KR950000044B1 - Steepless transmission - Google Patents

Abstract

The continuous automatic speed changer whose structure is simplified and manufacturing cost is reduced transmits the power from an input shaft to an output shaft without clutching or changing gears. The speed changer comprises the input shaft (12); an input sun gear (14) formed between a first part (12A) and a second part (12B) of the input shaft (12); a backward drive control shaft (24), rotating independently of the input shaft (12), equipped in the first part (12A) of the shaft (12); a hollow cylinder (20), equipped in the second part (12B) of the shaft (12), having an output sun gear (24); a low speed control shaft (30); a middle speed control shaft (26); carriers (32,34) connected to the shafts (30,26); a multiple of differential gears (54); a low speed brake system (62); a middle speed brake system (64); an interconnection system (70).

Description

Continuous automatic transmission

1 to 7 show a first embodiment of the continuous automatic transmission of the present invention, wherein the first view shows a partially cut away perspective view of the first embodiment.

2 is an assembled cross-sectional view of the first embodiment.

3 is a cross-sectional view showing a state in which the continuous automatic transmission of the present invention is idle in a neutral state.

4 is a cross-sectional view showing a state in which the input is transmitted to the output side at a low speed by the continuous automatic transmission of the present invention.

5 is a cross-sectional view showing a state in which the input is transmitted to the output side at medium speed by the continuous automatic transmission of the present invention.

6 is a cross-sectional view showing a state in which the input is transmitted to the output side at high speed by the continuous automatic transmission of the present invention.

7 is a cross-sectional view showing a reverse state in which the output shaft rotates in the opposite direction to the input shaft by the continuous automatic transmission of the present invention.

8 is an assembled cross-sectional view of a second embodiment in which the position of the continuous automatic transmission of the present invention is changed.

* Explanation of symbols for main parts of the drawings

10: continuous automatic transmission device 12: input shaft

12A: first part 12B: second part

14: input wire gear 16: reverse adjustment shaft

16A: End 18: Reverse sun gear

18B, 18B ': Bearing 20: Hollow Park Tube

20B: bearing 22: output shaft

24: output wire gear 26: medium speed adjustment shaft

26A: End 28: Medium Speed Gear

28B, 28B ': Bearing 30: Low speed adjusting shaft

30A: end 32: carrier

32B: Bearing 34: Carrier

34B: Bearing 36: Push Pin

38: input differential gear 40: recessed portion

42: output differential gear 44: recessed portion

46: reverse differential gear 48B, 48B ': bearing

50, 50 'Bushing 52: Push pin

54: transmission differential gear 54B: bearing

56: recess 58, 58 ': medium speed differential gear

58B: bearing 60, 60 ': bushing

62: low speed brake system 64: medium speed brake system

66: Reverse brake system 70: Interlock system

The present invention relates to a shifting device, and in particular, the shifting power can be transmitted to the output side while all the gears are connected to the output shaft without shifting or replacing the gears during shifting, and the reverse drive can be configured in a simple manner. It relates to a continuous automatic transmission.

In general, the gearbox is shifted as an alternative to the selection method according to all fixed gear ratios, and when shifting, the trouble of removing and replacing the gears is required and very careful operation is required. Like the conventional automatic transmission, the structure is very complicated and requires a large installation space, and there was an inconvenience in that a lot of expenses are required in manufacturing.

In order to solve the above problems, the present applicant has filed as a Korean Patent Application No. 91-15480 (hereinafter referred to as an earlier application) of September 5, 1991, and in particular, the present invention has been made by varying the configuration of the prior application. will be. That is, the prior application has a configuration in which the forward adjustment shaft and the backward adjustment shaft is coaxially installed on the input shaft, and the present invention is to coaxially install either the medium speed adjustment shaft or the reverse adjustment shaft on the output shaft, the carrier and the low speed There is a difference in that the adjustment shaft is integrally formed to perform low speed adjustment.

Therefore, the object of the present invention can be shifted in response to changes in load quickly without using clutches or complicated mechanisms, the rotational force can be transmitted smoothly to the output shaft, as well as smoothly backward drive and simple structure An automatic transmission is provided.

In order to achieve the above object, the present invention provides an input differential gear that receives power generated from an engine, an input differential gear that meshes with the input linear gear, an output differential gear and a reverse differential gear formed integrally with the input differential gear, and an input differential gear. A transmission differential gear that is engaged with the transmission gear, a medium speed differential gear that is integrally formed with the transmission differential gear, a fixing pin and a carrier supporting each differential gear, an output line gear integrally formed with the output shaft while being engaged inside the output differential gear, A medium speed sun gear is integrally formed with the medium speed adjusting shaft while being engaged inside the medium speed differential gear, and a reverse sun gear integrally formed with the reverse adjustment shaft is engaged with the inside of the reverse differential gear and integrally with one carrier for low speed adjustment. It consists of a single compound gear set with a formed low speed adjustment shaft.

In the continuous automatic transmission system configured as described above, when the output shaft is stopped due to load, the input power rotates the medium speed sun gear and the carrier in the opposite direction to the input direction, and the reverse sun gear rotates in the same direction as the input direction. Neutral state that does not rotate the output shaft but only idling. If the braking force is gradually applied through the low-speed brake system installed on the low speed adjustment shaft integrated with the carrier to completely stop the carrier idling in the direction opposite to the input direction, the rotation of the output shaft increases gradually in proportion to the braking force. In addition, in order to further increase the rotation of the output shaft, the intermediate speed gear is completely stopped by applying a braking force through the intermediate speed brake system installed on the intermediate speed adjusting shaft. For high speed drive, the rotation of the output shaft is increased by adjusting the rotation with the reverse adjustment shaft by using the interlocking system applying a conventional device or mechanism such as a torque converter or an electric or electronic clutch between the reverse adjustment shaft and the input shaft. In the reverse driving method, when the braking force is applied through the reverse brake system installed on the reverse adjustment shaft, the reverse sun gear is stopped, and thus the power rotates the output shaft in the opposite direction to the input shaft.

In this way, the power generated from the engine can be transmitted continuously to the output shaft by shifting the neutral, low speed, medium speed, high speed, and reverse speeds with all gears connected without the clutch or gear being removed or replaced. It is very simple, minimizes installation space and production costs, and achieves the smoothest rotation transfer.

Hereinafter, the continuous automatic transmission of the present invention will be described in detail with reference to the accompanying drawings.

In the continuous automatic transmission 10 of the present invention, as shown in FIGS. 1 and 2, an input shaft 12 into which a driving force is input from a drive shaft of an engine is provided, and this input shaft 12 has a first portion. The input sun gear 14 is integrally formed with the input shaft 12 therebetween by being divided into 12A and the second part 12B. On the first portion 12A of the input shaft 12, a hollow reverse adjustment shaft 16 of a predetermined length spaced apart from the input sun gear 14 at a required distance is provided coaxially with the input shaft 12, and the reverse adjustment shaft ( The reverse sun gear 18 is integrally formed at one end 16A of 16). In addition, bearings 18B and 18B 'are installed to allow the input shaft 12 and the reverse adjustment shaft 16 to rotate independently of each other.

Then, in order to be able to rotate the hollow park cylindrical portion 20 of a predetermined length to the input shaft 12 independently from each other by the bearing (20B), it is installed on the second portion 12B of the input shaft, the hollow park cylindrical portion 20 ) Is integrally formed with the output shaft 22. In addition, the output line gear 24 is integrally formed in the hollow park cylinder part 20. A hollow intermediate speed adjustment shaft 26 having a predetermined length is disposed coaxially with the output shaft 22 on the outer circumference of the output shaft 22, and the medium speed sun gear 28 is disposed at one end 26A of the intermediate speed adjustment shaft 26. Is integrally formed, and bearings 28B and 28B 'are installed to allow the output shaft 22 and the intermediate speed adjusting shaft 26 to rotate independently of each other.

Next, a hollow low speed adjustment shaft 30 having a predetermined length is disposed coaxially with the reverse adjustment shaft 16 on the reverse adjustment shaft 16 near the reverse sun gear 18, and at one end of the low speed adjustment shaft 30. The disc-shaped carrier 32 is integrally formed in the portion 30A, and the bearing 32B is inserted so as to be freely rotated with the reverse adjustment shaft 16. Further, a disk-shaped carrier 34 of the same shape is formed on the middle speed adjusting shaft 26 near the middle speed sun gear 28, and the bearing 34B is inserted so as to be free from rotation with the middle speed adjusting shaft 26. In order to rotate the two carriers 32 and 34 together about the input shaft 12 and the output shaft 22, a plurality of fixing pins 36 and 52 are inserted between the two carriers 32 and 34. Fix (see Figure 1).

And a concave portion 40 having a predetermined interval between the input differential gear 38 and the output differential gear 42 having different sizes and being formed integrally with each other, and the composite differential gear 38 and the reverse differential gear A predetermined spaced concave portion 44 is provided between the 46 and the compound differential gears 38, 42, 46 on each of the fixing pins 36 so as to be freely rotated by the bearings 48B, 48B '. Install on. At the time of installation, the second half of the input differential gear 38 is engaged with the input sun gear 14, the output differential gear 42 with the output sun gear 24, and the reverse differential gear 46 with the reverse sun gear 18. Inserting the bushing 50 into the rear side of the differential gear 42 can more reliably prevent the flow of these compound differential gears 38, 42, 46.

On the other hand, between the transmission differential gear 54 and the medium speed differential gear 58, which are formed integrally with each other in size, are provided with recesses 56 having a predetermined interval, and the composite differential gears 54 and 58 are bearings ( 54B, 58B) are inserted on each fixing pin 52 so as to free rotation. When installed, the transmission differential gear 54 is engaged with the first half of the input differential gear 38, the intermediate speed differential gear 58 is engaged with the medium speed sun gear 28, and the bushing on the front side of the transmission differential gear 54. The insertion of the 60 may prevent the flow of these compound differential gears 54 and 58 more reliably.

Here, the fixing pin 36, the compound differential gears 38, 42, 46 and the bushing 50 are formed in two sets for stability of the rotating body, and the fixing pins 52, the compound differential gears 54, 58) and the bushing 60 is to be a pair of two to be made, but of course the number is not limited.

In order to shift in each step, a brake system that applies an external braking force and an interlocking system capable of rotating or integrally rotating the input shaft 12 and the reverse adjustment shaft 16 are used.

First, in order to adjust the carrier 32 in a low speed state, to install a low speed brake system 62 using a one-way clutch that restrains the rotational direction on the low speed adjusting shaft 30, and to adjust the medium speed sun gear 28. The intermediate speed brake system 64 is installed on the intermediate speed adjusting shaft 26, and an interlocking system 70 (described later) in which the input shaft 12 and the backward adjusting shaft 16 are integrally rotated for high speed is provided. Is installed. In the reverse state, in order to adjust the reverse sun gear 18, a reverse brake system 66 is installed on the reverse adjustment shaft 16 integrally formed therewith.

Although such a brake system is described as being installed on each adjustment shaft, it is a matter of course that the installation position or structure that can be adjusted by applying a braking force can be changed. In addition, the above-described low-speed, medium-speed and reverse brake system can be applied to both braking devices such as electric, electronic, hydraulic pressure and rotational resistance devices as automatic control or manual type, and here the lining, which is a simple brake braking method, is installed. This is explained by braking the low speed adjustment shaft 30 at the low speed, the medium speed adjustment shaft 26 at the low speed, and the reverse adjustment shaft 16 at the reverse speed.

In addition, although the one-way clutch is used for the low speed brake system 62 to prevent the reverse rotation of the low speed adjusting shaft 30 and the inconvenience of applying the braking force at the time of shifting and then releasing the braking force, the present invention is not limited thereto.

Interlocking system applying a well-known device, that is, a fluid clutch, torque converter, electric, electromagnetic clutch, etc., which can have a rotational difference between the input shaft 12 and the reverse adjustment shaft 16 or rotate integrally for the next high speed. 70 may be used, and a detailed description of these known devices is omitted here.

The power transmission process and the shifting state of the continuous automatic transmission configured as described above are classified into neutral, low speed, medium speed, high speed, and reverse states as follows.

Prior to the description, the continuous automatic transmission of the present invention can be used in any mechanism that shifts and outputs driving force of automobiles and industrial machines, but the case of a vehicle will be described as an example.

In addition, for convenience of description, the direction of rotation in the clockwise direction when viewed from the right side of the drawing is defined as the direction of the input shaft, and the same direction as the direction of the input shaft will be described in terms of ↑ in terms of angle.

By definition, the rotation of each differential gear means rotation about its own axis (fixed pin here), and the revolution means rotation with the carrier without rotation (e.g. at high speed). Rotation of the input shaft and the adjustment shaft integrally), which means that the input shaft and the adjustment shaft rotate together with the carrier.

1.Neutral state (figure 3): stop the output shaft 22

In the neutral state, the driving force of the engine is not output to the output shaft 22, but is idling as shown in FIG. That is, when a load is applied to the output shaft 22, when a rotational force is input from the drive shaft of the engine, the input shaft 12 is rotated while the input sun gear 14 integrally formed on the two shafts rotates in the same direction A, and the input sun gear 14 The input differential gear 38 meshed with) rotates in the direction B opposite to the rotation direction of the input sun gear 14 with respect to the fixing pin 36. The output differential gear 42 and the reverse differential gear 46 formed integrally with the input differential gear 38 also have the same direction with respect to the fixed pin 36, that is, the same direction B as the direction of the input differential gear 38. Rotate to

However, since the output line gear 24 meshed with the output differential gear 42 is stopped due to the load, the output differential gear 42 rotates or rotates around the output line gear 24 at the same time as the carrier 32 and thus rotates. 34) is rotated in the direction C opposite to the rotation direction of the input sun gear (14).

At the same time, the reverse differential gear 46 formed integrally with the output differential gear 42 rotates the reverse sun gear 18 engaged thereto in the same direction D as the rotation direction of the input sun gear 14. This is because the influence of the magnetic force of the reverse differential gear 46 is greater than the influence of the air power rotating together with the carriers 32 and 34.

In addition, the transmission differential gear 54 engaged with the first half of the input differential gear 38 rotates in the same direction E as the rotation direction of the input sun gear 14 with respect to the fixed pin 52, and thus the transmission differential gear 54 ) Is formed integrally with the middle speed differential gear 58 is also rotated in the same direction as the rotation direction of the input line gear 14 around the fixing pin 52, the medium speed sun gear (28) meshed with the medium speed differential gear (58). ) Is rotated in the direction F opposite to the rotation direction of the input sun gear 14.

Here, all of the differential gears 38, 42, 46, 54, 58 are in a state of revolving with the carriers 32, 34 simultaneously with the rotation.

As such, the rotational force through the input shaft 12 is not output because the output shaft 22 is stopped due to the load, and is in a neutral state in which the carriers 32 and 34, the reverse sun gear 18 and the middle speed sun gear 28 are idle.

2. Low speed state (figure 4): stop of carrier (32, 34) and low speed adjusting shaft (30)

Input shaft (12) ↑ -Input line gear (14) ↑ -Input differential gear (38) ↓ -Output differential gear (42) ↓ -Output line gear (24) ↑ -Output shaft (22) ↑

The low speed state is a state in which the rotation of the output shaft 22 gradually increases from the neutral state, and as described above, the rotation direction can be constrained on the low speed adjusting shaft 30 which can adjust the rotation of the carriers 32 and 34. When the braking force P1 is gradually applied through the low speed brake system 62 installed by using the one-way clutch, the rotation of the carriers 32 and 34, which are rotating in the direction C opposite to the input shaft 12 in the neutral state, gradually decreases. The rotation of the output shaft 22 is gradually increased in proportion to the decrease in the rotational force of the carriers 32 and 34. In other words, the rotation of the input differential gear 38 and the output differential gear 42, which rotate and rotate in parallel with the rotational reduction of the carriers 32 and 34 by the braking force P1, is reduced while stopping. do.

Therefore, the output line gear 24 meshed with the output differential gear 42 rotates in the same direction G as the rotation direction of the input shaft 12 by the magnetic force of the output differential gear 42 and is integrally formed with the output line gear 24. The output shaft 22 is also rotated in the same direction G.

When the rotational direction of the gears in this low speed state is compared with the rotational direction in the above-described neutral state, the carriers 32 and 34 rotating in the direction C opposite to the rotational direction of the input shaft 12 become stationary. In this case, the stationary output line gear 24 rotates in the direction G, and each of the differential gears 38, 42, 46, 54, and 58 rotates in the same direction as in the neutral state without eventually turning idle. The sun gears 18 and 28 are also rotated in the same direction as the rotation direction of the neutral state.

3. Medium speed state (figure 5): middle speed adjusting shaft (26) stopped

The medium speed state is a state in which the gear shaft is shifted when the rotation of the output shaft 22 is to be increased from the low speed state. When the braking force P2 is applied by the medium speed brake system 64 installed on the medium speed adjusting shaft 26, the input shaft 12 and The rotation of the middle speed sun gear 28 formed integrally with the middle speed adjustment shaft 26 that has been rotated in the opposite direction F is reduced to stop. That is, as the rotation of the middle speed gear 28 decreases and stops, air force is generated that the intermediate speed differential gear 58 meshed with the middle speed gear 28 rotates around the middle speed gear 28. The carriers 32 and 34, which are stationary at low speed, are rotated in the same direction H as the rotational direction of the input shaft 12. (Of course, whenever the rotation of the medium speed sun gear 28 decreases, Air power is the greatest.)

At the same time, the idle rotation of the input differential gear 38 and the output differential gear 42 integrated with the input differential gear 38 also increase with the carriers 32 and 34 in proportion. Therefore, the output line gear 24 meshed with the output differential gear 42 rotates more quickly in the same direction as the input shaft 12 and the rotation of the output shaft 22 integrated therewith also increases.

For reference, the reverse differential gear 46 also increases the rotation of the reverse sun gear 18 in the same direction as the input shaft 12 under the influence of increasing air power. Each of the differential gears 38, 42, and 46 decreases its rotation as the power increases, but does not rotate when the balance between the power and the power is balanced. In this case, the direction B increases. It rotates in the opposite direction. This rotational shift of the differential gear may not occur in some cases as the number of teeth of each gear is adjusted.

In the rotational state of each of the gears, the reverse sun gear 18, the carriers 32 and 34, the transmission differential gear 54 and the medium speed differential gear 58 all rotate in the same direction (DHE) as the input sun gear 14. do.

4. High speed (figure 6)

The high speed state is a state shifted to accelerate more than the above-described medium speed state, and releases the braking force P2 applied to the medium speed adjustment shaft 26 and uses the input system 12 and the reverse adjustment shaft 16 using the interlocking system 70. Rotate integrally.

In this state, the rotational force through the input shaft 12 is transmitted to the two systems separately. First, one system is passed through the input shaft 12 and the input sun gear 14 to the input differential gear 38, and the interlocking system ( There is another system that is passed through the reverse sun gear 18 to the reverse differential gear 46 in accordance with the integral rotation of the input shaft 12 and the reverse adjustment shaft 16 using 70).

The rotational force passing through these two systems joins the carriers 32 and 34 to rotate the output line gear 24 and the output shaft 22 engaged with the output differential gear 42 in the same manner as the rotation of the input shaft 12. That is, since the rotations inputted to the input sun gear 14 and the reverse sun gear 18 are in the same rotation and in the same direction, the input differential gear 38 and the reverse differential gear 46 that are engaged therewith do not rotate, and the output differential gear 42 does not rotate. ), The transmission differential gear 54 and the medium speed differential gear 58 do not rotate equally, and rotate the carriers 32 and 34, the output line gear 24 and the output shaft 22 in the same manner as the input shaft 12. .

In this state, all the gears and the carriers 32 and 34 are in a state in which the whole rotates in the direction I by forming a single rotation body about the two sun gears 14 and 18.

Here, the interlock system 70 is described as connecting the input shaft 12 and the reverse adjustment shaft 16, but is not limited thereto. For example, the same function can be performed by connecting the reverse adjustment shaft 16 and the low speed adjustment shaft 30 or by using the medium speed adjustment shaft 26 and the carrier 34 or the output shaft 22 in connection.

5. Reverse state (Fig. 7): Stop the reverse adjustment shaft (16).

The reverse state is a state in which the output shaft 22 rotates in a direction opposite to the rotation direction of the input sun gear 14, and the braking force P3 is applied by the reverse brake system 66 installed on the reverse adjustment shaft 16 in the above-described neutral state. When the neutral is applied, the reverse sun gear 18, which is idling in the same direction as the rotation direction of the input shaft 12, stops, and the rotation of the output shaft 22 rotates in the opposite direction to the rotation direction of the input sun gear 14 when neutral. .

That is, as the reverse sun gear 18 rotating in the direction D in the neutral state is gradually reduced by the braking force P3, the reverse differential gear 46 meshed with the reverse sun gear 18 rotates around the reverse sun gear. The air power is increased proportionally, and the increased air power causes the carriers 32 and 34 to rotate in the direction C at an intermediate speed. (Of course, whenever the rotation of the reverse sun gear 18 decreases, That is the greatest power.)

At the same time, the input differential gear 38 and the output differential gear 42 integrated with the reverse differential gear 46 rotate together with the carriers 32 and 34 in the opposite direction to the rotation direction of the input sun gear 14. The idle speed increases proportionally.

Therefore, as the idle of the output differential gear 42 rotating together with the carrier increases, the output line gear 24 engaged with the carrier does not rotate in the rotation direction of the input shaft 12 and is opposite to the rotation direction of the input shaft 12. It is rotated by J, because the effect of increasing air power is relatively larger than the effect of the magnetic force of the output differential gear 42. Therefore, as the output line gear 24 rotates in the direction J, the rotation direction of the output shaft 22 which is one body thereof also rotates in the same direction J, that is, in a direction opposite to the rotation direction of the input shaft 12.

For reference, the transmission differential gear 54 and the intermediate speed differential gear 58 also increase the influence of the increased air power relative to the magnetic force, so that the rotation of the middle speed line gear 28 rotating in the F direction is rotated by the input shaft 12. Increase in the opposite direction (compared to the neutral state).

It should be noted here that the number of teeth of each gear can be changed in various ways. In particular, the reverse state in the present application has fewer teeth of the output differential gear 42 than the number of teeth of the reverse differential gear 46, When the number of teeth of the output line gear 24 is larger than the number of teeth, it is based on the case where the number of teeth of each gear is different.The rotation direction of the differential gear is changed according to the relative change between the air power and the magnetic power of the differential gear. Loss can also occur.

As another embodiment, FIG. 8 is a view of the intermediate speed adjusting shaft 26 on the output shaft 22 and the reverse adjusting shaft 16 on the input shaft 12 of the first embodiment shown in FIGS. 1 and 2 described above. As the second embodiment in which the positions are interchanged with each other, the operation method and function are the same as in the first embodiment, so the detailed description is omitted and the replaced configuration will be briefly described.

That is, as shown in FIG. 1 and FIG. 2, the reverse adjustment shaft 16 coaxially installed with the input shaft 12, the reverse sun gear 18 and the reverse brake system 66 integrated therewith are output shafts 22. As shown in FIG. In the first embodiment, the intermediate speed adjusting shaft 26 coaxially with the output shaft 22 and the intermediate speed sun gear 28 and the intermediate speed brake system 64 mounted thereon are installed on the input shaft 12 shaft. Therefore, the reverse differential gear 46 meshing with the reverse sun gear 18 is integrally formed with the output differential gear 42 at the rear of the output differential gear 42, and instead of the bushing in place of the reverse differential gear 46 50 ') is provided, and the medium speed differential gear 58, which meshes with the medium speed sun gear 28, is integrally formed on the front surface of the transmission differential gear 54 in the first embodiment to form the medium speed differential gear 58'. Instead, the bushing 60 'is installed at the position where the medium speed differential gear 58 and the recess 56 are installed.

In this way, it is possible to simply use a different configuration as needed, the operation method and the rotation method of the medium speed state and the reverse state is changed position is the same as described above, except that the operation position is changed and the high-speed interlocking system 70 The only difference is that the intermediate shaft adjusting shaft 26 installed coaxially with the input shaft 12 is rotated without connecting the reverse adjusting shaft 16 to the input shaft 12.

On the other hand, if the number of teeth of the gears used in the present invention is properly adjusted according to the purpose, it is possible to obtain the required number of rotations of the output shaft.

For reference, Table 1 is an example of the number of teeth of each gear, Table 2 shows the number of revolutions of the output shaft (for one input shaft rotation) accordingly.

TABLE 1

TABLE 2

"-" Indicates opposite direction of input axis

As described above, the configuration of the continuous automatic transmission device of the present invention does not need to install any clutch device that cuts off power when the engine power is outputted through the input shaft to the output shaft, and also adjusts the transmission ratio without leaving or replacing the gear. It is possible to adjust the speed smoothly, especially the backward driving, and the structure is simple and there are few parts, so it is possible to reduce the production cost and install in a small space and operate without impact.

In addition, the continuous automatic transmission of the present invention is not limited only to this embodiment, but can be applied to a device capable of shifting and outputting a driving force to an output shaft in all vehicles and industrial machines based on the spirit of the present invention. It is obvious that various modifications and changes can be made within the scope of the present invention.

For example, when the number of teeth of the reverse differential gear 46 is formed more than the number of teeth of the output differential gear 42 and the number of teeth of the reverse sun gear 18 that engages the teeth is formed more than the number of teeth of the output sun gear 24. The function may be changed to a function in which the output shaft rotates at the lowest speed among the forward states opposite to the reverse states described above.

In addition, the interlock system is installed to connect the reverse adjustment shaft to the input shaft, but in another embodiment, the reverse adjustment shaft 16 and the low speed adjustment shaft 30 are connected, or the intermediate speed adjustment shaft 26 and the carrier 34 or the like. Even if the output shaft 22 is connected and rotated, the same function is performed.

In addition, in the embodiment of the present invention, as a method of applying a braking force to the brake system, a simple pressurized brake lining braking method is used, but such a system can be modified in various ways, including its configuration, implementation method, and position. It is possible to configure various circuits for automatic control of electric, electronic, oil, pneumatic, etc. Also, the interlocking system for high speed can be modified in various configurations, methods and positions, as well as the torque Converter, electric, electronic, fluid clutch, etc. can be used in the form of an application, which also does not limit the scope of the present invention.

Claims (6)

An input shaft 12 integrally with the input shaft 12 between the first shaft 12A and the second portion 12B having the first portion 12A and the second portion 12B and receiving an input driving force. The input sun gear 14 and the reverse sun gear 18 are integrally formed at one end portion 16A and rotated independently from the input sun gear 14 at a required distance to rotate independently of the input shaft 12. The second part 12B so as to be able to rotate independently of the second part 12B of the input shaft while having the hollow reverse adjustment shaft 16 installed on the first part 12A and the output sun gear 24. The middle speed line gear part 28 provided in the upper part, the output shaft 22 integrally formed with the middle park part 20, and the middle speed gear 28 are integrally formed in one end part 26A, and with respect to the output shaft 22 It is possible to rotate independently of the hollow intermediate speed adjustment shaft 26 and the reverse adjustment shaft 16 installed on the output shaft 22 so as to rotate independently. Independent of the hollow low speed adjustment shaft 30 provided on the adjustment shaft 16, the carrier 32 formed integrally with the low speed adjustment shaft 30 at one end 30A, and the intermediate speed adjustment shaft 26. A plurality of fixing pins 36 and 52 inserted and fixed between the carriers 34 and 34 installed on the intermediate speed adjusting shaft 26 to rotate the carriers 32 and 34 simultaneously. And a plurality of input differential gears 38 rotatably installed on each of the fixing pins 36, and the inner side of the second half thereof meshes with the input sun gear 14, and the input differential gears 38 are integrally formed. It is rotatably installed with respect to the fixed pin 36, and the inside thereof is integrally formed with a plurality of output differential gears 42 and the input differential gears 38 meshing with the output line gears 24 of the hollow cylinder cylinder 20. And a plurality of reverse differential gears 46 engaged with the reverse sun gear 18 and rotatably installed about each of the fixing pins 36, respectively. A plurality of transmission differential gears 54 which are rotatably installed on the 52 and engaged with the first half of the input differential gear 38, and are integrally formed with the transmission differential gears 54 for each fixing pin 52; A plurality of medium speed differential gears 58 rotatably installed and engaged with the medium speed sun gear 28, a low speed brake system 62 for applying a braking force to the low speed adjustment shaft 30 for low speed driving, and a medium speed Intermediate brake system 64 for applying the braking force to the intermediate speed adjusting shaft 26 for driving, and interlocking system for rotating or integrally rotating the input shaft 12 and the reverse adjusting shaft 16 for high speed driving. 70) and a reverse brake system 66 for applying a braking force to the reverse adjustment shaft 16 for reverse driving. The continuous automatic transmission as claimed in claim 1, wherein the low speed brake system (62) has a one-way clutch. The continuous automatic transmission as claimed in claim 1, wherein the interlocking system (70) applies any one of a fluid clutch, a torque converter, an electric clutch, and an electronic clutch. The continuous automatic transmission as claimed in claim 1, wherein the input differential gear (38), the output differential gear (42), and the reverse differential gear (46) are integrally formed and have different teeth. The continuous automatic transmission as claimed in claim 1, wherein the number of teeth of the output differential gear 42 is smaller than the number of teeth of the reverse differential gear 46, and the number of teeth of the output sun gear 24 is greater than the number of teeth of the reverse sun gear 18. . An input shaft 12 integrally with the input shaft 12 between the first shaft 12A and the second portion 12B having the first portion 12A and the second portion 12B and receiving an input driving force. The input line gear 14 and the subordinate line gear 28 are integrally formed at one end 126A, and may be independently rotated with respect to the input shaft 12 by being spaced apart from the input line gear 14 by a required distance. The second portion 12B so as to be independently independent of the second portion 12B of the input shaft while having the hollow medium speed adjustment shaft 26 provided on the first portion 12A and the output line gear 24. The hollow-cylinder cylindrical part 20 provided in the upper part, the output shaft 22 integrally formed with the hollow-park cylindrical part 20, and the propulsion ship gear 18 are integrally formed in one end part 16A, and the output shaft 22 The hollow reverse adjustment shaft 16 installed on the output shaft 22 to rotate independently and the intermediate speed adjustment shaft 16 to rotate independently Independent of the hollow low speed adjustment shaft 30 provided on the adjustment shaft 26, the carrier 32 formed integrally with the low speed adjustment shaft 30 at one end 30A, and the backward adjustment shaft 16. A plurality of fixing pins 36 and 52 inserted and fixed between the carrier 34 and the carrier 32 and 34 so as to rotate the carriers 32 and 34 at the same time. And a plurality of input differential gears 38 rotatably installed on each of the fixing pins 36, and the inner side of the second half thereof meshes with the input sun gear 14, and the input differential gears 38 are integrally formed. It is rotatably installed with respect to the fixed pin 36, and the inside thereof is integrally formed with a plurality of output differential gears 42 and the output differential gears 42 meshing with the output line gears 24 of the hollow cylinder cylinder 20. A plurality of reverse differential gears 46 engaged with the reverse sun gear 18 and rotatably installed with respect to each of the fixing pins 36, respectively. A plurality of medium speed differential gears 58 'which are rotatably installed on the 52 and engaged with the first half of the input differential gear 38, and the inside of the first half engages with the medium speed sun gear 28; Low-speed brake system 62 for applying the braking force to the low speed adjustment shaft 30, the medium-speed brake system 64 for applying the braking force to the medium speed adjustment shaft 26 for the medium speed drive, and the input shaft 12 for the high speed drive. And an interlocking system 70 for rotating or integrally rotating the intermediate speed adjusting shaft 26 and a reverse brake system 66 for applying a braking force to the reverse adjusting shaft 16 for reverse driving. Continuous automatic transmission characterized by.