CN113653779A - Continuously variable transmission and vehicle - Google Patents
Continuously variable transmission and vehicle Download PDFInfo
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- CN113653779A CN113653779A CN202110768659.1A CN202110768659A CN113653779A CN 113653779 A CN113653779 A CN 113653779A CN 202110768659 A CN202110768659 A CN 202110768659A CN 113653779 A CN113653779 A CN 113653779A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H37/0846—CVT using endless flexible members
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transmission Devices (AREA)
Abstract
The invention discloses a continuously variable transmission and a vehicle, and belongs to the technical field of vehicles. The continuously variable transmission includes: the input end of the planetary mechanism is connected with the first input shaft; the output end of the planetary mechanism can be selectively connected with a starting gear driving gear or a high-speed gear driving gear; the starting gear driven gear and the high-speed gear driven gear are both arranged on the output shaft; the starting gear driving gear is meshed with the starting gear driven gear, and the high-speed gear driving gear is meshed with the high-speed gear driven gear; the second input shaft is arranged in the first input shaft, the second input shaft is coaxial with the first input shaft, and the second input shaft is connected with the CVT transmission system; the CVT transmission system is connected to the output shaft. The stepless speed changer and the vehicle have sufficient starting acceleration performance and high transmission efficiency in a high-speed driving stage.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a continuously variable transmission and a vehicle.
Background
A CVT (Continuously Variable Transmission) is one type of Transmission. In a CVT transmission system, the conventional gears are replaced by a pair of pulleys, each of which has a V-shaped configuration formed by two conical disks, one pulley being connected to the crankshaft of the engine as the drive pulley, and the other pulley being connected to the drive wheels of the differential shaft. The conical disc of the belt wheel can be tightened or expanded under the action of hydraulic thrust to extrude the steel sheet chain so as to adjust the width of the V-shaped groove. When the conical disc moves inwards and is tightened, the steel sheet chain moves towards the direction (centrifugal direction) outside the circle center under the extrusion of the conical disc, and conversely moves towards the inside of the circle center. Thus, the diameter of the disc driven by the steel sheet chain is increased, and the transmission ratio is changed.
Because of the size limitation of the cone pulley, the starting speed ratio of the CVT cannot be too large, and when the starting transmission torque is large, the belt pulley can slip to influence the starting dynamic property; the CVT transfers torque by friction of a steel belt and a conical surface of a belt wheel, so that the transfer efficiency is low, and particularly the efficiency is low when an automobile runs at a high speed.
Disclosure of Invention
The invention provides a continuously variable transmission and a vehicle, which solve or partially solve the technical problems that in the prior art, a CVT (continuously variable transmission) cannot have a too large starting speed ratio, a belt wheel can slip when a starting transmission torque is large, starting power performance is affected, the CVT transmits the torque by friction of a steel belt and a conical surface of the belt wheel, transmission efficiency is low, and especially efficiency is low when an automobile runs at a high speed.
To solve the above technical problem, the present invention provides a continuously variable transmission comprising: the CVT driving system comprises a shell, a first input shaft, a second input shaft, an output shaft, a planetary mechanism, a starting gear driving gear, a starting gear driven gear, a high-speed gear driving gear, a high-speed gear driven gear and a CVT driving system; the first input shaft, the second input shaft, the output shaft, the planetary mechanism, the starting gear driving gear, the starting gear driven gear, the high-speed gear driving gear, the high-speed gear driven gear and the CVT transmission system are all arranged in the shell; the input end of the planetary mechanism is connected with the first input shaft; the output end of the planetary mechanism can be selectively connected with the starting gear driving gear or the high-speed gear driving gear; the starting gear driven gear and the high-speed gear driven gear are both arranged on the output shaft; the starting gear driving gear is meshed with the starting gear driven gear, and the high-speed gear driving gear is meshed with the high-speed gear driven gear; the second input shaft is disposed within the first input shaft, the second input shaft being coaxial with the first input shaft, the second input shaft being connected with the CVT transmission system; the CVT transmission system is coupled to the output shaft.
Further, the planetary mechanism includes: the planetary gear ring, the planet carrier, the planetary gear and the sun gear; the planet gear ring gear is arranged on the first input shaft; the planet gear is arranged in the planet gear ring gear and is meshed with the planet gear ring gear; the sun gear is meshed with the planetary gear, and the sun gear can be selectively connected with the starting gear driving gear or the high-speed gear driving gear; the planet carrier is connected with the planet gear; the planet carrier may be selectively connectable with the housing or the sun gear.
Further, the sun gear is connected with the starting gear driving gear or the high-speed gear driving gear through a first synchronizer.
Further, the planet carrier may be selectively connected with the housing or the sun gear through a second synchronizer.
Further, the CVT transmission system includes: a driving belt wheel, a driven belt wheel and a steel belt; the driving belt wheel is connected with the second input shaft, and the driven belt wheel is connected with the output shaft; the steel belt is sleeved on the driving belt wheel and the driven belt wheel.
Further, the continuously variable transmission further includes: a clutch device; the clutch device includes: a first clutch and a second clutch; the first clutch is connected with the first input shaft; the second clutch is connected with the second input shaft.
Further, the continuously variable transmission further includes: a differential mechanism; the differential is connected with the output shaft.
Further, the ratio of the number of teeth of the starting gear driving gear to the number of teeth of the starting gear driven gear is a starting gear speed ratio, and the starting gear speed ratio is greater than 15.
Further, the ratio of the number of teeth of the high-speed driving gear to the number of teeth of the high-speed driven gear is a high-speed ratio, and the high-speed ratio is less than 3.2.
Based on the same inventive concept, the present application also provides a vehicle including the continuously variable transmission as described.
One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:
because the first input shaft, the second input shaft, the output shaft, the planetary mechanism, the starting gear driving gear, the starting gear driven gear, the high-speed gear driving gear, the high-speed gear driven gear and the CVT transmission system are all arranged in the shell, the first input shaft, the second input shaft, the output shaft, the planetary mechanism, the starting gear driving gear, the starting gear driven gear, the high-speed gear driving gear, the high-speed gear driven gear and the CVT transmission system are all arranged in the shell through the shell, because the input end of the planetary mechanism is connected with the first input shaft, the output end of the planetary mechanism can be selectively connected with the starting gear driving gear or the high-speed gear driving gear, the starting gear driven gear and the high-speed gear driven gear are all arranged on the output shaft, the starting gear driving gear is meshed with the starting gear driven gear, the high-speed gear driving gear is meshed with the high-speed gear driven gear, the second input shaft is arranged in the first input shaft, the second input shaft is coaxial with the first input shaft, the second input shaft is connected with the CVT transmission system, and the CVT transmission system is connected with the output shaft, so when the vehicle starts, the first input shaft transmits power to the planetary mechanism, the output end of the planetary mechanism is combined with the starting gear driving gear, the power is transmitted to the starting gear driving gear by the planetary mechanism, the starting gear driving gear transmits the power to the output shaft through the starting gear driven gear, the power is transmitted through the gear, the pulley is prevented from slipping, starting power performance is ensured, starting acceleration performance is sufficient, when the vehicle runs at low speed, the first input shaft stops power input, the second input shaft transmits the power to the CVT transmission system, the CVT driving mode is used, the vehicle driving mode is suitable for urban working conditions, the vehicle speed is constantly changed, the vehicle economy and the driving performance can be considered under the condition that the vehicle runs at high speed, the first input shaft transmits the power to the planetary mechanism, the output end of the planetary mechanism is combined with the high-speed driving gear, power is transmitted to the high-speed driving gear by the planetary mechanism, the high-speed driving gear transmits the power to the output shaft through the high-speed driven gear, the power is transmitted through the gears, the steel belt is prevented from slipping, the high-efficiency transmission efficiency and the low engine rotating speed can be guaranteed, and the whole vehicle can obtain lower oil consumption.
Drawings
FIG. 1 is a schematic structural diagram of a continuously variable transmission provided in an embodiment of the present invention;
fig. 2 is a schematic diagram of a shift of the continuously variable transmission of fig. 1.
Detailed Description
Referring to fig. 1, an embodiment of the present invention provides a continuously variable transmission including: the CVT driving mechanism comprises a shell, a first input shaft 1, a second input shaft 2, an output shaft 3, a planetary mechanism 4, a starting gear driving gear 5, a starting gear driven gear 6, a high-speed gear driving gear 7, a high-speed gear driven gear 8 and a CVT transmission system 9.
The first input shaft 1, the second input shaft 2, the output shaft 3, the planetary mechanism 4, the starting gear driving gear 5, the starting gear driven gear 6, the high-speed gear driving gear 7, the high-speed gear driven gear 8 and the CVT transmission system 9 are all arranged in the shell.
The input of the planetary mechanism 4 is connected to the first input shaft 1.
The output end of the planetary mechanism 4 can be selectively connected with a starting gear driving gear 5 or a high-speed gear driving gear 7.
The starting gear driven gear 6 and the high-speed gear driven gear 8 are both arranged on the output shaft 3.
The starting gear driving gear 5 is meshed with a starting gear driven gear 6, and the high-speed gear driving gear 7 is meshed with a high-speed gear driven gear 8.
A second input shaft 2 is arranged within the first input shaft 1, the second input shaft 2 being coaxial with the first input shaft 1, the second input shaft 2 being connected to a CVT transmission system 9.
The CVT transmission system 9 is connected to the output shaft 3.
In the embodiment of the application, because the first input shaft 1, the second input shaft 2, the output shaft 3, the planetary mechanism 4, the starting gear driving gear 5, the starting gear driven gear 6, the high-speed gear driving gear 7, the high-speed gear driven gear 8 and the CVT transmission system 9 are all arranged in the shell, the input end of the planetary mechanism 4 is connected with the first input shaft 1, the output end of the planetary mechanism 4 can be selectively connected with the starting gear driving gear 5 or the high-speed gear driving gear 7, the starting gear driven gear 6 and the high-speed gear driven gear 8 are both arranged on the output shaft 3, the starting gear driving gear 5 is meshed with the starting gear driven gear 6, the high-speed gear driving gear 7 is meshed with the high-speed gear driven gear 8, the second input shaft 2 is arranged in the first input shaft 1, the second input shaft 2 is coaxial with the first CVT input shaft 1, and the second input shaft 2 is connected with the transmission system 9, the CVT transmission system 9 is connected with the output shaft 3, so when the vehicle starts, the first input shaft 1 transmits power to the planetary mechanism 4, the output end of the planetary mechanism 4 is combined with the starting gear driving gear 5, the power is transmitted to the starting gear driving gear 5 from the planetary mechanism 4, the starting gear driving gear 5 transmits the power to the output shaft 3 through the starting gear driven gear 6, the power is transmitted through the gears, the pulley slippage is avoided, the starting power performance is ensured, the starting acceleration performance is sufficient, when the vehicle runs at a low speed, the power input of the first input shaft 1 is stopped, the power is transmitted to the CVT transmission system 9 by the second input shaft 2, the CVT driving mode is used, the vehicle is suitable for urban working conditions, the vehicle speed is continuously changed, the frequent gear shifting condition can be considered, the economy and the drivability of the whole vehicle are both, when the vehicle runs at a high speed, the first input shaft 1 transmits the power to the planetary mechanism 4, the output end of the planetary mechanism 4 is combined with the high-speed driving gear 7, power is transmitted to the high-speed driving gear 7 through the planetary mechanism 4, the high-speed driving gear 7 transmits the power to the output shaft 9 through the high-speed driven gear 8, the power is transmitted through the gears, the steel belt is prevented from slipping through the gear transmission, the high-efficiency transmission efficiency and the low engine rotating speed can be guaranteed, and the whole vehicle can obtain lower oil consumption.
Specifically, the ratio of the number of teeth of the start drive gear 5 to the number of teeth of the start driven gear 6 is a start speed ratio, and the start speed ratio (including the final reduction ratio) is greater than 15. In the present embodiment, the start drive gear 5 and the start driven gear 6 are both reduction gears.
The diameter size of belt pulley of traditional CVT gearbox receives the restriction, and the velocity ratio can not design very greatly, generally is less than 12 (including the final drive ratio), and the one grade velocity ratio of traditional CVT gearbox is little, and starting dynamic nature is poor, and the starting gear velocity ratio (including the final drive ratio) of this application is greater than 15, and when the vehicle starts, the velocity ratio is big, does not have the steel band to skid, guarantees starting dynamic nature.
Specifically, the ratio of the number of teeth of the high-speed drive gear 7 to the number of teeth of the high-speed driven gear 8 is a high-speed gear ratio, and the high-speed gear ratio is less than 3.2. In the present embodiment, both the high speed drive gear 7 and the high speed driven gear 8 are speed increasing gears.
When the traditional CVT gearbox runs at a high speed, steel belts are easy to slip, the transmission efficiency is low, the high-speed gear speed ratio of the CVT gearbox is less than 3.2, power is transmitted by using gears when the CVT gearbox runs at a high speed, the transmission efficiency is high, the high-efficiency transmission efficiency and the low engine rotating speed can be ensured, and the whole vehicle can obtain lower oil consumption.
Specifically, the planetary mechanism 4 includes: a planet gear ring gear 4-1, a planet carrier 4-2, a planet gear 4-3 and a sun gear 4-4.
The planet gear ring gear 4-1 is arranged on the first input shaft 1.
The planet gear 4-3 is arranged in the planet gear ring gear 4-1 and is meshed with the planet gear ring gear 4-1.
The sun gear 4-4 is engaged with the planetary gear 4-3, and the sun gear 4-4 is selectively connectable to the starting gear drive gear 5 or the high gear drive gear 7. In the present embodiment, the sun gear 4-4 is connected to the start drive gear 5 or the high drive gear 7 via the first synchronizer 4-5.
The planet carrier 4-2 is connected with the planet gear 4-3.
The planet carrier 4-2 is selectively connectable with the housing or sun gear 4-4. In this embodiment, the planet carrier 4-2 is selectively connectable with the housing or sun gear 4-4 through a second synchronizer 4-6.
When the vehicle starts, the power transmission path of the starting gear is as follows:
the first input shaft 1 transmits power to the planet gear ring gear 4-1 to be connected, and the planet gear ring gear 4-1 serves as a driving part. The second synchronizer 4-6 moves in the direction of the sun gear 4-4, locking the sun gear 4-4 and the planet carrier 4-2 together. The planet gear ring gear 4-1 and the sun gear 4-4 rotate together at the same speed. The first synchronizer 4-5 moves in the direction of the starting gear driving gear 5, and the first synchronizer 4-5 and the starting gear driving gear 5 are combined to rotate at the same rotating speed. The starting gear driving gear 5 is normally meshed with the starting gear driven gear 6, and the starting gear driven gear 6 is fixedly connected with the output shaft 3. Power sequentially passes through the first input shaft 1, the planet gear ring gear 4-1, the planet carrier 4-2, the sun gear 4-4, the first synchronizer 4-5, the starting gear driving gear 5 and the starting gear driven gear 6 to be transmitted to the output shaft 3, power is transmitted through the gears, a belt wheel is prevented from slipping, starting power performance is guaranteed, and starting acceleration performance is sufficient.
When the vehicle is running at high speed, the high-speed gear power transmission path:
the first input shaft 1 is connected with a planetary gear ring gear 4-1, and the planetary gear ring gear 4-1 is used as a driving part. The second synchronizer 4-6 moves in the direction of the sun gear 4-4, locking the sun gear 4-4 and the planet carrier 4-2 together, and the planet gear ring gear 4-1 and the sun gear 4-4 rotate together at the same speed. The planet gear ring gear 4-1 and the sun gear 4-4 rotate together at the same speed. The first synchronizer 4-5 moves in the direction of the high gear driving gear 7, and the first synchronizer 4-5 and the high gear driving gear 7 are combined to rotate at the same rotation speed. The high-speed driving gear 7 is constantly meshed with the high-speed driven gear 8, and the high-speed driven gear 8 is fixedly connected with the output shaft 3. Power sequentially passes through the first input shaft 1, the planet gear ring gear 4-1, the planet carrier 4-2, the sun gear 4-4, the first synchronizer 4-5, the high-speed gear driving gear 7 and the high-speed gear driven gear 8 to be transmitted to the output shaft 3, power is transmitted through the gears, a steel belt is prevented from slipping, high-efficiency transmission efficiency and low engine speed can be guaranteed, and the whole vehicle can obtain low oil consumption.
When the vehicle needs to be reversed, the power transmission path of the reverse gear is as follows:
the first input shaft 1 is connected with a planetary gear ring gear 4-1, and the planetary gear ring gear 4-1 is used as a driving part. The second synchronizer 4-6 moves in the direction away from the sun gear 4-4 to lock the planet carrier 4-2 and the shell together, and the rotation speed of the planet carrier 4-2 is 0. The planet gear ring gear 4-1 is a driving part, the planet carrier 4-2 is locked, and the sun gear 4-4 is a driven part. The rotation of the sun wheel 4-4 can be reversed to realize speed increasing, and the speed ratio is less than 1. The first synchronizer 4-5 moves in the direction of the starting gear driving gear 5, and the first synchronizer 4-5 and the starting gear driving gear 5 are combined to rotate at the same rotating speed. The starting gear driving gear 5 is normally meshed with the starting gear driven gear 6, and the starting gear driven gear 6 is fixedly connected with the output shaft 3. Power is transmitted to the sun gear 4-4 through the planetary gear ring gear 4-1, the sun gear 4-4 is transmitted to the starting gear driving gear 5, the starting driving gear 5 is transmitted to the starting gear driven gear 6, and the starting gear driven gear 6 is transmitted to the output shaft 3.
The reverse speed ratio is the ratio of the number of teeth of the sun gear 4-4 to the number of teeth of the planetary gear ring gear 4-1 multiplied by the ratio of the number of teeth of the starting driven gear 6 to the starting driving gear 5, and the reverse speed ratio is greater than 12.
Specifically, the CVT transmission system 9 includes: a driving belt wheel 9-1, a driven belt wheel 9-2 and a steel belt 9-3.
The driving belt wheel 9-1 is connected with the second input shaft 2, and the driven belt wheel 9-2 is connected with the output shaft 3.
The steel belt 9-3 is sleeved on the driving belt wheel 9-1 and the driven belt wheel 9-2.
When the vehicle is running at a medium or low speed, the first synchronizer 4-5 and the second synchronizer 4-6 are in a neutral position. Power is transmitted to the second input shaft 2, the second input shaft 2 transmits the driving belt wheel 9-1, the driving belt wheel 9-1 transmits the steel belt 9-3, the steel belt 9-3 transmits the power to the driven belt wheel 9-2, and the driven belt wheel 9-2 transmits the power to the output shaft 3.
Specifically, the continuously variable transmission further includes: a clutch device (10).
The clutch device 10 includes: a first clutch 10-1 and a second clutch 10-2.
The first clutch 10-1 is connected to the first input shaft 1, and engine power is transmitted to the first input shaft 1 through the first clutch 10-1.
The second clutch 10-2 is connected to the second input shaft 2, and engine power is transmitted to the second input shaft 2 through the second clutch 10-2.
When the vehicle starts, runs at high speed and backs, the first clutch 10-1 is combined, the second clutch 10-2 is separated, and the power of the engine is transmitted to the first input shaft 1. When the vehicle is in the CVT driving mode, the first clutch 10-1 is disengaged and the second clutch 10-2 is engaged to transmit the engine power to the first input shaft 1, and the power-interruption-free gear shifting is realized through double clutches.
Specifically, the continuously variable transmission further includes: a differential 11.
The differential 11 is connected with the output shaft 3 and is used for receiving power transmitted by the output shaft 3.
This application has designed 4 gears, promptly: the starting gear is realized by combining the starting gear driving gear 5 with the sun gear 4-4 of the planetary mechanism 4, the high-speed gear driving gear 7 is realized by combining with the sun gear 4-4 of the planetary mechanism 4, the reverse gear is realized, the power is transmitted to the CVT transmission system 9 by the second input shaft 2 to realize the CVT driving mode, and the whole vehicle can achieve the optimal power performance, economy and comfort.
The control strategy of the application is as follows:
a starting stage: the starting gear is used, the speed ratio is large enough, no steel belt slips, and starting dynamic performance is guaranteed. And when the vehicle reaches a certain speed, the vehicle exits from the starting gear and enters into a CVT driving mode.
And a medium-low speed stage: the CVT driving mode is suitable for urban working conditions, the vehicle speed is constantly changed, and gear shifting is frequently performed. By adopting the CVT driving mode, the whole vehicle economy and the drivability can be considered.
And (3) high-speed driving stage: and (4) with a high gear, after a certain vehicle speed is exceeded, the CVT driving mode is exited, and with a high gear. The high-speed gear can ensure high-efficiency transmission efficiency and low engine rotating speed, so that the whole vehicle can obtain lower oil consumption.
A reversing stage: the reverse gear is used.
Referring to fig. 2, the starting gear, the CVT mode and the exit of the high gear need to refer to the vehicle speed and the accelerator opening, so that the intention of the driver can be met accurately.
Calibrating a whole vehicle gear shifting strategy: the driver drives the vehicle to meet different road condition requirements, and needs to start, accelerate, overtake, decelerate, cruise at high speed and the like, and the starting gear is used in the starting stage, so that the high-speed-ratio starting can be ensured to ensure the starting dynamic property of the whole vehicle. In the middle and low speed stage (20-80km/h), the CVT mode can ensure the driving comfort of frequent gear shifting. And a high-speed gear is used in a high-speed stage, and the high-efficiency transmission of the parallel gears can be utilized, so that the oil consumption of the whole vehicle is reduced. The whole vehicle calibration strategy can give consideration to the whole vehicle dynamic property, the economy and the gear shifting comfort.
Based on the same inventive concept, the present application further provides a vehicle, where the vehicle employs the continuously variable transmission, and the specific structure of the continuously variable transmission refers to the above embodiments, and since the continuously variable transmission employs all technical solutions of all the above embodiments, at least all beneficial effects brought by the technical solutions of the above embodiments are achieved, and no further description is given here.
Finally, it should be noted that the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, and although the present invention has been described in detail with reference to examples, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, which should be covered by the claims of the present invention.
Claims (10)
1. A continuously variable transmission, comprising: the CVT driving system comprises a shell, a first input shaft, a second input shaft, an output shaft, a planetary mechanism, a starting gear driving gear, a starting gear driven gear, a high-speed gear driving gear, a high-speed gear driven gear and a CVT driving system;
the first input shaft, the second input shaft, the output shaft, the planetary mechanism, the starting gear driving gear, the starting gear driven gear, the high-speed gear driving gear, the high-speed gear driven gear and the CVT transmission system are all arranged in the shell;
the input end of the planetary mechanism is connected with the first input shaft;
the output end of the planetary mechanism can be selectively connected with the starting gear driving gear or the high-speed gear driving gear;
the starting gear driven gear and the high-speed gear driven gear are both arranged on the output shaft;
the starting gear driving gear is meshed with the starting gear driven gear, and the high-speed gear driving gear is meshed with the high-speed gear driven gear;
the second input shaft is disposed within the first input shaft, the second input shaft being coaxial with the first input shaft, the second input shaft being connected with the CVT transmission system;
the CVT transmission system is coupled to the output shaft.
2. The variable transmission of claim 1, wherein the planetary mechanism comprises: the planetary gear ring, the planet carrier, the planetary gear and the sun gear;
the planet gear ring gear is arranged on the first input shaft;
the planet gear is arranged in the planet gear ring gear and is meshed with the planet gear ring gear;
the sun gear is meshed with the planetary gear, and the sun gear can be selectively connected with the starting gear driving gear or the high-speed gear driving gear;
the planet carrier is connected with the planet gear;
the planet carrier may be selectively connectable with the housing or the sun gear.
3. The continuously variable transmission of claim 2, wherein:
the sun gear is connected with the starting gear driving gear or the high-speed gear driving gear through a first synchronizer.
4. The continuously variable transmission of claim 2, wherein:
the planet carrier is selectively connectable with the housing or the sun gear through a second synchronizer.
5. The variable transmission of claim 1, wherein the CVT transmission system comprises: a driving belt wheel, a driven belt wheel and a steel belt;
the driving belt wheel is connected with the second input shaft, and the driven belt wheel is connected with the output shaft;
the steel belt is sleeved on the driving belt wheel and the driven belt wheel.
6. The variable transmission of claim 1, further comprising: a clutch device;
the clutch device includes: a first clutch and a second clutch;
the first clutch is connected with the first input shaft;
the second clutch is connected with the second input shaft.
7. The variable transmission of claim 1, further comprising: a differential mechanism;
the differential is connected with the output shaft.
8. The variable transmission of claim 1, wherein:
the ratio of the number of teeth of the starting gear driving gear to the number of teeth of the starting gear driven gear is a starting gear speed ratio, and the starting gear speed ratio is larger than 15.
9. The variable transmission of claim 1, wherein:
the ratio of the number of teeth of the high-speed driving gear to the number of teeth of the high-speed driven gear is a high-speed ratio, and the high-speed ratio is less than 3.2.
10. A vehicle characterized by comprising a continuously variable transmission according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110768659.1A CN113653779B (en) | 2021-07-07 | 2021-07-07 | Continuously variable transmission and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110768659.1A CN113653779B (en) | 2021-07-07 | 2021-07-07 | Continuously variable transmission and vehicle |
Publications (2)
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