RU203783U1 - Automatic CVT transmission with hydraulic throttle torque control - Google Patents

Abstract

The utility model relates to the engineering field of technology, in particular in the automotive industry, as well as in the production of transmissions for other areas of production with suitable technical requirements. All automatic transmissions are analogous to an automatic continuously variable transmission with hydraulic throttle torque control. The main differences from similar transmissions of this model are: a new technology for changing the torque; lack of a hydrotransformer, hydraulic valve, frictional braking devices, a variator chain - quite expensive parts; low production complexity available for manufacturers of mechanical transmissions. The novelty of this transmission in combination with the operation of a planetary gearbox with a hydraulic pump, which is used as a braking device in conjunction with a hydraulic throttle device. The output shaft of the engine is connected directly to the shaft of the planetary gearbox without a torque converter.

Description

In the modern world, a car is becoming an integral part in human life and more and more people become car owners of cars with an automatic transmission in view of its simpler control.

The relevance of this design of an automatic continuously variable transmission with hydro-throttle torque control, hereinafter referred to as ATGDM, is that the production does not differ in complexity from the production of a mechanical transmission, i.e. the possibility of production at the same factories does not present any difficulties. Another feature of this development is its maintenance and repair, which differs little from "mechanics". Many motorists avoid automatic transmissions, due to the high cost of such a complete set and maintenance with repair, because sometimes repairs are more expensive than a new unit, and the resource of modern automatic transmissions is quite limited. Even the fact that transporting a faulty car on a cable on modern automatic transmissions is either not possible or limited to a certain speed. Also, the inability to start the engine "from the pusher", the large volume of expensive oil scares many buyers, which is also a positive moment in favor of this development.

This project of an automatic continuously variable transmission with hydraulic throttle torque control relates to the mechanical engineering field of technology, in particular the automotive industry, the creation of snowmobiles, ATVs, etc., as well as the production of transmissions for other industries with suitable technical requirements.

The novelty of this transmission is in the technology of using a braking device - a hydraulic pump together with a planetary gearbox, the braking torque of which is controlled by a hydraulic throttle valve pumped through it by a hydraulic fluid. The transmission input shaft is connected directly to the planetary gearbox without a torque converter.

Since the main application of this utility model is in the form of automatic transmissions for automobiles, all existing automatic transmissions are analogous. The main differences between ATGDM and all known similar transmissions are:

new technology for changing the torque;

lack of a hydrotransformer, hydraulic valve, friction braking devices, variator chain of rather expensive parts;

low complexity of production, available to manufacturers of mechanical transmissions;

high maintainability along with low cost;

wear resistance comparable to mechanical analogs;

the ability to start the engine "from the pusher";

towing a car without speed limits;

low power consumption;

great opportunities for expanding useful technical characteristics;

there is a completely non-volatile device option.

Description of transmission

This model of automatic continuously variable transmission with hydraulic throttle torque control (ATHDM) works on the principle of changing the gear ratio by means of a variable braking torque of the ring gear of the planetary gear. The main part of the ATGDM (figure 1) is a planetary gear driven by the sun gear 5 rigidly fixed to the input shaft 4. The ring gear 8 and the carrier 7 are mounted on the input shaft 4 and rotate freely on double-row bearings relative to the input shaft. The carrier 7, with three satellites 6, is rigidly connected to the gear 20 and is in gear engagement with the gear 10, rigidly fixed to the shaft 9, on which there is a block of gears 16 and 14 of the forward and reverse speed, which normally rotate freely on this shaft. In engagement with the shaft 9, the gears of the front 16 and rear 14 speeds, enter by moving the sliding clutch 15, the shift fork (not shown in the drawing). The front gear is switched on by moving the sliding clutch 15 to the left (according to the figure), the gear 16 is rigidly connected to the shaft 9. The gear 16 is in constant gearing with the gear of the differential reducer 11 and transmits the torque to it. The reverse gear is switched on by moving the sliding clutch 15 to the right (according to the figure), the gear 14 is rigidly connected to the shaft 9. The gear 14 is in constant gearing with the block of parasitic gears 12 freely rotating on the shaft 13. Shaft 13 is rigidly fixed in the ATGDM housing. The gear block 12 is in constant gearing with the gear gear of the differential gear 11 and transmits the torque to it. The ring gear 8 of the planetary gearbox is in constant gearing with the gear 1, it in turn is rigidly fixed to the shaft 2 of the drive of the oil pump (braking device) 21. The oil pump is installed on the outside of the ATGDM housing with a screw connection. The working shaft of the pump 21 is in constant splined engagement with the pump drive shaft. On the right side of the input shaft 4 there is an ATGDM centrifugal gear ratio regulator (for a model with a mechanical gear ratio control). The regulator block is located outside the ATGDM housing and is protected by a separate cover. The regulator consists of a holder body fixed on the input shaft by a threaded connection with fixation with a cylindrical key and movable weights 19 fixed on it. The sinkers 19 are connected through the pusher legs, with a pusher 17 movable along the axis, which in turn is connected to the actuator lever 18. In the ATGDM model with an electronic-mechanical regulator, there is no centrifugal control unit, in this case the input shaft is closed with a plug.

How the transmission works

Automatic continuously variable transmission with hydro-throttle torque control (ATGDM) (figure 1) works as follows.

Idling.

The torque from the engine through the flywheel is transmitted to the input shaft 4. The sun gear 5, fixed on the input shaft 4, rotates the ring gear 8 through the satellites without encountering resistance. The ring gear rotates the pump shaft 21, through the gear 1 and the drive shaft 2. The pump 21 pumps oil in a closed system without resistance. Carrier 7 is stationary, torque is not transmitted to the drive gears.

The beginning of the movement.

The driver turns on the Drive or Reversе mode, the shift fork moves through the cable drive, dragging the sliding clutch 15 to the left or to the right, respectively, engaging gears 16 or 14 with the shaft 9. The engine speed increases by a small amount. The input shaft, which is in constant engagement with the flywheel, unwinds and the weights of the regulator, under the action of centrifugal force, move apart, pushing the rod 17, which in turn pushes the lever 18. Lever 18 through a rod (not shown in Fig. 1) associated with the lever hydraulic throttle control, partially covers the flow area, creating resistance to the moving fluid. In the ATGDM model with electromechanical regulation, there is no centrifugal regulator. The hydraulic pump creates a braking torque on the ring gear 8, through the shaft 2 and the gear 1. The carrier 7, through the satellites 6, receives an increasing torque, which, through the gears connected in series, transfers the torque to the differential gear and then to the wheels of the car.

Power mode.

Drive mode is on. Gear 16 is in engagement with shaft 9. The higher the engine speed, the more the lever of the gear ratio regulator 18 is displaced. Through the rods, there is a greater overlap of the flow area of the hydraulic throttle of the hydraulic system, until it is completely closed. For models with an electromechanical regulator, the valve is controlled electronically. The hydraulic pump 21 generates a braking torque, up to a complete stop. Ring gear 8 receives an increasing braking torque up to a full stop, through shaft 2 and gear 1. The carrier 7 receives more torque and a gradually decreasing gear ratio to a minimum.

Engine braking.

In the ATGDM model with mechanical regulation of the gear ratio, engine braking is provided. There is a possibility of forced mechanical holding of the hydraulic throttle in the conditionally middle position. In the ATGDM model with electronic-mechanical gear ratio control, the engine braking mode is carried out by electronics, by holding the hydraulic throttle in the middle position with an electro-mechanical drive.

The arrangement of the axles of the shafts in the ATGDM is selected by selecting the parameters of the gear ratios and design features of a particular car model.

Approximate location of the ATGDM axes (Fig. 2):

22 - the axis of the input shaft,

23 - axis of the hydraulic pump drive,

24 - the axis of the intermediate shaft,

25 - the axis of the block of parasitic gears,

26 - differential pinion axle.

Implementation of the utility model

The automatic continuously variable transmission with hydro-throttle torque control is a device that compares favorably with existing automatic transmissions in the absence of a torque converter, one of the most expensive and complex devices, in production. ATGDM is devoid of friction brakes, hydraulic distribution blocks and variator belts, which are also complex and expensive to manufacture. The manufacturing process in terms of labor intensity and complexity is similar to the production of mechanical transmissions. A pump unit, a replaceable oil filter and a hydraulic throttle unit are additionally installed on the ATGDM body. The engine flywheel does not have a clutch basket and release bearing, which reduces the size of the transmission. The missing gear shift unit also reduces the dimensions of the transmission, its place is taken by a small drive for engaging reverse and forward gears. The arrangement and arrangement of the axes of the shafts (Fig. 2) is shown conditionally, the actual arrangement is designed to perform specific technical tasks. Electronic control of ATGDM can be located either as a separate unit or combined with an engine control unit (a variant of an electromechanical device). In the version of the non-volatile ATGDM, the control unit is not required, this function is performed by a centrifugal regulator. The technical result is achieved through the use of technology of variable braking torque of the ring gear 8 of the planetary gear 5,6,7,8 (Fig. 1) by the braking device 21, through the shaft 2 and the gear 1, by creating the resistance of the hydraulic fluid controlled by the throttle 28 (Fig. 3) ... The diameters of the gears and the gear ratios in the gear blocks are selected according to the requirements of technical tasks. The braking device can be either a hydraulic pump or a hydraulic motor, or another device with a variable braking torque of any type based on technical problems.

Controls and modes of transmission.

The controls for an automatic continuously variable transmission with hydrostroke control (ATGDM) of the design under consideration do not differ much from the standard automatic transmission systems already in use. There is no clutch pedal, the control lever has the same fixed positions as: Parking - parking mode, Reverse - reverse movement, Neutral - neutral position, Drive - forward movement. It is possible to add additional positions such as driving in reduced conditional gears and selecting gears manually (imitation of a mechanical transmission).

Let's take a closer look at each position of the ATGDM control lever:

Parking - parking mode.

In this position, the gear lever orients the control cable in such a way that the control fork of the clutch 15 (Fig. 1) is in the middle position and the gears 16 and 14 are in a free state relative to the shaft 9. Since this transmission design does not have a torque converter and mechanical clutch device, the input shaft 4 receives rotation from the engine directly. Rotation is also received by a planetary gearbox, a hydraulic pump 21, a shaft 9, the rest of the transmission parts do not rotate. The hydraulic throttle is in the open position.

To hold the car, a mechanical brake is used, also activated by a cable and a lever, which locks the differential block with a pawl lowered into the housing grooves, as in a conventional automatic transmission, and it turns on only in this position.

Reverse - movement in reverse.

In this position, the lever orients the control cable in such a way that the control fork of the sliding clutch 15, pushes it to the gear 14 and rigidly connects to the shaft 9, and the parking brake pawl moves to the disengaged state. With an increase in engine speed, torque is transmitted from gear 14, through the block of parasitic gears 12, differential gear 11 and further to the wheel drive.

Neutral - neutral position.

In this position, the lever orients the control cable in such a way that the control fork of the clutch 15 is in the middle position and the gears 16 and 14 are in a free state relative to the shaft 9. The difference from the "parking" position is that the parking brake pawl is in the off position ... In this position, you can transport the car "on a cable", for example, in a malfunctioning state.

Drive - moving forward.

In this position, the lever orients the control cable in such a way that the control fork of the sliding clutch 15 shifts it to the gear 16, rigidly connecting it to the shaft 9. When the engine speed increases, the torque is transferred from the gear 16, the differential gear 11 and further to the drive wheels.

Simulated mechanical transmission and low gear.

(for electromechanical control system).

In this position, the mechanical part is on, as well as in the Drive position. The difference lies in the hydraulic throttle control system. In an electromechanical control system, it is possible to control with fixed positions of the hydraulic throttle, corresponding to the conventional gears of a mechanical transmission or low gears. In this case, the lever of the ATHDM operation position is set in the Drive position and is shifted to the left side of the existing slots, where, forward displacement (in the direction of travel), causes the contact group to be pressed to increase the gear, and to move backward, the contact group, to decrease the gear. These values are programmed in the ATGDM electronic control unit. And the electric drive of the hydraulic throttle sets the position of the damper in accordance with the preset one.

Hydraulic part.

The hydraulic circuit (Fig. 3) includes a hydraulic pump 27 installed on the outside of the ATHDM casing for ease of maintenance, with connected metal pipes 29 connecting to a hydraulic throttle 28, fixed on the outside of the ATHDM casing, having a specially shaped overlap mechanism to avoid oil cavitation.

The hydraulic pump is located in the ATHDM so that the pump shaft is located below the oil level in the ATHDM. To compensate for the thermal expansion of the oil, it will be necessary to inform the low pressure branch of the hydraulic system (to the left of the pump in the figure) with the internal volume of the ATGDM oil. To stabilize the operation and reduce the noise level, it is possible to use a hydraulic accumulator in the loaded part of the branch, i.e. at the outlet of the hydraulic pump. Also, it is necessary to equip the hydraulic system with a replaceable filter element in a place convenient for service.

Lubrication system and transmission service.

The oil in this ATGDM is used the same as already on existing types of automatic transmissions, for example, ATF Dekstron. The oil is filled through the filler hole in the upper part of the ATGDM housing. A dipstick is used to check the oil level. The oil level should cover the planetary gear by 1/3. For the primary filling of the hydraulic system of the pump, a special filling nipple located at the pump inlet is used.

Claims (5)

1. Automatic continuously variable transmission with hydraulic throttle torque control, which includes a planetary gear (5, 6, 7, 8) mounted on the input shaft (4) and a braking device (21) mounted on the housing (3), connected through shaft (2) and gear (1), characterized in that it creates the possibility of stepless change of the torque and rotational speed of the output shaft by creating a controlled braking torque on the ring gear (8). 2. Automatic continuously variable transmission with hydro-throttle torque control according to claim 1, characterized in that the torque and rotation frequency of the carrier (7), transmitting rotation to the mechanisms through the gear (20), are changed due to the controlled braking torque on the ring gear (8) transmitted from the braking device (21) through the shaft (2) and the gear (1). 3. Automatic continuously variable transmission with hydraulic throttle torque control according to claim 1, characterized in that a hydraulic pump (21, 27) is used as a braking device, in which the working fluid moves from outlet to inlet through an adjustable pressure reducing valve (28) of the hydraulic throttle, changing the speed of fluid movement, due to a change in the flow area of the hydraulic throttle valve, the necessary resistance to the rotation of its shaft is created and, as a consequence, a change in the braking torque. 4. Automatic continuously variable transmission with hydraulic throttle torque control according to claim 1, characterized in that it does not require a friction clutch and a hydraulic transformer to mate the shafts of the engine and the input shaft (4). 5. Automatic continuously variable transmission with hydraulic throttle torque control according to claim 1, characterized in that the hydraulic throttle valve is controlled both by a centrifugal regulator (17, 18, 19) in a non-volatile version, and by an electronic drive device that expands the possibilities of using the transmission.

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