CN111810600A - A diaphragm spring type continuously variable transmission - Google Patents

Abstract

A diaphragm spring type continuously variable transmission, comprising an active transmission part and a driven transmission part connected by a transmission belt, both transmission parts have a transmission shaft, a fixed plate fixed on the transmission shaft, and a moving plate that can move relative to the fixed plate, The transmission belt is arranged on the V-shaped groove formed by the end faces of the fixed plate and the moving plate, and also includes an active pressure plate and a driven pressure plate. The transmission control lever is connected to the active and driven pressure plates. A diaphragm spring is arranged between the active pressure plate and the adjacent moving plate, and between the driven pressure plate and the adjacent moving plate. The transmission control mechanism drives the transmission control lever to drive synchronously. The driving pressure plate and the driven pressure plate move along the axis of the transmission shaft, so as to adjust the distance between the movable plate and the fixed plate of the active transmission part. The invention utilizes the speed change control mechanism and the speed change control rod to realize the change of the transmission ratio, and completely overcomes various shortcomings of the traditional continuously variable transmission using hydraulic control.

Description

A diaphragm spring type continuously variable transmission

technical field

The invention relates to the technical field of transmissions, in particular to a diaphragm spring type continuously variable transmission.

Background technique

The continuously variable transmission is a kind of speed change device applied to the automobile transmission system. It has the characteristics of simple structure, small size, light weight, high transmission efficiency and low manufacturing cost. It is widely used in automobiles.

The continuously variable transmission uses the friction between the V-shaped groove and the transmission belt to realize power transmission. The currently used continuously variable transmission uses a hydraulic method to generate a pressing force between the V-shaped groove and the transmission belt, and at the same time, the transmission ratio is changed by adjusting the hydraulic oil. .

The disadvantages of the traditional CVT are obvious: (1) The V-groove and the transmission belt are easy to slip. Due to the high precision control of the oil pressure of the CVT, it is prone to failure, resulting in insufficient pressing force, which makes the V-groove and the transmission belt slip. It is a common failure of continuously variable transmission, and it is also the most fatal problem. (2) The transmission torque is small, which is generally limited by the maximum oil pressure of the continuously variable transmission system, and the transmission torque is generally small. (3) The speed change is delayed. Due to the slow time for the CVT to build up the oil pressure, the pressing force between the V-shaped groove and the transmission belt cannot be increased in time. Therefore, during the acceleration process of the car, the engine torque output will be limited to prevent the engine torque from increasing. Go too fast to avoid the CVT slipping, and the result is that the car has poor acceleration, is not suitable for intense driving, and is less fun to drive. (4) The hydraulic control system is complex, difficult to manufacture and high cost.

SUMMARY OF THE INVENTION

The technical problem to be solved by the present invention is to provide a diaphragm spring type continuously variable transmission that realizes the adjustment of the transmission ratio through the new structure of the diaphragm spring, and uses the elastic force generated by the elastic deformation of the diaphragm spring to provide the V-shaped groove of the continuously variable transmission The pressing force between the transmission belt and the transmission control mechanism and the transmission control lever are used to realize the change of the transmission ratio, no slippage when transmitting power, high reliability, large transmission torque, fast transmission response, suitable for high torque engines, compact structure , in order to overcome the shortcomings of traditional continuously variable transmission.

The technical scheme of the present invention is: a diaphragm spring type continuously variable transmission, comprising an active transmission part and a driven transmission part connected by a transmission belt; The moving plate that the fixed plate moves, and the transmission belt is arranged on the V-shaped groove formed by the end faces of the fixed plate and the moving plate, and is characterized in that: it also includes an active pressure plate, a driven pressure plate, a fixed plate of the active transmission part and the driven transmission part, The moving plates are all arranged between the active pressure plate and the driven pressure plate, the shift control lever is connected to the active and driven pressure plates, and a diaphragm is arranged between the active pressure plate and the adjacent moving plate, and between the driven pressure plate and the adjacent moving plate The spring, the speed change control mechanism drives the speed change control lever to synchronously drive the active pressure plate and the driven pressure plate to move along the axis of the transmission shaft, thereby adjusting the distance between the moving plate and the fixed plate of the active and driven transmission parts.

A thrust bearing is provided between the diaphragm spring and the moving plate.

The diaphragm spring includes a round base and a toothed film portion, the round base is provided with a shaft hole, the round base passes through the transmission shaft and abuts against the end face of the thrust bearing, and the free end of the toothed film portion abuts against the end surface of the thrust bearing. Lean on the active platen or the driven platen.

The toothed membrane portion is bent toward the active pressure plate or the driven pressure plate, and the free end of the toothed membrane portion has an arc-shaped flange.

A pair of reverse threads is processed on the speed change control rod, and the reverse thread pairs are respectively connected with the driving pressure plate and the driven pressure plate by screw threads.

The end of the transmission control rod is provided with a transmission control rod gear, the tensioning mechanism is connected with the tensioning driving gear, and the tensioning driving gear is meshed with the transmission control rod gear.

It also includes a guide rod. The active pressure plate and the driven pressure plate are provided with guide holes, and the guide holes of the active pressure plate and the driven pressure plate are sleeved on the guide rod.

The transmission shaft includes an input shaft and an output shaft.

Compared with the prior art, the present invention has the following advantages:

The diaphragm spring type continuously variable transmission uses the elastic force generated by the elastic deformation of the diaphragm spring to provide the pressing force between the V-shaped groove of the continuously variable transmission and the transmission belt, and uses the transmission control mechanism and the transmission control lever to change the transmission ratio. It completely overcomes various shortcomings of the traditional continuously variable transmission using hydraulic control, and its benefits: (1) Since the pressing force between the V-shaped groove and the transmission belt never disappears, there is no gap between the V-shaped groove and the transmission belt. Slippage will occur. (2) The transmission torque is large. Since it is easier to increase the pressing force between the V-shaped groove and the transmission belt, it can transmit a larger torque without limiting the torque output of the engine. (3) The speed change response is fast, and a fast speed change mechanism is adopted. At the same time, the pressing force between the V-shaped groove and the transmission belt never disappears, so it can realize fast speed change, and fully exert the acceleration performance of the car, and the driving experience is very strong. (4) No hydraulic control system, which reduces the manufacturing difficulty and cost of the transmission, and also improves the fuel efficiency of the car.

Description of drawings

FIG. 1 is a general structural diagram of an embodiment of a diaphragm spring type continuously variable transmission of the present invention (a partial cross-sectional view developed with the shift control lever shown in FIG. 2 as the axis A-A).

2 is a front end view of the input shaft of the diaphragm spring type continuously variable transmission embodiment of the present invention.

3 is a rear end view of the input shaft of the diaphragm spring type continuously variable transmission according to the embodiment of the present invention.

FIG. 4 is a structural diagram of the diaphragm spring of the diaphragm spring type continuously variable transmission of the present invention.

FIG. 5 is a meshing diagram of the transmission control lever gear 24 of the diaphragm spring type continuously variable transmission of the present invention and the tensioning driving gear 40 .

FIG. 6 is a structural diagram of the installation relationship between the tensioning mechanism of the diaphragm spring type continuously variable transmission of the present invention, the shift control lever, the active pressure plate and the driven pressure plate.

FIG. 7 is a free state diagram of the diaphragm spring of the diaphragm spring type continuously variable transmission of the present invention.

FIG. 8 is a force diagram of the diaphragm spring of the diaphragm spring type continuously variable transmission of the present invention.

FIG. 9 is a working schematic diagram of the transmission ratio of the diaphragm spring type continuously variable transmission of the present invention changing from large to small.

FIG. 10 is a schematic view of the working schematic diagram of the adjustment of the pressing force of the tensioning mechanism of the diaphragm spring type continuously variable transmission according to the present invention.

FIG. 11 is a schematic diagram of a structural deformation example of the diaphragm spring of the diaphragm spring type continuously variable transmission of the present invention.

Detailed ways

The invention utilizes the elastic force generated by the elastic deformation of the diaphragm spring to provide the pressing force between the V-shaped groove of the continuously variable transmission and the transmission belt. By changing the distance between the active pressure plate and the driven pressure plate, the deformation amount of the diaphragm spring is adjusted to realize the adjustment of the pressing force between the V-shaped groove and the transmission belt. At the same time, the change of the transmission ratio is realized through the axial movement of the active pressure plate and the driven pressure plate.

Below, in conjunction with the accompanying drawings and specific embodiments of the description, the technical solutions of the present invention will be further described:

The diaphragm spring type continuously variable transmission is composed of an active transmission part 100 (see the dashed frame part in FIG. 1 ), a driven transmission part 200 (see the dashed frame part in FIG. 1 ), a guide rod 20 , a transmission control mechanism 16 , and a transmission control rod 17 , the tensioning mechanism 25, the speed change lever gear 24, the tensioning driving gear 40 and the transmission belt 23, etc. As shown in Figure 1 is a partial cross-sectional view with the speed change control rod 17 as the axis, and Figure 2 shows the input shaft Front end view, as shown in Figure 3 is the rear end view of the input shaft,

The active transmission part 100 is composed of the input shaft 13 , the active moving plate 11 , the active fixed plate 22 , the active diaphragm spring 12 , the thrust bearing 14 , and the active pressing plate 15 .

The active plate 22 of the active transmission part 100 is fixed on the input shaft 13, the active plate 11 is mounted on the input shaft 13 through splines, and can move axially. In the active V-shaped groove, the thrust bearing 14 is between the active diaphragm spring 12 and the active moving plate 11 , as shown in FIG. 4 , which is a structural diagram of the diaphragm spring. The outer circular end of the active diaphragm spring 12 is in contact with the active pressing plate 15 . The four corners of the active pressing plate 15 are sleeved on the four guide rods 20 .

The structure of the driven transmission part 200 is the same as that of the driving transmission part 100 .

The driven transmission part 200 is composed of the output shaft 18 , the driven disk 29 , the driven fixed disk 19 , the driven diaphragm spring 28 , the thrust bearing 27 , and the driven pressure plate 26 .

The driven fixed plate 19 of the driven transmission part 200 is fixed on the output shaft 18, the driven fixed plate 29 is mounted on the output shaft 18 through splines, and can move axially, and the driven fixed plate 19 is assembled with the driven plate 29 After completion, a driven V-shaped groove is formed, and the thrust bearing 27 is between the driven diaphragm spring 28 and the driven disk 29 . The outer circular end of the driven diaphragm spring 28 is in contact with the driven pressure plate 26 . The four corners of the driven pressure plate 26 are sleeved on the four guide rods 20 .

The drive belt 23 is installed between the driving V-groove and the driven V-groove.

The speed change control mechanism 16 cooperates with a speed change control rod 17, and the speed change control mechanism 16 can control the left and right movement of the speed change control rod 17 to realize the change of the transmission ratio.

The diaphragm spring can choose different structural forms according to the magnitude of the transmitted torque, as shown in Figure 11 for examples of different structural forms.

The tensioning mechanism 25 is connected with the tensioning driving gear 40, and the tensioning driving gear 40 meshes with the gears 24 of the transmission levers on both sides. One end of the two transmission levers 17 is provided with the gears 24 of the transmission levers, and two sets of reverse gears are processed on both sides. The two sets of reverse threads are respectively matched with the active pressure plate 15 and the driven pressure plate 26. The rotation of the two shift control rods 17 can control the distance between the active pressure plate 15 and the driven pressure plate 26, and adjust the deformation of the diaphragm spring. The adjustment of the pressing force between the V-shaped groove and the transmission belt is realized. Figure 5 shows the meshing diagram of the transmission control lever gear 24 and the tensioning driving gear 40, and Figure 6 shows the structural diagram of the installation relationship between the tensioning mechanism, the transmission control lever 17, the driving pressure plate 15 and the driven pressure plate 26.

Work process analysis:

1. Power transmission process

The diaphragm spring type continuously variable transmission uses the diaphragm spring to provide the pressing force between the V-shaped groove and the transmission belt. As shown in Figure 7, when the diaphragm spring is in a free state, the outer circular end is warped. When the outer end of the diaphragm spring is under pressure, it will gradually become flat, as shown in Figure 8.

Before the power transmission is realized, the tensioning mechanism 25 drives the tensioning driving gear 40 and the transmission control lever gear 24 to rotate, drives the transmission control lever 17 to rotate, makes the active pressure plate 15 and the driven pressure plate 26 approach, and pushes the active diaphragm spring 12 and the driven pressure plate 26. The movable diaphragm spring 28 is elastically deformed, and squeezes the driving disk 11 and the driven disk 29, so that the V-shaped grooves of the driving transmission part 100 and the driven transmission part 200 respectively generate a pressing force with the transmission belt 23. When the input shaft 13 rotates, and the friction force between the V-shaped groove and the transmission belt 23 is used to transmit the power to the output shaft 18 to realize the power transmission.

gear ratio change

As shown in FIG. 1 , when the shift control lever 17 is under the control of the shift control mechanism 16 and is at the leftmost position, the active diaphragm spring 12 and the driven diaphragm spring 24 are also at the leftmost position. At this time, the distance between the driving plate 11 and the driving plate 22 is the largest, the transmission belt 23 is closest to the center of the active V-shaped groove, and the active rotation radius is the smallest; the distance between the driven plate 29 and the driven plate 19 is the smallest, The transmission belt 23 is farthest from the center of the driven V-shaped groove, that is, the driven rotation radius is the largest, so the transmission ratio is the largest at this time.

As shown in FIG. 9 , when the transmission ratio is to be reduced, the transmission control mechanism 16 drives the transmission control lever 17 to move to the right, and drives the active pressure plate 15 and the driven pressure plate 26 to move together along the four guide rods 20 to the right. The active pressure plate 15 pushes the active diaphragm spring 12 and the active moving plate 11 to move to the right, and squeezes the transmission belt 23 to move toward the outer circle of the active V-shaped groove, so that the active rotation radius becomes larger; when the driven pressure plate 26 moves to the right, the driven diaphragm spring 28 moves to the right under the push of its own elastic force and the driven disc 29, and the transmission belt 23 moves to the center of the driven V-shaped groove.

When the shift control lever 17 moves to the left under the control of the shift control mechanism 16, the transmission ratio changes from small to large.

Adjustment of the pressing force between the groove and the drive belt

By controlling the tensioning mechanism 25, the distance between the active pressure plate 15 and the driven pressure plate 26 is changed to adjust the pressing force between the V-shaped groove and the transmission belt, thereby adjusting the magnitude of the transmission torque.

As shown in FIG. 10 , when the tensioning mechanism 25 drives the tensioning drive gear 40 and the transmission control lever gear 24 to rotate, it drives the transmission control lever 17 to rotate, so that the distance between the active pressure plate 15 and the driven pressure plate 26 increases, and the active diaphragm spring 12. The elastic deformation of the driven diaphragm spring 28 is reduced, the pressing force between the V-shaped groove and the transmission belt is reduced, and the transmission torque is reduced.

When the transmission torque is to be increased, the tensioning mechanism 25 controls the distance between the active pressure plate 15 and the driven pressure plate 26 to decrease, the elastic deformation of the active diaphragm spring 12 and the driven diaphragm spring 28 increases, and the pressure between the V-shaped groove and the transmission belt increases. As the tightening force increases, the transmitted torque increases.

When the transmission does not need to transmit power, the tensioning mechanism 25 controls the distance between the active pressure plate 15 and the driven pressure plate 26 to be the largest, so as to reduce the deformation of the diaphragm spring as much as possible.

The diaphragm spring type CVT of the present invention utilizes the elastic force generated by the elastic deformation of the diaphragm spring to provide the pressing force between the V-shaped groove of the CVT and the transmission belt, and utilizes the transmission control mechanism and the transmission control lever to realize the transmission ratio. The change completely overcomes the various shortcomings of the traditional continuously variable transmission using hydraulic control. It can transmit more torque without limiting the torque output of the engine, and the speed change response is fast, which can fully exert the acceleration performance of the car, save the complex oil pressure control system, reduce the manufacturing difficulty and cost of the transmission, and improve the the fuel efficiency of the car.

The above-mentioned embodiments are only the embodiments of the present invention, and do not limit the present invention in any form, and there are other deformations and modifications under the premise of not exceeding the technical solutions described in the claims. Partial and non-creative changes based on the technical solutions of the present invention, or equivalent replacements of partial technical features of the technical solutions of the present invention, all belong to the protection scope of the present invention.

Claims (8)

1. The utility model provides a diaphragm spring formula buncher, includes the initiative transmission part and the driven transmission part that connect through the drive belt, and two transmission parts all have the transmission shaft, fix the epaxial price fixing, the driving disk that the price fixing removed relatively, and the drive belt setting is on the V-arrangement groove that is formed by the terminal surface of price fixing, driving disk, its characterized in that: still include the initiative clamp plate, driven clamp plate, the price fixing of initiative transmission part and driven transmission part, the driving disk all sets up between initiative clamp plate and driven clamp plate, the initiative is connected to the variable speed control pole, driven clamp plate, between initiative clamp plate and adjacent driving disk, set up diaphragm spring between driven clamp plate and the adjacent driving disk, variable speed control mechanism drive variable speed control pole synchronous motion initiative clamp plate and driven clamp plate move along the transmission shaft axis, thereby adjust the distance between initiative and the driving disk of driven transmission part and the price fixing.

2. The diaphragm spring type continuously variable transmission of claim 1, wherein: a thrust bearing is arranged between the diaphragm spring and the movable disc.

3. The diaphragm spring type continuously variable transmission according to claim 2, wherein: the diaphragm spring comprises a round base part and a tooth-shaped film part, the round base part is provided with a shaft hole, the round base part penetrates through the transmission shaft and abuts against the end face of the thrust bearing, and the free end of the tooth-shaped film part abuts against the driving pressing plate or the driven pressing plate.

4. The diaphragm spring type continuously variable transmission according to claim 3, wherein: the tooth-shaped film part is bent towards the driving pressing plate or the driven pressing plate, and the free end of the tooth-shaped film part is provided with an arc-shaped flange.

5. The diaphragm spring type continuously variable transmission of claim 1, wherein: a pair of reverse threads are processed on the variable speed control rod and are respectively in threaded connection with the driving pressing plate and the driven pressing plate.

6. The diaphragm spring type continuously variable transmission according to claim 5, wherein: the end part of the speed change control rod is provided with a speed change control rod gear, the tensioning mechanism is connected with the tensioning driving gear, and the tensioning driving gear is meshed with the speed change control rod gear.

7. The diaphragm spring type continuously variable transmission according to claim 6, wherein: the guide rod is further included, guide holes are formed in the driving pressing plate and the driven pressing plate, and the guide holes of the driving pressing plate and the driven pressing plate are sleeved on the guide rod.

8. The diaphragm spring type continuously variable transmission according to any one of claims 1 to 7, characterized in that: the transmission shaft comprises an input shaft and an output shaft.

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