Lever type continuously variable transmission

Abstract

The lever-type continuously variable transmission is composed of a power transmission mechanism, a cam control mechanism and a speed control mechanism, and mainly includes crankshaft, connecting rod, lever, rack, output gear, camshaft and speed control motor. The principle is to change the position of the support point of the lever to change the power arm and resistance arm of the lever, thereby changing the transmission ratio of the transmission, which can achieve continuous change of the transmission ratio, and realize that the continuously variable transmission will not slip when transmitting power. It has high reliability, a large range of transmission ratio changes, a small number of transmission parts, a compact structure, and a small axial size of the transmission. It can adopt a one-way power transmission mode or a two-way power transmission mode, and is suitable for the speed change requirements of various equipment, especially automotive transmissions.

Description

Technical Field

[0001] The invention relates to the technical field of transmission, in particular to a continuously variable transmission of a lever mechanism. Background Art

[0002] Continuously variable transmission is a speed change device used in automobile transmission systems. The performance of the transmission will directly affect the overall performance of the automobile.

[0003] At present, the continuously variable transmission of automobiles uses friction to transmit power, but its disadvantages are: the transmission is easy to slip when transmitting power, the reliability is low, and its service life is affected; the transmission torque is small, and it is generally only suitable for engines with small torque; the transmission ratio range is small, generally only about 7. The lever-type continuously variable transmission uses the changes in the power arm and the resistance arm of the lever to change the transmission ratio of the transmission, and can achieve continuous changes in the transmission ratio. It will not slip when transmitting power, has high reliability, a large transmission ratio range, a small number of transmission parts, a compact structure, and can adopt a one-way power transmission mode or a two-way power transmission mode. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a lever-type continuously variable transmission with a brand-new structure, which will not slip when transmitting power, has high reliability, large torque transmission, a large transmission ratio variation range, a compact structure, and low manufacturing cost, thereby overcoming the shortcomings of existing continuously variable transmissions.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is: a lever-type continuously variable transmission, including a speed control mechanism, a cam control mechanism, and a power transmission mechanism, characterized in that: the power transmission mechanism is composed of an input shaft, a crankshaft, two or more power transmission groups, and an output shaft, each power transmission group includes a connecting rod, a lever, a rack, an output gear, a one-way clutch, and a coupling sleeve, and the lever swings with the support shaft as a fulcrum; the crankshaft is provided with connecting rod journals with the same number as the connecting rod, the input end of the connecting rod is sleeved on the connecting rod journal, and the connecting rod journal is evenly distributed at the crankshaft angle; the one-way clutch is installed between the output shaft and the output gear; the two ends of the lever are respectively connected to the connecting rod and the rack The gear shift control mechanism is connected to the support shaft and can control the support shaft to move on the lever, thereby changing the fulcrum position of the lever; a top wheel and a cam are arranged above the rack, the top wheel is loosely sleeved on the camshaft, the top wheel is used to cause the rack to mesh with the output gear, and the cam is used to drive the rack and the output gear to cyclically mesh and separate; a spline hub is also installed on the output shaft, and a coupling sleeve is installed on the spline hub, the spline hub is connected to the output shaft through the spline, when the top wheel presses against the rack to mesh the rack with the output gear, the coupling sleeve and the coupling teeth of the output shaft are separated, otherwise, the coupling sleeve and the coupling teeth of the output shaft are engaged and connected; the camshaft and the top wheel are driven by the cam control mechanism.

[0006] A through hole is provided in the middle of the lever, a slider is arranged in the through hole, the shaft of the support shaft passes through all the sliders, and the adjustment part of the support shaft is connected to the speed control mechanism.

[0007] The speed control mechanism comprises a speed control motor, an intermediate transmission assembly, and a screw rod, and the screw rod is threadedly connected to the adjustment part of the support shaft.

[0008] The intermediate transmission assembly includes a worm, a worm wheel, an active reduction gear, and a driven reduction gear. The worm is driven by a speed control motor and meshes with the worm wheel. The worm wheel drives the active reduction gear, and the active reduction gear meshes with the driven reduction gear. The driven reduction gear is mounted on the screw.

[0009] A spring is installed on the lever, the other end of the spring is connected to the rack, and the spring is a diaphragm spring or a coil spring.

[0010] The cam control mechanism includes an electromagnet for controlling the position change of the top wheel and a sprocket transmission mechanism for driving the camshaft to rotate. The sprocket transmission mechanism is powered by the input shaft. The number of cams is the same as that of connecting rod journals. The cams are arranged on the camshaft in a projected circumferentially uniformly distributed structure.

[0011] A forward coupling sleeve is arranged on the input shaft, and a reverse gear driving gear is arranged on the input shaft. The reverse gear idler gear meshes with the reverse gear driving gear and the reverse gear driven gear respectively. When the reverse gear is in reverse gear, the forward coupling sleeve meshes with the reverse gear driving gear, and the power is transmitted to the reverse gear driven gear through the input shaft, the reverse gear driving gear and the reverse gear idler gear.

[0012] The transmission ratio between the crankshaft and the camshaft is 1:1.

[0013] The lever further comprises a guide seat, and a roller is arranged on the end of the lever on the connecting rod side, and the roller moves in a guide groove of the guide seat.

[0014] There are two power transmission mechanisms, forming a front power transmission group and a rear power transmission group respectively. The connecting rod journal is arranged at a crankshaft angle of 180°, and the cam is arranged at a camshaft angle of 180°.

[0015] The speed control mechanism consists of a speed control motor, a worm, a worm wheel, an active reduction gear, a driven reduction gear, a screw and a support shaft position sensor. Except for the speed control motor, which has only one part, the rest of the parts have two parts. The screw is connected to both ends of the support shaft by threads, and both ends of the screw are installed on the housing. The worm is driven by the speed control motor and meshes with the two worm wheels. The active reduction gear meshes with the driven reduction gear. The driven reduction gear is installed on the screw. The support shaft position sensor is installed on the side of the support shaft to sense the position of the support shaft. In order to ensure smooth power transmission of the transmission, a torsional damper can be added to the front or rear end of the input shaft. In order to reduce the size of the transmission, the input shaft, crankshaft and output shaft can be placed on the same side of the lever. In order to further simplify the structure of the transmission, the power input can be directly input by the crankshaft, and there is no need to set up the input shaft and the corresponding gear separately. In order to increase the transmission ratio of the transmission, the support shaft and the rack pin are as close as possible. The following measures can be taken:

[0016] (1) The middle part of the lever is designed to be tilted so that the center line of the rack pin and connecting rod pin forms an angle with the center line of the square hole in the middle of the lever.

[0017] (2) Shift the middle part of the lever horizontally so that the center lines of the rack pin and connecting rod pin are parallel to the center line of the square hole in the middle of the lever.

[0018] Compared with the prior art, the present invention has the following advantages: the principle of the lever-type continuously variable transmission is to utilize the position of the support point of the lever to change the power arm and the resistance arm of the lever, thereby changing the transmission ratio of the transmission, and can realize continuous change of the transmission ratio, so that the continuously variable transmission will not slip when transmitting power, has high reliability, a large range of transmission ratio changes, a small number of transmission parts, a compact structure, a small axial size of the transmission, and can adopt a unidirectional power transmission mode or a bidirectional power transmission mode, thereby overcoming the shortcomings of the existing continuously variable transmission and being suitable for the speed change requirements of various types of equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is an overall structural diagram of an embodiment of a lever-type continuously variable transmission of the present invention.

[0020] Figure 2 It is a partial structural diagram of the input shaft, crankshaft, etc. of the lever-type continuously variable transmission of the present invention.

[0021] Figure 3 It is a partial structural diagram of the lever-type continuously variable transmission connecting rod, lever, rack and output gear of the present invention.

[0022] FIG. 4( a ) is a structural diagram of the output shaft of the lever-type continuously variable transmission of the present invention.

[0023] FIG. 4( b ) is a cross-sectional view of the output shaft of the lever-type continuously variable transmission of the present invention.

[0024] Figure 5 It is a structural diagram of the cam control mechanism of the lever type continuously variable transmission of the present invention.

[0025] FIG. 6( a ) is a structural diagram of the lever-type continuously variable transmission speed control mechanism of the present invention.

[0026] FIG6( b ) is a top view of the speed change control mechanism.

[0027] Figure 7 This is a working state diagram of the lever-type continuously variable transmission of the present invention in the one-way power transmission mode.

[0028] FIG8( a ) is a diagram showing the working condition of the front power transmission group of the lever-type continuously variable transmission of the present invention (one-way power transmission mode).

[0029] FIG8( b ) is a diagram showing the working condition of the rear power transmission group of the lever-type continuously variable transmission of the present invention (one-way power transmission mode).

[0030] FIG. 9( a ) and FIG. 9( b ) are transmission ratio variation diagrams of the lever-type continuously variable transmission of the present invention.

[0031] Fig.10 It is a working state diagram of the lever-type continuously variable transmission of the present invention in the bidirectional power transmission mode.

[0032] FIG. 11( a ) is a diagram showing the working condition of the front power transmission group when the lever of the lever-type continuously variable transmission of the present invention is in the middle area (bidirectional power transmission mode).

[0033] FIG11( b ) is a diagram showing the working condition of the rear power transmission group when the lever of the lever-type continuously variable transmission of the present invention is in the middle area (bidirectional power transmission mode).

[0034] FIG12( a ) is a diagram showing the working condition of the front power transmission group when the lever of the lever-type continuously variable transmission of the present invention swings to the limit points on both sides (bidirectional power transmission mode).

[0035] FIG12( b ) is a diagram showing the working condition of the rear power transmission group when the lever of the lever-type continuously variable transmission of the present invention swings to the limit points on both sides (bidirectional power transmission mode).

[0036] Figures 13(a) and 13(b) show the reverse gear operation of the lever-type continuously variable transmission of the present invention.

[0037] Fig.14 FIG. 1 is a diagram showing the change in position of the input shaft and crankshaft of the lever-type continuously variable transmission of the present invention. FIG.

[0038] Fig.15 This is a diagram (II) showing the change in position of the input shaft and crankshaft of the lever-type continuously variable transmission of the present invention.

[0039] Fig.16 This is a diagram (1) showing the change in the lever structure of the lever-type continuously variable transmission of the present invention.

[0040] Fig.17 This is a diagram (2) showing the change in the lever structure of the lever-type continuously variable transmission of the present invention. DETAILED DESCRIPTION

[0041] The invention is a lever type continuously variable transmission which is mainly composed of a crank connecting rod mechanism, a lever mechanism and a gear rack mechanism.

[0042] Below, the technical solution of the present invention is further described in conjunction with the accompanying drawings and specific embodiments:

[0043] See also Figure 1-17 The lever-type continuously variable transmission of this embodiment is composed of three parts: a power transmission mechanism, a cam control mechanism and a speed control mechanism.

[0044] The power transmission mechanism is mainly composed of an input shaft 22 , a reverse gear shaft 23 , a crankshaft 24 , a connecting rod 25 , a lever 21 , a support shaft 12 , a guide seat 26 , a rack 17 , an output gear 16 and an output shaft 15 .

[0045] The input shaft 22 is provided with a forward driving gear 33, a reverse driving gear 31, a forward engaging sleeve 32, a timing driven gear 34, and a timing driving sprocket 35. Except for the forward engaging sleeve 32, all other gears are mounted on the input shaft. Figure 2 The timing driven gear 34 and the timing driving sprocket 35 are connected as one body, and the forward engaging sleeve 32 is installed between the forward driving gear 33 and the reverse driving gear 31, and can be engaged with the engaging teeth of the forward driving gear 33 and the reverse driving gear respectively, so as to realize the forward gear or the reverse gear.

[0046] A reverse gear idler gear 30 is disposed on the reverse gear shaft 23 , and the reverse gear idler gear 30 is meshed with a reverse gear driving gear 31 and a reverse gear driven gear 38 respectively.

[0047] There are forward driven gear 37, reverse driven gear 38 and crankshaft timing gear 36 on the crankshaft. The forward driven gear 37 is meshed with the forward driving gear 33, and the crankshaft timing gear 36 is meshed with the timing driven gear 34. There are two connecting rod journals 39 on the crankshaft 24. The large end of the connecting rod 25 is installed on the journal 39 of the crankshaft 24, and the journal 39 is arranged at a crankshaft rotation angle of 180°.

[0048] like Figure 3As shown, the lever 21 is equipped with a connecting rod pin 45, a roller pin 44 and a rack pin 41, and the small end of the connecting rod 25 is installed on the connecting rod pin 45. The roller 43 is installed on the roller pin 44, and the roller 43 moves in the guide groove 49 of the guide seat 26, and the guide seat 26 is fixed. One end of the rack 17 is connected to the lever 21 through the rack pin 41, and the rack 17 is meshed with the output gear 16. There is a rectangular through hole 40 in the middle part of the lever 21, and a slider 47 is installed in the rectangular through hole 40. One side of the support shaft 12 is processed into a square shape, and a square nut 48 is installed on the other side. The slider 47 is loosely sleeved on the support shaft 12. The slider 47 has a square shape and contacts the rectangular through hole 40 of the lever. A diaphragm spring 42 is installed above the lever 21, and the other end of the diaphragm spring 42 is connected to the rack 17.

[0049] The output shaft 15 is provided with a one-way clutch 58, a spline hub 57, an engagement sleeve 55 and an output gear 16, as shown in FIG4(a) for an outline view and FIG4(b) for a cross-sectional view. The one-way clutch 58 is installed between the output shaft 15 and the output gear 16, the engagement sleeve 55 is installed on the spline hub 57, the spline hub 57 is connected to the output shaft 15 via a spline, and the engagement sleeve 55 can move left and right and can engage or disengage with the engagement teeth 56 on the output gear 16.

[0050] There are two connecting rods, connecting rod pins, levers, sliders, diaphragm springs, racks, output gears, one-way clutches, spline hubs, coupling sleeves, etc., forming two groups of front power transmission groups and rear power transmission groups respectively.

[0051] Since the two connecting rod journals on the crankshaft are at an angle of 180 degrees, the relative position of the front and rear power transmission groups is 180 degrees of crankshaft rotation, so that the crankshaft can transmit power alternately to the front and rear power transmission groups, and then to the output shaft.

[0052] The cam control mechanism is composed of a crankshaft timing gear 36, an intermediate timing gear 34, a driving timing sprocket 35, a chain 20, a driven timing sprocket 65, a camshaft 18, a top wheel 63, a control rod 61 and an electromagnet 62. Figure 5 As shown. The camshaft 18 has two cams 60, a top wheel 63 control rod 61 and an electromagnet 62. The angle between the two cams is 180 degrees. The top of each cam is an arc with an arc angle of 180 degrees. The top wheel 63 is sleeved on the camshaft 18 and does not rotate with the camshaft 18. The electromagnet 62 is connected to the top wheel 63 through a control rod 61, and the electromagnet 62 can control the position of the top wheel 63. The transmission ratio of the crankshaft 24 to the camshaft 18 is 1:1.

[0053] As shown in FIG6 , the speed control mechanism is composed of a speed control motor 19, a worm 76, a worm wheel 73, an active reduction gear 74, a driven reduction gear 71, a screw 14 and a support shaft position sensor 75. Except for the speed control motor 19, which is only one, the other parts are two. The screw 14 is connected to both ends of the support shaft 12 by threads, and both ends of the screw 14 are mounted on the housing 72. The worm 76 is driven by the speed control motor 19 and meshes with the two worm wheels. The active reduction gear 74 meshes with the driven reduction gear 71, and the driven reduction gear 71 is mounted on the screw 14. The support shaft position sensor 75 is mounted on the side of the support shaft 12 to sense the position of the support shaft 12.

[0054] 1. Work process analysis:

[0055] 1. One-way power transmission mode

[0056] 1) Power transmission process

[0057] When the transmission is in the forward gear position, the forward coupling sleeve 32 moves rightward, engaging the input shaft 22 with the forward driving gear 33. The top wheel 63 rotates counterclockwise around the camshaft 18 by an angle through the control rod 61 under the action of the electromagnet 62. The top wheel 63 presses down the rack 17, and the rack 17 meshes with the output gear 16. Figure 7 As shown, at this time, the rack is not controlled by the cam 60. At the same time, the engagement sleeves 55 are respectively located on both sides, as shown in Figure 4, and the engagement sleeves 55 and the engagement teeth 56 of the output gear 16 are not engaged.

[0058] When the input shaft 22 rotates clockwise, the crankshaft 24 is driven to rotate counterclockwise through the forward driving gear meshing 33 and the forward driven gear 37. As shown in FIG8(a), the connecting rod 25 of the front power transmission group moves rightward under the drive of the crankshaft 24, driving the lever 21 to swing counterclockwise around the support shaft 12, and the upper end of the lever 21 pushes the rack 17 to move leftward, thereby pushing the output gear 16 to rotate counterclockwise. At this time, the one-way clutch 58 is locked, so the power is transmitted from the output gear 16 to the output shaft 15 through the one-way clutch 58 to achieve power transmission.

[0059] As shown in Figure 8(b), the connecting rod 25 of the rear power transmission group moves left under the drive of the crankshaft 24, driving the lever 21 to swing clockwise around the support shaft 12, and the upper end of the connecting rod 21 drives the rack 17 to move right, thereby pushing the output gear 16 to rotate clockwise. Since the one-way clutch 58 is in a free state, the output gear 16 cannot transmit power to the output shaft 15, so the rear power transmission group does not transmit power.

[0060] There is an angle of 180 degrees between the two connecting rod journals 39 on the crankshaft 24, so the relative position of the front and rear power transmission groups is 180 degrees of crankshaft rotation. The crankshaft can alternately transmit power to the front and rear power transmission groups, and then to the output shaft, the main reducer driving gear and the main reducer driven gear, so as to realize continuous and uninterrupted power transmission.

[0061] In this mode, since the gear and the output shaft are connected only by a one-way clutch, power can only be transmitted from the output gear 16 to the output shaft 15, and cannot be transmitted from the output shaft 15 to the 16 output gear. Therefore, only one-way power transmission from the input shaft 22 to the output shaft 15 can be achieved.

[0062] 2) Change of transmission ratio

[0063] By changing the up and down position of the support shaft 12, the support point of the lever 21 can be changed, and the power arm and the resistance arm of the lever 21 can be changed, thereby changing the transmission ratio of the transmission. As shown in FIG9 , when the support shaft is close to the connecting rod pin, the power arm of the lever 21 is short and the resistance arm is long, and the transmission ratio is small; when the support shaft is close to the rack pin, the power arm of the lever 21 is long and the resistance arm is short, and the transmission ratio is large.

[0064] The up and down position of the support shaft 12 is controlled by the speed control motor 19, which rotates the screw 14 through the worm 76, the worm wheels 73 on both sides, the active reduction gear 74, and the driven reduction gear 71, thereby driving the support shaft 12 to move up and down, thereby changing the transmission ratio of the transmission.

[0065] Since the up and down movement of the support shaft can be changed continuously, the transmission can achieve stepless speed change.

[0066] 2. Bidirectional power transmission mode

[0067] When the transmission needs bidirectional power transmission, the electromagnet 62 pushes the control rod 61 to the right, so that the two top wheels 63 on the camshaft 18 rotate clockwise by an angle, so that the top wheels 63 are completely separated from the rack 17. The upper and lower positions of the rack 17 are determined by the cam 60. Fig.10 As shown, at the same time, the two engagement sleeves 55 on the output shaft 15 move toward the output gear 16, and the engagement sleeves 55 engage with the engagement teeth of the output gear 16.

[0068] When the input shaft 22 rotates clockwise, the crankshaft 24 is driven to rotate counterclockwise through the forward driving gear meshing 33 and the forward driven gear 37 .

[0069] When the lever 21 is in the middle area:

[0070] The connecting rod 25 of the front power transmission group moves rightward under the drive of the crankshaft 24, driving the lever 21 to swing counterclockwise around the support shaft 12, and the upper end of the lever 21 pushes the rack 17 to move leftward, as shown in FIG11(a). Since the top of the cam 60 contacts the rack, the cam 60 presses the rack 17 down to mesh with the output gear 16, and the rack 17 moves leftward to push the output gear 16 to rotate counterclockwise. Since the coupling sleeve 55 is engaged with the coupling teeth of the output gear 16, the output gear 16 transmits power to the output shaft through the coupling sleeve 55, thereby realizing power transmission.

[0071] The connecting rod 25 of the rear power transmission group moves leftward under the drive of the crankshaft 24, driving the lever 21 to swing clockwise around the support shaft 12, and the upper end of the lever 21 drives the rack 17 to move rightward, as shown in FIG11(b). Since the cam 60 base circle is in contact with the rack, the diaphragm spring 42 bounces the rack 17 upward, completely separating the rack 17 from the output gear 16, and the rear power transmission group does not transmit power.

[0072] When the lever 21 swings to the limit points on both sides:

[0073] The rack 17 of the front power transmission group starts to contact the base circle from the top of the cam 60, as shown in FIG12(a). At this time, the rack 17 is lifted upward by the diaphragm spring 42 and gradually separated from the output gear 16, interrupting the power transmission. The rack 17 of the rear power transmission group moves from the base circle of the cam 60 to the top. Under the action of the cam 60, the rack 17 is pressed down to mesh with the output gear 16. When the rack 17 moves to the left, it pushes the output gear 16 to start power transmission, thereby realizing the alternation of power transmission between the front and rear power transmission groups.

[0074] Since there is a crankshaft rotation angle of 180 degrees between the two connecting rod journals 39 on the crankshaft 24 and the two cams 60 of the camshaft 18, the front and rear power transmission groups transmit power alternately at a crankshaft rotation angle of 180 degrees.

[0075] Since the output gear 16 and the output shaft 15 are rigidly connected via the coupling sleeve, power can be transmitted not only from the input shaft 22 to the output shaft 15 but also from the output shaft 15 to the input shaft 22, thus achieving bidirectional power transmission of the transmission.

[0076] 3. Change of power transmission mode

[0077] In the one-way power transmission mode, the support shaft 12 can move up and down continuously at will, so that the transmission can achieve stepless speed change. At this time, only one-way power transmission from the input shaft to the output shaft can be achieved.

[0078] To realize the two-way power transmission mode, it is necessary to ensure that the racks 17 of the front and rear power transmission groups can fully mesh with the output gear 16, so that the racks 17 and the output gear 16 will not be engaged. Therefore, the support shaft 12 cannot move up and down arbitrarily in the two-way power transmission mode. If the transmission ratio needs to be changed, the two-way power transmission mode should be exited first. In the one-way power transmission mode, the support shaft 12 moves up and down. The position of the support shaft 12 is sensed by the support shaft position sensor 75. When the support shaft 12 moves to the output gear 16 and the rack 17 of the front and rear power transmission groups and can accurately mesh, the one-way power transmission mode can be changed to the two-way power transmission mode to realize the switching between different gears.

[0079] When the support shaft 12 moves, the rack 17 and the output gear 16 can be fully meshed at multiple positions, that is, two-way power transmission can be achieved at multiple positions, so that the transmission can achieve multiple gears.

[0080] 4. Reverse gear

[0081] The reverse gear must adopt a two-way power transmission mode. As shown in FIG13 , when the reverse gear is engaged, the forward coupling sleeve 32 on the input shaft 22 moves to the left, engaging the input shaft 22 with the reverse gear driving gear 31, and the power passes through the input shaft 22, the reverse gear driving gear 31, the reverse idler gear 30, and then to the reverse gear driven gear 38. Since the reverse idler gear 30 is added in the middle, the rotation direction of the reverse gear driven gear 38, i.e., the crankshaft 24 and the camshaft 18, is changed. When transmitting power, the rotation direction of the front and rear power transmission groups and the output shaft is opposite to that of the forward gear, thereby realizing the reverse gear power transmission.

[0082] 2. Changes in the position of the transmission input shaft and crankshaft

[0083] In order to reduce the size of the transmission, the input shaft 22, the crankshaft 24 and the output shaft 15 can be placed on the same side of the lever 21, such as Fig.14 shown.

[0084] In order to further simplify the structure of the transmission, the power input can be directly input from the crankshaft, without the need to set up a separate input shaft and corresponding gears, such as Fig.15 shown.

[0085] 3. Changes in the transmission lever structure

[0086] In order to increase the transmission ratio of the transmission, the support shaft 12 and the rack pin 41 are as close as possible, and the following measures can be taken:

[0087] (1) The middle part of the lever 21 is designed to be tilted so that the center line 80 of the rack pin 41 and the connecting rod pin 45 is at an angle to the center line 81 of the square hole 40 in the middle of the lever, such as Fig.16 shown.

[0088] (2) The middle part of the lever 21 is translated so that the center line 80 of the rack pin 41 and the connecting rod pin 45 is parallel to the center line 81 of the square hole 40 in the middle of the lever, as shown in FIG. Fig.17 shown.

[0089] There must be at least two power transmission groups, and there can be more than two. For example, three, four, five or six power transmission groups can be designed. When there are four power transmission groups, the power output will be smoother than when there are two groups. At this time, four connecting rod journals are arranged along the axis of the crankshaft, and the angle between the connecting rod journals is 90°. Six cams are arranged along the axis of the camshaft, and the angle between the cams is also 90°.

[0090] The above-mentioned embodiments are only embodiments of the present invention and are not intended to limit the present invention in any form. There are other variations and modifications without exceeding the technical solutions described in the claims. Partial changes made to the technical solutions of the present invention without creative labor, or equivalent replacements of partial technical features of the technical solutions of the present invention, all fall within the protection scope of the present invention.

Claims

1. A lever-type continuously variable transmission, comprising a speed control mechanism, a cam control mechanism, and a power transmission mechanism. Features: The power transmission mechanism consists of an input shaft, a crankshaft, two or more power transmission groups, and an output shaft. Each power transmission group includes a connecting rod, a lever, a rack, and an output gear connected in sequence. The lever swings with the support shaft as a fulcrum; the crankshaft is provided with connecting rod journals with the same number as the connecting rods, and the input end of the connecting rod is sleeved on the connecting rod journals, and the connecting rod journals are arranged evenly distributed at the crankshaft angle; the output shaft and the output gear are connected by a one-way clutch or a coupling sleeve; the two ends of the lever are respectively connected to the connecting rod and the rack; the speed control mechanism is connected to the support shaft and can control the movement of the support shaft on the lever, thereby changing the fulcrum position of the lever; a top wheel and a cam are arranged above the rack The top wheel is loosely sleeved on the camshaft, the top wheel is used to cause the rack to mesh with the output gear, and the cam is used to drive the rack and the output gear to cyclically mesh and separate; a spline hub is also installed on the output shaft, and the coupling sleeve is installed on the spline hub, and the spline hub is connected to the output shaft through a spline, when the top wheel presses against the rack to mesh with the output gear, the coupling sleeve and the coupling teeth of the output shaft are separated, otherwise, the coupling sleeve and the coupling teeth of the output shaft are engaged and connected; the camshaft and the top wheel are driven by a cam control mechanism; the transmission ratio of the crankshaft and the camshaft is 1:1; it also includes a guide seat, and a roller is arranged on the end of the lever on the connecting rod side, and the roller moves in the guide groove of the guide seat.

2. The lever-type continuously variable transmission according to claim 1, Features: A through hole is provided in the middle of the lever, a slider is arranged in the through hole, the shaft of the support shaft passes through all the sliders, and the adjustment part of the support shaft is connected to the speed control mechanism.

3. The lever-type continuously variable transmission according to claim 2, Features: The speed control mechanism comprises a speed control motor, an intermediate transmission assembly, and a screw rod, and the screw rod is threadedly connected to the adjustment part of the support shaft.

4. The lever-type continuously variable transmission according to claim 3, Features: The intermediate transmission assembly includes a worm, a worm wheel, an active reduction gear, and a driven reduction gear. The worm is driven by a speed control motor and meshes with the worm wheel. The worm wheel drives the active reduction gear, and the active reduction gear meshes with the driven reduction gear. The driven reduction gear is mounted on the screw.

5. The lever-type continuously variable transmission according to any one of claims 1 to 4, Features: A spring is installed on the lever, the other end of the spring is connected to the rack, and the spring is a diaphragm spring or a coil spring.

6. The lever-type continuously variable transmission according to claim 5, Features: The cam control mechanism includes an electromagnet for controlling the position change of the top wheel and a sprocket transmission mechanism for driving the camshaft to rotate. The sprocket transmission mechanism is powered by the input shaft. The number of cams is the same as that of connecting rod journals. The cams are arranged on the camshaft in a projected circumferentially uniformly distributed structure.

7. The lever-type continuously variable transmission according to claim 6, Features: A forward coupling sleeve is arranged on the input shaft, and a reverse gear driving gear is arranged on the input shaft. The reverse gear idler gear meshes with the reverse gear driving gear and the reverse gear driven gear respectively. When the reverse gear is in reverse gear, the forward coupling sleeve meshes with the reverse gear driving gear, and the power is transmitted to the reverse gear driven gear through the input shaft, the reverse gear driving gear and the reverse gear idler gear.

8. The lever-type continuously variable transmission according to claim 7, Features: There are two power transmission mechanisms, forming a front power transmission group and a rear power transmission group respectively. The connecting rod journal is arranged at a crankshaft angle of 180°, and the cam is arranged at a camshaft angle of 180°.

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