력축;
제1구동기어와 치합된 제1피동기어가 제2클러치에 의해 선택적으로 연결되고, 구동풀리와 직결된 풀리축;
구동풀리와 벨트로 연결된 종동풀리가 직결되고, 제1구동기어와 치합된 제2피동기어가 제3클러치에 의해 선택적으로 연결되며, 제2구동기어와 후진기어를 매개로 치합된 제3피동기어가 직결되고, 차동기어와 치합된 출력기어가 직결된 출력축; 및
변속레버의 레인지 위치에 따라 제1클러치, 제2클러치 및 제3클러치의 체결상태를 제어하는 제어부;를 포함하는 차량의 무단변속기.An input shaft that receives power from the engine and rotates, the first drive gear is directly connected, and the second drive gear is selectively connected by the first clutch;
A pulley shaft to which the first driven gear meshed with the first driving gear is selectively connected by a second clutch, and directly connected to the driving pulley;
The driven pulley connected to the driving pulley and the belt is directly connected, and the second driven gear meshed with the first driving gear is selectively connected by the third clutch, and the third driven gear meshed with the second driving gear and the reverse gear. An output shaft connected directly to an output gear coupled to the differential gear; And
And a control unit controlling a fastening state of the first clutch, the second clutch, and the third clutch according to the range position of the shift lever. 청구항 1에 있어서,
제어부는 변속레버가 N레인지에 위치할 경우, 제1,2,3클러치를 모두 해제하도록 제어하는 것을 특징으로 하는 차량의 무단변속기.The method according to claim 1,
The control unit controls the vehicle to release all of the first, second and third clutches when the shift lever is located at the N range. 청구항 1에 있어서,
제어부는 변속레버가 D레인지에 위치하고, 차속 및 APS값이 1단 변속패턴 영역내에 포함될 경우, 제3클러치를 체결하도록 제어하는 것을 특징으로 하는 차량의 무단변속기.The method according to claim 1,
And the control unit controls to engage the third clutch when the shift lever is located at the D range and the vehicle speed and the APS value are included in the first speed shift pattern region. 청구항 1에 있어서,
제어부는 변속레버가 D레인지에 위치하고, 차속 및 APS값이 2단 변속패턴 영역 내에 포함될 경우, 제2클러치를 체결하도록 제어하는 것을 특징으로 하는 차량의 무단변속기.The method according to claim 1,
And the control unit controls to engage the second clutch when the shift lever is located at the D range and the vehicle speed and the APS value are included in the two-speed shift pattern region. 청구항 1에 있어서,
제어부는 변속레버가 R레인지에 위치할 경우, 제1클러치를 체결하도록 제어하는 것을 특징으로 하는 차량의 무단변속기.The method according to claim 1,
The control unit controls the transmission to engage the first clutch when the shift lever is located in the R range.
KR1020180083383A 2018-07-18 2018-07-18 Continuosly variable transmission for vehicle KR20200009255A (en)

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR19990019809A (en) 1997-08-29 1999-03-15 정몽규 Continuously variable transmission

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR19990019809A (en) 1997-08-29 1999-03-15 정몽규 Continuously variable transmission

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