Stepless speed change device for vehicle and vehicle

Abstract

The utility model relates to a stepless speed change device for a vehicle and the vehicle. The stepless speed change device comprises a power input shaft used for being connected with a first power source and a power output shaft used for being connected with a motion load. The planetary gear transmission assembly comprises a first sun gear, a planet carrier, planet gears rotationally arranged on the planet carrier and a gear ring meshed with the planet gears on the planet carrier, and the first sun gear is meshed with the planet gears on the planet carrier; the speed regulating device is provided with a power input end and a power output end, the power output end of the speed regulating device is in transmission connection with one of the first sun gear, the planet carrier and the gear ring, and the power input shaft and the power output shaft are in transmission connection with the other two of the first sun gear, the planet carrier and the gear ring; and the power input end of the speed regulating device is connected with an external second power source or the power input shaft. The stepless speed change device has the advantages that the stepless speed change device can bear high torque, so that the requirement of intense driving can be met.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle gearboxes, in particular to a continuously variable transmission device for a vehicle and a vehicle. Background Art

[0002] The vehicle gearbox is an automobile device used to change the speed and torque from the engine, and can change the transmission ratio of the output shaft and the input shaft in a fixed or step-by-step manner. The gearbox has the functions of realizing reverse, changing the transmission ratio to adapt to different driving conditions, and cutting off the transmission of power by neutral gear without turning off the engine. It is widely used in the field of internal combustion engines. The gearbox can be divided into three types according to the number of transmission ratios: stepped, stepless and comprehensive. According to the number of transmission shafts, it can be divided into two-shaft and three-shaft types; according to the operation mode, it can be divided into manual transmission (MT) and automatic transmission, and automatic transmission can be divided into AT, AMT, DCT (DSG), CVT, etc. The manual transmission is mainly composed of gears and shafts, and speed and torque are generated through different gear combinations; while the automatic transmission is mainly composed of a hydraulic torque converter, a planetary gear, a hydraulic pitch system and a hydraulic control system, and speed and torque are achieved through hydraulic transmission and gear combinations.

[0003] Manual transmission MT gearbox has the advantages of direct and reliable power transmission, durability, fuel saving and low price, but the gear shifting speed is slow, the gear shifting feeling is strong, the operation is complicated and it is easy to stall. Automatic gearboxes such as the existing CVT (Continuously Variable Transmission) gearbox replace the traditional gears with a pair of pulleys (driving wheel and driven wheel) and a steel belt. Each pulley is a V-shaped structure composed of two conical disks. One pulley is connected to the engine crankshaft as the driving wheel, and the other pulley is the driven wheel, which is connected to the differential shaft to drive the wheel. The power output by the engine output shaft is first transmitted to the driving wheel of the CVT, and then transmitted to the driven wheel through the V-type transmission belt; for the car, it is finally transmitted to the wheel through the reducer and differential to drive the car. During operation, the movable disk of the driving wheel and the driven wheel is axially moved to change the working radius of the driving wheel, the driven wheel cone surface and the V-type transmission belt meshing, thereby changing the transmission ratio. Since the working radius of the driving wheel and the driven wheel can be adjusted continuously, stepless speed change is achieved. For example, the Chinese utility model patent application with application number CN201620381386.X (authorization announcement number: CN205578649U) discloses a continuously variable transmission of this structure. However, the existing CVT continuously variable transmission also has certain shortcomings. Since the CVT continuously variable transmission uses a steel belt or steel chain to transmit power through friction, it will inevitably slip, and it cannot withstand high torque and cannot be driven vigorously. For example, when the accelerator is deeply stepped on, the steel belt and steel chain transmission will slip more seriously when the torque is suddenly increased, and may even break.

[0004] Therefore, the existing continuously variable transmission for vehicles also needs further improvement. Utility Model Content

[0005] The first technical problem to be solved by the utility model is to provide a continuously variable transmission device for a vehicle which can withstand high torque and has stable power transmission in view of the current status of the prior art.

[0006] The second technical problem to be solved by the present invention is to provide a vehicle using the above-mentioned continuously variable transmission device in view of the current status of the prior art.

[0007] The technical solution adopted by the utility model to solve the above-mentioned first technical problem is: a continuously variable transmission device for a vehicle, comprising:

[0008] A power input shaft for connecting to a first power source and a power output shaft for connecting to a moving load;

[0009] A planetary gear transmission assembly, comprising a first sun gear, a planet carrier, planetary gears rotatably arranged on the planet carrier, and a ring gear meshed with each of the planetary gears on the planet carrier, wherein the first sun gear meshes with each of the planetary gears on the planet carrier;

[0010] A speed regulating device having a power input end and a power output end, wherein the power output end of the speed regulating device is transmission-connected to one of the first sun gear, the planet carrier and the ring gear, and the power input shaft and the power output shaft are transmission-connected to the other two of the first sun gear, the planet carrier and the ring gear;

[0011] The power input end of the speed regulating device is connected to an external second power source or to the power input shaft.

[0012] The continuously variable transmission device is a differential adjustment method formed by the transmission cooperation of a planetary gear transmission assembly and a speed regulating device. It has reliable power transmission, can withstand high torque, and can achieve stepless speed change. Unlike the steel belt / steel chain of the CVT transmission technology in the prior art which transmits power through friction and is prone to breakage and slipping during "violent driving", it can achieve multi-stage and stepless speed change while transmitting power through a rigid connection (gear meshing method), which can meet the needs of "intense driving".

[0013] As an improvement, in order to better match the power input shaft and the power output shaft, the power input shaft is connected to the first sun gear, thereby driving the first sun gear to rotate, and the power output end of the speed regulating device is connected to the planetary carrier, thereby driving the planetary carrier to rotate and form a relative speed with the power output shaft, and the power output shaft is connected to the ring gear transmission.

[0014] In order to effectively simplify the structure of the continuously variable transmission device, especially to reduce energy loss during power transmission, the power input end of the speed regulating device is transmission-connected to the power input shaft, and the power output end of the speed regulating device is transmission-connected to the planetary carrier.

[0015] As an improvement, the speed regulating device is one of a hydraulic torque converter, a magnetic torque converter, and a magnetic coupling. Preferably, the speed regulating device adopts a hydraulic torque converter.

[0016] Further improvement, the speed regulating device is a torque converter, which includes a pump wheel, a turbine and a guide wheel located between the pump wheel and the turbine. The pump wheel is connected to the power input shaft, forming the power input end of the speed regulating device, and the turbine is connected to the planetary carrier, forming the power output end of the speed regulating device.

[0017] The use of a torque converter as a speed regulating device is an important utility model feature of the utility model. Different from the application of torque converters in the automotive field in the prior art (the torque converter is responsible for the flexible transmission of power between the power unit and the speed changing device), the torque converter in the utility model is only responsible for adjusting the relative speed between the "sun gear directly connected to the power input shaft" and the "planet carrier", wherein the pump wheel in the torque converter is fixedly mounted on the input main shaft, and the turbine is connected to the planet carrier. At this time, the torque converter can automatically adjust the relative speed of the sun gear and the planet carrier according to the input speed (torque) and the external automobile operating environment, that is, the soft connection method of the torque converter is creatively applied to the differential speed regulation of the planetary gear transmission assembly.

[0018] In order to adapt to the installation of the torque converter and ensure that the continuously variable transmission device is more compact as a whole, it also includes a gearbox housing, the planetary gear transmission assembly and the torque converter are both arranged in the gearbox housing, the power input shaft extends from the outside into the gearbox housing, and its inner end is coaxially connected to the first sun gear, the pump wheel, turbine and guide wheel of the torque converter are all sleeved outside the power output shaft and coaxially arranged with the power input shaft, the power output shaft extends from the outside to the gearbox housing, and is connected to the ring gear transmission.

[0019] As another feasible solution, the second power source is an electric motor, and the output shaft of the electric motor is drivingly connected to the planet carrier.

[0020] In order to achieve transmission connection with the motor, the outer periphery of the planet carrier is provided with meshing teeth;

[0021] It also includes a speed regulating gear meshed with the meshing tooth portion of the planet carrier, and the speed regulating gear is connected to the output shaft of the motor.

[0022] In order to realize the shift adjustment of forward gear, reverse gear and neutral gear, a shift gear assembly is also included between the power output shaft and the ring gear, and the shift gear assembly includes:

[0023] A second sun gear is axially slidably disposed on the power output shaft;

[0024] At least one spur gear, arranged in the gear ring in a manner capable of rotating about a fixed axis and meshing with the gear ring;

[0025] At least one reverse gear set is arranged at intervals from the forward gear in the axial direction of the power output shaft, each reverse gear set includes two reverse gears arranged in sequence in the radial direction of the gear ring and meshing with each other, the two reverse gears are both arranged in the gear ring in a manner that they can rotate around a fixed axis, and one of the reverse gears is used to mesh with the gear ring, and the other is used to mesh with the second sun gear;

[0026] A shift fork assembly and a shift connecting sleeve, wherein the shift connecting sleeve is sleeved on the power output shaft and connected to the second sun gear, and driven by the shift fork assembly, the second sun gear can move along the axial direction of the power output shaft at least between a first position, a second position and a third position;

[0027] When the second sun gear is in the first position, the second sun gear is meshed with the forward gear;

[0028] When the second sun gear is in the second position, the second sun gear is not meshed with the forward gear and the reverse gear;

[0029] When the second sun gear is in the third position, the second sun gear is meshed with the reverse gear.

[0030] The technical solution adopted by the utility model to solve the above second technical problem is: a vehicle includes an engine and a continuously variable transmission device transmission-connected to the engine, wherein the continuously variable transmission device adopts the above-mentioned vehicle continuously variable transmission device.

[0031] Compared with the prior art, the advantages of the utility model are:

[0032] 1. The continuously variable transmission device of the utility model has a simple structure, a small size, and is easy to process, repair and maintain.

[0033] 2. The continuously variable transmission device of the utility model has direct and reliable power transmission, can withstand high torque, and can achieve continuously variable speed change. Unlike the steel belt / steel chain of the CVT transmission technology in the prior art that transmits power through friction and is prone to breakage and slipping during "violent driving", the continuously variable transmission device can achieve multi-stage and continuously variable speed change while transmitting power through a rigid connection (gear meshing mode), and can meet the needs of "intense driving". For example, when the accelerator is deeply stepped on and the torque suddenly increases, its power transmission can also maintain a high stability.

[0034] 3. The continuously variable transmission device of the utility model can realize continuously variable speed change in a fairly wide range, so that there is no sense of frustration during driving, and can automatically adjust the ratio of speed and torque according to road conditions to obtain a better match between the transmission system and the engine working condition, and it is easier to achieve a balance between the gear ratio, speed ratio, performance, fuel consumption, and exhaust emissions in the transmission system, thereby improving the fuel economy of the entire vehicle.

[0035] 4. Compared with traditional automatic transmissions and CVT transmissions, the cost of the continuously variable transmission device of the present invention is lower. Since there are fewer parts and the power is transmitted directly, the failure rate is extremely low. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 The three-view and three-dimensional diagram of the vehicle continuously variable transmission device of Example 1 of the utility model without the transmission housing, shift assembly and other components ( Figure 1 -A is the main view; Figure 1 -B is the left view; Figure 1 -C is a top view; Figure 1 -D is a stereogram);

[0037] Figure 2 for Figure 1 The cross-sectional view at 1-1 in the middle;

[0038] Figure 3 The three-view diagram and the stereogram of the vehicle continuously variable transmission device of the first embodiment of the utility model ( Figure 3 -A is the main view; Figure 3 -B is the left view; Figure 3 -C is a top view; Figure 3 -D is a stereogram);

[0039] Figure 4 for Figure 3 The cross-sectional view at 2-2 in the middle;

[0040] Figure 5 for Figure 3 The cross-sectional view at 3-3 in the middle;

[0041] Figure 6 for Figure 3 The cross-sectional view at 4-4;

[0042] Figure 7 for Figure 3 The cross-sectional view at 5-5;

[0043] Figure 8 The three-view and three-dimensional diagram of the vehicle continuously variable transmission device of Example 2 of the utility model after the transmission housing, shift assembly and other components are omitted ( Figure 8 -A is the main view; Figure 8 -B is the left view; Figure 8 -C is a top view; Figure 8 -D is a stereogram);

[0044] Fig. 9 for Figure 8 The cross-sectional view at 6-6;

[0045] Fig.10 The three-view diagram and the stereogram of the vehicle continuously variable transmission device of the second embodiment of the utility model ( Fig.10 -A is the main view; Fig.10 -B is the left view; Fig.10 -C is a top view; Fig.10 -D is a stereogram);

[0046] Fig.11 for Fig.10 The cross-sectional view at 7-7;

[0047] Fig.12 for Fig.10 The cross-sectional view at 8-8;

[0048] Fig.13 for Fig.10 A cross-sectional view at 9-9;

[0049] Fig.14 for Fig.10 The cross-sectional view at 10-10;

[0050] Fig.15 for Fig.10 Cross-sectional view at 11-11. DETAILED DESCRIPTION

[0051] The present invention will be described in further detail below in conjunction with the accompanying drawings.

[0052] In the specification and claims of the present invention, terms indicating directions, such as "front", "rear", "up", "down", "left", "right", "side", "top", "bottom", etc., are used to describe various exemplary structural parts and elements of the present invention, but these terms are used here only for the purpose of convenience of description and are determined based on the exemplary orientations shown in the accompanying drawings. Since the embodiments disclosed in the present invention can be arranged in different directions, these terms indicating directions are only used as explanations and should not be regarded as limitations. For example, "up" and "down" are not necessarily limited to directions opposite to or consistent with the direction of gravity.

[0053] Example 1

[0054] Figure 1-Figure 7 The utility model shows a preferred embodiment of the vehicle continuously variable transmission device and the vehicle. The vehicle continuously variable transmission device comprises a gearbox housing, a power input shaft 1, a power output shaft, a planetary gear transmission assembly and a speed regulating device.

[0055] The gearbox housing includes a front cover 34, a rear cover 37 and an intermediate annular housing 35 connected between the front and rear covers. The front and rear covers are connected to the end edges of the intermediate annular housing 35 by bolts 45, and are sealed by providing a sealing ring or filling a sealant. The above-mentioned planetary gear transmission assembly and speed regulating device are both arranged in the gearbox housing.

[0056] The power input shaft 1 is used to connect to an external first power source, such as the engine of a vehicle. It extends through the front end cover 34 of the gearbox housing to the interior of the gearbox housing and is connected to the first sun gear 20 of the planetary gear transmission assembly. The power output shaft is used to connect to the vehicle's motion load. It extends through the rear end cover 37 of the gearbox housing to the interior of the gearbox housing and is transmission-connected to the ring gear 21 of the planetary gear transmission assembly. The power input shaft 1 and the power output shaft are located on the same axis, and both are provided with bearings 44 at the position connected to the gearbox housing. The rear end cover 37 of the gearbox housing is also covered with a bearing cover 38 at the port position for the power output shaft to pass through.

[0057] The planetary gear transmission assembly of this embodiment includes a first sun gear 20, a planet carrier, a planetary gear 19 rotatably arranged on the planet carrier 18, and a ring gear 21. The inner circumferential wall of the ring gear 21 has teeth that can mesh with each planetary gear 19 on the planet carrier 18. The first sun gear 20 meshes with each planetary gear 19 on the planet carrier 18. Among them, the first sun gear 20 is sleeved on the end of the power input shaft 1, and the two are connected by a flat key 3, so that the first sun gear 20 can rotate coaxially with the power input shaft 1 and drive the planetary gears 19 on the planet carrier 18 to rotate. The planet carrier 18 is sleeved on the end of the power input shaft 1 and is rotatably connected to the power input shaft 1 through a bearing 44.

[0058] like Figure 4 As shown, the interior of the gearbox housing, specifically the inner wall of the front end cover 33, is also provided with an oil pump device, which includes an oil pump gear assembly, an oil pump housing 7 and an oil pump cover 8. The oil pump housing 7 and the oil pump cover 8 cooperate with the inner wall of the front end cover 33 to form a chamber for accommodating the oil pump gear assembly. The oil pump gear assembly includes an oil pump driving gear 5 and an oil pump driven gear 6. The oil pump driving gear 5 is sleeved outside the power input shaft 1 and is connected to the power input shaft 1 through a flat key 3. The oil pump driven gear 6 is sleeved outside the oil pump driving gear 5 and meshes with the oil pump driving gear 5. The action process and working principle of the oil pump device are both prior art and will not be repeated here. The top and bottom of the intermediate annular housing 35 of the gearbox housing are respectively provided with an oil filling port and an oil drain port, and the oil filling port and the oil drain port are both provided with oil port nuts 39 for sealing. In addition, the middle annular housing 35 of the gearbox housing is also provided with an oil spray head 42, which is connected to the vehicle radiator. The oil in the gearbox housing is sprayed onto the internal components of the transmission device through an oil pump device, so that the oil can fully lubricate and cool the internal components of the transmission device.

[0059] The speed regulating device has a power input end and a power output end. The power input end of the speed regulating device of this embodiment is connected to the power input shaft 1, that is, the power source of the speed regulating device and the power source of the sun gear of the planetary gear transmission assembly are the same power source, both of which are powered by the vehicle engine. The power output end of the speed regulating device is connected to the planet carrier 18, thereby driving the planet carrier 18 to rotate and form a relative speed with the power output shaft.

[0060] The speed regulating device of this embodiment is one of a hydraulic torque converter, a magnetic torque converter, and a magnetic coupling. A hydraulic torque converter is preferably used. The hydraulic torque converter includes a front housing 12, a locking clutch 13, a pump wheel 9, a turbine 11, and a guide wheel 10 and a one-way clutch 14 located between the pump wheel 9 and the turbine 11. The pump wheel 9 is sleeved outside the power input shaft 1 and connected to the power input shaft 1 through a flat key 3, which constitutes the power input end of the speed regulating device. The turbine 11 is also sleeved outside the power input shaft 1 and is spaced a certain distance from the pump wheel 9 in the axial direction of the power input shaft 1. Specifically, one side of the turbine 11 is connected to the planet carrier 18, and the turbine 11 constitutes the power output end of the speed regulating device. The front housing 12 is also sleeved on the power input shaft 1 and is located on the side of the pump wheel 9 away from the turbine 11, and its outer peripheral edge is connected to the outer peripheral edge of the turbine 11. The outer part of the shaft sleeve of the pump wheel 9 is also provided with a locking clutch 13. The driving computer controls the oil pressure of the locking solenoid valve to control the locking clutch 13, so that the pump wheel and the turbine of the hydraulic torque converter are separated or meshed as one. When the car starts or drives on a bad road, the locking clutch 13 can be separated to make the hydraulic torque converter work, so as to give full play to the advantage of hydraulic transmission automatically adapting to the drastic change of driving resistance. When the car is driving on a good road, and the turbine 11 of the hydraulic torque converter is close to the pump wheel 9, the torque increase effect of the hydraulic torque converter is weakened or even unable to increase torque. The locking clutch 13 should be engaged to make the pump wheel 9 and the turbine 11 of the hydraulic torque converter rigidly connected, that is, converted to direct mechanical transmission, thereby reducing hydraulic loss and improving mechanical efficiency. The structure and working principle of the locking clutch 13 are prior art and will not be repeated. When the pump wheel 9 is driven to rotate by the power input end, the turbine 11 can be driven to rotate in the same direction by the impeller to realize hydraulic transmission.

[0061] The torque converter and the planetary gear transmission assembly of this embodiment are arranged in sequence along the axis extension direction of the power input shaft 1, which effectively simplifies the structure of the continuously variable transmission device. In particular, the torque converter 1 and the sun gear of the planetary gear transmission assembly share the same power source, which effectively reduces the energy loss in the power transmission process compared with the method of driving the torque converter and the planetary gear transmission assembly separately by two independent power sources. Unlike the steel belt / steel chain of the CVT transmission technology in the prior art that transmits power through friction and is prone to breakage and slipping during "violent driving", the continuously variable transmission device of this embodiment adopts a differential adjustment method formed by transmission cooperation between the planetary gear transmission assembly and the speed regulating device. Its power transmission is direct and reliable, can withstand high torque, and can achieve continuously variable speed. This continuously variable transmission device can achieve multi-stage and continuously variable speed when transmitting power through a rigid connection (gear meshing method), which can meet the needs of "intense driving".

[0062] The use of a torque converter as a speed regulating device is an important utility model feature of the utility model. Different from the application of torque converters in the automotive field in the prior art (the torque converter is responsible for the flexible transmission of power between the power unit and the speed changing device), the torque converter of this embodiment is only responsible for adjusting the relative speed between the "sun gear directly connected to the power input shaft 1" and the "planet carrier 18", wherein the pump wheel 9 in the torque converter is fixedly mounted on the power input shaft 1, and the turbine 11 is connected to the planet carrier 18. At this time, the torque converter can automatically adjust the relative speed between the sun gear and the planet carrier 18 according to the input speed (torque) and the external automobile operating environment, that is, the soft connection method of the torque converter is creatively applied to the differential speed regulation of the planetary gear transmission assembly.

[0063] The continuously variable transmission device of this embodiment can automatically change the output speed and torque ratio according to external working conditions (uphill, downhill, sudden increase or decrease of load, etc.) when the power provided by the power source remains unchanged. Similarly, when the external working conditions remain unchanged, the output speed and torque ratio also increase or decrease with the increase or decrease of the power provided by the power source. When the output power of the power source and the external working conditions change at the same time, the output speed and torque ratio will also change accordingly. On the other hand, the hydraulic torque converter in this embodiment not only has the function of speed regulation, but also has the function of reducing impact. Even if the power output shaft suddenly stops rotating, the power source will not stop outputting speed and be damaged.

[0064] When the speed control device adopts a magnetic torque converter or a magnetic coupling, the connection method of its power input end and power output end is similar to that of a hydraulic torque converter, that is, the power input end is connected to the power input shaft 1, and the power output end is connected to the planetary carrier 18, thereby driving the planetary carrier 18 to rotate and forming a relative speed with the power output shaft.

[0065] like Figure 1 and Figure 2 The figure shows that the power output shaft 40a is directly connected to the middle sleeve of the gear ring 21 by bolts 45. In order to realize the shift adjustment of forward gear, reverse gear and neutral gear, as another feasible solution, see Figure 3-Figure 7The continuously variable transmission device of this embodiment also includes a shift gear assembly arranged between the power output shaft 41a and the ring gear 21. The inner end of the power output shaft 41a is rotatably connected to the middle sleeve of the ring gear 21 through a bearing. The shift gear assembly includes a second sun gear 24, at least one forward gear 22, at least one reverse gear 23 group, a shift fork assembly and a shift connection sleeve 27. The second sun gear 24 is slidably sleeved on the power output shaft 41a through a sliding key 4. The shift connection sleeve 27 is also sleeved on the power output shaft 41a and connected to the second sun gear 24. Driven by the shift fork assembly, the second sun gear 24 can move along the axial direction of the power output shaft 41a at least between the first position, the second position and the third position. The shift fork assembly includes a shift fork 25 and a shift fork rod 26. The shift fork 25 is connected to the shift connection sleeve 27. One end of the shift fork rod 26 is used to be connected to the shift fork 25, and the other end can be connected to an external shift rod.

[0066] The forward gear 22 of this embodiment is rotatably connected to a fixed shaft provided on the inner wall of the rear end cover 37. Specifically, the forward gear 22 of this embodiment has four groups arranged evenly spaced in sequence along the circumference of the power output shaft 41a. Each forward gear 22 is located in the ring gear 21 and meshes with the ring gear 21. The reverse gear 23 group of this embodiment also has four groups arranged evenly spaced in sequence along the circumference of the power output shaft 41a. Each reverse gear 23 group is spaced apart from the forward gear 22 in the axial direction of the power output shaft 41a. Each reverse gear 23 group includes two reverse gears 23 arranged in sequence in the radial direction of the ring gear 21 and meshing with each other, and the two reverse gears 23 are also rotatably connected to a fixed shaft provided on the inner wall of the rear end cover 37. One of the two reverse gears 23 in each reverse gear 23 set (the reverse gear 23 located on the outer side) is used to mesh with the ring gear 21 , and the other (the reverse gear 23 located on the inner side) is used to mesh with the second sun gear 24 .

[0067] When the second sun gear 24 is fixedly connected and controlled by the fork lever 26, the fork 25, and the shift connecting sleeve 27 to move to the first position, the second sun gear 24 is meshed with the forward gear 22, and the ring gear 21 can transmit the power to the outside world through the forward gear 22, the sliding key 4, and the power output shaft 41a in sequence (forward rotation state). Similarly, when the second sun gear 24 is fixedly connected and controlled by the fork lever 26, the fork 25, and the shift connecting sleeve 27 to move to the third position, the second sun gear 24 is meshed with the reverse gear 23, and the ring gear 21 can transmit the power to the outside world through the reverse gear 23, the sliding key 4, and the power output shaft 41a in sequence (reverse rotation state). The second sun gear 24 is fixedly connected and controlled by the fork lever 26, the fork 25, and the shift connecting sleeve 27 to move to the second position, at which time, the second sun gear 24 is not meshed with the forward gear 22 and the reverse gear 23, and the continuously variable transmission has no output (is in neutral state).

[0068] The continuously variable transmission device of this embodiment further comprises a clutch assembly, which comprises a clutch ring 28, a clutch friction plate 29, a clutch thruster 30, a first positioning pin 31 and a second positioning pin 32. The clutch ring 28 is sleeved on the periphery of the gear ring 21, and a clutch friction plate 29 is arranged between the clutch ring 28 and the gear ring 21. The clutch thruster 30 is located outside the gearbox housing and is fixed by the second positioning pin 32. The two ends of the clutch ring 28 are positioned by the first positioning pin 31. When braking and / or clutching measures are taken, the clutch thruster 30 acts to push the clutch ring 28 to generate pressure to tighten the clutch friction plate 29. Since the clutch friction plate 29 is installed between the clutch ring 28 and the gear ring 21, the friction force acting on the clutch friction plate 29 reduces the speed of the gear ring 21 or stops rotating. At this time, the second sun gear 24 can be meshed with the forward gear 22 or meshed with the reverse gear 23, or neither meshes, and the power input will not be affected.

[0069] The working process of the continuously variable transmission device of this embodiment is as follows: the power device directly drives the power input shaft 1 to rotate, and the power input shaft 1 directly drives the first sun gear 20 in the planetary gear mechanism and the pump wheel 9 in the torque converter to rotate synchronously through the flat key 3. The first sun gear 20 simultaneously drives the planetary gear 19 in the planetary gear mechanism to rotate, and the planetary gear 19 rotates and drives the ring gear 21 to rotate at the same time (such as Figure 5 As shown); the pump wheel 9 in the torque converter rotates, driving the turbine 11 in the torque converter to rotate, and the turbine 11 is rigidly connected to the planet carrier 18 in the planetary gear mechanism and drives it to rotate synchronously; at this time, the sun gear, planet carrier 18, planetary gear 19, and ring gear 21 in the planetary gear mechanism are all in a rotating state, and the ring gear 21 transmits power to the forward gear 22 and the reverse gear 23 (as shown in FIG. Figure 6 , Figure 7 As shown). When the second sun gear 24 is fixedly connected and controlled by the fork lever 26, the fork 25, and the shift connecting sleeve 27 to mesh with the forward gear 22, the power transmitted by the ring gear 21 is transmitted to the outside world through the forward gear 22, the sliding key 4, and the power output shaft 41a (indirect connection) in sequence (forward rotation state); when the second sun gear 24 is fixedly connected and controlled by the fork lever 26, the fork 25, and the shift connecting sleeve 27 to mesh with the reverse gear 23, the power transmitted by the ring gear 21 is transmitted to the outside world through the reverse gear 23, the sliding key 4, and the power output shaft 41a (indirect connection) in sequence (reverse rotation state); when the second sun gear 24 is fixedly connected and controlled by the fork lever 26, the fork 25, and the shift connecting sleeve 27 to mesh with the forward gear 22 or the reverse gear 23, at this time, the device has no output (is in neutral state).

[0070] This embodiment also relates to a vehicle, which includes an engine and a continuously variable transmission device transmission-connected to the engine, wherein the continuously variable transmission device is the above-mentioned vehicle continuously variable transmission device.

[0071] On the basis of the above embodiments, other embodiments can be obtained by replacing and improving the relevant technical features. For example, the power output end of the speed regulating device is not limited to being connected to the planet carrier 18, the power input shaft 1 is not limited to being connected to the first sun gear 20, and the power output shaft is not limited to being connected to the ring gear 21, that is, the power output end of the speed regulating device can be connected to any one of the first sun gear 20, the planet carrier 18 and the ring gear 21, and the power input shaft 1 and the power output shaft are connected to the other two of the first sun gear 20, the planet carrier 18 and the ring gear 21. For another example, the power input end of the speed regulating device of this embodiment, such as the torque converter, may not be connected to the power input shaft 1, that is, it may also be connected to an independent second drive source, such as an electric motor or a fuel engine, which can cooperate with the torque converter to realize the speed regulating function. For another example, the torque converter and the planetary gear transmission assembly of the continuously variable transmission device are not limited to being arranged in the same gearbox housing, that is, the torque converter and the planetary gear transmission assembly can be placed in independent boxes or housings.

[0072] Example 2

[0073] Figure 8-Figure 15 , shows another preferred embodiment of the vehicle continuously variable transmission device and the vehicle of the utility model. The difference between this embodiment and embodiment 1 is that the speed regulating device is not the same power source as the power source of the sun gear of the planetary gear transmission assembly, but is powered by a second power source, wherein the second power source is an electric motor 15, and the output shaft of the electric motor 15 is connected to the planet carrier 17 through a speed regulating gear 16. Specifically, the outer periphery of the planet carrier 17 of this embodiment is provided with a meshing tooth portion, and the gearbox housing (including the intermediate annular housing 36, the front end cover 34 and the rear end cover 34) is also provided with a speed regulating gear 16 meshing with the meshing tooth portion of the planet carrier 17. The electric motor 15 is arranged outside the gearbox housing, specifically fixed on the front end cover 34 of the gearbox housing, and its output shaft passes through the front end cover 34 of the gearbox housing and is connected to the speed regulating gear 16.

[0074] like Fig.10 and Fig.11 It also shows that the power output shaft 40b is directly connected to the middle sleeve of the gear ring 21 via bolts 45. Figure 12-Figure 15 A scheme is shown in which the power output shaft 41b is indirectly connected to the ring gear 21, that is, the inner end of the power output shaft 41b is rotatably connected to the intermediate sleeve of the ring gear 21 through a bearing, and a shift gear assembly is provided between the power output shaft 41b and the ring gear 21. The structure and operation process of the shift gear assembly are consistent with those in the embodiment and will not be repeated.

[0075] The working process of the continuously variable transmission device of this embodiment is as follows: the power device directly drives the power input shaft 2 to rotate, the power input shaft 2 directly drives the first sun gear 20 in the planetary gear mechanism to rotate through the flat key 3, the first sun gear 20 simultaneously drives the planetary gear 19 in the planetary gear mechanism to rotate, and the planetary gear 19 rotates and drives the ring gear 21 to rotate at the same time (such as Fig.13 The motor 15 controls the speed through the on-board computer to drive the speed regulating gear 16 to rotate, and the speed regulating gear 16 drives the planetary carrier 18 (with teeth) to rotate through meshing (as shown in FIG. Fig.12 At this time, the first sun gear 20, the planet carrier 18 (with teeth), the planetary gear 19, and the ring gear 21 in the planetary gear mechanism are all in a rotating state, and the ring gear 21 transmits power to the forward gear 22 and the reverse gear 23 (as shown in FIG. Fig.15 , Fig.14 As shown); when the second sun gear 24 is fixedly connected and controlled by the shift fork rod 26, the shift fork 25, and the shift connecting sleeve 27 to mesh with the forward gear 22, the power transmitted by the ring gear 21 is transmitted to the outside world through the forward gear 22, the sliding key 4, and the power output shaft 41b (indirect connection) in sequence (forward rotation state); when the second sun gear 24 is fixedly connected and controlled by the shift fork rod 26, the shift fork 25, and the shift connecting sleeve 27 to mesh with the reverse gear 23, the power transmitted by the ring gear 21 is transmitted to the outside world through the reverse gear 23, the sliding key 4, and the power output shaft 41b (indirect connection) in sequence (reverse rotation state); when the second sun gear 24 is fixedly connected and controlled by the shift fork rod 26, the shift fork 25, and the shift connecting sleeve 27, that is, it is not meshed with the forward gear 22 or the reverse gear 23, at this time, the device has no output (is in neutral state). When braking and / or clutching measures are taken, the clutch thruster 30 is actuated to push the clutch ring 28 to generate pressure to tighten the clutch friction plate 29. Since the clutch friction plate 29 is installed between the clutch ring 28 and the ring gear 21, the friction force acting on the clutch friction plate 29 causes the ring gear 21 to reduce its rotation speed or stop rotating. At this time, the second sun gear 24 can be engaged with the forward gear 22 or the reverse gear 23, or neither of them can be engaged, and it will not affect the power input.

Claims

1. A continuously variable transmission device for a vehicle, comprising: A power input shaft for connecting to a first power source and a power output shaft for connecting to a moving load; A planetary gear transmission assembly comprises a first sun gear (20), a planet carrier, a planet gear (19) rotatably arranged on the planet carrier, and a ring gear (21) meshed with each planet gear (19) on the planet carrier, wherein the first sun gear (20) meshes with each planet gear (19) on the planet carrier; The invention is characterized in that it also includes: A speed regulating device having a power input end and a power output end, wherein the power output end of the speed regulating device is transmission-connected to one of the first sun gear (20), the planet carrier and the ring gear (21), and the power input shaft and the power output shaft are transmission-connected to the other two of the first sun gear (20), the planet carrier and the ring gear (21); The power input end of the speed regulating device is connected to an external second power source or to the power input shaft.

2. The vehicle continuously variable transmission according to claim 1, characterized in that: The power input shaft is connected to the first sun gear (20), thereby driving the first sun gear (20) to rotate. The power output end of the speed regulating device is connected to the planetary carrier, thereby driving the planetary carrier to rotate and form a relative speed with the power output shaft. The power output shaft is transmission-connected to the ring gear (21).

3. The vehicle continuously variable transmission according to claim 2, characterized in that: The power input end of the speed regulating device is transmission-connected to the power input shaft, and the power output end of the speed regulating device is transmission-connected to the planet carrier.

4. The vehicle continuously variable transmission according to claim 3, characterized in that: The speed regulating device is one of a hydraulic torque converter, a magnetic torque converter and a magnetic coupling.

5. The vehicle continuously variable transmission according to claim 4, characterized in that: The speed regulating device is a hydraulic torque converter, which includes a pump wheel (9), a turbine (11), and a guide wheel (10) located between the pump wheel (9) and the turbine (11). The pump wheel (9) is connected to the power input shaft, thus forming the power input end of the speed regulating device. The turbine (11) is connected to the planet carrier, thus forming the power output end of the speed regulating device.

6. The vehicle continuously variable transmission according to claim 5, characterized in that: It also includes a gearbox housing, the planetary gear transmission assembly and the torque converter are both arranged in the gearbox housing, the power input shaft extends from the outside into the gearbox housing, and its inner end is coaxially connected to the first sun gear (20), the pump wheel (9), turbine (11) and guide wheel (10) of the torque converter are all sleeved outside the power output shaft and coaxially arranged with the power input shaft, the power output shaft extends from the outside into the gearbox housing, and is transmission-connected to the ring gear (21).

7. The vehicle continuously variable transmission according to claim 3, characterized in that: The second power source is an electric motor (15), and the output shaft of the electric motor (15) is drivingly connected to the planet carrier.

8. The vehicle continuously variable transmission according to claim 7, characterized in that: The outer periphery of the planet carrier is provided with a meshing tooth portion; It also includes a speed regulating gear (16) meshed with the meshing tooth portion of the planet carrier, and the speed regulating gear (16) is connected to the output shaft of the motor (15).

9. The vehicle continuously variable transmission according to any one of claims 1 to 8, characterized in that: It also includes a shift gear assembly arranged between the power output shaft and the ring gear (21), the shift gear assembly including: A second sun gear (24) is axially slidably disposed on the power output shaft; at least one spur gear (22), which is disposed in the gear ring (21) in a manner capable of rotating about a fixed axis and meshes with the gear ring (21); At least one reverse gear (23) set is arranged at intervals from the above-mentioned forward gear (22) in the axial direction of the power output shaft, each reverse gear (23) set comprises two reverse gears (23) which are arranged in sequence in the radial direction of the ring gear (21) and mesh with each other, the two reverse gears (23) are both arranged in the ring gear (21) in a manner that they can rotate around a fixed axis, and one of them is used to mesh with the ring gear (21), and the other is used to mesh with the second sun gear (24); a shift fork assembly and a shift connecting sleeve (27), wherein the shift connecting sleeve (27) is sleeved on the power output shaft and connected to the second sun gear (24), and driven by the shift fork assembly, the second sun gear (24) can move along the axial direction of the power output shaft at least between a first position, a second position and a third position; When the second sun gear (24) is in the first position, the second sun gear (24) is meshed with the forward gear (22); When the second sun gear (24) is in the second position, the second sun gear (24) is not meshed with the forward gear (22) and the reverse gear (23); When the second sun gear (24) is in the third position, the second sun gear (24) is meshed with the reverse gear (23).

10. A vehicle comprising an engine and a continuously variable transmission device connected to the engine, characterized in that: The continuously variable transmission device is a vehicle continuously variable transmission device according to any one of claims 1 to 9.

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