KR20100105367A - Automatic continuously variable transmission - Google Patents

Abstract

The present invention relates to an automatic continuously variable transmission.
The automatic continuously variable transmission according to the present invention includes a shaft 120 that receives power, a second rotating member 130 rotatably installed on the shaft 120, and a first one installed on one side of the shaft 120. The second gear member 142 rotatably installed on one side of the gear member 141, the second rotating member 130, the first gear member 141 to transfer the power of the first gear member 141 to the second gear member 142 The third gear member 143 is installed on the first transmission member 151, the second gear member 142, and the fourth gear member 144 rotatably installed on the other side of the second rotation member 130, The second transmission member 151 and the fourth gear member 144 in which power of the third gear member 143 is transmitted to the fourth gear member 142 and the tension side and the relaxation side are disposed outside the shaft 120. The first gear part 145 rotatably installed on the fifth gear member 145 and the shaft 120, and the ring gear 112 is formed to be inscribed with the fifth gear member 145. 110, and a second is provided to one side of the rotation member 130 and a second rotating member 130 is a one-way drive device 30 to be rotated in a single direction.

Description

Automatic continuously variable transmission

The present invention relates to an automatic continuously variable transmission, and more particularly, to an automatic continuously variable transmission capable of continuously changing the speed ratio between the input side and the output side according to the load on the output side.

In general, a bicycle or a vehicle is equipped with a transmission, and one side of the transmission is connected to an input side receiving kinetic energy, and the other side of the transmission is connected to an output side from which the shifted kinetic energy is output.

The above-mentioned kinetic energy may be an action caused by a manpower when driving a bicycle, or in the case of an automobile, may be an output by an engine.

The transmission described above can vary the speed ratio of the input side and the output side, and a continuously variable transmission is known so that the rotation speed can be continuously changed without steps when the speed ratio is changed from low speed to high speed.

In addition, the speed ratio of the output side is increased as compared with the speed of the input side as the above-described speed ratio increases, but when a load is applied to the output side, the load acting on the input side acts as much as the inverse of the speed ratio.

On the other hand, the smaller the speed ratio described above, the smaller the speed range of the output side compared to the speed of the input side, but the load is applied to the output side and the load acting on the input side acts as the inverse of the speed ratio. The load acting on may not be large.

Therefore, it is necessary to shift in response to the running speed. For example, when starting from a standstill state or going up a hill, the load is large on the output side. Therefore, the speed ratio of the transmission should be small, and the vehicle should be driven at a constant speed or downhill. In the case of small load on the output side, the speed ratio of the transmission should be large. Therefore, if the transmission is properly adjusted in the transmission, more stable driving can be achieved.

In a conventional bicycle, a drive chain sprocket is disposed on a driving side for stepping on a pedal, a driven chain sprocket is disposed on one side of a rear wheel, and a drive chain sprocket and a driven chain sprocket are connected by a chain.

In addition, the above-described drive chain sprocket and the driven chain sprocket are provided with several chain sprockets having different pitch circle sizes, and the drive chain sprocket and the driven chain which allow the occupant to change the position of the chain by winding a lever to wind the chain. It is configured to change the speed ratio by changing the sprocket.

However, in the above-described conventional bicycle, the shift is required to operate the lever and the chain is moved to another chain sprocket so that the minimum traveling distance is difficult for a beginner or a user who has a weak sports nerve.

In addition, when driving at low speed or driving under heavy load, shift to low speed ratio and shifting at high speed ratio when driving at high speed or under heavy load. However, understanding the physical relationship between shift and load In case of insufficient users, there is a problem of inefficient driving without using a transmission.

On the other hand, the continuously variable transmission of the vehicle is a configuration in which the belt is wound around the pulley on the driven side and the driven side, the pulley on the driven side and the pulley on the driven side are formed in a conical shape and arranged in opposite directions.

That is, the speed ratio can be changed depending on the position of the belt. For example, when the belt is caught in the large diameter portion of the driven pulley and the small diameter portion of the driven pulley, a high speed ratio can be obtained. When the small diameter portion of the pulley and the large diameter portion of the driven pulley are caught, a low speed ratio can be obtained.

However, since the belt is slipped in the transmission configured to the above-described vehicle, the belt cannot slip a large amount of power, and frictional heat is generated between the belt and the pulley, resulting in a hardening phenomenon in the belt. have.

Accordingly, an object of the present invention is to provide an automatic continuously variable transmission in which a continuously variable transmission is made in response to a load applied to an output side without an artificial separate operation.

Another object of the present invention, when the transmission is applied to the bicycle, when the bicycle starts from a standstill or climbs the hill road, the transmission ratio is increased to reduce the small physical consumption even when moving at a low speed, the transmission ratio is reduced when the bicycle is running It is to provide an automatic continuously variable transmission that can increase the running speed.

The technical problem to be achieved by the present invention is not limited to the technical problem mentioned above, another technical problem that is not mentioned can be clearly understood by those skilled in the art from the following description. There will be.

Automatic continuously variable transmission according to the present invention for achieving the above technical problem, a shaft for receiving power; A second rotating member rotatably installed on the shaft; A first gear member installed on one side of the shaft without turning; A second gear member rotatably installed on one side of the second rotating member; A first transmission member transmitting power of the first gear member to the second gear member; A third gear member installed on the second gear member so that it does not run off; A fourth gear member rotatably installed on the other side of the second rotating member; A second transmission member which transmits power of the third gear member to the fourth gear member and a tension side and a relaxation side are disposed outside the shaft; A fifth gear member installed on the fourth gear member so as not to fall back; A first rotating member rotatably installed on the shaft and configured to have a ring gear shifted inwardly with the fifth gear member; And a one-way driving device installed at one side of the second rotating member to allow the second rotating member to rotate only in one direction.

In addition, the first and second transmission members may be a chain or a timing belt.

The first gear member and the second gear member may be electrically driven through an idle gear rotatably installed at one side of the second rotation member.

In addition, the automatic continuously variable transmission according to the present invention for achieving the above technical problem, a shaft for receiving power; A second rotating member rotatably installed on the shaft; A sixth gear member installed on one side of the shaft without rebound; A second gear member rotatably installed on one side of the second rotating member and inscribed in the sixth gear member; A third gear member installed on the second gear member so that it does not run off; A fourth gear member rotatably installed on the other side of the second rotating member; A second transmission member which transmits power of the third gear member to the fourth gear member and a tension side and a relaxation side are disposed outside the shaft; A fifth gear member installed on the fourth gear member so as not to fall back; A first rotating member rotatably installed at an outer diameter of the sixth gear member and formed with a ring gear to be inscribed with the fifth gear member to be shifted; And a one-way driving device installed at one side of the second rotating member to allow the second rotating member to rotate only in one direction.

In addition, the automatic continuously variable transmission according to the present invention for achieving the above technical problem, a shaft for receiving power; A rotating member rotatably installed on the shaft and having a sub shaft formed on an outer diameter thereof; An electric gear rotatably installed on the sub shaft and formed with a first gear and a second gear spaced apart from each other; A third gear installed on one side of the shaft without engaging with the first gear; A fourth gear rotatably installed at one side of the shaft and engaged with the second gear and outputting power; And a one-way driving device installed at one outer diameter of the rotating member so that the rotating member rotates only in one direction.

In addition, the sub-shaft may be composed of a plurality, the plurality of sub-shaft may be provided with the electric gear, respectively.

Specific details of other embodiments are included in the detailed description and the drawings.

Automatic continuously variable transmission according to the present invention made as described above can be made continuously variable speed corresponding to the degree of the load acting on the output side, thereby the stable running is not caused by the phenomenon of slack or rattle during driving It is possible.

In addition, the automatic continuously variable transmission according to the present invention can be shifted to the bicycle even when the user is inexperienced in the mechanical operation by changing the active without the artificial operation when used in the bicycle can efficiently run while reducing the physical consumption It becomes possible.

In addition, the automatic continuously variable transmission according to the present invention is improved in durability compared with the prior art by the belt drive by being driven by the gear drive when applied to the vehicle and used.

1 is a view for explaining a bicycle equipped with an automatic continuously variable transmission according to a first embodiment of the present invention.
2 is a view for explaining a configuration in which the automatic continuously variable transmission device according to the first embodiment of the present invention is installed on a bicycle.
3 is an assembled state diagram for explaining the automatic continuously variable transmission according to the first embodiment of the present invention.
4 is an exploded view for explaining the automatic continuously variable transmission according to the first embodiment of the present invention.
FIG. 5 is a view for explaining when a load is applied to the automatic continuously variable transmission according to the first embodiment of the present invention.
FIG. 6 is a view for explaining a case in which a load is reduced in the automatic continuously variable transmission according to the first embodiment of the present invention.
7 is an exploded view for explaining an automatic continuously variable transmission according to a second embodiment of the present invention.
8 is an exploded view for explaining an automatic continuously variable transmission according to a third embodiment of the present invention.
FIG. 9 is a view for explaining when a load is applied to the automatic continuously variable transmission according to the third embodiment of the present invention.
FIG. 10 is a diagram for describing a case in which a load is reduced in the automatic continuously variable transmission according to the third embodiment of the present invention.
11 is an exploded view for explaining an automatic continuously variable transmission according to a fourth embodiment of the present invention.
12 is a view for explaining when a load is applied to the automatic continuously variable transmission according to the fourth embodiment of the present invention.
FIG. 13 is a view for explaining a case in which a load is reduced in the automatic continuously variable transmission according to the fourth embodiment of the present invention.

Advantages and features of the present invention, and methods for achieving them will be apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings.

Like reference numerals refer to like elements throughout.

<First Embodiment>

Hereinafter, an automatic continuously variable transmission apparatus according to a first exemplary embodiment of the present invention will be described with reference to FIGS. 1 to 6.

As shown in FIG. 1, in the bicycle 10, the front wheel 14 and the rear wheel 16 are disposed in front and rear of the fixture 12, respectively, and the driving unit 20 is disposed at one side of the fixture 12. The follower part 22 is arrange | positioned at the rear wheel 16. FIG.

In addition, the driving unit 20 and the follower 22 described above are connected by the transmission member 24 to transmit power, and the driving unit 20 described above is disposed on the left and right sides of the first and second closed cranks 26, respectively. ), The chain sprocket is formed on the outer diameters of the driving unit 20 and the follower 22, and the above-mentioned transmission member 24 may be a chain.

In addition, the chain sprocket of the driving unit 20 described above is larger than the chain sprocket of the follower 22, and may be, for example, two to three times, and the chain sprocket having a different pitch circle between the driving unit 20 and the follower 22. It is also possible to adjust the speed ratio differently by providing a plurality of.

That is, when the first and second pedal cranks 26 and 28 are stepped on, the driving unit 20 is rotated and driven, and the driven unit 22 is rotated by the transmission member 24 to roll the rear wheels 16 to bicycle. (10) is to run.

When the above-described bicycle 10 is driven, when starting from a standstill or climbing uphill, a lot of force is required for driving, and at this time, the automatic transmission is shifted by the automatic continuously variable transmission device 100 according to the first embodiment of the present invention. You will be able to reduce your stamina.

The automatic CVT 100 is installed inside the driving unit 20 described above, and the configuration of the driving unit 20 will be described in more detail with reference to FIG. 2.

A boss 18 is formed at one side of the fixed body 12, and a one-way driving member 30 is installed at one side of the boss 18, and an automatic continuously variable transmission device is located outside the one-way driving member 30. 100 is installed.

In addition, the boss 120, the one-way driving member 30, and the automatic continuously variable transmission 100 described above are provided with the shaft 120 penetrating therebetween, and the first and second parts on both sides of the shaft 120 are provided. The first and second closed cranks 26 and 28 described above are provided at the two ends 126 and 128, respectively.

The one-way drive member 30 described above has a limitation in the direction of movement of the stationary ring 32 and the movable ring 34. As an example, the stationary ring 32 is movable in the state of being fixed to the boss 18 described above. Although the rotational movement of 34 is possible in the running direction of the bicycle 10, the above-described movable ring 34 cannot be rotated in the opposite direction to the traveling direction of the bicycle 10.

In addition, the above-described configuration in which the one-way driving member 30 is prevented from reverse driving uses a known configuration and further detailed description thereof will be omitted.

In addition, the first binding part 36 may be formed at one side of the above-mentioned movable ring 34.

The configuration of the automatic CVT 100 according to the first embodiment of the present invention will be described in more detail with reference to FIGS. 3 and 4.

In the automatic continuously variable transmission 100, power transmitted from the first and second closed cranks 26 and 28 acts on the shaft 120, and the rotation speed of the shaft 120 is the second rotation member 130. Decelerate by a plurality of gears installed in the) acts on the first rotating member (110).

Thereafter, while the first rotating member 110 rotates at low speed, power is transmitted to the rear wheel 16 through the above-described transmission member 24.

The first rotating member 110 is provided with a first bearing 161 at an inner center, a ring gear 112 is formed at an inner diameter, and a chain gear 114 is formed at an outer diameter, and the chain gear 114 is described above. ), The above-described transmission member 24 is connected.

The shaft 120 may be divided into multiple stages of the first, second, and third shaft parts 121, 122, and 123, and the multiple stages may be divided for convenience of description.

The first shaft part 121 may be a part assembled through the boss 18 of the fixing body 12, and the second shaft part 122 may be the second rotating member 130 described above. ) And a first bearing 161 disposed on the first rotating member 110 may be assembled on one side of the third shaft part 123.

The second rotating member 130 has a second binding portion 132 is formed on one side to be coupled to the first binding portion 36 of the one-way drive member 30, the shaft 120 and The second bearing 162 is disposed in the assembled portion, and the third bearing 163 and the fourth bearing 164 are spaced apart from one side of the second rotating member 130.

In addition, the first gear member 141 is installed on the third shaft part 123 of the above-described shaft 120, wherein the first gear member 141 and the third shaft part 123 are configured so that they do not turn against each other. A key or pin may be used as an example of the configuration so that it does not drift away.

In addition, a second gear member 142 is rotatably installed on one side of the above-described second rotating member 130 by the above-described third bearing 163, and a third side of the second gear member 142 is provided. The gear member 143 is installed, wherein the second gear member 142 and the third gear member 143 may be configured so as not to deviate from each other, and as an example of a configuration that does not deviate, a key or a pin ) May be used.

In addition, the first gear member 141 and the second gear member 142 described above may be connected to the first transmission member 151 to transmit power.

In addition, the fourth gear member 144 is rotatably installed on the other side of the second rotating member 130 as described above, and the fifth gear member 144 is rotatably provided by the fourth bearing 164. The gear member 145 is installed, wherein the fourth gear member 144 and the fifth gear member 145 may be configured to not run against each other, and as an example of a configuration that does not turn away, a key or a pin may be used. ) May be used.

In addition, the third gear member 143 and the fourth gear member 144 described above may be connected to the second transmission member 152 to transmit power, and in particular, the tension side of the second transmission member 152 described above. And the relaxed side of the above-mentioned second transmission member 152 is disposed outside the center of the shaft 120 described above.

In addition, the fifth gear member 145 described above is meshed with the ring gear 112 described above.

In addition, the above-described first and second gear members 141 and 142 and the third and fourth gear members 143 and 144 may be chain sprockets, and the above-described first transmission member 151 and second The transmission member 152 may be a chain.

On the other hand, the above-described first and second gear members 141 and 142 and the third and fourth gear members 143 and 144 may be timing gears, and the first and second transmission members 151 and 151 may be formed. 2 The transmission member 152 may be a timing belt.

An operation of the automatic CVT 100 according to the first embodiment of the present invention configured as described above will be described with reference to FIGS. 5 and 6.

First, an example when the load 10 acts greatly on the driving of the bicycle 10, such as starting from a stationary state or climbing a hill, will be described with reference to FIG. 5.

The large load acts on the driving of the bicycle 10, which means that the resistance acts in the direction in which the first rotating member 110 is to travel.

When the occupant steps on the moon, the shaft 120 rotates in the driving direction, the shaft 120 rotates the first gear member 141, and the first gear member 141 mediates the first transmission member 151. Rotate the second gear member 142.

Thereafter, the second gear member 142 rotates the third gear member 143, and the third gear member 143 rotates the fourth gear member 144 via the second transmission member 152 and the first gear member 144 rotates. The four gear member 144 rotates the fifth gear member 145.

Since the fifth gear member 145 is engaged with the ring gear 112, the fifth gear member 145 operates to rotate the first rotation member 110.

At this time, since the resistance to the driving of the bicycle 10 is largely applied, the ring gear 112 does not easily rotate, and the second rotating member 130 has a force to rotate in the opposite direction to the rotational direction of the shaft 120. Although the second rotating member 130 prevents the one-way driving member 30 from rotating in the reverse direction, the fifth gear member 145 has the same direction as the rotation direction of the shaft 120 in the ring gear 112. To exercise.

In particular, the fifth gear member 145 and the above-mentioned ring gear 112 is reduced by the size ratio of the pitch circle, but the torque is increased to act so that the occupant can easily ride the bicycle 10 without applying excessive force I can run it.

Next, an example in which the load acts small on the driving of the bicycle 10 such as driving the bicycle 10 or driving downhill will be described with reference to FIG. 6.

The small load acts on the driving of the bicycle 10, which means that the resistance decreases in the direction in which the first rotating member 110 intends to travel.

That is, the bicycle 10 is accelerated as the pedal is pressed at a higher speed while the bicycle 10 is running, and the operation of the automatic continuously variable transmission device 100 will be described.

When the pedal is pressed while driving, the shaft 120 rotates to rotate the first gear member 141, and the first gear member 141 rotates the second gear member 142 via the first transmission member 151. The second gear member 142 rotates the third gear member 143.

In addition, the third gear member 143 described above rotates the fourth and fifth gear members 144 and 145 via the second transmission member 152, but at this time acts on the first rotation member 110. The rotational speed of the fifth gear member 145 is changed in proportion to the magnitude of the resistance.

The shift of the fifth gear member 145 will be described in more detail as follows.

When the above-mentioned second transmission member 152 is traveling, the torsional moment is applied to the second rotating member 130 about the shaft 120, and the torsional moment described above is the same as the rotational direction of the shaft 120. In this case, the one-way driving member 30 is rotated in the same direction as the second rotation member 130 in the traveling direction of the bicycle 10, so that the second rotation member 130 is rotated.

That is, the rotational displacement of the fifth gear member 145 is changed by the rotational displacement of the second rotation member 130 described above.

As for the rotational displacement of the fifth gear member 145 by the torsional moment of the second rotation member 130 and the rotational displacement of the second rotation member 130, the first gear member 141 is the first transmission member 151. It can be interpreted as a phenomenon due to the tensile force (tensile side) generated in the first transmission member 151 when rotating the second gear member 142 by the), the fifth gear member of the second rotating member 130 145 receives the repulsive force from the ring gear 112, which acts as an appropriate load on the fifth gear member 145, which is the main factor in generating the tensile force (tensile side) in the second transmission member 152, The rotational movement transmitted from the 120 generates the tensile force (tensile side) simultaneously on the first transmission member 151 and the second transmission member 152 to thereby produce the second rotation member 130 and the fifth gear member 145. ) Is rotated in the same direction as the shaft 120 at the same time.

In addition, the rotation speed of the fourth gear member 144 and the fifth gear member 145 described above is reduced, and in this case, the reduction of the rotation speed means that the fifth gear member 145 is rotated due to a large load and thereby the bicycle. This is due to the phenomenon that the first load is made and the inertia and acceleration gradually increase, so that the total load is reduced, and the rotational speed of the second rotating member 130 becomes relatively large, and at any moment, the rotational speed of the shaft 120 The rotational speed of the second rotating member 130 becomes equal, and the rotational speed of the second rotating member 130 and the rotating speed of the first rotating member 110 become equal.

That is, when the rotational speed of the shaft 120 and the rotational speed of the first rotating member 110 become equal to each other and this phenomenon occurs, the speed ratio between the fifth gear member 145 and the ring gear 112 decreases sharply, thereby. The rotational speed acting when the occupant steps on the pedal moon is hardly decelerated and is applied to the first rotating member 110 as it is so that the bicycle 10 can be driven at high speed.

On the other hand, if the running resistance increases while driving the bicycle 10, the rotation of the second rotating member 130 gradually decreases, and the fifth gear member 145 rotates, and at this time, the fifth gear member 145 and the ring The gear 112 is decelerated and the torque is increased relatively.

Therefore, as described above, in the automatic continuously variable transmission apparatus 100 according to the first embodiment of the present invention, the shift may be continuously performed in response to the magnitude of the driving resistance when the bicycle 10 is driven. Since the shift is achieved by simply stepping on the lung moon without any action for the driver, it is possible to travel more conveniently.

In addition, it is possible to shift more easily even for a passenger who is inexperienced in mechanical operation such as gear shifting by automatically shifting to a proper driving resistance without a separate shifting operation.

Second Embodiment

The automatic continuously variable transmission 100a according to the second embodiment of the present invention is a gear transmission of the first transmission member 151 in the chain or timing belt drive according to the first embodiment described above. It demonstrates with reference to 7.

As shown in FIG. 7, an idle gear 153 may be provided between the first gear member 141 and the second gear member 142.

In addition, the above-described idle gear 153 is rotatably installed on the second rotating member 130.

Thus, the automatic continuously variable transmission 100a according to the second embodiment of the present invention is compared with the automatic transmission by applying the first transmission member 151 as a chain in the automatic continuously variable transmission 100a according to the first embodiment. There is an advantage that the assembly is convenient by direct transmission by the gear configuration.

The operation of the automatic continuously variable transmission 100a according to the second embodiment of the present invention described above is similar to the operation of the automatic continuously variable transmission 100 according to the first embodiment of the present invention. Detailed description of the operation is omitted.

Third Embodiment

The automatic continuously variable transmission device 100b according to the third embodiment of the present invention is implemented by rotatably installing a sixth gear member 141a inside the first rotating member 110 in the first embodiment. This will be described with reference to FIG. 8.

As shown in FIG. 8, in the automatic continuously variable transmission device 100b according to the third embodiment of the present invention, a first bearing 161 is provided inside the first rotating member 110, and The sixth gear member 141a is installed inside, and the first bearing 161 may be an ultra-thin bearing.

In addition, the shaft 120 is installed in the center of the sixth gear member 141a as described above, and the first closed crank 26 is installed outside the sixth gear member 141a.

In addition, the second rotation member 130 is rotatably installed on one side of the shaft 120, and the second gear inscribed with the sixth gear member 141a described above on one side of the second rotation member 130. The member 142 is rotatably installed, and the other side of the second rotating member 130 is rotatably installed with the fifth gear member 145 inscribed with the ring gear 112 formed on the first rotating member 110. do.

In addition, the third gear member 143 and the fourth gear member 144 are installed on the other side of the second gear member 142 and the fifth gear member 145 described above, respectively, and the third gear member 143 ) And the fourth gear member 144 are connected via the second transmission member 152.

As described above, the operation of the automatic continuously variable transmission apparatus 100b according to the third embodiment of the present invention is described with reference to FIGS. 9 and 10.

First, an example when the load 10 acts greatly on the driving of the bicycle 10, such as starting from a stationary state or climbing a hill, will be described with reference to FIG. 9.

When the occupant pedals, the shaft 120 rotates in the driving direction, the shaft 120 rotates the sixth gear member 141a, and the sixth gear member 141a rotates the second gear member 142. Let's do it.

Thereafter, the second gear member 142 rotates the third gear member 143, and the third gear member 143 rotates the fourth gear member 144 via the second transmission member 152 and the first gear member 144 rotates. The four gear member 144 rotates the fifth gear member 145.

Since the fifth gear member 145 is engaged with the ring gear 112, the fifth gear member 145 operates to rotate the first rotation member 110.

At this time, since the resistance to the driving of the bicycle 10 is largely applied, the ring gear 112 does not easily rotate, and the second rotating member 130 has a force to rotate in the opposite direction to the rotational direction of the shaft 120. Although the second rotating member 130 prevents the one-way driving member 30 from rotating in the reverse direction, the fifth gear member 145 has the same direction as the rotation direction of the shaft 120 in the ring gear 112. To exercise.

In particular, the fifth gear member 145 and the above-mentioned ring gear 112 is reduced by the size ratio of the pitch circle, but the torque is increased to act so that the occupant can easily ride the bicycle 10 without applying excessive force I can run it.

Next, an example in which the load acts small on the driving of the bicycle 10 such as while the bicycle 10 is driving or driving downhill will be described with reference to FIG. 10.

While the bicycle 10 is traveling, the faster the pedal is pressed at a faster speed, the operation of the automatic continuously variable transmission 100b will be described.

When the pedal is pressed while driving, the shaft 120 rotates to rotate the sixth gear member 141a, the sixth gear member 141a rotates the second gear member 142, and the second gear member 142 is rotated. The third gear member 143 is rotated.

In addition, the third gear member 143 described above rotates the fourth gear member 144 via the second transmission member 152, but at this time is proportional to the magnitude of the resistance acting on the first rotation member 110. The rotation speeds of the fourth and fifth gear members 144 and 145 are changed.

The shift of the fifth gear member 145 will be described in more detail as follows.

When the above-mentioned second transmission member 152 is traveling, the torsional moment is applied to the second rotating member 130 about the shaft 120, and the torsional moment described above is the same as the rotational direction of the shaft 120. In this case, the one-way driving member 30 is rotated in the same direction as the second rotation member 130 in the traveling direction of the bicycle 10, so that the second rotation member 130 is rotated.

That is, the rotational displacement of the fifth gear member 145 is changed by the rotational displacement of the second rotation member 130 described above.

In addition, as the rotation speed of the fifth gear member 145 is reduced, the rotation speed of the second rotation member 130 increases, and at any moment, the rotation speed of the shaft 120 and the rotation of the second rotation member 130 are increased. The speed becomes equal, and the rotation speed of the second rotating member 130 and the first rotating member 110 become equal.

That is, when the rotational speed of the shaft 120 and the rotational speed of the first rotating member 110 become equal to each other and this phenomenon occurs, the speed ratio between the fifth gear member 145 and the ring gear 112 decreases sharply, thereby. When the occupant presses the pedal, the rotational speed acting on the pedal is hardly decelerated and the first rotating member 110 is applied as it is, thereby allowing the bicycle 10 to travel at high speed.

On the other hand, if the running resistance increases while driving the bicycle 10, the rotation of the second rotating member 130 gradually decreases, and the fifth gear member 145 rotates, and at this time, the fifth gear member 145 and the ring gear Slowed down at 112 and torque is increased relatively.

Therefore, as described above, in the automatic continuously variable transmission device 100b according to the third embodiment of the present invention, the shift may be continuously performed in response to the magnitude of the driving resistance when the bicycle 10 is driven. Since the shift is achieved by simply stepping on the lung moon without any action for the driver, it is possible to travel more conveniently.

<Fourth Embodiment>

The automatic continuously variable transmission 100c according to the fourth embodiment of the present invention is an embodiment applicable to a vehicle on which an engine is mounted, which will be described with reference to FIGS. 11 and 12.

The automatic continuously variable transmission 100c according to the fourth embodiment of the present invention is installed between an engine for generating power and a wheel on which a vehicle runs, and a detailed description thereof will be omitted since the configuration of the engine and the wheel is a known configuration.

The automatic continuously variable transmission device 100c according to the fourth embodiment of the present invention is configured such that a plurality of gear configurations are arranged inside the fixed body 18a and shifting is performed according to the magnitude of driving resistance that hinders the vehicle from traveling. .

The gear configuration of the automatic CVT 100c according to the fourth embodiment of the present invention described above will be described in detail with reference to FIGS. 11 and 12.

The fixed body 18a is fixedly installed on one side of the vehicle, and one-way driving member 30a is installed on one side of the fixed body 18a.

The one-way driving member 30a described above is provided with a movable ring 34 so that the fixing ring 32 is fixed to the fixing body 18a described above, and the inside of the fixing ring 32 is rotatable only in one direction. The configuration in which the movable ring 34 is rotatable in one direction uses a known configuration, and further description thereof will be omitted.

A rotating member 130a is installed at the inner diameter of the movable ring 34 and a shaft 120a is rotatably installed at the inner diameter of the rotating member 130a by the fifth bearing 165.

The shaft 120a may receive power from the engine and may be powered or disconnected by the clutch. When the clutch is a fluid clutch, transmission and disconnection of power may be automatically performed.

In addition, the outer shaft of the rotating member 130a is formed with a sub shaft 136 in the radiation direction.

In addition, the axis of the above-described sub shaft 136 may form a right angle or an acute angle with the axis of the rotating member 130a described above, the above-described sub-shaft 136 may be composed of a plurality.

An electric gear 170 is rotatably installed on the sub shaft 136, and the above-described electric gear 170 is formed by spaced apart from the first gear 172 and the second gear 174.

In addition, the jaw 137 is formed at the root side of the sub shaft 136 described above to align the position of the electric gear 170 described above, and the above-described electric gear 170 at the end of the sub shaft 136. Locking device may be provided to prevent the departure of.

As an example of the locking device described above, a nut, a stop ring, or the like may be used.

In addition, one side of the shaft 120a described above is installed so that the third gear 180 does not run off, and on the other side, the fourth gear 190 is rotatably installed by the sixth bearing 166.

The aforementioned first gear 172 is engaged with the aforementioned third gear 180, and the aforementioned second gear 174 is engaged with the aforementioned fourth gear 190.

As described above, the operation of the automatic CVT 100c according to the fourth embodiment of the present invention, which is configured, will be described with reference to FIGS. 12 and 13.

Even when the vehicle is traveling, a driving resistance may be applied to the direction in which the vehicle intends to travel. In this case, when the driving resistance is large, the driving speed is changed to lower the driving speed and increase torque, which will be described with reference to FIG. 12.

The driving resistance acts on the fourth gear 190 disposed at the final stage of transmitting power in FIG. 12.

When power is connected from the engine and the shaft 120a rotates, the third gear 180 rotates, the third gear 180 rotates the first gear 172, and the first gear 172 is the second gear. Rotate 174.

Thereafter, the second gear 174 rotates the fourth gear 190. In this case, since the driving resistance is applied to the fourth gear 190, the electric gear 170 rotates about the shaft 120a. The force acts but the one-way drive member 30a prohibits rotation in a particular direction.

Therefore, the power transmitted from the shaft 120a to the second gear 174 is transmitted to the fourth gear 190, and at this time, the power is shifted by a pitch circle size ratio of the third gear 180 and the fourth gear 190. .

That is, the rotational speed of the shaft 120a is reduced and the torque is increased to be transmitted to the fourth gear 190 to smoothly drive the vehicle.

In addition, when driving the vehicle, the driving resistance may be in operation against the direction in which the vehicle intends to travel. In this case, when the driving resistance is small, the driving speed is increased to increase the driving speed and reduce the torque, which will be described with reference to FIG. 13.

When the running resistance of the vehicle is small, it means that the load acting on the fourth gear 190 in the final stage in which power is transmitted is small. In this case, the fourth gear 190 is rotating.

That is, when the shaft 120a is rotated by the output of the engine, the third gear 180 is rotated so that the rotation moment acts in the direction in which the shaft 120a rotates on the first gear 172, and the rotation moment is a rotary member. And acts to rotate 130a in the same direction as the shaft 120a rotates.

In addition, the one-way driving member 30a described above is allowed to rotate the above-mentioned rotation member 130a in the same direction as the rotational direction of the shaft 120a, and the above-mentioned rotation member 130a is caused by the action of the above-mentioned rotation moment. Rotate.

At this time, the rotational speed of the rotating member 130a and the rotating speed of the electric gear 170 may be inversely proportional. For example, when the rotating speed of the rotating member 130a is increased, the rotating speed of the electric gear 170 is increased. Is reduced.

That is, at any moment, the rotation speed of the shaft 120a and the rotation speed of the rotation member 130a may be equal to each other, and the rotation speed of the rotation member 130a and the rotation speed of the fourth gear 190 may be equal to each other. The rotational speed of the shaft 120a and the rotational speed of the fourth gear 190 may be equalized.

As a result, the reduction ratios of the first, second, third, and fourth gears 172, 174, 180, and 190 are reduced, and the fourth gear 190 is equal to the rotation speed of the shaft 120a which rotates at high speed. ) Will rotate at high speed.

That is, when the load applied to the fourth gear 190 is small, high speed driving is possible without the driver of the vehicle operating separately.

Then, if the load acts on the fourth gear 190 at high speed during driving, the rotation speed of the electric gear 170 increases and the rotation speed of the rotating member 130a decreases so that the rotation speed of the fourth gear 190 decreases. Only a large torque will be transmitted to stabilize the vehicle's running.

In addition, as described above, the automatic continuously variable transmission device 100c according to the fourth embodiment of the present invention has the effect that durability is improved as compared with conventional belt transmission as power is transmitted by a gear configuration.

The features of the automatic continuously variable transmissions 100a, 100b, 100c and 100d according to the first to fourth embodiments of the present invention as described above will be described below.

A plurality of gear members are formed in the second rotating member, and a transmission member between the gear members is configured to further increase torque.

In addition, by generating a tensile force and deriving and distributing the rotational force to simultaneously rotate the gear member that is the final transmission of the torque among the gear member of the second rotary member and the second rotary member during the initial operation to actively change the load.

In addition, the continuously variable transmission using the transmission member used in the above-described bicycle may be applied to an automobile (eg a light vehicle).

In addition, in a continuously variable transmission applied to a vehicle such as a light vehicle, the transmission member of the driving unit is omitted, and all the members of the driving unit may be configured only with gears, and thus may be applied to various industrial fields such as large vehicles and high load machinery.

Although the embodiments of the present invention have been described above with reference to the accompanying drawings, those skilled in the art to which the present invention pertains can understand that the present invention can be implemented in other specific forms without changing the technical spirit or essential features. will be.

Therefore, the embodiments described above are to be understood as illustrative and not restrictive in all respects, and the scope of the present invention is represented by the following detailed description, and the meaning and scope of the claims and All changes or modifications derived from the equivalent concept should be interpreted as being included in the scope of the present invention.

The automatic continuously variable transmission according to the present invention may be installed in a vehicle driven by a manpower, or a vehicle driven by an engine, and may be used to automatically shift in response to a load applied to a bicycle or a vehicle. have.

10: bicycle 12: stationary
14: front wheel 16: rear wheel
18: boss 20: drive unit
22: driven part 24: transmission member
26, 28: first and second pedal crank
30, 30a: One way drive member
32: fixed ring 34: movable ring
36: first binding part
100, 100a, 100b, 100c: automatic continuously variable transmission
110: first rotating member 112: ring gear
114: chain gear 120, 120a: shaft
121, 122, 123: first, second, third shaft parts
126 and 128: first and second end portions 130: second rotating member
130a: rotating member
132: second binding portion 134: sleeve
136: sub shaft 137: jaw
141, 142, 143, 144 and 145: first, second, third, fourth and fifth gear members
141a: sixth gear member 151, 152: first and second transmission members
153: idle gear 170: electric gear
161, 162, 163, 164, 165, 166: 1st, 2nd, 3rd, 4th, 5th, 6th bearing
18a: stationary
172, 174, 180, 190: first, second, third, fourth gear

Claims (6)

A shaft 120 receiving power;
A second rotating member 130 rotatably installed on the shaft 120;
A first gear member 141 installed on one side of the shaft 120 so as not to fall back;
A second gear member 142 rotatably installed on one side of the second rotating member 130;
A first transmission member 151 transmitting the power of the first gear member 141 to the second gear member 142;
A third gear member 143 installed on the second gear member 142 so as not to be idle;
A fourth gear member 144 rotatably installed on the other side of the second rotating member 130;
A second transmission member 152 which transmits power of the third gear member 143 to the fourth gear member 144 and a tension side and a relaxation side are disposed outside the shaft 120;
A fifth gear member 145 installed on the fourth gear member 144 so as not to be idle;
A first rotating member (110) rotatably installed on the shaft (120) and in which a ring gear (112) is formed to be inscribed with the fifth gear member (145) and shifted therein; And
A one-way driving device (30) installed at one side of the second rotating member (130) to allow the second rotating member (130) to rotate in only one direction;
Automatic continuously variable transmission including a. The method of claim 1,
The first and second transmission members (151, 152) is an automatic continuously variable transmission, characterized in that the chain or timing belt. The method of claim 1,
The first gear member 141 and the second gear member 142
And an idle gear (153) rotatably installed on one side of the second rotating member (130). A shaft 120 receiving power;
A second rotating member 130 rotatably installed on the shaft 120;
A sixth gear member 141a installed on one side of the shaft 120 so as not to be idle;
A second gear member 142 rotatably installed at one side of the second rotating member 130 and inscribed in the sixth gear member 141a;
A third gear member 143 installed on the second gear member 142 so as not to be idle;
A fourth gear member 144 rotatably installed on the other side of the second rotating member 130;
A second transmission member 152 which transmits power of the third gear member 143 to the fourth gear member 144 and a tension side and a relaxation side are disposed outside the shaft 120;
A fifth gear member 145 installed on the fourth gear member 144 so as not to be idle;
A first rotating member (110) rotatably installed at an outer diameter of the sixth gear member (141a) and shifted by being formed with a ring gear (112) internally in contact with the fifth gear member (145); And
A one-way driving device (30) installed at one side of the second rotating member (130) to allow the second rotating member (130) to rotate in only one direction;
Automatic continuously variable transmission including a. A shaft 120a receiving power;
A rotating member 130a rotatably installed on the shaft 120a and having a sub shaft 136 formed on an outer diameter thereof;
An electric gear 170 rotatably installed on the sub shaft 136 and formed with a first gear 172 and a second gear 174 spaced apart from each other;
A third gear 180 installed on one side of the shaft 120a and engaged with the first gear 172;
A fourth gear 190 rotatably installed at one side of the shaft 120a and engaged with the second gear 174 and outputting power; And
A one-way driving device (30a) installed at one outer diameter of the rotating member (130a) so that the rotating member (130a) rotates in only one direction;
Automatic continuously variable transmission including a. 6. The method of claim 5,
The sub shaft (136) is composed of a plurality, the plurality of sub shaft (136), the automatic continuously variable transmission, characterized in that the electric gear (170) is installed respectively.

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