WO2015156592A1 - Transmission variable en continu - Google Patents

Transmission variable en continu Download PDF

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Publication number
WO2015156592A1
WO2015156592A1 PCT/KR2015/003496 KR2015003496W WO2015156592A1 WO 2015156592 A1 WO2015156592 A1 WO 2015156592A1 KR 2015003496 W KR2015003496 W KR 2015003496W WO 2015156592 A1 WO2015156592 A1 WO 2015156592A1
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WO
WIPO (PCT)
Prior art keywords
friction
driven
difference
shaft
ring
Prior art date
Application number
PCT/KR2015/003496
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English (en)
Korean (ko)
Inventor
유혁
정태진
안성철
유문수
Original Assignee
(주)엠비아이
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Application filed by (주)엠비아이 filed Critical (주)엠비아이
Publication of WO2015156592A1 publication Critical patent/WO2015156592A1/fr

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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
    • F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
    • F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
    • F16H15/04—Gearings providing a continuous range of gear ratios
    • F16H15/06—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B
    • F16H15/26—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a spherical friction surface centered on its axis of revolution
    • F16H15/28—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a spherical friction surface centered on its axis of revolution with external friction surface

Definitions

  • the present invention relates to a continuously variable transmission, and in particular, performs a continuously variable speed with a simple structure through a conical friction difference, and in particular, two sets of conical friction differences facing each other are arranged to overlap each other, so that a compact configuration is possible. It is a device that smoothly increases the friction force between components by the elastic force acting independently toward the center and smoothly shifts without slipping. It is capable of maximizing shifting performance by smoothly shifting with high efficiency. It is about.
  • driving performance is improved in transportation devices such as bicycles, wheelchairs, cars, scooters, motorcycles, ships, etc., which improve overall driving performance of industrial devices, receive wheels by providing wheels, or use various driving powers such as electric power.
  • the transmission is provided to improve the.
  • Such a transmission can be shifted in multiple stages from a high speed to a low speed according to a rider or a user's operation, so that the required torque or speed can be obtained according to the driving environment.
  • a planetary gear set composed of a sun gear, a planetary gear, a ring gear, and a carrier is provided in the hub shell to prevent the gear from being exposed to the outside while shifting speed in multiple stages.
  • the transmission using the planetary gear set has fewer shift stages than the complicated structure, and in particular, the shift control is not smooth because the pawls that are strongly bounded by the driving load are not smoothly controlled during the shift operation in the load driving driving state. There was a technical problem.
  • a continuously variable transmission is developed as an alternative to a transmission using a planetary gear set having such a problem.
  • Continuously variable transmission refers to a transmission that can continuously change the transmission ratio freely regardless of a predetermined transmission stage. .
  • the continuously variable transmission is larger in volume than the conventional gear type gearbox, and in particular, since it is necessary to shift and output rotational force based on the friction force, durability is inferior when a large load is applied, and above all, power loss is caused by sliding between components. There was a problem in the prior art that it will be.
  • the present invention is to solve the above problems, the two sets of conical friction difference facing each other are arranged so as to overlap each other, more compact configuration can be carried out continuously without the shift shock to increase the merchandise, while the center on both sides To increase the friction between the components by the elastic force acting independently to provide a continuously variable transmission that can be shifted smoothly with high efficiency without loss by slipping to maximize the shifting performance.
  • the present invention includes a shaft fixed to both ends of the vehicle body, each of which is rotatably supported by the shaft independently, the drive unit for receiving the rotational force and the driven unit for outputting the rotational force;
  • a drive side ring friction difference that rotates in engagement with the drive unit, a drive side cone friction difference rotatably supported by a drive side carrier fixed to the shaft and in frictional contact with an inner circumferential surface of the drive side ring friction difference, and the follower
  • a driven ring friction difference which outputs the rotational force which is shifted in gear to the driven part, and a driven side cone friction which is rotatably supported by a driven carrier fixed to the shaft and in frictional contact with an inner circumferential surface of the driven ring friction difference.
  • a plurality of driving side friction wheels and driven side friction wheels are radially equidistantly disposed on the driving side carriers and the driven side carriers of the shifting unit, respectively, at the driving side cone friction wheels and the driven side wheel friction wheels.
  • the bus bar closest to the shaft is disposed parallel to the shaft;
  • the driving side carrier and the driven side carrier are disposed to have opposite phase angle differences, and the driving side cone friction difference and the driven side cone friction difference cross each other so that the bus bar closest to the shaft overlaps a predetermined section in the axial direction. It is good to be placed.
  • the drive-side cone friction difference is gradually increased in diameter along the direction away from the support position of the drive-side carrier and the drive-side input friction surface in friction contact with the inner circumferential surface of the drive-side ring friction difference, and gradually the diameter Is reduced and made of a drive side output friction surface in frictional contact with the outer circumferential surface of the solar friction wheel;
  • the driven side friction friction difference is gradually expanded in diameter along the direction away from the support position of the driven side carrier and the driven output friction surface in friction contact with the inner circumferential surface of the driven ring friction difference, and the diameter is gradually reduced It is preferable that the driven input friction surface is in frictional contact with the outer circumferential surface of the solar friction wheel.
  • the drive side ring friction difference is rotatably supported on an outer circumferential surface of the shaft through a drive side movable bearing, and the drive side movable bearing is elastically supported in an axial direction of the shaft so that the inner circumferential surface of the drive side ring friction difference and the Increasing the friction force between the drive side input friction surface of the drive side cone friction difference;
  • the driven side ring friction difference is rotatably supported on an outer circumferential surface of the shaft through a driven side movable bearing, and the driven side movable bearing is elastically supported in the axial direction of the shaft opposite to the drive side ring frictional difference, and the driven side It is desirable to increase the friction force between the inner circumferential surface of the ring friction difference and the driven output friction surface of the driven cone friction difference.
  • control unit is a control shaft for moving in the axial direction of the shaft in accordance with the shift operation, a control ring connected to the control shaft and rotatably supporting the solar friction difference through a two-row bearing, and the control ring It is preferable to include a return spring to elastically support in one direction.
  • the drive unit may include a sprocket for receiving a rotational force through a chain and a driver coupled to the sprocket and integrally rotated to engage with the drive side ring friction difference.
  • the follower preferably includes a hub shell for outputting a shifted rotational force, and a one-way clutch provided between the hub shell and the follower ring friction difference.
  • FIG. 1 is a perspective view showing a continuously variable transmission of the present invention
  • FIG. 2 is a front sectional view showing a continuously variable transmission of the present invention
  • FIG. 3 is an exploded perspective view of the hub shell in the continuously variable transmission of the present invention
  • FIG. 4 is an exploded perspective view of a driver in the continuously variable transmission of the present invention.
  • FIG. 6 is an exploded perspective view of the driven ring friction difference, the driven carrier, and the driven cone friction difference in the continuously variable transmission of the present invention
  • FIG. 7 is an exploded perspective view of a drive side ring friction difference, a drive side carrier, and a drive side cone friction difference in the continuously variable transmission of the present invention
  • FIG. 8 is an exploded perspective view of a solar friction difference and a control unit in the continuously variable transmission of the present invention.
  • Fig. 9 is an enlarged sectional view showing the main parts of the continuously variable transmission of the present invention when performing an speed shift
  • Fig. 11 is an enlarged sectional view showing the main parts of the continuously variable transmission of the present invention when decelerating speed change.
  • FIG. 1 is a perspective view showing a continuously variable transmission of the present invention
  • Figure 2 is a front sectional view showing a continuously variable transmission of the present invention.
  • FIG. 3 is an exploded perspective view of the hub shell of the continuously variable transmission of the present invention
  • FIG. 4 is an exploded perspective view of the driver of the continuously variable transmission of the present invention
  • FIG. 5 is a one-way clutch of the continuously variable transmission of the present invention. Exploded perspective view.
  • FIG. 6 is an exploded perspective view of a driven ring friction difference, a driven carrier, and a driven cone friction difference in the continuously variable transmission of the present invention
  • FIG. 7 is a driving side ring friction difference and a drive of the continuously variable transmission of the present invention. It is a perspective view which decomposed
  • FIG. 8 is a perspective view which exploded the solar friction difference and a control part in the continuously variable transmission of this invention.
  • FIG. 9 is an enlarged cross-sectional view of the main part when the continuously variable transmission of the present invention performs an acceleration shift
  • FIG. 10 is an enlarged cross-sectional view of the main part when the continuously variable transmission of the present invention does not perform a shift
  • FIG. 11 is a continuously variable transmission of the present invention. It is an enlarged sectional view of the principal part at the time of carrying out deceleration speed change.
  • the continuously variable transmission of the present invention is arranged in such a manner that two sets of conical friction differences facing each other are overlapped with each other in an axial direction so as to be more compact than the conventional continuously variable transmission.
  • the technical basic feature is that the elastic force acting independently from both sides toward the center greatly increases the friction force between the components, so that the shift can be performed smoothly and with high efficiency without loss due to slipping.
  • the continuously variable transmission of the present invention is rotatably supported by the shaft 100 fixed to both ends of the vehicle body and the shaft 100 independently, and receives a rotational force from the driving unit 200 and the rotational force.
  • the driving side ring friction difference 410 rotatably engaged with the driving unit 200 and the driving side carrier frictional portion 410 fixed to the shaft 100 to be rotatably supported.
  • a drive side conical friction difference 430 in frictional contact with an inner circumferential surface, a driven side ring friction difference 440 for outputting a rotational force which is engaged with the driven part 300 to the driven part 300, and the shaft A driven side cone friction differential 460 rotatably supported by a driven side carrier 450 fixed to 100 and in frictional contact with an inner circumferential surface of the driven side ring friction differential 440, and the drive side cone friction differential 430.
  • a transmission unit 400 made of a possible solar friction difference 470; And a controller 500 for changing the axial position of the solar friction difference 470 with respect to the shaft 100 in accordance with the shift operation.
  • the continuously variable transmission of the present invention is largely composed of a shaft 100, a driving unit 200, a driven unit 300, a transmission unit 400, and a control unit 500.
  • the shaft 100 is a fastening means, such as fixing nuts 101 and 102 illustrated in FIG. 2 at both ends thereof on a body of a scooter, a bicycle, a rickshaw, etc. (hereinafter, referred to as a 'driving device') requiring shifting. It is fixedly supported by rotation without rotation.
  • a fastening means such as fixing nuts 101 and 102 illustrated in FIG. 2 at both ends thereof on a body of a scooter, a bicycle, a rickshaw, etc.
  • the shaft 100 is formed with a different diameter according to the axial position, the left side in the drawing is made of a solid shaft, while the right side in the drawing to the hollow shaft so that the control unit 500 will be described later consist of.
  • Such a shaft 100 forms the skeleton of the present invention, and all of the components to be described below are provided on the outer circumference of the shaft 100 to be rotatable or non-rotable.
  • the driving unit 200 and the follower 300 are rotatably provided on the shaft 100, respectively, and the driving unit 200 transmits a rotational force such as manpower or electric power from the traveling device according to the present invention. It is configured to receive the, the follower 300 is a configuration for outputting the shifting rotational force to the wheel of the traveling device.
  • a cone ring 103 coupled to the shaft 100 and the cone ring 103 are separated from each other on the right inner circumferential surface of the driving unit 200 as shown in FIGS. 2 and 4.
  • a fixing nut 104 fastened to the shaft 100 and a driving side main bearing 105 supported by the cone ring 103 are provided so that the driving unit 200 can be independently rotated from the shaft 100. Supported.
  • the drive unit 200 is a sprocket 210 that is rotated by receiving a rotational force through the chain, coupled to the sprocket 210 rotates integrally and transmits the rotational force to the transmission unit 400 to be described later 220.
  • the sprocket 210 receives the driving force from the outside through a power transmission means such as, for example, a chain to rotate the driver 220 integrally.
  • the driven part 300 positioned at the outermost part of the shaft 100 has a cone ring 106 coupled to the shaft 100 as shown in FIGS. 2 and 3 on the left inner circumferential surface of the figure, and such a cone ring 106. ), A fixing nut 107 fastened to the shaft 100 and a driven main bearing 108 supported by the cone ring 106 are provided so that the driven part 300 also has the shaft 100. Is rotatably supported independently.
  • the driven part 300 includes a hub shell 310 for outputting a shifted rotational force, and a one-way clutch 320 provided between the hub shell 310 and the shifting part 400 to be described later. Doing.
  • the hub shell 310 is formed in a substantially cylindrical shape, a plurality of holes 311 can be formed to connect the flesh of the wheel on the outer periphery, it can be assembled by inserting various components therein.
  • the one-way clutch 320 is a mechanical element that transmits rotational force in only one direction, and as shown in FIG. 5, the inner ring 321 connected to the transmission 400 to be described later, and rotates.
  • the roller 322 is connected to the inner ring 321.
  • the rotational force of the inner ring 321 located on the inner side is transmitted to the hub shell 310 through the outer ring 324 located on the outer side.
  • the roller 322 is simply one-way inclined groove 321a. By being located in), it is impossible to transmit the rotational force of the inner ring 321 located on the inner side to the outer ring 324 located on the outside.
  • the output of the driven force is made only when the rotational speed of the driven force shifted by the transmission unit 400 is faster than the wheel rotational speed of the traveling device, and if the inertia driving or downhill road rotational speed of the traveling device shifts If it is faster than the rotational speed of the driven force shifted in the unit 400, the rotation of the hub shell 310 is not reversely input into the continuously variable transmission of the present invention by idling by over running (over running).
  • reference numeral 109 denotes a connecting bearing provided between the driver 220 of the driving unit 200 and the hub shell 310 of the driven unit 300, and the driving unit may be formed by the connecting bearing 109.
  • the driver 220 of the 200 and the driver 220 of the follower 300 rotate independently of each other.
  • reference numeral 110 denotes a dust cover to prevent foreign substances such as dust from flowing between the driver 220 of the driving unit 200 and the hub shell 310 of the driven unit 300.
  • the transmission unit 400 is provided with two sets of conical friction differences facing each other, and is divided into a driving side on the right side in the drawing receiving the driving force and a driven side on the left side in the drawing outputting the driven force.
  • the driving side includes a driving side friction friction difference 410 and a driving side cone friction difference 430.
  • the driving side ring friction difference 410 meshes with the left inner circumferential surface of the driver 220 of the driving unit 200 as described above, and rotates integrally with the rotation of the driver 220.
  • a drive inside the driving side ring friction difference 410 is rotatably supported by a driving side carrier 420 fixed to the shaft 100 to be in frictional contact with an inner circumferential surface of the driving side ring friction difference 410.
  • the side cone friction difference 430 is provided.
  • a plurality of key grooves 421 are formed at the center of the driving side carrier 420 as shown in FIG. 7, and a plurality of keys 422 corresponding to the shaft 100 are assembled as shown in FIG. 8.
  • the drive side carrier 420 is not rotatable on the shaft 100.
  • the driving side cone friction difference 430 is rotatably supported by the driving side carrier 420 through the support shaft 423 and the bearing 424 as shown in FIG.
  • the driven side in the shifting part 400 includes a driven side ring friction difference 440 and a driven side cone friction difference 460 so as to be symmetrical with the driving side.
  • the driven ring friction difference 440 is engaged with the right inner circumferential surface of the one-way clutch 320 provided on the driven part 300 described above, and the left outer circumferential surface of the driven ring friction difference 440 as shown in FIG. The rotational force is transmitted to the one-way clutch 320 side.
  • the inner side of the driven ring friction difference 440 is rotatably supported by a driven carrier 450 fixed to the shaft 100, the longitudinal frictional contact with the inner circumferential surface of the driven ring friction differential 440
  • An ipsilateral cone friction difference 460 is provided.
  • a plurality of key grooves 451 are formed in the center of the driven carrier 450 as shown in FIG. 6, and a plurality of keys 452 corresponding to the shaft 100 are assembled to the driven carrier. 450 is not rotatable on the shaft 100.
  • the driven cone friction difference 460 is rotatably supported by the driven carrier 450 through a support shaft 453 and a bearing (not shown).
  • a solar friction wheel 470 is provided which transmits the rotational force of the driving side wheel friction wheel 430 to the driven side wheel friction wheel 460.
  • the solar friction difference 470 is rotatably supported on the outer circumference of the shaft 100 and provided to be movable along the axial direction of the shaft 100.
  • the diameter in contact with the driving side conical friction difference 430 and the diameter in contact with the driven side friction friction difference 460 are varied according to the axial position of the solar friction difference 470 so that the shift is made. Will be.
  • the contact diameter of the driving side wheel friction wheel 430 is increased while the driven wheel friction wheel is different.
  • the contact diameter of 460 will be small.
  • the driven side cone friction wheel 460 rotates faster than the rotational speed of the driving side wheel friction wheel 430, thereby accelerating the shift.
  • the contact diameter of the driving side wheel friction wheel 430 and the driven side wheel friction wheel 460 are in contact with each other.
  • the diameters are the same.
  • the driven side cone friction wheel 460 rotates more slowly than the rotational speed of the driving side wheel friction wheel 430, thereby achieving a deceleration shift.
  • the speed change part such as acceleration or deceleration is continuously performed in the speed change unit 400 of the present invention, and the position of the solar friction wheel 470 is controlled.
  • the control will be described in detail with reference to the control unit 500 below.
  • the driving side carrier 420 and the driven carrier 450 of the shifting unit 400 has a plurality of driving side cone friction difference 430 and driven side cone friction difference 460 in FIG. 7 and radially equidistant intervals, respectively, as shown in FIG. 7, wherein the bus bar closest to the shaft 100 in the driving side cone friction difference 430 and the driven side cone friction difference 460 is the shaft 100.
  • Disposed parallel to; The driving side carrier 420 and the driven side carrier 450 are disposed to face each other with a phase angle difference between the driving side carrier 420 and the driven side cone frictional difference 460. It is preferable that the bus bar closest to 100) intersect so as to overlap a predetermined section in the axial direction.
  • the drive side cone friction differential 430 and the driven side cone friction differential 460 can be operated even if each provided by one, preferably two or more are each more preferably, in the drawings
  • One driving side carrier 420 and the driven side carrier 450 has six driving side cone friction differentials 430 and driven side friction friction differentials 460, respectively.
  • the six driving side cone friction differentials 430 provided on the driving side carrier 420 have a phase angle difference of 30 degrees with the six driving side cone friction differentials 460 provided on the driven side carrier 450. Are arranged opposite.
  • the drive side cone friction difference 430 is supported by the drive side carrier 420 with a predetermined inclination angle toward the center of the shaft 100, the shaft of the drive side cone friction difference 430 of the shaft ( The busbar closest to 100 is arranged parallel to the shaft 100.
  • the driven side cone friction difference 460 is also supported by the driven side carrier 450 with a constant inclination angle toward the center of the shaft 100, the shaft of the driven side cone friction difference 460 ( The busbar closest to 100 is arranged parallel to the shaft 100.
  • the busbar closest to the shaft 100 among the busbars of the driving side conical friction difference 430 and the driven side conical friction difference 460 is alternately arranged to overlap a predetermined section in the axial direction.
  • the driven cone friction difference 460 is positioned between the driving side friction friction difference 430 Therefore, it becomes possible to configure the continuously variable transmission of the present invention more compactly.
  • the drive side cone friction difference 430 is gradually expanded in the diameter along the direction away from the support position of the drive side carrier 420 as shown in Figure 9 the inner peripheral surface of the drive side ring friction difference 410 A drive side input friction surface 431 in frictional contact with the drive side and a drive side output friction surface 432 in gradually reduced diameter in frictional contact with the outer circumferential surface of the solar friction wheel 470;
  • the driven side conical friction difference 460 is gradually extended in diameter along the direction away from the support position of the driven side carrier 450, the driven side output in friction contact with the inner circumferential surface of the driven side ring friction difference 440 It is preferable that the friction surface 461 and the driven side input friction surface 462 gradually reduced in diameter to frictionally contact the outer circumferential surface of the solar friction difference 470.
  • the driving side input friction surface 431 is distinguished from the driving side input friction surface 431 and the driving side output friction surface 432 in the driving side conical friction difference 430.
  • the rotational force is input in contact with the 410, and the driving side output friction surface 432 is in contact with the solar friction difference 470 to output the rotational force.
  • the driven-side output friction surface 461 and the driven-side input friction surface 462 are distinguished so that the driven-side output friction surface 461 makes the driven-side ring friction.
  • the driving force is output by contacting the vehicle 440, and the driven side input friction surface 462 is in contact with the solar friction difference 470 to receive the rotational force.
  • the input friction surface and the output friction surface are separately formed in the driving side conical friction difference 430 and the driven side conical friction difference 460 so that input and output can be more accurately performed.
  • the driving side friction friction wheel 410 is rotatably supported on the outer circumferential surface of the shaft 100 through the driving side movable bearing 111 as shown in FIGS. 2 and 7.
  • the driving side movable bearing 111 is elastically supported in the axial direction of the shaft 100 so that the inner circumferential surface of the driving side friction friction difference 410 and the driving side input friction surface 431 of the driving side conical friction difference 430 are provided.
  • the driven ring friction difference 440 is rotatably supported on the outer circumferential surface of the shaft 100 through the driven side movable bearing 113 as shown in FIGS.
  • the driven side movable bearing 113 is The inner circumferential surface of the driven ring friction difference 440 and the driven side output friction surface of the driven side conical friction difference 460 are elastically supported in the axial direction of the shaft 100 opposite the drive side ring friction difference 410. It is desirable to increase the friction force between the 461.
  • a drive side movable bearing 111 is provided between the inner circumferential surface of the drive side ring friction difference 410 and the outer circumferential surface of the shaft 100 to rotate the drive side ring friction difference 410 on the shaft 100.
  • the drive side movable bearing 111 is elastically supported toward the center side by the fixing nut 115 and the plurality of leaf springs 112.
  • a driven side movable bearing 113 is provided between the inner circumferential surface of the driven ring friction difference 440 and the outer circumferential surface of the shaft 100, so that the driven side ring friction difference 440 is formed on the shaft 100.
  • the driven side movable bearing 113 is elastically supported toward the center side by the fixing nut 116 and the plurality of leaf springs (114).
  • the driving side ring friction difference 410 and the driving side cone friction difference 430 according to the fastening amount of the fixing nuts 115 and 116 and the number and inclination angle of the leaf springs 112 and 114 are adjusted. It is also possible to adjust the friction force between the frictional force between the driven ring friction difference 440 and the driven side cone friction difference 460 as well.
  • the driving side output friction surface of the driving side conical friction difference 430 as well as the increase of the contact force with the driving side conical friction difference 430 by the force that the driving side ring friction difference 410 moves to the left side.
  • the frictional force between the 432 and the solar friction difference 470 also increases, and has the same effect on the driven side symmetrically arranged.
  • the shifting part 400 is always operated in the operating oil by filling the operating oil in the hub shell 310 of the driven part 300 described above.
  • control unit 500 is configured to change the axial position of the solar friction wheel 470 with respect to the shaft 100 in accordance with the shift operation of the user or the passenger, the solar friction difference in accordance with the operation of the shift lever Various configurations of moving 470 on a straight line can be applied.
  • the shift lever For example, it is possible to convert the operation of the shift lever to a linear motion to be directly transmitted through a mechanical element such as a cable, it may be configured to convert to a linear motion through a rotational motion in the middle.
  • control unit 500 is connected to the control shaft 510 and the control shaft 510 to move in the axial direction of the shaft 100 in accordance with the shift operation, the two-row bearing It is preferable to include a control ring 530 for rotatably supporting the solar friction difference 470 through 531, and a return spring 540 for elastically supporting the control ring 530 in one direction.
  • control shaft 510 is moved in the axial direction according to the shift operation, it is located inside the right hollow in the drawing of the shaft 100.
  • the inner circumferential surface of the solar friction difference 470 is rotatably supported by the outer circumferential surface of the control ring 530 through the two-row bearing 531, and the control ring 530 may be divided into two parts as shown in FIG. 8. .
  • the control ring 530 is connected to the end of the control shaft 510 through a fastening means such as a pin 520.
  • control shaft 510, the control ring 530, the double row bearing 531, and the solar friction difference 470 move sideways in the axial direction together with the shift operation.
  • the shaft 100 is preferably formed with a slot so that the pin 520 penetrates and moves only in the axial direction.
  • the return spring 540 is a coil spring provided between the driven carrier 450 and the control ring 530 as shown in FIG. 2, and the control ring 530 is illustrated from the driven carrier 450. It is elastically supported to move up and to the right.
  • control shaft 510 is moved to the right in the drawing by the return spring 540 when there is no separate shifting operation, and the return spring 540 is compressed according to the shifting operation.
  • the control shaft 510 is to move to the left in the drawing.
  • the continuously variable transmission of the present invention configured as described above is provided in the traveling device to continuously perform the shift according to the shift operation, and each of the shifts will be described as follows.
  • the rotational force of the driving side conical friction difference 430 is transmitted to the solar friction difference 470 through the driving side output friction surface 432, and again, the driven side input friction surface 462 of the driven side conical friction difference 460.
  • the driven cone friction difference 460 is rotated about the support shaft 453 on the driven carrier 450 fixed to the shaft 100.
  • the solar friction wheel 470 becomes the driving-side cone friction wheel ( While contacting the large contact diameter of 430, the small contact diameter of the driven side cone friction difference 460, thereby accelerating the shift.
  • the rotational force of the driven-side conical friction wheel 460 is transmitted to the driven-side ring friction wheel 440 through the driven-side output friction surface 461, and the rotational force of the driven-side ring friction wheel 440 is one-way.
  • the clutch 320 is transmitted to the hub shell 310 and output.
  • the rotation of the hub shell 310 is transmitted to the wheel of the traveling device and used as a driving source of the traveling device.
  • the one-way clutch 320 if the rotation speed shifted from the transmission unit 400 is faster than the rotation speed of the hub shell 310, the shifted rotational force is output through the one-way clutch 320 On the other hand, if the rotation speed is lower than the rotation speed of the hub shell 310, such as when driving downhill or inertial driving, the one-way clutch 320 is idle by overrunning and is not reverse input.
  • the rotational speed of the driving unit 200 is output from the transmission unit 400 to the driven unit 300 without shifting.
  • the rotational speed of the driving unit 200 is decelerated in the transmission unit 400 and then output to the driven unit 300.
  • the continuously variable transmission of the present invention basically performs the shifting steplessly by using two sets of conical friction differences which face each other, thereby making it impossible to shift in a transmission shock or load driving state conventionally generated in a multistage transmission using a planetary gear set.
  • the advantage is that no phenomenon occurs.
  • the two sets of conical friction differences are arranged to cross each other with a predetermined phase angle difference, thereby enabling a more compact configuration than the conventional continuously variable transmission.

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Friction Gearing (AREA)

Abstract

La présente invention concerne une transmission variable en continu et, en particulier, un dispositif qui : fait varier la vitesse de manière régulière et continue par une structure simple par l'intermédiaire de roues de friction coniques ; et, en particulier, permet à deux groupes de roues de friction coniques se faisant face d'être disposés de manière alternée de façon à se chevaucher mutuellement de telle façon qu'une configuration compacte soit possible, et améliore également considérablement la force de frottement parmi les éléments constitutifs respectifs par une force élastique appliquée de manière indépendante vers le centre depuis les deux côtés, ce qui permet de faire varier la vitesse de manière régulière et continue sans glissement. Ainsi, étant donné que deux groupes de roues de friction coniques se faisant face sont disposés en alternance de manière à se chevaucher mutuellement de manière à faire varier la vitesse en continu sans choc de transmission par une configuration plus compacte, l'attrait commercial peut être accru et de plus, la force de frottement parmi les éléments constitutifs respectifs est remarquablement améliorée par la force élastique appliquée de manière indépendante vers le centre depuis les deux côtés de telle sorte que la vitesse puisse être variée de manière régulière avec une grande efficacité sans pertes dues au glissement, ce qui maximise la performance de transmission.
PCT/KR2015/003496 2014-04-08 2015-04-08 Transmission variable en continu WO2015156592A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2014-0041786 2014-04-08
KR1020140041786A KR101393553B1 (ko) 2014-04-08 2014-04-08 무단변속기

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WO2015156592A1 true WO2015156592A1 (fr) 2015-10-15

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108068989A (zh) * 2016-11-18 2018-05-25 杨明芳 安装有无级变速装置的自行车
CN108068988A (zh) * 2016-11-18 2018-05-25 杨明芳 实现自行车无级变速的无级变速装置

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KR101675404B1 (ko) 2015-05-07 2016-11-11 주식회사 진 무단 변속기
KR101675383B1 (ko) * 2016-08-26 2016-11-11 (주)엠비아이 아이들 제어가 가능한 듀얼 일방향 클러치 및 이를 구비한 변속기

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CN108068989A (zh) * 2016-11-18 2018-05-25 杨明芳 安装有无级变速装置的自行车
CN108068988A (zh) * 2016-11-18 2018-05-25 杨明芳 实现自行车无级变速的无级变速装置

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