Infinitely variable transmission with uniform input-output ratio independent of friction

Abstract

This invention is a frictionless continuously variable transmission (CVT). It can be used in high-torque applications to provide a stable and uniform output for a stable and uniform input. Because it allows coaxial input and output, the output can be made continuous from forward to reverse by using a planetary gear system. It uses an anti-rotation yoke mechanism to convert rotary motion into linear reciprocating motion. The linear distance of this reciprocating motion—the "stroke"—is changed by altering the position of the crank pin in the anti-rotation yoke mechanism. This reciprocating motion is converted into oscillating motion using a rack and pinion, and subsequently into unidirectional motion via a one-way bearing. A Geneva stripe system is used in conjunction with a gear system that employs a simple mechanism to change the ratio between the transmission's input and output to achieve a stable and uniform output.

Description

Technical Field

[0001] This invention relates to a transmission with a variable ratio between input and output speeds. Specifically, this invention relates to an all-gear transmission whose transmission ratio can be continuously varied over a wide range from zero to non-zero values, independent of friction. Background Technology

[0002] US Patent 5603240 and US Patent 20100199805 use some of the features used in this design.

[0003] US Patent 5603240 lacks a coaxial input-to-output connection, making it unsuitable for applications requiring this configuration. The output shifts as the ratio changes. Therefore, this design cannot be used when a fixed output is required. US Patent Application 20100199805 provides a sinusoidal output and uses several modules to minimize "ripple" while providing a stable and uniform input. Therefore, this design cannot be used when a stable and uniform output is required.

[0004] US Patent 9970520 provides a stable input-output ratio and a coaxial input-output shaft with a relatively smaller envelope than that of prior art. This is achieved by using a set of non-circular gears with as few as three modules. The disadvantages are the difficulty in mass-producing the required non-circular gears and the significant increase in manufacturing costs. It is also difficult to precisely design the tooth profile to achieve a uniform input-output ratio.

[0005] This invention utilizes a custom-designed Geneva wheel mechanism to achieve uniform rack speed during the circular / non-circular gear transition between functional and non-functional zones. The area used by the Geneva wheel mechanism is also part of the non-functional zone, overlapping with the non-functional zone achieved by the circular / non-circular gear for a smooth transition. Geneva wheel mechanisms can also be used for both functional and non-functional zones. However, using partially circular gears for the non-functional zone is economical. The path of the Geneva groove engaging with the Geneva pin determines the shape of the functional or non-functional zone. Uniform rack motion in the functional zone cannot be achieved using conventionally used Geneva wheel mechanisms with straight grooves, and these grooves must have a specific shape to achieve uniform rack motion in the functional zone. Typically, Geneva wheel mechanisms have straight grooves and are commonly used in applications requiring indexing. Summary of the Invention

[0006] The primary objective of this invention is to provide a uniform and stable output, capable of transmitting high torque independently of friction or the coefficient of friction when the input is uniform and stable. Many continuously variable transmissions (CVTs) on the market today rely on friction and therefore lack the ability to transmit high torque. Those non-friction-dependent CVTs do not provide a uniform and stable output when the input is uniform and stable. All existing designs are overly complex and difficult to mass-produce. This design, however, helps reduce overall size and can be economically mass-produced. This design can be easily integrated into any system. This design is highly versatile and can be used in a wide range of applications, from light to heavy-duty. This design allows for the replacement of existing conventional transmitters with only very minor modifications. This design provides both fixed and coaxial inputs and outputs. Attached Figure Description

[0007] In the accompanying diagram below, some or all of the gears can be replaced by a sprocket and chain system.

[0008] Figure 1 -IVT assembly perspective view- Exploded view.

[0009] Figure 2 - Angular velocity module using Geneva pin and wheel mechanism and partially circular / non-circular gears.

[0010] Figure 3a - Crank pin displacement mechanism, which uses a linkage mechanism with sliding collars coaxially disposed inside the input shaft and crank pin.

[0011] Figure 3b - Crank pin displacement mechanism, which uses a linkage mechanism with a sliding collar coaxially disposed inside the input shaft and input disc.

[0012] Figures 4A-4B - Anti-rotation yoke module and rectifier module. The rectifier module with rack and pinion is shown, with the pinion and pseudo-rack placed together on a common output shaft on a one-way bearing, and the common output shaft itself. It is shown that the force acting on the rack is coplanar with the longitudinal axis of the pinion.

[0013] 4A - Perspective View;

[0014] 4B - Exploded perspective view.

[0015] Figure 5 - Perspective view of the input axis and input disk assembly.

[0016] Figures 6A-6D - Input disc, crank pin and connecting rod pivot pin assembly.

[0017] 6A - Top view;

[0018] 6B - Front view;

[0019] 6C - Side View Figure 1;

[0020] 6D perspective view.

[0021] Figures 7A-7C show different configurations for slotted rack supports.

[0022] Figures 8A-8C Geneva shipping.

[0023] 8A - Front View;

[0024] 8B-Side View Figure 1 ;

[0025] 8C - Perspective view.

[0026] Figure 9 - Input disk.

[0027] Figures 10A-10B - A Geneva grooved wheel with grooves and walls on both sides.

[0028] 10A - A perspective view showing bottom details;

[0029] 10B - A perspective view showing top details;

[0030] 10C - Displays perspective views of different configurations.

[0031] Figure 11-12 Additional optional configurations for Geneva wheel hubs.

[0032] Figure 13 - Stop the rotation yoke input frame.

[0033] Figure 14 - Anti-rotation yoke frame.

[0034] Figure 15 - Anti-rotation yoke rectifier frame.

[0035] Figure 16 - Ratio modifier framework.

[0036] Figure 17 - Ratio plate.

[0037] Figure 18 - Partial driving / driven gears used in non-functional areas.

[0038] Figure 19 -link.

[0039] Figure 20 - Crank pin.

[0040] Figures 21A-21D - A linkage mechanism on a crank pin shaft, with a non-circular input shaft and a collar with a matching hole, using an offset crank pin mounted on the crank pin collar, the non-circular hole sliding on the crank pin shaft and having a matching cross section.

[0041] 21A - Top view;

[0042] 21B - Front view;

[0043] 21C - Side view;

[0044] 21D - Perspective view.

[0045] Figures 22A-22D A connecting rod mechanism on a crank pin, with a non-circular input shaft and a collar with a matching hole, uses an input disc.

[0046] 22A - Top view;

[0047] 22B - Front view;

[0048] 22C - Side view;

[0049] 22D - Perspective View.

[0050] Figure 23 - Rack speed curve.

[0051] Figure 24 -

[0052] Figure 25-30 - Option to connect inputs, outputs, and wheels using planetary gears.

[0053] Figure 31 - Possible paths of the crank pins on the Geneva wheel mechanism and show the gears in the non-functional areas.

[0054] Figures 32-34 - Alternative configurations of mechanism components can be achieved by changing the ratio of different shaped input shafts, crank pins, and collars.

[0055] Figures 35-36 - Input shaft with notch for crank pins, connecting rods and collars, and pivot pins for connecting rods.

[0056] Figure 35 -Front view;

[0057] Figure 36 - Side view.

[0058] Figure 37 - Pseudo-crank pin assembly;

[0059] Figure 38 -A mechanism to compensate for vibrations caused by rotational imbalance.

[0060] Figure 39 - Slotted hollow input shaft

[0061] 39A - Top view;

[0062] 39B - Front view;

[0063] 39C - Side view;

[0064] 39D - Perspective View.

[0065] Figure 40 - Collar with thrust bearing.

[0066] 40A - Top view;

[0067] 40B - Front View;

[0068] 40C - Side view;

[0069] 40D perspective view.

[0070] Figure 41 shows two racks separated by 180 degrees.

[0071] 40A - Top view;

[0072] 40B - Front View;

[0073] 40C - Side view;

[0074] 40D perspective view.

[0075] Figure 42 shows two pseudo-toothed racks separated by 180 degrees.

[0076] 40A - Top view;

[0077] 40B - Front View;

[0078] 40C - Side view;

[0079] 40D perspective view.

[0080] Figures 43A-43B - Use an alternative angular velocity module with a fixed sun gear.

[0081] 43A - Perspective View;

[0082] 43B - Driven gear section.

[0083] Figures 44A-44B - Use an alternative angular velocity module with a fixed ring gear.

[0084] 44A - Perspective View;

[0085] 44B - Driven gear section.

[0086] Figures 45-48 - Use bevel gears to achieve reverse / park / neutral.

[0087] Figure 49 -Rack velocity distribution and overlap in continuous module functional areas of the XY plane.

[0088] Figure 50 - Rack velocity distribution and overlap in continuous module function areas using polar coordinates. Detailed Implementation

[0089] In brief, this invention is an infinite continuously variable transmission (IVT). Unlike existing continuously variable transmissions (CVT) designs, this unique design does not rely on friction to transmit power.

[0090] Most existing continuously variable transmissions (CVTs) rely on friction to transmit power, making them unsuitable for applications requiring high power delivery at low speeds. This invention, however, can be used where high torque transmission is required. This layout allows for coaxial input and output.

[0091] Component list:

[0092] All gears in the following component list can be replaced by a sprocket and chain system. Non-circular gear systems can be replaced by a sprocket and chain system, wherein at least one sprocket is non-circular.

[0093] 1) Stop-turn input frame

[0094] 2) Ratio Modifier Framework

[0095] 3) Anti-rotation yoke rectifier frame

[0096] 4) Output Framework

[0097] 5) Ratio plate

[0098] 6) Geneva Gas Tunnel Mechanism

[0099] a) Pinwheel

[0100] b) Gross wheel

[0101] 7A-7B) Non-functional area driving and driven gears

[0102] a) Driven gear

[0103] b) Driven gear

[0104] 8) Input shaft

[0105] 9) Crank pin

[0106] 10) Input disk

[0107] 11) Grooved rack support

[0108] 12) Rack

[0109] 13) Pseudo-toothed rack

[0110] 14) Pinion

[0111] 15) Pinion shaft

[0112] 16) Ring

[0113] 17) Connecting rod

[0114] 18) Pseudo-connecting rod

[0115] 19) Input shaft bearing

[0116] 20) Input disc bearing

[0117] 21) Thrust bearing

[0118] 22) One-way bearing / computer-controlled clutch / ratchet mechanism

[0119] 23) Crank pin

[0120] 24) False crank pin

[0121] 25) Non-functional area drive gear

[0122] 26) Driven gear in non-functional area

[0123] 27) Crank pin to connecting rod pivot pin

[0124] 28) Collar to connecting rod pivot pin

[0125] 29) Drive shaft

[0126] 30) Planetary gears

[0127] 31) Slanted / Bevel Gear Differential Input Shaft

[0128] 32) Slanted / Bevel Gear Differential Output Shaft

[0129] 33) Slanted / Bevel Gear

[0130] 34) Rack speed curve

[0131] 35) Clutch - Parking / Neutral / Reverse clutch / Claw clutch

[0132] 36) Fixed Sun Gear

[0133] 37) Shaft-cam

[0134] 38) Cam gear

[0135] 39) Driving circular or non-circular gears

[0136] 40) Driven circular or non-circular gears

[0137] 41) Cam input shaft

[0138] 42) Planetary gears

[0139] 43) Fixed Sun Gear

[0140] 44) Fixed ring gear

[0141] 45) Bracket shaft.

[0142] The operation of this continuously variable transmission (CVT) can be described by the following simple sequence of operations.

[0143] a) Crank pin 9 ( Figure 3B ) as Figure 3A The offset distance shown is around the input disk 10 ( Figure 9 The longitudinal axis of input shaft 4 (Figure 39) can be rotated, and the offset distance can be varied. The offset distance ranges from zero to a non-zero value. The concept described in this operation exists in several other U.S. patent applications, such as US20100199805 and US9970520.

[0144] b) The bias crank pin 9 is housed in

[0145] 1) The input disc 10 may optionally slide on the crank pin 23, and

[0146] 2) In the groove (Fig. 7A-7C) of the slotted rack bracket 11.

[0147] The input shaft is slotted to allow the crank pin and connecting rod to pass through, thus allowing the longitudinal axis of the input shaft or input disc to be coaxial with the longitudinal axis of the crank pin. The slotted rack support 11 is restricted so that it can only move in a direction perpendicular to its slot. The rack 12 is fastened to the slotted rack support 11 such that the rack 12 is parallel to the direction of movement of the slotted rack support 44. In another configuration, the crank pin 23 is perpendicular to the input shaft 4. The rotation of the crank pin 9 about the longitudinal axis 1021 of the input disc 10 is converted into a purely linear forward and backward motion or reciprocating motion of the rack 12. This mechanism is commonly referred to in the industry as an "anti-rotation yoke mechanism". The distance (stroke) of this linear forward and backward motion is proportional to the radial distance of the crank pin 9 from the longitudinal axis 1021 of the input disc 10. Since the work done is constant, it is the product of the applied force and the distance traveled (F_radial stroke). Therefore, for shorter strokes, the applied force is greater, and for longer strokes, the applied force is smaller.

[0148] c) Rack 12 is connected to pinion 14 ( Figure 4A This converts the linear motion of the rack 12 into the oscillating vibration of the pinion 14.

[0149] d) Use a one-way bearing / computer-controlled clutch / ratchet mechanism 22 to convert the oscillating vibration into a one-way rotation.

[0150] A primary objective of this invention is to achieve a constant and uniform output angular velocity when the input angular velocity is constant and uniform. However, this cannot be achieved using the steps described above, as the output is sinusoidal. A uniform and stable output can be obtained by changing the rate of change of the angular displacement of the input disk 10. US Patent US9970520 achieves this using a pair of non-circular gears. This invention achieves this by using a modified Geneva mechanism tailored for this purpose.

[0151] By using a set of Geneva pins 6a ( Figures 8A-8C ) and Geneva Gas Tunnel 6b ( Figures 10A-10C It can change the instantaneous rate of change of the angular displacement at input disk 10.

[0152] For ease of understanding, the components are grouped into modules / mechanisms:

[0153] Detailed description of component / module assembly, sub-assemblies, and their functions:

[0154] a) Angular velocity regulator module Figure 2 The main purpose of this module is to change the uniform power input into the reciprocal of the sine output.

[0155] This is to reverse the sinusoidal output effect in the anti-rotation yoke mechanism. The module includes:

[0156] 1) Proactive Geneva sales,

[0157] 2) Driven Geneva wheel, and

[0158] 3) Drive shaft.

[0159] The driving Geneva pin 6a is mounted on the input shaft 4. The Geneva wheel 6b is shaped to achieve the final result of the reciprocal of the sine output. Multiple pins and multiple slots are used, and the overlap of more than one pin simultaneously achieves a portion of the same result. More than one set of driving Geneva pins and driven Geneva wheels can be used in a single module. The slot or the wall of the slot terminates where the path of the pin forms a loop. Moreover, multiple modules can share a common Geneva pin or a common Geneva wheel. In the Geneva wheel, the path of the slot is cut off from the Geneva wheel, or the wall of the path can rise from the Geneva wheel, or a combination of both. This is to eliminate interference from pins and slots or slot walls that do not produce the desired result. The pins of the Geneva pins can be made with different heights so that they are not interfered with by the slot walls of other Geneva wheel pins. Partial rotation of the Geneva pins and Geneva wheels is achieved using one or more partially circular gears and / or one or more partially parallel non-circular gears. The partial gears generate the non-functional portion of the rack speed, while the Geneva wheel system generates the functional portion of the rack speed. The Geneva wheel slots also have overlapping areas generated by the partial gears. This is to achieve a 1:X rotational ratio between the Geneva pin and the Geneva wheel. Here, X is an integer or the reciprocal of an integer. Optionally, a one-way bearing can be provided between the circular or non-circular gears that connect the Geneva wheel to part of the driven gear. Depending on the situation, the Geneva pin or Geneva wheel can be made as either driving or driven.

[0160] b) Anti-rotation yoke module Figure 4A 4B): The main purpose of this module is to convert circular motion into reciprocating motion. For a stable, uniform input, the output is sinusoidal. The angular velocity regulator module is used to convert this output into a stable, uniform output.

[0161] The anti-rotation yoke module includes:

[0162] 1) Input disk 10,

[0163] 2) Slotted rack bracket 11, and

[0164] 3) Crank pin 9.

[0165] The input disk 10 has radial grooves.

[0166] The slotted rack support 11 has a slot, namely a "crank pin slot" or "crank pin groove". In the middle of the slot, it also has an extension on either side of the slot. This extension is perpendicular to the crank pin groove 1013. The slotted rack support 44 is positioned on the other side of the input disc 10, clamping the input disc 10 between the slotted rack support and the ratio changing mechanism. The ratio changing mechanism is described in a later paragraph. The crank pin 9 passes through the slots in the ratio changing mechanism, the input disc 10, and the slotted rack support 11.

[0167] c) Rectifier Module: This module is mechanically equivalent to a diode in a circuit. It allows power to be transmitted in a specific direction.

[0168] 1) Rack 12,

[0169] 2) Pinion 14,

[0170] 3) Pinion shaft 48, and

[0171] 4) One-way bearing / computer-controlled clutch / ratchet mechanism 22.

[0172] Rack 12 is connected to slotted rack bracket 11, perpendicular to crank pin groove 1013, and mated with pinion 14. Pinion 14 is mounted on pinion shaft 48. Computer-controlled clutch / one-way bearing / ratchet mechanism 50 is mounted on pinion shaft 48. Output gear / output sprocket 51 is mounted on the outer diameter (OD) of one-way bearing 50.

[0173] Multiple pinions from multiple modules can be mounted on a common pinion shaft 48. A one-way bearing can be disposed between the pinions and the pinion shaft. In this case, the pinion shaft 48 will serve as the output of a continuously variable transmission (CVT). The pinion shaft can be made hollow, allowing the CVT input shaft to pass through the pinion shaft 48, making the CVT input and output coaxial.

[0174] d) Gear shifting mechanism

[0175] Linkage mechanism:

[0176] The input shaft 66 has a non-circular hole in the center. This is paired with a sliding collar with a matching outer profile, which is coaxially positioned to allow relative axial movement while limiting rotational angular displacement relative to each other. Figure 22D As shown, two thrust bearings 40 are coaxially arranged to contact either end of a sliding collar 67, and the sliding collar auxiliary shaft 67 has a pivot 1028 at the other end. (As shown in the image) Figure 3A As shown, one end of connecting rod 68 is connected to pivot 1028, and the other end of connecting rod 68 is connected to crank pin 9, or as shown in ( Figure 3AAs shown, it is connected to crank pin 23, depending on the situation. Axial displacement of the sliding collar auxiliary shaft 67 will cause radial displacement of crank pin 9 via connecting rod 68. This axial translation is achieved by lever ratio helical groove mechanism 41, which actuates thrust bearing 40 connected to sliding collar auxiliary shaft 67. Alternatively, this can be rebounded by compression spring 39 disposed between input disc 10 and sliding collar auxiliary input shaft 67. Moreover, when using this linkage mechanism, the driven Geneva wheel 6b can also be used as input disc 10 when radial grooves are added, thus eliminating the need for a separate input disc 10.

[0177] For each anti-rotation yoke module, two racks 64 can be positioned on a slotted rack carrier 11 with a phase shift of 180°. These racks engage their respective pinions, which are coaxially positioned on a common pinion shaft via a one-way bearing / computer-controlled clutch / ratchet mechanism to allow rotation of the pinion shaft in a specific direction. Many of these anti-rotation yoke modules can be stacked, and all pinions of all modules can be positioned on a common pinion shaft, making this pinion shaft the output of an infinite continuously variable transmission (IVT). Furthermore, this common pinion shaft can be hollow to allow the power shaft driving the drive Geneva pin to pass through. This arrangement enables coaxial input-output. This configuration allows for output changes using a planetary gear system to convert a continuously variable transmission (CVT) to an infinitely variable transmission (IVT) by achieving reverse gear. This structure also allows forces on the rack carrier to pass through the plane of the common pinion shaft axis. In other words, the longitudinal axis of the common pinion and the force acting on the crank pins on the rack carrier will be coplanar. This will minimize the torque of the force acting on the rack carrier from the crank pin due to the resistance of the pinion, and maximize the tangential force on the pinion.

[0178] As shown in Figure 83, the two rectifier modules 1001 are placed close to the slotted rack bracket 11, such that the rack 12 is placed perpendicular to the crank pin groove 1013 of the slotted rack bracket 44.

[0179] Vibration compensation (rotational imbalance) mechanism:

[0180] 1. Pseudo-crank pin 43: When the input disc 10 rotates, the crank pin 9 is eccentrically positioned. This imbalance will cause vibration. To compensate for this, the pseudo-crank pin 43 is placed at the same distance of 180°. This movement is the same as the movement of the crank pin 9. The pseudo-crank pin is connected to the pseudo-connecting rod, which is connected to the pseudo-crank pin 43. The pseudo-crank pin 43 pivots to a collar, which is configured to move in the opposite direction to the crank pin. The input shaft is slotted to allow the connecting rod and crank pin, as well as the pseudo-connecting rod and pseudo-crank pin, to pass through.

[0181] 2. Pseudo-rack 55 for counter-oscillation: When the input disk 10 rotates, the slotted rack support 11 has an oscillating motion that will cause vibration. This is counteracted by having an appropriate mass that oscillates in the opposite direction. Figure 4A and 4B As shown, this is achieved by a pinion that contacts rack 12 and rotates back and forth. Making appropriate mass contact with the pinion at 180-degree intervals will compensate for this vibration. Although there is a pinion, a separate wheel can also be used, or a lever pivoting on the pinion shaft can be used to connect the rack and dummy rack, causing them to move in opposite directions. A slider connecting the lever and sliding in a slot perpendicular to the rack teeth will guide the lever, thus allowing the rack and dummy rack to slide only in the direction of the rack's longitudinal axis.

[0182] Reverse gear mechanism:

[0183] When the output of pinion shaft 15 is coupled to the slant / bevel gear differential input shaft 31, the slant / bevel gear differential output shaft 32 will rotate in the opposite direction via the slant / bevel gear 33. The slant / bevel gear differential input shaft 31 and the slant / bevel gear differential output shaft 32 of this differential mechanism are coaxially arranged and have clearance, allowing them to rotate independently and freely relative to the slant / bevel gear differential input shaft 31. Two clutches, parking / neutral / reverse clutches / pawl clutches 35, with clutches, are placed on the slant / bevel gear 33, allowing them axial movement. They can be engaged with either of the slant / bevel gears 33, which rotate in the opposite direction. When one of the collars of the parking / neutral / reverse clutch / pawl clutch 35 is engaged with the specific output clutch, the slant / bevel gear differential output shaft 31 will rotate in the specific direction. If the linkage is switched to the other slant / bevel gear 33, it will rotate in the opposite direction.

[0184] Neutral mechanism:

[0185] When the collar is not connected to any of the slant / bevel gears 33 via the clutch parking / neutral / reverse clutch / claw clutch 35, the collar and the slant / bevel gear differential output shaft 32 are unrestricted, and therefore they can rotate freely in any direction and be used as the "neutral" gear.

[0186] Parking facilities:

[0187] When the collar is connected to the slant / bevel gear 33 via the clutch parking / neutral / reverse clutch / claw clutch 35, the collar is restricted from rotating, and the slant / bevel gear differential output shaft 32 is completely restricted. Therefore, they are restricted from rotating in any direction and are used as "parking" gears.

[0188] Converting a continuously variable transmission (CVT) to an infinitely variable transmission (IVT):

[0189] The coaxial input and output allow the continuously variable transmission (CVT) to function as an infinitely variable transmission (IVT). This can be achieved by adding a planetary gear system with a sun gear, a ring gear, and planetary gears supported by a bracket, which is connected to the input shaft 4 and a coaxial output element 65 with internal gears / planetary gears.

[0190] The following are the options for achieving this goal:

[0191] a) Input shaft 4 can be directly connected to the sun gear of the planetary gear system via the following two sub-options:

[0192] a. A coaxial output element 65 with internal gears / planetary gears is directly connected to the bracket of the planetary gear system, and the ring gear of the planetary gear system is used as the final output or wheel system 1022.

[0193] b. A coaxial output element 65 with internal gears / planetary gears is connected to the ring gear of the planetary gear system, and a bracket serves as the final output or wheel system 1022.

[0194] b) The coaxial output element 65 with internal gears / planetary gears is directly connected to the sun gear of the planetary gear system via the following two sub-options:

[0195] a. Input shaft 4 is directly connected to the bracket of the planetary gear system, and the ring gear of the planetary gear system is used as the final output gear system 1022.

[0196] b. Input shaft 4 is directly connected to the ring gear of the planetary gear system, and the bracket serves as the final output or wheel system.

[0197] c) Input shaft 4 can be directly connected to the ring gear of the planetary gear system via the following two sub-options:

[0198] a. A coaxial output element 65 with internal gears / planetary gears is directly connected to the bracket of the planetary gear system, and the sun gear of the planetary gear system is used as the final output or wheel system 1022.

[0199] b. A coaxial output element 65 with internal gears / planetary gears is connected to the sun gear and carrier of the planetary gear system as a final output or wheel system 1022.

[0200] d) The coaxial output element 65 with internal gears / planetary gears is directly connected to the ring gear of the planetary gear system via the following two sub-options:

[0201] a. Input shaft 4 is directly connected to the bracket of the planetary gear system, and the bracket of the planetary gear system and the sun gear of the planetary gear system are used as the final output or gear system 1022.

[0202] b. Input shaft 4 is directly connected to the sun gear of the planetary gear system, and the bracket serves as the final output or wheel system 1022.

[0203] e) Input shaft 4 can be directly connected to the planetary gear system's bracket via the following two sub-options:

[0204] a. A coaxial output element 65 with internal gears / planetary gears is directly connected to the ring gear of the planetary gear system, and the sun gear of the planetary gear system is used as the final output or wheel system 1022.

[0205] b. A coaxial output element 65 with internal gears / planetary gears is connected to the sun gear of the planetary gear system, and the sun gear serves as the final output or wheel system 1022.

[0206] f) The coaxial output element 65 with internal gears / planetary gears is directly connected to the carrier of the planetary gear system via the following two sub-options:

[0207] a. Input shaft 4 is directly connected to the ring gear of the planetary gear system, and the ring gear and the sun gear of the planetary gear system are used as the final output gear system 1022.

[0208] b. Input shaft 4 is directly connected to the sun gear of the planetary gear system, and the ring gear is used as the final output gear system 1022.

[0209] In other words, the coaxial output element 65 with internal gears / planetary gears is connected to one of the three elements of the planetary gear system: the ring gear, the carrier, or the sun gear. The input shaft 4 is connected to one of the remaining two elements of the planetary gear system. The third remaining element of the planetary system serves as the final output or wheel system 1022. This converts a continuously variable transmission (CVT) into an infinitely variable transmission (IVT).

[0210] Using a cam to compensate for deviations in the rack and pinion motion:

[0211] Advantageously, the rack motion curve features a smooth and gradual transition, improving the transmission's lifespan. For example... Figure 23 As shown, the ideal rack speed curve is as follows:

[0212] 1. Gradually increase acceleration starting from rest at 1025.

[0213] 2. Acceleration Zone 1026

[0214] 3. The acceleration gradually decreases to a constant velocity of 1027.

[0215] 4. Constant speed region 1028

[0216] 5. The deceleration gradually increases to a constant deceleration of 1029.

[0217] 6. Deceleration zone 1030

[0218] 7. The deceleration gradually decreases to zero velocity 1031

[0219] 8. Repeat steps 1 to 7 in the opposite direction.

[0220] It may not always be possible to produce a perfect Geneva wheel mechanism to achieve the desired rack 12 motion described above. If the groove curve 1006 of the Geneva wheel and Geneva pin wheels 6a and 6b cannot achieve this desired rack 12 motion, a planetary system can be used to compensate for any deviation from the desired rack 12 motion curve. To achieve this, a fixed sun gear 36, corresponding to the ratio adjuster frame 2, is coaxially positioned with a driven circular or non-circular gear 40, which is driven by a suitable driving circular or non-circular gear 39. This can also be used in addition to the Geneva wheel system. This is in Figure 43A and 43B As shown in the diagram. The driving circular or non-circular gear is mounted on the drive shaft 29. One or more shaft cams 37 are mounted on the driven circular or non-circular gear 40, functioning similarly to the carrier of a planetary gear system. Cam gears 38 are rigidly connected to the shaft cams 37. Each cam gear 38 engages with another cam input shaft 41, which is rigidly connected to the input shaft 8. These cams can be designed to provide the desired rack speed curve. The above structure will also function when the fixed sun gear is replaced by a fixed ring gear. This is in Figure 44A and 44B As shown in the image.

[0221] Mathematical model

[0222] When using Cartesian coordinates (X1, Y1) and (X2, Y2) as functions of angle θ respectively, the following formula is used to generate the pitch curves of the driving and driven non-circular gears:

[0223]

[0224]

[0225] Where Φ(θ) is the solution to the piecewise differential equation, which gives the rotation ratio of the driving and driven Geneva wheel system and the driving and driven non-circular gears.

[0226]

[0227] Connection point to Functions of any linear or nonlinear curve

[0228] if

[0229] k i if

[0230] Connection point to Functions of any linear or nonlinear curve

[0231] if

[0232] -k i if

[0233] Connection point to Functions of any linear or nonlinear curve

[0234] if

[0235] or

[0236]

[0237] k i if

[0238] Connection point to Functions of any linear or nonlinear curve

[0239] if

[0240] -k i if

[0241] Connection point to Functions of any linear or nonlinear curve

[0242] if

[0243] k i if

[0244] The boundary conditions are:

[0245] Φ(0)=0;

[0246]

[0247]

[0248]

[0249]

[0250]

[0251] in,

[0252] CTR is the center distance between the driving non-circular gear and the driven non-circular gear.

[0253] θ is the angular displacement of the driving non-circular gear;

[0254] Φ is the angular displacement of the driven non-circular gear;

[0255] i refers to the i-th rotation of the input disk from 0 to N*n-1, where the first rotation is i=0;

[0256] N is the number of times the input disk rotates when the driven non-circular gear rotates once;

[0257] n is the number of times the driven non-circular gear rotates when the driving non-circular gear rotates once;

[0258] The region where the piecewise function of the rack velocity is constant is the functional region, and the region where the piecewise function of the rack velocity is not constant is the non-functional region, which can be a linear or nonlinear function of θ.

[0259] The specific angular position of the driving non-circular gear is determined by solving a piecewise differential equation.

[0260] Φ1, Φ2, Φ3, and Φ4 represent the angular positions of the driving non-circular gear. The specific angular position of the corresponding driven non-circular gear is the boundary line between the functional area and the non-functional area. The values ​​of Φ1, Φ2, Φ3, and Φ4 can be obtained by using... Solve for any value;

[0261] And k i They are constants, and they are all equal.

Claims

1. An infinitely variable continuously variable transmission, comprising: One or more driving Geneva stripes are mounted on the input shaft, operably connected to one or more driven Geneva stripes, each driven Geneva stripe operably connected to rotate the input disc of an anti-rotation yoke mechanism such that a crank pin of the anti-rotation yoke mechanism rotates about the rotation axis of the input disc, the crank pin being positioned at an offset distance from the rotation axis of the input disc, wherein the offset distance can be changed from zero to a real value by an external force, the rotation of the crank pin about the rotation axis of the input disc causing one or more racks to reciprocate, the one or more racks being restricted to moving only along the pitch line of the racks, and each rack causing a pinion including a one-way bearing to oscillate, the one-way bearing being mounted on a hollow output shaft, the hollow output shaft being coaxial with the input shaft, wherein the input shaft passes completely through the output shaft.

2. The continuously variable transmission according to claim 1 further includes: At least one pair of partially driven gears and partially driven gears, wherein each driven gear is axially connected to its respective Geneva pin and each driven gear is axially connected to its respective Geneva groove.

3. The continuously variable transmission according to claim 1, further comprising: A differential assembly including an input slant bevel gear and a pair of coaxial output slant bevel gears, the output slant bevel gears being operably connected to the input slant bevel gears such that the output slant bevel gears rotate in opposite directions, each output slant bevel gear having a through hole at its central axis and coaxial with each other; A through shaft positioned through a through hole in the output slanted bevel gear; and a pair of collars operably connected to and rotatably fixed to the through shaft, each collar being configured to move axially along the through shaft independently of the other collar and being configured to engage with one of the output slanted bevel gears; The power connecting rod shaft is operably connected to the input slant bevel gear to allow the input slant gear to rotate.

4. The continuously variable transmission according to claim 3, wherein: When the first collar in the collar engages with the first output slanted bevel gear in the output slanted bevel gear and the second collar in the collar does not engage with the second output slanted bevel gear in the output slanted bevel gear, the through shaft rotates about its longitudinal axis in a first direction corresponding to the rotation direction of the first output slanted bevel gear in the output slanted bevel gear. as well as When the second collar in the collar engages with the second output slant bevel gear in the output slant bevel gear and the first collar in the collar does not engage with the first output slant bevel gear in the output slant bevel gear, the through shaft rotates about its longitudinal axis in a second direction corresponding to the rotation direction of the second output slant bevel gear in the output slant bevel gear.

5. The continuously variable transmission according to claim 3, wherein, When none of the collars are engaged with the output bevel gear, the through shaft can rotate freely in any direction around its longitudinal axis.

6. The continuously variable transmission according to claim 3, wherein, When each of the collars engages with the corresponding one of the output bevel gears, the through shaft is restricted from rotating about its longitudinal axis.

7. The continuously variable transmission according to claim 6, wherein, The input shaft is connected to a ring gear, a bracket, or a sun gear, and the output gear is connected to another of the ring gear, bracket, or sun gear via the output of the output shaft, and the final output is connected to another of the ring gear, bracket, or sun gear.

8. The continuously variable transmission according to claim 6, wherein, The final output from the planetary gear system temporarily stores energy in the flywheel system and then sends power back to the input shaft or wheel system.

9. An infinitely variable continuously variable transmission, comprising: A) At least one anti-rotation yoke module, comprising: a. Crank pin, rotating about an auxiliary input shaft with a notch. b. The notched auxiliary input shaft, at an offset distance between the longitudinal axis of the crank pin (which remains parallel to each other) and the auxiliary input shaft, and when the crank pin is coaxial with the auxiliary input shaft, can be changed from zero to a non-zero real number by shifting the crank pin along the radial groove of the input disc. c. The input disc, which is rigidly mounted on the auxiliary input shaft by a crank pin displacement mechanism. B) The crank pin displacement mechanism includes: a. A sliding collar, which is coaxially arranged with the auxiliary input shaft, the auxiliary input shaft having the characteristic of preventing relative angular displacement while allowing relative translation. b. Linkage assembly, including: i. A connecting rod that pivots the crank pin through the notch. ii. A crank pin pivot pin at one end of the connecting rod, which causes the sliding collar to pivot about the sliding collar pivot pin. iii. The sliding collar pivot pin at the other end of the connecting rod, c. At least one thrust bearing, said thrust bearing being coaxially positioned in contact with said sliding collar, such that an external force applied to said thrust bearing causes axial displacement of said thrust bearing and said sliding collar together relative to said auxiliary input shaft, said offset distance being changed by moving said crank pin along radial groove of said input disc. d. A slotted rack support, comprising: one or more racks, said racks being restricted to movement only along the longitudinal axis of said racks; and a crank pin groove for receiving said crank pin. The longitudinal axis of the crank pin groove is perpendicular to the one or more racks; C) At least one angular velocity module, comprising: a. Input axis b. One or more driving Geneva wheel pins, mounted on the input shaft and driving at least one driven Geneva wheel. c. At least one driven Geneva wheel, each of which rotates the input shaft; D) At least one rectifier module, comprising: a. A pinion that engages with a rack and is mounted on a pinion shaft via a computer-controlled clutch, one-way clutch, or ratchet mechanism. b. The pinion shaft, c. The computer-controlled clutch, one-way clutch, or ratchet mechanism, The arrangement is such that the uniform rotation of the driving Geneva wheel via the input shaft causes the auxiliary input shaft to have a non-uniform angular velocity via the driven Geneva wheel and planetary gear system, thereby causing the crank pin to cause the rack to reciprocate at a constant speed along the longitudinal direction of the rack and to briefly decelerate and accelerate to the constant speed during reversal, wherein the amplitude of the reciprocating motion is proportional to the offset distance of the crank pin and the auxiliary input shaft, and the reciprocating motion of the rack causes the alternating rotation of the pinion, and the alternating rotation of the pinion is converted into unidirectional rotation of the pinion shaft via the computer-controlled clutch, the one-way clutch or the ratchet mechanism.

10. The continuously variable transmission according to claim 9, wherein, The feature of preventing relative angular displacement while allowing relative translation between the sliding collar and the auxiliary input shaft is further defined as follows: one of the coaxially arranged sliding collar or the auxiliary input shaft has a non-circular cross-section, and the other of the sliding collar and the auxiliary input shaft has a non-circular orifice that matches the non-circular cross-section.

11. The continuously variable transmission according to claim 9, wherein, When Cartesian coordinates (X1, Y1) and (X2, Y2) are used respectively as functions of angle θ, the rotation ratio of the driven Geneva wheel to the driving Geneva pin is: Where Φ(θ) is the solution to the piecewise differential equation. Connection point to Functions of any linear or nonlinear curve if k i if Connection point to Functions of any linear or nonlinear curve if -k i if Connection point to A function of any linear or nonlinear curve if or k i if Connection point to (θ2,-k) i A function of any linear or nonlinear curve. if -k i if Connection point to Functions of any linear or nonlinear curve if k i if The boundary condition is Φ(0) = 0; in, CTR is the center distance between the driving Geneva wheel and the driven Geneva wheel. θ represents the angular displacement of the active Geneva pin. Φ is the angular displacement of the driven Geneva wheel; i refers to the i-th rotation of the input disk from 0 to N*n-1, where the first rotation is i=0; N is the number of times the input disc rotates when the driven Geneva pin rotates once; n is the number of times the driven Geneva wheel rotates when the driving Geneva wheel rotates once; The region where the piecewise function of the rack speed is constant is the functional region, and the region where the piecewise function of the rack speed is not constant is the non-functional region, which is a linear or nonlinear function of θ. It is the angular position of the active Geneva pinwheel, and its value is solved using the solution of a piecewise differential equation; Φ1, Φ2, Φ3, and Φ4 represent the angular positions of the active Geneva pinwheel. The specific angular position of the corresponding driven Geneva wheel is the boundary line between the functional and non-functional areas. The values ​​of Φ1, Φ2, Φ3, and Φ4 are determined by using... Solve for any value; And ki is a constant, so they are all equal.

12. The continuously variable transmission according to claim 11, further comprising one or more additional driving Geneva stripe pairs and driven Geneva groove pairs; wherein, The active Geneva wheel and driven Geneva wheel pairs are stacked in layers, and the sum of all functional areas of all active Geneva wheel and driven Geneva wheel pairs in each angular velocity module is greater than or equal to 360 degrees, and they are arranged such that the active Geneva wheel and driven Geneva wheel pairs are located sequentially in the functional areas, overlapping between the functional areas of consecutive driven Geneva wheels.

13. The continuously variable transmission according to claim 12, wherein, The angular velocity modules are oriented such that when the input disk completes one rotation, their Geneva pins and Geneva grooves overlap sequentially in the functional area, thereby ensuring that at least one angular velocity module is located in the functional area at any given time.

14. The continuously variable transmission according to claim 13, wherein, The overlap is the same between each pair of consecutively joined rectifier modules.

15. The continuously variable transmission according to claim 9, further comprising: A static load and a wheel that transmits motion from the rack to a dummy rack, the dummy rack having the same teeth as the rack and at a 180-degree angle relative to the rack, and the dummy rack moving in the opposite direction to the rack.

16. The continuously variable transmission according to claim 9 further includes a pseudo-crank pin, the pseudo-crank pin having the same mass as the crank pin and sliding in the opposite direction to the crank pin.

17. An infinitely variable continuously variable transmission, comprising: A) At least one anti-rotation yoke module, comprising: a) Crank pin, vertically mounted on the crank pin collar. b) The crank pin collar has a non-circular orifice and slides on a coaxial crank pin collar shaft. c) The coaxial crank pin collar shaft has a matching non-circular cross-section, and the crank pin collar shaft is vertically mounted on the notched auxiliary input shaft. d) The notched auxiliary input shaft is such that the longitudinal axis of the crank pin is coplanar and parallel to the longitudinal axis of the auxiliary input shaft, and offset from the longitudinal axis of the auxiliary input shaft by a certain offset distance, wherein the offset distance can be changed by shifting the crank pin by a crank pin displacement mechanism. e) The crank pin displacement mechanism includes: i. A sliding collar coaxially disposed with the auxiliary input shaft, wherein one of the sliding collar and the auxiliary input shaft has a non-circular cross-section, and the other of the sliding collar and the auxiliary input shaft has a matching non-circular orifice, such that the sliding collar and the auxiliary input shaft rotate synchronously with each other and are capable of sliding axially relative to each other. ii. Linkage assembly, including: a) A connecting rod that pivots on a sliding collar and a crank pin collar via the notch. b) A sliding collar pivot pin at one end of the connecting rod, which pivots the crank pin collar by means of a crank pin collar pivot pin. c) The crank pin collar pivot pin at the other end of the connecting rod. f) At least one thrust bearing, coaxially positioned in contact with the sliding collar, such that an external force applied to the thrust bearing causes axial displacement of the thrust bearing and the sliding collar relative to the auxiliary input shaft, thereby changing the offset distance by moving the crankpin collar together with the crankpin along the crankpin collar axis. g) A slotted rack support, comprising: one or more racks, the one or more racks being restricted to move only along the longitudinal axis of the one or more racks; and a crank pin groove for receiving the crank pin, the longitudinal axis of the crank pin groove being perpendicular to the one or more racks. B) At least one angular velocity module, comprising: a) Input axis, b) At least one driving Geneva wheel, mounted on the input shaft and driving at least one driven Geneva wheel; c) At least one driven Geneva wheel, coaxially mounted on the auxiliary input shaft and fixedly oriented to the axis of the crank pin, and C) At least one rectifier module, comprising: a) A pinion that engages with one or more racks and is mounted on a pinion shaft via a computer-controlled clutch, one-way bearing, or ratchet mechanism. b) The pinion shaft c) The computer-controlled clutch, one-way bearing, or ratchet mechanism; Arranged such that uniform rotation of the driving Geneva wheel via the input shaft causes a non-uniform angular velocity of the auxiliary input shaft via the driven Geneva wheel, thereby causing the crank pin to rotate the auxiliary input shaft, causing one or more racks to reciprocate at a constant speed along the longitudinal direction of the one or more racks, and briefly decelerating and accelerating to the constant speed during directional reversal, wherein the amplitude of the reciprocating motion is proportional to the offset distance between the crank pin and the auxiliary input shaft, and this reciprocating motion of the racks causes alternating rotation of the pinion, and the rotation of the pinion is converted into unidirectional rotation of the output gear or output sprocket mounted on the pinion shaft via the computer-controlled clutch, the one-way bearing or the ratchet mechanism.

18. An infinitely variable continuously variable transmission, comprising: A) At least one anti-rotation yoke module, comprising: h) Crank pin, vertically mounted on the crank pin collar. i) The crank pin collar has a non-circular orifice and slides on a coaxial crank pin collar shaft. j) The coaxial crank pin collar shaft has a matching non-circular cross-section and the crank pin collar shaft is vertically mounted on the notched auxiliary input shaft. k) The notched auxiliary input shaft is such that the longitudinal axis of the crank pin is coplanar and parallel to the longitudinal axis of the auxiliary input shaft, and offset from the longitudinal axis of the auxiliary input shaft by a certain offset distance, wherein the offset distance can be changed by shifting the crank pin by a crank pin displacement mechanism. l) The crank pin displacement mechanism includes: iii. A sliding collar coaxially disposed with the auxiliary input shaft, wherein one of the sliding collar and the auxiliary input shaft has a non-circular cross-section, and the other of the sliding collar and the auxiliary input shaft has a matching non-circular orifice, such that the sliding collar and the auxiliary input shaft rotate synchronously with each other and are capable of sliding axially relative to each other. iv. Linkage assembly, including: d) A connecting rod that pivots on the sliding collar and the crank pin collar via the notch. e) A sliding collar pivot pin at one end of the connecting rod, and a crank pin collar pivot pin is used to pivot the crank pin collar. f) The crank pin collar pivot pin located at the other end of the connecting rod; m) At least one thrust bearing, coaxially positioned in contact with the sliding collar, such that an external force applied to the thrust bearing causes axial displacement of the thrust bearing and the sliding collar relative to the auxiliary input shaft, thereby changing the offset distance by moving the crank pin collar together with the crank pin along the crank pin collar axis. n) A slotted rack support, comprising: one or more racks, the one or more racks being restricted to move only along the longitudinal axis of the one or more racks; and a crank pin groove for receiving the crank pin, the longitudinal axis of the crank pin groove being perpendicular to the one or more racks. B) At least one angular velocity module, comprising: d) Input axis, e) At least one driving Geneva wheel, mounted on the input shaft and driving at least one driven Geneva wheel with a grooved path. f) The at least one driven Geneva wheel, coaxially mounted on the auxiliary input shaft and fixedly oriented to the axis of the crank pin, and C) At least one rectifier module, comprising: a) A pinion that engages with one or more racks and is mounted on a pinion shaft via a computer-controlled clutch, one-way bearing, or ratchet mechanism. b) The pinion shaft c) The computer-controlled clutch, one-way bearing, or ratchet mechanism; Arranged such that uniform rotation of the driving Geneva wheel via the input shaft causes a non-uniform angular velocity of the auxiliary input shaft via the driven Geneva wheel, thereby causing the crank pin to rotate the auxiliary input shaft, causing one or more racks to reciprocate at a constant speed along the longitudinal direction of the one or more racks, and briefly decelerating and accelerating to the constant speed during directional reversal, wherein the amplitude of the reciprocating motion is proportional to the offset distance between the crank pin and the auxiliary input shaft, and this reciprocating motion of the racks causes alternating rotation of the pinion, and the alternating rotation of the pinion is converted into unidirectional rotation of the output gear or output sprocket mounted on the pinion shaft via the computer-controlled clutch, the one-way bearing or the ratchet mechanism.

19. An infinitely variable continuously variable transmission, comprising: A) At least one anti-rotation yoke module, comprising: a. Crank pin, rotating about an auxiliary input shaft with a notch. b. The notched auxiliary input shaft, at an offset distance between the longitudinal axis of the crank pin (which remains parallel to each other) and the auxiliary input shaft, and when the crank pin is coaxial with the auxiliary input shaft, can be changed from zero to a non-zero real number by shifting the crank pin along the radial groove of the input disc. c. The input disc, which is rigidly mounted on the auxiliary input shaft by a crank pin displacement mechanism. B) The crank pin displacement mechanism includes: a. A sliding collar, which is coaxially arranged with the auxiliary input shaft, the auxiliary input shaft having the characteristic of preventing relative angular displacement while allowing relative translation. b. Linkage assembly, including: i. A connecting rod that pivots the crank pin through the notch. ii. A crank pin at one end of the connecting rod pivots the sliding collar about the sliding collar pivot pin. iii. The sliding collar pivot pin at the other end of the connecting rod, c. At least one thrust bearing, said thrust bearing being coaxially positioned in contact with said sliding collar, such that an external force applied to said thrust bearing causes axial displacement of said thrust bearing and said sliding collar together relative to said auxiliary input shaft, said offset distance being changed by moving said crank pin along radial groove of said input disc. d. A slotted rack support, comprising: one or more racks, said one or more racks being restricted to movement only along the longitudinal axis of said one or more racks; and a crank pin groove for receiving said crank pin, said crank pin groove having its longitudinal axis perpendicular to said one or more racks; C) At least one angular velocity module, comprising: a. Input axis b. One or more driving circular or non-circular gears, mounted on the input shaft and driving at least one driven circular or non-circular gear. c. The at least one driven circular or non-circular gear, rotatably mounted on a fixed shaft, wherein the driven circular or non-circular gear also serves as a support for a planetary gear system, the planetary gear system having: d. At least one freely rotating planetary gear, which meshes with a fixed sun gear mounted on a fixed shaft and is axially connected to the main cam. e. The main cam, which operably engages the secondary cam, f. The secondary cam mounted on the auxiliary input shaft, and D) At least one rectifier module, comprising: a. A pinion that engages with the rack and is mounted on the pinion shaft via a computer-controlled clutch, one-way clutch, or ratchet mechanism. b. The pinion shaft, c. The computer-controlled clutch, one-way clutch, or ratchet mechanism; The system is arranged such that the uniform rotation of the driving circular or non-circular gear via the input shaft causes the auxiliary input shaft to experience a non-uniform angular velocity via the driven circular or non-circular gear and the planetary gear system, causing the crank pin to cause the rack to reciprocate at a constant speed along the longitudinal direction of the rack, briefly decelerating and accelerating to the constant speed during reversal, wherein the amplitude of the reciprocating motion is proportional to the offset distance of the crank pin and the auxiliary input shaft, and this reciprocating motion of the rack causes the pinion to rotate alternately, and this alternate rotation of the pinion is converted into unidirectional rotation of the pinion shaft via the computer-controlled clutch, the one-way clutch, or the ratchet mechanism.

20. An infinite continuously variable transmission, comprising: A) At least one anti-rotation yoke module, comprising: a. Crank pin, rotating about an auxiliary input shaft with a notch. b. The notched auxiliary input shaft is located at an offset distance between the longitudinal axis of the crank pin (which remains parallel to each other) and the auxiliary input shaft, and this offset distance can be changed from zero to a non-zero real number by shifting the crank pin along the radial groove of the input disc when the crank pin and the auxiliary input shaft are coaxial. c. The input disc, which is rigidly mounted on the auxiliary input shaft by a crank pin displacement mechanism. B) The crank pin displacement mechanism includes: a. A sliding collar, which is coaxially arranged with the auxiliary input shaft, the auxiliary input shaft having the characteristic of preventing relative angular displacement while allowing relative translation. b. Linkage assembly, including: i. A connecting rod that pivots the crank pin through the notch. ii. A crank pin pivot pin at one end of the connecting rod, which causes the sliding collar to pivot about the sliding collar pivot pin. iii. The sliding collar pivot pin located at the other end of the connecting rod, c. At least one thrust bearing, said thrust bearing being coaxially positioned in contact with said sliding collar, such that an external force applied to said thrust bearing causes axial displacement of said thrust bearing and said sliding collar together relative to said auxiliary input shaft, said offset distance being changed by moving said crank pin along radial groove of said input disc. d. A slotted rack support, comprising: one or more racks, said one or more racks being restricted to movement only along the longitudinal axis of said one or more racks; and a crank pin groove for receiving said crank pin, said crank pin groove having its longitudinal axis perpendicular to said one or more racks; C) At least one angular velocity module, comprising: a. Input axis b. One or more driving circular or non-circular gears, mounted on the input shaft and driving at least one driven circular or non-circular gear. c. The at least one driven circular or non-circular gear, rotatably mounted on a fixed shaft, wherein the driven circular or non-circular gear also serves as a bracket for a planetary gear system, the planetary gear system having: d. At least one freely rotating planetary gear meshes with a fixed ring gear, which is mounted on a frame and axially connected to the main cam. e. The main cam, which operably engages the secondary cam, f. The secondary cam, which is mounted on the auxiliary input shaft, and D) At least one rectifier module, comprising: a. A pinion that engages with the rack and is mounted on the pinion shaft via a computer-controlled clutch, one-way clutch, or ratchet mechanism. b. The pinion shaft, c. The computer-controlled clutch, one-way clutch, or ratchet mechanism, The system is arranged such that the uniform rotation of the driving circular or non-circular gear via the input shaft causes the auxiliary input shaft to have a non-uniform angular velocity via the driven circular or non-circular gear and the planetary gear system. This results in the crank pin causing the rack to reciprocate at a constant speed along the longitudinal direction of the rack, briefly decelerating and accelerating to the constant speed during reversal. The amplitude of the reciprocating motion is proportional to the offset distance between the crank pin and the auxiliary input shaft. This reciprocating motion of the rack causes the pinion to rotate alternately, and this alternating rotation of the pinion is converted into unidirectional rotation of the pinion shaft via the computer-controlled clutch, one-way clutch, or ratchet mechanism.

21. A transmission comprising a controlled rotating mechanism including a Geneva wheel mechanism having one or more pins mounted on a drive shaft and coaxial with the longitudinal axis of the drive shaft, each pin having one or more pins, and each of the one or more pins acting on one or more slots, each slot having a path on one or more Geneva wheels, wherein at any given time, each of the one or more pins acts on the one or more slots by entering and exiting the one or more slots without retracing the slot path, thereby having a specific angular velocity ratio distribution between the uniformly rotating drive shaft and the one or more Geneva wheels, and the specific angular velocity ratio distribution comprising a combination of one or more of the following angular velocity ratios: a) One or more constant angular velocity ratios, b) Zero angular velocity ratio, and c) The ratio of the angular velocities that change in the same or opposite directions relative to the direction of rotation along the path through which the torque is transmitted from the power source at the drive shaft to the wheel.

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