WO2014051270A1

WO2014051270A1 - Continuously variable transmission apparatus using torque converter

Info

Publication number: WO2014051270A1
Application number: PCT/KR2013/007922
Authority: WO
Inventors: 서광모
Original assignee: Seo Kwang Mo
Priority date: 2012-09-28
Filing date: 2013-09-03
Publication date: 2014-04-03
Also published as: KR101338512B1

Abstract

Disclosed is a continuously variable transmission apparatus comprising: a housing; an input shaft which is rotatably supported by the housing; a first planetary gear assembly comprising a first sun gear, a plurality of first planetary gears, a first carrier, and a first ring gear; a torque converter comprising a turbine, an impeller, and a lock-up clutch, wherein the turbine is fixed to the first ring gear of the first planetary gear assembly; a second planetary gear assembly comprising a second sun gear, a plurality of second planetary gears, a second carrier, and a second ring gear, wherein the second sun gear is fixed to the input shaft and the second carrier is fixed to the turbine in the torque converter; an output shaft which is rotatably supported by the housing and is fixed at the center of rotation of the second ring gear in the second planetary gear assembly; and a forward/reverse unidirectional rotation tool for converting and restricting the rotation direction of the carrier so as to rotate only in a clockwise direction or a counter-clockwise direction. According to the present invention, power loss is prevented by allowing output immediately when moving, and automatic transmission depending on a driving state can be enabled at a high rpm.

Description

Stepless speed change gear using torque converter

The present invention relates to a continuously variable transmission using a torque converter, and more particularly, by using a planetary gear and a torque converter to implement automatic continuously variable transmission from low rotation to high rotation, such as driving capacity, acceleration, top speed performance, etc. It relates to a continuously variable transmission using a torque converter that can improve the.

In general, an automatic transmission type power transmission apparatus using a gasoline engine or a diesel engine as a power source is provided with a clutch device and a torque converter between the engine and the automatic transmission.

The torque converter is composed of an impeller, a turbine, and a lock up clutch. The torque converter is configured to be filled with oil, and when the impeller starts to rotate by the engine, The centrifugal force rotates the turbine facing the impeller, thereby changing the driving force automatically and continuously according to the resistance of the vehicle to perform the automatic transmission.

However, the automatic transmission type power transmission device keeps the engine running even when the vehicle is stopped, so that the engine is idled at 800 rpm or less. In this idling state, power transmission is carried out by the clutch device and the torque converter device. This is not done.

Therefore, the power transmission efficiency is very low and the apparatus is inadequate for application to a power transmission device for an electric vehicle which starts immediately without idling.

In addition, the conventional speed reducer-type power transmission device using the electric motor as a power source has a disadvantage in that the performance of the climbing capacity, the maximum acceleration speed is significantly lower than that of the automatic transmission vehicle because automatic transmission is not made.

The present invention is to solve the above-mentioned conventional problems, the purpose of which is that the output is made by engaging the gear at the same time as the start of the power source can eliminate the power loss at low rpm (rpm), the high rpm The present invention provides a continuously variable transmission using a torque converter that can automatically output a vehicle according to driving conditions or resistance and improve the output and performance of the vehicle.

The present invention to achieve the above object, the housing; An input shaft rotatably supported by the housing; A first planetary gear assembly comprising a first sun gear, a plurality of first planetary gears, a first carrier, and a first ring gear, the first sun gear being fixed to the input shaft and the first carrier being fixed to the housing side; A torque converter comprising a turbine, an impeller, and a lockup clutch, wherein the torque converter is fixed to the first ring gear of the first planetary gear assembly; A second planetary gear assembly comprising a second sun gear, a plurality of second planetary gears, a second carrier and a second ring gear, and fixing the second sun gear to the input shaft and fixing the second carrier to the turbine of the torque converter. ; An output shaft rotatably supported by the housing and fixed to the rotation center of the second ring gear of the second planetary gear assembly; And a forward and reverse rotational mechanism including a forward and reverse rotational mechanism for restricting the rotational direction of the second carrier of the second planetary gear assembly to be rotated in one direction by switching the rotational direction of the second carrier clockwise or counterclockwise. have.

In addition, the present invention is characterized by a continuously variable transmission using a torque converter having the first carrier of the first planetary gear assembly as one side wall of the housing.

In addition, the present invention is characterized by a continuously variable transmission using a torque converter in which the turbine of the torque converter and the second carrier of the second planetary gear assembly are fixed with a connecting cylinder, and the connecting cylinder is rotatably supported on the input shaft.

In addition, the present invention, the forward and reverse one-way rotation mechanism, the stopper is installed so as to seesaw movement about the axis between the second carrier and the housing of the second planetary gear assembly, and formed on the second carrier both ends of the stopper The first and second fixing portions for selectively holding and restraining the rotation, and by operating the stopper to selectively hold one end of the stopper to the first or second fixing portion, thereby allowing the second carrier to rotate. It is characterized by a continuously variable transmission using a solenoid valve for switching the torque converter and the elastic member is elastically installed between the housing and the center of rotation of the stopper to elastically support the center of rotation of the stopper.

According to the present invention having the above-described configuration, in the low rpm section in which the torque converter does not operate, rotation of the input shaft is transmitted to the output shaft by the second planetary gear assembly, thereby driving the vehicle at low speed, and thus power loss in the low rpm section. In the high rpm section, the rotation of the first planetary gear assembly is transmitted to the second planetary gear assembly through the torque converter to increase the running speed of the vehicle and to automatically shift the vehicle according to the driving state of the vehicle or the resistance of the vehicle. Because of this dynamic, it is possible to improve the climbing capacity of the driving vehicle, the acceleration and the performance of the maximum speed.

In addition, the present invention is very hard in configuration compared to the conventional automatic transmission using a torque converter, it is possible to miniaturize the vehicle having the same output.

1 is a cross-sectional view showing a continuously variable transmission using a torque converter according to the present invention.

2 and 3 are cross-sectional views showing the configuration and operation of the forward, reverse one-way rotating mechanism in the continuously variable transmission according to the present invention.

4 is a cross-sectional view taken along the line A-A of FIG.

5 is a cross-sectional view taken along the line B-B of Figure 1, showing a rotational direction of the second planetary gear assembly when driving forward.

6 is a cross-sectional view taken along the line B-B of Figure 1, showing a rotational direction of the second planetary gear assembly during the reverse driving.

7 is a graph showing a change in the rotational speed of the input shaft and the output shaft by the continuously variable transmission of the present invention.

8 is a graph showing a change in output torque by the continuously variable transmission of the present invention.

Hereinafter, a continuously variable transmission using a torque converter according to the present invention will be described in detail with reference to the accompanying drawings.

1 is a cross-sectional view of a continuously variable transmission using a torque converter according to a preferred embodiment of the present invention. As shown in FIG. 1, the continuously variable transmission of the present invention includes a hollow cylindrical housing 10. The housing 10 corresponds to a case of the continuously variable transmission and is fixedly installed in the vehicle.

One side of the housing 10 is provided with an input shaft 20 through which the rotational power of the electric motor is input, and the input shaft 20 is rotatably installed in the housing 10 so that one end is exposed to the outside.

The first planetary gear assembly 30, the torque converter 40, and the second planetary gear assembly 50 are sequentially installed on the input shaft 20 in the housing 10, and the output shaft (50) is installed on the second planetary gear assembly 50. 60) is installed.

The first planetary gear assembly 30 is a conventional planetary gear assembly in which a first sun gear 31, a plurality of first planetary gears 32, a first carrier 33, and a first ring gear 34 are assembled. The first sun gear 31 is fixed to the input shaft 20 to rotate together with the input shaft 20, the first carrier 33 is fixed to the housing 10 side, and the first ring gear 34 is the input shaft 20. Install by rotating on At this time, in this embodiment, the one side wall of the housing 10 is configured to function as the first carrier 33, but is not provided with a separate carrier, but is not limited thereto, and the first carrier 33 is manufactured separately. It may be configured to be fixed to one side wall of the housing 10.

The torque converter 40 has the well-known structure which consists of the turbine 41, the impeller 42, and the lockup clutch 43, The turbine 41 is rotated and supported by the input shaft 20, and the impeller 42 is the said agent. 1 fixed to the first ring gear 34 of the planetary gear assembly 30 and installed to rotate together.

As described above, when the rotation speed of the impeller 42 reaches a predetermined rotation speed, the torque converter 40 transmits the rotational power from the impeller 42 to the turbine 41 by the centrifugal force of the fluid (oil) filled therein. When the impeller 42 and the turbine 41 have similar rotation speeds, the lockup clutch 43 is operated to maintain the rotation ratio of the impeller 42 and the turbine 41 at 1: 1. The rotation speed at which the clutch 43 operates is set so as to be arbitrarily set within the range of 1000 to 4000 rpm of the power source (engine).

The second planetary gear assembly 50 is a conventional planetary gear assembly in which a second sun gear 51, a plurality of second planetary gears 52, a second carrier 53, and a second ring gear 54 are assembled. The second sun gear 51 is fixed to rotate together with the input shaft 20, and the second carrier 53 is fixed to the turbine 41 side to rotate together with the turbine 41 of the torque converter 40. Is installed.

At this time, the turbine 41 of the torque converter 40 and the second carrier 53 of the second planetary gear 52 assembly 50 are connected to both ends of the connecting cylinder 44 which is rotated and supported by the input shaft 20. It is preferable to fix and connect each.

The output shaft 60 is fixed to the center of rotation of the second ring gear 54 and rotatably supported by the housing 10 so that one end thereof is exposed to the outside.

On the other hand, in the present invention, the second carrier 53 of the second planetary gear assembly 50, the forward and reverse one-way rotating mechanism 70 is constrained to rotate in one direction by switching the clockwise or counterclockwise rotation direction It is preferable that the forward and reverse rotational mechanism 70 is provided between the second carrier 53 and the housing 10 of the second planetary gear assembly 50.

As shown in FIGS. 2 and 3, the forward and reverse rotational mechanism 70 is a seesaw about a single axis 71 between the second carrier 53 and the housing 10 of the second planetary gear assembly 50. A stopper 72 installed to move, first and

second fixing parts

73 and 74 formed on the second carrier 53 to selectively hold both ends of the stopper 72 to restrain rotation; The stopper 72 is operated to selectively hold one end of both ends of the stopper 72 to the first or

second fixing parts

73 and 74 so as to rotate and rotate the second carrier 53. It consists of a solenoid valve 75 for switching the restraint direction, and an elastic member 76 elastically installed between the housing 10 and the rotation center of the stopper 72 to elastically support the rotation center of the stopper 72.

At this time, the solenoid valve 75 is a known configuration to move the plunger 75a forward and backward by using an electromagnet, the state in which the plunger 75a is free to move in the forward and backward directions without applying electricity. Whenever electricity is intermittently applied, the plunger 75a is used to repeat the forward and backward movements.

Thus, as shown in FIG. 2, the plunger 75a of the solenoid valve 75 is moved forward to move one end of the stopper 72, for example, the left end of the stopper 72 in the drawing, to the first fixing part 73. If the second carrier 53 is rotated in the direction of arrow "a", the stopper 72 is rotated in an imaginary line state to enable rotation, but is intended to rotate in the opposite direction of arrow "b". When one end of the stopper 72 is held by the first fixing portion 73 by the elastic support force of the elastic member 76, the rotation is restricted.

In addition, as shown in FIG. 3, the plunger 75a of the solenoid valve 75 is moved backward so that the other end of the stopper 72 and the right end of the stopper 72 in the drawing are caught by the second fixing part 74. In the case of holding, when the second carrier 53 rotates in the direction of arrow "b", the stopper 72 is rotated in an imaginary line to enable rotation, but when trying to rotate in the opposite direction of arrow "a". Since one end of the stopper 72 is held by the second fixing part 74 by the elastic support force of the elastic member 76, the rotation is restricted.

Therefore, when the rotation direction of the input shaft 20 is switched for forward driving or backward driving of the vehicle, the second carrier 53 is moved forward by intermittently applying and operating electricity to the solenoid valve 75 at the same time. It can only be rotated in one direction that can drive or reverse.

On the other hand, the continuously variable transmission of the present invention can drive the vehicle forward or backward in accordance with the rotational direction of the input shaft 20, in the case of the forward driving, the low speed transmission by setting the operating state of the torque converter 40 The speed change section may be shifted into a section and a high speed continuously variable speed section, or the high speed continuously variable speed section may be divided into a first stepless speed change section and a second step high speed speed change section.

For example, the low speed transmission section is set at a rotational speed of 0 to 1000 rpm of the input shaft 20, so that the rotational power is not transmitted from the impeller 42 of the torque converter 40 to the turbine 41 in this low speed transmission section. When set, the rotational power of the input shaft 20 is not transmitted to the second planetary gear assembly 50 through the torque converter 40, but only directly to the second planetary gear assembly 50, so that the second planetary gear assembly ( The output shaft 60 can be shifted at a low speed with the reduction ratio of 50).

The high speed continuously variable speed section is set when the rotation speed of the input shaft 20 is 1000 rpm or more, and in this high speed continuously variable speed section, the rotational power from the impeller 42 to the turbine 41 by the action of the centrifugal force of the fluid filled in the torque converter 40. If this transmission is made and the lockup clutch 43 is set to be inoperative, the rotational power of the turbine 41 can be transmitted to the second planetary gear assembly 50 to enable speed increase and stepless automatic transmission.

In addition, in the case where the high speed continuously variable speed section is to be divided into a first stepless speed change section and a second speed high speed change section, for example, when the rotation speed of the input shaft 20 is 1000 to 2500 rpm, the first stepless speed range may be used. In this stepless continuously variable section, rotational power is transmitted from the impeller 42 to the turbine 41 by the action of the centrifugal force of the fluid filled in the torque converter 40, and the lockup clutch 43 is not operated. When the turbine 41 rotates, the second planetary gear assembly 50 can be increased in speed and continuously automatic.

In addition, when the rotation speed of the input shaft 20 or more is set to the two-speed high-speed transmission section, and the lock-up clutch 43 of the torque converter 40 is set to operate in the two-stage high-speed transmission section, the impeller 42 And the rotation ratio of the turbine 41 is 1: 1, thereby increasing the second planetary gear assembly 50 to the gear ratio of the first planetary gear assembly 30, thereby enabling a high speed shift, and the torque converter 40 Power loss due to the fluid can be prevented.

At this time, the reduction gear ratio of the first sun gear 31 and the first ring gear 34 of the first planetary gear assembly 30 is set to 2: 1 or less, and the second sun gear of the second planetary gear assembly 50 ( 51) and the reduction gear ratio of the second ring gear 54 is preferably set to 3: 1.

Referring to the operation of the continuously variable transmission having such a configuration, as follows.

First, as shown in FIGS. 1 and 4, the low speed shift section of the forward driving includes the first planetary gear when the input shaft 20 is rotated at a rotation speed of 0 to 1000 rpm in a forward direction, for example, in a clockwise direction. The first sun gear 31 of the assembly 30 rotates in the same clockwise direction, and the first sun gear 31 and the plurality of meshed first planetary gears 32 rotate counterclockwise. At this time, since the first carrier 33 is fixed to the housing 10, the first planetary gear 32 rotates in place to rotate the first ring gear 34 counterclockwise.

As such, when the first ring gear 34 of the first planetary gear assembly 30 rotates counterclockwise, the impeller 42 of the torque converter 40 fixed to the first ring gear 34 is counterclockwise. Direction of rotation, but at a low speed of 0 to 1000 rpm, the centrifugal force of the fluid (oil) is weaker than that of the vehicle load and resistance force, so that the turbine 41 cannot be rotated. Therefore, the rotational force of the impeller 42 causes the turbine 41 to rotate. It is not transmitted to the second carrier 53 of the second planetary gear assembly 50 through only idling.

Therefore, the rotational power of the input shaft 20 is transmitted only to the second planetary gear assembly 50 to be decelerated to 3: 1 and then output to the output shaft 60. That is, as shown in FIG. 5, the second sun gear 51 rotates in the same clockwise direction by the forward (clockwise) rotation of the input shaft 20, and the rotation of the second sun gear 51 is performed by the second planetary gear ( 52 rotates the second ring gear 54 counterclockwise. Therefore, the output shaft 60 is decelerated to 3: 1 by the rotation ratio of the second sun gear 51 and the second ring gear 54, so that low speed driving is possible.

At this time, as shown in Figure 3, at the same time as the rotation of the input shaft 20, when the plunger (75a) is moved forward by applying electricity to the solenoid valve 75 of the forward and reverse one-way rotating mechanism 70, the stopper ( Since one end of the 72 is held by the first fixing portion 73 of the second carrier 53, the second carrier 53 can be rotated in the direction of arrow "a" (counterclockwise), and the arrow " Rotation is constrained in the b " direction (clockwise).

In such a low speed shift section, as shown in the low speed shift curve a shown in the graph of FIG. 7, the rotation speed of the output shaft 60 is shifted to the first curve by the gear ratio of the second planetary gear assembly 50 in a right upward direction. .

1 and 5, when the rotation speed of the input shaft 20 is increased to 1000 rpm or more, the rotational power of the impeller 42 is caused by the centrifugal force of the fluid filled in the torque converter 40. The rotational power of the turbine 41 transmitted to the turbine 41 and rotated counterclockwise moves the second carrier 53 of the second planetary gear assembly 50 in the direction of arrow "a" (counterclockwise). Will be rotated further.

Therefore, as the rotational power by the first planetary gear assembly 30 and the torque converter 40 is added in addition to the rotational force by the second planetary gear assembly 50, the rotation speed of the output shaft 60 is shown in FIG. As shown in the graph of the high speed continuously variable speed curve (b), the continuously variable speed shift is made in the form of a rightward upward direction in the secondary curve.

At this time, since the lock-up clutch 43 of the torque converter 40 is not operated in the high speed continuously variable section, the power is transmitted by the fluid of the torque converter 40, and thus the speed change is performed according to the driving state or resistance of the vehicle. As this is done automatically, it can have a dynamic transmission ratio.

That is, the second carrier 53 of the second planetary gear assembly 50 takes a dynamic load according to the driving environment when driving forward, and the torque converter 40 has a constant torque according to the rpm of the input shaft 20. The rotational speed of the second planetary gear assembly 50 varies depending on the load in order to balance the force between the two devices, and the change in the rotational speed has a dynamic speed ratio because the gear ratio changes, and the power of the input shaft 20 Ideally, the best speed can be achieved.

Subsequently, the lock-up clutch 43 of the torque converter 40 is set to operate at the rotational speed 2500rpm of the input shaft 20 so that the high speed transmission section can be divided into a first stepless speed change section and a second step high speed change section during forward driving. Explain the case.

First, the one-step continuously variable speed section is a section in which the lock-up clutch 43 of the torque converter 40 does not operate, and the one-step continuously variable curve shown in the graph of FIG. 5 at a rotation speed of 1000 to 2500 rpm of the input shaft 20 ( As shown in b-1), the shift of the output shaft 60 is shown in the form of a right upward in a secondary curve. Then, when the rotation speed of the input shaft 20 reaches 2500 rpm, the lock-up clutch 43 of the torque converter 40 is operated. Since the rotation ratio of the impeller 42 and the turbine 41 is 1: 1, the second carrier 53 of the second planetary gear assembly 50 is constantly increased at the gear ratio of the first planetary gear assembly 30. Therefore, as shown in the graph of FIG. 7, the high speed shift is performed in the form of upwardly upward in the primary curve as shown in the two-stage high speed shift curve b-2.

Finally, the reverse driving of the vehicle will be described. As shown in FIGS. 1 and 6, the reverse driving is performed when the input shaft 20 is rotated counterclockwise (reverse direction) at, for example, 1000 rpm or less, and the rotation speed of the input shaft 20 is 1000 rpm or less. In the first planetary gear assembly 30, even if the rotational power is transmitted to the impeller 42 of the torque converter 40, since the impeller 42 of the torque converter 40 only rotates idling, through the torque converter 40 2 Rotational power is not transmitted to the planetary gear assembly 50.

Therefore, the rotational power of the input shaft 20 is transmitted only to the second planetary gear assembly 50 to be decelerated to 3: 1 and then output to the output shaft 60. That is, as shown in FIG. 6, when the input shaft 20 rotates in the counterclockwise direction (reverse direction), the second sun gear 51 rotates in the same counterclockwise direction, and the rotation of the second sun gear 51 is the first. 2 The second ring gear 54 is rotated clockwise by the planetary gear 52. Therefore, the output shaft 60 is decelerated to 3: 1 by the rotation ratio of the second sun gear 51 and the second ring gear 54, so that low speed backward driving is possible.

At this time, as shown in Figure 3, at the same time as the rotation of the input shaft 20, when applying the electricity to the solenoid valve 75 of the forward and reverse rotational mechanism 70 to move the plunger 75a backward, the stopper ( Since the other end of the 72 is held by the second fixing portion 74 of the second carrier 53, the second carrier 53 rotates in the arrow " b " direction (clockwise), which is the backward direction of the vehicle. This is possible, and rotation is constrained in the arrow " a " direction (counterclockwise direction) which is the forward direction of the vehicle.

In this reverse driving, only the low speed shift section and the rotation direction at the time of forward driving differ, and as shown in the low speed shift line a shown in the graph of FIG. 7, the rotation speed of the output shaft 60 is the gear ratio of the second planetary gear assembly 50. Is shifted to the upper right-hand direction by the first curve.

As described above, the present invention may drive the vehicle forward or backward according to the rotational direction of the input shaft 20, and during the forward driving, according to the rotation speed of the input shaft 20, as shown in the graph of FIG. Since it is possible to shift to a high speed continuously variable speed section, in the low speed shift section, power loss due to idling state and loss section is prevented as compared to the shift curve c of a conventional power transmission device using a conventional torque converter and an automatic transmission. Energy efficiency can be improved.

In addition, in the high speed continuously variable section or step 1 continuously variable section, the stepless speed change is performed and the stepless speed change is automatically made according to the driving state or resistance of the vehicle, and thus the power transmission device using the conventional electric motor as a power source. Compared with this, it is possible to improve the climbing capacity of the driving vehicle, the acceleration and the performance of the maximum speed.

In addition, in the continuously variable transmission of the present invention, the output torque is increased as compared with the output torque of a general electric motor vehicle.

That is, FIG. 8 is a graph showing the input and output torque of the torque converter 40 and the output torque of the low speed section according to the rotation speed of the input shaft 20 when using the electric motor as a power source. The output torque is shown in the form of a torque curve L1 of a conventional electric motor.

Therefore, in the continuously variable transmission of the present invention, the input torque of the torque converter 40 appears as an input torque curve L2 proportional to the torque curve L1 of the electric motor. The input torque curve L2 is connected to the second ring gear 54 of the second planetary gear assembly 54 and used simultaneously as the output torque curve of the low speed section (low speed shift section).

In addition, the output torque of the torque converter 40 is increased by the centrifugal force of the fluid acting between the impeller 42 and the turbine 41 as the rotation speed of the input shaft 20 increases, such as the output torque curve L3. Appears in the form. At this time, the output torque in the case where the lock-up clutch 43 is not operated at the operating position of the lock-up clutch 43 of the torque converter 40, for example, at 2500 rpm of the input shaft 20, increases continuously (dotted state). When the lock-up clutch 43 is operated, the rotation ratio of the impeller 42 and the turbine 41 is 1: 1, and thus the output torque of the same type as the input torque curve L2 of the torque converter 40 is obtained. Indicates.

Therefore, the continuously variable transmission using the torque converter 40 can increase the output by the output torque curve L3 of the torque converter 40 as compared with the output torque of the conventional electric motor vehicle. For example, the output torque of the conventional electric motor vehicle when the rotation speed of the input shaft 20 is 2000 rpm is "T1", and the output torque of the present invention becomes T1 + T2, so that the output torque is further increased.

The embodiments described so far are merely illustrative of the preferred embodiments of the present invention, and the scope of the present invention is not limited to the described embodiments, and those skilled in the art within the technical spirit and claims of the present invention. It will be understood that various changes, modifications, or substitutions may be made thereto, and such embodiments are to be understood as being within the scope of the present invention.

Claims

housing;

An input shaft rotatably supported by the housing;

A first planetary gear assembly comprising a first sun gear, a plurality of first planetary gears, a first carrier, and a first ring gear, the first sun gear being fixed to the input shaft and the first carrier being fixed to the housing side;

A torque converter comprising a turbine, an impeller, and a lockup clutch, wherein the torque converter is fixed to the first ring gear of the first planetary gear assembly;

A second planetary gear assembly comprising a second sun gear, a plurality of second planetary gears, a second carrier and a second ring gear, and fixing the second sun gear to the input shaft and fixing the second carrier to the turbine of the torque converter. ;

An output shaft rotatably supported by the housing and fixed to the rotation center of the second ring gear of the second planetary gear assembly; And

Stepless speed change apparatus using a torque converter, characterized in that the rotation direction of the second carrier of the second planetary gear assembly in a clockwise or counterclockwise direction to constrain to rotate in one direction only; .
The continuously variable speed transmission apparatus according to claim 1, wherein the first carrier of the first planetary gear assembly is configured as one side wall of the housing.
The continuously variable transmission using a torque converter according to claim 1, wherein the turbine of the torque converter and the second carrier of the second planetary gear assembly are fixed by a connecting cylinder, and the connecting cylinder is rotatably supported on an input shaft.
The stopper according to claim 1, wherein the forward and reverse rotation mechanisms include: a stopper installed between the second carrier and the housing of the second planetary gear assembly to move the seesaw about one axis, and formed at the second carrier to both ends of the stopper. First and second fixing portions for selectively locking the ends to restrain rotation, and actuating the stopper to selectively hold one end of the stopper to the first or second fixing portions to rotate the second carrier. Stepless transmission using a torque converter, characterized in that the solenoid valve for changing the direction and the elastic member is elastically installed between the housing and the center of rotation of the stopper to elastically support the center of rotation of the stopper.