WO2023043157A1

WO2023043157A1 - Continuously variable transmission powertrain

Info

Publication number: WO2023043157A1
Application number: PCT/KR2022/013666
Authority: WO
Inventors: 윤경선; 윤고은; 윤지은
Original assignee: 윤경선
Priority date: 2021-09-16
Filing date: 2022-09-14
Publication date: 2023-03-23
Also published as: KR20230040588A

Abstract

The present invention relates to a continuously variable transmission powertrain having a transmission unit and motors integrally configured, wherein the transmission unit is configured as a multi-speed transmission gear device, motors are configured at respective input and output sides of the transmission unit, the input-side motor drives a first transmission gear device, the first transmission gear device drives a second transmission gear device again, thereby enabling deceleration, and thus an impact does not occur during transmission, and transmission is enabled by controlling the rotation of the second transmission gear device by means of the output-side motor. According to the continuously variable transmission powertrain, according to the present invention, continuously variable gear ratios are provided so as to continuously induce maximum motor efficiency, and thus maximum hill-climbing ability and maximum speed performance required for an electric vehicle may be satisfied, and the structure is simple without a complicated hydraulic device, and high power transmission efficiency is implemented by means of a light weight, and thus fuel economy may be improved, and energy is not consumed in the transmission, and transmission may be smoothly carried out.

Description

stepless variable speed powertrain

The present invention relates to a continuously variable transmission powertrain, and more particularly, to continuously engage a transmission gear so that shifting can be performed continuously, so that shift shock does not occur and torque reduction does not occur, thereby obtaining a high-output driving force. It's about the variable speed powertrain.

As interest in and awareness of environmental issues have increased recently, the paradigm of the automobile industry has shifted from conventional internal combustion engine vehicles to power-based vehicles such as electric vehicles, hybrid electric vehicles, and fuel cell electric vehicles in accordance with various environmental regulations aimed at reducing greenhouse gas emissions. is changing to

In general, the most important technologies in a car are the engine and transmission, and a high degree of perfection in the transmission can offset the disappointment of the limited engine.

However, since transmissions of conventional internal combustion engine vehicles or hybrid vehicles are large and heavy due to their complex structure, and require additional installation of hydraulic devices, etc., when these transmissions are used as transmissions for electric vehicles, the energy lost compared to the efficiency obtained by shifting There were bigger problems.

On the other hand, since motors have the characteristics of being able to exert maximum torque from low speed, electric vehicles do not use conventional complex transmissions, but reducers or two-speed transmissions with a simple structure with a single gear ratio are used. In order to use a reducer that satisfies the high-speed driving performance to some extent, a relatively large capacity motor had to be used.

In addition, due to the nature of the conventional reducer, which cannot be shifted to an appropriate speed depending on the driving speed, it has no choice but to drive at low speed with high torque, requiring a lot of current, and high energy consumption because the motor must be driven at an excessive speed during high-speed or constant speed driving. A lot of heat is generated, and the efficiency of fuel consumption (mileage per unit power, km/kWh) is poor, so the mileage is shortened, so the battery must be recharged frequently.

Therefore, it is necessary to develop a technology for an electric vehicle powertrain that can satisfy the maximum climbing performance and maximum speed performance required by a vehicle by improving driving performance while increasing driving distance by improving fuel economy through appropriate use of energy.

The present invention was devised to solve the above conventional problems, and enables stepless shifting by controlling a motor in a constantly engaged state of a transmission gear, thereby realizing high power transmission efficiency and maximum climbing performance required by a vehicle. The technical challenge is to provide a continuously variable speed powertrain with excellent durability and reliability while meeting the highest speed performance.

The advantage of the present invention lies in that it is possible to continuously derive the highest output efficiency of the motor by steplessly shifting the torque without interruption. The purpose is to increase the mileage of an electric vehicle by improving fuel efficiency by increasing the utilization of this part to a higher level while maintaining the optimal driving condition by eliminating shift shock and obtaining large torque with a small current. .

The continuously variable speed powertrain of the present invention for achieving the above object,

A first motor installed on one side of the transmission unit housing to supply rotational force to the transmission unit; a first transmission control device receiving the rotational force of the first motor and decelerating it to transmit rotational force to a second transmission control device; the second transmission control device receiving rotational force of the first transmission control device and outputting rotational force to an output shaft; It is preferable to include a second motor installed to control the rotational force of the second transmission control device.

The first transmission control device and the second transmission control device are installed inside the shift unit housing, and the first motor on one side of the shift unit housing and the second motor on the other side are installed in combination with the shift unit, In addition to outputting the rotation of the first motor to the output shaft through the first transmission control device and the second transmission control device, the second transmission control device by the second motor installed on the other side of the transmission housing It can be achieved by controlling the rotation of

The first transmission control device may include a first sun gear installed to receive rotational force of the first motor; a plurality of first planetary gears gearedly coupled to an outer circumferential surface of the first sun gear; The first planetary gear is coupled to the first planetary carrier in a rotatable state, and the first ring gear is geared and installed on the outer circumferential surface of the first planetary gear, but the first ring gear is not rotated. It is preferable to install it fixedly in the housing.

At this time, when the number of teeth of the first sun gear is s and the number of teeth of the first ring gear is r, the number of revolutions of the first planetary carrier is 1+ (r/s) to rotate the first motor at a fixed reduction ratio It is possible to slow down.

The second transmission control device may include a second sun gear receiving rotational force of the first transmission control device; a plurality of second planetary gears gearedly coupled to an outer circumferential surface of the second sun gear; The second planetary gear is coupled to the second planetary carrier in a rotatable state and includes a second ring gear geared to an outer circumferential surface of the second planetary gear, so that the gearshift is performed together with the first transmission gearbox. It is preferable to configure the section in multiple stages.

On the other hand, one side of the second planetary carrier is composed of an output shaft, and the second ring gear is preferably coupled to the rotor of the second motor to receive rotation of the second motor and change the rotational force of the output shaft.

In addition, a one-way clutch is installed on an outer circumferential surface of the second hollow shaft of the ring gear disk coupled to the second ring gear to limit reverse rotation of the second ring gear. It is preferable to further include an electromagnet clutch on the outer circumferential surface of the ring gear.

According to the continuously variable transmission power train according to the present invention, it is possible to satisfy the maximum climbing performance and the highest speed performance required by an electric vehicle by continuously drawing the highest efficiency of the motor by providing a stepless transmission ratio, and there is no complicated hydraulic system. It has a simple structure and high power transmission efficiency with a light weight, so it can improve fuel economy, and it can shift smoothly without consuming energy in shifting.

In particular, the planetary gear method applied to the transmission part is stable even at high speed, can obtain a high-efficiency reduction ratio compared to its size, and the transmitted torque increases in inverse proportion to the reduction ratio. The effect of stepless shifting can be achieved just by controlling the rotation.

In this way, while the transmission gear is always engaged, the shifting action can be performed steplessly, but the torque control method is two motors and a transmission control device, so that no shock occurs during shifting, there is no torque drop, and the shift is smooth to achieve quietness and durability In addition to this excellence, it is possible to exert sufficient torque even if the motor does not unnecessarily rotate at high speed, thereby preventing the motor from heating up.

Therefore, it is possible to increase the mileage due to excellent fuel efficiency while lowering the manufacturing cost with a simple configuration, and to adopt a high-output motor with better performance, so that it can be used for other types of industries such as large vehicles as well as ships.

1 is a perspective view in which all components of a continuously variable transmission powertrain according to an embodiment of the present invention are separated and arranged.

2 is a perspective view illustrating an assembled state of a continuously variable transmission powertrain according to an embodiment of the present invention.

3 is a cross-sectional view showing the internal configuration of a continuously variable speed powertrain according to the first embodiment of the present invention.

4 is a cross-sectional view showing a cross-section of a transmission part of a continuously variable transmission powertrain according to an embodiment of the present invention.

5 is a perspective view illustrating separated states by extracting only transmission parts of a continuously variable transmission powertrain according to an embodiment of the present invention.

6 is a cross-sectional view of a motor unit of a continuously variable speed powertrain according to an embodiment of the present invention.

7 is a cross-sectional view showing the internal configuration of a continuously variable speed powertrain according to a second embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily carry out the present invention.

Specific structural or functional descriptions presented in the embodiments of the present invention are merely exemplified for the purpose of explaining embodiments according to the concept of the present invention, and embodiments according to the concept of the present invention may be implemented in various forms.

In addition, it should not be construed as being limited to the embodiments described in this specification, but should be understood to include all modifications, equivalents, or substitutes included in the spirit and technical scope of the present invention.

Meanwhile, in the present invention, terms such as first or second may be used to describe various components, but the components are not limited to the above terms.

The above terms are used only for the purpose of distinguishing one component from other components, and, for example, within a range not departing from the scope of rights according to the concept of the present invention, a first component may be referred to as a second component. And, similarly, the second component may also be referred to as the first component.

It should be understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. something to do.

On the other hand, when an element is said to be “directly connected” or “in direct contact” with another element, it should be understood that no other element exists in the middle, and the relationship between the elements is explained. Other expressions intended to do so, such as "between" and "immediately between" or "adjacent to" and "directly adjacent to" should be interpreted similarly.

Terms used in this specification are used only to describe specific embodiments, and are not intended to limit the present invention, and singular expressions include plural expressions unless the context clearly dictates otherwise. In this specification, terms such as "comprise" or "having" are intended to indicate that there is an embodied feature, number, step, operation, component, part, or combination thereof, but one or more other features or numbers, It should be understood that the presence or addition of steps, operations, components, parts, or combinations thereof is not precluded.

The continuously variable transmission powertrain of the present invention has a simple structure by configuring a gearbox and a motor as an integrated unit, and can increase manufacturing convenience and lower manufacturing cost by reducing its own weight, thereby increasing market competitiveness and increasing output characteristics due to a high reduction ratio. It is possible to employ this excellent high-speed motor, and it is possible to provide a motor-integrated transmission with excellent usability for vehicles or other industries in a compact size. do.

First, the continuously variable speed powertrain according to the first embodiment of the present invention will be described with reference to the accompanying drawings.

Referring to FIGS. 1, 2, and 3 , in the continuously variable speed power train according to the first embodiment, the first motor 100 is configured on the input side of the transmission unit 200, and the second motor 300 is configured on the output side. ) is coupled, and it can be achieved by controlling the rotation of the transmission unit 200 by including the clutch unit 400 on the outer circumferential surface of the transmission unit 200.

1, 3, and 6, the first motor 100 includes a plurality of first motor cores 121 and first motor coils 122 in a first motor housing 110. It is preferable that the stator 120 is installed and the first motor rotor 130 coupled to the first hollow shaft 132 includes a plurality of pairs of permanent magnets 131 therein.

At this time, the motor rotor 130 configures the permanent magnet 131 in an Interior Permanent Magnet Synchronous Reluctance Motor (IPM-SynRM) method to increase the efficiency of the electromagnetic force and prevent counter-electromotive force from occurring even at high speed rotation. It is desirable to configure

The first motor stator 120 is coupled to the first motor housing 110 to rotate the first motor rotor 130 configured therein, and the first motor rotor 130 is It is preferable to axially couple to the input-side bearing 111 so as to be rotationally constrained to the first motor housing 110 together with the sun gear 221 .

Referring to FIGS. 3, 4, and 5, the first sun gear 221 is coupled to the first hollow shaft 132 of the first motor rotor 130 to transmit rotational force to the first transmission controller 220. It is better to configure it so that

The first transmission gear unit 220 is rotated by the first planetary carrier 224 by the first sun gear 221 receiving the rotational force of the first motor rotor 130 and the first planetary gear bearing 223 It is preferable to include a plurality of restrained first planetary gears 222 and a first ring gear 225 geared to the outer circumferential surface of the first planetary gears 222.

At this time, the first ring gear 225 is fixed to the transmission unit housing 210 and installed so as not to rotate, and the second sun gear 231 is coupled to the center of the first planet carrier 224 so that the first planet carrier 224 It is good to transmit the rotational force of ) to the second transmission control device 230.

The second transmission gear unit 230 is rotated by the second planetary carrier 234 by the second sun gear 231 receiving the rotational force of the first planetary carrier 224 and the second planetary gear bearing 233. It is preferable to include a plurality of restrained second planetary gears 232 and a second ring gear 236 geared to the outer circumferential surface of the second planetary gears 232.

One side of the second ring gear 236 is coupled to the ring gear disk 240, and the second hollow shaft 241 formed on the ring gear disk 240 is coupled to the second motor rotor 330. It is preferable to configure the structure to receive rotation of the second motor 300 .

In addition, it is preferable that one side of the second planetary carrier 234 is formed as an output shaft 235 so that rotational force can be output to the outside through the second hollow shaft 241 .

Meanwhile, the one-way clutch 242 is installed on the outer circumferential surface of the second hollow shaft 241 of the ring gear disk 240, but the outer circumferential surface of the one-way clutch 242 is fixed to the shift unit housing 210, so that the second hollow shaft 241 is fixed. It is better to restrain the ring gear 236 so that it does not rotate in reverse.

In addition, it is preferable to form a ring gear groove 237 on the outer circumferential surface of the second ring gear 236 so that the rotational force can be restrained by the control of the electromagnet clutch 410 installed in the transmission housing 210.

Referring to FIGS. 1, 3, and 6, the second motor 300 includes a plurality of second motor cores 321 and second motor coils 322 in a second motor housing 310. It is preferable to install the stator 320 and configure the second motor rotor 330 coupled to the second hollow shaft 241 with a plurality of pairs of permanent magnets 331 therein.

The second motor stator 320 is coupled to the second motor housing 310 to rotate the second motor rotor 330 configured therein, and the second motor rotor 330 rotates the second planetary carrier 234 It is preferable to be coupled to the output shaft 235 of ) so as to be rotationally constrained by the output shaft bearing 311.

The operation process of the continuously variable transmission powertrain according to the first embodiment of the present invention according to the configuration described above will be described in detail.

The first motor 100, the transmission unit 200, and the second motor 300 installed on the same shaft;

The rotation of the first sun gear 221 coupled to the first motor rotor 130 rotates the first transmission control device 220, and the first planetary carrier 224 of the first transmission control device 220 transmits rotational force to the second transmission control unit 230 through the second sun gear 231 and outputs rotational force through the output shaft 235 formed on the second planetary carrier 234, so that the first motor 100 When starts to rotate, the output shaft 235 rotates at the reduced number of revolutions through the first transmission control device 220 and the second transmission control device 230.

At this time, assuming that the reduction ratio of the first transmission control unit 220 is 1 to 4 and the second transmission control unit 230 is also 1 to 4, the reduction ratio of the first motor 200 to the output shaft 235 is 1 It will be 16. That is, when the first motor 100 rotates 16 times, the output shaft 235 rotates once.

Describing the above operation in detail, when the first motor 100 starts to rotate, the first motor rotor 130 rotates the first sun gear 221 coupled to the first hollow shaft 132, and thus Accordingly, the first planetary gear 222, which is also geared to the first ring gear 225 while being geared to the first sun gear 221, rotates and revolves along the outer circumferential surface of the first sun gear 221.

At this time, since the first ring gear 225 is fixedly coupled to the transmission housing 210, the first planetary carrier 224 rotationally constrained to the first planetary gear 222 is the first planetary gear 222. It rotates according to the revolution of the , and by this rotation, the second sun gear 231 coupled to the center of the first planetary carrier 224 is rotated at the reduction ratio of the first transmission control device 220 .

In this way, when the second sun gear 231 rotates, the second planetary gear 232 geared to the second ring gear 236 while being geared to the second sun gear 231 rotates. ) rotates and rotates along the outer circumferential surface.

At this time, the second ring gear 236 should not rotate in reverse, and if the second ring gear 236 rotates in the opposite direction without a load, the rotational force of the first motor 100 is transmitted to the output shaft 235 Failure to do so will result in only the second ring gear 236 idling.

Therefore, when only the first motor 100 rotates, the reverse rotation of the second ring gear 236 is limited by the one-way clutch 242 installed on the second hollow shaft 241 of the ring gear disk 240. The reduction ratio of the second transmission control device 230 can be obtained.

In addition, the rotation of the second ring gear 236 may be controlled by operating the electromagnet clutch 410 installed on the outer circumferential surface of the second ring gear 236 to further secure the operation of the one-way clutch 242 .

By the above operation, the second planetary carrier 234 rotationally constrained by the second planetary gear 232 rotates according to the rotation of the second planetary gear 232, and the second planetary carrier 234 The rotational force is output to the outside through the output shaft 235 formed on one side.

With such a configuration and operation, a large rotational force is generated even with a small torque at the time of starting to make starting easy, and as the rotation of the first motor 100 becomes faster, the rotational force is gradually output, thereby facilitating shifting at a low speed. It can.

After gradually increasing the speed at the low speed stage and before reaching the rotation limit of the first motor 100, when the electromagnet clutch 410 of the clutch unit 400 is released and the second motor 300 is rotated together, the second motor 300 is rotated. Since the second ring gear 236 coupled to the ring gear disk 240 of the second hollow shaft 241 rotates, the rotational speed of the second planetary gear 232 decreases in inverse proportion to this, and thus gradually decelerates. As the ratio is lowered, the output shaft 235 rotates faster, so that high-speed rotation can be easily implemented.

In addition, since the rotational force of the second motor 300 can be transmitted to the output shaft 235 together, the output shaft 235 is rotated with a greater torque.

When the rotation speed of the second motor 300 gradually increases and the number of rotations of the second sun gear 231 becomes equal to the number of rotations of the second motor 300, the second planetary gear 232 no longer rotates and only revolves In this state, the first motor 100 and the second motor 300 maximize efficiency to rotate the output shaft 235 .

As described above, while deriving the highest efficiency of the first motor 100 and the second motor 300, the rotation speed of the first motor 100 and the second motor 300 is controlled to accelerate or decelerate, thereby corresponding to the speed of the vehicle. It is possible to continuously achieve the highest efficiency.

On the other hand, when it is desired to rotate the output shaft 235 in reverse while the vehicle is moving backward, the electromagnet clutch 410 is operated to reverse the first motor 100 while the rotation of the second ring gear 236 is suppressed. When this is done, the output shaft 235 reversely rotates at the reduction ratio of the transmission unit 200 by the same power transmission system as in the low-speed rotation, so that the vehicle can move backward.

As described above, when the gear shift unit 200 is configured in two stages by the first transmission control unit 220 and the second transmission control unit 230, the first motor 100 operates on the first transmission control unit 220. ) Since sufficient rotation and shifting can be achieved even if the maximum number of revolutions that can be sent through and the maximum number of revolutions of the second motor 300 are equalized, the same output can be obtained with much less torque than conventional electric vehicle motors Therefore, the fuel efficiency can be increased, and thus the mileage can be increased without additional battery installation.

Next, a second embodiment of the present invention will be described in detail with reference to the accompanying drawings.

For convenience of explanation, components having the same configuration and operation as those of the first embodiment of the present invention are referred to with the same reference numerals, and detailed descriptions thereof are omitted.

7 is a cross-sectional view showing an internal configuration according to a second embodiment of a continuously variable transmission powertrain of the present invention. Other configurations are mostly similar to those of the first embodiment, except that the transmission control device of the transmission unit 200 is provided as one. do.

1, 2, and 7, in the continuously variable transmission powertrain according to the second embodiment, the first motor 100 is configured on the input side of the transmission unit 200, and the second motor (100) on the output side ( 300) is coupled, and the outer circumferential surface of the transmission unit 200 includes the clutch unit 400 so that rotation of the transmission unit 200 can be controlled.

1, 6, and 7, the first motor 100 includes a plurality of first motor cores 121 and first motor coils 122 in a first motor housing 110. It is preferable to install the stator 120 and configure the first motor rotor 130 coupled to the first hollow shaft 132 with a plurality of pairs of permanent magnets 131 therein.

The first motor stator 120 is coupled to the first motor housing 110 to rotate the first motor rotor 130 configured therein, and the first motor rotor 130 is a first sun gear It is preferable to axially couple to the input-side bearing 111 so as to be rotationally constrained to the first motor housing 110 together with (221).

4, 5, and 7, the first hollow shaft 132 is formed at the center of the first motor rotor 130, and the first sun gear penetrates the inside of the first hollow shaft 132. It is preferable to combine 221 to transmit rotational force to the second transmission control device 230.

The second transmission control device 230 is rotationally constrained to the second planetary carrier 234 by the first sun gear 221 receiving the rotational torque of the first motor 100 and the second planetary gear bearing 233. It is preferable to consist of a plurality of second planetary gears 232 and a second ring gear 236 gearedly coupled to the second planetary gears 232 .

One side of the second ring gear 236 is coupled to the ring gear disk 240, and the second hollow shaft 241 formed on the ring gear disk 240 is coupled to the second motor rotor 330. It is preferable to configure to receive rotation of the second motor 300.

Also, one side of the second planetary carrier 234 is preferably formed as an output shaft 235 so that rotational force can be transmitted to the outside through the second hollow shaft 241 .

In addition, it is preferable to form a ring gear groove 237 on the outer circumferential surface of the second ring gear 236 so that rotational force can be restrained by the operation of the electromagnet clutch 410 installed in the transmission housing 210.

Referring to FIGS. 1, 6, and 7 , the second motor 300 includes a plurality of second motor cores 321 and second motor coils 322 in a second motor housing 310. It is preferable to install the stator 320 and configure the second motor rotor 330 coupled to the second hollow shaft 241 with a plurality of pairs of permanent magnets 331 therein.

The second motor stator 320 is coupled to the second motor housing 310 to rotate the second motor rotor 330 configured therein, and the second motor rotor 330 rotates the second planetary carrier 234 It is preferable to configure the output shaft 235 of ) to be rotationally constrained by the output shaft bearing 311.

A detailed description of the operating process of the continuously variable transmission powertrain according to the second embodiment of the present invention with the above configuration is as follows.

The rotation of the first sun gear 221 coupled to the first motor rotor 130 rotates the second transmission control device 230, and outputs rotational force through the output shaft 235 of the second planet carrier 234. Therefore, when the first motor 100 starts to rotate, the output shaft 235 rotates at the reduction ratio given to the second transmission controller 230.

Describing the above operation in detail, when the first motor 100 starts to rotate, the first sun gear 221 coupled to the first hollow shaft 132 rotates, and accordingly, the first sun gear 221 and the gear The second planetary gear 232 geared to the second ring gear 236 in a coupled state rotates and revolves along the outer circumferential surface of the first sun gear 221 .

At this time, the second ring gear 236 should not rotate in reverse, and if the second ring gear 236 rotates in the opposite direction without a load, the rotation of the first motor 100 is not transmitted to the output shaft 235. Failure to do so may cause only the second ring gear 236 to idle.

In addition, by operating the electromagnet clutch 410 installed on the outer circumferential surface of the second ring gear 236 to control the rotation of the second ring gear 236, the action of the one-way clutch 242 can be achieved more firmly.

With this operation, a large rotational force is generated even with a small torque at the time of starting, so that the start is easy, and as the rotation of the first motor 100 increases, the speed change at the low speed stage can be easily achieved by receiving a gradually faster rotational force. .

After gradually increasing the speed at the low speed stage and before reaching the rotation limit of the first motor 100, when the electromagnet clutch 410 is released and the second motor 300 is rotated together, the second hollow shaft 241 Since the second ring gear 236 coupled to the ring gear disk 240 rotates, the number of rotations of the second planetary gear 232 decreases in inverse proportion to this, and accordingly, the reduction ratio gradually decreases, and the output shaft 235 Since it rotates faster, it is possible to easily implement high-speed rotation.

In addition, the rotational force of the second motor 300 can be transmitted to the output shaft 235 together, so that the output shaft 235 is rotated with a greater torque.

When the rotation speed of the second motor 300 gradually increases and the number of rotations of the first sun gear 221 becomes equal to the number of rotations of the second motor 300, the second planetary gear 232 no longer rotates and only revolves In this state, the efficiency of the first motor 100 and the second motor 300 is maximized to rotate the output shaft 235.

On the other hand, when it is desired to rotate the output shaft 235 in reverse while the vehicle is moving backward, the electromagnet clutch 410 is operated to reverse the first motor 100 while the rotation of the second ring gear 236 is suppressed. If so, reverse rotation is performed at the reduction ratio of the second transmission control device 230 by the same power transmission system as during the low-speed rotation.

As described above, when the transmission unit 200 is configured by the second transmission control device 230, the maximum number of revolutions that the first motor 100 can send through the second transmission control device 230 and the 2 Even if the maximum number of revolutions of the motor 300 is set to be the same, sufficient rotation and speed change can be achieved, so that the same output can be obtained with less torque than the conventional electric vehicle motor, thereby increasing the fuel efficiency of the electric vehicle. As a result, it is possible to increase the mileage without increasing the battery.

As described above, the continuously variable transmission powertrain according to the second embodiment of the present invention has a simpler structure and can be used for electric vehicles or industrial machinery that does not require relatively large torque, such as small electric vehicles, electric three-wheeled vehicles, and electric two-wheeled vehicles. there is.

[Description of code]

100 first motor 110 first motor housing

111 Input side bearing 120 First motor stator

121 first motor core 122 first motor coil

130 first motor rotor 131 permanent magnet

132 first hollow shaft 200 transmission unit

210 gearbox housing 220 first gearbox

221 1st sun gear 222 1st planetary gear

223 1st planetary gear bearing 224 1st planetary carrier

225 first ring gear 230 second transmission control device

231 2nd sun gear 232 2nd planetary gear

233 2nd planetary gear bearing 234 2nd planetary carrier

235 output shaft 236 second ring gear

237 ring gear groove 240 ring gear disc

241 second hollow shaft 242 one-way clutch

300 second motor 310 second motor housing

311 output shaft bearing 320 second motor stator

321 second motor core 322 second motor coil

330 second motor rotor 331 permanent magnet

400 clutch part 410 electromagnet clutch

Claims

A first motor 100 formed to supply rotational force;

A first transmission control device 220 receiving the rotational force of the first motor 100 and a second transmission control device receiving the rotational force of the first transmission control device 220 and outputting rotational force to the output shaft 235 ( 230) including the transmission unit 200 installed inside the transmission housing 210;

A second motor 300 installed to control the rotational force of the second transmission control device 230 by controlling the rotational force of the output shaft 235; including,

In addition to outputting the rotation of the first motor 100 to the output shaft 235 through the first transmission control device 220 and the second transmission control device 230, the second motor 300 A continuously variable speed power train that shifts gears by controlling the rotation of the second transmission controller 230 by the
The method of claim 1,

The first transmission control device 220,

A first sun gear 221 installed to receive rotational force of the first motor 100 and a plurality of first planetary gears 222 geared to an outer circumferential surface of the first sun gear 221,

The first planetary gear 222 is coupled to the first planetary carrier 224 in a rotatable state, and the first ring gear 225 is geared and installed on the outer circumferential surface of the first planetary gear 222, The continuously variable speed powertrain in which the first ring gear 225 is fixedly installed so as not to rotate.
The method of claim 1,

The second transmission control device 230,

It includes a second sun gear 231 receiving rotational force of the first transmission gear unit 220 and a plurality of second planetary gears 232 geared to an outer circumferential surface of the second sun gear 231,

The second planetary gear 232 is coupled to the second planetary carrier 234 in a rotatable state and includes a second ring gear 236 geared to the outer circumferential surface of the second planetary gear 232. stepless variable speed powertrain.
The method of claim 3,

An output shaft 235 is formed on one side of the second planetary carrier 234,

The second ring gear 236 receives the rotational force of the second motor 300 and controls the rotation of the second planetary carrier 234 through the second planetary gear 232, thereby increasing the rotational force of the output shaft 235. Continuously variable speed powertrain.
The method of claim 4,

A ring gear disk 240 is formed in the direction of the second motor 300 in the second ring gear 236, and the second hollow shaft 241 through which the output shaft 235 passes through the ring gear disk 240. ) is formed,

A one-way clutch 242 is installed on the second hollow shaft 241 to limit reverse rotation,

An electromagnet clutch 410 is formed on the outer circumferential surface of the second transmission control device 230 to control rotation of the second ring gear 236.
The method of claim 1,

The rotational force of the first motor 100 is input to the first ring gear 225, and the first sun gear 221 of the first transmission gear unit 220 is fixedly coupled to the transmission housing 210. A continuously variable speed powertrain characterized by doing.
A first motor 100 is installed on the input side of the transmission unit housing 210 to supply rotational force to the transmission unit 200, and the first motor 100 includes a first motor rotor 130 It is configured to transmit rotational force to the second transmission control device 230 through the first sun gear 221 coupled to,

The second transmission control device 230,

a second planetary carrier 234 having one side formed of an output shaft 235;

a plurality of second planetary gears 232 rotationally constrained to the second planetary carrier 234;

A second ring gear 236 geared to the outer circumferential surface of the second planetary gear 232,

The first sun gear 221 rotates according to the rotational force of the first motor 100 and transmits rotational force to the second planetary gear 232 geared to its outer circumferential surface, and the second planetary gear 232 rotates and revolves between the first sun gear 221 geared to the inside and the second ring gear 236 geared to the outer circumferential surface, thereby rotating according to the revolution of the second planetary gear 232 The rotational force of the second planetary carrier 234 to be the rotational force of the output shaft 235,

The second motor rotator 330 of the second motor 300 coupled to the transmission housing 210 is connected to the second ring gear 236, so that the rotational force of the second motor 300 causes the A continuously variable speed powertrain that shifts gears by controlling the rotation of the second ring gear 236 to adjust the torque and rotational speed of the output shaft 235.
According to claim 1 or claim 7,

The plurality of paired permanent magnets 131 and 331 inside the first motor rotor 130 and the second motor rotor 330 are configured by a buried permanent magnet synchronous reluctance motor (IPM-SynRM) method stepless variable speed powertrain.