Multi-stage transmission combining plurality of forward rotation transmission modules having two-stage transmission characteristics

Abstract

A multi-stage transmission of the present invention is characterized in that a plurality of forward rotation transmission modules having two-stage transmission characteristics of overdrive / direct or reduction / direct are connected in series, and when a gear step of an nth forward rotation transmission module is defined as Wn, all pairs of forward rotation transmission modules connected adjacently to each other have a relationship of Wn-1 > Wn (where n > 1).

Description

A multi-speed transmission that combines multiple forward rotation transmission modules with two-speed transmission characteristics.

[0001] The present invention relates to a multi-stage transmission in which a plurality of forward rotation transmission modules having two-stage transmission characteristics of acceleration / constant speed or deceleration / constant speed are connected in a series.

[0002] As automakers strive to meet market demands for high-speed driving capabilities, reduced engine noise and emissions, and improved fuel efficiency, they have developed engines capable of high torque and high RPM, making it easier to reduce weight relative to output. Simultaneously, they have focused on increasing gear ratios, reducing weight, and minimizing the size of transmissions, which are essential for efficiently converting engine speed and torque to effectively respond to a variety of load and driving conditions.

[0003] Meanwhile, electric motors, increasingly used as power sources for automobiles, boast torque-speed characteristics more suited to transportation than internal combustion engines. However, electric motors have limited torque gain at low speeds and poor efficiency at light loads. This leads to issues such as overheating in driving conditions requiring high torque at low speeds. Furthermore, some types of electric motors exhibit unfavorable control characteristics at high speeds. This necessitates the development of a multi-speed transmission suited to addressing these issues.

[0004] Although the transmission of bicycles is also a planetary gear transmission with a simple appearance and built-in hub gear that can be stored in a limited space, there are technical limitations in responding to miniaturization and light weight, multi-speed transmission, and cost reduction, and this is recognized as a factor that hinders the expansion of the base compared to the derailleur transmission system in the bicycle transmission market.

[0005] In large wind turbines, the gearbox used to increase power generation efficiency requires a speed control function that can respond to various wind speeds and increase power generation efficiency beyond the simple speed increase function.

[0006] Internal combustion engines and electric motors inevitably exhibit reduced energy conversion efficiency outside their most efficient RPM range. Therefore, increasing the engine or motor's operating time and load factor within this efficient RPM range can improve energy efficiency.

[0007] The advantage of a multi-speed transmission with multiple gears is that it can control the output torque in various ways according to the output rotation speed of the engine depending on the load and driving conditions, which not only improves driving performance but also helps improve ride comfort and energy conversion efficiency by reducing shift shock.

[0008] Most current automotive automatic transmissions utilizing planetary gear trains are complex planetary gear sets, often combined in a complex manner. Designing multiple gears for such complex planetary gear sets is challenging.

[0009] In particular, as the number of gears in the conventional compound planetary gear type increases, the number of compound planetary gears, clutches, and brakes used increases, making it difficult to design an efficient structure with an appropriate gear ratio while minimizing the number of clutches and brakes.

[0010] In addition, even if the design is possible by applying the conventional compound planetary gear type, the transmission becomes heavier as the number of gears increases, and it is not easy to install it in a vehicle due to space constraints. The increase in weight reduces the energy efficiency of the vehicle, and the complex internal structure increases the manufacturing cost and also causes a decrease in power transmission efficiency by increasing internal resistance.

[0011] In addition, in the conventional compound planetary gear type, it is not easy to maintain a relatively uniform gear ratio between each output gear, which causes gear shock during gear shifting, thereby worsening ride comfort and energy conversion efficiency.

[0012] For example, the conventional technology, Korean Patent No. 10-1863127 "Vehicle Multi-stage Automatic Transmission" (registered on May 25, 2018), proposes a multi-stage transmission in the form of a compound planetary gear using four sets of planetary gears, and it is described that a total of 20 gears, 16 forward, 4 reverse, can be implemented by this, but the gear ratio of each gear is very irregular.

[0013] In addition, there is a problem that adding a new gear in a multi-stage transmission with a compound planetary gear type like this requires designing a completely new type of compound planetary gear.

[0014] The present invention has been devised to solve the problems of the prior art as described above, and provides a multi-stage transmission in which a plurality of forward rotation transmission modules having two-stage transmission characteristics of acceleration / constant speed or deceleration / constant speed are connected in a series, thereby providing a new type of multi-stage transmission having a relatively simple structure, being advantageous for high gear ratios, being lightweight, and being capable of designing a relatively uniform transmission range between output gear stages.

[0015] In order to solve the above problem, the multi-stage transmission of the present invention has a plurality of forward rotation transmission modules connected in a row from the input shaft to the output shaft, and each forward rotation transmission module has a two-stage transmission characteristic consisting of one forward rotation transmission stage for forward rotation acceleration or forward rotation deceleration and one forward rotation constant speed stage for forward rotation constant speed, and when the transmission width of the nth forward rotation transmission module among the plurality of forward rotation transmission modules is defined as Wn, a pair of forward rotation transmission modules connected adjacent to each other are both W n-1 > W n It is characterized by having a relationship of (only n>1).

[0016] In the above, the forward rotation transmission module is provided in three or more sets, and all three forward rotation transmission modules connected in series are W n-2 > ( W n-1 x W n) (where n>2) is desirable.

[0017] In the above, it is preferable that the total number of gear stages of the plurality of forward rotation gear modules corresponds to a gear stage number that is an exponential multiple of 2 where the number of sets of the plurality of forward rotation gear modules is the index.

[0018] In the above, a reverse rotation transmission module having one forward rotation constant speed stage and at least one reverse rotation stage for reverse rotation may be connected to the rear end of a forward rotation transmission module arranged at the rear end among the plurality of forward rotation transmission modules.

[0019] In the above, a reverse rotation transmission module having one forward rotation speed stage, one forward rotation constant speed stage, and at least one reverse rotation stage for reverse rotation may be connected to the rear end of the forward rotation transmission module arranged at the rear end among the plurality of forward rotation transmission modules.

[0020] In the above, the forward rotation transmission module is of a planetary gear type, and one fixed element selected from among a sun gear, a ring gear, and a carrier is always fixed, and the one forward rotation transmission stage can obtain a transmission ratio of mutually inverse ratio of acceleration or deceleration by exchanging the input element and the output element, and the one forward rotation constant speed stage can obtain a constant speed with a transmission ratio of 1 by connecting an output shaft to the input element and idling the output element.

[0021] When the multi-stage transmission of the present invention is composed of a plurality of forward rotation transmission modules, the total number of transmission stages by the plurality of forward rotation transmission modules corresponds to a number of transmission stages that is an exponential multiple of 2, which is the number of sets of the plurality of forward rotation transmission modules.

[0022] For example, the number of output stages (speed stages) that can be output in the forward rotation direction can be easily expanded to a high number of speed stages, such as 4 stages if there are 2 sets of forward rotation speed modules with 2-stage speed characteristics for forward rotation, 8 stages if there are 3 sets, 16 stages if there are 4 sets, and 32 stages if there are 5 sets.

[0023] In addition, when the multi-stage transmission of the present invention includes a reverse rotation transmission module, a multi-stage transmission having a reverse rotation transmission stage that is a value obtained by multiplying the total number of transmission stages of the forward rotation transmission module by the number of reverse rotation transmission stages of the reverse rotation transmission module can be provided.

[0024] In addition, by maintaining the same total number of gear stages and the same total gear range by using multiple forward rotation gear modules, it is possible to implement various gear patterns as many as the number of output gear stages in which the minimum gear ratio and the maximum gear ratio are different, thereby providing a multi-stage gearbox that can easily respond to various load conditions of the engine.

[0025] In addition, the present invention makes it very easy to adjust the output gear ratio for each gear stage, and it is also very easy to design the gear ratio between output gear stages to be relatively uniform.

[0026] In addition, the present invention is very easy to design for high-speed transmission and also enables weight reduction of the multi-stage transmission.

[0027] Figure 1 illustrates the characteristics of a forward rotation transmission module train of a multi-stage transmission according to one embodiment of the present invention.

[0028] Figure 2 illustrates the characteristics of a forward rotation transmission module train of a multi-stage transmission according to another embodiment of the present invention.

[0029] Figure 3 is a basic configuration diagram of a planetary gear with a two-stage transmission characteristic for a forward rotation transmission module applied to one embodiment of the present invention.

[0030] Figures 4 to 9 illustrate specific application methods of the Type I to Type VI planetary gears of Figure 3.

[0031] Figure 10 is a basic configuration diagram of a planetary gear for a reverse rotation transmission module having a three-speed or four-speed transmission characteristic applied to one embodiment of the present invention.

[0032] Figures 11 to 13 illustrate specific application methods of the Type VII to Type IX planetary gears of Figure 10.

[0033] Figure 14 illustrates the basic configuration of a planetary gear for a reverse rotation transmission module having a two-stage transmission characteristic applied to one embodiment of the present invention and a specific application method.

[0034] Fig. 15 illustrates various shift patterns that can be implemented while maintaining the same gear characteristics of the forward rotation shift module of the multi-stage transmission of Fig. 1.

[0035] Below, with reference to the attached drawings, embodiments of the present invention are described in detail so that those skilled in the art can easily implement them. However, the present invention may be implemented in various different forms and is not limited to the embodiments described herein. In the drawings, irrelevant parts have been omitted for clarity of description, and similar reference numerals have been assigned to similar parts throughout the specification.

[0036] Throughout the specification, whenever a part is said to "include" a component, this does not mean that it excludes other components, but rather that it may include other components, unless otherwise stated.

[0037] FIG. 1 illustrates the characteristics of a forward rotation transmission module train of a multi-stage transmission according to one embodiment of the present invention.

[0038] Figure 1 illustrates a state in which three transmission modules are connected in a row from the input shaft to the output shaft, thereby changing the output transmission gear.

[0039] In Fig. 1, all the transmission modules are forward rotation transmission modules that rotate in the same direction as the rotation direction of the input shaft and output.

[0040] Each forward rotation transmission module has a two-stage transmission characteristic consisting of one forward rotation speed-up or speed-down stage for forward rotation and one forward rotation constant speed stage for forward rotation constant speed.

[0041] That is, each forward rotation transmission module has a two-stage transmission characteristic of constant speed / increase or a two-stage transmission characteristic of deceleration / constant speed.

[0042] In Fig. 1, the first forward rotation transmission module has a deceleration / constant speed characteristic, the second forward rotation transmission module has a constant speed / acceleration characteristic, and the third forward rotation transmission module has a deceleration / constant speed characteristic.

[0043] Accordingly, the total number of gear stages (output gear stages) of the multi-stage transmission of Fig. 1 is 8 stages (2 stages for increasing speed, 1 stage for constant speed, and 5 stages for decreasing speed).

[0044] Meanwhile, the gear ratio of multiple forward rotation gear modules sequentially decreases from the input shaft toward the output shaft.

[0045] In the above and below, the gear ratio and gear range are defined as follows.

[0046] Gear ratio = input rotation speed / output rotation speed

[0047] Therefore, a gear ratio greater than 1 is a deceleration, a gear ratio of 1 is a constant speed, and a gear ratio less than 1 is an increase in speed.

[0048] Gear ratio W = high gear ratio / low gear ratio

[0049] More specifically, the gear ratio (W) of each forward rotation gear module n ) is defined as follows.

[0050] Gear ratio (W) n ) = Gear ratio of forward rotation gear stage / Gear ratio of forward rotation constant speed gear stage (forward rotation gear module with gear characteristics of deceleration / constant speed)

[0051] Gear ratio (W) n ) = Gear ratio of the forward rotation constant speed stage / Gear ratio of the forward rotation gear stage (forward rotation gear module with constant speed / increase gear characteristics)

[0052] In this embodiment, a pair of forward rotation transmission modules connected adjacent to each other are both W n-1 > W n (only n>1) has a relationship.

[0053] In Fig. 1, the gear ratio of the first forward rotation transmission module is 2.5 (deceleration) / 1 (constant speed), the gear ratio of the second forward rotation transmission module is 1 (constant speed) / 0.63 (increase), and the gear ratio of the third forward rotation transmission module is 1.26 (deceleration) / 1 (constant speed).

[0054] Therefore, the gear ratio W1 of the first forward rotation gear module is 2.5 (=2.5 / 1), the gear ratio W2 of the second forward rotation gear module is 1.59 (=1 / 0.63), and the gear ratio W3 of the third forward rotation gear module is 1.26 (=1.26 / 1).

[0055] That is, it has the relationship W1(2.5) > W2(1.59) > W3(1.26).

[0056] Additionally, all three continuously connected forward rotation transmission modules have the following relationship.

[0057] W n-2 > ( W n-1 x W n ) (only n>2)

[0058] In the case of Fig. 1, the relationship is 2.5 (W1) > 2.0 (=1.59x1.26 = W2x W3).

[0059] That is, the product of the gear width (W2) of the second forward rotation gear module and the gear width (W3) of the third forward rotation gear module is smaller than the gear width (W1) of the first forward rotation gear module.

[0060] Furthermore, W n-1 ≒ W n x W n It is desirable to have a relationship.

[0061] This is the gear ratio (W) of the nth forward rotation gear module. n ) is the gear ratio (W) of the n-1th forward rotation gear module. n-1 ) is to divide it into two practically equally.

[0062] In the case of Figure 1, the relationship is 2.5 (W1) ≒ 2.52 (= 1.59 x 1.59 = W2x W2).

[0063] These relationships are intended to ensure that the shifting of the nth forward rotation transmission module does not go beyond the shifting range defined by the n-2th forward rotation transmission module.

[0064] As illustrated in Fig. 1, the total gear ratio of each output gear stage is arranged firstly based on the first forward rotation gear module, secondly based on the second forward rotation gear module, and thirdly based on the third forward rotation gear module.

[0065] The total gear ratio for each gear is the product of all gear ratios set in each forward rotation gear module.

[0066] For example, the total gear ratio of the first gear is calculated as follows.

[0067] 0.79 = 1 x 0.63 x 1.26

[0068] 1: Gear ratio of the 1st forward rotation gearbox module

[0069] 0.63: Gear ratio of the second forward rotation gearbox module

[0070] 1.26: Gear ratio of the third forward rotation gear module

[0071] In addition, the gear ratio between each gear is 1.25 (=0.79 / 0.63), 1.27, 1.26, 1.25, 1.25, 1.26, 1.26 from the 2nd gear to the 5th gear, and the gear ratio between gears is evenly distributed. This means that the gear shock can be minimized when changing gears.

[0072] Meanwhile, the total gear ratio of the multi-stage transmission of Fig. 1 is 5. At this time, the total gear ratio is substantially the same as the product of the gear ratios of each module (i.e., 2.5 x 1.59 x 1.26), and is also substantially the same as the ratio of the highest gear ratio (gear ratio of 3.15 of the 5th gear reduction) to the lowest gear ratio (gear ratio of 0.63 of the 2nd gear increase) (i.e., 3.15 / 0.63), and is substantially the same as the product of the gear ratios between each gear (i.e., 1.25 x 1.27 x 1.26 x 1.25 x 1.25 x 1.26 x 1.26).

[0073] The total number of gear stages (output gear stages) of multiple forward rotation gear modules corresponds to the number of gear stages that is an exponent of 2 that is the number of sets of multiple forward rotation gear modules.

[0074] In this embodiment, three sets of forward rotation transmission modules are provided, so the total number of transmission stages is eight (2 3 It becomes a single.

[0075] If two sets of forward rotation transmission modules are connected, the total number of transmission stages is 4 (2 2 ) and if 4 sets of forward rotation transmission modules are connected, the total number of transmission stages is 16 (2 4 It becomes a single.

[0076] Also, if 5 sets of forward rotation transmission modules are connected, the total number of transmission stages is 32 (2 5 It is advantageous for high-level construction.

[0077] Meanwhile, a reverse rotation transmission module having a reverse rotation function may be additionally connected to the rear end of a forward rotation transmission module arranged at the rear end among a plurality of forward rotation transmission modules.

[0078] That is, for example, in the case of three sets of forward rotation transmission modules as in Fig. 1, a reverse rotation transmission module can be further connected to the rear end of the third forward rotation transmission module.

[0079] At this time, the reverse rotation transmission module may have a two-speed transmission characteristic of one forward rotation constant speed stage and one reverse rotation stage for reverse rotation, or a three-speed transmission characteristic of one forward rotation constant speed stage, one forward rotation constant speed stage, and one reverse rotation stage for reverse rotation.

[0080] In some cases, the reverse rotation gear module may have multiple reverse gears with different gear ratios.

[0081] When a reverse rotation transmission module is added, the total reverse rotation transmission ratio is the product of the forward rotation transmission ratios of all forward rotation transmission modules and the reverse rotation transmission ratio of the reverse rotation transmission module.

[0082] In addition, when a reverse rotation gear module is added, the number of reverse rotation gear stages is the number obtained by multiplying the number of gear stages by the number of reverse rotation gear stages of the reverse rotation gear module by the number of gear stages by the multiple forward rotation gear modules.

[0083] For example, if it is composed of three sets of forward rotation transmission modules and one set of reverse rotation transmission modules, and the reverse rotation transmission module has a two-stage transmission characteristic of one forward rotation constant speed stage and one reverse rotation stage, the total number of transmission stages is eight forward rotation stages and eight reverse rotation stages.

[0084] For example, if it is composed of 3 sets of forward rotation transmission modules and 1 set of reverse rotation transmission modules, and the reverse rotation transmission module has a 3-stage transmission characteristic of one forward rotation transmission stage, one forward rotation constant speed stage, and one reverse rotation stage, the total number of transmission stages is 16 forward rotation stages (2 4 ) and reverse rotation 8th gear (2 3 It becomes a single.

[0085] Figure 2 illustrates the characteristics of a forward rotation transmission module train of a multi-stage transmission according to another embodiment of the present invention.

[0086] Figure 2 shows a state in which four transmission modules are connected in a row from the input shaft to the output shaft, thereby changing the output transmission gear ratio. The total number of transmission gear ratios (output transmission gear ratios) is 16 (4 speed increase gears, 1 constant speed gear, and 11 speed decrease gears).

[0087] Figure 3 is a basic configuration diagram of a planetary gear having a two-stage transmission characteristic for a forward rotation transmission module applied to one embodiment of the present invention.

[0088] As a forward rotation shift module for the multi-stage transmission of the present invention, six types of planetary gear types, from Type I to Type VI, can be applied. Of course, in addition to the planetary gear type presented in Fig. 3, other types of planetary gears can be applied to the forward rotation shift module of the present invention.

[0089] Among the six types of planetary gear types, one fixed element selected from the sun gear, ring gear, and carrier, which are the rotating elements of the planetary gear, is always fixed, and the forward rotation gear can obtain a gear ratio of increasing or decreasing speed by exchanging the input element and the output element with a mutually inverse ratio, and the forward rotation constant speed gear can obtain a constant speed with a gear ratio of 1 by connecting the input element to the output shaft and idling the output element.

[0090] Figure 4 illustrates a specific application method of the Type I planetary gear of Figure 3.

[0091] (a) is a schematic diagram of a state in which a Type I planetary gear is given a speed-up / constant speed shifting characteristic, (b) is a schematic diagram of a state in which a Type I planetary gear is given a speed-down / constant speed shifting characteristic, and (c) is an operation diagram of power transmission elements according to the speed-up characteristics, such as the state of the clutch, input elements, and output elements according to the speed-up characteristics in (a) and (b) of Fig. 4.

[0092] Figure 4 (a):

[0093] The sun gear (S) is a fixed element that is always fixed, and the input element is connected to the input shaft by a carrier (C).

[0094] Acceleration: Acceleration occurs when the clutch (CL1) connecting the output shaft and carrier (C) is disengaged (off) and the clutch (CL2) connecting the output shaft and ring gear (R) is engaged (on).

[0095] Constant speed: Constant speed occurs when the clutch (CL1) is engaged (on) and the clutch (CL2) is disengaged (off).

[0096] Figure 4 (b):

[0097] The sun gear (S) is a fixed element that is always fixed, and the input element is connected to the input shaft by the ring gear (R).

[0098] Deceleration: Deceleration occurs when the clutch (CL1) connecting the output shaft and carrier (C) is engaged (on) and the clutch (CL2) connecting the output shaft and ring gear (R) is disengaged (off).

[0099] Constant speed: Constant speed occurs when the clutch (CL1) is disengaged (off) and the clutch (CL2) is engaged (on).

[0100] Fig. 4 (d) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL1) in Fig. 4 (a) to provide a shift characteristic of increasing / constant speed, Fig. 4 (e) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL1) in Fig. 4 (b) to provide a shift characteristic of decreasing / constant speed, and Fig. 4 (f) is an operation diagram of power transmission elements according to shift characteristics, such as the state of the clutch, input elements, and output elements according to the shift characteristics in Figs. 4 (d) and (e).

[0101] Figures 4 (d) and (e) show that a clutch with a complex structure can be simplified from the two sets of Figures 4 (a) and (b) to one set.

[0102] Figure 5 illustrates a specific application method of the Type II planetary gear of Figure 3.

[0103] (a) is a schematic diagram of a state in which a Type II planetary gear is given a speed-up / constant speed shifting characteristic, (b) is a schematic diagram of a state in which a Type II planetary gear is given a speed-down / constant speed shifting characteristic, and (c) is an operation diagram of power transmission elements according to the speed-up characteristics, such as the state of the clutch, input elements, and output elements according to the speed-up characteristics in (a) and (b) of Fig. 5.

[0104] Figure 5 (a):

[0105] The ring gear (R) is a fixed element that is always fixed, and the input element is connected to the input shaft by a carrier (C).

[0106] Acceleration: Acceleration occurs when the clutch (CL1) connecting the output shaft and carrier (C) is disengaged (off) and the clutch (CL2) connecting the output shaft and sun gear (S) is engaged (on).

[0107] Constant speed: Constant speed occurs when the clutch (CL1) is engaged (on) and the clutch (CL2) is disengaged (off).

[0108] Figure 5 (b):

[0109] The ring gear (R) is a fixed element that is always fixed, and the input element is connected to the input shaft by the sun gear (S).

[0110] Deceleration: Deceleration occurs when the clutch (CL1) connecting the output shaft and carrier (C) is engaged (on) and the clutch (CL2) connecting the input shaft and sun gear (S) is disengaged (off).

[0111] Constant speed: Constant speed occurs when the clutch (CL1) is disengaged (off) and the clutch (CL2) is engaged (on).

[0112] Fig. 5 (d) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL1) in Fig. 5 (a) to provide a shift characteristic of increasing / constant speed, Fig. 5 (e) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL1) in Fig. 5 (b) to provide a shift characteristic of decreasing / constant speed, and Fig. 5 (f) is an operation diagram of power transmission elements according to shift characteristics, such as the state of the clutch, input elements, and output elements according to the shift characteristics in Figs. 5 (d) and (e).

[0113] Figure 6 illustrates a specific application method of the Type III planetary gear of Figure 3.

[0114] (a) is a schematic diagram of a Type III planetary gear with a speed increase / constant speed or speed decrease / constant speed transmission characteristic, and (b) is an operation diagram of power transmission elements according to the speed change characteristic, such as the state of the clutch, input elements, and output elements according to the speed change characteristic in (a) of Fig. 6.

[0115] Figure 6 (a):

[0116] The carrier (C) is a fixed element that is always fixed, and the input element is connected to the input shaft by a sun gear (S1).

[0117] Acceleration or deceleration: The number of teeth of the gear (e.g. Zp1)<Zp2 또는 Zp1> According to Zp2), when the clutch (CL1) to which the output shaft and the sun gear (S2) are connected is engaged (on) and the clutch (CL2) to which the output shaft and the sun gear (S1) are connected is disengaged (off), the speed is increased or decreased.

[0118] Constant speed: Constant speed occurs when the clutch (CL1) is disengaged (off) and the clutch (CL2) is engaged (on).

[0119] Fig. 6 (c) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL2) in Fig. 6 (a) to provide a shift characteristic of increasing / constant speed, Fig. 6 (d) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL1) in Fig. 6 (a) to provide a shift characteristic of decreasing / constant speed, and Fig. 6 (e) is an operation diagram of power transmission elements according to shift characteristics, such as the state of the clutch, input elements, and output elements according to the shift characteristics in Figs. 6 (c) and (d).

[0120] Figure 7 illustrates a specific application method of the Type IV planetary gear of Figure 3.

[0121] (a) is a schematic diagram of a Type IV planetary gear with a speed increase / constant speed or speed decrease / constant speed transmission characteristic, and (b) is an operation diagram of power transmission elements according to the speed change characteristic, such as the state of the clutch, input elements, and output elements according to the speed change characteristic in (a) of Fig. 7.

[0122] Figure 7 (a):

[0123] The carrier (C) is a fixed element that is always fixed, and the input element is connected to the input shaft by a ring gear (R1).

[0124] Acceleration or deceleration: The number of teeth of the gear (e.g. Zp1)<Zp2 또는 Zp1> According to Zp2), when the clutch (CL1) to which the output shaft and the ring gear (R1) are connected is separated (off) and the clutch (CL2) to which the output shaft and the ring gear (R2) are connected is engaged (on), acceleration or deceleration occurs.

[0125] Constant speed: Constant speed occurs when the clutch (CL1) is engaged (on) and the clutch (CL2) is disengaged (off).

[0126] Fig. 7 (c) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL1) in Fig. 7 (a) to provide a shift characteristic of increasing / constant speed, Fig. 7 (d) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL2) in Fig. 7 (a) to provide a shift characteristic of decreasing / constant speed, and Fig. 7 (f) is an operation diagram of power transmission elements according to shift characteristics, such as the state of the clutch, input elements, and output elements according to the shift characteristics in Figs. 7 (c) and (d).

[0127] Fig. 8 illustrates a specific application method of the Type Ⅴ planetary gear of Fig. 3.

[0128] (a) is a schematic diagram of a state in which a Type V planetary gear is given a speed-up / constant speed shifting characteristic, (b) is a schematic diagram of a state in which a Type V planetary gear is given a speed-down / constant speed shifting characteristic, and (c) is an operation diagram of power transmission elements according to the speed-up characteristics, such as the state of the clutch, input elements, and output elements according to the speed-up characteristics in (a) and (b) of Fig. 5.

[0129] Figure 8 (a):

[0130] The sun gear (S1) is a fixed element that is always fixed, and the input element is connected to the input shaft by the sun gear (S2).

[0131] Acceleration: Acceleration occurs when the clutch (CL1) connecting the output shaft and the carrier (C) is engaged (on) and the clutch (CL2) connecting the output shaft and the sun gear (S2) is disengaged (off).

[0132] Constant speed: Constant speed occurs when the clutch (CL1) is disengaged (off) and the clutch (CL2) is engaged (on).

[0133] Figure 8 (b):

[0134] The sun gear (S1) is a fixed element that is always fixed, and the input element is connected to the input shaft by a carrier (C).

[0135] Deceleration: Deceleration occurs when the clutch (CL1) connecting the output shaft and carrier (C) is disengaged (off) and the clutch (CL2) connecting the output shaft and sun gear (S2) is engaged (on).

[0136] Constant speed; when the clutch (CL1) is engaged (on) and the clutch (CL2) is operated and disengaged, constant speed is achieved.

[0137] FIG. 8 (d) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL2) in FIG. 8 (a) to provide a two-stage shifting characteristic of acceleration / constant speed, FIG. 8 (e) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL2) in FIG. 8 (b) to provide a two-stage shifting characteristic of deceleration / constant speed, and FIG. 8 (f) is an operation diagram of power transmission elements according to shifting characteristics, such as the state of the clutch, input elements, and output elements according to the shifting characteristics in FIGS. 8 (d) and (e).

[0138] Figure 9 illustrates a specific application method of the Type VI planetary gear of Figure 3.

[0139] (a) is a schematic diagram of a state in which a Type VI planetary gear is given a speed-up / constant speed shifting characteristic, (b) is a schematic diagram of a state in which a Type VI planetary gear is given a speed-down / constant speed shifting characteristic, and (c) is an operation diagram of power transmission elements according to the speed-up characteristics, such as the state of the clutch, input elements, and output elements according to the speed-up characteristics in (a) and (b) of Fig. 5.

[0140] Figure 9 (a):

[0141] The ring gear (R1) is a fixed element that is always fixed, and the input element is connected to the input shaft by the ring gear (R2).

[0142] Acceleration: Acceleration occurs when the clutch (CL1) connecting the output shaft and the ring gear (R2) is disengaged (off) and the clutch (CL2) connecting the output shaft and the carrier (C) is engaged (on).

[0143] Constant speed: Constant speed occurs when the clutch (CL1) is engaged (on) and the clutch (CL2) is disengaged (off).

[0144] Fig. 9 (b):

[0145] The ring gear (R1) is a fixed element that is always fixed, and the input element is connected to the input shaft by a carrier (C).

[0146] Deceleration: Deceleration occurs when the clutch (CL1) connecting the output shaft and the ring gear (R2) is engaged (on) and the clutch (CL2) connecting the output shaft and the carrier (C) is disengaged (off).

[0147] Constant speed: Constant speed occurs when the clutch (CL1) is disengaged (off) and the clutch (CL2) is engaged (on).

[0148] FIG. 9 (d) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL1) in FIG. 9 (a) to provide a two-stage shifting characteristic of acceleration / constant speed, FIG. 9 (e) is a schematic diagram of a state in which a one-way clutch (OWC) is applied instead of the clutch (CL1) in FIG. 9 (b) to provide a two-stage shifting characteristic of deceleration / constant speed, and FIG. 9 (f) is an operation diagram of power transmission elements according to shifting characteristics, such as the state of the clutch, input elements, and output elements according to the shifting characteristics in FIGS. 9 (d) and (e).

[0149] Figure 10 is a basic configuration diagram of a planetary gear for a reverse rotation transmission module having a three-speed or four-speed transmission characteristic applied to one embodiment of the present invention.

[0150] A reverse rotation transmission module with 3-speed or 4-speed characteristics has 3-speed or 4-speed characteristics consisting of one forward rotation speed range, one forward rotation constant speed range, and one or two reverse rotation ranges, and when performing forward rotation shifting, it functions as a forward rotation transmission module with 2-speed characteristics of a forward rotation speed range and a forward rotation constant speed range, and when necessary, a reverse rotation speed range characteristic (reverse range) that rotates in the reverse direction with respect to the input rotation direction can be selected.

[0151] Type VII is a schematic diagram of a planetary gear that provides reverse rotation transmission characteristics to Type III of Figure 3. It has the transmission characteristics of Type III when changing to forward rotation, and can select a reduced reverse rotation transmission characteristic with respect to the input rotation direction when necessary.

[0152] Type VIII is a schematic diagram of a planetary gear that provides reverse rotation transmission characteristics to Type IV of Fig. 3. It has the transmission characteristics of Type IV when changing to forward rotation, and can select a reverse rotation transmission characteristic for increased speed with respect to the input rotation direction when necessary.

[0153] Type IX is a schematic diagram of a planetary gear that provides reverse rotation transmission characteristics to Type IV in Fig. 3. It has the transmission characteristics of Type IV when performing forward rotation transmission, and can select a reverse rotation transmission characteristic with respect to the input rotation direction when necessary.

[0154] Typically, in this multi-stage transmission, only one set of reverse rotation transmission modules having reverse rotation transmission characteristics are placed, and it is preferable that they be placed at the rear end of the last forward rotation transmission module, i.e., at the final stage.

[0155] Fig. 11 illustrates a specific application method of the Type VII planetary gear of Fig. 10.

[0156] (a) is a schematic diagram of a Type VII planetary gear with a transmission characteristic of acceleration / constant speed / reverse rotation or deceleration / constant speed / reverse rotation, and (b) is an operation diagram of power transmission elements according to transmission characteristics, such as the state of the clutch, input elements, and output elements according to transmission characteristics.

[0157] Fig. 11 shows that a ring gear (R), which is an output element for reverse rotation, is added to Type III of Fig. 3, and the number of teeth of the gear (e.g., Zp1)<Zp2 또는 Zp1> According to Zp2), the gear shift characteristics of acceleration / constant speed / reverse rotation can be provided, or the gear shift characteristics of deceleration / constant speed / reverse rotation can be provided.

[0158] Acceleration or deceleration: The number of teeth of the gear (e.g. Zp1)<Zp2 또는 Zp1> According to Zp2), when the reverse clutch (CLr) to which the output shaft and the ring gear (R) are connected is disengaged (off), the clutch (CL1) to which the output shaft and the sun gear (S2) are connected is engaged (on), and the clutch (CL2) to which the output shaft and the sun gear (S1) are connected is disengaged (off), acceleration or deceleration occurs.

[0159] Constant speed: Constant speed is achieved when both the reverse clutch (CLr) and clutch (CL1) are disengaged (off) and the clutch (CL2) is engaged (on).

[0160] Reverse rotation: When the reverse clutch (CLr) is engaged (on) and both clutch (CL1) and clutch (CL2) are disengaged (off), reverse rotation occurs.

[0161] Fig. 12 illustrates a specific application method of the Type VIII planetary gear of Fig. 10.

[0162] (a) is a schematic diagram of a Type VIII planetary gear with a transmission characteristic of acceleration / constant speed / reverse rotation or deceleration / constant speed / reverse rotation, and (b) is an operation diagram of power transmission elements according to transmission characteristics, such as the state of the clutch, input elements, and output elements according to transmission characteristics.

[0163] Fig. 12 shows that a sun gear (S), which is an output element for reverse rotation, is added to Type IV of Fig. 3, and the gear tooth number condition (e.g., Zp1)<Zp2 또는 Zp1> According to Zp2), the gear shift characteristics of acceleration / constant speed / reverse rotation can be provided, or the gear shift characteristics of deceleration / constant speed / reverse rotation can be provided.

[0164] Acceleration or deceleration: The number of teeth of the gear (e.g. Zp1)<Zp2 또는 Zp1> According to Zp2), when the reverse clutch (CLr) to which the output shaft and the sun gear (S) are connected is disengaged (off), the clutch (CL1) to which the output shaft and the ring gear (R1) are connected is disengaged (off), and the clutch (CL2) to which the output shaft and the ring gear (R2) are connected is engaged (on), acceleration or deceleration occurs.

[0165] Constant speed: Constant speed is achieved when both the reverse clutch (CLr) and clutch (CL2) are disengaged (off) and the clutch (CL1) is engaged (on).

[0166] Reverse rotation: When the reverse clutch (CLr) is engaged (on) and both clutch (CL1) and clutch (CL2) are disengaged (off), reverse rotation occurs.

[0167] Fig. 13 illustrates a specific application method of the Type IX planetary gear of Fig. 10.

[0168] (a) is a schematic diagram of a Type IX planetary gear with a transmission characteristic of acceleration / constant speed / reverse rotation or deceleration / constant speed / reverse rotation, and (b) is an operation diagram of power transmission elements according to transmission characteristics, such as the state of the clutch, input elements, and output elements according to transmission characteristics.

[0169] Fig. 13 adds a sun gear (S), which is an input element for reverse rotation, to Type IV of Fig. 3, and the gear tooth number condition (e.g., Zp1)<Zp2 또는 Zp1> According to Zp2), the gear shift characteristics of acceleration / constant speed / reverse rotation can be provided, or the gear shift characteristics of deceleration / constant speed / reverse rotation can be provided.

[0170] Acceleration or deceleration: The number of teeth of the gear (e.g. Zp1)<Zp2 또는 Zp1> According to Zp2), when the reverse clutch (CLr) to which the input shaft and the sun gear (S) are connected is disengaged (off), the clutch (CL1) to which the output shaft and the ring gear (R1) are connected is disengaged (off), the clutch (CL2) to which the output shaft and the ring gear (R2) are connected is engaged (on), and the forward clutch (CLf) to which the input shaft and the ring gear (R1) are connected is engaged (on), acceleration or deceleration occurs.

[0171] Constant speed: Constant speed is achieved when both the reverse clutch (CLr) and clutch (CL2) are disengaged (off) and the forward clutch (CLf) and clutch (CL1) are engaged (on).

[0172] Reverse rotation: When the reverse rotation clutch (CLr) is engaged (on), the reverse rotation input element, the sun gear (S), and the input shaft are engaged, and the forward rotation clutch (CLr) is disengaged (off), and the forward rotation input element, the ring gear (R1), and the input shaft are disengaged, the reverse rotation condition is established. In this state, the clutch (CL1) connected to the output shaft and the ring gear (R1) operates to engage (on) and the clutch (CL2) connected to the ring gear (R2) is disengaged (off), or the clutch (CL1) connected to the output shaft and the ring gear (R1) is disengaged (off) and the clutch (CL2) connected to the ring gear (R2) is engaged (on), reverse rotation occurs at different gear ratios. In other words, either one of the two reverse rotation ranges can be selected.

[0173] Fig. 14 illustrates the basic configuration and specific application method of a planetary gear for a reverse rotation transmission module having a two-stage transmission characteristic applied to one embodiment of the present invention.

[0174] The reverse rotation transmission module with two-stage transmission characteristics has two-stage transmission characteristics of a forward rotation constant speed stage and a reverse rotation stage. Normally, the forward rotation constant speed stage operates, and when necessary, a reverse rotation transmission characteristic (reverse stage) that rotates in the opposite direction to the input rotation direction can be selected.

[0175] (a) is a basic configuration diagram of a planetary gear having a forward rotation constant speed stage and a reverse rotation stage, (b) is a schematic diagram of the planetary gear of (a) with constant speed (forward rotation) / reverse rotation transmission characteristics, and (c) is an operation diagram of power transmission elements according to transmission characteristics, such as the state of the clutch, input elements, and output elements according to transmission characteristics.

[0176] In Fig. 14, it is preferable that the reverse rotation be a decelerated reverse rotation.

[0177] The carrier (C) is a fixed element that is always fixed, and the input element is connected to the input shaft by a sun gear (S).

[0178] Constant speed: When the reverse rotation clutch (CLr) connected to the output shaft and ring gear (R) is separated (off) and the forward rotation clutch (CLf) connected to the output shaft and sun gear (S) is engaged (on), constant speed forward rotation occurs.

[0179] Reverse rotation: When the reverse clutch (CLr) is engaged (on) and the forward clutch (CLf) is disengaged (off), a decelerated reverse rotation occurs.

[0180] Figure 15 illustrates various shift patterns that can be implemented while maintaining the gear characteristics of the forward rotation shift module of the multi-stage transmission of Figure 1 the same.

[0181] In Fig. 15, it is shown that a total of eight gear stages can be achieved by combining three sets of forward rotation gear modules, and that eight different gear patterns can be implemented depending on the combination method of the forward rotation gear modules.

[0182] That is, by arranging the gear characteristics of the three sets of forward rotation transmission modules in various ways while maintaining the same total transmission range, eight types of transmission patterns with different maximum and minimum transmission ratios can be implemented, and by designing a multi-stage transmission by selecting one of the eight types of transmission patterns according to the load conditions of the prime mover, it is possible to easily respond to the load conditions of the prime mover.

[0183] For example, in shift pattern 1, the third forward rotation shift module has a two-stage shift characteristic of constant speed / deceleration, and the forward rotation shift stage is used for deceleration, whereas in shift pattern 2, the third forward rotation shift module has a two-stage shift characteristic of acceleration / constant speed, and the forward rotation shift stage is used for acceleration.

[0184] That is, without changing the gear characteristics of the third forward rotation transmission module in transmission patterns 1 and 2, the transmission characteristics of the third forward rotation transmission module can be changed to either a two-speed transmission characteristic of acceleration / constant speed or a two-speed transmission characteristic of deceleration / constant speed by simply swapping the input and output elements.

[0185] In this way, by using multiple forward rotation transmission modules that maintain the gear characteristics as they are, the total gear ratio can be maintained the same, while the gear ratio and minimum gear ratio of the multi-speed transmission can be implemented in various ways as many times as the total number of gear stages.

[0186] A specific design method for the above multi-stage transmission is described.

[0187] Determine the required total gear ratio, total number of gears, and gear pattern.

[0188] At this time, the total number of gears is a multiple of 2 (4th, 8th, 16th, 32nd,,,,,), and determining the gear pattern means which gear the constant speed gear will be set to.

[0189] In this way, the total gear ratio of each gear and the gear ratio between each gear are arithmetically calculated.

[0190] chamberlain

[0191] Total gear ratio: 11

[0192] Total number of gears: 16

[0193] Number of sets of forward rotation gear modules: 4 sets (calculated from the total number of gears, i.e. 2) 4 =16)

[0194] Constant speed gear: Decided to be placed in 8th gear (i.e., 7th gear for deceleration, 1st gear for constant speed, 8th gear for acceleration)

[0195] Calculating the gear steps (Sg) between each gear

[0196] Total gear ratio = Sg (16-1)

[0197] 11 = Sg 15

[0198] Sg = 1.1733

[0199] From the gear ratio Sg between each gear, the total gear ratio for each gear can be calculated as shown in Table 1.

[0200] Output gear ratio Gear ratio between gears Gear ratio between gears Total gear ratio per gear Speed ​​increase 8-speed 1.17330.2784 (1 / 1.1733) 8 )… … … … … … Speed ​​2nd stage 1.17330.7264 (1 / 1.1733 2 ) Speed ​​1st gear 1.17330.8523 (1 / 1.1733) Constant speed 1st gear 1.17331 Deceleration 1st gear 1.17331.1733 (1 x 1.1733) Deceleration 2nd gear 1.17331.3766 (1 x 1.1733 2 )… … … … … … … Deceleration 7th gear 1.17333.0610 (1 x 1.1733 7 )

[0201] In addition, the gear ratio of the nth forward rotation gear module can be determined by this. Gear ratio of the 4th forward rotation gear module = 1.1733

[0202] Shift width of the 3rd forward rotation transmission module = Shift width of the 4th forward rotation transmission module x Shift width of the 4th forward rotation transmission module = 1.1733 x 1.1733 = 1.3766

[0203] Shift width of the 2nd forward rotation transmission module = Shift width of the 3rd forward rotation transmission module x Shift width of the 3rd forward rotation transmission module = 1.3766 x 1.3766 = 1.8950

[0204] Shift width of the 1st forward rotation transmission module = Shift width of the 2nd forward rotation transmission module x Shift width of the 2nd forward rotation transmission module = 1.8950 x 1.8950 = 3.5910

[0205] The gear ratio of this forward rotation gearbox module is the gear ratio of the nth forward rotation gearbox module (W n ) is the gear ratio (W) of the n-1th forward rotation gear module. n-1 ) is calculated based on dividing it into two equal parts.

[0206] Once the two-stage gear characteristics (considering the gear pattern) and gear range of each forward rotation gear module are determined, the appropriate planetary gear type can be selected.

[0207] When the present invention is applied as described above, the design of a multi-stage transmission is made very simple.

[0208] Of course, the forward rotation transmission module can be selected by considering the actual gear characteristics (module, number of gear teeth, number of planetary gears, interference between gears, etc.) and the efficiency of power transmission, and if necessary, the total transmission range, total transmission ratio for each gear, etc. can be mutually readjusted.

[0209]

[0210] < Key Terms and Their Abbreviations >

[0211] Sun Gear: S, S1, S2

[0212] Ring gear: R, R1, R2

[0213] Planetary Gear: P, P1, P2

[0214] Carrier: C

[0215] Clutch: CL, CL1, CL2

[0216] Number of Teeth: Z

[0217] Number of gear teeth: Zs, Zs1, Zs2

[0218] Number of ring gear teeth: Zr, Zr1, Zr2

[0219] Number of planetary gear teeth: Zp, Zp1, Zp2

[0220] Number of Rotation: N

[0221] Sun gear rotation speed: Ns

[0222] Ring gear rotation speed: Nr

[0223] Carrier rotation speed: Nc

[0224] Clutch for reverse: CLr

[0225] Clutch for forward: CLf

[0226] One Way Clutch: OWC

[0227] Input Shaft

[0228] Output Shaft

[0229] Deceleration (Under Drive), Equal Drive, Over Drive

[0230] Gear ratio: Ratio

[0231] Shift width: gear step / step jump

[0232]

[0233] The above description of the present invention is for illustrative purposes only, and a person having ordinary skill in the art to which the present invention pertains can implement the present invention in various forms.

[0234] Therefore, it should be understood that the embodiments described above are illustrative in all respects and not restrictive. For example, each component described as a single unit may be implemented in a distributed manner, and similarly, components described as distributed may be implemented in a combined manner.

[0235] The scope of the present invention is defined by the claims set forth below.

[0236]

[0237] The present invention can be used as a multi-stage transmission having multiple gear stages in various industrial fields such as automobiles, bicycles, and wind turbines.

Claims

1. Multiple forward rotation transmission modules are connected in a row from the input shaft to the output shaft. Each of the above forward rotation transmission modules has a two-stage transmission characteristic consisting of one forward rotation gear for forward rotation acceleration or forward rotation deceleration and one forward rotation constant speed gear for forward rotation constant speed. The gear ratio of the nth gear ratio module among the above plurality of gear ratio modules is W. n When defined as W, a pair of adjacently connected forward rotation transmission modules are all n-1 > W n A multi-stage transmission comprising a plurality of forward rotation transmission modules having a two-stage transmission characteristic characterized by having a relationship of (n>1).

2. In paragraph 1, The above-mentioned forward rotation transmission modules are provided in three or more sets, and all three of the above-mentioned forward rotation transmission modules connected in series are W n-2 > ( W n-1 x W n ) A multi-stage transmission combining a plurality of forward rotation transmission modules having a two-stage transmission characteristic characterized by having a relationship of (n>2).

3. In paragraph 1, A multi-stage transmission combining a plurality of forward rotation transmission modules having a two-stage transmission characteristic, characterized in that the total number of gear stages of the plurality of forward rotation transmission modules corresponds to a gear stage that is an exponential multiple of 2 where the number of sets of the plurality of forward rotation transmission modules is an index.

4. In paragraph 1, A multi-stage transmission combining a plurality of forward rotation transmission modules having a two-stage transmission characteristic, characterized in that a reverse rotation transmission module having one forward rotation constant speed stage and at least one reverse rotation stage for reverse rotation is connected to the rear end of a forward rotation transmission module arranged at the rear end among the plurality of forward rotation transmission modules.

5. In paragraph 1, A multi-stage transmission combining a plurality of forward rotation transmission modules having a two-stage transmission characteristic, characterized in that a reverse rotation transmission module having one forward rotation transmission stage, one forward rotation constant speed stage, and at least one reverse rotation stage for reverse rotation is connected to the rear end of the forward rotation transmission module arranged at the rear end among the plurality of forward rotation transmission modules.

6. In paragraph 1, The above-mentioned forward rotation transmission module is of a planetary gear type, and one fixed element selected from among a sun gear, a ring gear, and a carrier is always fixed, and the one forward rotation transmission stage can obtain a transmission ratio of mutually inverse ratio of acceleration or deceleration by exchanging an input element and an output element, and the one forward rotation constant speed stage can obtain a constant speed with a transmission ratio of 1 by connecting an output shaft to the input element and idling the output element, a multi-stage transmission having a two-stage transmission characteristic by combining a plurality of forward rotation transmission modules.

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