KR20020062066A - Continuously variable transmission having high transmission efficiency and durability - Google Patents

Abstract

PURPOSE: A continuously variable transmission having high transmission efficiency and durability is provided to make a user efficiently select a travel mode by compacting a mode selection system, to continuously control a transmission gear ratio by controlling the revolution of a planetary gear via a worm gear, and to improve silence, durability and transmission efficiency of a transmission. CONSTITUTION: A continuously variable transmission having high transmission efficiency and durability comprises a torque converter(100a) to generate secondary power via a second power transmission line by changing rpm and rotational speed transmitted to a turbine(106), a transmission system(300) to generate transmission output with rotational speed reduced in proportion with the difference of rotational speeds, and a mode selection system installed between the torque converter and the transmission system to set up the travel mode of the continuously variable transmission.

Description

Continuously Variable Transmission Having High Transmission Efficiency and Durability}

The present invention relates to a continuously variable transmission and a method of shifting the same, and in particular, by continuously controlling the amount of revolution of the planetary gear according to the amount of change in the rotational speed of the torque converter pump and the turbine due to the load on the wheel of the vehicle. Accordingly, the present invention relates to a continuously variable transmission and a method of shifting gearboxes having improved gearing efficiency and performance, excellent durability, and a wide gear ratio setting range.

In general, since the driving force of the vehicle varies greatly depending on the weight of the vehicle, the road situation, and the driving speed, the vehicle has been used by installing a transmission that appropriately changes the driving force of the engine according to the situation.

Such a vehicle transmission device is installed between the engine and the drive shaft and has a function of transmitting the driving force of the engine to the drive wheels. The manual transmission device directly selects a shift stage at the driver's will, and automatically according to the driving conditions of the vehicle. It is divided into an automatic transmission in which a shift is made, and a continuously variable transmission in which continuously shifting is carried out without a specific shift range between each shift stage.

Among these transmissions, a manual transmission is provided with a shift lever for receiving a driver's operation force, and the shift lever operates a plurality of shift rails installed in a shift gear box to operate a plurality of gears through a sleeve connected to a shift fork. In order to achieve this, the clutch must be stepped on to cut off the power transmitted from the engine.

Such a manual transmission has the advantages of simple structure, excellent durability, high transmission efficiency and large transmission capacity, but the driver must directly operate the shift stage continuously changing according to the vehicle speed while driving and have a large noise / vibration problem. There is. Therefore, the driver who is not used to driving had the biggest problem of causing various accidents due to immature shifting operation, and even an experienced driver quickly felt fatigue when driving for a long time.

On the other hand, when the automatic transmission is fixed to one of the planetary gear devices (sun gear, carrier, ring gear) by the multi-plate clutch and the band brake that controls the planetary gear device, it is possible to obtain a constant gear ratio between the input and output elements of the power, In addition, if two elements are fixed to each other, they are integrally rotated, and if none of them is fixed, it is set to a neutral state in which power is not transmitted.

Therefore, the automatic transmission has a manual clutch operation mechanism, and thus the automatic transmission can be performed without shifting the gear only by the accelerator pedal and the brake pedal. However, the hydraulic and electronic control structure for fixed control of the planetary gear device with the multi-plate clutch and the band brake is possible. It is very complicated and the durability is low, in particular, the manufacturing cost is high, there was a problem of low transmission efficiency. In addition, the automatic transmission has a shift shock when the speed is shifted up or down according to the shift ratio of each shift stage.

Moreover, the conventional manual and automatic transmissions are fixed and operate at a constant gear ratio, which makes it difficult to use the optimum output and fuel economy, thereby making the transmission multi-stage, but the weight and cost of the device are limited.

In addition, the continuously variable transmission has been developed for the purpose of eliminating the shift shock which is a disadvantage of the automatic transmission and at the same time reducing the cost and improving fuel economy.

In the conventional continuously variable transmission method, a belt / pull type method using the diameter displacement of the pulleys mounted on the input shaft and the output shaft is mainly used, but the fuel consumption is low at high speed and high speed, and the amount of emitted gas is high, and the power transmission belt is used. Due to the deterioration of durability, noise / vibration and slip phenomenon due to the use of a large vehicle or a special vehicle that requires a large torque transmission was difficult to apply.

In addition, the Trojan-type continuously variable transmission has excellent transmission efficiency, but is poor in durability, complicated in structure, and high in manufacturing cost.

On the other hand, the continuously variable transmission disclosed in Korean Patent Publication No. 97-8224 uses the first output of the torque converted from the torque converter and the second output of the engine as two inputs of a simple planetary gear device, and uses a planetary carrier as an output. The structure allows the vehicle speed to be proportionally added or subtracted in accordance with the difference in the rotation speed of the first and second outputs.

However, the above-mentioned patent uses two power transmission shafts of asymmetrically separated main and secondary shafts to transfer the power of the engine, so that the structure of the entire transmission becomes large and complicated, and thus, power transmission / There is a problem of inferior transmission efficiency and durability.

On the other hand, the applicant proposes a continuously variable transmission in the Korean Patent Publication No. 98-87621 to analyze the advantages and disadvantages of the gearless continuously variable transmission and to remove the disadvantages while maintaining the advantages.

The continuously variable automatic transmission is a sun gear input-fixed bar output method, and the prior art can control the gear ratio according to the driving state of the vehicle by controlling the idle amount of the planetary gear by the difference in the rotational speed of the pump and the turbine of the torque converter. have. However, this technique only suggests a fundamental technique that can be used only for forward driving, and no proposal has been made for neutral and reverse driving which are essential for functioning as a vehicle transmission.

In addition, although the transmission for automobiles is required to have a wide range of shifts, the prior art is capable of expanding the shift ranges with gear ratios, but in this case, the rotation speed of the worm gears increases, so that the worm gears having friction coefficients have disadvantages.

In addition, the prior art has a problem that the durability is somewhat reduced because it supports the entire transmission portion using a fixed bar.

SUMMARY OF THE INVENTION The present invention has been made in view of the problems of the prior art, and its basic purpose is to provide a mode selection system for selecting a driving mode in a continuously variable transmission comprising a shift control system and a shift system with a very simple structure. The present invention provides a continuously variable transmission and a method of shifting the same in which the selection of the reverse and neutral modes can be efficiently performed.

It is another object of the present invention to continuously control the idle amount of a planetary gear by a worm gear in a transmission system of a sun gear input-ring gear output based on a difference in rotational speeds of a pump and a turbine of a torque converter generated according to a driving state of a vehicle. The present invention provides a continuously variable transmission apparatus and a method of shifting gearboxes having excellent cost competitiveness and productivity by realizing a shifting system capable of controlling a shift ratio as a very simple structure.

Another object of the present invention is to provide a continuously variable transmission of the gear coupling method excellent in quietness, durability and shift efficiency because the structure of the device is a symmetrical structure and the gear can be continuously shifted in the gear is engaged.

Another object of the present invention is a main power transmission line for converting the engine's power through a torque converter to input the sun gear to revolve the planetary gear, and a worm wheel spline-coupled with the planetary gear and the spline through the output bevel gear and worm gear. A new stepless automatic shifting method in which a shift of the planetary gear and the amount of rotation are controlled by a two-line power transmission consisting of a power transmission control line for inputting engine power into an input bevel gear to rotate in the opposite direction to the rotational direction of the engine. To provide.

It is still another object of the present invention to provide a continuously variable transmission apparatus having an easy gear ratio setting and a wide speed ratio since the planetary gear drives the planetary gear and the idle amount of the planet gear is output through the ring gear.

Another object of the present invention is a shift control system in which torque conversion is performed for shift control, a shift system in which shifting is performed according to the converted torque, and a mode selection system for selecting a driving mode require a minimum of electronic control. The present invention provides a continuously variable transmission that can be shortened and easily maintained.

Another object of the present invention to provide a continuously variable transmission that can be applied to large vehicles and special vehicles that require a large driving force.

1 is a schematic diagram showing a continuously variable transmission for explaining a continuously variable method according to the invention,

FIG. 2 is a sectional view of an actual shifting system taken along the line A-A of FIG. 1;

3 is a perspective view illustrating a shift system with a ring gear removed from FIG. 2;

4 is an exploded perspective view of FIG. 3;

5 and 6 are schematic views illustrating a continuously variable transmission apparatus according to first and second embodiments of the present invention, in which a mode selection system is coupled between a shift control system and a shift system;

7 to 10 are schematic diagrams illustrating a continuously variable transmission apparatus according to third to sixth embodiments of the present invention, in which a mode selection system is coupled to a rear end of a shift system.

<Description of Symbols for Main Parts of Drawings>

100: shift control system 102: pump housing

104: pump impeller 106: turbine

108: stator 110: adjustment shaft

112: fixed shaft 114: one-way clutch

116: lock-up clutch 300: shifting system

302: input shaft 110a, 302a, 314a, 316a; Spline

304: input bevel gear 306: output bevel gear

308: Worm gear support shaft 310, 310 ': Worm gear

312: carrier 312a; Carrier Cover

312b; Carrier Body 314, 314 ': Worm Wheel

316, 316 ': Planetary gear 318: Sun gear

320: ring gear 322: first children bevel gear

324: second idle bevel gear 326: support shaft

330: output shaft 100a; Torque converter

600, 610, 620, 630, 640, 650: mode selection system

601: output line gear 602: output single type planetary gear

603: Output ring gear 604-604e: Band brake

605-605e: Multi-plate Clutch 606a, 606b: Output Double Type Planetary Gear

607-607c: Double Output Planetary Gear Carrier

In order to achieve the above object, the present invention changes the rotational force and rotational speed transmitted to the turbine according to the load applied to the turbine when the first power generated in the engine is input to the pump impeller through the second power transmission line Through a torque converter for generating a second power and a first power input from the engine through the first power transmission line at the same speed as the pump impeller and a second power transmission line coaxially with the first power transmission line When the rotation speed difference occurs between the first rotational speed of the first power and the second rotational speed of the second power in response to the second power input torque converted through the torque converter is generated corresponding to the second rotational speed A shifting system for generating a shifting output in which a rotational speed of the shifting output is reduced in proportion to the shifting speed, and the torque converter and the shifting speed; It is provided between the system provides a continuously variable transmission comprising a mode selection system for setting the continuously variable transmission to one of the forward, reverse and neutral modes.

Between the torque converter and the shifting system, torque conversion and gear shifting are performed until the load acting on the output of the shifting system and the rotational force transmitted to the output are balanced, and the rotational force of the shifting system output for achieving the balance is the torque. It is determined by multiplying the increased torque of the converter by the increased torque of the transmission system.

In addition, the present invention is installed between the pump impeller housing and the first power transmission line during the high speed rotation at which the first and second rotation speed are the same to lock-integrating the pump impeller housing and the first power transmission line. It further comprises an up clutch, in which case the transmission output is generated at the same speed as the turbine's rotational speed.

The shift system continuously changes the gear shift ratio to increase the output rotational speed and reduce the rotational force of the output when the second rotational speed is smaller than the first rotational speed.

The shift system may include a front gear which is integrally formed at the distal end of the second power transmission line and to which the second power is applied, and a first bevel gear which is integrally formed at the distal end of the first power transmission line and to which the first power is applied; A second bevel gear meshed with the first bevel gear at a right angle, the both bevels are rotatably supported, and the second bevel gear is integrally formed at both ends of each of the worm gear support shafts; First and second worm gears which are formed in opposite directions to each other and are rotated in the same direction as the first power, and a cup-shaped carrier body in which a tip of the second power transmission line is rotatably supported on the cover and coupled to the cover; A carrier having both ends of the worm gear support shaft rotatably supported on opposite side walls of the carrier, and rotatably installed on the bottom surface of the carrier, respectively, to the first and second worm gears. First and second worm wheels, which are meshed diagonally and rotated in opposite directions to the first power, respectively, and are integrally rotated with the worm wheels by engaging inner portions of the first and second worm wheels, respectively, inside the sun gear The first and second planetary gears are partially engaged with the outer side of the first and second planetary gears, each of which protrudes to the outside through a pair of windows cut in both side walls of the carrier body. It is preferable that the ring gear and the output shaft formed integrally with the ring gear to obtain a shifted output is obtained.

In this case, the transmission system transfers the second power to the sun gear through the second power transmission line, the main power transmission line for revolving the first and second planetary gears, and the first power transmission line through the first power transmission line. Bevel gear transmits the first input, and is opposite to the revolving direction of the first and second planetary gears coupled to the worm wheel through the second bevel gear, the worm gear support shaft, the first and second worm gears, and the first and second worm wheels. It is composed of a power transmission control line for rotating the gears, the gear shift is continuously made by controlling the amount of revolution and the amount of rotation of the first and second planetary gears by two-line power transmission, the shifted output is a ring gear Is transmitted to the output shaft.

In the present invention, when the load acting on the output of the transmission system is increased, the rotational speed of the turbine is reduced and the rotational force transmitted from the pump impeller to the turbine is increased, the difference in the rotational speed between the pump impeller and the turbine is increased to the first and The second worm gear is rotated in the same direction as the first power, and the first and second planetary gears are rotated in the opposite direction to the first power to continuously change the gear ratio from the high stage to the low stage.

In addition, as the rotational speed and the rotational force of the engine increase, the rotational speed difference between the pump impeller and the turbine increases even more, and the rotational force transmitted to the turbine increases, so that the rotational force transmitted to the turbine becomes larger than the load acting on the turbine. The rotational speed of the turbine is increased until the torque transmitted from the pump impeller to the turbine is in equilibrium with the load acting on the turbine.

If the rotational speed difference of the first bevel gear and the sun gear decreases continuously due to the increase in the rotation speed of the turbine, the first and second planets are formed through the second bevel gear, the first and second worm gears, and the first and second worm wheels. The rotation speed in the opposite direction to the idle direction of the gear is also decelerated sequentially so that the gear ratio is continuously changed from the low end to the high end.

The present invention includes a mode selection system installed between the shift control system and the shift system or at the rear end of the shift system to set the continuously variable transmission to one of the forward, backward and neutral modes.

The mode selection system is provided in the second power transmission line between the torque converter and the transmission system, the brake means for selectively fixing the sun gear according to the mode selection, and the second power transmission line between the torque converter and the transmission system. It is preferable that it is inserted in the clutch means for selectively blocking the transmission of power to the sun gear in accordance with the mode selection.

In addition, the mode selection system is installed in the carrier and the brake means for selectively fixing the carrier in accordance with the mode selection, and inserted into the second power transmission line between the torque converter and the transmission system selectively in accordance with the mode selection It may be configured as a clutch means for blocking the transmission of power to the sun gear.

According to still another aspect of the present invention, the present invention provides a continuously variable transmission method of a continuously variable transmission including a shift control system and a shift system and generating a continuously shifted output according to a load applied to an engine power. Generating a second power through the first power transmission line by varying the rotational force and the rotational speed according to the load applied to the output when the first power generated by the input is input to the shift control system; and the first power transmission line Transmitting a second power to the transmission system through the first power transmission line and the first power through the second power transmission line coaxially inserted into the transmission system, and the first rotational speed of the first power. And when the rotational speed difference occurs between the second rotational speed of the second power, in proportion to the rotational speed difference in the shift output generated corresponding to the second rotational speed. It provides a continuously-variable transmission characterized in that consisting of a step of decelerating the rotational speed of the group shift output generating a speed change output.

According to another feature of the invention, the present invention is the first power transmission line by changing the rotational speed and rotational speed transmitted to the turbine according to the load applied to the turbine when the first input generated in the engine is input to the pump impeller of the torque converter Generating a second input through the first power transmission line through the second power transmission line coaxially inserted into the first power transmission line and the second input through the first power transmission line from the torque converter; And transmitting the second input to the sun gear of the transmission system through the second power transmission line to revolve the first and second planetary gears, and the first bevel gear through the second power transmission line. Rotating the first and second planetary gears in a direction opposite to an idle direction through a second bevel gear, a worm gear support shaft, first and second worm gears, and first and second worm wheels by transmitting a first input to the first input;It provides a continuously variable transmission method comprising the step of reducing the amount of rotation in the amount of revolution applied to the first and second planetary gears by two-line power transmission to generate a shifted output through the ring gear.

As described above, in the present invention, the continuously variable transmission system including the shift control system and the shift system is provided with a very simple structure of a mode determination system for determining the driving mode, so that the selection of the forward, backward and neutral modes can be performed efficiently. .

In addition, according to the present invention, the gear ratio is continuously controlled by controlling the idle amount of the planetary gear with the worm gear based on the difference in the rotational speed of the pump and the turbine of the torque converter generated according to the driving state of the vehicle by the sun gear input-ring gear output method. It has excellent price competitiveness by realizing the shifting system that can be done as a very simple structure, and the gear structure is symmetrical, and the gear ratio shifting can be continuously performed when the gears are engaged, so it is excellent in quietness, durability and shift efficiency. .

The present invention outputs the idle amount of the planetary gear through the ring gear, the gear ratio setting range is wide, the development period can be shortened, and the maintenance can be easily performed because each system requires a minimum of electronic control.

Moreover, the present invention does not require a separate control device for shifting, so the structure is simple and can be produced at a low price. The most smooth delivery, as well as the stepless forward and backward speed can increase the efficiency of the product and improve the durability.

(Example)

Hereinafter, with reference to the accompanying drawings will be described with respect to the shift control system and the continuously variable transmission device made by connecting to the shift control system.

1 is a schematic view showing a stepless speed change apparatus for explaining a stepless speed change method according to the present invention, FIG. 2 is a sectional view of an actual speed shift system taken along line AA of FIG. 1, and FIG. 3 is a ring gear in FIG. 2. 4 is a perspective view illustrating the shifting system in a removed state, and FIG. 4 is an exploded perspective view of FIG. 3.

The continuously variable transmission of the present invention is composed of a shift control system 100, a shift system 300, and a mode selection system.

First, a connection configuration of the shift control system 100 and the shift system 300 will be described with reference to FIGS. 1 to 4.

The shift control system 100 is generally applied to a torque converter that is used for torque conversion, such as an automatic transmission, a conventional torque converter is used in such a way that the power generated in the engine is transmitted to the shift system via the torque converter. do.

However, in the shift control system 100 of the present invention, the first power generated in the engine is directly transmitted to the shift system 300 via the first line and the torque converter 100a that are directly transmitted to the shift system 300. It consists of two lines.

That is, the torque converter 100a used as the shift control system 100 has a pump housing 102 in which an input shaft 302 into which the first power of the engine is input is integrally formed with the pump impeller 104 as shown in FIG. 1. ) Is integrally formed by spline coupling. The turbine 106 is installed at the opposite position of the pump impeller 104, and the stator 108 is positioned between the pump impeller 104 and the turbine 106.

A hollow fixed shaft 112 is installed inside the stator 108 and a one-way clutch prevents reverse rotation of the stator 108 between the fixed shaft 112 and the stator 108 and rotates in only one direction. Install 114.

In addition, the hollow fixed shaft 112 is inserted into and installed in the coaxially fixed adjustment shaft 110 is fixed to the housing, the input shaft 302 is rotatably coaxially inside the adjustment shaft 110. Is installed. One end of the adjustment shaft 110 is integrally formed by the turbine 106 and the spline coupling, the other end is integrally formed with the sun gear 318 of the transmission system 300, the pump housing 102 and the adjustment shaft Between the 110, a lock-up clutch 116 is provided for increasing efficiency by integrating the pump housing 102 and the adjustment shaft 110 during high speed rotation.

Meanwhile, the transmission system 300 of the present invention has a spline 302a for integrally coupling with the pump housing 102 in the middle of the input shaft 302 into which the first power of the engine is input, as shown in FIGS. 1 and 2. ) Is formed in the outer circumferential portion, and the input bevel gear 304 is integrally formed integrally with the tip portion of the input shaft 302.

In addition, at the rear end of the adjustment shaft 110 coupled to the outer circumference of the input shaft 302, a spline 110a is splined to the turbine 106, and a sun gear 318 is integrally formed at the front end thereof. The middle portion is rotatably supported in the center of the disc-shaped carrier cover 312a which is fixed to the carrier body 312b to be described later using the fixing bolt 312c.

Therefore, the carrier cover 312a and the carrier body 312b serve as a housing for stably supporting various gears constituting the shifting system 300 to be described later, thereby greatly improving the durability and reliability of the device, and occurring inside. It is possible to minimize the leakage of the noise to the outside.

The input bevel gear 304 is meshed with an output bevel gear 306 perpendicular to the input bevel gear 304, and the output bevel gear 306 is integrally formed at an approximately middle portion of the worm gear support shaft 308. Is fixed.

In addition, a first idle bevel gear 322 is installed on the worm gear support shaft 308 so as to be free to rotate while facing the output bevel gear 306, and an input bevel gear 304 above the first idle bevel gear 322. ) At right angles.

Further, a second idle bevel gear 324 is freely rotatably installed on the support shaft 326 at the center of the carrier 312 facing the input bevel gear 304, and on the second idle bevel gear 324. The output bevel gear 306 and the first idle bevel gear 322 are engaged.

As a result, the four bevel gears 304, 306, 322, and 324 are rotated in a symmetrical shape as if they are seen from both sides of the vehicle, so that the power applied through the input bevel gear 304 may cause the output bevel gear 306 to simply be turned off. Even though it is transmitted to other gears through it, the rotational balance can be maintained, thereby preventing uneven wear caused by the transmission of the deflected force and preventing the deterioration of power transmission efficiency in the long term.

On both sides of the worm gear support shaft 308, a pair of worm gears 310 and 310 'having spirals formed in opposite directions are integrally formed, and both ends of the worm gear support shaft 308 are cup-shaped bodies 312b of the carrier 312. 2 and 4 are freely rotatably fixed to opposite side walls of the &lt; RTI ID = 0.0 &gt;

In addition, the worm wheels 314 and 314 'are meshed with the pair of worm gears 310 and 310', respectively, and planetary gears 316 are provided in the inner circumferential splines 314a and 314a 'of the worm wheels 314 and 314'. And the planetary gears 316 and 316 ', which are integrally formed by spline coupling with the outer circumferential splines 316a and 316a' of 316 ', and whose central through holes 316b and 316b' are rotated integrally with the worm wheels, respectively. 314,314 'is rotatably coupled to a pair of support shafts 314b, 314b' protruding from the bottom of the carrier body 312b.

In this case, in addition to the spline coupling method, the worm wheels 314 and 314 'and the planetary gears 316 and 316' may be molded and integrally manufactured. In addition, other well-known coupling methods may be used for spline bonding of other parts employed in the present invention.

The sun gear 318 is engaged to the inside of the pair of planetary gears 316 and 316 ', and the outside of the pair of planetary gears 316 and 316' is protruded to the outside through the windows 312d and 312d 'cut in both side walls of the carrier body 312b. The output is engaged with the ring gear 320 and shifted from the output shaft 330 integrally formed with the ring gear 320.

The shift operation of the continuously variable transmission according to the present invention configured as described above and the power transmission process according thereto will be described in detail below.

(Slow departure)

First, when the vehicle is in a low speed state, when the engine power is gradually input to the input shaft 302 to the continuously variable transmission including the shift control system 100 and the shift system 300, the input bevel gear 304 and the torque converter ( Power is transmitted to the pump impeller 104 of 100a to rotate in the same direction as the rotational direction of the input shaft 302, for example counterclockwise.

First, the power transmitted to the pump impeller 104 transmits power to the turbine 106 and rotates the sun gear 318 by the adjustment shaft 110 formed integrally with the turbine 106 by the input shaft 302. Rotate in the same direction.

Therefore, both of the first and second planetary gears 316 and 316 'meshed with the sun gear 318 attempt to rotate in a direction opposite to the rotation direction of the input shaft 302, that is, clockwise.

At this time, the pair of worm wheels 314 and 314 ', which are integrally formed with the planetary gears 316 and 316', are engaged with the worm gears 310 and 310 ', respectively, so that the worm wheels 314 and 314' are fixed so as not to rotate (generally, the worm gear is driven by Reverse transmission is not possible), and as a result, the entire transmission system 300 is integrated and tries to rotate in the same direction as the rotation direction of the input shaft 302.

However, when a load for starting the vehicle is applied to the output shaft 330 integrally formed with the ring gear 320 engaged with the planetary gears 316 and 316 ', the rotation input to the pump impeller 104 of the torque converter 100a is applied. Turbine 106 rotates slower than speed so that power is transmitted to sun gear 318.

On the other hand, when the power of the engine is transmitted to the input bevel gear 304 through the input shaft 302, the output bevel gear 306 and meshes with the input bevel gear 304 to control the speed ratio of the transmission system 300 and Power is also transmitted to the worm gear support shaft 308 configured integrally therewith, so that the worm gear support shaft 308 rotates counterclockwise when viewed from the top of FIGS. 1 and 2. As a result, the worm gears 310 and 310 'integrally formed with the worm gear support shaft 308 are also rotated counterclockwise due to the difference in rotation speed between the pump impeller 104 and the turbine 106 of the torque converter 100a.

Therefore, the worm wheels 314 and 314 ', which are meshed with the worm gears 310 and 310' and integrally formed with the planetary gears 316 and 316 ', are respectively rotated in a clockwise direction, resulting in the outer side of the planet gears 316 and 316'. The engaged ring gear 320 is decelerated by the clockwise rotational speed of the planetary gears 316 and 316 'at the counterclockwise rotational speed of the planetary gears 316 and 316' corresponding to the rotational speed of the sun gear 318. Attempts to rotate in the rotational direction (counterclockwise) of the input shaft 302 by the increased torque by the torque conversion.

However, when the rotational force transmitted to the turbine 106 is increased due to the characteristics of the torque converter 100a, the rotational speed of the turbine 106 is reduced, and the increased rotational force transmitted from the turbine 106 is transmitted via the transmission system 300. When the load applied to the turbine 106 is greater than the rotational force transmitted to the turbine 106, the vehicle is stopped, the load applied to the turbine 106 and the turbine 106 The rotational force transmitted is in equilibrium, and drives the output shaft 330.

In this case, if the power (rotational speed and rotational force) of the engine continuously input to the torque converter 100a increases or vice versa decreases in the load of the turbine 106, the turbine 106 is more than the load acting on the turbine 106. The torque transmitted to the vehicle becomes greater and the vehicle enters a slow start state.

(Speed up from low to high speed)

Here, the process of continuously shifting from the low stage to the high stage, that is, when the rotational speed and the rotational force of the engine are further increased, the difference in the rotational speed of the pump impeller 104 and the turbine 106 in the torque converter 100a becomes larger, and the turbine ( The rotational force transmitted to the 106 is increased, and the rotational force transmitted to the turbine 106 is greater than the load acting on the turbine. In this case, the rotational speed of the turbine 106 increases until the rotational force transmitted from the pump impeller 104 to the turbine 106 is in balance with the load acting on the turbine 106, thereby accelerating.

Therefore, the difference in the rotational speed of the pump impeller 104 and the turbine 106 is gradually reduced, which is transmitted to the rotational speed difference between the input bevel gear 304 and the sun gear 318 and the output bevel gear 306 by the difference in the reduced rotational speed. ) And integrally configured worm gears 310 and 310 'are rotated by rotating in a counterclockwise direction.

That is, if the rotation speed difference between the input bevel gear 304 and the sun gear 318 decreases continuously due to the increase in the rotation speed of the turbine 106, not only the worm gears 310 and 310 ', but also the worm wheels 314 and 314' engaged with the planetary gears The clockwise rotational rotational speeds of the gears 316 and 316 'are also sequentially reduced so that the gear ratio is continuously changed from the low end to the high end.

At this time, if the magnitude of the load acting on the turbine 106 is less than or equal to the rotational force transmitted to the turbine, the rotational speed of the turbine 106 is the same as the rotational speed of the pump impeller 104 worm gear (310, 310 ') The rotation control of the turbine 106 becomes the rotational force of the output shaft 330 because the entire shift control system 100 is integrally rotated in the counterclockwise direction because the rotation is not rotated. This state is called a high speed state.

In this case, it is preferable to adjust the pump housing 102 by operating the lock-up clutch 116 installed between the pump housing 102 and the adjusting shaft 110 by detecting a high speed state from a control device (not shown). The shaft 110 may be integrated (directly connected) to increase the efficiency of power transmission.

(Deceleration from high speed to low speed)

For example, if the load acting on the output shaft 330 increases, such as when the vehicle is climbing a hill, the rotation speed of the turbine 106 is slowed down and the rotation force transmitted from the pump impeller 104 to the turbine 106 is increased. Thus, the difference between the rotational speeds of the pump impeller 104 and the turbine 106 is increased to rotate the worm gears 310 and 310 'in a counterclockwise direction.

Therefore, the planetary gears 316 and 316 'integrally formed with the worm wheels 314 and 314' rotate and rotate in the opposite direction to the rotation of the input shaft 302 to continuously change the gear ratio from the high stage to the low stage. By reducing the size of the load applied to drive the output shaft 330 in balance with the rotational force transmitted to the turbine 106.

As described above, in the present invention, the gear shift of the transmission system 300 is performed in a direction in which the load acting on the output shaft 330 and the rotational force transmitted to the output shaft 330 are in equilibrium. It is determined as in Equation 1 below.

Equilibrium torque = increased torque in the turbine × increased torque in the transmission system

Therefore, the continuously variable transmission of the present invention drives the output shaft with a large rotational force at low speed, thereby improving acceleration and efficiency.

As described above, in the present invention, when the engine power is input, torque conversion is performed from the torque converter 100a, and at the same time, variable control of the turbine rotational speed is inversely proportional to the torque conversion.

Subsequently, the rotation speed of the planetary gear in the opposite direction to the rotational direction of the planetary gear is controlled according to the difference between the rotation speed of the turbine impeller and the pump impeller (ie, input shaft / bevel gear) applied to the transmission system 300 as a result of torque conversion. By continuously changing the gear ratio to variably control the rotation speed of the output and the corresponding torque, the load acting on the output shaft 330 (turbine) between the shift control system 100 and the shift system 300, which always consist of a torque converter. Control is made to balance the rotational force transmitted to the output shaft (turbine).

On the other hand, in general, the transmission needs to have at least a neutral mode (N), a forward drive mode (D), and a reverse drive mode (R).

Looking in detail with respect to the mode selection system can be used in conjunction with the continuously variable transmission of the present invention as follows.

5 and 6 are schematic diagrams illustrating a continuously variable transmission apparatus according to first and second embodiments of the present invention, in which a mode selection system is coupled between a shift control system and a shift system.

(First embodiment)

First, the rear wheel drive continuously variable transmission according to the first embodiment shown in FIG. 5 will be described. In the CVT according to the first exemplary embodiment, a mode selection system 640 is inserted between the shift control system 100 and the shift system 300. The shift control system 100 and the shift system 300 are Since it is the same as the basic structure shown in FIG. 1, the detailed description thereof will be omitted.

That is, in the first embodiment, the band brake or the multi-plate brake for preventing the rotation of the sun gear 318 on the adjustment shaft 110 between the shift control system 100 and the shift system 300 (that is, fixing the sun gear) is provided. For example, the multi-plate clutch 605 is inserted into and installed in order to control power transmission through the adjustment shaft 110 between the shift control system 100 and the shift system 300 at the same time. do. In this case, the brake and the clutch are not limited to the above types, and other things having similar functions can be used.

In the first driving mode (D) in the first embodiment, the band brake 604 is set to the OFF state, the multi-plate clutch 605 is set to the ON state, the reverse driving mode (R) When the band brake 604 is set to the ON state, the multi-plate clutch 605 is set to the OFF state, the neutral mode (N) is both the band brake 604 and the multi-plate clutch 605 It is set to OFF.

First, when the user operates the mode selection system 640 to set the forward driving mode (D), power is transmitted to the sun gear 318 through the adjustment shaft 110, and the sun gear 318 is rotatable. Since the forward driving is made in the same manner as the operation of the basic configuration described above it will be omitted.

Since the multi-plate clutch 605 is turned off when the driving mode R is set to the reverse driving mode R, power is not transmitted to the sun gear 318 and the rotation of the sun gear 318 is fixed by the band brake 604.

In this case, power transmission from the input shaft 302 to the sun gear 318 through the torque converter 100a cannot be achieved, but only the input shaft 302, the input bevel gear 304, the output bevel gear 306, and the worm gear support shaft ( 308), power transmission only through worm gears 310 and 310 ', worm wheels 314 and 314', planetary gears 316 and 316 ', ring gear 320 and output shaft 330.

However, since the planetary gears 316 and 316 'do not transmit power due to the sun gear 318 fixed thereto, the carrier 312 supporting the planetary gears 316 and 316' rotates clockwise. As a result, the ring gear 320 is also rotated in the clockwise direction so that a rotational output in a direction opposite to the rotational direction of the input shaft 302 is obtained from the output shaft 330, thereby reversing.

In the neutral mode (N), since the band brake 604 and the multi-plate clutch 605 are off, no power is transmitted from the torque converter 100a to the sun gear 318 and the sun gear 318 is free to rotate. have.

In the neutral mode, power transmission from the input shaft 302 to the sun gear 318 through the torque converter 100a is not achieved, and only the input shaft 302, the input bevel gear 304, the output bevel gear 306, and the worm gear are supported. Only power transmission is achieved by the shaft 308, worm gears 310 and 310 ', worm wheels 314 and 314' and planetary gears 316 and 316 '.

However, the planetary gears 316 and 316 'do not transmit power to the ring gear 320 loaded with the sun gear 318 engaged therewith in an idle state, and power is transmitted to the sun gear 318 to idle. . Therefore, the vehicle maintains the stationary state because no power is transmitted to the output shaft 330.

In this case, preferably, the engine control device determines the neutral mode to efficiently decelerate the engine output.

Second Embodiment

A continuously variable transmission apparatus according to a second embodiment shown in FIG. 6 will be described. In the CVT according to the second exemplary embodiment, the mode selection system 650 is inserted between the shift control system 100 and the shift system 300. The shift control system 100 and the shift system 300 are Since it is the same as the basic structure shown in FIG. 1, the detailed description thereof will be omitted.

That is, the second embodiment inserts and installs the multi-plate clutch 605a in the middle, for example, to control the power transmission between the shift control system 100 and the shift system 300 via the adjustment shaft 110. A band brake or a multi-plate brake 604a is provided on the carrier 312.

The operation of the mode selection system 650 of the second embodiment is substantially the same as that of the first embodiment. That is, in the forward driving mode (D), the band brake 604a is set to the OFF state, and the multi-plate clutch 605a is set to the ON state, and the band brake 604a is used in the backward driving mode (R). ) Is set to the ON state and the multi-plate clutch 605a is set to the OFF state, and the neutral mode (N) is the band brake 604a and the multi-plate clutch 605a to the OFF state. Is set.

First, when the user operates the mode selection system 650 and sets the forward driving mode D, the forward driving is performed in the same manner as the above-described basic configuration.

Since the multi-plate clutch 605a is turned off when the driving mode R is set to the reverse driving mode R, power is not transmitted to the sun gear 318, and the rotation of the carrier 312 is fixed by the band brake 604.

In this case, power transmission from the input shaft 302 to the sun gear 318 through the torque converter 100a cannot be achieved, but only the input shaft 302, the input bevel gear 304, the output bevel gear 306, and the worm gear support shaft ( 308), power transmission only through worm gears 310 and 310 ', worm wheels 314 and 314', planetary gears 316 and 316 ', ring gear 320 and output shaft 330.

However, according to the counterclockwise rotation of the output bevel gear 306, the worm gear support shaft 308, and the worm gears 310 and 310 ′, the carrier 312 is fixed to the worm wheels 314 and 314 ′ and the planetary gears 316 and 316 ′ meshed thereto. Since it is in the state, it rotates only in the clockwise direction. As a result, the ring gear 320 also rotates clockwise in proportion to the amount of rotation of the planetary gear, so that the output of rotation of the input shaft 302 in the direction opposite to that of the input shaft 302 is output. It is obtained from the reverse direction.

When reversing, the second embodiment is accompanied with the rotation of the sun gear 318 relative to the first embodiment, so the backward speed is relatively lower.

Since the band brake 604a and the multi-plate clutch 605a are turned off when the neutral mode N is set, power is not transmitted from the torque converter 100a to the sun gear 318 and the sun gear 318 is free to rotate. The carrier 312 is in a stationary state.

In the neutral mode, power transmission from the input shaft 302 to the sun gear 318 through the torque converter 100a is not achieved, and only the input shaft 302, the input bevel gear 304, the output bevel gear 306, and the worm gear are supported. Only power transmission is achieved by the shaft 308, the worm gears 310 and 310 'and the planetary gears 316 and 316'.

However, the planetary gears 316 and 316 'do not transmit power to the ring gear 320 loaded with the sun gear 318 engaged therewith in an idle state, and power is transmitted to the sun gear 318 to idle. . Therefore, the vehicle maintains the stationary state because no power is transmitted to the output shaft 330.

As described above, the continuously variable transmission of the first and second embodiments of the present invention has a very simple and mode selection and a very simple minimal structure, so that the selection of the forward, reverse and neutral modes required for driving can be efficiently performed. It is possible to implement a continuously variable transmission.

(Third to sixth embodiments)

On the other hand, in the continuously variable transmission according to the third to sixth embodiments of the present invention, various mode selection systems 600 to 630 as shown in FIGS. 7 to 10 are coupled to the output shaft 330 of the transmission system 300. It shows the example which is available.

In the continuously variable transmission according to the third embodiment shown in FIG. 7, the mode selection system 600 includes the output shaft 330 and the output line gear 601 of the transmission system 300 integrally formed, and the output line gear 601. The output single type planetary gear 602 and the output ring gear 603 are meshed to the outside, and the output ring gear 603 is integrally formed with the output shaft 330.

In this case, a band brake or a multi-plate brake 604b is connected to the carrier 607 supporting the output single type planetary gear 602 for mode selection, and a multi-plate clutch between the output ring gear 603 and the output shaft 330. 605b) is installed.

The mode selection system 600 of the third embodiment is constructed using a set of single pinion type planetary gear sets.

In the continuously variable transmission according to the fourth embodiment shown in FIG. 8, an output ring gear 603 is integrally formed on the output shaft 330 of the transmission system 300, and the mode selection system 610 is integrally formed. An output single type planetary gear 602 and an output line gear 601 are meshed with each other, and an output plate gear 603 and an output line gear 601 are connected with a multi-plate clutch 605c inside the 603. The single planetary gear 602 is rotatably supported in the carrier 607a, and a band brake 604c is connected to the carrier 607a, and an output is generated from the output line gear 601.

The mode selection system 610 of the fourth embodiment is constructed using a set of single pinion type planetary gear sets.

In the continuously variable transmission according to the fifth embodiment of FIG. 9, the mode selection system 620 includes the output shaft 330 and the output ring gear 603 of the transmission system 300 integrally formed with the output ring gear. Inside the 603, the output double type planetary gears 606a and 606b and the output line gear 601 are sequentially engaged with each other, and are connected to the multi-plate clutch 605d between the output line gear 601 and the output ring gear 603. A band brake 604d is connected to the output line gear 601, and an output is generated by an output double planetary gear carrier 607b that rotatably supports the output double planetary gears 606a and 606b.

The mode selection system 620 of the fifth embodiment is constructed using a set of double pinion type planetary gear sets.

In the continuously variable transmission according to the sixth exemplary embodiment shown in FIG. 10, an output line gear 601 is connected to an output shaft 330 of the transmission system 300, and an output shaft 330 and an output ring are connected to the mode selection system 630. A multi-plate clutch 605e is installed between the gears 603, and the output double planetary gears 606a and 606b and the output sun gear 601 are meshed with each other inside the output ring gear 603. 603 is connected to the band brake 604e and forms a structure in which an output is generated by an output double planetary gear carrier 607c rotatably supporting the output double planetary gears 606a and 606b.

The mode selection system 630 of the sixth embodiment is constructed using a set of double pinion type planetary gear sets.

The mode selection system 600 to 630 of the third to sixth embodiments is configured in the same manner as the first embodiment. That is, in the forward driving mode (D), the band brakes 604b-604e are set to the OFF state, and the multi-plate clutch 605b-605e is set to the ON state, and in the reverse driving mode (R). The band brakes 604b-604e are set to ON, and the multi-plate clutches 605b-605e are set to OFF, and the neutral mode N is set to the band brakes 604b-604e and the multi-plate clutch. 605b-605e are both set to OFF.

First, when the mode selection system 600 of the third embodiment shown in FIG. 7 is set to the forward traveling mode D, that is, two elements of the sun gear 601 and the ring gear 603 are fixed by the multi-plate clutch 605. The entire mode selection system 600 is integrated and rotates in the same direction as the sun gear 601. As a result, the output is input to the output sun gear 601 and then generated from the ring gear 603 through the multi-plate clutch 605b. do.

In addition, when the multi-plate clutch 605 is released and the band brake 604 is operated to set the reverse driving mode R, the carrier 607 is fixed so that the output sun gear 601 counterclockwise of the shift system 300. When the output is input, the planetary gear 602 and the ring gear 603 are reversed by generating a clockwise output opposite thereto.

In addition, when the band brake 604 and the multi-plate clutch 605 are released and set to the neutral mode (N), the output input to the output line gear 601 transfers sufficient power to the output ring gear 603 under load. The vehicle will remain stationary.

Here, in the forward mode, when the two elements of the planetary gear device are fixed to each other, the whole is integrally rotated so that the present invention is not limited thereto.

When the mode selection system 610 of the fourth embodiment shown in FIG. 8 is set to the forward traveling mode D, that is, when the sun gear 601 and the ring gear 603 are fixed by the multi-plate clutch 605c, the mode is selected. The entire selection system 610 is integrated and rotated in the same direction as the ring gear 603. As a result, the output is input to the output ring gear 603 and is then generated from the sun gear 601 through the multi-plate clutch 605c. .

In addition, when the multi-plate clutch 605c is released and the band brake 604c is operated to set the reverse driving mode R to fix the carrier 607a, the counterclockwise output of the shifting system 300 to the ring gear 603 is output. When the planetary gear 602 is input, the planetary gear 602 also rotates in a counterclockwise direction, and the ring gear 603 generates a clockwise output opposite thereto to reverse.

As described above, in the fourth embodiment, since the reverse output is increased from the sun gear 601 to the reverse gear via the planetary gear 602 from the ring gear 603, it is suitable for a special purpose vehicle requiring fast reverse.

In addition, when the band brake 604c and the multi-plate clutch 605c are released and set to the neutral mode N, the output input to the ring gear 603 does not transmit sufficient power to the sun gear 601 under load. The vehicle will remain stationary.

Here, in the forward mode, when the two elements of the planetary gear device are fixed to each other, the whole is integrally rotated so that the present invention is not limited to the above-described embodiment, but may be modified.

When the mode selection system 620 of the fifth embodiment shown in FIG. 9 is set to the forward traveling mode D, that is, when the sun gear 601 and the ring gear 603 are fixed by the multi-plate clutch 605d, the mode is selected. The entire selection system 620 is integrated to rotate the sun gear 601 and the carrier 607c in the same direction as the ring gear 603. As a result, the output is inputted to the output ring gear 603 and then the multi-plate clutch 605d. Is generated from the sun gear (601) through.

In addition, when the multi-plate clutch 605d is released and the band brake 604d is operated to set the reverse driving mode R to fix the sun gear 601, the counterclockwise output of the shifting system 300 to the ring gear 603 is output. When the sun gear 601 is fixed, the planetary gear 606a is rotated in the clockwise direction, the planetary gear 606b is rotated in the counterclockwise direction, and the carrier 607b is reversed by generating a counterclockwise output. This is done.

Then, when the band brake 604d and the multi-plate clutch 605d are released and set to the neutral mode N, the output input to the ring gear 603 causes the planetary gears 606a and 606b and the sun gear 601 to idle. As a result, the loaded carrier 607b does not rotate and the vehicle remains stationary.

Here, in the forward mode, when the two elements of the planetary gear unit are fixed to each other, the whole is integrally rotated so that the present invention is not limited thereto.

When the mode selection system 630 of the sixth embodiment shown in FIG. 10 is set to the forward traveling mode D, that is, when the sun gear 601 and the ring gear 603 are fixed by the multi-plate clutch 605e, the mode is selected. The entire selection system 630 is integrated so that the carrier 607c is rotated in the same direction as the ring gear 603 and the sun gear 601 to generate an output at the carrier 607c.

In addition, when the multi-plate clutch 605e is released and the band brake 604e is operated to set the reverse driving mode R to fix the ring gear 603, the counterclockwise output of the transmission system 300 to the sun gear 601 is set. When this is input, the planetary gear 606a rotates in the clockwise direction and the planetary gear 606b is blocked by the ring gear 603 in which the counterclockwise rotation is fixed, so that the carrier 607c outputs the clockwise direction opposite thereto. This occurs and reverse occurs.

When the band brake 604d and the multi-plate clutch 605d are released and set to the neutral mode N, the output input to the sun gear 601 idles the planetary gears 606a and 606b, respectively. The carrier 607c is not rotated and the vehicle remains stationary.

Here, in the forward mode, when the two elements of the planetary gear unit are fixed to each other, the whole is integrally rotated so that the present invention is not limited thereto.

In this way, the continuously variable transmission of the present invention is simply the output of the transmission system 300 of the planetary gear device (601-603, 606a, 606b, 607a-607c), the multi-plate clutch (605b-605e) and the band brake (604b-604e). The combination of mode selection systems 600-630 in the appropriate combination allows the implementation of continuously variable transmissions in which the selection of the forward, backward and neutral modes can be made efficiently.

Moreover, the continuously variable transmission of the present invention can be used in combination with other types of mode selection systems without being limited to the above embodiments without departing from the spirit of the present invention.

In addition, in the above embodiment, a structure suitable for rear wheel driving has been described as an example of the continuously variable transmission of the present invention, but it is also possible to apply it as a front wheel driving type, and more preferably, for example, the shift control system 100 and the speed shift. It will also be readily apparent to those skilled in the art that a variety of mode selection systems may be coupled between the systems 300 and the transmission output gears connected thereto may be adapted to a front wheel drive type that connects to the front axle shaft via idle gears and differential ring gears.

As described above, the continuously variable transmission of the present invention can quickly respond to a change in load even when all gears are connected, so that a high-efficiency shift can be made conveniently and comfortably in a normal driving mode and a steep road or a steep road.

According to the present invention, the gear ratio can be continuously controlled by controlling the idle amount of the planetary gear with the worm gear based on the difference in the rotational speed of the pump and the turbine of the torque converter generated according to the driving state of the vehicle with the sun gear input-ring gear output method. As a result, the shifting system is realized as a very simple structure, which is excellent in price competitiveness and productivity.

The shifting system of the present invention has a cylindrical container structure consisting of a cup-shaped carrier body and a disc-shaped carrier cover, which can stably support various gears accommodated therein, and the noise generated therein is discharged to the outside. It can be suppressed to the minimum. Therefore, it becomes possible to improve the reliability and durability of the apparatus.

In the present invention, the structure of the device is symmetrical structure, and the gear ratio can be continuously shifted while the gear is engaged, so it is excellent in quietness, durability and transmission efficiency, and the amount of idle of the planetary gear is driven by driving the planetary gear. The gear ratio can be easily set and the speed ratio is wide by outputting through the ring gear.

As described above, the present invention does not require a separate control device for shifting, and thus, the structure is simple, so that production is possible at a low price, and even a beginner who is inexperienced in operation is convenient to use, and it is possible to change the load quickly even when all gears are connected. It can cope with the most smooth transmission of rotational force, and it is possible to continuously change the speed, which increases the efficiency of the product and improves durability.

In the above, the present invention has been illustrated and described by way of specific preferred embodiments, but the present invention is not limited to the above-described embodiments, and the present invention is not limited to the spirit of the present invention. Various changes and modifications can be made by those who have

Claims (19)

A torque converter generating a second power through a second power transmission line by changing a rotational force and a rotational speed transmitted to the turbine according to a load on the turbine when the first power generated by the engine is input to the pump impeller; A torque conversion input through the torque converter through a first power input from the engine through the first power transmission line at the same speed as the pump impeller and a second power transmission line coaxially installed with the first power transmission line; When a rotational speed difference occurs between the first rotational speed of the first power and the second rotational speed of the second power in response to the second power, the shift output generated in response to the second rotational speed is proportional to the difference in the rotational speed. A shift system generating a shift output in which the rotation speed of the shift output is reduced; And a mode selection system installed between the torque converter and the transmission system to set the continuously variable transmission to one of the forward, reverse, and neutral modes. The method of claim 1, wherein between the torque converter and the shifting system torque conversion and gear shifting is made until the load acting on the output of the shifting system and the rotational force transmitted to the output is balanced, And the rotational force of the transmission system output to achieve the balance is determined by multiplying the increased rotational force of the torque converter by the increased rotational force of the transmission system. 2. The lock according to claim 1, wherein the pump impeller housing and the first power transmission line are installed between the pump impeller housing and the first power transmission line when the first and second rotation speeds are the same. And an up-clutch, wherein the speed change output is generated at the same speed as the rotational speed of the turbine. The method of claim 1, wherein the transmission system is that the gear speed ratio is continuously changed to increase the output rotational speed and reduce the rotational force of the output when the second rotational speed is less than the first rotational speed in proportion to the difference in the rotational speed Stepless transmission characterized in that. The method of claim 1, wherein the shift system A sun gear integrally formed at the distal end of the second power transmission line to which the second power is applied; A first bevel gear formed integrally with the front end of the first power transmission line and to which the first power is applied; A second bevel gear meshed with the first bevel gear at a right angle; A worm gear support shaft having both ends rotatably supported and the second bevel gear integrally formed at an intermediate portion thereof; First and second worm gears which are integrally formed at both ends of the worm gear support shaft and are formed with spirals opposite to each other and are rotated in the same direction as the first power; A carrier on which a front end of the second power transmission line is rotatably supported on a cover, and on which opposite ends of the worm gear support shaft are rotatably supported on opposite side walls of the cup-shaped carrier body coupled to the cover; First and second worm wheels rotatably installed on the bottom surface of the carrier and respectively meshed with the first and second worm gears diagonally and rotated in opposite directions to the first power; Rotating integrally with the worm wheel by coupling to the inner circumference of the first and second worm wheel, respectively, each of which is engaged with the sun gear and the outside of the outside through a pair of windows cut in both side walls of the carrier body First and second planetary gears, A ring gear whose inner circumference is meshed with the outer side of the first and second planetary gears diagonally; And an output shaft formed integrally with the ring gear to obtain a shifted output. The method of claim 5, wherein the shift system A main power transmission line for transferring the second power to the sun gear via the second power transmission line to revolve the first and second planetary gears; First and second bevel gears coupled to the worm wheel through a first bevel gear, a worm gear support shaft, first and second worm gears, and first and second worm wheels through the first power transmission line. It is composed of a power transmission control line for rotating in the direction opposite to the idle direction of the second planetary gear, Stepless transmission characterized in that the gear shift is continuously made by controlling the amount of revolution and the amount of rotation of the first and second planetary gear by the two-line power transmission, and the shifted output is transmitted to the output shaft through the ring gear. . The method of claim 5, wherein as the load acting on the output of the transmission system is increased, as the rotational speed of the turbine is reduced and the rotational force transmitted from the pump impeller to the turbine increases, the difference in the rotational speed between the pump impeller and the turbine also increases. The first and second worm gears are rotated in the same direction as the first power, and the first and second planetary gears are rotated in the opposite direction to the first power to continuously change the gear ratio from the high stage to the low stage. Continuously variable transmission. The method of claim 5, wherein as the rotational speed and the rotational force of the engine increases, the rotational speed difference between the pump impeller and the turbine increases further, the rotational force transmitted to the turbine is increased, and the rotational force transmitted to the turbine acts on the turbine. When the load is greater than the load, the rotation speed of the turbine increases until the torque transmitted from the pump impeller to the turbine is in equilibrium with the load acting on the turbine, If the speed difference between the first bevel gear and the sun gear decreases continuously due to the increase in the rotation speed of the turbine, the first and second planetary gears are formed through the second bevel gear, the first and second worm gears, and the first and second worm wheels. Continuous rotation of the rotational direction in the opposite direction of the rotational speed of the continuously variable gear ratio, characterized in that the gear ratio is continuously changed from the low end to the high end. According to claim 5, The worm gear support shaft is meshed with the first bevel gear at a right angle to the first bevel gear facing the second bevel gear and rotatably installed children, And a second idle bevel gear installed at the center of the carrier facing the first bevel gear, the second bevel gear and the first idle bevel gear are rotatably installed. And the first and second bevel gears and the first and second idle bevel gears are rotated by being engaged in a symmetrical shape. The system of claim 5, wherein the mode selection system is Brake means installed in a second power transmission line between the torque converter and the transmission system to selectively fix the sun gear according to a mode selection; Is inserted into the second power transmission line between the torque converter and the transmission system and configured to clutch means for blocking the transmission of power selectively to the sun gear according to the mode selection, In the mode selection system, the brake means is set to the OFF state and the clutch means to the ON state in the forward mode, the brake means is set to the ON state in the reverse mode and the clutch means is set to the ON state. And the brake means and the clutch means are both set to the OFF state in the neutral mode. The system of claim 5, wherein the mode selection system is Brake means installed on the carrier to selectively fix the carrier according to mode selection; Is inserted into the second power transmission line between the torque converter and the transmission system and configured to clutch means for blocking the transmission of power selectively to the sun gear according to the mode selection, In the mode selection system, the brake means is set to the OFF state and the clutch means to the ON state in the forward mode, and the brake means is set to the ON state in the reverse mode and the clutch means is set to the ON state. And the brake means and the clutch means are both set to the OFF state in the neutral mode. A torque converter generating a second power through a second power transmission line by changing a rotational force and a rotational speed transmitted to the turbine according to a load on the turbine when the first power generated by the engine is input to the pump impeller; A torque conversion input through the torque converter through a first power input from the engine through the first power transmission line at the same speed as the pump impeller and a second power transmission line coaxially installed with the first power transmission line; When a rotational speed difference occurs between the first rotational speed of the first power and the second rotational speed of the second power in response to the second power, the shift output generated in response to the second rotational speed is proportional to the difference in the rotational speed. A shift system generating a shift output in which the rotation speed of the shift output is reduced; And a mode selection system installed at a rear end of the transmission system and configured to set the continuously variable transmission to one of forward, backward and neutral modes. 13. The mode selection system of claim 12, wherein an output line gear is integrally formed on an output shaft of the shift system, and an output single planetary gear and an output ring gear are engaged with each other outside the output line gear, and the output ring gear is output shaft. And a brake means coupled to a carrier rotatably supporting the output single type planetary gear for mode selection, and a clutch means is provided between the output ring gear and the output shaft. The method of claim 12, wherein the mode selection system has an output ring gear integrally formed on the output shaft of the shift system, the output single-type planetary gear and the output line gear is connected to the inside of the output ring gear, the output ring gear And a clutch means connected between the output gear and the output, the output single type planetary gear is rotatably supported in the carrier, the brake means is connected to the carrier and the output is generated from the output gear. The method of claim 12, wherein the mode selection system is the output shaft and the output ring gear of the transmission system is integrally formed, the output double-type planetary gear and the output line gear is connected to the inside of the output ring gear, the output line gear and the output And an output double type planetary gear carrier connected to the clutch means between the ring gears and a brake means connected to the output line gear, the output double type planetary gear carrier rotatably supporting the output double type planetary gear. The mode selection system of claim 12, wherein an output line gear is connected to an output shaft of the transmission system, a clutch means is installed between the output shaft and the output ring gear, and an output double type planetary gear and an output line gear are sequentially arranged inside the output ring gear. And a brake means connected to the output ring gear, the output being generated from an output double type planetary gear carrier rotatably supporting the output double type planetary gear. Generating a second power through the first power transmission line by changing the rotational force and rotational speed transmitted to the turbine according to the load applied to the turbine when the first power generated in the engine is input to the pump impeller of the torque converter; Transmitting a second power to a transmission system through a second power transmission line coaxially inserted into the first power transmission line and a second power through the first power transmission line from the torque converter; Transferring the second power to the sun gear of the transmission system through the second power transmission line to revolve the first and second planetary gears; The first bevel gear transmits the first power through the second power transmission line, thereby providing the first and second planetary gears through the second bevel gear, the worm gear support shaft, the first and second worm gears, and the first and second worm wheels. Rotating the motor in a direction opposite to the idle direction, And decelerating the amount of rotation in the amount of revolution applied to the first and second planetary gears to generate a shifted output through the ring gear. 18. The method of claim 17, wherein the continuously variable transmission comprises torque conversion and gear shifting in the shift control system and the shift system until the load acting on the output of the shift system and the rotational force transmitted to the output are balanced. The rotational force of the transmission system output to achieve is determined by a value obtained by multiplying the increased rotational force of the transmission system by the increased rotational force of the shift control system. 18. The method of claim 17, further comprising the step of selectively controlling the brake device and the clutch device installed in the second power transmission line to set the continuously variable transmission to one of forward, backward and neutral modes. .