KR20000012155A - Continuously variable transmission and speed changing device for vehicle thereby - Google Patents

Abstract

PURPOSE: A continuously variable transmission is provided to perform a reliable speed change with minimized power loss. CONSTITUTION: The stepless speed changer comprises; a linear gear(22,32) connected to the driving shaft; a ring gear installed to run by the torque transmitted from the linear gear and the driven shaft(27m,37) is connected to the rotating shaft; many planetary gears(25,35) inter-positioned between the linear gear and the ring gear and geared to both of them to transmit driving power; a carrier supporting many planetary gears, and installed so that it may rotate on the same rotary shaft as the linear gear and the ring gear. In the cavity of the rotary shaft, the rotary shaft of the linear gear is penetrating and the carrier is rotating independent of the rotary shaft of the linear gear.

Description

Continuously variable transmission and vehicle transmission using the same

The present invention relates to a continuously variable transmission and a vehicle transmission using the same.

Conventionally, a variety of continuously variable transmissions have been proposed and used, and they can be largely divided into mechanical, hydraulic, and electric. In the case of mechanical type, there are friction type, belt type, chain type, gear type, and link free foil type (also called "zero max" type), and in the case of hydraulic type, ben motor type, plunger motor type, and gear motor Expressions include electric motors and direct-current motors (Word Leonard, Silista Leonard).

However, in the conventional mechanical continuously variable transmission, slip occurs due to wear of a friction surface and inflow of foreign substances, and thus high power transmission is difficult and power loss occurs. In the case of the hydraulic type, the amount of fluid is controlled by a valve to change the rotational speed of the hydraulic motor (bench, plunger, gear type) steplessly.It does not function itself as a continuously variable transmission, but simply rotates the rotational speed of the hydraulic mechanism steplessly. It only converts and implies a problem that high-speed rotation output is impossible. In addition, in the case of the conventional electric type, the control is relatively easy, but the weight is heavy, and it is vulnerable to humidity, dust, etc., and thus, there is a problem in that it is difficult to use in a moving object such as a vehicle.

For example, Korean Patent Publication No. 96-12241 (September 18, 1996) "Variable pitch continuously variable transmission device" supports a chain while simultaneously adjusting the pitch circle diameter of the sprocket in a power transmission device by a sprocket and a chain. The distance between the chain chain shaft on both sides is adjusted so that the speed change effect is obtained. However, even in this case, the belt slip problem can be solved, but it is provided to penetrate the teeth of the sprocket so that it requires a fine structure such as a pitch adjusting frame supporting the chain and a chain variable rod. It is based on the premise of precise assembly, and it is very difficult to manufacture, and it is not suitable for the device that shifts large power for a long time due to its durability, and the mechanical control to realize the pitch mask control is very sophisticated and complicated. The problem still has to be made.

The present invention devised to solve the conventional problems as described above, the object of the present invention is to provide a continuously variable transmission that performs a reliable shift operation through the gear engagement while minimizing the power loss.

In addition, another object of the present invention is to provide a continuously variable transmission for a vehicle having a high speed shifting operation with a simple structure having a continuously variable transmission that performs reliable shifting through gear engagement while minimizing power loss.

1A and 1D are schematic diagrams illustrating the principle of continuously variable transmission according to the present invention.

Figure 2 is a continuously variable transmission according to the present invention.

3 is a diagram illustrating an embodiment of the continuously variable transmission of FIG. 2 and a shift principle thereof.

Figure 4 is a schematic diagram of a vehicle transmission using the continuously variable transmission of Figure 3;

5 is a configuration diagram of an embodiment of a vehicle transmission of FIG.

Fig. 6 is a schematic diagram for explaining the operation of the plunger unit of the vehicle transmission of Fig. 5;

7A and 7B are detailed views of the plunger unit of Fig. 6;

8 is a graph comparing the operation characteristics between the vehicle transmission and the conventional transmission of the present invention of FIG.

* Explanation of symbols for the main parts of the drawings

21, 31: drive shaft 22, 32: sun gear

23: carrier drive unit 24, 34: carrier

25, 35: Planetary gear 26, 36: Ring gear

27, 37: driven shaft 33: plunger unit

110: input shaft 120: torque converter

130: oil pump

200: transmission portion 210: first sun gear

220: plunger unit 221: plunger

222 valve 223 cylinder

224: Cam Set 225: Plunger Housing

226: cover 230: first carrier

240: first planetary gear 250: first ring gear

300: forward and backward speed increase unit 310: second carrier drive shaft

320: second carrier 330: second planetary gear set

340: second ring gear 350: second sun gear

360: output shaft 410: parking locker

420: forward brake 430: speed control motor

510: control valve 520: check valve

530: pressure relief valve 540: regulator

550: solenoid valve 560: relay valve

570: bypass valve 580: manual valve

590 accumulator 600 forward brake valve

610: controller (TCLT) 620: brake pressure sensor

630: output sensor 640: temperature sensor

650: speed sensor 660: throttle position sensor

In order to achieve the above object, the present invention provides a continuously variable transmission for continuously transmitting a rotational force of a drive shaft to a driven shaft, including: a sun gear connected to the drive shaft; A ring gear installed coaxially to be driven by receiving rotational force from the sun gear, the driven shaft being connected to the rotating shaft; A plurality of planetary gears which are interdigitated between the sun gear and the ring gear to mediate power transmission; A carrier rotatably provided coaxially with the sun gear and the ring gear while supporting the plurality of planetary gears, the sun gear rotating shaft penetrating a hollow portion of the rotating shaft to rotate separately from the sun gear rotating shaft; And means for controlling the rotational speed of the carrier, wherein the speed ratio between the sun gear and the ring gear is changed without change according to the rotational speed change of the carrier and the rotational speed ratio between the sun gear and the carrier. A continuously variable transmission is provided.

In addition, the present invention provides a vehicle transmission for transmitting the rotational force of the input shaft to the output shaft while continuously changing the rotation force, the first sun gear connected to the input shaft; A first ring gear installed coaxially to be driven by receiving rotational force from the first sun gear; A plurality of first planetary gears interdigitated between the first sun gear and the first ring gear to mediate power transmission; The first sun gear and the first ring gear are rotatably coaxially supported while supporting the plurality of first planetary gears, and the first sun gear rotation shaft penetrates into the hollow portion within the rotation shaft to separate the first sun gear rotation shaft. A rotating first carrier; And a continuously variable means for controlling the rotational speed of the carrier, and a second carrier having a drive shaft connected to the first ring gear shaft of the continuously variable means in a spline structure; A second sun gear directly connected to the output shaft; A second ring gear installed to be separated from the second carrier drive shaft; A plurality of second planetary gears in pairs of one pair supported by the second carrier and rotating to transmit power to the second sun gear; A reverse clutch for switching the connection between the second ring gear and the second carrier drive shaft to select a reverse operation of the vehicle; And forward and rearward speed increasing means provided on an outer side of the second ring gear and having forward brakes for switching the rotational motion of the second ring gear to select forward motion of the vehicle, and a controller (TCU) and a plurality of sensors. And control means for controlling the overall operation of the continuously variable transmission means and the forward / backward speed increasing means according to the driving state of the vehicle, wherein the rotational speed of the first carrier and the first sun gear and the first sun gear are included. In accordance with the change in the rotational speed ratio between the carrier, the speed ratio is characterized in that the endless change.

Hereinafter, with reference to the accompanying drawings will be described an embodiment of the present invention;

1A and 1D are schematic diagrams illustrating the principle of continuously variable transmission according to the present invention. Referring to the drawings the principle of the transmission of the continuously variable transmission according to the present invention.

In general, the gear is based on the sliding contact (tooth contact) movement of the pitch circle, the rotation angle change when the following two gears can be obtained as follows. That is, when m is a module, z ₁ and z ₂ are dimensions, and d ₁ and d ₂ are pitch circles, in the initial state (see FIG. 1A), A and B points are in contact with P point. And rotate as shown in Equation 1 below. And arc Will be equal in length.

In particular, in the present invention, the planetary gear should consider not only the passive simple rotation caused by the orthodontic motion, but also the idle motion by controlling the rotational speed of the carrier supporting it.

Fig. 1B is a case where the sun gear is rotated with the carrier fixed. The points A, B, C, and D are in a straight line in the initial state, and the rotation angle (θb) of the planetary gear rotated by being engaged when the sun gear rotates by θa. Is shown in Equation 2 below.

In this case, the ring gear rotates in the reverse direction, and the amount of rotation thereof is as shown in [Equation 3].

That is, in this case, since the carrier does not rotate at all, the above rotation angle becomes the total rotation angle (see [Equation 3] and [Equation 4]).

Fig. 1C is a case where the ring gear is fixed and the sun gear is rotated. B and C are points on the planetary gear pitch circle. In the initial state, they are in contact with point A on the sun gear pitch circle and point D on the ring gear pitch circle, respectively.

However, when the sun gear rotates by [theta] a, the carrier rotates by [theta] s, and the planetary gears C and P ₁ are in a state as shown in Fig. 1C, the sun gear rotation angle is [theta] a and the planetary gear rotation angle is [theta] b. At this time, the carrier rotation angle θs is calculated as shown in Equation 6 below.

FIG. 1D is a case in which the sun gear and the carrier are rotated in the same direction (the sun gear rotation speed directly connected to the input shaft and the carrier rotation speed for shifting are controlled separately), which overlaps FIG. 11 and FIG. 1C. Result. That is, when the sun gear and the carrier are rotated clockwise by θs and θa, respectively, the rotation of the ring gear is the result of superimposing the two movements of Figs. 1B and 1C (Equations 7 to 7 below). 12].

Substituting Equation 8 into Equation 7 results in Equation 9 below.

Since θ = 2πn (n is rpm), the following formula (10) holds true for the rotational speed.

Similarly, since the angular velocity is equal to the following Equation 11,

The same equation holds for the angular velocity as shown in Equation 12 below.

Now, assume that the ring gear gear ZC is P73, the sun gear gear ZA is P35, the planet gear gear ZS is P19, and the gear ratio io is 2.0857, and this is applied to FIGS. 1B to 1D. The following reduction ratios can be obtained.

First, as shown in Fig. 1B, when the carrier is fixed and the sun gear is rotated, the points A, B, C, and D are all in a straight line in the initial state. When the sun gear rotates by θa, the planetary gear rotation angle becomes θb, and the ring gear rotation angle is θc and rotates in the reverse direction. At this time, the length moved by the rotation is P ₁ D, the reduction ratio can be obtained as shown in [Equation 13].

In conclusion, the case of FIG. 1B corresponds to a fixed planetary gear reducer having a reduction ratio of 1 / 2.0857. In the case of Fig. 1C, the ring gear is fixed and the sun gear is rotated. The sun gear total rotation angle is θa, the planetary gear rotation angle is θb and the carrier rotation angle is θs. The carrier decelerates while rotating in the same direction as the rotational direction of the sun gear. The angular velocity is calculated as shown in Equation 14 below.

In conclusion, the case of FIG. 1C corresponds to a fixed planetary gear reducer having a reduction ratio of 1 / 1.4794.

On the other hand, in the case of Fig. 1D, not only the sun gear is rotated, but also the carrier is rotated in the same direction as the sun gear rotation direction, so that the planetary gear rotates while making a cloud contact motion between the sun gear and the ring gear to rotate the sun gear. According to the speed and the idle speed ratio of the planetary gear, a smooth shift is made.

At this time, the rotation direction of the ring gear is reversed. That is, this is a case of overlapping the Figure 1b and Figure 1c, when the carrier rotation angle is θ s the rotation angle of the planetary gear is θ b, the rotation value of the total gear contact between the ring gear and the planetary gear is P ₁ P ₂ , but the effective rotational value at which the rotational force is actually transmitted is a shifting movement of DP ₁ .

As a result, when the carrier is rotating, the transmission ratio is increased than when it is stationary, and the first stepless speed movement is made in which the transmission ratio is decreased or increased in accordance with the increase or decrease of the rotational speed of the carrier. According to the change of the rotational speed ratio, a secondary shift in which the speed ratio increases or decreases is achieved. That is, when the sun gear rotation is increased, the speed ratio is decreased in a direction approaching the reverse gear ratio, and when the carrier rotation is increased, the speed ratio is increased in the direction where the same speed gear ratio is increased, and when the carrier rotation is stopped, the initial gear ratio is output. The present invention proposes a double variable speed (DVS) continuously variable transmission that performs first and second continuously variable transmissions based on the above principle.

2 is a schematic diagram of a continuously variable transmission according to the present invention.

The continuously variable transmission of the present invention includes a sun gear 22 directly connected to the drive shaft (input shaft) 21 to rotate, a ring gear 26 connected to the driven shaft 27 to transmit rotational force, and the sun gear 22. And a plurality of planetary gears 25 for transmitting rotational force mediated between the ring gears 26, a carrier 24 for supporting the planetary gears, and a carrier driver 23 for controlling the carrier rotational speed. do.

3A to 3C are diagrams illustrating an exemplary embodiment of the continuously variable transmission of FIG. 2 and a speed change principle thereof, in which 31 is a drive shaft, 32 is a sun gear, 33 is a plunger unit, 34 is a carrier, and 35 is a Planetary gears, 36 are ring gears and 37 are driven shafts, respectively.

As shown in the figure, the continuously variable transmission according to the present embodiment has a configuration of a carrier drive unit, and employs a hydraulic control method using the plunger unit 33. In addition, in the present embodiment, the planetary gears are arranged at intervals of 120 degrees, but may be manufactured at intervals of 90 degrees or other intervals depending on the transmission application environment.

The plunger unit 33 includes a plunger housing 225 having an oil inlet and an outlet formed therein as illustrated in FIGS. 6, 7A, and 7B, and oil provided in the housing and sucked from the oil inlet. The plunger valve 222 and the sun gear shaft 111 are formed to penetrate and rotate separately, but are splined with the carrier shaft 231 and are rotated therewith. A structure 224 and a plunger set are configured to suck oil into the plunger unit through the inlet and discharge it through the outlet while moving up and down the cylinder 223 according to the eccentric rotation of the cam structure.

In addition, the oil outlet is connected to the control valve 510 for adjusting the flow rate in the plunger unit 33 to control the rotation of the carrier 34, the oil flowing out through the control valve is again the oil pump 130 To be used as a power source for the hydraulic line. This is a technique for minimizing power loss. When the oil discharge amount discharged from the control valve is equal to or larger than the suction oil amount of the oil pump (for example, when the gear is shifted at low speed or medium speed), the oil pump is unloaded. When the discharge amount is insufficient (for example, when shifting at a high speed), the oil pump 130 sucks the amount of oil corresponding to the shortage through the check valve 520 to efficiently hydraulic pressure. Allow oil to be supplied to the line or lubrication line.

In particular, according to a preferred embodiment of the present invention as described above, when transmitting the rotational force of the sun gear (22, 32) to the ring gear (26, 36), carrier (24, supporting the planetary gears 25, 35) Since the rotational force is generated at 34, the control valve can easily control the rotational speed of the carrier with substantially only a small amount of power. That is, the control valve is not used to intentionally create hydraulic pressure in the plunger unit 33, but the carrier applying the fact that the hydraulic pressure of the plunger unit is automatically formed by the nature of the carrier to rotate as described above. It is adopted as a speed control mechanism. The control valve controls the flow rate of the speed control motor under the control of the controller (TCU) according to the degree of rotation of the motor 511.

Therefore, after coupling the carrier shaft to the plunger unit with a spline as described above, fixing the sun gear to the drive shaft and connecting the ring gear to the driven shaft, rotating the drive shaft sun gear at 100 rpm and rotating the carrier shaft at 10 rpm, the ring gear connected to the driven shaft Is rotated at 33.150 rpm (see FIG. 3A). Substituting this in Equation 15 is as follows (where "+" means clockwise, "-" means counterclockwise, and io = 2.0857).

That is, the driven shaft is rotated at 33.150 rpm.

In addition, while rotating the sun gear at 100rpm, increasing the rotational speed of the carrier shaft from 10rpm to 11rpm, 31.671rpm is output, about 1.479rpm decreases and the transmission ratio is increased by 0.1409 (see Fig. 3b). On the other hand, if the rotational speed of the carrier is fixed to 10rpm and the rotational speed of the sun gear is increased from 100rpm to 101rpm, 33.630rpm is output, about 0.480rpm increases and the speed ratio decreases by 0.043 (2. Reference).

As described above, the continuously variable transmission of the present invention provides the necessary speed ratio through the first continuously variable transmission by the change of the carrier rotation speed and the second continuously variable transmission by the change of the sun gear rotation speed. In addition, although it is felt that a separate power is required to rotate the carrier, when the sun gear, the planetary gear and the ring gear are engaged, when the sun gear rotates to transmit the rotational force to the ring gear by rotating the planetary gear, The rotational force is generated in the rotational direction of the sun gear to generate the rotational force on the carrier shaft. In the present invention, by operating in the form of releasing the rotational force applied to the carrier shaft to the desired speed using the plunger mechanism as described above, it is possible to control the carrier rotational speed sufficiently with a very small power. For example, if you want to shift the power of 150HP, it can be driven enough with about 90W of power. (For reference, if it rotates in the reverse direction, the speed is increased and a large power is required.) It is suitable for the transmission of such a changing vehicle.

Now, a vehicle transmission according to the present invention will be described.

4 is a schematic diagram of a vehicle transmission apparatus using the continuously variable transmission of FIG. In the drawing, reference numeral 110 is an input shaft receiving rotational force from a power generating device such as a vehicle engine, 200 is a transmission using the continuously variable transmission of FIGS. 2 and 3, 300 is a forward and backward speed increasing unit, and 360 is a transmission and It shows the output shaft to transfer the final output which has been accelerated back and forth to the wheel.

The transmission part 200 has the same configuration as the continuously variable transmission of FIG. 2. That is, the first sun gear 210 directly connected to the input shaft (drive shaft) 110, the first ring gear 250 for outputting the shifted rotational force, the first sun gear 210 and the first ring gear ( A plurality of first planetary gears 240 for transmitting rotational force mediated therebetween, a first carrier 230 for supporting the first planetary gears, and separate power for rotating the first carriers. The carrier drive unit 220 is provided.

In addition, the forward and backward speed increasing unit 300 has a drive shaft 310 is connected to the second carrier 320 and the output shaft 360 in a spline structure to the axis of the first ring gear 250 of the transmission unit 200; Directly connected second sun gear 350, the second ring gear 340 coupled to the second carrier drive shaft 310 and the separation operation, and the second sun gear 350 is supported by the second carrier to rotate Reverse clutch for switching the pair of planetary gear 330, the second ring gear 340 and the second carrier drive shaft 310 to select the reverse operation of the vehicle to transfer power to the furnace (not shown) And a forward brake (not shown) provided at an outer side of the second ring gear 340 to select a forward operation of the vehicle by switching the rotation of the second ring gear.

Thus, when the forward brake is operated, the rotation direction of the output shaft 360 becomes the same direction with respect to the rotation direction of the input shaft, so that the vehicle moves forward. In this case, the second carrier 320 serves as a driving gear and the second The second ring gear 340 is fixed and the second sun gear 350 becomes the driven gear, thereby increasing the speed, thereby allowing the vehicle to move forward at a desired speed. On the other hand, when the reverse clutch is operated, the second ring gear 340 and the carrier drive shaft 310 are directly connected and rotated integrally so that the output shaft 360 rotates in the reverse direction and the vehicle is reversed.

FIG. 5 is an exemplary configuration diagram of the vehicle transmission of FIG. 4, and FIG. 6 is a schematic view for explaining an operation of the vehicle transmission plunger unit of FIG. 5, and FIGS. 7A and 7B are views of FIG. 6. Detailed view of the plunger unit.

In the figure, 110 is the input shaft, 120 is the torque converter, 130 is the oil pump, 210 is the first sun gear, 220 is the plunger unit, 221 is the plunger, 222 is the plunger valve, 223 is the cylinder, 224 is the cam set, and 225 is the plunger housing , 226 is a plunger cover, 230 is a first carrier, 240 is a first planetary gear, 250 is a first ring gear, 310 is a second carrier drive shaft, 320 is a second carrier, 330 is a second planetary gear set, and 340 is a first 2 ring gear, 350 is second sun gear, 360 is output shaft, 410 is parking locker, 420 is forward brake, 430 is speed control motor, 510 is control valve, 520 is check valve, 530 is pressure relief valve, 540 is regulator , 550 is solenoid valve, 560 is relay valve, 570 is bypass valve, 580 is manual valve, 590 is accumulator, 600 is forward brake valve, 610 is controller (TCU), 620 is brake pressure sensor, 630 is output Sensor, 640 is temperature sensor, 650 is speed sensor, 660 is throttle position sensor Illustrate respectively.

5 to 7, in the vehicle transmission apparatus according to the present invention, the pump shaft of the torque converter 120 is coupled to the input shaft 110. The torque converter 120 transmits power through a fluid and has a built-in converter clutch. The oil pump 130 is connected to the converter pump shaft and the first sun gear shaft penetrates into the hollow shaft and is connected to the converter turbine shaft.

In the plunger unit 220, five plungers are connected to the central cam 224, respectively, and the cam is splined with the shaft of the first carrier and the first sun gear shaft penetrates into the hollow shaft in the carrier shaft.

When the first sun gear 210 rotates, the first planetary gear 240 is rotated to transmit a rotational force to the first ring gear 250. The first planetary gear 240 is the first sun gear and the first ring gear. Since it is driven while being engaged, the first carrier 230 is rotated while a rotational force is generated in the rotation direction of the first sun gear.

As such, when the first carrier is rotated (rotating in the same direction as the rotation direction of the first sun gear), the cam 224 connected to the first carrier shaft rotates five plungers vertically while eccentrically rotating the inside of the plunger. Do pumping motion to increase hydraulic pressure. At this time, when the hydraulic pressure inside the plunger unit reaches the limit point, it will no longer rotate and stop.

However, when the speed control motor 430 is rotated according to the control of the controller (TCU) 610, the rotor 511 of the control valve 510 coupled thereto rotates to discharge the oil, and the discharge of the oil. Accordingly, the rotation speed of the first carrier 230 is determined. In other words, in this embodiment, the rotational speed of the first carrier whose rotation is suppressed is controlled by controlling the flow rate of the plunger unit.

According to the present invention, the speed ratio is increased or decreased according to the rotation speed of the first sun gear and the rotation speed of the first carrier.

In addition, after the oil discharged from the plunger unit 220 passes through the control valve 510, the present invention is applied to the oil pump 130 suction line again, the oil pump suction line check valve ( 520) so that all the oil discharged from the plunger unit is guided to the oil pump side, so that when the vehicle is driven at a low or medium speed, the amount of oil discharged from the plunger unit is equal to or greater than the total suction amount sucked into the oil pump. The oil pump is idle at no load and the rotation speed of the plunger unit is reduced during high-speed driving of the vehicle so that only the oil is sucked up to supplement the oil only when the oil discharge amount is insufficient. Hydraulic pressure) to minimize losses.

In addition, the first ring gear 250 shaft of the transmission part is connected to the driving shaft 310 of the second carrier 320 of the forward and backward speed increasing part in a spline structure.

Between the second ring gear 340 shaft and the second carrier drive shaft 310 is coupled so that the bearing is mediated, without having any influence on each other, and between the second ring gear 340 and the second carrier drive shaft The reverse clutch 370 is installed, and the forward brake 420 is provided outside the second ring gear 340. Therefore, when the forward brake is operated, the rotational force applied to the output shaft 360 is increased in the same direction with respect to the rotational direction of the input shaft to allow the vehicle to move forward.

On the other hand, when the reverse clutch 370 is operated, since the second ring gear 340 and the carrier drive shaft 310 are directly connected and rotated integrally, the output shaft 360 rotates in the reverse direction so that the vehicle reverses. do.

The parking locker 410 and the manual valve 580 shown in the drawing are selected by the driver. In addition, an accumulator 590 is provided between the ring gear 340 shaft, the valve 600 of the forward brake 420, and the manual valve 580, respectively, to mitigate shock during sudden forward and reverse shifts. It may be. In addition, the oil pump 130 is provided with a pressure relief valve 530 so that when the pressure of the oil pump 130 rises above the set pressure to discharge the hydraulic pressure to eliminate excessive pressure rise. In addition, the regulator 540 may be provided to maintain the hydraulic pressure appropriately. The primary regulator 541 adjusts the hydraulic pressure supplied from the oil pump 130 to supply the hydraulic line and the secondary regulator 543. And In the secondary regulator 543, the hydraulic pressure is adjusted and supplied to the torque converter 120 and the lubrication line.

Meanwhile, when the speed of the vehicle reaches the set value, the solenoid valve 550 connected to the controller TCU operates the relay belt 560 to change the supply line and the discharge line of the torque converter 120 (that is, the supply). Drain the oil into the line, supply the oil to the drain line), and lock the converter clutch. And, the bypass valve 570 shown in the drawing is to control the excessive pressure rise of the oil cooler.

The controller (TCU) 610 is provided with hardware and software necessary for operation control therein, and controls the overall operation of the vehicle while frequently checking the driving state of the vehicle through a plurality of sensors. For example, the controller 610 detects the braking by the brake pressure sensor 620 and increases the speed ratio to be proportional to the brake pressure, thereby improving the braking force. The output sensor 630 speed sensor 650 and the throttle position sensor 660. The optimum speed ratio is calculated by calculating an input value such as), and the rotation speed of the speed control motor 430 is controlled. In addition, the input value of the temperature sensor 640 is checked to control the sudden speed increase in the low temperature state of the engine.

In addition, when the overall conditions of the driving process of the vehicle are predicted (for example, a tracked vehicle), a control program is mounted in advance on the controller TCU, and the actual driving state of the vehicle is checked using various sensors. You can also automatically control the speed ratio.

FIG. 8 is a graph comparing operation characteristics between a vehicle transmission and a conventional transmission of FIG. 4 according to the present invention. Referring to the graph shown, it is possible to provide an optimum transmission ratio for vehicle driving conditions and engine output at that time from the low speed starting to the high speed driving. It can be seen that not only saves about 15 to 20% of fuel, but also improves engine power by about 5 to 7%.

In addition, the continuously variable transmission of the present invention described above is applicable to all the devices required to shift and use the power generated by the main power source in accordance with a situation. In addition to the transmission of the vehicle, for example, heavy equipment, locomotives Applicable to all ships, ships and aircraft.

The present invention has been presented in order to make it easier to understand the technical gist of the present invention, rather than to limit the scope of the above-described embodiments and the accompanying drawings, which are within the scope of the technical spirit of the present invention. It is apparent to those skilled in the art that various permutations, modifications, and alterations are possible in the art, and therefore, such various permutations, modifications, and alterations are within the scope of the present invention.

The continuously variable transmission and the vehicle transmission apparatus according to the present invention can be used universally regardless of the manufacturer. For example, in the case of automobiles, due to different engine output characteristics and unique design of each manufacturer, the reduction ratios for each stage (1, 2, 3, 4, and 5 stages) of the transmission were incompatible with each other. Therefore, up to now, the gearboxes have been separately designed and manufactured for each manufacturer. However, according to the present invention, it is possible to provide a speed ratio suitable for all specifications only by changing the software of the control device mounted on the various vehicles.

In addition, according to the present invention, there is no need for the acceleration required when shifting from the various vehicles to the high speed stage, and the stepless speed ratio is always considered in consideration of the state of the load according to the driving conditions such as engine output and road conditions. (stepless) provides the effect of improving the engine power and reducing fuel consumption.

In addition, by implementing a stepless speed change by gear gearing, not only significantly improves the reliability of power transmission, but also has a simple structure, which has a very excellent effect of reducing the manufacturing cost.

Claims (11)

In the continuously variable transmission which transmits the rotational force of the drive shaft to the driven shaft while continuously changing, A sun gear connected to the drive shaft; A ring gear installed coaxially to be driven by receiving rotational force from the sun gear, the driven shaft being connected to the rotating shaft; A plurality of planetary gears which are interdigitated between the sun gear and the ring gear to mediate power transmission; A carrier rotatably provided coaxially with the sun gear and the ring gear while supporting the plurality of planetary gears, the sun gear rotating shaft penetrating a hollow portion of the rotating shaft to rotate separately from the sun gear rotating shaft; And Means for controlling the rotational speed of the carrier, And a speed change ratio between the sun gear and the ring gear in accordance with a change in the rotational speed of the carrier and a change in the rotational speed ratio between the sun gear and the carrier. The method of claim 1, Means for controlling the rotational speed of the carrier, the continuously variable transmission, characterized in that for controlling the rotation of the carrier using a separate power source, not a power source provided to the drive shaft. The method of claim 2, Means for controlling the rotational speed of the carrier, An oil inlet and an outlet are respectively provided in the housing, and a valve for inducing the oil sucked into the housing through the oil inlet to be pushed out only to the outlet side without being flowed back, and the sun gear rotating shaft are rotated separately, but the A plunger unit having a cam structure that is rotatably coupled with a carrier rotation shaft and a plunger set that provides hydraulic pressure while moving up and down according to an eccentric rotation of the cam structure; A control valve provided at an oil outlet of the plunger unit to adjust a flow rate in the plunger unit to control rotation of the carrier; And And a speed control motor controlling a flow rate flowing out through the control valve. The method of claim 1, The plurality of planetary gears, Stepless transmission, characterized in that arranged at substantially 120 degrees intervals around the sun gear. In a vehicle transmission that transmits the rotational force of the input shaft to the output shaft while continuously changing the rotation force, A first sun gear connected to the input shaft; A first ring gear installed coaxially to be driven by receiving rotational force from the first sun gear; A plurality of first planetary gears interdigitated between the first sun gear and the first ring gear to mediate power transmission; The first sun gear and the first ring gear are rotatably coaxially supported while supporting the plurality of first planetary gears, and the first sun gear rotation shaft penetrates into the hollow portion within the rotation shaft to separate the first sun gear rotation shaft. A rotating first carrier; And continuously variable means including means for controlling the rotational speed of the carrier. Forward and backward speed increasing means for forwarding and forwarding the speed of the rotational force applied through the first ring gear, and then transmitting the forward and forward speed to the output shaft; And It is provided with a controller (TCU) and a plurality of sensors, and including a control means for controlling the overall operation of the continuously variable means and the forward and backward speed increase means according to the driving state of the vehicle, And a speed ratio is continuously changed in accordance with a change in a rotation speed of the first carrier and a change in a rotation speed ratio between the first sun gear and the first carrier. The method of claim 5, Means for controlling the rotational speed of the first carrier, the transmission device for a vehicle, characterized in that for controlling the rotation of the first carrier using a separate power source, not a power source provided to the input shaft. The method of claim 6, Means for controlling the rotational speed of the first carrier, An oil inlet and an outlet are respectively provided in the housing, and a valve for inducing the oil sucked into the housing through the oil inlet to be pushed out only to the outlet side without being flowed back, and the first sun gear rotating shaft are rotated separately. A plunger unit having a cam structure coupled to the first carrier rotation shaft but rotatably coupled to the first carrier rotation axis, and a plunger set configured to provide hydraulic pressure while moving up and down according to an eccentric rotation of the cam structure; A control valve provided at an oil outlet of the plunger unit to adjust a flow rate in the plunger unit to control rotation of the first carrier; And Vehicle speed control comprising a speed control motor for adjusting the flow rate flowing through the control valve. The method of claim 7, wherein A check valve is further provided in the oil pump suction line, so that all the oil discharged from the plunger unit is guided to the oil pump side, and only when the oil discharge amount is insufficient, the oil is further sucked in and supplemented. Gearbox. The method of claim 5, The forward and backward speed increasing means, A second carrier having a drive shaft splined to the first ring gear shaft of the continuously variable transmission means; A second sun gear directly connected to the output shaft; A second ring gear installed to be separated from the second carrier drive shaft: A plurality of pairs of second planetary gears supported by the second carrier to rotate and transmit power to the second sun gear; A reverse clutch for switching the connection between the second ring gear and the second carrier drive shaft to select a reverse operation of the vehicle; And And a forward brake provided on an outer side of the second ring gear to select a forward operation of the vehicle by switching the rotation of the second ring gear. The method of claim 9, When the forward brake is activated, the rotational force applied to the output shaft is increased in the same direction with respect to the rotational direction of the input shaft, and the vehicle is advanced. And the output shaft rotates in the reverse direction so that the vehicle reverses. The method of claim 8, The second planetary gear, And the second sun gear is disposed at an angular interval of substantially 120 degrees.