Universal transmission device

Abstract

A universal transmission device includes: a ring gear; a sun gear mounted such that a shaft distance between a rotation shaft of the sun gear and a rotation shaft of the ring gear is variable; and a split gear disposed between the sun gear and the ring gear and configured to split power received from the sun gear through one path into a plurality of paths and transmit the power to the ring gear.

Description

Technical Field

[0001] The present disclosure relates to a transmission device that receives power from a rotational power source such as a motor and outputs a transformed rotational force. Background Art

[0002] A transmission for a vehicle transfers power from a rotational power source such as an engine or a motor to wheels to drive the vehicle.

[0003] In recent years, in-wheel motor type transmissions have been proposed, in which a motor is directly mounted on a drive wheel. However, due to problems such as motor durability and ride comfort caused by increased unsprung mass, in-wheel motor type transmissions have not been widely used.

[0004] The above description as background technology is only intended to help understanding the background of the present disclosure, but is not intended to mean that the present disclosure falls within the scope of the relevant technology known to those skilled in the art. Summary of the invention

[0005] One aspect of the present disclosure is to provide a universal joint transmission device as a transmission device for receiving power from a rotating power source (such as a motor) and outputting a transformed rotating force, wherein, when the universal joint transmission device is applied to a vehicle, the speed of the input power can be appropriately reduced to ensure improvement in uphill driving and acceleration driving performance, the power source (such as a motor) can be installed separately from the wheels that are subject to severe impact and vibration, thereby improving the durability of the power source compared to an in-wheel motor type transmission device, excellent riding comfort can be ensured due to the reduction in the unsprung mass of the vehicle, power can be continuously transmitted from the power source in response to the vertical movement of the wheel without using a constant velocity joint, and therefore, the space between the power source and the wheel can be reduced, thereby ultimately ensuring excellent space utilization between the left wheel and the right wheel.

[0006] Another aspect of the present disclosure is to provide a universal transmission in which a high-speed output of a motor can be reduced by a high gear ratio, thereby enabling a relatively lightweight motor to be used to provide sufficient torque required by a vehicle and ensure greater operational stability and durability.

[0007] In view of the above situation, the universal transmission device of the present invention may include: a ring gear; a sun gear installed so that the wheelbase between the rotating axis of the sun gear and the rotating axis of the ring gear is variable; and a split gear arranged between the sun gear and the ring gear, and the split gear is configured to separate the power received from the sun gear through one path into multiple paths and transmit the power to the ring gear.

[0008] The universal transmission may include a plurality of terminal pinions that are connected to the split gear while being engaged with the ring gear, thereby transmitting power from the split gear to the ring gear through a plurality of paths.

[0009] The universal transmission may include a carrier configured to support the shaft of the split gear and the shaft of the terminal pinion so as to continuously maintain the terminal pinion in engagement with the ring gear.

[0010] The sun gear and the split gear may be connected to each other through a plurality of connecting rods, which are connected to each other at angles that vary according to a change in an interaxial distance between the sun gear and the ring gear.

[0011] The plurality of connecting rods may include: a first connecting rod connected to a rotating shaft of a sun gear; and a second connecting rod configured to connect the split gear to the first connecting rod, and a joint pinion for power transmission between the sun gear and the split gear may be installed at a portion where the first connecting rod is connected to the second connecting rod.

[0012] The sun gear and the split gear may be connected to each other so that continuous power transmission can be performed through a gear train including a joint pinion gear.

[0013] A plurality of branch intermediate gears configured to transmit power from the split gear to the terminal pinion gears may be provided between the split gear and the plurality of terminal pinion gears.

[0014] The sun gear, joint pinion gear, and split gear can all be configured to have an equal number of teeth.

[0015] The terminal pinion gear may be configured to have an equal number of teeth as the split gear.

[0016] The terminal pinion gear may be configured to have more teeth than the split gear, and the branch intermediate gear configured to connect the split gear to the terminal pinion gear may be configured to have fewer teeth than the split gear.

[0017] A first intermediate pinion having a shaft supported by the first connecting rod may be provided between the sun gear and the joint pinion, and a second intermediate pinion having a shaft supported by the second connecting rod may be provided between the joint pinion and the split gear.

[0018] The plurality of connecting rods may include a first connecting rod connected to the rotating shaft of the sun gear and a second connecting rod connected to the first connecting rod and connected to the shaft of the split gear, and the first connecting rod and the second connecting rod may be equipped with shafts configured to transfer power from the sun gear to a series of gears of the split gear.

[0019] In a series of gears configured to transfer power from a sun gear to a split gear, gears at even-numbered positions outside the sun gear may be configured to have the same number of teeth as the sun gear.

[0020] The second gear located outside the sun gear may be a joint pinion mounted concentrically with the shaft on the first connecting rod and the shaft on the second connecting rod, and the fourth gear located outside the sun gear may be a split gear.

[0021] A first intermediate pinion having a shaft mounted on the first connecting rod may engage with the sun gear and the joint pinion, and a second intermediate pinion having a shaft mounted on the second connecting rod may engage with the joint pinion and the split gear.

[0022] A plurality of split gears may be arranged around the sun gear in a circumferential direction.

[0023] In addition, in order to achieve the aspects described above, the universal transmission device of the present invention may include: a ring gear; a sun gear installed so that the wheelbase between the sun gear and the ring gear is variable; a first pinion engaged with the sun gear; a second pinion engaged with the first pinion; a third pinion engaged with the second pinion; a fourth pinion engaged with the third pinion; a plurality of fifth pinions engaged with the fourth pinion; a plurality of sixth pinions respectively engaged with the plurality of fifth pinions and with the ring gear; a bracket configured to support the shaft of the fourth pinion, a plurality of shafts of the plurality of fifth pinions, and a plurality of shafts of the plurality of sixth pinions so that these shafts do not revolve around the center of the ring gear; a first connecting rod installed to support the shaft of the sun gear, the shaft of the first pinion, and the shaft of the second pinion; and a second connecting rod installed to support the shaft of the second pinion, the shaft of the third pinion, and the shaft of the fourth pinion

[0024] The sun gear, the second pinion gear, and the fourth pinion gear may all be configured to have an equal number of teeth.

[0025] The sixth pinion gear may be configured to have the same number of teeth as the fourth pinion gear.

[0026] The number of teeth of each sixth pinion gear may be different from the number of teeth of the fourth pinion gear, and the number of teeth of each fifth pinion gear may be smaller than the number of teeth of the fourth pinion gear.

[0027] The present invention can provide a universal transmission device as a transmission device for receiving power from a rotating power source (such as a motor) and outputting a transformed rotating force, wherein, when the universal transmission device is applied to a vehicle, the uphill driving and acceleration driving performance can be improved by appropriately reducing the speed of the input power, the power source (such as a motor) can be installed separately from the wheels that are subjected to severe impact and vibration, thereby improving the durability of the power source compared to an in-wheel motor type transmission device, and excellent riding comfort can be ensured due to the reduction of the unsprung mass of the vehicle. Power can be continuously transmitted from the power source in response to the vertical movement of the wheel without using a constant velocity joint, and therefore, the space between the power source and the wheel can be reduced, thereby ultimately ensuring excellent space utilization between the left wheel and the right wheel.

[0028] The present disclosure may provide a universal transmission device in which a high-speed output of a motor may be reduced by a high gear ratio, thereby enabling a relatively lightweight motor to be used to provide sufficient torque required by a vehicle and ensure higher operational stability and durability. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The above and other aspects, features and advantages of the present disclosure will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0030] Figure 1 A universal transmission device according to the present disclosure is shown;

[0031] Figure 2 Shown with Figure 1 The state in which the gear ring moves relatively downwards compared to the state in which the gear ring moves relatively downwards;

[0032] Figure 3 Shown with Figure 1 The state in which the gear ring moves upwards relatively;

[0033] Figure 4 Shows the Figure 1 Examples of universal joints in vehicles;

[0034] Figure 5 Another embodiment of the universal transmission device according to the present disclosure is shown;

[0035] Figure 6 Shown with Figure 5 The state in which the gear ring moves relatively downward compared to the state in which the gear ring moves relatively downward; and

[0036] Figure 7 Shows the Figure 1 or Figure 5 An example in which the embodiments of the present disclosure are applied to a vehicle. DETAILED DESCRIPTION

[0037] Hereinafter, the embodiments disclosed in the present specification will be described in detail with reference to the accompanying drawings, and the same or similar elements are given the same or similar reference numerals, and thus repeated description thereof will be omitted.

[0038] The terms “module” and “unit” used for elements in the following description are given or used interchangeably only in consideration of easiness in writing the specification, and they themselves do not have different meanings or roles.

[0039] When describing the embodiments disclosed in this specification, when the detailed description of the related known technology is determined to be unnecessary to obscure the main points of the present disclosure, the detailed description may be omitted. In addition, the drawings are provided only to facilitate the understanding of the embodiments disclosed in this specification, and the technical spirit disclosed herein is not limited to the drawings, and it should be understood that all changes, equivalents, or alternatives thereof are included in the spirit and scope of the present disclosure.

[0040] Terms including ordinal numbers such as "first", "second", etc. may be used to describe various elements, but the elements are not limited by the terms. The above terms are used only for the purpose of distinguishing one element from another.

[0041] When an element is referred to as being "connected" or "coupled" to any other element, it should be understood that the element may be directly connected or coupled to another element, but other elements may be disposed between them. Conversely, when an element is "directly connected" or "directly coupled" to any other element, it should be understood that no other elements exist between them.

[0042] A singular expression may include a plural expression unless clearly defined otherwise in the context.

[0043] As used herein, the expression “including” or “having” is intended to specify the presence of the mentioned features, quantities, steps, operations, elements, components, or a combination thereof, and should be interpreted as not excluding the possible presence or addition of one or more other features, quantities, steps, operations, elements, components, or a combination thereof.

[0044] refer to Figures 1 to 7 The universal driving device U of the present invention includes: a ring gear R; a sun gear S installed so that the wheelbase between the rotation axes of the sun gear and the ring gear R is variable; and a split gear 1, which is arranged between the sun gear S and the ring gear R and is configured to separate the power received from the sun gear S through one path into multiple paths and transmit the power to the ring gear R.

[0045] That is, the universal joint transmission device of the present disclosure is installed so that: the inter-axial distance between the sun gear S and the ring gear R is allowed to be changed; the power transmitted from the sun gear S can be continuously transmitted to the ring gear R; and the split gear 1 can receive power from the sun gear S through one path and transmit the received power to the ring gear R through multiple paths.

[0046] The universal transmission device U of the present disclosure includes a plurality of terminal pinions 3 which are connected to the split gear 1 while being engaged with the ring gear R so as to transmit power from the split gear 1 to the ring gear R through a plurality of paths.

[0047] That is, the universal joint device U is configured so that power transmitted from the sun gear S to the split gear 1 is divided into a plurality of paths in the split gear 1 and is ultimately transmitted to a plurality of terminal pinions 3 and then to the ring gear R.

[0048] The bracket C supports the shaft of the split gear 1 and the shaft of the terminal pinion 3 so as to keep the terminal pinion 3 and the ring gear R continuously engaged.

[0049] For reference, when the universal transmission device of the present disclosure is applied to a vehicle, Figure 5 As shown, the wheel W can be mounted to the ring gear R, a power source such as a motor M can be connected to the sun gear S, and the bracket C can be supported on the vehicle body by a suspension device, etc. so as to be able to move up and down relative to the vehicle body together with the ring gear R, thereby realizing a structure in which the ring gear R supported by the suspension device, etc. can move up and down relative to the vehicle body via the bracket C.

[0050] exist Figure 1 In order to avoid drawing complexity, the bracket C as described above is shown by dotted lines in two separate parts, but it should be understood that it is reasonable for the brackets C to be connected to each other to form a single body.

[0051] The sun gear S and the split gear 1 are connected by a plurality of connecting rods, which are connected to each other at angles that vary according to the interaxial distance between the sun gear S and the ring gear R.

[0052] In other words, the universal transmission device of the present disclosure is configured to allow the interaxial distance between the sun gear S and the ring gear R to be changed, but to continuously maintain the connection state between the sun gear S and the ring gear R so that power can be transmitted between the sun gear and the ring gear. To this end, a plurality of connecting rods connected to each other at a changing angle as described above are used.

[0053] The plurality of connecting rods include a first connecting rod 5 connected to the rotation shaft of the sun gear S and a second connecting rod 7 connecting the first connecting rod 5 to the split gear 1. A joint pinion 9 for power transmission between the sun gear S and the split gear 1 is installed at a portion where the first connecting rod 5 and the second connecting rod 7 are connected.

[0054] The sun gear S and the split gear are connected to each other so that continuous power transmission can be performed through a gear train including the joint pinion 9 .

[0055] Furthermore, a plurality of branched intermediate gears 11 configured to transmit power from the split gear 1 to the plurality of terminal pinions 3 are disposed between the split gear 1 and the plurality of terminal pinions 3 .

[0056] Therefore, the power transmitted from the sun gear S is transmitted to the split gear 1 by a gear train 13 including a joint pinion 9, the power transmitted to the split gear 1 is transmitted to multiple terminal pinions 3 via multiple branch intermediate gears 11, and finally the power is transmitted to the ring gear R through multiple paths.

[0057] The power input to the sun gear S is transmitted to the ring gear R via a gear train 13 including a joint pinion 9, a split gear 1, a plurality of branched intermediate gears 11 and a plurality of terminal pinions 3, so that a high gear ratio of 10 or more can be achieved.

[0058] Therefore, even when a relatively small motor M is connected to the sun gear S, the relatively small motor M can be configured to output the driving force required by the vehicle, etc. through the ring gear R by reducing the speed at a high gear ratio, and thus contributes to reducing the cost and weight of the vehicle.

[0059] In addition, as described above, by using a split gear 1, a plurality of branch intermediate gears 11 and a plurality of terminal pinions 3 to transmit power to the ring gear R, the deformation amount of the ring gear R can be reduced by dispersing the load acting on the ring gear R, so that more stable operation can be ensured and the durability of the ring gear R can be improved.

[0060] The sun gear S, the joint pinion 9 and the split gear 1 all have the same number of teeth.

[0061] When the sun gear S, the joint pinion 9 and the split gear 1 have the same number of teeth as described above, the relative phase between the sun gear S and the ring gear R remains constant during the relative movement of the rotation axis of the sun gear S and the rotation axis of the ring gear R in the up and down directions and the left and right directions.

[0062] Here, the fact that the relative phase between the sun gear S and the ring gear R remains constant during the relative motion of the sun gear S and the ring gear R can mean that Figure 2 and Figure 3 The rotational phases of the point PS on the sun gear S and the point PR on the ring gear R, respectively marked in FIG. 8 , remain constant even during the upward / downward or leftward / rightward movement of the ring gear R relative to the sun gear S.

[0063] In other words, when the sun gear S, the joint pinion 9 and the split gear 1 have the same number of teeth, there is no relative rotation of the sun gear S and the ring gear R due to the change in the interaxial distance between the sun gear S and the ring gear R.

[0064] Therefore, the power transmitted from the sun gear S is transmitted to the ring gear R at a constant speed regardless of how the interaxial distance between the sun gear S and the ring gear R changes. Therefore, in the case where the universal joint device U of the present disclosure is applied to a vehicle, when the power generated by the motor M is transmitted from the sun gear S to the wheel W through the ring gear R, even if the ring gear R and the wheel W move up and down or left and right relative to the rotation axis of the motor M or the sun gear S, the phase of the motor M connected to the sun gear S does not change. Therefore, the output torque can be stably controlled by the motor M, so that the vehicle can be driven stably.

[0065] When the above conditions are not met and the sun gear S, the joint pinion 9 or the split gear 1 have different numbers of teeth, even when the motor M rotates at a constant speed as described above, the ring gear R and the wheel W may move up and down relative to the sun gear S and the motor M, thereby causing relative rotation of the sun gear S and the ring gear R, resulting in vibration in the direction of travel of the vehicle, which is called universal joint vibration.

[0066] exist Figures 1 to 4 In the illustrated embodiment, the terminal pinions 3 each have the same number of teeth as the split gear 1 .

[0067] Even when the terminal pinion 3 does not necessarily have the same number of teeth as the split gear 1, due to the change in the interaxial distance between the sun gear S and the ring gear R, relative rotation of the sun gear S and the ring gear R may not occur.

[0068] This is because on the power transmission path from the split gear 1 to the ring gear R, even when the interaxial distance between the sun gear S and the ring gear R changes, the relative rotation angle is constant without any change.

[0069] In other words, when only the sun gear S, the connecting pinion 9 and the split gear 1 have the same number of teeth, no matter how many teeth the gear connected to the ring gear R and arranged after the split gear 1 has, the relative rotation of the sun gear S and the ring gear R caused by the change of the inter-axial distance between the sun gear S and the ring gear R will not occur.

[0070] Here, when the terminal pinion 3 has the same number of teeth as the split gear 1 , there may be a benefit from the common use of components.

[0071] exist Figure 5 and Figure 6In the embodiment shown, the terminal pinion 3 has more teeth than the split gear 1 , and the branch intermediate gear 11 connecting the split gear 1 to the terminal pinion 3 has fewer teeth than the split gear 1 .

[0072] In this case, advantageously, interference between multiple branch intermediate gears 11 adjacent to each other while engaging with one split gear 1 can be effectively avoided, and interference between the branch intermediate gears 11 and the gear train 13 including the joint pinion 9 can also be easily avoided through design.

[0073] A first intermediate pinion 15 having a shaft supported by the first connecting rod 5 is provided between the sun gear S and the joint pinion 9 , and a second intermediate pinion 17 having a shaft supported by the second connecting rod 7 is provided between the joint pinion 9 and the split gear 1 .

[0074] In other words, the gear train 13 including the joint pinion 9 includes the first intermediate pinion 15 , the joint pinion 9 , and the second intermediate pinion 17 , and is configured to continuously transmit power from the sun gear S to the split gear 1 .

[0075] A shaft of a series of gears configured to transmit power from the sun gear S to the split gear 1 is mounted on the first connecting rod 5 and the second connecting rod 7 .

[0076] That is, the shaft of the sun gear S, the shaft of the first intermediate pinion 15 and the shaft of the joint pinion 9 are installed in sequence on the first connecting rod 5, and the shaft of the joint pinion 9, the shaft of the second intermediate pinion 17 and the shaft of the split gear 1 are installed in sequence on the second connecting rod 7.

[0077] Therefore, structurally, the sun gear S and the joint pinion 9 engage with the first intermediate pinion 15 having a shaft mounted on the first connecting rod 5, and the joint pinion 9 and the split gear 1 engage with the second intermediate pinion 17 having a shaft mounted on the second connecting rod 7.

[0078] In a series of gears configured to transmit power from the sun gear S to the split gear 1 , gears at even-numbered positions outside the sun gear S have the same number of teeth as the sun gear S.

[0079] That is, in the present disclosure, the second gear located outside the sun gear S is a joint pinion 9 installed concentrically with the axis of the first connecting rod 5 and the axis of the second connecting rod 7, and the fourth gear located outside the sun gear S is a split gear 1, so that the joint pinion 9 and the split gear 1 have the same number of teeth as the sun gear S, as described above.

[0080] A plurality of split gears 1 may be arranged along the circumference around the sun gear S.

[0081] exist Figure 1 implementation and Figure 5 In both embodiments, the two split gears 1 are arranged circumferentially around the sun gear S, thereby ensuring the structural stability between the sun gear S and the ring gear R.

[0082] The universal joint device of the present disclosure as described above can also be expressed as follows.

[0083] That is, the universal transmission device disclosed in the present invention may include: a ring gear R; a sun gear S, installed so that the wheelbase between the sun gear S and the ring gear R is variable; a first pinion, engaged with the sun gear; a second pinion, engaged with the first pinion; a third pinion, engaged with the second pinion; a fourth pinion, engaged with the third pinion; a plurality of fifth pinions, engaged with the fourth pinion; a plurality of sixth pinions, respectively engaged with the plurality of fifth pinions and with the ring gear; a bracket, configured to support the shaft of the fourth pinion, the shafts of the plurality of fifth pinions and the shafts of the plurality of sixth pinions, so that these shafts do not revolve around the center of the ring gear; a first connecting rod, installed to support the shaft of the sun gear, the shaft of the first pinion and the shaft of the second pinion; and a second connecting rod, installed to support the shaft of the second pinion, the shaft of the third pinion and the shaft of the fourth pinion.

[0084] The sun gear S, the second pinion gear, and the fourth pinion gear are all configured to have the same number of teeth.

[0085] The first pinion corresponds to the first intermediate pinion 15 , the second pinion corresponds to the joint pinion 9 , the third pinion corresponds to the second intermediate pinion 17 , the fourth pinion corresponds to the split gear 1 , the fifth pinion corresponds to the branch intermediate gear 11 , and the sixth pinion corresponds to the terminal pinion 3 .

[0086] The sixth pinion gears may each be configured to have the same number of teeth as the fourth pinion gears.

[0087] Furthermore, the number of teeth of each of the plurality of sixth pinion gears may be different from the number of teeth of the fourth pinion gear, and in this case, the number of teeth of the fifth pinion gear is preferably smaller than the number of teeth of the fourth pinion gear.

[0088] refer to Figure 7 , the rotating shaft of the motor M is connected to the sun gear S, and the wheel W is connected to the ring gear R, whereby the universal joint transmission device U of the present disclosure can be used as a transmission device for a vehicle.

[0089] In this case, the power input to the sun gear S can be configured to be reduced at a high gear ratio before reaching the ring gear R, thereby ensuring improved uphill running and acceleration running performance of the vehicle.

[0090] In addition, instead of installing the motor M inside the wheel W which is subjected to severe impact and vibration, the motor M can be installed alone outside the wheel W, thereby improving the durability of the motor M compared to an in-wheel motor type transmission and ensuring excellent ride comfort by reducing the unsprung mass of the vehicle.

[0091] Furthermore, as described above, constant power can be transmitted to the sun gear S connected to the power source while allowing the upward / downward movement of the ring gear R connected to the wheel W, thereby enabling power to be continuously transmitted from the power source in response to the upward / downward and leftward / rightward movement of the wheel W without using a conventional constant velocity joint, etc. Therefore, the space between the power source and the wheel W can be reduced, thereby ultimately making it possible to manufacture a vehicle with excellent space utilization between the left wheel W and the right wheel W.

[0092] While the present disclosure has been described and illustrated in conjunction with specific embodiments thereof, it will be apparent to those skilled in the art that various improvements and modifications may be made to the present disclosure without departing from the technical concept of the present disclosure as defined by the appended claims.

Claims

1. A universal transmission device, comprising: Ring gear; a sun gear positioned so that a distance between an axis of rotation of the sun gear and an axis of rotation of the ring gear is variable; as well as A split gear is provided between the sun gear and the ring gear, and is configured to split power received from the sun gear through one path into a plurality of paths and transmit the power to the ring gear.

2. The universal transmission device according to claim 1, comprising a plurality of terminal pinions connected to the split gear and engaged with the ring gear to transmit power from the split gear to the ring gear through the plurality of paths.

3. The universal transmission device of claim 2, comprising a carrier configured to support the shaft of the split gear and the shaft of each of the plurality of terminal pinions to continuously maintain the plurality of terminal pinions in engagement with the ring gear.

4. The universal transmission device according to claim 3, wherein: The sun gear and the split gear are connected to each other through a plurality of connecting rods, and the plurality of connecting rods are connected to each other at an angle that changes according to a change in an interaxial distance between the sun gear and the ring gear.

5. The universal transmission device according to claim 4, wherein: The plurality of connecting rods include a first connecting rod and a second connecting rod, the first connecting rod being connected to a rotation shaft of the sun gear, and the second connecting rod being configured to connect the split gear to the first connecting rod; and Wherein, a joint pinion gear for power transmission between the sun gear and the split gear is installed at the position where the first connecting rod is connected to the second connecting rod.

6. The universal transmission device according to claim 5, wherein: The sun gear and the split gear are connected through a gear train including the joint pinion to enable continuous power transmission.

7. The universal transmission device according to claim 6, wherein: A plurality of branch intermediate gears configured to transmit power from the split gear to the plurality of terminal pinions are disposed between the split gear and the plurality of terminal pinions.

8. The universal transmission device according to claim 7, wherein: The sun gear, the joint pinion, and the split gear are all configured to have an equal number of teeth.

9. The universal transmission device according to claim 8, wherein: The plurality of terminal pinions are each configured to have an equal number of teeth as the split gear.

10. The universal transmission device according to claim 8, wherein: The plurality of terminal pinions are each configured to have more teeth than the split gear, and Wherein, the plurality of branch intermediate gears configured to connect the split gear to the plurality of terminal pinions are each configured to have fewer teeth than the split gear.

11. The universal transmission device according to claim 6, wherein: A first intermediate pinion is provided between the sun gear and the joint pinion, the first intermediate pinion having a shaft supported by the first connecting rod, and A second intermediate pinion is provided between the joint pinion and the split gear, and the second intermediate pinion has a shaft supported by the second connecting rod.

12. The universal transmission device according to claim 4, wherein: The plurality of connecting rods include a first connecting rod connected to the rotation axis of the sun gear and a second connecting rod connected to the first connecting rod and connected to the axis of the split gear, and Wherein, a shaft of a series of gears configured to transmit power from the sun gear to the split gear is mounted on the first connecting rod and the second connecting rod.

13. The universal transmission device according to claim 12, wherein: In the series of gears configured to transmit power from the sun gear to the split gear, gears located at even-numbered positions outside the sun gear are configured to have the same number of teeth as the sun gear.

14. The universal transmission device according to claim 13, wherein: The second gear outside the sun gear is a joint pinion mounted concentrically with the shaft of the first connecting rod and the shaft of the second connecting rod, and The fourth gear outside the sun gear is the split gear.

15. The universal transmission device according to claim 14, wherein: a first intermediate pinion having a shaft mounted on the first connecting rod engages with the sun gear and the joint pinion, and A second intermediate pinion having a shaft mounted on the second connecting rod is engaged with the joint pinion and the split gear.

16. The universal transmission device according to claim 3, wherein: A plurality of split gears are arranged around the sun gear along a circumferential direction.

17. A universal transmission device, comprising: Ring gear; a sun gear positioned so that a distance between the sun gear and the ring gear is variable; a first pinion gear engaged with the sun gear; a second pinion gear engaged with the first pinion gear; a third pinion gear engaged with the second pinion gear; a fourth pinion gear engaged with the third pinion gear; a plurality of fifth pinion gears engaged with the fourth pinion gears; a plurality of sixth pinion gears respectively engaged with the plurality of fifth pinion gears and engaged with the ring gear; a bracket configured to support the shaft of the fourth pinion gear, the shafts of the plurality of fifth pinion gears, and the shafts of the plurality of sixth pinion gears so that the shaft of the fourth pinion gear, the shafts of the plurality of fifth pinion gears, and the shafts of the plurality of sixth pinion gears do not revolve around the center of the ring gear; a first connecting rod configured to support a shaft of the sun gear, a shaft of the first pinion gear, and a shaft of the second pinion gear; as well as The second connecting rod is configured to support the shaft of the second pinion gear, the shaft of the third pinion gear, and the shaft of the fourth pinion gear.

18. The universal transmission device according to claim 17, wherein: The sun gear, the second pinion gear, and the fourth pinion gear are all configured to have an equal number of teeth.

19. The universal transmission device according to claim 18, wherein: The plurality of sixth pinion gears are each configured to have a number of teeth equal to that of the fourth pinion gear.

20. The universal transmission device according to claim 18, wherein: The number of teeth of each of the plurality of sixth pinion gears is different from the number of teeth of the fourth pinion gear, and The number of teeth of each of the plurality of fifth pinion gears is smaller than the number of teeth of the fourth pinion gear.

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