KR0146461B1 - The transmission using bevel planetary gear - Google Patents

Abstract

The present invention relates to a continuous automatic transmission device that smoothly transmits engine power to an output shaft without shifting or replacing gears during shifting, and also reverses by increasing the rotation speed of the differential gear. The present invention has an input driving force and an end portion. An input shaft having integrally formed first, second, and third gears having an increasingly larger radius from the auxiliary shaft; an auxiliary gear that is engaged with the third gear of the input shaft and rotates about the auxiliary shaft; and first, second, and the input shafts. First differentials having a plurality of grooves formed in the inner side of the gears to be engaged with the third and fourth acceleration gears and the reversing gears that are respectively engaged with the auxiliary gears and rotate independently, and the first gear formed at the end of the input shaft. A second differential gear which is inserted into a hollow part of the gear, the third and fourth acceleration gears and the reverse gear, and a bevel gear is formed at an end thereof, and a plurality of grooves of the first differential gear; First and second bevel gears inserted so as to be engaged at both sides of the second differential gear, output shafts opposed to the second differential gear and engaged with the first and second bevel gears, and the second differential gear The brake system applies a braking force, and the interlock system selectively interlocks the second differential gear, the third, fourth acceleration gear and the reverse gear, so the configuration is extremely simple and the gear can be shifted automatically.

Description

Continuous automatic transmission

1 is a cross-sectional view of a continuous automatic transmission according to the present invention.

2 is a cross-sectional view showing a state in which the continuous automatic transmission according to the present invention idles in a neutral state.

3 is a cross-sectional view showing a state in which the input is transmitted to the output shaft at a low speed by the continuous automatic transmission according to the present invention.

Figure 4 is a cross-sectional view showing a state in which the input is transmitted to the output shaft at an intermediate speed by the continuous automatic transmission according to the present invention.

5 is a cross-sectional view showing a state in which the input is transmitted to the output shaft at high speed by the continuous automatic transmission according to the present invention.

6 is a cross-sectional view showing a reverse state in which the output shaft is rotated in the opposite direction to the input shaft by the continuous automatic transmission according to the present invention.

7 is a cross-sectional view of an embodiment in which a disc clutch is mounted on a continuous automatic transmission according to the present invention to transmit power.

* Explanation of symbols for main parts of the drawings

10: input shaft 11, 12, 13: first, second, third gear

14: auxiliary gear 15: auxiliary shaft

20:: 1st differential gear 21: Home

30: 2nd differential gear 40, 41, 42: 3rd, 4th acceleration gear, reverse gear

23, 24: 1st, 2nd bevel gear 50: output shaft

60: brake system 70: interlocking system

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuous automatic transmission, and more particularly, to a continuous automatic transmission capable of smoothly transmitting engine power to an output shaft without shifting or replacing a gear during shifting.

In general, the transmission is provided with a clutch to block the power between the input shaft input from the engine and the transmission so that the power generated by the engine can be shifted and discharged according to the load of the driven shaft. A multi-stage gear should be formed so that it can be shifted properly, and the gear must be shut off and replaced by using a clutch to shift gears. However, there is a problem in that the gears have to be separated and replaced at every shift output, and the clutch needs to be installed separately. In order to solve the above problems, a continuous automatic transmission that transmits power of an input shaft to an output shaft without shifting and replacing the shift lever and the gear is invented and used.

However, the present continuous automatic transmission has a problem that the configuration is extremely complicated and the manufacturing cost is also expensive, and the automatic is also expensive, the fuel consumption is high, and the car does not move in case of failure.

The present invention has been made in order to solve the above problems, it is possible to automatically shift and to be configured to change manually as needed, as well as extremely simple configuration can reduce the failure and reduce the manufacturing cost The purpose is to provide a continuous automatic transmission.

Continuous automatic transmission device according to the present invention for achieving the above object has an input driving force and the first, second, third gear having a larger radius from the end integrally formed with an input shaft, the third gear of the input shaft An auxiliary gear rotated about the auxiliary shaft at the same time as being meshed with the first shaft, and hollow third and fourth acceleration gears and the reverse gear meshed with the first, second gears and the auxiliary gear of the input shaft respectively to rotate independently; A first differential gear having a gear formed therein so as to mate with a first gear formed at an end of the first gear, and having a plurality of grooves in a central portion thereof; a third bevel gear inserted into a hollow portion of the third and fourth acceleration gears and a reversing gear, First and second bevel gears, which are rotatably inserted into the second differential gears, the plurality of grooves of the first differential gears and engaged with both sides of the second differential gears, and are positioned to face the second differential gears. An output shaft meshing with the first and second bevel gears, a brake system for applying braking force to the second differential gear, and an interlocking system for selectively interlocking the second differential gear with the third and fourth acceleration gears and the reverse gear. It is.

In the operation of the continuous automatic transmission configured as described above, since the first differential gear is rotated by the input shaft and the load is applied to the output shaft, the first and second level gears are idle to idle the second differential gear. If the second differential gear is slowly grabbed by a known brake system in idle mode, the idle rotation of the second differential is reduced and the torque is transmitted to the output shaft. The output shaft rotates slowly. As the differential gear is not rotated, its rotational force is transmitted to the output shaft to achieve low speed.In the case of medium and high speed, the third and fourth acceleration gears which are rotated by being engaged with the second and third gears by a known interlocking system are connected to the second differential gear. By connecting them integrally, the rotational force is affirmed on the output shaft.When reversing, the rotational force is first and second beveled by connecting the reversing gear, whose direction is changed by the auxiliary gear rotated by the third gear of the input shaft, to the second differential gear. It is transmitted to the output shaft through the gear, the output shaft is characterized in that the reverse is made because the reverse rotation.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the continuous automatic transmission according to the present invention will be described in detail as follows.

The continuous automatic transmission according to the present invention receives the rotational force from the drive shaft (not shown) of the engine as shown in FIGS. 1 to 7 and receives first, second, third gears (11, 12, 13) at one end. Is provided, the input shaft 10 is installed, the auxiliary gear 15 is formed on the auxiliary shaft 15 spaced apart from the input shaft 10 is formed and meshed with the third gear 13, the input shaft 10 And the third and fourth acceleration gears 40 and 41 and the reverse gear 42 which are fitted to the first and second gears 11 and 12 and the auxiliary gear 14 respectively, and are formed of the input shaft 10. The first differential gear 20 is meshed with the first gear 11 and the first and second bevel gears 23 and 24 are rotatably inserted therein, and the third and fourth acceleration gears 40 and 41 are formed therein. And a second differential gear 30 having a shaft 30 'interpolated in the reverse gear 42 and a bevel gear 31 formed at its end, meshes with the first and second bevel gears 23 and 24, The output shaft 50 is formed in the other parts of the first and second bevel gears 23 and 24. It is.

The first, second, and third gears 11, 12, and 13 formed on the input shaft 10 have the first gear 11 integrally formed at the shortest end and have a radius larger than that of the first gear 11 at the rear side thereof. The second gear 12 having the second gear 12 is positioned, and the third gear 13 having a larger radius than the second gear 12 at a predetermined distance from the second gear 12 is located. The third acceleration gear 40 is engaged with the first gear 11, the fourth acceleration gear 41 is engaged with the second gear 12, and the auxiliary gear 14 is engaged with the third gear 13. The reverse gear 42 is meshed with the auxiliary gear 14. The third acceleration gear 40 has a radius larger than that of the fourth acceleration gear 41, and the fourth acceleration gear 41 has a radius larger than that of the reverse gear 42, and the third and fourth acceleration gears respectively. The intermediate shafts 40 ', 41', 42 'are formed in the 40 and 41 and the reverse gear 42.

The first gear 11 of the input shaft 10 is engaged with the first differential gear 20 having the gear 22 therein, and a plurality of grooves 21 are formed therein so that the plurality of grooves 21 are formed in the first gear 11 of the input shaft 10. The first and second bevel gears 23 and 24 are inserted to be rotatable. The second differential gear 30 is meshed with the first and second bevel gears 23 and 24, and the output shaft 50 is positioned to face the second differential gear 30 so as to face the first and second bevel gears ( The second differential gear 30 of 23 and 24 is engaged with the other part to be engaged.

A brake system 60 is installed at one side of the second differential gear 30 to hold the shaft 30 ′ of the second differential gear 30. The system can be applied to all types of braking devices such as electric, electronic, and pneumatic as manual control or manual type. In addition, the second differential gear 30 and the third acceleration gear 40 are held at medium speed, the second differential gear 30 and the fourth acceleration gear 41 are held at high speed, and the second differential drive is carried out at the reverse speed. An interlock system 70 is formed to hold the gear 30 and the reverse gear 42. The interlock system 70 is a known device or mechanism is used. That is, electric, electromagnetic clutches, fluid clutches, disc clutches and the like can be used.

Referring to the effects of the present invention.

The continuous automatic transmission of the present invention can be used in any mechanism that shifts and outputs driving force of automobiles and industrial machines, and the like will be described here by taking an example of a transmission of an automobile.

If we look at the process of power transmission, neutral, low speed, high speed, and reverse,

1. Neutral position

Input shaft ↑-1st, 2nd, 3rd gear ↑-Auxiliary gear ↓-3rd, 4th gear ↓, Reverse gear ↑-1st differential gear ↑-1st, 2nd bevel gear ←, →-2nd differential gear ↑

The neutral state is a state in which the driving force of the engine is idling without being output to the output shaft 50. That is, the load is applied to the axial force shaft 50. When the rotational force is input from the drive shaft of the engine, the input shaft 10 is rotated, and the first, second, and third gears 11, 12, and 13 integrally formed on the shaft rotate in the same direction, and the first, second, and third gears ( As the 11, 12 and 13 rotate, the auxiliary gear 14 meshed with the first gear 11 is rotated in the opposite direction and the third and fourth acceleration gears meshed with the second and third gears 12 and 13 are rotated. The reverse gear 42 rotated in the opposite direction to the rotation directions 12 and 13 of the second and third gears and meshed with the auxiliary gear 14 is the same as the rotation direction of the first gear 11. Rotate in the direction. In addition, when the first differential gear 20 engaged with the first gear 11 of the input shaft 10 rotates in the opposite direction to the input shaft 10, the first and second bevel gears 23 and 24 located therein are rotated. Since the output shaft 50 is loaded, the first and second bevel gears 23 and 24 are rotated in the direction of the arrow, and the second differential gears meshed with the first and second bevel gears 23 and 24 ( 30 also rotates in the same direction as the input shaft (10).

In this neutral state, the third and fourth acceleration gears 40 and 41 and the reverse gear 42 are rotated in directions opposite to the rotation direction of the input shaft 10, respectively, and the first differential gear 20 is caused by the load of the output shaft 50. ) Rotates in the same direction as the input shaft 10 and the first, second bevel gears (23, 24) and the second differential gear 30 also idling in the same direction as the input shaft (10).

2. Low speed

Input shaft ↑-1st, 2nd, 3rd gear ↑-Auxiliary gear ↓-3rd, 4th gear ↓, Reverse gear ↑-1st differential gear ↓-1st, 2nd bevel gear →, ←-Output shaft ↑

The low speed state is a state in which the rotation of the output shaft 50 gradually increases. When the braking force P is gradually applied through the brake system 60 installed near the shaft 30 'of the second differential gear 30 in the neutral state, As the rotation of the second differential gear 20 which is rotated in the same direction as the input shaft 10 is decreased, the rotation of the output shaft 50 is gradually increased. That is, as the rotation of the second differential gear 30 decreases, the air power of the first and second bevel gears 23 and 24 decreases and rotates in the direction of the arrow, thereby reducing the rotational force of the second differential gear 30. The rotational force is transmitted to the output shaft 50 meshed with the first and second bevel gears 23 and 24 so that the vehicle starts slowly by rotating the output shaft 50. The above speed is the first speed of a typical automobile. When the second differential gear 30 is completely gripped by the brake system 60, the second differential gear 30 cannot be rotated, so that the rotational force is as high as the second differential gear 30 is idling. It is transmitted to the output shaft as it is through (23, 24) is to increase the speed of the output shaft (50). The speed mentioned above is a speed of two stages which is the speed of a normal automobile.

3. Medium speed

Input shaft ↑-1st gear ↑-3rd acceleration gear ↓-2nd differential gear ↓-1st, 2nd bevel gear →, ←-Output shaft ↑

The medium speed state is a state in which the gear shaft is shifted when the rotation of the output shaft 50 is to be increased from the low speed state. The third acceleration gear 40 and the second differential gear 30 are integrally connected by the interlocking system 70. When the second differential gear 30 and the third acceleration gear 40 are rotated integrally, the second differential gear 30 receives the rotation speed of the third acceleration gear 40 and receives the first differential gear 20. By receiving the rotational speed at the same time, the rotational force is transmitted to the output shaft 50 through the first, second bevel gears (23, 24). That is, the rotation speed of the third acceleration gear 40 rotated by the first gear 11 of the input shaft 10 is added to the rotation speed in the low speed state and is transmitted to the output shaft 50.

3. High speed

Input shaft ↑-2nd gear ↑-4th acceleration gear ↓-2nd differential gear ↓-1st, 2nd bevel gear →, ←-Output shaft ↑

The high speed state is a state in which the rotation of the output shaft 50 is increased when the rotation of the output shaft 50 is increased, and the second acceleration gear 40 and the second differential gear 30 are separated by the interlocking system 70. When the four-acceleration gear 41 and the second differential gear 30 are integrally connected, the second differential gear 30 has a faster rotational force than in the medium speed state. Since the fourth acceleration gear 41 is meshed with the second gear 12 of the input shaft 10, the second gear 12 is larger than the radius of the first gear 11 and the fourth acceleration gear 41 is the third. Since the fourth acceleration gear 41 has a smaller radius than the accelerator gear 40, the fourth acceleration gear 41 has a faster rotational speed than the third acceleration gear 40. Since the second differential gear 30 has a high rotational speed of the fourth acceleration gear 41, the second differential gear 30 is added to the rotational speed of the first differential gear 20 to output the output shaft 50 through the first and second bevel gears 23 and 24. High speed rotation speed is transmitted. If a speed higher than the speed of the high-speed state described above is desired, the speed is further increased by using a known torque converter connected to the output shaft.

4. Reverse

Input shaft ↑-3rd gear ↑-Auxiliary gear ↓-Reduction gear ↑-2nd differential gear ↑-1st, 2nd bevel gear ←, →-Output shaft ↓

The reverse state is a state in which the output shaft 50 rotates in a direction opposite to the rotation direction of the input shaft 10, and the auxiliary gear 14 meshed with the third gear 13 of the input shaft 10 by the interlocking system 70. The reverse gear 42 which is rotated in engagement with the second gear is rotated integrally with the second differential gear 30. Since the auxiliary gear 14 is meshed with the third gear 13, the auxiliary gear 14 is rotated in the opposite direction to the third gear 13, and the reverse gear 42 is meshed with the auxiliary gear 14, so that the third gear 13 is engaged with the third gear 13. It is rotated in the same direction as. Since the second differential gear 30 integrally connected to the reverse gear 42 is rotated in the same direction as the input shaft, the first and second bevel gears 23 and 24 are rotated in the direction of the arrow so that the output shaft 50 is rotated in the input shaft 10. The reverse direction is achieved by rotating in the opposite direction.

The embodiment shown in FIG. 8 uses the disc clutch 90 as an interlocking system, and forms a spline 82 on the axis of the second differential gear 81 and forms a disc clutch on the spline 82. 90 is installed to be movable. The disc clutch 90 has a second spline 90 'formed in the recessed portion so that the auxiliary clutch 91 is movable on the second spline 90'. At low speed, the second differential gear 81 is held by the brake system (not shown), and at medium speed, the disc clutch 90 is moved forward along the spline 82 of the second differential gear 81. It is integrally connected with the third acceleration gear 83, and at a high speed, the auxiliary clutch 91 is moved forward along the second spline 90 'of the disc clutch 90 so as to be connected to the fourth acceleration gear 84. It is connected in one piece. At the time of reverse movement, the disc clutch 90 is moved backward along the first spring 82 to be integrally connected with the reverse gear 85. The operations of low speed, medium speed, high speed, and reverse are the same as described above.

In addition, the present invention can use the automatic selection lever in normal times and can be manually shifted as needed, and the automatic selection lever can be adjusted using the automatic speed sensor.

As described above, the automatic continuous shift device according to the present invention is capable of shifting manually and automatically to prevent safety accidents and to be equipped with a speed sensor, thereby smoothly accelerating without excessive force to the engine, thereby resulting in fuel savings. In addition, there is an advantage that the manufacturing cost can be reduced because it is easy to manufacture.

Claims (2)

An input shaft 10 having an input driving force and having first, second, and third gears 11, 12, 13 having a gradually larger radius from the end, and a third gear 13 of the input shaft 10; Meshes with the auxiliary gear 14 rotated about the auxiliary shaft 15 and the first and second gears 11 and 12 and the auxiliary gear 14 of the input shaft 10 and rotates independently. Gear 22 is formed on the inner side so as to be engaged with the third and fourth acceleration gears 40 and 41 and the reverse gear 42 of the hollow, and the first gear 11 formed at the end of the input shaft 10. First bevel gears 20 having a plurality of grooves 21 formed therein, and third and fourth acceleration gears 40 and 41 and reversing gears 42 inserted into hollow portions, and bevel gears 31 are formed at ends thereof. First and second bevel gears 23 and 24 that are rotatably inserted into the second differential gear 30 and the respective grooves 21 of the first differential gear 20 to be engaged on both sides of the second differential gear. And, so as to face the second differential gear 30 And an output shaft 50 engaged with the first and second bevel gears 23 and 24, a brake system 60 for applying a braking force to the second differential gear 30, and the second differential gear 30. And a third and fourth acceleration gears 40 and 41 and an interlocking system 70 for selectively interlocking the reverse gear 42. 4. The third and fourth acceleration gears 40 and 41 and the reverse gear 42 have a third radius of the third acceleration gear 40, and the fourth acceleration gear 41 is smaller. Then, the continuous automatic transmission characterized in that the radius of the reverse ging (42) is formed the smallest.