KR100328383B1 - Continuously Variable Transmission - Google Patents

Abstract

The present invention relates to a continuously variable transmission configured to shift the power input to the input shaft in accordance with the load on the output shaft in the state in which all the gears are connected, the reverse drive is also made in a simple manner.

Its configuration consists of a transmission system that receives the power generated by the engine and shifts it to the output shaft, a speed adjustment system that automatically adjusts the rotation ratio corresponding to the load state of the output shaft, and a forward / reverse switching system.

Due to the characteristics of the configuration, it is possible to continuously vary the power input through the input elements selected from the planetary gear set, including the planetary gear set and the forward and reverse switching system.

Operationally, the connection between the output shaft and the transmission system allows the impeller to transmit a rotation slower than the input rotational force.

Therefore, the rotational force transmitted to the impeller is characterized in that it is always configured to transmit a larger rotational force than the input torque.

In effect, it can be shifted with great propulsion, good performance, smooth and quiet running as well as stepless driving.

Description

Continuously Variable Transmission

The present invention relates to a continuously variable transmission, and more particularly, to a continuously variable transmission configured to transmit power to an output shaft while power is inputted to an input shaft through a transmission system and shifted according to a load state applied to the output shaft.

In general, a summary of the configuration of the shifting system, the shifting adjustment system, and the forward and reverse switching system, the shifting system is based on the planetary gear unit, and includes an input shaft, an output shaft, and two sets of planetary gears (including sun gear and carrier). In addition, it is configured to transmit the input power to the output shaft through the selected input element simultaneously with the proper connection combination between the components of the gear set.

The shift control system uses an improved torque converter that is an application-improved torque converter of a known automatic transmission. For convenience of description, the gear chain impeller and the terms related to the components used in the existing torque converter are described. It consists of a driven chain turbine, a stator for increasing torque, a connecting shaft connected to the transmission system, an adjusting shaft, and a fixed shaft for fixing the stator.

The forward and reverse switching system uses the synchronizer used in the existing manual transmission, and it is configured to allow the forward and reverse to be unauthorized by an appropriate connection combination between the element selected by the synchronizer and the transmission system. In particular, since the shift adjustment system and the shift system are described in Korean Patent Application No. 96-56980 (hereinafter referred to as an earlier application), the technical contents of the foregoing application are referred to.

By the way, the conventional transmission device is shifted by selecting a gear train configured according to a predetermined gear ratio, and when shifting, troublesome and very careful operation of selectively connecting a gear of a gear train is required.

In addition, the belt type continuously variable automatic transmission, which is used in part with the conventional automatic transmission, is similar in structure and is very complicated and requires a lot of cost in manufacturing, and in the belt type continuously variable automatic transmission, due to belt wear, noise and slip phenomenon, There was a problem that could not be used and used only within a limited output capacity range.

Therefore, the present invention has been made in view of the various problems as described above, the object of the present invention is to respond quickly to the fluctuation of the load, without using complicated mechanisms, the rotational force can be transmitted smoothly, as well as a simple configuration By continuously shifting forward and backward, the present invention provides a continuously variable transmission that can reduce manufacturing costs and improve durability.

In particular, the forward and reverse switching system does not use hydraulic clutches or brakes by using the synchronizer mechanism used in the existing manual transmissions, and it does not require the use of complicated hydraulic devices, which can provide a great effect in terms of price. have.

In order to achieve the above object, the present invention provides a transmission system that receives power generated from an engine and shifts the transmission to an output shaft, a shift adjustment system capable of automatically adjusting a rotation ratio corresponding to a load state of the output shaft, and forward and backward switching. The present invention provides a continuously variable transmission that is configured to continuously and continuously move forward and backward with a system.

1 is a schematic view showing a first embodiment of a continuously variable transmission according to the present invention;

Figure 2 is a schematic diagram showing only the connection state with the reverse connection gear in Figure 1,

3 is an operation diagram showing a state in which the continuously variable transmission in FIG. 1 is in a neutral state;

4 is an operation diagram showing a state in which the continuously variable transmission in FIG. 1 is advanced;

5 is an operation diagram showing a reverse state in the continuously variable transmission in FIG.

6 is a schematic view showing a second embodiment of a continuously variable transmission according to the present invention;

FIG. 7 is a schematic view showing only a connection state with the reverse connecting gear in FIG.

* Explanation of symbols for main parts of the drawings

10: shift control system 12: input shaft

14: connecting shaft 16: adjusting shaft

18: impeller housing 20: impeller

22: turbine 24: stator

26: fixed shaft 28: one-way clutch

110: shifting system 112: input sun gear

114: first planetary gear 116: second planetary gear

118, 120: Output carrier 122: Adjustment sun gear

124: output carrier shaft 126: output shaft

210, 310: Forward and reverse switching system 212: Reverse connecting gear

214: 1st synchronizer cone 216: Forward connecting gear

218: fixed shaft 220: first forward transmission gear

222: 2nd forward transmission gear 224: 2nd synchronizer cone

226: forward and reverse output gear 228: first clutch hub

230: first sleeve 232: first synchronizer ring

234: second clutch hub 236: second sleeve

312: reverse connecting gear 314: forward connecting gear

316: fixed shaft 318: first forward transmission gear

320: second forward transmission gear 322: forward, reverse output gear

324: backward clutch 326: forward clutch

In order to achieve the above object, the present invention corresponds to a load state applied to the output shaft receives the power generated from the engine, and also transmits power to the shift control system comprising an impeller, a turbine and a stator and loads the output shaft A continuously variable transmission having a transmission system including an output carrier, an input sun gear, and an adjustment sun gear to adjust at a rotation ratio corresponding to a state, comprising: a reverse connecting gear rotatably installed on an output carrier axis, and integrally with the reverse connecting gear. A first synchronizer cone formed on the output carrier shaft and rotatably mounted on the output carrier shaft, a forward coupling gear integrated with the output carrier shaft at a distance required from the first synchronizer cone, and engaged with the forward coupling gear. A distance between the first forward transmission gear rotatably installed and the first forward transmission gear A second forward transfer gear installed rotatably on the fixed shaft, a second synchronizer cone rotatably formed on the fixed shaft while being integrally formed with the second forward transfer gear, and the second forward transfer gear and the reverse connection gear. The first and second output gears integrated with the output shaft, the first clutch hub integrated with the output carrier shaft and positioned between the first synchronizer cone and the forward connecting gear, and a first outside the first clutch hub. A sleeve, a first synchronizer ring freely rotatable on the first synchronizer cone, a second clutch hub integrally connected to the first forward transmission gear and rotatably installed on the fixed shaft, and outside the second clutch hub. Provided is a continuously variable transmission comprising a second sleeve installed, and a second synchronizer ring freely rotatable on the second synchronizer cone.

(Example)

Hereinafter, with reference to the accompanying drawings will be described a continuously variable transmission consisting of a shift control system, a shift system and a forward and reverse switching system.

1 is a schematic view showing a first embodiment of a continuously variable transmission according to the present invention, FIG. 2 is a schematic view showing only a connection state with a reverse connection gear in FIG. 1, and FIG. 3 is a continuously variable transmission in FIG. 4 is an operation diagram showing the state of the continuously variable transmission in FIG. 1, and FIG. 5 is an operation diagram showing the reverse state in the continuously variable transmission in FIG.

First, the first embodiment of the present invention 100, which is composed of the shift adjustment system 10, the shift system 110, and the forward / backward switching system 210 connected thereto, will be described with reference to the accompanying drawings.

The shift adjustment system 10 applies a torque converter of an automatic transmission, which is a known device. In a typical automatic transmission, power generated in an engine is directly transmitted to the input shaft of the transmission via a torque converter. Power generated in the engine is decelerated through the planetary gear set, which is the transmission system 110, through the input shaft, and thus the increased rotational force is transmitted to the impeller.

That is, the torque converter of the conventional automatic transmission has a power transmission function that receives the power generated from the engine and directly transmits it to the input shaft of the transmission, whereas in the shift control system 10 of the present invention, there are two points, namely, one. Is characterized in that the speed ratio is adjusted to the drive resistance, and the second is that power through the shift adjusting system is transmitted to the output shaft.

Next, the configuration of the shift adjustment system 10 will be described in detail.

As shown in Fig. 1, a hollow connecting shaft 14 is provided coaxially on the input shaft 12 and a hollow adjusting shaft 16 is provided coaxially on the connecting shaft 14.

The impeller housing 18 is integrally connected with the connecting shaft 14, and the impeller 20 is integrally connected with the impeller housing 18.

The turbine 22 is installed integrally with the adjusting shaft 16 so as to face the impeller 20, and the stator 24 is positioned between the impeller 20 and the turbine 22, and the inner side of the stator 24 is positioned. A hollow fixed shaft 26 is provided coaxially with the adjustment shaft 16, and a one-way clutch 28 is inserted between the fixed shaft 26 and the stator 24 so that the stator 24 reversely rotates. To prevent it.

As shown in FIG. 1, the shift system 110 of the first embodiment of the present invention is provided with an input sun gear 112 integrally with an input shaft 12 into which engine power is input, The first planetary gear 114 is engaged to the outside, and the second planetary gear 116 is formed integrally with the first planetary gear 114.

The first planetary gear 114 and the second planetary gear 116 are installed so as to rotate freely in the output carriers 118 and 120 and have different gear ratios. The second planetary gear 116 It is to be decelerated through the control line gear 122 is engaged with the control line gear 122 is formed integrally with the connecting shaft (14).

Meanwhile, an output carrier shaft 124 is provided coaxially with the input shaft 12, and the output carrier shaft 124 is integrally connected with the output carriers 118 and 120.

Next, the forward and backward switching system 210 in the first embodiment of the present invention will be described in detail as follows.

In the present invention, it is possible to achieve the forward and backward by using the synchronizer used in the existing manual transmission.

As shown in FIG. 1, as shown in FIG. 1, the output carrier shaft 124 is formed integrally with the reverse coupling gear 212 and the reverse coupling gear 212 rotatably installed on the output carrier shaft 124. A first linking cone 214 rotatably mounted on the first linking unit, a forward linking gear 216 integral with the output carrier shaft 124 at a predetermined distance from the first sinking unit cone 214, and a forward linking gear ( 216 and the first forward transmission gear 220 rotatably installed on the fixed shaft 218 and rotatably installed on the fixed shaft 218 at a distance required from the first forward transmission gear 220. The second forward transfer gear 222 and the second forward transfer gear 222 are formed integrally with the second synchronizer cone 224 rotatably installed on the fixed shaft 218 and the second forward transfer gear 222. ) And the first and second output gears 226 integral with the output shaft 126 while being engaged with the reverse coupling gear 212, and the first synchronizer. A first clutch hub 228 positioned between the 214 and the forward coupling gear 216 and integral with the output carrier shaft 124, and a first sleeve 230 provided outside the first clutch hub 228; The first synchronizer ring 232, which is free to rotate on the first synchronizer cone 214, and the second clutch hub 234 integrally formed with the first forward transfer gear 220 and rotatably installed on the fixed shaft 218. ), A second sleeve 236 provided outside the second clutch hub 234, and a second synchronizer ring 238 freely rotated on the second synchronizer cone 224.

The operation method according to the shift state (neutral, forward, backward) of the continuously variable transmission of the present invention configured as described above and the power transmission process according thereto will be described as follows.

Prior to the description, the continuously variable transmission of the present invention can be used in any mechanism that shifts and outputs a driving force of an automobile and an industrial machine. Here, the case of an automobile will be described as an example.

In addition, for convenience of explanation, when viewed from the left side of the drawing, the direction that rotates in the counterclockwise direction is the direction of the input axis, and the same direction as the direction of the input axis is defined as the ↑ direction (or A direction) in each drawing. The direction opposite to the direction is defined as the ↓ direction (or B direction) .When rotating after stop (acceleration state), it is indicated as 0 · ↑ (or 0 · ↓), and after rotating (stop state) as ↑ · 0 ( Or ↓ · 0), and describe the state in which all the rotating bodies rotate together with the input rotational speed ↑ · 1 (or ↓ · 1) without rotating the planetary gear after rotation. do.

First, the neutral state is a state in which the sleeve 230 of the forward / reverse switching system is in the 'N' position, and the engine power is idling as shown in FIG. 3 without rotating the output shaft 126.

That is, since the sleeve 230 is in the 'N' position, the first synchronizer cone 214 and the first sleeve 230 which are integral with the output carrier shaft 124 are separated and are integral with the output shaft 126. Since the connection between the forward and backward output gears 226 and the second forward transmission gear 222 and the second sleeve 236 is blocked, power is not transmitted.

When the engine power is input, the input shaft 12 rotates while the input sun gear 112 integrally formed with the input shaft 12 also rotates in the same direction A, and the first planetary gear 114 meshed with the input sun gear 112 is It rotates in the B direction opposite to the rotation direction of the input sun gear 112.

The second planetary gear 116 integral with the first planetary gear 114 also rotates in the same B direction as the first planetary gear 114, and an adjustment sun gear engaged with the inside of the second planetary gear 116 ( 122 rotates in the A direction opposite to the rotation direction of the second planetary gear 116.

Of course, the connecting shaft 14 integrally connected with the adjusting sun gear 122, the impeller housing 18 integral with the connecting shaft 14, and the impeller 20 integral with the impeller housing 18 are the same A. Direction of rotation.

Due to the flow of the fluid, the turbine 22 facing the impeller 20 also rotates in the same direction A, and the adjustment shaft 16 integrally connected to the turbine 22 also rotates in the direction A and integrally connected to the output carrier ( 118 and 120 also rotate in the A direction.

The output carrier shaft 124 integrated with the output carriers 118 and 120 also rotates in the same direction A, and the backward connecting gear 212 formed integrally with the output carrier shaft 124 also rotates in the same direction A.

In addition, the first clutch hub 228 integral with the output carrier shaft 124 is rotated, and the second clutch hub 234 is rotated while the forward connecting gear 216 and the first forward transmission gear 220 are rotated. .

In this case, since the first and second sleeves 230 and 236 are separated from the first and second synchronizer cones 214 and 224 by being in the 'N' position, the second forward transmission gear 222 stops. In this state, the output shaft 126 is not rotated and is idle.

On the other hand, in the forward state, the output carrier shaft 124 integrated with the output carriers 118 and 120 and the forward / reverse switching system 210 provided between the output shafts 126 are operated so that the output shaft 126 is integrated. The first sleeve 230 on the first clutch hub 228 is fixed in the 'N' direction, and the second sleeve 236 is moved in the 'D' direction to integrate the second forward transmission gear 222 with the second body. It is connected to the synchronizer cone 224.

When the second sleeve 236 and the second synchronizer cone 224 are connected, power is transmitted to the output shaft 126 through the forward and backward output gears 226, and the output carrier shaft 124 In the state where power from the engine is applied, the output shaft 126 is in a state where the vehicle is stopped, and thus the load due to the initial driving is applied.

At this time, when the engine power is input to the input shaft 12, the input line gear 112 formed integrally with the input shaft 12 is rotated in the direction A, the same direction as the input shaft 12, and meshed with the input line gear 112. The first planetary gear 114 is in the opposite direction to the input sun gear 112 because the output carriers 118 and 120 are stopped by the load of the output shaft 126 connected through the forward and backward switching system 210. Rotate in the B direction.

The second planetary gear 116 integrally connected to the first planetary gear 114 by the rotation of the first planetary gear 114 rotates in the B direction and engages the adjusting sun gear 122 engaged in the inner direction in the A direction. It will decelerate and rotate.

That is, the output shaft 126, the output carrier shaft 124, the output carriers 118 and 120, the adjustment shaft 16 and the turbine 22 are stopped by the operation of the forward and backward switching system 210. The rotational force transmitted to the first planetary gear 114 through the input sun gear 112 is transmitted to the adjustment sun gear 122 in a state where the rotational force is increased by the gear ratio via the second planetary gear 116 connected integrally.

In addition, an increased rotational force is also provided to the connecting shaft 14 integrally connected with the adjusting sun gear 122, the impeller housing 18 integrally connected with the connecting shaft 14, and the impeller 20 integral with the impeller housing 18. In addition to being transmitted, the motor is decelerated in the direction A and rotated.

At this time, since the turbine 22 is stopped by the load of the output shaft 126 by the operation of the forward and backward switching system 210, a very large rotation difference is generated between the impeller 20 and the turbine 22.

Due to the characteristics of the torque converter, the multiplied rotational force of the impeller 20 is transmitted to the turbine 22, so that the rotational force transmitted to the turbine 22 is integrally connected to the adjustment shaft 16 and the output carriers 118 and 120, and Output carrier shaft 124 and forward linking gear 216, first forward linking gear 220, second forward transfer gear 222, forward and backward output gears 226 integral with the output carriers 118 and 120. The output shaft 126 is transmitted to the output shaft 126. When the resistance applied to the output shaft 126 and the rotational force transmitted to the turbine 22 are balanced, the output shaft 126 is driven.

In this state, increasing the rotation of the engine increases the rotation difference between the impeller 20 and the turbine 22, thereby increasing the rotational force transmitted to the turbine 22, and the rotational force transmitted to the turbine 22 is output shaft 126. The output shaft 126 is rotated until the rotational force of the turbine 22 transmitted from the impeller 20 is in equilibrium with the resistance applied to the turbine 22 when the load is greater than the resistance acting on the turbine 22 by the load of. Will accelerate.

When the output shaft 126 is accelerated, that is, when the speed of the vehicle is faster, the load on the output shaft 126, which is a resistance on the road surface, is reduced, so that the resistance acting on the turbine 22 is also reduced.

When the resistance applied to the turbine 22 is reduced, the rotational difference between the impeller 20 and the turbine 22 is reduced until equilibrium with this resistance.

Accordingly, the rotation of the turbine 22 is increased in the direction A, which is the same direction as the impeller 20, and the rotation of the output carriers 118 and 120 integrally connected to the turbine 22 is also increased in the A direction.

In addition, while the rotation of the output carrier shaft 124 integrally connected to the output carriers 118 and 120 and the output carrier shaft 124 and the output shaft 126 connected through the forward and backward switching system 210 also increases, the output shaft ( When the load of the output shaft 126 is further reduced due to the increase of the rotation of the shaft 126 to balance the driving force of the input shaft 12, the impeller 20 and the turbine 22 perform 1: 1 rotation and the first planetary gear. The 114 and the second planetary gear 116 are rotated integrally without rotating the bar, which is referred to as a high speed state.

In other words, the low speed and high speed state is repeated according to the RPM of the engine, thereby making the stepless speed change.

In this embodiment, when looking at the rotational force transmitted to the impeller 20, the rotational force multiplied by the rotational force of the input shaft 12 by the first planetary gear 114 and the second planetary gear 116 passes through the adjustment sun gear 122. It acts on the impeller 20 through the connecting shaft 14 and is transmitted to the turbine 22, so that a large rotational force is driven to the output shaft 126 at a low speed, thereby improving acceleration and efficiency.

Meanwhile, in the reverse state, the first sleeve 230 of the forward and backward switching system 210 is moved in the 'R' direction, and the second sleeve 236 is kept in the 'N' state.

When the engine power is input to the input shaft 12, the input sun gear 112 formed integrally with the input shaft 12 is rotated in the direction A, which is the same direction as the input shaft 12.

At this time, the output carrier 118, 120, the output carrier shaft 214 integrally connected with the output carriers 118, 120, the reverse coupling gear 212 integral with the output carrier shaft 124, and the reverse coupling gear The forward and backward transmission gears 226 meshed with 212 are once stopped by the load on the output shaft 126.

In this state, the first planetary gear 114 meshed with the input sun gear 112 rotates in the B direction opposite to the input sun gear 112 and is connected to the first planetary gear 116 through the second planetary gear 116 integrally connected thereto. 122) is rotated by decelerating in the A direction.

The connecting shaft 14 integrally connected with the adjusting sun gear 122, the impeller housing 18 integrally formed with the connecting shaft 14, and the impeller 20 integral with the impeller housing 18 are also decelerated in the direction A. Rotate That is, since the reverse connection gear 212 and the forward and backward output gears 226 and the output shaft 126 are connected by the operation of the forward and backward switching system 210, the output carrier integral with the reverse connection gear 212. The shaft 124, the output carriers 118 and 120 integrated with the output carrier shaft 124, and the adjusting shaft 16 and the turbine 22 which are integrally connected to the output carriers 118 and 120 are also once stopped. Will be in.

The rotational force transmitted to the first planetary gear 114 through the input sun gear 112 is transmitted to the adjustment sun gear 122 through the second planetary gear 116 and is formed integrally with the adjustment sun gear 122. And, it is transmitted to the impeller 20 via the impeller housing 18. At this time, since the turbine 22 is stopped, a rotation difference occurs between the impeller 20 and the turbine 22.

Due to the characteristics of the torque converter, the larger the rotational difference between the impeller 20 and the turbine 22 is generated, the greater the rotational force is generated and the multiplied rotational force of the impeller 20 is transmitted to the turbine 22 so that the rotational force transmitted to the turbine 22 is adjusted Integral with the output carrier shaft 214, the reverse coupling gear 212 integral with the output carrier shaft 124, and the reverse coupling gear 212 via the output carriers 118 and 120 integrally connected to the shaft 16. Power is transmitted to the output shaft 126 installed as.

At this time, when the resistance applied to the output shaft 126 and the rotational force transmitted to the turbine 22 are balanced by the load applied to the output shaft 126, the output shaft 126 is driven. This is the reverse start state.

Increasing the rotation of the engine increases the rotation difference between the impeller 22 and the turbine 22, so that the rotational force transmitted to the turbine 22 is increased, and the rotational force transmitted to the turbine 22 is transmitted by the load of the output shaft 126. If greater than the resistance acting on the turbine 22 through the reverse switching system 210, until the rotational force of the turbine 22 transmitted from the impeller 20 is in equilibrium with the resistance acting on the turbine 22 The reverse gear 228 is accelerated and the rotation is increased in the B direction of the output shaft 126 through the forward and reverse switching system 210.

Increasing the rotation of the output shaft 126 reduces the load on the output shaft 126, thereby reducing the resistance applied to the turbine 22. When the resistance applied to the turbine 22 is reduced, the rotational difference between the impeller 20 and the turbine 22 is reduced until equilibrium with this resistance.

Therefore, the rotation of the turbine 22 is increased in the direction A, which is the same direction as the impeller 20, and the output carrier connected integrally with the adjusting shaft 16 and the adjusting shaft 16 integrally connected with the turbine 22. (118, 120) also increases the rotation in the A direction.

As the rotation of the output carriers 118 and 120 increases, the rotation of the output carrier shaft 124 integrally connected also increases in the A direction, and the backward connecting gear 212 integrated with the output carrier shaft 124 also has the same A direction. Will rotate.

When looking at the rotational force transmitted to the output shaft 126 in the reverse system, the rotational force multiplied by the first planetary gear 114 and the second planetary gear 116 than the input shaft 12 is transmitted to the adjustment sun gear 122 and connected. The adjusting shaft 16, which is applied to the impeller 20 through the shaft 14 and multiplied again in the impeller 20, is applied to the turbine 22 and integrally connected to the turbine 22, and the adjusting shaft 16. Drive the output carrier 118, 120 and the output carrier shaft 124 and the output shaft 126 connected through the forward and backward switching system 210 integrally connected to the drive shaft to drive a large rotational force to the output shaft 126 in the reverse direction. This improves acceleration and efficiency, and enables smooth and quiet driving even in reverse.

Next, a second embodiment of the present invention as shown in Figs. 6 and 7 will be described. 6 is a schematic view showing a second embodiment of the continuously variable transmission according to the present invention, and FIG. 7 is a schematic view showing only a connection state with a reverse connection gear in FIG.

In the second embodiment of the present invention, since the installation structure and the operation method of the shift adjustment system and the shift system are the same as those in the first embodiment, the description of the configuration and the operation method is omitted. In the second embodiment, the forward / reverse switching system uses a multi-plate clutch rather than a synchronizer method.

First, referring to the second embodiment, as shown in Figs. 6 and 7, since the shift adjusting system and the shifting system have the same structure, the description thereof will be omitted and only the forward / backward switching system 310 will be described. do.

That is, the reverse connection gear 312 is rotatably installed on the output carrier shaft 124 of the shift system, and the forward connection gear 312 is integrally connected with the output carrier shaft 124 at a predetermined distance from the reverse connection gear 312. The gear 314 is installed, and the first forward transmission gear 318 is rotatably installed on the fixed shaft 316 while meshing with the forward connection gear 314. The second forward transmission gear 320 is rotatably installed on the fixed shaft 316 at a predetermined distance, and is engaged with the second forward transmission gear 320 and the reverse connection gear 312 while being coupled to the output shaft 126. The forward and reverse output gears 322 are integrally installed, and the reverse clutch 324 is installed between the reverse connection gear 312 and the forward connection gear 316, and the first forward transmission gear 318 and the first are connected. A forward clutch 326 is provided between the two forward transmission gears 320.

The operation method for the second embodiment of the present invention configured as described above is the same as the first embodiment and will be omitted.

As described above, the continuously variable transmission of the present invention can quickly respond to a change in load even when all the gears are connected, and can transmit the rotational force smoothly, as well as by allowing the variable speed to move forward and backward as a simple configuration. It can reduce the manufacturing cost and has a good effect on durability.

Claims (2)

Output carrier and input to receive power generated from the engine and to respond to the load conditions applied to the output shaft, to transmit power to the shifting adjustment system including impeller, turbine and stator and to adjust the rotation ratio corresponding to the load condition of the output shaft. In the continuously variable transmission having a transmission system including a sun gear and an adjustment sun gear, A reverse connection gear 212 rotatably mounted on the output carrier shaft 124, A first sinker cone 214 formed integrally with the reverse coupling gear 212 and rotatably installed on the output carrier shaft 124; A forward connection gear 216 integral with the output carrier shaft 124 at a distance required from the first sinker cone 214, A first forward transmission gear 220 rotatably installed on the fixed shaft 218 while meshing with the forward connecting gear 216; A second forward transmission gear 222 rotatably installed on the fixed shaft 218 at a distance required from the first forward transmission gear 220; A second sinker cone 224 formed integrally with the second forward transfer gear 222 and rotatably installed on the fixed shaft 218; A forward and backward output gear 226 integral with the output shaft 126 while meshing with the second forward transmission gear 222 and the reverse connection gear 212; A first clutch hub 228 positioned between the first synchronizer cone 214 and the forward connection gear 216 and integral with the output carrier shaft 124; A first sleeve 230 installed outside the first clutch hub 228, A first synchronizer ring 232 free to rotate on the first synchronizer cone 214, A second clutch hub 234 integrally formed with the first forward transmission gear 220 and rotatably installed on the fixed shaft 218; A second sleeve 236 installed outside the second clutch hub 234, And a second synchronizing ring (238) freely rotatable on the second synchronizing cone (224). Output carrier and input for receiving power generated from the engine and responding to load conditions applied to the output shaft, as well as transmitting power to the shifting adjustment system including the impeller, turbine and stator and adjusting the rotation ratio corresponding to the load condition of the output shaft. In the continuously variable transmission having a transmission system including a sun gear and an adjustment sun gear, A reverse connecting gear 312 rotatably mounted on the output carrier shaft 124, A forward connection gear 314 integral with the output carrier shaft 124 at a distance required from the reverse connection gear 312; A first forward transmission gear 318 rotatably installed on the fixed shaft 316 while meshing with the forward connection gear 314; A second forward transmission gear 320 rotatably installed on the fixed shaft 316 at a distance required from the first forward transmission gear 318; Forward and reverse output gears 322 integral with the output shaft 126 while meshing with the second forward transmission gear 320 and the reverse connection gear 312; A reverse clutch 324 installed between the reverse connection gear 312 and the forward connection gear 316; And a forward clutch (326) disposed between the first forward transmission gear (318) and the second forward transmission gear (320).