KR20030064017A - Wide range continuously variable transmission - Google Patents

Abstract

PURPOSE: A wide range continuously variable transmission is provided to enlarge a speed change range by serially connecting two planetary gears, to supply the torque as high as the inverse number of a speed rate, and to change speed in a wide range. CONSTITUTION: A wide range continuously variable transmission comprises a continuously variable transmission unit(10), a first gear(18) and a first clutch(24) installed in a drive shaft(12) of the continuously variable transmission unit, a first planetary gear device(28) prepared in a driven shaft(14), and a second planetary gear device(115) connected with the first planetary gear. The output shaft of the first planetary gear device is an output shaft(119) for connecting the first planetary gear device with the second planetary gear device.

Description

Wide range continuously variable transmission

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission, and more particularly, to a wide range continuously variable transmission configured to provide a wider speed range and to output torque as large as the inverse of the speed ratio through the wide speed range.

The continuously variable transmission is a device configured to realize the desired speed and torque by continuously converting the speed ratio between the drive shaft and the driven shaft within a limited range.

The continuously variable transmission includes a variety of types and typically includes a belt transmission having two pulleys and a belt wound around the pulley. The belt transmission transmits power by the friction force generated between the belt and the pulley. In order to transmit a larger rotational force, a friction coefficient between them must be high.

On the other hand, as the coefficient of friction between the pulley and the belt becomes larger, the inclination of the pulley with respect to the belt, that is, the radial length / axial length of the pulley, must be reduced, so that the shift can be made and the width of the metal belt should be wider. To increase the ratio, the diameter of the pulley must also be large.

In conclusion, in order to obtain a wider speed range and a larger rotational torque in the speed range, the size of the pulley and the belt may be increased. In other words, if the overall size of the transmission is increased, a desired speed ratio and torque can be obtained. However, in the case of automobiles, due to their size constraints, it is practically difficult to mount large transmissions that provide the required speed ratio and torque.

Therefore, a continuously variable transmission that provides a wide speed range and torque without increasing the size of the belt speed changer by applying a speed change range enlarger to the belt speed changer has been proposed.

Figure 1 is a block diagram showing a conventional continuously variable transmission configured by adding a transmission range expansion device to the belt transmission.

As shown, a conventional continuously variable transmission includes a drive pulley 13 rotating by a drive shaft 12, a driven pulley 15 provided on a driven shaft 14, the drive pulley 13, and a driven pulley. The rotational force of the continuously variable transmission portion 10 having the belt 16 connecting the 15, the first planetary gear device 28 provided on the driven shaft 14, and the drive shaft 12 is first planetary. And first, second and third gears 18, 20 and 22 which are transmitted to the gear device 28.

The drive pulley 13 and the driven pulley 15 are made of two pulley pieces (pulley half) that can be retracted from each other to adjust the rotation radius of the belt 16 winding the drive shaft or the driven shaft of the driven shaft relative to the drive shaft Speed ratio can be controlled.

The first planetary gear device 28 includes a first sun gear 30 fixed to a driven shaft 14, a first pinion gear 32 engaged with the first sun gear 30, and the first pinion gear. And a first ring gear 36 in which the output shaft 38 is fixed at the center of rotation thereof. In addition, the first pinion gear 32 is supported by the first carrier 34. The driven shaft 14 is fixed to the sun gear 30 through the center of the first carrier 34. In addition, the output shaft 38 is located on the coaxial of the driven shaft (14).

The drive shaft 12 is provided with a first gear 18 and a first clutch 24. The first gear 18 may be rotated relative to the drive shaft 12 by passing the drive shaft through the center thereof. In addition, the first clutch 24 is fixed to the drive shaft and, if necessary, is coupled to the first gear 18 to selectively transmit the rotational force of the drive shaft 12 to the first gear 18.

The second gear 20 meshes with the outer circumference of the first gear 18. In addition, the first carrier 34 is provided with a third gear 22 to mesh with the second gear 20. Therefore, when the first clutch 24 is bitten, the rotational force of the first gear 18 is transmitted to the third gear 22 through the second gear 20 to rotate the first carrier 34.

On the other hand, since the first clutch 24 has a basic function of selectively transmitting the rotational force of the drive shaft 12 to the first carrier 34, if the installation position is different as long as it can provide the function There is also.

The second clutch 26 is installed between the first carrier 34 and the first ring gear 36. The second clutch 26 is to prevent the relative rotation by connecting the first ring gear 36 and the first carrier 34 which can be rotated relative to each other. Therefore, when the second clutch 26 operates, the first planetary gear device 28 including the first carrier 34 and the first ring gear 36 rotates in one body.

The wide-variable continuously variable transmission configured as described above has a purpose of converting the rotational force input through the drive shaft 12 to a desired speed and outputting the output shaft 38 to the output shaft 38. The power transmitted from the drive shaft 12 to the output shaft 38 is increased. The transmission path of may be switched according to the operation of the first and second clutches 24 and 26.

The power transmission path is a high speed path and a low speed path.

First, the high speed path is a path through which the rotational force of the drive shaft 12 is transmitted to the first planetary gear device 28 through the drive pulley 13, the belt 16, the driven pulley 15, and the driven shaft 14. The first clutch 24 is released and the second clutch 26 is operating. The fact that the second clutch 26 is operating means that the first carrier 34 and the first ring gear 36 are fixed to each other.

Since the first clutch 24 is released, the rotational force of the drive shaft 12 is not transmitted to the first gear 18. However, since the second clutch 26 is bitten, the first carrier 34 and the first ring gear 36 rotate simultaneously as one body to rotate the output shaft 38. At this time, the rotational speed of the output shaft 38 is the same as the rotational speed of the driven shaft 14, of course.

On the other hand, the low speed path is a power transmission path in which the first clutch 24 is bitten and the second clutch 26 is released. Since the second clutch 26 is released, the first carrier 34 and the first ring gear 36 can be rotated relative to each other, and the rotation of the output shaft 38 is performed by the first sun gear 30 and the first carrier 34. It depends on the speed of rotation.

The rotational force of the drive shaft 12 in the low speed path moves to the first gear 18 through the first clutch 24 and continues through the first gear 20 through the second gear 20 and the third gear 22. 34). At this time, the rotational speed ratio with respect to the drive shaft 12 of the first carrier 34 is a value obtained by multiplying the rotational speed of the drive shaft 12 by the value of (first gear number / third gear number).

Since the driven shaft 14 also rotates while the first carrier 34 is rotating, the first sun gear 30 also rotates at the rotational speed of the driven shaft 14. Therefore, according to the principle of the known planetary gear device, the rotational speed of the output shaft 38 will vary depending on the rotational speeds of the first sun gear 30 and the first ring gear 36.

Meanwhile, in the continuously variable transmission, the minimum speed ratio of the continuously variable transmission unit 10 and the speed ratio of the third gear 22 with respect to the first gear 18 may be changed so as to naturally switch between the high speed path and the low speed path during operation. Design to be the same. By doing so, when the speed ratio of the continuously variable transmission portion 10 is minimized, the components of the planetary gear device 28 are rotating at the same speed, so that one clutch is operated and the other clutch is operated first. This is because the path can be switched without disconnection of power in order to release.

In the transmission device configured as described above, when the force applied to the drive shaft 12 of the continuously variable transmission unit 10 when driven at a low speed path is identified through a static method, Equation 1 to be described below may be obtained.

First, it is assumed that the range of the speed ratio of the continuously variable transmission portion 10, that is, the rotation speed of the driven shaft 14 / the rotation speed of the drive shaft 12 is at least m to n.

As is known, if the torque acting on the ring gear is k when the torque ratio of the number of teeth of the ring gear to the number of teeth of the sun gear is k in the relationship of the force of the planetary gear device, k + 1 acts on the carrier. In addition, since -1 acts on the sun gear, the torque returned from the first sun gear 30 to the drive shaft 12 through the driven shaft 14 and the belt 16 is -1 and the speed of the continuously variable transmission portion 10 is -1. It is multiplied by the ratio.

For example, when the speed ratio of the continuously variable transmission portion 10 is m, which is the minimum value, torque of -m is returned to the drive shaft 12. At this time, the torque (k + 1) acting on the first carrier 34 passes through the second gear 20 and the first gear 18 so that the ratio of the number of teeth of the first gear / the number of teeth of the third gear is reduced. The value obtained by multiplying the value by k + 1 is transmitted to the drive shaft 12. When the tooth ratio of the first gear 18 to the tooth ratio of the third gear 22 is r, the torque of (k + 1) * r is fed back to the drive shaft 12.

Eventually, when the torque transmitted from the first sun gear 30 through the belt 16 and the torque transmitted through the first carrier 34 are combined, the torque of {(k + 1) * rm} is transmitted to the drive shaft 12. do. This means that when the drive shaft 12 is rotated to a torque of {(k + 1) * r-m}, the torque of the output shaft 38 becomes k.

On the other hand, in the case where the speed ratio of the continuously variable transmission unit 10 is n, the torque of {(k + 1) * r-n) is transmitted to the drive shaft 12 through the same process as described above. Therefore, the torque applied to the drive shaft while the speed ratio of the continuously variable transmission 10 increases from minimum to maximum becomes {(k + 1) * r-m} to {(k + 1) * r-n}.

As is known, the speed ratio is the inverse of the torque ratio, so the speed ratio of the output shaft 38 to the drive shaft 12 is

{(k + 1) * r-m} / k to {(k + 1) * r-n} / k ....... (1)

Becomes

In addition, as described above, when the speed ratio of the continuously variable transmission portion 10 is m, the speed ratio of the low speed path is equal to the speed ratio of the high speed path so as to facilitate the switching of the path, such that {(k + 1) * rm } / k = m

That is, r = m (condition 1).

This means that the minimum speed ratio of the driven shaft 14 to the drive shaft 12 of the continuously variable transmission 10 should be equal to the speed ratio of the third gear 22 to the first gear 18 so that the path can be easily switched. do.

Substituting m for r of the speed ratio 1, the speed ratio of the output shaft 38 to the drive shaft 12 through the low speed path is

{(k + 1) * m-n} / k to m ...... (2)

Becomes

In addition, as described above, since the first planetary gear device 28 is directly connected to the driven shaft 24, the speed ratio of the output shaft 38 to the drive shaft 12 is m to n.

As a result, the overall speed ratio, including the fast and slow paths,

{(k + 1) * m-n} / k to n ...... (3)

Becomes

On the other hand, when power is transmitted in the low speed path and the speed ratio of the continuously variable transmission portion 10 is m, the torque returned from the first sun gear 30 to the drive shaft 12 through the belt 16 is -m, When the speed ratio of the speed change section 10 is n, the torque returned from the first sun gear 30 to the drive shaft 12 via the belt 16 is -n, and since n is greater than m, the absolute value of this feedback torque is If the torque is not greater than the torque input to the drive shaft 12 from the engine, the capacity of the continuously variable transmission unit 10 may be equal to the torque input to the drive shaft 12 from the engine.

Since the maximum output torque occurs at the minimum speed ratio, when the force returned to the drive shaft reaches the same value as the torque input from the engine to the drive shaft 12 (that is, the relative value = 1), the capacity of the continuously variable transmission is increased. It is to use as much as possible. If the force applied to the drive shaft is greater than 1, the capacity of the continuously variable transmission unit 10 should be increased. If it is less than 1, the capacity of the continuously variable transmission unit 10 may not be sufficiently used.

Therefore, when the speed is low, the speed ratio of the continuously variable transmission 10 is n, and the load applied to the output shaft 38 is k, the torque applied to the drive shaft is {(k + 1) * mn}, so {(k + 1) * mn } It is most effective to satisfy the condition of = 1.

In the above relation,

k = {(n + 1) / m} -1 can be obtained.

Substituting Equation (1) into {(k + 1) * mn} / k to n, which is a range of the overall speed ratio of the speed change apparatus described in the speed ratio (3), the total speed range of the continuously variable transmission is 1 / It can be seen that k ~ n.

Accordingly, it can be seen that the shift range (maximum speed ratio / minimum speed ratio) of the conventional continuously variable transmission is k * n, and the maximum value / minimum value of the output torque with respect to the input torque is also k * n.

In this relationship, to get a larger output torque, the value of k must be increased. However, it can be seen that the k value should be reduced through Equation (3) in order to enlarge the shift range.

This means that even if the speed range is widened by reducing the value of k, the maximum output torque does not have a value as large as the inverse of the minimum speed ratio.In the case where the value of k is increased, the transmission capacity of the continuously variable transmission is effectively used. The problem is that you can't.

In addition, since the number of teeth of a gear that satisfies the theoretical value such as the speed ratio (1) cannot be found in the actual product, a value having a slight error is applied. In addition, if necessary, the capacity of the continuously variable transmission unit 10 may be increased and the transmission range may be extended more than the optimum condition.

The present invention was created to solve the above problems, by connecting two planetary gear units in series to greatly expand the overall transmission range, and in particular, to provide a torque as large as the inverse of the speed ratio through the transmission range in which the output shaft is enlarged. It is an object of the present invention to provide a wide range continuously variable transmission configured to manufacture a device that shifts a large input torque to a wide transmission range by applying two two planetary gear units to a continuously variable transmission having a narrow transmission range. .

1 is a view showing for explaining the configuration and operation of a conventional continuously variable transmission.

2 is a block diagram showing the configuration and operation of the wide-variable continuously variable transmission apparatus according to the first embodiment of the present invention.

3 is a view showing the stepless speed change process of the wide speed continuously variable apparatus according to the first embodiment of the present invention.

4 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a second embodiment of the present invention.

5 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a third embodiment of the present invention.

FIG. 6 is a view schematically showing a view seen from the line A-A of FIG.

7 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a fourth embodiment of the present invention.

8 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a fifth embodiment of the present invention.

9 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a sixth embodiment of the present invention.

10 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a seventh embodiment of the present invention.

11 is a block diagram showing a wide-variable continuously variable transmission apparatus according to an eighth embodiment of the present invention.

12 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a ninth embodiment of the present invention.

13 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a tenth embodiment of the present invention.

14 is a block diagram showing a wide-variable continuously variable transmission apparatus according to an eleventh embodiment of the present invention.

15 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a twelfth embodiment of the present invention.

16 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a thirteenth embodiment of the present invention.

<Explanation of symbols for the main parts of the drawings>

10, 11: CVT 12: drive shaft

13: Drive pulley 14: driven shaft

15: driven pulley 16: belt

18: First Gear 20: Second Gear

22: 3rd Gear 24: 1st Clutch

26: 2nd clutch 28: 1st planetary gear device

30: First Sun Gear 32: First Pinion Gear

34: 1st carrier 36: 1st ring gear

38: output shaft 40, 115, 117: second planetary gear device

42: 2nd Sun Gear 44: 2nd Pinion Gear

46: First brake 48,76,94: Second brake

50: 3rd pinion gear 52,81,96: 2nd carrier

54, 80, 92: 3rd clutch 56: 2nd ring gear

58: 3rd ring gear 78,90,107: 2nd reduction gear

84,98: 4th Gear 86,101: 5th Gear

103: sixth gear 82: fourth clutch

88,121: Support shaft 109: First intermediate gear

111: second intermediate gear 119: connecting shaft

In order to achieve the above object, the present invention includes a continuously variable transmission having a drive shaft and a driven shaft and the speed ratio of the driven shaft to the drive shaft is continuously controlled; The first shaft gear fixed to the driven shaft, the first pinion gear meshed with the outer circumference of the first sun gear, the first pinion gear meshed with the first pinion gear, and the rotation center A first planetary gear device having a first ring gear fixed to a driven shaft and a coaxial shaft, and a first carrier supporting the first pinion gear; A reduction unit including a first clutch connecting the drive shaft of the continuously variable transmission unit to the first carrier to transmit the rotational force of the drive shaft to the first carrier, but selectively blocking the connection; A second clutch for selectively fixing the first carrier with respect to the first ring gear so that the first ring gear rotates at the rotational speed of the driven shaft; The second ring gear which is provided on the connecting shaft of the first ring gear, is fixed to the connecting shaft, the second pinion gear meshing with the outer circumference of the second sun gear, and the second ring meshing with the second pinion gear A second planetary gear including a gear, a second carrier having an output shaft coaxial to the connecting shaft fixed to the second pinion gear, and a first brake for selectively fixing the second ring gear; A gear device; If necessary, the third clutch is configured to provide a coupling force to prevent the second carrier from moving relative to the connecting shaft, and the deceleration unit has a speed ratio of the first carrier to the drive shaft, and a minimum value of the speed ratio of the driven shaft to the drive shaft. The tooth ratio of the second ring gear to the second sun gear is equal to the gear ratio of the first ring gear when the speed ratio of the driven shaft to the drive shaft of the continuously variable speed is maximum (high speed ratio / low speed). And b)-1 to have the same relationship as the value.

Further, between the continuously variable speed portion and the output shaft, the value of the low speed ratio of the first ring gear when the speed ratio of the driven shaft to the drive shaft of the continuously variable speed is maximum is equal to the speed ratio of the output shaft to the drive shaft. A second reduction gear having a reduction ratio is further provided.

In addition, the second planetary gear device; A third pinion gear supported by the second carrier and engaged with the second pinion, a third ring gear engaged with the third pinion gear, and a second ring gear fixed to the third ring gear, if necessary, to prevent rotation; A brake is further provided.

In addition, the deceleration unit further includes a second brake that reverses the connection shaft by preventing the first carrier from rotating by blocking power transmission of the deceleration unit.

The deceleration unit may include a first gear fixed to a driving shaft, a second gear meshed with the first gear and fixed to a support shaft, and a driven shaft passing through the driven shaft to be relatively rotatable to the driven shaft. A third gear meshing with the second gear and a first clutch provided between the third gear and the first carrier to connect the third gear and the first carrier, if necessary, and the second brake of the first carrier It is installed on the side to stop the first carrier, if necessary, the second deceleration portion, the fourth gear fitted to be able to rotate relative to the support shaft of the second gear, and is fixed to the support shaft and supports the fourth gear if necessary And a fourth clutch connected to the shaft, and a fifth gear provided on the second carrier and engaged with the fourth gear.

In addition, the reduction unit may include a first gear that passes through the drive shaft and rotates relative to the drive shaft, a first clutch connecting the first gear and the drive shaft, if necessary, and a second gear meshing with the first gear. And a third gear in which the driven gear passes through the driven shaft and rotates relative to the driven shaft by being engaged with the second gear, and wherein the first carrier is fixed. Located in the side of the gear and fixed to the first gear, if necessary, the second deceleration portion, the fourth gear is fitted to be able to rotate relative to the drive shaft, and is fixed to the drive shaft and connects the drive shaft and the fourth gear if necessary And a fourth clutch, a fifth gear meshing with the fourth gear, and a sixth gear provided on the second carrier and meshing with the fifth gear.

In addition, the wide-variable continuously variable speed transmission apparatus of the present invention includes a continuously variable transmission having a drive shaft and a driven shaft, and a speed ratio of the driven shaft to the drive shaft is continuously controlled; A first gear fixed to the drive shaft, a third gear fixed to the driven shaft, a second intermediate gear engaged with the third gear and fixed to the support shaft, and passing through the support shaft about the support shaft. A deceleration part having a first intermediate gear that is relatively rotatable and meshes with the first gear; Located on the side of the deceleration portion, the first sun gear fixed to the support shaft, the first pinion gear meshing with the outer circumference of the first sun gear, the first pinion gear meshes with the first shaft and the connecting shaft is in the center of rotation A first planetary gear device having a fixed first ring gear and a first carrier supporting the pinion gear; A first clutch for selectively connecting and fixing the first carrier and the first intermediate gear; A second clutch connecting the first carrier and the first ring gear to fix the first ring gear at the same rotational speed as the support shaft, if necessary; The second ring gear which is provided on the connecting shaft of the first ring gear, is fixed to the connecting shaft, the second pinion gear meshing with the outer circumference of the second sun gear, and the second ring meshing with the second pinion gear A second planetary gear device having a gear, a second carrier supporting the second pinion gear and having an output shaft coaxial with the connecting shaft at the center thereof, and a first brake for fixing the second ring gear if necessary. Wow; And a third clutch for selectively connecting and fixing the connecting shaft and the second carrier to rotate in one body, wherein (the number of teeth of the first gear / the number of teeth of the first intermediate gear) / (the teeth of the third gear) Deflection / tooth ratio of the second intermediate gear) is configured to match the minimum speed ratio of the driven shaft to the drive shaft of the continuously variable transmission, and the tooth ratio of the second ring gear to the second sun gear is to the drive shaft of the continuously variable transmission. And (high speed ratio / low speed ratio) -1 of the first ring gear when the speed ratio of the driven shaft is maximum.

Further, between the continuously variable speed portion and the output shaft, the value of the low speed ratio with respect to the drive shaft of the first ring gear when the speed ratio of the driven shaft to the drive shaft of the continuously variable speed portion is maximum is equal to the speed ratio of the output shaft to the drive shaft. A second deceleration unit having a reduction ratio may be further provided.

In addition, the second deceleration unit; A fourth gear passing through the drive shaft at a center thereof and rotatable relative to the drive shaft, a fourth clutch fixed to the drive shaft and connecting the fourth gear to the drive shaft, if necessary, provided on the second carrier; And a fifth gear engaged with the gear.

In addition, a second brake is provided on the side of the first intermediate gear to fix the first intermediate gear so as to prevent rotation thereof, and the second planetary gear device is supported by the second carrier and is supported by the second pinion gear. And a third pinion gear meshing with the third pin gear, a third ring gear meshing with the third pinion gear, and a second brake for selectively fixing the third ring gear.

Further, when the tooth ratio of the first ring gear to the first sun gear is k and the speed ratio of the driven shaft to the drive shaft of the continuously variable speed is at least m to n, the k value is {(n + 1) / m}. It is characterized by being less than or equal to -1.

In addition, the first, second and third gears may be replaced by other power transmission elements including chains or belts.

Hereinafter, various embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Basically, the present invention is based on the view that the speed ratio and the torque ratio can be continuously extended by applying the second planetary gear apparatus to the conventional continuously variable transmission.

FIG. 2 is a diagram illustrating the configuration and operation of a wide-variable continuously variable transmission apparatus according to a first embodiment of the present invention.

Referring to the drawings, it can be seen that the wide-variable continuously variable transmission apparatus according to the present embodiment is configured by adding a second planetary gear device 115 to the conventional continuously variable transmission.

That is, the continuously variable transmission of this embodiment includes the continuously variable transmission unit 10, the first gear 18 and the first clutch 24 provided on the drive shaft 12 of the continuously variable transmission unit 10, and the longitudinal And a first planetary gear device 28 provided on the coaxial 14 and a second planetary gear device 115 connected to the first planetary gear device 28. In addition, the output shaft of the first planetary gear device 28 is a connecting shaft 119 for connecting the first planetary gear device 28 and the second planetary gear device 115.

The second planetary gear device 115 includes a second sun gear 42 fixed to the connecting shaft 119 of the first planetary gear device 28, and a second pinion meshing with an outer circumference of the second sun gear 42. A second ring gear 56 meshing with the gear 44, the second pinion gear 44, and an outer circumference of the second ring gear 56; And a first brake 46 for stopping rotation.

In addition, the second pinion gear 44 may be supported by the second carrier 52 to revolve around the connecting shaft 119, and the second carrier 52 may be connected to the connecting shaft by the third clutch 54. 119 may be connected. The output shaft 38 is fixed to the second carrier 52 coaxially with the connecting shaft 119. The output shaft 38 is a shaft that is connected to the external load to transmit the rotation force, of course.

The operation of the wide speed continuously variable transmission apparatus according to the first embodiment configured as described above will be described by substituting specific numerical values.

First, since the shape of the pulley surface of the drive pulley 13 and the driven pulley 15 is advantageously the same, the minimum value and the maximum value of the speed ratio of the drive shaft 12 and the driven shaft 14 are m and n, respectively, m = 1. Since / n is true, substituting this m value in Equation 1

Can be obtained.

If the maximum speed ratio of the driven shaft 14 to the drive shaft 12 of the continuously variable transmission 10, i.e., n is set to, for example, 1.48 and substituted into Equation (2), k = 2.6704. However, since the number of teeth of the gear can be an integer without a decimal point or less, the value of 8/3 (= 2.6667), which is the closest to 2.6704 and capable of maintaining the engagement relationship, is determined as k.

Since k = 8/3, the number of teeth of the first sun gear 30 is 18 and the number of teeth of the first ring gear 36 is 48. In addition, the number of teeth of the first gear 18 is 25 and the number of teeth of the third gear 22 is 37, which satisfies condition 1 above, where {(number of teeth of first gear / number of teeth of third gear) = minimum speed ratio} is satisfied. Let's do it. Since the second gear is an intermediate gear and is not related to the speed ratio, the number of teeth may have any number of teeth.

On the other hand, since the speed of the ring gear in a general planetary gear device is {carrier speed * (k + 1) / k}-(sun gear speed / k), in the case of a low-speed path, the first speed with respect to the drive shaft 12 is satisfied. The minimum speed ratio of the ring gear 36 is {(25/37) * (3/8 + 1)}-{1.48 * 3/8} = 0.374 when the speed ratio of the continuously variable transmission 10 is 1.48. Able to know.

As a result, when n = 1.48, the speed ratio of the first ring gear 36 to the drive shaft 12 is at least 0.374 and the maximum is 1.48. The maximum value is, of course, a speed ratio when the high speed path, that is, when the first ring gear 36 is directly connected to the first carrier 34.

Meanwhile, the second planetary gear device 115 receives the speed ratio of the range from the first planetary gear device 28 and expands the range to a speed ratio described later. In order to enable the transfer of the speed ratio, the value of the speed ratio (minimum value / maximum value) of the speed ratio of the first ring gear 36 and the second carrier 52 with respect to the second sun gear 42 must be equal.

The minimum / maximum value of the speed ratio of the first ring gear 36 is 0.437 / 1.48 = 0.2527. Therefore, the number of teeth of the second sun gear 42 and the second carrier 52 may be designed so that the value of the speed ratio of the second carrier 52 to the second sun gear 42 is 0.2527. However, since the number of teeth of the gear must be an integer, the number of teeth of the second sun gear 42 and the second carrier 52 cannot be satisfied with the above value 0.2527. 1 The speed ratio of the continuously variable transmission part 10 is adjusted so that the (minimum value / maximum value) of the ring gear 36 speed ratio may be 0.25.

In the second planetary gear device 115, when the number of teeth of the second sun gear 42 and the second ring gear 56 is 1: 3, the second ring gear 56 is fixed when the second ring gear 56 is fixed. The speed ratio of the second carrier 52 to the two-wire gear 42 is 0.25.

As described above, since the speed ratio 0.25 in the second planetary gear device 115 and the speed ratio 0.2527 in the first planetary gear device 28 are different, the output from the first planetary gear device 28 is performed. The speed ratio is adjusted to match the speed ratio of the second planetary gear device 40.

This is solved simply by increasing the speed ratio of the continuously variable transmission 10 to 1.4865. That is, since the minimum speed ratio of the first ring gear 36 when the speed ratio of the continuously variable transmission 10 is 1.4865 is 0.3716 and the maximum speed ratio is 1.4865 when the high speed path is 0.3716 / 1.4865 = 0.2499.0.25 This coincides with the range of the speed ratio of the second planetary gear device 115 so that power transmission can be performed at a continuous speed ratio.

Therefore, when power is transmitted through the low-speed path and the speed ratio of the continuously variable transmission 10 is 1.4865, that is, the speed ratio of the first ring gear 36 to the drive shaft 12 is 0.3716 due to the first clutch 24 being bitten. In this case, when the third clutch 54 operates, the speed ratio of the output shaft 38 may have the same speed ratio as the first ring gear 36.

In addition, when the first clutch 24 and the third clutch 54 are released in this state, and the second clutch 26 and the first brake 46 are operated, the speed ratio of the first ring gear 36 is 1.4865. In this case, the second planetary gear device 115 passes through 0.3716 (1.4865 / 4), so that the path can be switched without changing the speed ratio of the output shaft 38.

In this way, the wide-variable continuously variable speed transmission apparatus of the present invention can obtain a desired rotational speed by appropriately controlling the first, second and third clutches 24, 26 and 54 and the first brake 46.

An operation of the wide speed continuously variable transmission apparatus according to the present embodiment will be described in more detail with reference to FIG. 3.

First, when the first clutch 24 and the first brake 46 are bitten, the second clutch 26 and the third clutch 54 are released, and the speed ratio of the continuously variable transmission 10 is 1.4865, the drive shaft 12 ) Rotates the first ring gear 36 at a speed of 0.3716 through a low speed path. In addition, the speed ratio of 0.3716 passes through the second planetary gear device 115 and decreases again, so that the speed ratio of the output shaft 38 becomes 0.0929 (0.3716 / 4).

In this state, if the speed ratio of the continuously variable transmission unit 10 is gradually decreased and the speed ratio is 1 / 1.48, the speed ratio of the first ring gear 36 becomes 0.676, and the output shaft passes through the second planetary gear device 115. The speed ratio of (38) is 0.169.

Subsequently, when the second clutch 26 is operated and the first clutch 24 is released, the electric path is switched from the low speed path to the high speed path. At this time, the rotational speeds of the first ring gear 36 and the second carrier 52 are not changed.

When the speed ratio of the continuously variable transmission unit 10 increases again to 1.4865, the speed ratio of the first ring gear 36 to the drive shaft 12 increases to 1.4865 since it is a high speed path, and through the second planetary gear device 115. The speed of the output shaft 38 increases to 0.3716.

At this time, if the second clutch 26 and the first brake 46 are released and the first clutch 24 and the third clutch 54 are connected again, the speed ratio of the first ring gear 36 is 0.3716 and the output shaft (38) also has a speed ratio of 0.3716.

In this state, when the speed ratio of the continuously variable transmission unit 10 is gradually lowered to 1 / 1.48, the speed ratio of the first ring gear 36 and the output shaft 38 increases to 0.676.

Subsequently, the second clutch 26 is operated again, the first clutch 24 is released, and the speed ratio of the continuously variable transmission 10 is increased to 1.4865 so that the directly connected output shaft 38 rotates at a speed ratio of 1.4865. do.

As a result, by operating the first, second, third clutches 24, 26, 54 and the first brakes 46 while changing the speed ratio of the continuously variable transmission portion 10 between 1 / 1.48 and 1.4865, The speed ratio of the output shaft 38 to the drive shaft 12 can be extended to a range of 0.0929 to 1.4865. Since the output torque is the inverse of the speed ratio, the range of the output torque has an extended range of 1 / 1.4865 to 10.76 times the input torque input to the drive shaft 12.

Meanwhile, as shown in FIG. 3, the speed ratio of the first ring gear gradually increases during shifting, and then suddenly falls from 1.4865 to 0.3716 at some point. This is a phenomenon that occurs when releasing the second clutch 26 and the first brake 46 and operating the first clutch 24 and the third clutch 54. Since the rotation is impossible when the first, second and third clutches and the first brake are operated at the same time, power must be momentarily weakened or disconnected as described above because the released element must be operated after reducing or releasing the force of the previously operated element. It causes the phenomenon.

In order to prevent the above phenomenon, in various embodiments described below, a second reduction unit is installed to enable continuous power transmission.

4 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a second embodiment of the present invention.

In the following description of the various embodiments, the same reference numerals refer to the absence of the same function. In addition, the speed ratio of the continuously variable transmission part 10 and the number-to-number ratio between each gear shall be the same.

Referring to FIG. 4, the wide speed continuously variable transmission apparatus according to the second embodiment includes a second planetary gear device 117 on the connecting shaft 119. In addition, a sixth gear 103 is provided in the second carrier 96 of the second planetary gear device 117 and is connected to the drive shaft 12 through the second reduction unit 90.

In addition, when the third clutch 92 is operated, the second planetary gear device 117 will rotate at the same rotational speed as the first ring gear 36, the third clutch 92 is released and the first brake 46 is rotated. Will rotate at 1/4 speed.

The second planetary gear device 117 connected to the first planetary gear device 28 includes a second sun gear 42 fixed to the connecting shaft 119 of the first ring gear 36 and the second sun gear. (42) The second pinion gear 44 meshing with the outer circumference, the second ring gear 56 meshing with the second pinion gear 44, and the second carrier supporting the second pinion gear 44. (96) is made. The second carrier 96 is provided with a sixth gear 103.

A first brake 46 is provided on an outer circumference of the second ring gear 56, and an output shaft 38 coaxial with the connecting shaft 119 is fixed to the rotation center of the second carrier 96. .

The second carrier 96 is connected to the first ring gear 36 when necessary by the third clutch 92. In the first embodiment, the third clutch is provided on the connecting shaft. In the present embodiment, the third clutch is provided on the side of the first ring gear 36 and the second carrier 96. The second carrier 96 is directly fixed.

However, since the rotational speed of the first ring gear 36 and the rotational speed of the connecting shaft 119 are the same, the arrangement and shape of the third clutch 92 are different, but the operating characteristics of the second carrier 96 according to the operation are different. Same as the first embodiment.

On the other hand, as shown in the drive shaft 12 is provided with a second deceleration portion (90). The second deceleration unit 90 is provided to more stably implement the shift of the transmission, the fourth gear 98 passing through the drive shaft 12 to the center thereof and relatively rotatable with respect to the drive shaft 12; A fifth gear 101 meshing with the fourth gear 98, a sixth gear 103 provided with the second carrier 96 and meshing with the fifth gear 101, and the drive shaft 12. ) And a fourth clutch 82 which connects the fourth gear 98 to the drive shaft 12 when necessary. The number of teeth of the fourth, fifth, sixth gears 98, 101, and 103 are described later.

In the wide-variable continuously variable transmission apparatus according to the present embodiment made as described above, the configuration except for the second reduction unit 90 is the same as that of the first embodiment, and the speed ratio of the output shaft 38 to the drive shaft 12 is 0.0929. ~ 1.4865

The second reduction unit 90 is provided to cover the discontinuity of power transmission when the speed ratio of the first ring gear 36 changes from 1.4865 to 0.3716 during the stepless speed change process.

That is, the second clutch 26 and the first brake 46 are released while the speed ratio of the first ring gear 36 to the drive shaft 12 is maintained at 1.4865 as described in the first embodiment. Then, the moment of power transmission of the first clutch 24 and the third clutch 92, the power transmission is cut off for a moment and is not smooth. Furthermore, since the load is transmitted to the output shaft 38 during operation, if the power transmission is not uniform, the stepless speed is not smooth.

The fourth clutch 82 of the second reduction unit 90 starts operation after the speed ratio of the continuously variable transmission unit 10 reaches a maximum value, and the second clutch 26 and the first brake 46 are operated. After is released, the first and third clutches 24 and 92 are then released when operated. This is an operation when the speed ratio of the first ring gear 36 decreases, and when the speed ratio of the first ring gear 36 increases, the first, second, third clutches 24, 26, 92 and the first brake ( Operation 46) proceeds in the reverse order above.

The number of teeth of the sixth gear 103 with respect to the fourth gear 98 of the second reduction gear 90 is 2.691. That is, the speed ratio of the sixth gear 103 to the drive shaft 12 is 0.3716. As a result, the second reduction unit 90 transmits the rotation of the drive shaft 12 directly to the second carrier 96 at a speed ratio of 0.3716, which is the same as the minimum speed ratio of the first ring gear 36, thereby enabling stability of shifting. do.

5 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a third embodiment of the present invention.

Referring to FIG. 5, the wide-variable continuously variable transmission according to the third embodiment is almost similar to the wide-variable continuously variable transmission of FIG. 4, except that the wide-variable continuously variable transmission in this embodiment causes the second planetary gear device 40 to operate. Enable reverse rotation of the output shaft 38.

The second planetary gear device 40 includes a second sun gear 42 fixed to the connecting shaft 119 of the first ring gear 36 and a second pinion gear meshing with an outer circumference of the second sun gear 42. (44), a second ring gear (56) meshing with the second pinion gear (44), a third pinion gear (50) meshing with the second pinion gear (44), and the third pinion gear. And a third ring gear 58 meshing with the 50, and a second carrier 52 supporting the second pinion gear 44 and the third pinion gear 50. As shown in FIG. In addition, the first and second brakes 46 and 48 are respectively installed on the outer circumferences of the second ring gear 56 and the third ring gear 58 to fix the second and third ring gears 56 and 58, if necessary. . In addition, the second carrier 52 is selectively connected to the connecting shaft 119 by a third clutch 54.

The third pinion gear 50 meshes with the second pinion gear 44 and the third ring gear 58 but does not mesh with the second sun gear 42. Therefore, when the second sun gear 42 is rotated in the clockwise direction with the first brake 46 being released and the second brake 48 operating and the third ring gear 58 being fixed, the second carrier 52 ) Can be rotated counterclockwise.

FIG. 6 is a view schematically showing a view seen from the line A-A of FIG.

Referring to the drawings, the second ring gear 56 and the third ring gear 58 have the same center of rotation and overlap with each other. The second pinion gear 44 meshes with the second second sun gear 42, and the second pinion gear 44 meshes with the second ring gear 56. In addition, the third pinion gear 50 is engaged with the third ring gear 58 in a state of being engaged with the second pinion gear 44. Although it appears that the third pinion gear 50 is engaged with the second sun gear 42 in the drawing, as shown in FIG. 5, the second sun gear 42 and the third pinion gear 50 are spaced apart from each other.

Combination of the planetary gear as described above is a general one can output the rotation force in the opposite direction of the sun gear rotation direction.

Therefore, when the first brake 46 is to be operated in the shifting motion as described above, when the second brake 48 is operated instead of the first brake 46, the third ring gear 58 does not rotate. The carrier 52 is reversed. The speed range and torque range of the reverse rotation are equal to the absolute value and the speed ratio and torque ratio at the forward rotation within the range of 0.0929 to 0.3716. The second brake 48 functions to reverse the rotation direction of the output shaft 38.

However, when the second brake 48 is operated in a state where the third clutch 54 is engaged in the wide range continuously variable transmission in this embodiment, the output shaft cannot rotate, so the direct connection of the second planetary gear device 40 is reversed. Has features that cannot be used.

In addition, if the number of teeth of the third ring gear 58 is different from the number of teeth of the second ring gear 56, the speed ratio of the second carrier 52 is-(number of second ring gear teeth / number of third ring gear teeth). Of course, the speed ratio can be obtained by multiplying by.

7 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a fourth embodiment of the present invention.

As shown in the drawing, the wide speed continuously variable transmission apparatus according to the present embodiment has a configuration substantially the same as that of the wide speed continuously variable transmission apparatus of the second embodiment.

The wide range continuously variable transmission of this embodiment has the same operation mechanism as that of the second embodiment, except that the second brake 94 is provided for reverse rotation of the output shaft 38.

That is, the drive shaft 12 is provided with a second brake 94. The second brake 94 is fixed to a casing (not shown) of the transmission and prevents the first gear 18 from rotating during operation.

When the second brake 94 is operated to fix the first gear 18, the third gear 22 and the first carrier 34 are fixed. Therefore, the rotational force of the driven shaft 14 is transmitted to the first ring gear 36 through the first sun gear 30 and the first pinion gear 32. At this time, the rotation direction of the first ring gear 36 is opposite to the rotation direction of the first sun gear 30 and rotates at a speed of 1 / k of the sun gear.

Therefore, the speed ratio of the first ring gear 36 is-(m ~ n) / k, and the speed ratio of the first ring gear 36 to the drive shaft 12 is-(1 / 1.48) * (3 / 8) to -1.4865 * (3/8) = -0.2534 to -0.5574.

In this state, when the third clutch 92 is released and the first brake 46 is operated to fix the second ring gear 56, it may have a shift range of -0.0633 to -0.1394.

In addition, in the present embodiment, the first clutch 24 and the second brake 94 each use a friction plate, but the apparatus is more compact by configuring one friction clutch and one tooth clutch that can be selected in two directions. It can also be designed.

In addition, in the present embodiment, a configuration without the second reduction gear 90 is possible.

8 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a fifth embodiment of the present invention.

As shown in the drawing, in the wide-variable continuously variable transmission apparatus according to the present embodiment, the first clutch 24 is provided on the driven shaft 14 side. In fact, since the first clutch 24 has a fundamental purpose of selectively transmitting the rotational force of the drive shaft 12 to the first carrier 34, the installation position can be modified in various ways as long as the purpose can be achieved. It is.

In addition, a second brake 76 is provided on the outer side of the first carrier 34. The second brake 76 fixes the first carrier 34 so that the output shaft 38 reverses when operated as a brake having the same configuration and purpose as the second brake 94 of FIG. 7.

The second planetary gear device 115 is provided on the connecting shaft 119 of the first planetary gear device 28. The second planetary gear device 115 includes a second sun gear 42 fixed to the connecting shaft 119, a second pinion gear 44 meshing with the second sun gear 42, and the second sun gear 42. The first brake gear 56 which meshes with the pinion gear 44 and the second ring gear 56 which are located on the side of the second ring gear 56 and, if necessary, are fixed to the second ring gear 56 to prevent rotation. 46). The second pinion gear 44 is supported by the second carrier 81.

In addition, a third clutch 80 is provided between the connecting shaft 119 and the second carrier 81 to selectively connect the connecting shaft 119 and the second carrier 81. In addition, the second carrier 81 is provided with a fifth gear 86.

Meanwhile, a second deceleration part 78 is provided between the second gear 20 and the second carrier 81. The second deceleration portion 78 penetrates through the support shaft 88 fixed to the second gear 20 to the center thereof, and allows the fourth gear 84 to move relative to the support shaft 88 and the support. A fourth clutch 82 fixed to the shaft 88 to selectively connect the fourth gear 84 with respect to the support shaft 88, and a fifth gear 86 engaged with the fourth gear 84; It is made to include.

The number of teeth of the fourth gear 84 with respect to the fifth gear 86 is {(number of teeth of the first gear 18) / number of teeth of the second gear 20)} * {(fourth gear 84 Number of teeth) / (number of teeth of the fifth gear 86)} = 0.3716.

Similarly, in the wide speed continuously variable transmission apparatus of the present embodiment configured as described above, if the number of teeth of the same gear and the speed change range of the continuously variable transmission portion 10 are the same as those of the first embodiment, the effect of expanding the speed range as shown in FIG. Will have

Meanwhile, in the case of reverse rotation, the first clutch 24 is released and the third clutch 80 is in the same state as in the fourth embodiment. In addition, in the present embodiment, a configuration without the second reduction gear 90 is possible.

9 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a sixth embodiment of the present invention.

As shown in the drawing, the wide-variable continuously variable transmission apparatus according to the sixth embodiment has a configuration obtained by subtracting the second reduction unit (40 in FIG. 5) from the continuously variable transmission of the third embodiment. The configuration and operation of the other parts except for the second deceleration part 40 are the same as in the fifth embodiment.

10 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a seventh embodiment of the present invention.

The wide-variable continuously variable transmission apparatus according to the present embodiment and the eighth, ninth, tenth, eleventh, and twelfth embodiments described below has a first gear 18 instead of the first, second, third, and third gears 18, 20, and 22. ), A first intermediate gear 109, a second intermediate gear 111, and a third gear 22 are provided. This will be described only with reference to FIG. 10.

Referring to FIG. 10, a first gear 18 is fixed to the drive shaft 12, and a first intermediate gear 109 is engaged with the first gear 18. In addition, a third gear 22 is fixed to the driven shaft 14, and a second intermediate gear 111 is engaged with the third gear 22. The second intermediate gear 111 is fixed to the support shaft. The support shaft 121 extends linearly through the first intermediate gear 109 and the first clutch 24 and is connected to the first planetary gear device 28.

The first intermediate gear 109 may be rotated relative to the support shaft 121 by passing the support shaft 121 to the center thereof. In addition, the first clutch 24 is installed between the first intermediate gear 109 and the first carrier 34 to connect the first intermediate gear 109 and the first carrier 34 when necessary. Short circuit.

In designing the tooth ratio of the first gear 18, the first intermediate gear 109, the second intermediate gear 111 and the third gear 22, the continuously variable transmission portion 10, as in all the embodiments described above. When is the minimum speed ratio it is determined that the first intermediate gear 109 and the second intermediate gear 111 has the same speed.

That is, the minimum speed ratio of the driven shaft 14 to the drive shaft 12 of the continuously variable transmission portion 10 and {(first gear / first intermediate gear) / (third gear / second intermediate gear)} The number of teeth must be consistent with each other.

If the first, third gears and the first and second intermediate gears are engaged with the number of teeth satisfying the above condition, the same shift range expansion effect can be realized through the same operation mechanism as in the various embodiments.

Thus, in the present embodiment, the first and second intermediate gears are applied to have the engagement structure as described above, which has a fundamental purpose of increasing the degree of freedom in design in practical application.

Since other configuration and operation mechanism of this embodiment are the same as those of the first embodiment, a description thereof will be omitted.

11 is a block diagram showing a wide-variable continuously variable transmission apparatus according to an eighth embodiment of the present invention.

The first and second planetary gear devices 28 and 117 of the continuously variable transmission according to the present embodiment have the same configuration as the first and second planetary gear devices of the second embodiment. However, in the present embodiment, the second deceleration part 107 is directly connected to the fifth gear 86.

The second deceleration part 107 passes through the drive shaft 12 to the center thereof, and is capable of relative movement with respect to the drive shaft 12 and is engaged with the fifth gear 86 provided in the second carrier 96. And a fourth clutch 82 fixed to the drive shaft 12 and selectively coupling the fourth gear 84 to the drive shaft 12.

12 is a block diagram showing a wide-speed continuously variable transmission apparatus according to a ninth embodiment of the present invention.

As shown in the drawing, the wide-variable continuously variable transmission of this embodiment has the same configuration and operation characteristics as those of the eighth embodiment except that the second brake 76 is provided on the outside of the first clutch 24.

The second brake 76 stops the first carrier 34 if necessary so that the first ring gear 36 rotates in reverse. The operation is the same as in the sixth embodiment described with reference to FIG.

13 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a tenth embodiment of the present invention.

Referring to the drawings, the wide speed continuously variable transmission apparatus according to the present embodiment is almost the same as the eighth embodiment, and the second planetary gear device 40 is the same as the second planetary gear device 40 of FIG. Therefore, in the second planetary gear device 40, the output shaft 38 may be reversed by selectively operating the first brake 46 and the second brake 48.

14 is a block diagram showing a wide-variable continuously variable transmission apparatus according to an eleventh embodiment of the present invention.

As shown, the continuously variable transmission of this embodiment has the structure which further provided the 2nd brake 76 to the continuously variable transmission of 7th Embodiment shown in FIG. The second brake 76 plays the same role as the second brake of the ninth embodiment.

FIG. 15 is a configuration diagram illustrating a wide speed continuously variable transmission apparatus according to the twelfth embodiment of the present invention, in which the second speed reduction unit 107 is removed from the continuously variable transmission of the tenth embodiment of FIG. Only the second deceleration portion 107 is absent, and other configurations and operations are the same as in the tenth embodiment.

16 is a block diagram showing a wide-variable continuously variable transmission apparatus according to a thirteenth embodiment of the present invention. In the wide range continuously variable transmission according to the present embodiment, a belt type transmission is not used, and another type of continuously variable transmission on the same axis as the drive shaft is used.

As shown, the first clutch 24 is provided on the outer circumference of the drive shaft 12 of the continuously variable transmission portion 11. The drive shaft 12 is a hollow pipe through which the driven shaft 14 passes.

The driven shaft 14 is provided with a first planetary gear device 28. The first planetary gear device 28 includes a first sun gear 30 fixed to the driven shaft 14, a first pinion gear 32 engaged with an outer circumference of the first sun gear 30, and the first sun gear 30. The first ring gear 36 meshes with the one pinion gear 32. In addition, the first pinion gear 32 is supported by the first carrier 34. Of course, the connecting shaft 119 coaxial with the driven shaft 14 is provided at the rotation center of the first ring gear 36.

A second clutch 26 is provided between the first carrier 34 and the first ring gear 36 to selectively connect the first carrier 34 and the first ring gear 36 to the first if necessary. The ring gear 36 is allowed to rotate at the rotational speed of the driven shaft 14.

In addition, a second planetary gear device 115 is connected to the first planetary gear device 28. The second planetary gear device 115 includes a second sun gear 42 fixed to the connecting shaft 119, a second pinion gear 44 meshing with the second sun gear 42, and the second pinion. A second ring gear 56 meshing with the gear 44 and a first brake 46 provided on an outer side of the second ring gear 56 and fixing the second ring gear 56 if necessary. do.

The second pinion gear 44 is selectively connected to the output shaft 38 through the third clutch 54.

The wide-variable continuously variable transmission apparatus according to the thirteenth embodiment configured as described above performs the same operation as that of the first embodiment except that the drive shaft 12 and the driven shaft 14 are located at the same rotation center axis. Since the result is obtained, the description thereof is omitted.

As a result, the wide-variable continuously variable transmission of the present invention uses two planetary gear units connected in series with a continuously variable transmission having a narrow speed range to shift a large input torque to a wide speed range, and also has a small size and a medium speed and high speed. It is configured to increase the power transmission efficiency by reducing the number of parts moving relative to the speed ratio. In addition, as described through the various embodiments of the present invention, the first planetary gear device, the second planetary gear device, the first, second, third clutch, and the second reduction unit may be changed in any way.

As mentioned above, although this invention was demonstrated in detail through the specific Example, this invention is not limited to the said Example, A various deformation | transformation is possible for a person with ordinary knowledge within the scope of the technical idea of this invention.

As described above, the continuously variable transmission apparatus of the present invention provides a torque as large as the inverse of the speed ratio through the shift range in which the output shaft is enlarged, as well as greatly expanding the overall shift range by connecting two planetary gear units in series. In addition, by applying two two planetary gear units to the continuously variable transmission having a narrow shift range, a device for shifting a large input torque to a wide shift range can be made smaller.

Claims (11)

A continuously variable transmission having a drive shaft and a driven shaft and continuously controlling a speed ratio of the driven shaft to the drive shaft; It is provided on the driven shaft of the continuously variable transmission portion, the first sun gear fixed to the driven shaft, the first pinion gear meshing with the outer circumference of the first sun gear, the first pinion gear meshes with the first rotation gear, A first planetary gear device having a first ring gear fixed to a driven shaft and a coaxial shaft, and a first carrier supporting the first pinion gear; A reduction unit including a first clutch connecting the drive shaft of the continuously variable transmission unit to the first carrier to transmit the rotational force of the drive shaft to the first carrier, but selectively blocking the connection; A second clutch for selectively fixing the first carrier with respect to the first ring gear so that the first ring gear rotates at the rotational speed of the driven shaft; The second ring gear which is provided on the connecting shaft of the first ring gear, is fixed to the connecting shaft, the second pinion gear meshing with the outer circumference of the second sun gear, and the second ring meshing with the second pinion gear A second planetary gear including a gear, a second carrier having an output shaft coaxial to the connecting shaft fixed to the second pinion gear, and a first brake for selectively fixing the second ring gear; A gear device; If necessary, it is composed of a third clutch to provide a coupling force to prevent the second carrier relative to the connecting shaft, The reduction unit has a reduction ratio such that the speed ratio of the first carrier to the drive shaft is equal to the minimum value of the speed ratio of the driven shaft to the drive shaft, The tooth ratio of the second ring gear to the second sun gear is equal to the value of (high speed ratio / low speed ratio) -1 of the first ring gear when the speed ratio of the driven shaft to the drive shaft of the continuously variable speed is maximum. A wide range continuously variable transmission characterized in that it is made to have the same relationship. The method of claim 1, Between the continuously variable speed portion and the output shaft, a reduction ratio such that the value of the low speed ratio of the first ring gear when the speed ratio of the driven shaft to the drive shaft of the continuously variable speed is maximum is equal to the speed ratio of the output shaft to the drive shaft. A wide range continuously variable transmission further comprises a second reduction gear having. The method according to claim 1 or 2, The second planetary gear device includes; A third pinion gear supported by the second carrier and engaged with the second pinion, a third ring gear engaged with the third pinion gear, and a second ring gear fixed to the third ring gear, if necessary, to prevent rotation; Wide continuously variable transmission, characterized in that the brake is further provided. The method of claim 2, And the second speed reduction unit further includes a second brake that reverses rotation of the connecting shaft by blocking power transmission of the speed reduction unit so that the first carrier does not rotate. The method of claim 4, wherein The deceleration unit may include a first gear fixed to a drive shaft, a second gear meshed with the first gear and fixed to a support shaft, and a driven shaft passing through the driven shaft to be relatively rotatable to the driven shaft. And a third gear engaged with the first gear, and a first clutch installed between the third gear and the first carrier to connect the third gear and the first carrier, if necessary, and the second brake is provided on the side of the first carrier. Installed to stop the first carrier, The second deceleration part includes a fourth gear fitted to the support shaft of the second gear so as to be relatively rotatable, a fourth clutch fixed to the support shaft and connecting a fourth gear to the support shaft, if necessary, and the second carrier. And a fifth gear provided in the gear and engaged with the fourth gear. The method of claim 4, wherein The reduction unit may include a first gear that passes through the drive shaft and rotates relative to the drive shaft, a first clutch connecting the first gear and the drive shaft, if necessary, a second gear meshing with the first gear, The gear is engaged with the second gear and passes through the driven shaft to the center thereof, and is made of a third gear capable of rotating relative to the driven shaft and having the first carrier fixed thereto. The second brake is formed of the first gear. Located on the side and fixing the first gear if necessary, The second deceleration part includes a fourth gear fitted to the drive shaft so as to be relatively rotatable, a fourth clutch fixed to the drive shaft and connecting the drive shaft and the fourth gear, if necessary, and a fifth gear engaged with the fourth gear. And a sixth gear provided on the second carrier and engaged with the fifth gear. A continuously variable transmission having a drive shaft and a driven shaft and continuously controlling a speed ratio of the driven shaft to the drive shaft; A first gear fixed to the drive shaft, a third gear fixed to the driven shaft, a second intermediate gear engaged with the third gear and fixed to the support shaft, and passing through the support shaft about the support shaft. A deceleration part having a first intermediate gear that is relatively rotatable and meshes with the first gear; Located on the side of the deceleration portion, the first sun gear fixed to the support shaft, the first pinion gear meshing with the outer circumference of the first sun gear, the first pinion gear meshes with the first shaft and the connecting shaft is in the center of rotation A first planetary gear device having a fixed first ring gear and a first carrier supporting the pinion gear; A first clutch for selectively connecting and fixing the first carrier and the first intermediate gear; A second clutch connecting the first carrier and the first ring gear to fix the first ring gear at the same rotational speed as the support shaft, if necessary; It is provided on the connecting shaft of the first ring gear, A second sun gear fixed to the connecting shaft, a second pinion gear meshing with the outer circumference of the second sun gear, a second ring gear meshing with the second pinion gear, and the second pinion gear are supported. A second planetary gear device having a second carrier provided with an output shaft coaxial with the connecting shaft, and a first brake for fixing the second ring gear if necessary; And a third clutch for selectively connecting and fixing the connection shaft and the second carrier to rotate in one body, So that (the number of teeth of the first gear / the number of teeth of the first intermediate gear) / (the number of teeth of the third gear / the number of teeth of the second intermediate gear) matches the minimum speed ratio of the driven shaft to the drive shaft of the continuously variable transmission. Is composed, The tooth ratio of the second ring gear to the second sun gear is set to be (high speed ratio / low speed ratio) -1 of the first ring gear when the speed ratio of the driven shaft to the drive shaft of the continuously variable transmission is maximum. Wide range continuously variable transmission. The method of claim 7, wherein Reduction ratio between the continuously variable portion and the output shaft such that the value of the low speed ratio with respect to the drive shaft of the first ring gear when the speed ratio of the driven shaft to the drive shaft with the continuously variable transmission is maximum is equal to the speed ratio of the output shaft with respect to the drive shaft. A wide range continuously variable transmission further comprises a second reduction gear having a. The method of claim 8, The second deceleration unit; A fourth gear passing through the drive shaft at a center thereof and rotatable relative to the drive shaft, a fourth clutch fixed to the drive shaft and connecting the fourth gear to the drive shaft, if necessary, provided on the second carrier; And a fifth gear engaged with the gear. The method according to any one of claims 7 to 9, And a second brake on the side of the first intermediate gear, if necessary, to fix the first intermediate gear so as not to rotate. The method according to any one of claims 7 to 9, In the second planetary gear device, a third pinion gear supported by the second carrier and engaged with the second pinion gear, a third ring gear engaged with the third pinion gear, and the third ring gear are selectively fixed. Wide endless transmission, characterized in that the second brake is further provided.