Automobile differential type infinitely variable automatic transmission

Abstract

This invention provides a differential-type continuously variable transmission (CVT) for automobiles. The transmission housing contains a differential, with a driven gear fixedly connected to the differential housing. A driving gear is fixedly connected to the power input shaft beside the differential, meshing with the driven gear. A generator is located on the left side of the transmission housing. The generator rotor shaft is connected to the shaft of the left sun gear of the differential and is equipped with a speed sensor. A torque detection device for detecting the forward and reverse torque of the generator rotor shaft is located at the junction of the transmission housing and the generator. The generator is also equipped with a generator brake. An electric motor is located on the right side of the transmission housing. The shaft of the right sun gear of the differential is connected to the rotor shaft of the electric motor and is equipped with a speed sensor. The electric motor rotor shaft serves as the power output shaft. This transmission is suitable for both hybrid electric vehicles and pure gasoline vehicles. The generator brake and differential work together to replace the function of a clutch, resulting in a simpler transmission system, the ability to withstand greater torque, and higher operational reliability.

Description

Technical Field

[0001] This invention relates to an automotive transmission, specifically a transmission that uses an engine as a power source to drive an electric motor and performs continuously variable transmission (CVT) through the differential speed between them, belonging to the field of automotive parts technology. Background Technology

[0002] Currently, there are two main types of continuously variable transmissions (CVTs) commonly used in automobiles: mechanical CVTs and electronically controlled CVTs (E-CVTs). Mechanical CVTs use a steel belt drive, which is prone to slippage and has low torque capacity, making them unsuitable for large-displacement vehicles and hybrid electric vehicles. Electronically controlled CVTs have complex structures and electronic control systems, resulting in high maintenance costs and insufficient reliability in harsh environments. They are also ill-suited for the high torque requirements of medium and large-sized vehicles, especially heavy-duty vehicles, and also unsuitable for pure gasoline-powered vehicles. Summary of the Invention

[0003] The purpose of this invention is to provide a differential continuously variable transmission for automobiles that can withstand high torque, is suitable for both hybrid electric vehicles and pure gasoline vehicles, and has a compact structure, simple control, high reliability, low manufacturing cost, and economical operation and maintenance, in order to overcome the above-mentioned shortcomings of the prior art.

[0004] The specific technical solution of this invention is as follows:

[0005] A continuously variable transmission (CVT) for automobiles includes a housing with a differential inside. The differential housing is rotatably supported within the housing via bushings extending to its left and right sides. Inside the housing are four bevel gears arranged in a cross shape and meshing with each other. Two of these bevel gears are sun gears that rotate in place and do not follow the rotation of the housing, while the other two are planet gears that rotate in place and follow the rotation of the housing. The shafts of the two sun gears are rotatably supported within the bushings on the left and right sides of the housing and extend outwards from the housing. Inside the housing, a driven gear is fixedly connected to one side of the differential housing, coaxial with the bushing and rotating synchronously. A power input shaft, extending laterally through the housing, is located beside the differential. A drive gear is fixedly connected to a shaft inside the housing, meshing with the driven gear. The shaft outside the housing is connected to the vehicle's... The engine output is connected; a generator is located on the left side of the housing, with the right end of the generator rotor shaft coaxially connected to the shaft of the left sun gear of the differential. A generator speed sensor is installed on the generator rotor shaft, and a torque detection device for detecting the forward and reverse torque of the generator rotor shaft is installed at the junction of the housing and the generator. The generator is also equipped with a generator brake that can brake its rotor shaft; an electric motor is located on the right side of the housing, with the shaft of the right sun gear of the differential coaxially connected to the left end of the electric motor rotor shaft. A motor speed sensor is installed on the electric motor rotor shaft, and the right end of the electric motor rotor shaft serves as the power output shaft; the gearbox is also equipped with a corresponding control device, which has circuits connected to the control terminals of the generator, the electric motor, the generator brake, the generator speed sensor, the sensor of the torque detection device, and the electric motor speed sensor.

[0006] Furthermore, the torque detection device is provided with an inner sleeve and an outer sleeve. The inner sleeve is fixedly connected to the housing and is on the same axis as the shaft of the left sun gear of the differential. The outer sleeve is fixedly connected to the generator and is on the same axis as the generator rotor shaft. The inner ring of the outer sleeve is slidably fitted onto the outer ring of the inner sleeve. The outer ring of the outer sleeve is provided with a lug connected to the housing. A screw is fixedly extended on the outside of the housing. After the screw passes through the lug hole, it is locked by an adjusting nut. The lug hole is an arc-shaped elongated hole. The adjusting nut locks the lug incompletely, so that the outer sleeve can deflect a certain angle in both directions within the limitation range of the lug hole. A radially extending support plate is also provided on one side of the outer ring of the outer sleeve. A positive pressure sensor and a reverse pressure sensor are respectively installed on both sides of the support plate on the outside of the housing.

[0007] Furthermore, the control device is equipped with a battery connection port. When this transmission is used in a plug-in hybrid vehicle equipped with a power battery pack, connecting the power battery pack to the battery connection port enables continuously variable transmission (CVT) adjustment for the plug-in hybrid vehicle during pure electric driving. When this transmission is used in a pure gasoline vehicle, simply adding a power battery pack and connecting it to the battery connection port of the control device transforms it into a hybrid electric vehicle.

[0008] Furthermore, the power output shaft at the right end of the motor rotor shaft is connected to the input end of the stepped transmission, and power is output from the output end of the stepped transmission to the next stage to adapt to different road conditions, reduce the frequent switching of the generator and motor, increase their service life, and enable the car to have reverse and neutral functions. For small cars, the stepped transmission has high gear, medium gear, low gear, reverse gear, and neutral gear. For medium, large, and heavy-duty vehicles, 1-3 additional medium gears should be provided.

[0009] Furthermore, the power input shaft is also connected to an electromagnetic brake inside the housing. The control device has a circuit connected to the control terminal of the electromagnetic brake. When the vehicle equipped with the power battery pack is driving in pure electric mode, the electromagnetic brake brakes the power input shaft.

[0010] Furthermore, during the installation of this transmission, corresponding high-speed travel switches and idle travel switches are installed in the vehicle's throttle control mechanism. When the vehicle is at its highest throttle position, the high-speed travel switch is triggered, and when the vehicle is at its lowest throttle position, the idle travel switch is triggered. The control device has circuits that are respectively connected to the high-speed travel switch and the idle travel switch.

[0011] The advantages of the differential continuously variable transmission of the present invention are:

[0012] (1) This transmission is suitable for both hybrid electric vehicles and pure gasoline vehicles, overcoming the shortcomings of existing continuously variable transmissions and adapting to the development trend of new energy vehicles. When used in pure gasoline vehicles, only a power battery pack needs to be added and connected to the power battery connection port to enable hybrid electric driving or pure electric driving, which plays a good role in promoting the transition of gasoline vehicles to green new energy vehicles and has positive social benefits.

[0013] (2) Compared with the existing continuously variable transmission, this transmission replaces the function of the clutch by the combined function of the generator brake and the differential. The transmission system is simpler, the transmission is less prone to slippage, it can withstand greater torque, and the working reliability is higher. It can adapt to the working conditions of various types of vehicles. When necessary, it can also be used as a generator to supply power to the outside world, and has a wider range of applications.

[0014] (3) This transmission is easier to achieve fuel saving and energy saving compared to other continuously variable transmissions. When the engine is not needed for driving, as soon as the accelerator pedal is released, the engine speed decreases, and the inertial force of the car immediately reverses to drive the generator, causing the reverse pressure sensor to be pressed and activated. The generator brake is quickly released, and the car is in a fuel-saving coasting state equivalent to neutral. If a power battery pack is installed, it can also charge and store energy while coasting.

[0015] (4) This gearbox has a compact structure, simple control, and low maintenance costs. The generator and motor of this gearbox work intermittently, there is no clutch failure, the failure rate is low, the service life is long, and the economy is better. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the differential continuously variable transmission (CVT) of this vehicle.

[0017] Figure 2 for Figure 1 Enlarged cross-sectional view along the AA direction.

[0018] Figure 3 This is the basic control circuit schematic diagram of the gearbox control device.

[0019] Figure 1-2 In the middle: 1-generator brake, 2-generator, 3-generator speed sensor, 4-torque detection device, 5-box, 6-electromagnetic brake, 7-differential, 8-drive gear, 9-driven gear, 10-power input shaft, 11-outer sleeve, 11.1-lug, 11.2-ear hole, 11.3-support plate, 12-inner sleeve, 13-sun gear, 14-control device, 15-planetary gear, 16-housing, 16.1-shaft sleeve, 17-power battery pack, 18-motor speed sensor, 19-motor, 20-stepped transmission, 21-reverse pressure sensor, 22-forward pressure sensor, 23-adjusting nut, 24-screw.

[0020] Figure 3 In the middle: KM1~KM2-Contactor, ZL1~ZL2-Rectifier, KC1~KC7-Relay, YV-Control coil of generator brake, YB-Control coil of electromagnetic brake, S1~S4-Switch, SQ1-High speed limit switch, SQ2-Idle speed limit switch, SB-Push-button switch. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings. In the description of the present invention, directional terms such as "left" and "right" are based on the appendix to the specification. Figure 1The orientations or positional relationships shown are defined only for the convenience of describing the present invention, and do not refer to a specific orientation that the device or element must have, and should not be regarded as a limitation of the present invention.

[0022] like Figure 1-2 As shown, the differential-type continuously variable transmission (CVT) of this vehicle has a housing 5, and a differential 7 is installed inside the housing 5. The housing 16 of the differential 7 is rotatably supported in the housing 5 by bushings 16.1 extending to the left and right sides. The housing 16 contains four bevel gears arranged in a cross shape and meshing with each other. The two left and right bevel gears are sun gears 13 that can rotate in place and do not follow the rotation of the housing 16. The other two bevel gears are planet gears 15 that can rotate in place and follow the rotation of the housing 16. The shafts of the two sun gears 13 are respectively... Rotary supports are located within bushings 16.1 on both sides of the outer casing 16 and extend outwards from the housing 5. Inside the housing 5, a driven gear 9, coaxial with and synchronously rotating with bushings 16.1, is fixedly connected to one side of the differential housing 16. A power input shaft 10, extending laterally through the housing 5, is located beside the differential 7. A drive gear 8 is fixedly connected to a shaft inside the housing 5, and the drive gear 8 meshes with the driven gear 9. An electromagnetic brake 6 is also connected to the power input shaft 10 inside the housing 5. The shaft outside the housing 5 is connected to the output end of the car engine; a generator 2 is located on the left side of the housing 5, and the right end of the generator 2 rotor shaft is coaxially connected to the shaft of the left sun gear 13 of the differential 7. A generator speed sensor 3 is provided on the rotor shaft of the generator 2. A torque detection device 4 for detecting the forward and reverse torque of the generator 2 rotor shaft is provided at the junction of the housing 5 and the generator 2. The generator 2 is also equipped with a generator brake 1 that can brake its rotor shaft; a motor 19 is located on the right side of the housing 5, and the shaft of the right sun gear 13 of the differential 7 is coaxially connected to the left end of the motor 19 rotor shaft. A motor speed sensor 18 is provided on the rotor shaft of the motor 19, and the right end of the motor 19 rotor shaft serves as the power output shaft; this gearbox is also equipped with a corresponding control device 14, which has circuits that are respectively connected to the control terminals of the generator 2, the motor 19, the generator brake 1, the generator speed sensor 3, the sensor of the torque detection device 4, the motor speed sensor 18, and the control terminal of the electromagnetic brake 6. Furthermore, the power output shaft at the right end of the rotor shaft of the electric motor 19 is connected to the input end of the stepped transmission 20, and the power is output from the output end of the stepped transmission 20 to the next stage to adapt to the needs of different road conditions, reduce the frequent switching of the generator 2 and the electric motor 19, increase their service life, and enable the car to have reverse and neutral functions.

[0023] like Figure 1-2As shown, the torque detection device 4 has an inner sleeve 12 and an outer sleeve 11. The inner sleeve 12 is fixedly connected to the housing 5 and is on the same axis as the rotating shaft of the left sun gear 13 of the differential 7. The outer sleeve 11 is fixedly connected to the generator 2 and is on the same axis as the rotor shaft of the generator 2. The inner ring of the outer sleeve 11 is slidably fitted onto the outer ring of the inner sleeve 12. The outer ring of the outer sleeve 11 has a lug 11.1 connected to the housing 5. The outer side of the housing 5 has a fixed protruding screw 24. 4. After passing through the lug 11.1 through the ear hole 11.2, it is locked by the adjusting nut 23. The ear hole 11.2 of the lug 11.1 is an arc-shaped elongated hole. The adjusting nut 23 locks the lug 11.1 incompletely, so that the outer sleeve 11 can deflect a certain angle in both directions within the limitation range of the ear hole 11.2. A radially extending support plate 11.3 is also provided on one side of the outer ring of the outer sleeve 11. A positive pressure sensor 22 and a reverse pressure sensor 21 are respectively installed on both sides of the support plate 11.3 on the outside of the housing 5. The working principle of this torque detection device 4 is as follows: When the generator 2 drives the vehicle via the differential 7, the torque transmitted from the planetary gears 15 of the differential 7 to the two sun gears 13 is balanced and equal. Therefore, the torque force of the generator 2 driving the vehicle will cause the outer sleeve 11 to deflect in the forward direction relative to the inner sleeve 12 and press against the forward pressure sensor 22. This torque force is proportional to the pressure applied to the forward pressure sensor 22. When the vehicle drives the engine in the reverse direction due to inertia, the torque force will cause the outer sleeve 11 to deflect in the reverse direction relative to the inner sleeve 12 and press against the reverse pressure sensor 21. This torque force is proportional to the pressure applied to the reverse pressure sensor 21. Therefore, this torque detection device can detect the forward and reverse torque of the generator 2 rotor shaft in real time.

[0024] The control device 14 is equipped with a battery connection port. When this transmission is used in a plug-in hybrid vehicle equipped with a power battery pack 17, connecting the power battery pack 17 to the battery connection port enables continuously variable transmission (CVT) adjustment for pure electric driving. When this transmission is used in a pure gasoline vehicle, simply adding the power battery pack 17 and connecting it to the battery connection port of the control device 14 transforms it into a hybrid electric vehicle.

[0025] When this transmission is installed, a corresponding high-speed travel switch SQ1 and an idle travel switch SQ2 are set in the vehicle's throttle control mechanism. When the vehicle is at the highest throttle position, the high-speed travel switch SQ1 is triggered. When the vehicle is at the lowest throttle position, the idle travel switch SQ2 is triggered. The control device 14 is provided with circuits that are respectively connected to the high-speed travel switch SQ1 and the idle travel switch SQ2.

[0026] Regarding the selection of the motor for this transmission, the generator 2 should preferably be a permanent magnet generator, and the motor 19 for small vehicles should preferably be a lightweight and efficient permanent magnet synchronous motor, while medium and large passenger and freight vehicles should choose a simple and durable AC asynchronous motor. Regarding the selection of the generator brake 1 for this transmission, medium and large vehicles should preferably use a hydraulic brake, while small vehicles can use either a hydraulic brake or an electromagnetic brake. If a hydraulic brake is installed, the control terminal of the generator brake 1 is an oil circuit solenoid valve, and the hydraulic pump of the hydraulic brake's oil supply line can be connected to the power input shaft 10 and driven by the power input shaft 10; if an electromagnetic brake is installed, the control terminal of the generator brake 1 is an electrical contactor.

[0027] The basic control circuit diagram of this gearbox control device is as follows: Figure 3 As shown in the diagram, the specific working process of this differential continuously variable transmission (CVT) is analyzed below based on the control circuit schematic:

[0028] a. The process of starting a car

[0029] After the car engine starts, the power is transmitted through the power input shaft 10, the drive gear 8, and the driven gear 9 to drive the differential 7 to rotate. Because the control coil YV of the generator brake 1 is not energized, the generator brake 1 is in the open state. The sun gear 13 connected to the rotor shaft of the motor 19 does not rotate, while the sun gear 13 connected to the rotor shaft of the generator 2 rotates. The generator 2 runs unloaded to generate electricity. The coil of the relay KC6 is energized, and the normally open contact of KC6 closes, preparing for starting.

[0030] When the car starts, the brake pedal is pressed, the coil of relay KC4 is energized, the normally closed contact of KC4 opens, and the stepped transmission 20 engages the gear appropriate for the current road conditions. For example, high gear is used on highways, medium gear on urban and ordinary roads, and low gear on mountain roads. When going uphill or for heavy vehicles, a low gear should also be used. Then, switch S1 is closed to connect the control circuit. When the brake pedal is released, the coil of relay KC4 is de-energized, the normally closed contact of KC4 closes, the coil of contactor KM1 is energized, and the main contact of KM1 closes. The generator 2 supplies power to the motor 19 through rectifier ZL1 and motor controller, and the motor 19 starts and drives the car to start.

[0031] b. The process of a car accelerating, shifting gears to increase torque, and braking to decelerate and stop.

[0032] After the car starts, if the accelerator pedal is pressed, the normally open contact of the idle speed limit switch SQ2 closes, the speed of generator 2 increases with the engine speed, the electrical power supplied to motor 19 also increases, the speed of motor 19 gradually increases, and the car accelerates accordingly. After the accelerator pedal is stopped, generator 2 and motor 19 automatically adjust their speeds until they are balanced under the action of differential 7. When the speeds of generator 2 and motor 19 are equal, the voltage and current signals of generator speed sensor 3 and motor speed sensor 18 are equal, causing the dual-coil relay KC1 to operate due to electromagnetic force balance. The normally open contact of KC1 closes, the coil of relay KC5 is energized and self-holding, the control coil YV of generator brake 1 is energized, generator brake 1 closes and brakes, generator 2 stops rotating and generating electricity, the coil of relay KC6 is de-energized, the normally open contact of KC6 opens, the coil of contactor KM1 is de-energized, the main contact of KM1 opens, and the car maintains a constant speed, the speed of which is determined by the position of the accelerator pedal.

[0033] When the resistance increases, such as when the car is going uphill, the engine speed will automatically decrease while the torque increases. When the torque approaches or reaches the engine's maximum torque, the positive pressure sensor 22 generates a signal that energizes the coil of relay KC2. The normally closed contact of KC2 opens, the control coil YV of generator brake 1 is de-energized, generator brake 1 opens, generator 2 starts generating electricity, the main contact of contactor KM1 closes, generator 2 supplies power to motor 19 to increase its speed and torque, overcoming the vehicle's driving resistance, until the speeds of generator 2 and motor 19 are equal, and then the process repeats to return to a constant speed driving state. If greater driving force is needed while driving, the accelerator pedal is pressed to the floor. At this time, the normally closed contact of high-speed limit switch SQ1 opens, generator brake 1's control coil YV is de-energized, generator brake 1 opens, and if the stepped transmission 20 is in the lowest gear, it can output maximum torque.

[0034] When the car is in motion and needs to brake to slow down or stop, release the accelerator pedal and press the brake pedal. At this time, the normally open contact of the idle limit switch SQ2 opens, the coil of relay KC5 and the control coil YV of generator brake 1 are de-energized, generator brake 1 is released, and the coil of relay KC4 is energized, the normally closed contact of KC4 opens, the coil of contactor KM1 is de-energized, the main contact of KM1 is opened, generator 2 is unloaded, and the engine idles.

[0035] When road conditions change and gear shifting is required, the power supply to the control circuit can be cut off by pressing the button switch SB. The control coil YV of the generator brake 1 is de-energized, the generator brake 1 is released, the generator 2 is unloaded, and the engine's power is not transmitted to the stepped transmission 20, allowing for smooth gear shifting. Selecting the appropriate gear for different road conditions can reduce the operating frequency of the generator 2 and the electric motor 19, lowering the failure rate and extending their service life.

[0036] c. The fuel-saving and energy-efficient process of deceleration and coasting

[0037] When the car is in motion and the engine is not needed temporarily, such as when going downhill or slowing down, as soon as the accelerator pedal is released, the engine speed drops rapidly. The car then uses inertia to drive the engine in the reverse direction. The reverse pressure sensor 21 is subjected to force, and its signal causes the relay KC3 to activate. The normally closed contact of KC3 opens, the control coil YV of the generator brake 1 is de-energized, the generator brake 1 is released, and the generator 2 reverses to generate electricity. The car coasts in a fuel-efficient manner or simultaneously charges the power battery pack 17 through the rectifier ZL2 and the charging controller to recover energy.

[0038] If coasting is not advisable for safe driving reasons, switch S3 can be manually activated while the vehicle is in gear. This directly energizes the control coil YV of generator brake 1, putting generator brake 1 into a braking state unaffected by other controls. Similar to a manual transmission, vehicle speed is controlled by engine resistance, and the vehicle is driven in gear. To accelerate in this state, simply press the accelerator pedal. This opens the normally closed contact of idle speed limit switch SQ2, cutting off the circuit of switch S3 and restoring the original state. However, when releasing the accelerator pedal, the vehicle must be shifted into neutral or switch S3 must be turned off beforehand; otherwise, the engine will stall.

[0039] d. Plug-in hybrid driving process

[0040] When the power battery pack 17 is installed in the car, it can achieve hybrid electric driving. When plug-in hybrid driving is required, the manual control switch S2 is turned on. When the generator brake 1 is engaged and the car is driving at a constant speed, the relay KC5 is energized, the normally open contact of KC5 closes, and the contactor KM2 is energized and engaged. When the contactor KM1 is open, the power battery pack 22 performs plug-in hybrid driving through the control device 14, and the engine and electric motor 19 jointly drive the car.

[0041] During processes a to d above, the accelerator pedal and the control device 14 control the acceleration and deceleration of the car synchronously.

[0042] e. Pure electric driving process

[0043] When the vehicle is equipped with the power battery pack 17, it can achieve pure electric driving. When pure electric driving is required, the manual control switch S4 is turned on, which energizes the control coil YB of the electromagnetic brake 6, causing the electromagnetic brake 6 to engage and lock the power input shaft 10. At the same time, the coil of the relay KC7 is energized, and the normally closed contact of KC7 opens, ensuring that the generator brake 1 is in the open state. Simultaneously, the normally open contact of KC7 closes, and the contactor KM2 is energized and engaged, so that the power battery pack 17 supplies power to the motor 19, and the control device 14 controls the motor 19 to drive the vehicle.

[0044] f. External power supply process

[0045] When the car needs to be used as a generator to supply power to the outside, the handbrake can be engaged and the car can be put into a high gear as much as possible. The wheels should be chocked, the switch S1 should be turned off to cut off the power supply to the control circuit, and the generator brake 1 should be in the open state. After confirming that the switch S4 is in the open state, the engine should be started to drive the generator 2 to run, and AC and DC power can be output to the outside.

[0046] The above illustrations are merely typical embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A differential-type continuously variable automatic transmission for automobiles, characterized in that: The gearbox has a housing (5), and a differential (7) is installed inside the housing (5). The housing (16) of the differential (7) is rotatably supported in the housing (5) by bushings (16.1) extending to the left and right sides. The housing (16) has four bevel gears arranged in a cross shape and meshing with each other. The two bevel gears on the left and right are sun gears (13) that can rotate in place and do not follow the rotation of the housing (16). The other two bevel gears are planet gears (15) that can rotate in place and follow the rotation of the housing (16). The shafts of the two sun gears (13) rotate respectively. The bushings (16.1) on the left and right sides of the housing (16) extend outward from the housing (5); inside the housing (5), a driven gear (9) coaxial with and synchronously rotating with the bushings (16.1) is fixedly connected to one side of the differential housing (16); a power input shaft (10) is provided on the side of the differential (7) and extends laterally through the housing; a drive gear (8) is fixedly connected to the shaft inside the housing (5); the drive gear (8) meshes with the driven gear (9); the shaft outside the housing (5) is connected to the engine of the vehicle. The motor output is connected; a generator (2) is provided on the left side of the outer casing (5), and the right end of the rotor shaft of the generator (2) is coaxially connected with the shaft of the left sun gear (13) of the differential (7). A generator speed sensor (3) is provided on the rotor shaft of the generator (2), and a torque detection device (4) for detecting the forward and reverse torque of the rotor shaft of the generator (2) is provided at the junction of the casing (5) and the generator (2). The generator (2) is also equipped with a generator brake (1) that can brake its rotor shaft; an electric motor (19) is provided on the right side of the outer casing (5). The shaft of the right sun gear (13) of the differential (7) is coaxially connected to the left end of the rotor shaft of the motor (19). The rotor shaft of the motor (19) is equipped with a motor speed sensor (18). The right end of the rotor shaft of the motor (19) serves as the power output shaft. The gearbox is also equipped with a corresponding control device (14). The control device (14) is equipped with circuits that are respectively connected to the control terminals of the generator (2), the motor (19), the generator brake (1), the generator speed sensor (3), the sensor of the torque detection device (4), and the motor speed sensor (18).

2. The automotive differential-type continuously variable transmission according to claim 1, characterized in that: The torque detection device (4) is provided with an inner sleeve (12) and an outer sleeve (11). The inner sleeve (12) is fixedly connected to the housing (5) and is on the same axis as the shaft of the left sun gear (13) of the differential (7). The outer sleeve (11) is fixedly connected to the generator (2) and is on the same axis as the rotor shaft of the generator (2). The inner ring of the outer sleeve (11) is slidably fitted onto the outer ring of the inner sleeve (12). The outer ring of the outer sleeve (11) is provided with a lug (11.1) for connection with the housing (5). The outer side of the housing (5) is provided with a fixed protruding screw (24). 4) After passing through the ear hole (11.2) of the lug (11.1), it is locked by adjusting nut (23). The ear hole (11.2) of the lug (11.1) is an arc-shaped long hole. The locking of the lug (11.1) by adjusting nut (23) is not complete, so that the outer sleeve (11) can deflect a certain angle in both directions within the limitation range of the ear hole (11.2). A radially extending support plate (11.3) is also provided on one side of the outer ring of the outer sleeve (11). A positive pressure sensor (22) and a reverse pressure sensor (21) are respectively installed on both sides of the support plate (11.3) on the outside of the box (5).

3. The automotive differential-type continuously variable transmission according to claim 1, characterized in that: The control device (14) is provided with a battery connection port.

4. The automotive differential-type continuously variable transmission according to claim 1, characterized in that: The power output shaft at the right end of the rotor shaft of the electric motor (19) is connected to the input end of the stepped transmission (20), and the power is output from the output end of the stepped transmission (20) to the next stage.

5. The automotive differential-type continuously variable transmission according to claim 1, characterized in that: The power input shaft (10) is also connected to an electromagnetic brake (6) inside the housing (5), and the control device (14) is provided with a circuit connected to the control terminal of the electromagnetic brake (6).

6. The automotive differential-type continuously variable transmission according to claim 1, characterized in that: When this gearbox is installed, a corresponding high-speed travel switch (SQ1) and an idle travel switch (SQ2) are set in the throttle control mechanism of the car. When the car is at the highest throttle position, the high-speed travel switch (SQ1) is triggered. When the car is at the lowest throttle position, the idle travel switch (SQ2) is triggered. The control device (14) is provided with circuits that are respectively connected to the high-speed travel switch (SQ1) and the idle travel switch (SQ2).

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