KR20020062068A - Continuously Variable Transmission Having High Transmission Efficiency and Durability - Google Patents

Abstract

PURPOSE: A continuously variable transmission containing high shift efficiency and durability is provided to efficiently select various modes by simplifying mode-selecting system and to improve durability. CONSTITUTION: A continuously variable transmission having durability and high shift efficiency comprises a first line transmitting power generated on an engine into a shift system; a second line transmitting the power into the shift system by passing through an input shaft(302) and a torque converter(100a); a controlling shaft(110) mounted on a shift controlling system(100); a pump housing(102) combined to the input shaft; a pump impeller integrally formed with the pump housing; a turbine(106) mounted corresponding to the pump impeller; a stator(108) installed between the pump impeller and the turbine; a fixing shaft(112) mounted on an inner portion of the stator by having a hollow shape; a unidirectional clutch(114) preventing back rotation of the stator by being arranged between the fixing shaft and the stator; and a lock-up clutch(116) mounted between the controlling shaft and the pump housing.

Description

Continuously Variable Transmission Having High Transmission Efficiency and Durability}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission and a method of shifting the same. In particular, a revolution amount of a planetary gear in a sun gear input-carrier output type shifting system is generated by generating a difference in rotational speeds of a pump and a turbine of a torque converter according to a driving state of a vehicle. The present invention relates to a continuously variable transmission apparatus and a method for shifting the shift ratio which can continuously control the shift ratio and have a very simple structure in which a mode selection system is combined with excellent quietness, shift efficiency and durability.

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 that requires a large torque transmission has a problem that is 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 present applicant has proposed an automatic transmission in 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 shifting system of the automatic transmission is a sun gear input-fixed bar output type, and the idle amount of the planetary gear is controlled by the difference in the rotational speed of the pump and the turbine of the torque converter according to the driving state of the vehicle to control the speed ratio through the fixed bar. Can be. This technology is a sun gear input-fixed bar output method that produces shift output with an output gear integrated with a fixed bar, so only the fundamental technology that can be used for forward driving is presented, and the forward, reverse and No proposal has been made regarding the configuration for neutral mode selection.

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 poor because it supports the entire transmission portion using a fixed bar.

Accordingly, the present applicant has completed the present invention as a result of continuing research to complement the inadequate part of the prior art and at the same time have a function as a complete continuously variable transmission.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems of the prior art, and its basic object is a mode selection system for selecting a driving mode for a continuously variable transmission comprising a shift control system and a sun gear input-carrier output type shift system. The present invention provides a continuously variable transmission and a method of shifting the same in such a manner that the structure of the present invention can be efficiently selected by completely moving forward, backward, and neutral.

Another object of the present invention is to continuously control the amount of idle of planetary gears in a worm gear in a transmission system of a sun gear input-carrier output type 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 having excellent cost competitiveness and productivity and a method of shifting the shift system capable of controlling the shift ratio as a very simple structure.

Still another object of the present invention is to provide a gearless type continuously variable transmission having excellent quietness, durability, and shifting efficiency because the gear ratio of the device is symmetrical and gears can be continuously shifted while the gears are 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.

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.

1 is a schematic diagram showing a continuously variable transmission apparatus according to a first embodiment of the present invention in which a mode selection system is coupled between a shift control system and a shift system;

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 showing the shifting system of FIG. 2;

4 is an exploded perspective view of FIG. 3;

5 to 8 are schematic views illustrating a continuously variable transmission apparatus according to second to fifth 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 Body314, 314 ': Worm Wheel

316, 316 ': Planetary gear 318: Sun gear

100a; Torque Converter 322: First Idle Bevel Gear

324: second idle bevel gear 326: support shaft

330: output shaft

600, 610, 620, 630, 640: 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 is to change the rotational force and rotational speed according to the load applied to the output when the first power generated in the engine is input to generate a second power through the first power transmission line A first power is applied at a first rotational speed through a control system and a second power transmission line coaxially inserted into the first power transmission line, and is applied to the sun gear driving the planetary gear through the first power transmission line. When the second power is applied at two rotational speeds, when a difference occurs between the first and the second rotational speeds, the amount of idle of the planetary gears generated corresponding to the second rotational speeds is proportional to the difference in the rotational speeds. A sun gear input-carrier output type shifting system for generating a shift output to a carrier supporting the planetary gear by decelerating the amount of rotation of the planetary gear and a second power transfer between the torque converter and the shifting system; Installed on provides a continuously-variable transmission device, characterized in that advancing the continuously-variable transmission device, it consists of a mode selection system for setting in one of the reverse and the neutral mode.

The shift system includes a sun gear 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 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 the worm gear support shaft; 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 rotatably supported by the front end of the second power transmission line on the cover and coupled to the cover. A carrier on which opposite ends of the worm gear support shaft are rotatably supported on opposite side walls of the body, and rotatably installed on the bottom surface of the carrier, respectively; First and second worm wheels, which are meshed to the air and rotated in opposite directions to the first input, respectively, and are integrally rotated with the worm wheels by engaging inner portions of the first and second worm wheels, respectively. The outer gear consists of first and second planetary gears which are partially engaged with the sun gear and protrude outwardly through a pair of windows cut in both side walls of the carrier body, and an output shaft which is integrally formed on the carrier to obtain a shifted output. It is characterized by.

The shift system includes a main power transmission line for transmitting second power to a sun gear via the second power transmission line to revolve first and second planetary gears, and a first bevel gear through the first power transmission line. Rotates in a direction opposite to the revolving direction of the first and second planetary gears splined 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 by transmitting the first power. It consists of a power transmission control line for controlling, the gear shift is made continuously by controlling the amount of revolution and the amount of rotation of the first and second planetary gear, the shifted output is transmitted to the output shaft through the carrier.

In addition, 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 between the torque converter and the transmission system It is preferable that it is composed of a clutch means inserted into the transmission line to selectively block power transmission from the sun gear according to the mode selection.

According to another feature of the invention, the present invention is a shift control for generating a second power through the first power transmission line by changing the rotational force and rotational speed according to the load applied to the output when the first power generated in the engine is input A second power is applied to the system and to a sun gear for driving a planetary gear through the first power transmission line at a first speed, the first power being applied at a first rotational speed through a second power transmission line coaxially inserted into the first power transmission line. When the second power is applied at the rotational speed, when a difference occurs between the first and the second rotational speed, the idle amount of the planetary gear generated in response to the second rotational speed is proportional to the difference in the rotational speed. A sun gear input-carrier output type shifting system that generates a shift output to a carrier supporting a planetary gear by decelerating to a rotating amount, and is installed at the output of the shifting system to move forward and backward continuously. And a mode selection system for setting to one of the neutral modes, wherein torque conversion and gear shifting are performed between the torque converter and the transmission system until the load acting on the output of the transmission system and the rotational force transmitted to the output are balanced. It provides a continuously variable transmission characterized in that.

According to still another aspect of the present invention, the present invention provides a continuously variable transmission of a continuously variable transmission having a torque converter and a sun gear input-carrier output type of transmission system and generating a continuously variable output according to a load applied to an engine power. A method comprising: setting the continuously variable transmission to one of forward, backward and neutral modes, and transmitting the first power generated by the engine to the turbine according to the load on the turbine when it is input to the pump impeller of the torque converter. Generating a second power through a first power transmission line by varying the rotational force and the rotational speed; and from the first power and the torque converter through a second power transmission line coaxially inserted into the first power transmission line. Transmitting a second power to the transmission system through a first power transmission line; and a sun gear of the transmission system through the second power transmission line. Transmitting the second power to revolve the first and second planetary gears; and transmitting the first input to the first bevel gear via the second power transmission line to transfer the second bevel gear, the worm gear support shaft, and the first and second planetary gears. Rotating the first and second planetary gears in a direction opposite to the idle direction through the second worm gear and the first and second worm wheels, and reducing the amount of rotation at an amount of revolution applied to the first and second planetary gears. And generating a shifted output through a carrier, wherein the continuously variable transmission includes torque conversion in the torque converter and the shifting system 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 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. There is provided a method.

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 speeds of the pump and the turbine of the torque converter generated according to the driving state of the vehicle by the sun gear input-carrier output method. It is possible to realize the speed change system as a very simple structure, and the price competitiveness is excellent, and the structure of the device is symmetrical structure, and the gear ratio shift can be made continuously in the state where the gear is engaged, so it is excellent in quietness, durability and shift efficiency.

In the present invention, each system requires a minimum of electronic control, so that the development period can be shortened and maintenance can be easily performed.

(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 diagram illustrating a continuously variable transmission device according to a first embodiment of the present invention in which a mode selection system is coupled between a shift control system and a shift system, and FIG. 2 is an actual shift system taken along line AA of FIG. 1. 3 is a perspective view illustrating the shifting system of FIG. 2, 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 600-640.

First, the continuously variable transmission of the first embodiment will be described with reference to FIGS. 1 to 4. For convenience of description, the speed control system 100 and the transmission system 300 are connected except for the mode system 640 in the first embodiment. The configuration will be described first.

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 shift force generated in the engine is directly transmitted to the shift system 300, that is, via the shift shaft 100 and the torque converter 100a. It consists of a second line that is transmitted to 300, that is, the adjustment shaft (110).

That is, in the torque converter 100a used as the shift control system 100, as shown in FIG. 1, the input shaft 302 into which the engine power is input is formed in the pump housing 102 formed integrally with the pump impeller 104. It 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.

On the other hand, the transmission system 300 of the present invention, as shown in Figures 1 and 2 is a spline 302a for integrally coupling with the pump housing 102 in the middle of the input shaft 302 is the engine power input It is formed in the outer peripheral part, and the input bevel gear 304 is integrally formed integrally with the front-end | tip part of the input shaft 302. As shown in FIG.

In addition, at the rear end of the adjustment shaft 122 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 will be described later, and the carrier cover 312a is fixed to the cup-shaped carrier body 312b using a 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 durability and reliability of the device, Noise can be minimized 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 (322) above the first idle bevel gear 322. 304 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, it is possible to maintain the rotational balance to prevent the occurrence of uneven wear due to the transmission of the deflected force, and in the long run to prevent deterioration of power transmission efficiency.

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;). &Lt; / RTI &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' protrudes outward through the windows 312d and 312d 'cut in both side walls of the carrier body 312b. The output shifted from the output shaft 330 integrally formed with the carrier 312 is obtained.

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 first power of the engine 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 are respectively. The first power is transmitted to the pump impeller 104 of the converter 100a to rotate in the same direction as the rotation direction of the input shaft 302, for example, counterclockwise.

First, the first power transmitted to the pump impeller 104 is transmitted to the turbine 106 and rotates the sun gear 318 by the adjustment shaft 110 formed integrally with the turbine 106 of 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, since 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, they are fixed to prevent rotation (generally, worm gears cannot transmit the power in the reverse direction). As a result, the entire transmission system 300 is integrated to attempt 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 carrier 312 on which the planetary gears 316 and 316 'are supported, the rotation speed input to the pump impeller 104 of the torque converter 100a is applied. The turbine 106 is rotated more slowly so that the second torque, converted into torque, is transmitted to the sun gear 318.

Meanwhile, when the first power of the engine is transmitted to the input bevel gear 304 through the input shaft 302, the output bevel gear 306 meshes with the input bevel gear 304 to control the speed ratio of the transmission system 300. ) And the worm gear support shaft 308 integrally formed 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 are integrally formed with the planetary gears 316 and 316 ', are respectively rotated slowly in a clockwise direction, thereby supporting the planetary gears 316 and 316'. The carrier 312 is decelerated by the clockwise rotational speed of the planetary gears 316 and 316 'from the counterclockwise rotational speed of the planetary gears 316 and 316' corresponding to the rotational speed of the sun gear 318, and is converted into torque. Attempts to rotate in the direction of rotation (counterclockwise) of the input shaft 302 with increased rotational force.

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. It is transmitted to the output shaft 330, 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, when the first power (rotational speed and rotational power) of the engine continuously input to the torque converter 100a increases or, conversely, the load of the turbine 106 decreases, the turbine (rather than the load acting on the turbine 106) is increased. The torque transmitted to 106 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 equal to the rotational speed of the pump impeller 104, so that the 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 a 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).

(First embodiment)

First, the mode selection system 640 of the continuously variable transmission according to the first embodiment will be described with reference to FIG. 1. The continuously variable transmission apparatus according to the first embodiment is an example in which the mode selection system 640 is inserted between the shift control system 100 and the shift system 300.

That is, in the first embodiment, the band brake or the multi-plate brake for preventing the rotation of the sun gear 318 (ie, fixing the sun gear) on the adjustment shaft 110 between the shift control system 100 and the shift system 300 is described. For example, the multi-plate clutch 605 is inserted into and installed in order to control the transmission of power 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 is not 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 ', carrier 312 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, a rotational output in a direction opposite to the rotational direction of the input shaft 302 is obtained from the output shaft 330, and reverse is performed.

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, in the planetary gears 316 and 316 ', power transmission is not performed to the carrier 312 loaded with the sun gear 318 engaged therewith in an idle state, and power is transmitted to the sun gear 318 to perform idling. 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.

As described above, the continuously variable transmission of the first embodiment according to the present invention has a very simple and mode selection structure with a very simple minimum structure, so that the continuous forward, reverse and neutral modes can be efficiently selected. Can be implemented.

(2nd to 5th embodiment)

Meanwhile, in the CVT according to the second to fifth embodiments of the present invention, various mode selection systems 600 to 630 as shown in FIGS. 5 to 8 are coupled to the output shaft 330 of the shift system 300. It shows the example which is available.

In the continuously variable transmission according to the second exemplary embodiment illustrated in FIG. 5, the mode selection system 600 includes the output shaft 330 and the output line gear 601 of the transmission system 300 integrally formed with 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 second embodiment is constructed using a set of single pinion type planetary gear sets.

In the continuously variable transmission according to the third exemplary embodiment illustrated in FIG. 6, 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. Inside the 603, the output single type planetary gear 602 and the output line gear 601 are connected to each other, and are connected to the multi-plate clutch 605c between the output ring gear 603 and the output line gear 601. 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 third embodiment is constructed using a set of single pinion type planetary gear sets.

In the continuously variable transmission according to the fourth exemplary embodiment shown in FIG. 7, 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 fourth embodiment is constructed using a set of double pinion type planetary gear sets.

In the CVT according to the fifth embodiment of FIG. 8, an output line gear 601 is connected to an output shaft 330 of the speed change system 300, and the mode selection system 630 is connected to the output shaft 330 and the output ring. 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. A band brake 604e is connected to the 603 and 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 fifth embodiment is constructed using a set of double pinion type planetary gear sets.

The mode selection system 600 to 630 of the second to fifth 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 second embodiment shown in FIG. 5 is set to the forward driving 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 third embodiment shown in FIG. 6 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 third embodiment, since the reverse output from the sun gear 601 is reversed and accelerated from the ring gear 603 through the planetary gear 602, 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 fourth embodiment shown in FIG. 7 is set to the forward driving 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 fifth embodiment shown in FIG. 8 is set to the forward traveling mode D, that is, the two elements of the sun gear 601 and the ring gear 603 are fixed by the multi-plate clutch 605e. 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-described embodiment, the rear-wheel drive type is described as an example of the continuously variable transmission of the present invention. For example, a variety of mode selection systems are coupled between the transmission control system 100 and the transmission system 300 and connected to the transmission. It is also easy for a person skilled in the art to transform the output gear into a front wheel drive type that is connected to the front wheel axle shaft through an idle gear and a differential ring gear.

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 by 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-carrier output method. The transmission 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 in which a carrier in which an adjustment shaft and an output shaft are integrally formed, having a cup-shaped carrier body and a disc-shaped carrier cover, which can stably support various gears accommodated therein, and It is possible to minimize the generated noise to be discharged to the outside. Therefore, it becomes possible to improve the reliability and durability of the apparatus.

In addition, the device structure of the main power transmission line and the power transmission control line has a symmetrical structure, respectively, symmetrical structure as a whole, so that the power transmission is not overwhelming, resulting in high quietness, durability, and transmission efficiency.

As described above, the present invention does not require a separate control device for shifting, the structure is simple, and the number of parts can be reduced by at least 30% or more compared to the conventional one, and can be produced at a low price. Is continuously connected to the load fluctuation even in the state of being connected, thereby improving quietness, shift efficiency and durability than AT.

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 (16)

A torque converter which generates a second power through the first power transmission line by changing the rotational force and the rotational speed according to the load applied to the output when the first power generated in the engine is input; A first power is applied at a first rotational speed through a second power transmission line coaxially inserted into the first power transmission line, and a second rotational speed is applied to the sun gear driving the planetary gear through the first power transmission line. When a difference occurs between the first and second rotational speeds when the second power is applied, the amount of revolution of the planetary gear generated corresponding to the second rotational speed is the amount of rotation of the planetary gears in proportion to the rotational speed difference. A sun gear input-carrier output type shifting system which reduces the speed and generates a shift output to a carrier supporting the planetary gear; And a mode selection system installed in a second power transmission line between the torque converter and the transmission system to set the continuously variable transmission to one of the forward, reverse, and neutral modes. According to claim 1, wherein the transmission system is formed integrally with the front end of the second power transmission line and the sun gear 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 a direction opposite to the first input; The inner circumferences of the first and second worm wheels are rotated integrally with the worm wheels by spline coupling, respectively, the inner parts of the first and second worm wheels are engaged with the sun gear. Protruding first and second planetary gears, And an output shaft which is integrally formed in the carrier to obtain an output which is shifted. According to claim 2, Between the torque converter and the transmission system torque conversion and gear shift is made until the load acting on the output of the transmission system and the rotational force transmitted to the output is balanced, the transmission system for achieving the balance And the rotational force of the output 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 2, 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 2, 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; A first bevel gear spline-coupled with a worm wheel 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 power to the first bevel gear through the first power transmission line; And a power transmission control line for rotating in a direction opposite to an idle direction of the second planetary gear, And continuously shifting gears by controlling the amount of revolution and the amount of rotation of the first and second planetary gears, and transmitting the shifted output to an output shaft through a carrier. According to claim 2, 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, so that the difference in the rotational speed between the pump impeller and the turbine 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. According to claim 2, As the rotational speed and rotational force of the engine increases, the difference in the rotational speed of the pump impeller and the turbine further increases, the rotational force transmitted to the turbine is increased, 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 2, 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 1, 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; And a clutch means inserted into a second power transmission line between the torque converter and the transmission system and configured to block transmission of power selectively to the sun gear according to the mode selection. A torque converter which generates a second power through the first power transmission line by changing the rotational force and the rotational speed according to the load applied to the output when the first power generated in the engine is input; A first power is applied at a first rotational speed through a second power transmission line coaxially inserted into the first power transmission line, and a second rotational speed is applied to the sun gear driving the planetary gear through the first power transmission line. When a difference occurs between the first and second rotational speeds when the second power is applied, the amount of revolution of the planetary gear generated corresponding to the second rotational speed is the amount of rotation of the planetary gears in proportion to the rotational speed difference. A sun gear input-carrier output type shifting system which reduces the speed and generates a shift output to a carrier supporting the planetary gear; It is installed at the output of the transmission system and consists of a mode selection system for setting the continuously variable transmission to one of the forward, reverse and neutral modes, Torque-split type continuously variable transmission between the torque converter and the shifting system until the torque conversion and gear shifting until the load acting on the output of the shifting system and the rotational force transmitted to the output is balanced. 12. The method of claim 11, wherein the mode selection system has an output line gear integrally formed on an output shaft of the shift system, and an output single planetary gear and an output ring gear mesh 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. 12. The method of claim 11, wherein the mode selection system has an output ring gear integrally formed on the output shaft of the transmission 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. 12. The mode selection system of claim 11, wherein the output shaft and the output ring gear of the shift system are integrally formed, and the output double type planetary gear and the output line gear are connected to each other inside the output ring gear. 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 11, 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. In the continuously variable transmission method of a continuously variable transmission having a torque converter and a sun gear input-carrier output type transmission system and generating a continuously variable output according to a load applied to an engine power. Setting the continuously variable transmission to one of forward, backward and neutral modes; 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 idle the first and second planetary gears, The first bevel gear transmits a first input through the second power transmission line, so that the first bevel gear, the worm gear support shaft, the first and second worm gears and the first and second worm wheels are first and second planetary gears. 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 carrier, The continuously variable transmission includes torque conversion in the torque converter and the transmission system, respectively, until the load acting on the output of the transmission system and the rotational force transmitted to the output are 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.