A continuously variable transmission applied to a CVT gearbox

Abstract

The invention relates to a continuously variable transmission applied to a CVT gearbox, comprising a speed changing mechanism, a clamping mechanism and a speed regulating mechanism. The speed changing mechanism is installed on a shaft body, and the speed changing mechanism is respectively connected to a power input mechanism and a power output mechanism along two sides of the shaft body; the clamping mechanism is distributed along the axial direction of the shaft body and is located on two sides of the speed changing mechanism, and the clamping mechanism is pressurized by a first hydraulic system to ensure that the speed changing mechanism transmits torque normally; the speed regulating mechanism is located at the radial end of the shaft body and is combined with the speed changing mechanism, and the speed regulating mechanism realizes the speed changing of the speed changing mechanism by an acceleration and deceleration control method of a second hydraulic system; the invention solves the structural problems of the existing CVT gearbox such as small input torque, limited speed changing range and high cost, a steel ring friction pair replaces a chain and a steel belt transmission friction pair, and the cost and manufacturing technology are greatly reduced, and the performance of the CVT gearbox is pushed to a higher application field, and can reach a performance range covering all AT gearboxes.

Description

Technical Field

[0001] The present invention belongs to the technical field of continuously variable transmissions, and in particular relates to a continuously variable transmission applied to a CVT gearbox. Background Art

[0002] The continuously variable transmission mechanism of the current CVT is a mechanical continuously variable transmission mechanism. Although there are many types of mechanical continuously variable transmissions, the mechanical continuously variable transmission transmission is usually composed of three parts: a transmission mechanism, a pressurizing device, and a speed regulating mechanism. This mechanism is a necessary functional mechanism. The three functions of continuously variable transmission, pressurizing, and speed regulation are realized respectively. The present invention is invented to realize the continuously variable transmission function specifically applied to CVT transmissions, while improving and solving the shortcomings of existing CVT transmissions (low transmission torque, short life, limited speed ratio, etc.). These shortcomings are mainly related to the failure mode of the continuously variable transmission transmission mechanism.

[0003] The main failure mode of existing CVTs is the wear of the continuously variable transmission's transmission mechanism; the wear includes: surface contact fatigue, adhesive wear (including bonding) and abrasive wear (generally a non-main failure mode of CVTs during the initial product running-in period).

[0004] The friction pair structure should exclude non-structural factors (working conditions, roughness, hardness, lubrication, temperature, etc.). Contact stress (static and dynamic), rolling (sliding) linear velocity, stress cycle number, discontinuous contact, and tangential force are structural factors related to wear failure. Among them, the size of contact stress is the most critical, and reducing the contact stress value to increase transmission torque and life is the main goal. When the structure cannot be improved to reduce contact stress, the actual product design generally ensures product life by reducing transmission torque (that is, reducing the contact stress of the friction pair). This is the main reason why the transmission torque of CVT is low and difficult to improve. Summary of the invention

[0005] The purpose of the present invention is to overcome the shortcomings of the prior art and to provide a continuously variable transmission applied to a CVT gearbox, so as to solve the structural problems of the existing CVT gearbox such as small input torque, limited speed range and high cost. The steel ring friction pair replaces the chain and steel belt transmission friction pair, and the cost and manufacturing technology are greatly reduced, which pushes the performance of the CVT gearbox to a higher application field and can achieve a performance range covering all AT gearboxes.

[0006] The objective of the present invention is achieved through the following technical scheme, the continuously variable transmission includes a speed changing mechanism, a clamping mechanism, and a speed regulating mechanism, the speed changing mechanism is installed on the shaft body, and the speed changing mechanism is respectively connected to the power input mechanism and the power output mechanism along the two sides of the shaft body; the clamping mechanism is distributed along the axial direction of the shaft body and is located on both sides of the speed changing mechanism, and the clamping mechanism is pressurized by the first hydraulic system to ensure that the speed changing mechanism transmits torque normally; the speed regulating mechanism is located at the radial end of the shaft body and is combined with the speed changing mechanism, and the speed regulating mechanism realizes the speed changing of the speed changing mechanism through the acceleration and deceleration control method of the second hydraulic system.

[0007] Preferably, the speed change mechanism includes an intermediate rolling body, an input friction ring, an output friction ring, an input flange and an output flange mounted on a shaft body, the radial end face of the input friction ring is clamped in an annular groove provided between the radial end face of the intermediate rolling body and the input flange, the radial end face of the output friction ring is clamped in an annular groove provided between the radial end face of the intermediate rolling body and the output flange, and the input friction ring and the output friction ring are pressed between the annular grooves of the input flange and the output flange and the intermediate rolling body by the clamping mechanism.

[0008] Preferably, the intermediate rolling body is a split structure, including an input rhombus-shaped tourbillon, an output rhombus-shaped tourbillon, and a spline cylinder sleeve. The inner walls of the input rhombus-shaped tourbillon and the output rhombus-shaped tourbillon are provided with a circle of key teeth, and the input and output rhombus-shaped tourbillons are connected as a whole through the connection between the key teeth and the spline cylinder sleeve.

[0009] Preferably, the annular grooves of the input flange and the output flange have equal diameters, and the outer diameter of the conical section of the input rhombus cone wheel in contact with the input friction ring is smaller than the outer diameter of the conical section of the output rhombus cone wheel in contact with the output friction ring.

[0010] Preferably, the tightening mechanism includes a pressurizing chamber and a pressure plate installed on the shaft body, the pressurizing chamber is composed of the pressure plate and the output flange sealing assembly, and is connected and fixed by a thrust bearing and a bearing nut; the pressurizing chamber is communicated with a hydraulic port provided on the radial wall of the shaft body, the hydraulic port is connected to a hydraulic control port provided on the through hole provided on the shaft core of the shaft body through a through hole, and the hydraulic control port is controlled by a first hydraulic system.

[0011] Preferably, the thrust bearing is mounted on the shaft body, and includes a left thrust bearing and a right thrust bearing, wherein the left thrust bearing is limited at the input flange end, and the right thrust bearing is mounted at the pressure plate end via a bearing bracket and fixed via a bearing nut.

[0012] Preferably, the speed regulating mechanism comprises an outer ring bracket, an inner hub bracket and a piston shaft, wherein the inner hub bracket is mounted on the shaft body, the outer ring bracket is mounted in the outer shell, the piston shaft passes through the intermediate rolling body axis core and is fixed between the outer ring bracket and the inner hub bracket with bolts, and is distributed in an umbrella frame type between the outer ring bracket and the inner hub bracket.

[0013] Preferably, the structure of the piston shaft is of camshaft type, and the interior of the intermediate rolling body is divided into a deceleration control chamber and an acceleration control chamber; and one end of the piston shaft is provided with a mounting hole for installing a cartridge valve, the internal channel of the cartridge valve is communicated with the deceleration control chamber, and the acceleration control channel between the cartridge valve and the mounting hole is communicated with the acceleration control chamber.

[0014] Preferably, the outer wall of the outer ring bracket is provided with an acceleration control hydraulic port communicating with the acceleration control chamber and a deceleration control hydraulic port communicating with the deceleration control chamber, and each intermediate rolling body corresponds to one acceleration control hydraulic port and one deceleration control hydraulic port, and the control hydraulic ports are distributed in a ring shape.

[0015] Preferably, two annular grooves are provided on the outer wall of the outer ring bracket, and the two annular grooves are isolated from the inner wall of the outer shell by three seals; wherein the two annular grooves respectively correspond to the acceleration control hydraulic port and the deceleration control hydraulic port arranged in an annular manner, and the outer shell is provided with an acceleration control liquid interface and a deceleration control liquid interface respectively communicating with the two annular grooves, and the interfaces are controlled by the second hydraulic system.

[0016] The beneficial effects of the present invention are as follows: 1. Compared with the parallel shaft of the existing CVT, the advantage of adopting a straight-axis speed change mechanism is that the mechanism is more compact under the same speed ratio; 2. Compared with the existing CVT friction pair (chain and steel belt), the steel ring-type uniform ring mechanism of the speed change mechanism has a simpler structure, so the cost is low, the manufacturing process and technology are simpler, the resistance to contact fatigue and adhesion is stronger, and the service life is longer; 3. Compared with the existing CVT, the speed regulating mechanism is independently controlled and speed-regulated, so the control is simpler, which is convenient for power control optimization, the tightening and speed regulation do not interfere with each other, the reliability is higher, and the speed control pressure is lower; 4. Compared with the existing CVT, the speed regulating mechanism is tightened by an independent tightening device, so it is more reliable and accurate in control and pressurization, thereby reducing invalid contact stress and increasing product life. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a three-dimensional structural schematic diagram of the present invention.

[0018] Figure 2 It is a schematic diagram of the main cross-sectional structure of the present invention.

[0019] Figure 3 It is a schematic diagram of the main cross-sectional structure of the overall speed regulating mechanism of the present invention.

[0020] Figure 4 It is a schematic diagram of the exploded structure of the intermediate rolling body of the present invention.

[0021] Figure 5 It is the first and second hydraulic control principle diagram of the present invention.

[0022] The reference numerals in the accompanying drawings are: 1, input spline; 2, input flange; 3, input friction ring; 4, input pyramidal tourbillon; 5, output pyramidal tourbillon; 6, output friction ring; 7, output flange; 8, output spline; 9, shaft body; 10, left thrust bearing; 11, pressure plate; 12, right thrust bearing; 13, bearing nut; 14, outer ring bracket; 15, inner hub bracket; 16, piston shaft; 17, spline cylinder sleeve; 18, cartridge valve; 19, bolt; 20, hydraulic control port; 21, hydraulic port; 22, pressurization chamber; 23, deceleration control chamber; 2 4. Acceleration control compartment; 25. Deceleration control hydraulic port; 26. Acceleration control hydraulic port; 27. Acceleration control channel; 28. Deceleration control compartment hydraulic port; 29. ​​Acceleration control compartment hydraulic port; 30. Housing; 31. Speed ​​change mechanism; 32. Clamping mechanism; 33. Speed ​​regulating mechanism; 34. Intermediate rolling element; 35. Annular groove; 36. Key tooth; 37. Through hole; 38. Bearing bracket; 39. Annular groove; 40. Seal; 41. Acceleration control fluid interface; 42. Deceleration control fluid interface; 43. First hydraulic system; 44. Second hydraulic system. DETAILED DESCRIPTION

[0023] The present invention will be described in detail below with reference to the accompanying drawings: Figures 1 to 5As shown, the present invention comprises a speed change mechanism 31, a tightening mechanism 32, and a speed regulating mechanism 33. The speed change mechanism 31 is mounted on the shaft body 9, and the speed change mechanism 31 is connected to the power input mechanism and the power output mechanism along the two sides of the shaft body 9 respectively; the tightening mechanism 32 is distributed along the axial direction of the shaft body 9 and is located on both sides of the speed change mechanism 31, and the tightening mechanism 32 is pressurized by the first hydraulic system 43 to ensure that the speed change mechanism 31 transmits torque normally; the speed regulating mechanism 33 is located at the radial end of the shaft body 9 and is combined with the speed change mechanism 31, and the speed regulating mechanism 33 realizes the speed change of the speed change mechanism 31 through the acceleration and deceleration control method of the second hydraulic system 44; it solves the existing C The VT gearbox has structural problems such as small input torque, limited speed range and high cost. The steel ring friction pair replaces the chain and steel belt transmission friction pair, which greatly reduces the cost and manufacturing technology, and pushes the performance of the CVT gearbox to a higher application field, which can cover the performance range of all AT gearboxes. Through the first and second hydraulic control systems, the speed regulating mechanism is compared with the existing CVT, because it is independently controlled and regulated, so the control is simpler, which is convenient for power control optimization, and the tightening and speed regulation do not interfere with each other, so the reliability is higher and the speed control pressure is lower. The tightening device is used for tightening, so it is more reliable and accurate to control and pressurize, thereby reducing the invalid contact stress and increasing the product life.

[0024] As attached Figure 2 As shown, the speed change mechanism 31 includes an intermediate rolling body 34, an input friction ring 3, an output friction ring 6, an input flange 2 and an output flange 7 mounted on a shaft body 9, the input flange 2 is connected to the input spline 1, and the input spline 1 is mounted on the shaft body 9, the output flange 7 is connected to the output spline 8, and the output spline 8 is mounted on the shaft body 9; the radial end face of the input friction ring 3 is clamped in the annular groove 35 provided on the radial end face of the intermediate rolling body 34 and the input flange 2, and the radial end face of the output friction ring 6 is clamped in the radial end face of the intermediate rolling body 34 The input and output friction rings are in the annular groove 35 provided on the output flange 7, that is, the outer diameters of the input and output friction rings contact the corresponding annular grooves 35 of the input and output flanges and roll in the grooves, while the inner diameters of the input and output friction rings contact the conical surfaces of the corresponding intermediate rolling elements 34 and revolve on the equivalent diameter of the fixed cross-section; the input friction ring 3 and the output friction ring 6 are pressed between the annular grooves 35 of the input flange 2 and the output flange 7 and the intermediate rolling elements 34 through the clamping mechanism 32, and the diameter of the input friction ring 3 is smaller than the diameter of the output friction ring 6 and is not in contact with each other and crosses in the ring.

[0025] As attached Figure 4As shown, the intermediate rolling element 34 is a split structure, including an input rhombus cone gyroscope 4, an output rhombus cone gyroscope 5, and a spline cylinder sleeve 17. The inner walls of the input rhombus cone gyroscope 4 and the output rhombus cone gyroscope 5 are provided with a circle of key teeth 36, and the input and output rhombus cone gyroscopes are connected as a whole through the connection between the key teeth 36 and the spline cylinder sleeve 17. The uniform distribution number of the intermediate rolling elements 34 is not fixed, and is determined according to the input torque and the speed ratio and the minimum allowable outer diameter of the outer ring bracket 14.

[0026] The diameters of the annular grooves 35 provided on the input flange 2 and the output flange 7 are equal, that is, the rolling track diameters of the input and output friction rings are equal and coaxial, so no overturning force of the intermediate rolling body is generated under the action of the clamping force; the outer diameter of the conical section of the input rhombus cone wheel 4 in contact with the input friction ring 3 is smaller than the outer diameter of the conical section of the output rhombus cone wheel 5 in contact with the output friction ring 6.

[0027] The improvement of the above-mentioned speed change mechanism is to change the existing symmetrical speed change type to a speed-up type mechanism (that is, the intermediate rolling element is changed to an asymmetric structure): thereby 1. the speed-up type mechanism can greatly increase the input torque (CVT core performance parameter) by more than 1.5 times under the same speed ratio and output torque conditions; 2. the steel ring friction pair (input and output friction rings) is a cross structure of different sizes, and the asymmetric structure of the intermediate rolling element is used to change the inner diameter of the steel ring and the outer diameter of the intermediate rolling element to be closer, a. thereby reducing contact stress and increasing transmission torque, b. simultaneously reducing the number of stress cycles and the rolling speed to improve resistance to bonding and contact fatigue, and c. obtaining a higher speed ratio under the same structural space conditions.

[0028] The main function of the speed change mechanism is to transmit power through friction, which can change the transmission torque and speed ratio. The structural feature of the speed change mechanism of this patent is diamond cone steel ring disc type, and the transmission feature is central axis and speed increase type.

[0029] Power transmission sequence: input spline 1→input flange 2→input friction ring 3→input rhombus ring 4→output rhombus ring 5→output friction ring 6→output flange 7→output spline 8.

[0030] Speed ​​change mechanism: The input diamond cone rotor 4, the output diamond cone rotor 5 and the spline cylinder sleeve 17 constitute an intermediate rolling body, which rotates around the piston shaft 16 and can move axially, and is clamped and contacted with the input friction ring 3 and the output friction ring 6 respectively. The equivalent radius ratio of the cone surface contact of the intermediate rolling body is the speed ratio of the speed change mechanism.

[0031] The clamping mechanism 32 includes a pressurizing chamber 22 and a pressure plate 11 installed on the shaft body 9. The pressurizing chamber 22 is composed of a sealed assembly of the pressure plate 11 and the output flange 7, and is connected and fixed by a thrust bearing and a bearing nut 13; the pressurizing chamber 22 is communicated with a hydraulic port 21 provided on the radial wall of the shaft body 9, and the hydraulic port 21 is communicated with a hydraulic control port 20 provided on the through hole 37 provided on the shaft core of the shaft body 9, and the hydraulic control port 20 is controlled by the first hydraulic system 43.

[0032] The thrust bearing is installed on the shaft body 9, and includes a left thrust bearing 10 and a right thrust bearing 12. The left thrust bearing 10 is limited at the input flange end, and the right thrust bearing 12 is installed at the pressure plate end through a bearing bracket 38 and fixed by a bearing nut 13.

[0033] The main function of the tightening mechanism is to prevent slippage between the transmission friction pairs of the speed change mechanism and ensure that the speed change mechanism transmits torque normally.

[0034] Pressure transmission sequence: hydraulic pressure transmission: pressure controlled by the first hydraulic system → hydraulic control port 20 of the tightening mechanism → hydraulic port 21 of the pressurizing chamber 22 → pressurizing chamber 22 .

[0035] The input end is pressurized and transmitted: the pressure of the pressurized chamber 22 → the pressure plate 11 → the bearing 12 → the bearing nut 13 → the shaft body 9 → the left thrust bearing 10 → the input flange 2 → the input friction ring 3 → the input diamond cone tourbillon 4.

[0036] The output end is pressurized and transmitted: the pressure of the pressurized chamber 22 → the output flange 7 → the output friction ring 6 → the output diamond cone gear 5.

[0037] Pressurization principle: The forces on the input diamond cone tourbillon 4 and the output diamond cone tourbillon 5 are equal in magnitude and opposite in direction. The internal closed-loop balanced clamping force has the advantages of being able to control and pressurize more reliably and accurately, thereby reducing the ineffective contact stress and increasing the product life.

[0038] As attached Figure 3 , 4As shown, the speed regulating mechanism 33 includes an outer ring bracket 14, an inner hub bracket 15, and a piston shaft 16. The inner hub bracket 15 is mounted on the shaft body 9, and the outer ring bracket 14 is mounted in the housing 30. The piston shaft 16 passes through the axis of the intermediate rolling body 34 and is fixed between the outer ring bracket 14 and the inner hub bracket 15 by bolts 19, and is distributed between the outer ring bracket 14 and the inner hub bracket 15 in an umbrella frame. The intermediate rolling body 34 is actually a double-rod piston hydraulic oil cylinder; the input diamond cone gyroscope 4 and the output diamond cone gyroscope 5 are combined with the spline cylinder sleeve 17 and connected together by splines to form a cylinder body, which is clamped between the input friction ring 3 and the output friction ring 6 to form a closed body oil cylinder, and will not disintegrate under internal pressure. Under the action of pressure, the cylinder body moves up and down along the axis direction of the piston shaft 16, and the piston shaft 16 is also the rotation axis of the intermediate rolling body.

[0039] The structure of the piston shaft 16 is of camshaft type, and the interior of the intermediate rolling body 34 is divided into a deceleration control chamber 23 and an acceleration control chamber 24. A deceleration control chamber hydraulic port 28 is radially opened on the piston shaft 16 located on the deceleration control chamber 23 side, and an acceleration control chamber hydraulic port 29 is radially opened on the piston shaft 16 located on the acceleration control chamber 24 side; and one end of the piston shaft 16 is provided with a mounting hole for installing a cartridge valve 18, the internal channel of the cartridge valve 18 is communicated with the deceleration control chamber 23, and the acceleration control channel 27 between the cartridge valve 18 and the mounting hole is communicated with the acceleration control chamber 24.

[0040] The outer wall of the outer ring bracket 14 is provided with an acceleration control hydraulic port 26 communicating with the acceleration control chamber 24 and a deceleration control hydraulic port 25 communicating with the deceleration control chamber 23, and each intermediate rolling body 34 corresponds to one acceleration control hydraulic port 26 and one deceleration control hydraulic port 25, and the control hydraulic ports are distributed in a ring shape.

[0041] Two annular grooves 39 are provided on the outer wall of the outer ring bracket 14, and the two annular grooves 39 and the inner wall of the outer shell 30 are isolated from each other by three seals 40; wherein the two annular grooves 39 correspond to the acceleration control hydraulic port 26 and the deceleration control hydraulic port 25 arranged in an annular manner, respectively, and the outer shell 30 is provided with an acceleration control liquid interface 41 and a deceleration control liquid interface 42 which are respectively communicated with the two annular grooves 39, and the interfaces are controlled by the second hydraulic system 44.

[0042] The main function of the speed regulating mechanism is to change the equivalent contact radius of the cone surface at the input and output ends of the intermediate rolling body through the speed regulating mechanism, thereby achieving the speed changing function.

[0043] Speed ​​regulation sequence: hydraulic control system sequence: the second hydraulic system speed regulation control acceleration control fluid interface 41 → acceleration control hydraulic port 26, the second hydraulic system speed regulation control deceleration control fluid interface 42 → deceleration control hydraulic port 25.

[0044] Acceleration control hydraulic pressure: acceleration control hydraulic port 26 → acceleration control channel 27 → acceleration control compartment hydraulic port 29 → acceleration control compartment 24.

[0045] Deceleration control hydraulic pressure: deceleration control hydraulic pressure port 25 → internal channel of cartridge valve 18 → deceleration control chamber hydraulic pressure port 28 → deceleration control chamber 23 .

[0046] Speed ​​regulation principle: The speed regulation mechanism uses the pressure of the deceleration control chamber 23 or the acceleration control chamber 24 to make the intermediate rolling body overcome the friction force generated by the clamping force of the input friction ring 3 and the output friction ring 6, and move up and down accordingly along the axial direction of the piston shaft 16. The speed regulation lies in changing the speed accordingly with the change of the equivalent radius of contact rotation with the input rhombus tourbillon and the output rhombus tourbillon. At the same time, the outer ring bracket 14, the inner ring bracket 15, and the piston shaft 16 in the speed regulation mechanism slide left and right along the axial core line direction of the shaft body 9.

[0047] The CVT continuously variable transmission mechanism of the present invention is equivalent to the current CVT continuously variable transmission mechanism in function, original in structure, and superior in performance.

[0048] Functional comparison: The mechanism has the same function, integrating stepless speed change, pressurization and speed regulation.

[0049] Mechanism comparison: 1. Transmission mechanism: The existing CVT transmission mechanism is a parallel shaft, inclined disk pulley type, symmetrical speed regulation, and the transmission friction pair is a chain or steel belt; the transmission mechanism of the present invention is a coaxial line, planetary cone track disk type, speed-increasing type, and the transmission friction pair is a double steel ring. 2. Pressurizing device: The existing CVT is a double cylinder, spring hydraulic combination pressurization; the pressurizing device of the present invention is a single cylinder, hydraulic pressurization. 3. Speed ​​regulating mechanism: The existing CVT is a hybrid hydraulic speed regulating mechanism and a pressurizing device; the speed regulating mechanism of the present invention: independent multi-cylinder synchronous hydraulic speed regulating.

[0050] Performance comparison: 1. Input torque: the existing CVT is below 280N.m, while the present invention can reach 470-700N.m. 2. Speed ​​ratio: the existing CVT is below 7.6, while the present invention can reach 9.5 under the highest input torque state. 3. Lifespan: the existing CVT is 300,000 kilometers. The present invention has an unlimited lifespan (i.e. the same lifespan as the product).

[0051] The present invention is not limited to the above-mentioned embodiments. No matter any changes are made in the shape or material composition, any structural design provided by the present invention is a variation of the present invention and should be considered to be within the protection scope of the present invention.

Claims

1. A continuously variable transmission applied to a CVT gearbox, comprising a speed changing mechanism (31), a tightening mechanism (32), and a speed regulating mechanism (33), characterized in that: The speed change mechanism (31) is mounted on the shaft body (9), and the speed change mechanism (31) is connected to the power input mechanism and the power output mechanism along both sides of the shaft body (9) respectively; the tightening mechanism (32) is distributed along the axial direction of the shaft body (9) and is located on both sides of the speed change mechanism (31), and the tightening mechanism (32) is pressurized by the first hydraulic system (43) to ensure that the speed change mechanism (31) transmits torque normally; the speed regulating mechanism (33) is located at the radial end of the shaft body (9) and is combined with the speed change mechanism (31), and the speed regulating mechanism (33) realizes speed change of the speed change mechanism (31) by the acceleration and deceleration control method of the second hydraulic system (44); The speed change mechanism (31) comprises an intermediate rolling element (34), an input friction ring (3), an output friction ring (6), an input flange (2) and an output flange (7) mounted on a shaft body (9); the radial end face of the input friction ring (3) is sandwiched between the radial end face of the intermediate rolling element (34) and an annular groove (35) provided on the input flange (2); the radial end face of the output friction ring (6) is sandwiched between the radial end face of the intermediate rolling element (34) and an annular groove (35) provided on the output flange (7); the input friction ring (3) and the output friction ring (6) are pressed between the annular grooves (35) of the input flange (2) and the output flange (7) and the intermediate rolling element (34) by the clamping mechanism (32); The speed regulating mechanism (33) comprises an outer ring support (14), an inner hub support (15), and a piston shaft (16); the inner hub support (15) is mounted on a shaft body (9); the outer ring support (14) is mounted in a housing (30); the piston shaft (16) passes through the shaft core of an intermediate rolling body (34) and is fixed between the outer ring support (14) and the inner hub support (15) by bolts (19); and is distributed between the outer ring support (14) and the inner hub support (15) in an umbrella-like manner; The piston shaft (16) has a camshaft-type structure, and the interior of the intermediate rolling body (34) is divided into a deceleration control chamber (23) and an acceleration control chamber (24); one end of the piston shaft (16) is provided with a mounting hole for mounting a cartridge valve (18), the internal passage of the cartridge valve (18) is in communication with the deceleration control chamber (23), and the acceleration control passage (27) between the cartridge valve (18) and the mounting hole is in communication with the acceleration control chamber (24); The intermediate rolling element (34) is a split structure, comprising an input rhombus cone wheel (4), an output rhombus cone wheel (5), and a spline cylinder sleeve (17); the inner walls of the input rhombus cone wheel (4) and the output rhombus cone wheel (5) are provided with a circle of key teeth (36); the input and output rhombus cone wheels are connected as one through the connection between the key teeth (36) and the spline cylinder sleeve (17).

2. The continuously variable transmission applied to a CVT gearbox according to claim 1, characterized in that: The annular grooves (35) provided on the input flange (2) and the output flange (7) are of equal diameter, and the outer diameter of the conical section of the input rhombus cone wheel (4) in contact with the input friction ring (3) is smaller than the outer diameter of the conical section of the output rhombus cone wheel (5) in contact with the output friction ring (6).

3. The continuously variable transmission applied to a CVT gearbox according to claim 1, characterized in that: The tightening mechanism (32) comprises a pressurizing chamber (22) and a pressure plate (11) mounted on the shaft body (9); the pressurizing chamber (22) is composed of the pressure plate (11) and the output flange (7) in a sealed assembly and is connected and fixed via a thrust bearing and a bearing nut (13); the pressurizing chamber (22) is communicated with a hydraulic port (21) provided on a radial wall of the shaft body (9); the hydraulic port (21) is communicated with a hydraulic control port (20) provided on the through hole (37) through a through hole (37) provided on the shaft core of the shaft body (9); the hydraulic control port (20) is controlled by a first hydraulic system (43).

4. The continuously variable transmission applied to a CVT transmission according to claim 3, characterized in that: The thrust bearing is mounted on the shaft body (9) and comprises a left thrust bearing (10) and a right thrust bearing (12); the left thrust bearing (10) is limited at the input flange end, and the right thrust bearing (12) is mounted on the pressure plate end via a bearing bracket (38) and fixed via a bearing nut (13).

5. The continuously variable transmission applied to a CVT gearbox according to claim 1, characterized in that: An acceleration control hydraulic port (26) communicating with the acceleration control chamber (24) and a deceleration control hydraulic port (25) communicating with the deceleration control chamber (23) are provided on the outer wall of the outer ring bracket (14), and each intermediate rolling body (34) corresponds to one acceleration control hydraulic port (26) and one deceleration control hydraulic port (25), and the control hydraulic ports are distributed in a ring shape.

6. The continuously variable transmission applied to a CVT transmission according to claim 5, characterized in that: Two annular grooves (39) are provided on the outer wall of the outer ring bracket (14), and the two annular grooves (39) and the inner wall of the outer shell (30) are isolated from each other by three sealing members (40); wherein the two annular grooves (39) respectively correspond to an acceleration control hydraulic port (26) and a deceleration control hydraulic port (25) arranged in an annular manner, and the outer shell (30) is provided with an acceleration control liquid interface (41) and a deceleration control liquid interface (42) respectively communicating with the two annular grooves (39), and the interfaces are controlled by a second hydraulic system (44).

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