A hub-type continuously variable transmission

Abstract

The present invention discloses a hub type continuously variable transmission in the technical field of mechanical transmission continuously variable transmissions, which includes a cylindrical internal gear arranged inside the hub. Inside the cylindrical internal gear, a lower deep groove ball bearing and an upper deep groove ball bearing are respectively arranged from bottom to top. A support frame is connected inside the lower deep groove ball bearing, and a roller frame is connected inside the upper deep groove ball bearing. A distribution wheel is arranged between the support frame and the roller frame. A central wheel pin shaft passes through the center of the roller frame and is fixedly connected to the central wheel downward through a screw. The upper end of the central wheel pin shaft is in transmission connection with the output shaft end of the engine. A sliding sleeve is sleeved outside the central wheel pin shaft, and a speed regulating ring is sleeved outside the sliding sleeve. The speed regulating ring is connected to a speed regulating connecting rod through a bolt, the speed regulating connecting rod is connected to a distribution wheel swing rod through a bolt, and the lower end of the distribution wheel swing rod is connected with a friction roller. The continuously variable transmission of the present invention can bear a greater load, output a greater rotational speed, is convenient for maintenance and replacement, and does not need to be replaced as a whole, and is applicable to automotive continuously variable transmission devices.

Description

Technical Field

[0001] The present invention relates to the technical field of mechanical transmission continuously variable transmissions, and particularly relates to a friction roller hub type continuously variable transmission. Background Art

[0002] Currently, the mainstream continuously variable transmissions in the market are mainly composed of two groups of gears or belts with variable diameters, connected by a chain or belt, and the transmission ratio is controlled by changing the diameters of the gears or pulleys. When the clamping force of the metal belt of the automotive continuously variable transmission is too large, the friction between the conical pulley and the metal belt will also increase, resulting in an increase in the loss of the hydraulic mechanism. A lot of power of the engine is consumed in overcoming the surface friction between the conical pulley and the metal belt, greatly shortening the service life of the metal belt. If the clamping force of the metal belt is insufficient, slipping will occur, resulting in insufficient power. In addition, the continuously variable transmission driven in this way is prone to damage, has a high failure rate, and requires the entire replacement of the transmission during maintenance. Since the manufacturing cost of automotive continuously variable transmissions is high, the overall replacement makes the maintenance cost high, increasing the user's usage cost. Summary of the Invention

[0003] The purpose of the present invention is to overcome the defects in the prior art and provide a hub type continuously variable transmission, which is designed and installed in the hub, can bear a greater load, output a greater rotational speed, is convenient for maintenance and replacement, and does not require the overall replacement of the transmission.

[0004] The purpose of the present invention is achieved as follows: A hub type continuously variable transmission includes a cylindrical internal gear disposed within the hub. Inside the cylindrical internal gear, a lower deep groove ball bearing and an upper deep groove ball bearing are respectively provided from bottom to top. A support frame is circumferentially connected to the inner ring of the lower deep groove ball bearing, and a roller frame is connected to the inner ring of the upper deep groove ball bearing. A distribution wheel is connected between the support frame and the roller frame through a distribution wheel pin shaft. A center wheel pin shaft passes through the central groove of the roller frame and is fixedly connected to the center wheel downward by a screw. The upper end of the center wheel pin shaft is in transmission connection with the output shaft end of the engine. A sliding sleeve is sleeved outside the center wheel pin shaft, and a speed regulating ring is slidably sleeved on the outer circumference of the sliding sleeve. The speed regulating ring is connected to a speed regulating connecting rod by a bolt, the speed regulating connecting rod is connected to a distribution wheel swing rod by a bolt, and the lower end of the distribution wheel swing rod passes through the mounting groove on the roller frame and is connected to a friction roller.

[0005] When the present invention works, the input motion of the engine is transmitted to the center wheel through the center wheel pin shaft. The center wheel rotates to drive the friction roller to rotate, and then drives the cylindrical internal gear to rotate through a series of friction transmissions, and finally drives the tire to rotate, realizing stepless speed change. Compared with the prior art, the beneficial effects of the present invention are as follows: The hub type continuously variable transmission of the present invention is installed in the hub, saving the space of the engine compartment, and the continuously variable transmission of this device can bear a greater load, output a greater rotational speed, is convenient for maintenance and replacement, and does not require the overall replacement of the transmission.

[0006] Further, the speed regulation connecting rod, the distributing wheel swing rod and the friction roller form a friction swing mechanism. The distributing wheel swing rod is movably connected to the roller frame through bolts, and 4 groups of friction swing mechanisms are evenly arranged on the roller frame with the center groove of the roller frame as the center.

[0007] Further, the distributing wheel pin shaft passes through the roller frame and is fixed downward in the support frame. The connection between the distributing wheel pin shaft and the distributing wheel is supported by an angular contact ball bearing. The distributing wheel bearing cover is fixed to the bottom of the distributing wheel through screws. A cylindrical gear is arranged on the outer circumference of the distributing wheel, and the external teeth on the cylindrical gear are meshed with the internal teeth on the inner wall of the cylindrical internal gear.

[0008] Further, the distributing wheel pin shaft, the distributing wheel, the angular contact ball bearing and the cylindrical gear form a cylindrical gear rotating mechanism, and the cylindrical gear rotating mechanism is arranged corresponding to the friction roller.

[0009] Further, a bearing inner ring is further arranged inside the cylindrical internal gear, and upper and lower shaft shoulders are arranged on the bearing inner ring. The upper and lower shaft shoulders are respectively in contact with the upper deep groove ball bearing and the lower deep groove ball bearing.

[0010] Further, the connection between the distributing wheel swing rod and the friction roller is supported by an inner deep groove ball bearing, and the friction roller bearing cover is fixed to the bottom of the friction roller through screws. Description of the Drawings

[0011] Figure 1 is a three-dimensional structural schematic diagram of the hub-type continuously variable transmission of the present invention.

[0012] Figure 2 is a top view of the hub-type continuously variable transmission of the present invention.

[0013] Figure 3 is Figure 2 a sectional view taken along the direction A in

[0014] Figure 4 is a schematic diagram of the principle of the hub-type continuously variable transmission of the present invention.

[0015] Among them, 1 is a cylindrical internal gear, 2 is an upper deep groove ball bearing, 3 is a roller frame, 4 is a speed regulation connecting rod, 5 is a speed regulation ring, 6 is a center wheel pin shaft, 7 is a sliding sleeve, 8 is a distributing wheel swing rod, 9 is a distributing wheel, 10 is a double-row angular contact ball bearing, 11 is a distributing wheel pin shaft, 12 is a friction roller, 13 is an inner deep groove ball bearing, 14 is a roller frame bearing cover, 15 is a lower deep groove ball bearing, 16 is a tapered roller bearing, 17 is a friction roller bearing cover, 18 is a distributing wheel bearing cover, 19 is a center wheel, 20 is a center wheel end cover, 21 is a support frame, 22 is a bearing inner ring, 23 is a cylindrical gear. Detailed Embodiments

[0016] Such asFigures 1 to 4 A shown hub-type continuously variable transmission includes a cylindrical internal gear 1 arranged inside the hub. Inside the cylindrical internal gear 1, a lower deep groove ball bearing 15 and an upper deep groove ball bearing 2 are respectively arranged from bottom to top. A support frame 21 is circumferentially connected to the inner ring of the lower deep groove ball bearing 15. A roller frame 3 is connected to the inner ring of the upper deep groove ball bearing 2. A distribution wheel 9 is connected between the support frame 21 and the roller frame 3 through distribution wheel pin shafts 11. A central wheel pin shaft 6 passes through the central groove of the roller frame 3 and is fixedly connected to the central wheel 19 downward through screws. The upper end of the central wheel pin shaft 6 is in transmission connection with the output shaft end of the engine. A sliding sleeve 7 is sleeved outside the central wheel pin shaft 6. A speed regulation ring 5 is slidably sleeved on the outer circumference of the sliding sleeve 7. The speed regulation ring 5 is connected to a speed regulation connecting rod 4 through bolts. The speed regulation connecting rod 4 is connected to a distribution wheel swing rod 8 through bolts. The lower end of the distribution wheel swing rod 8 passes through the installation groove on the roller frame 3 and is connected to a friction roller 12.

[0017] The speed regulation connecting rod 4, the distribution wheel swing rod 8 and the friction roller 12 form a friction swing mechanism. The distribution wheel swing rod 8 is movably connected to the roller frame 3 through bolts. The friction swing mechanism takes the center point of the roller frame 3 as the center, and 4 groups are evenly arranged on the roller frame 3. During installation, one group of friction swing mechanisms is installed every 90° with the center point of the roller frame 3 as the reference; it can also be installed with 6 groups or 3 groups respectively, and the interval angles are 60° or 120° respectively. The input power obtained by the central wheel 19 makes the central wheel 19 rotate, contacts with the friction rollers 12 arranged around the central wheel 19 and drives the friction rollers 12 to rotate, and transmits the power.

[0018] The distribution wheel pin shafts 11 pass through the roller frame 3 and are fixed downward inside the support frame 21. The connection between the distribution wheel pin shafts 11 and the distribution wheel 9 is supported by double-row angular contact ball bearings 10. The distribution wheel bearing cover 18 is fixed to the bottom of the distribution wheel 9 through screws. A cylindrical gear 23 is arranged on the outer circumference of the distribution wheel 9. The external teeth on the cylindrical gear 23 mesh with the internal teeth on the inner wall of the cylindrical internal gear 1. The cylindrical gear 23 rotates with the distribution wheel 9 and then drives the cylindrical internal gear 1 to rotate through gear meshing, and finally transmits the power to the vehicle hub.

[0019] The distribution wheel pin shafts 11, the distribution wheel 9, the double-row angular contact ball bearings 10 and the cylindrical gear 23 form a cylindrical gear rotation mechanism, and the cylindrical gear rotation mechanism is arranged corresponding to the friction rollers 12.

[0020] An inner bearing ring 22 is also arranged inside the cylindrical internal gear 1. Upper and lower shaft shoulders are arranged on the inner bearing ring 22, and the upper and lower shaft shoulders are respectively in contact with the upper deep groove ball bearing 2 and the lower deep groove ball bearing 15.

[0021] The connection between the distribution wheel swing rod 8 and the friction roller 12 is supported by an inner deep groove ball bearing 13. The friction roller bearing cover 17 is fixed to the bottom of the friction roller 12 through screws.

[0022] When the present invention works, the input motion of the engine is transmitted to the central gear 19 through the central gear pin shaft 6. The central gear 19 rotates to drive the friction roller 12 to rotate, and then drives the cylindrical internal gear 1 to rotate through friction transmission, and finally drives the tire to rotate to achieve stepless speed change. Specifically: the output shaft end of the engine is in transmission connection with the central gear pin shaft 6 through splines. The rotation of the central gear pin shaft 6 drives the central gear 19 between the roller frame 3 and the support frame 21 to rotate. In order to prevent the roller frame 3 from rotating together with the central gear pin shaft 6, a pair of tapered roller bearings 16 are arranged at the lower end of the central gear pin shaft 6 to support the central gear pin shaft 6; the central gear 19 drives the friction roller 12 to rotate. During the rotation of the friction roller 12, the distribution wheel swing rod 8 is axially swung, thereby driving the speed regulation connecting rod 4 to swing up and down, and finally realizing the up and down movement of the speed regulation ring 5 along the surface of the sliding sleeve 7. The sliding sleeve 7 isolates the movement of the central gear pin shaft 6 to prevent the relative rotation of the speed regulation ring 5; when the speed regulation ring 5 moves upward, the distribution wheel swing rods 8 distributed around incline inward towards the central gear pin shaft 6, so that the radius of the central gear 19 in the plane where the friction roller 12 contacts the central gear 19 is greater than the radius of the distribution wheel 9 in the plane where the friction roller 12 contacts the distribution wheel 9. According to the formula V = R * ω, at this time, the rotational speed of the vehicle wheel hub becomes larger, and the transmitted torque becomes smaller, providing higher power for the vehicle to move forward; conversely, when the speed regulation ring moves downward, the rotational speed of the wheel hub becomes smaller, and the output torque becomes larger, and the vehicle power is small; the distribution wheel 9 rotates by the friction transmission of the friction roller 12, drives the cylindrical gear 23 to rotate, and then drives the cylindrical internal gear 1 to rotate through gear meshing, and finally transmits the power to the vehicle wheel hub.

[0023] The present invention transmits power by setting friction rollers. Compared with the steel belts used in the prior art, during the continuous rotation of the friction rollers, their own orientations change continuously, the overall force is more balanced, the friction endurance is stronger, they can bear a greater load, and the output rotational speed is greater, thereby providing greater power for the vehicle to move forward; in daily maintenance, the transmission of the present invention is installed in the vehicle wheel hub, saving the space in the engine compartment, can be individually repaired, disassembled and replaced, without having to replace the entire steel belt, the maintenance operation is convenient and the maintenance cost is reduced, and it is suitable for use in vehicle stepless speed change devices.

[0024] The present invention is not limited to the above embodiments. Based on the technical solutions disclosed in the present invention, those skilled in the art can make some substitutions and deformations of some technical features without creative labor according to the disclosed technical content, and these substitutions and deformations are all within the protection scope of the present invention.

Claims

1. A hub-type continuously variable transmission, Features: It comprises a cylindrical internal gear arranged in the wheel hub, wherein a lower deep groove ball bearing and an upper deep groove ball bearing are respectively arranged inside the cylindrical internal gear from bottom to top, a support frame is connected to the circumference of the inner ring of the lower deep groove ball bearing, a roller frame is connected in the inner ring of the upper deep groove ball bearing, a distribution wheel is connected between the support frame and the roller frame through a distribution wheel pin shaft, a center wheel pin shaft passes through the center groove of the roller frame and is fixedly connected to the center wheel through screws downward, an upper end of the center wheel pin shaft is drivingly connected to an output shaft end of an engine, a sliding sleeve is sleeved on the outside of the center wheel pin shaft, a speed regulating ring is slidably sleeved on the outer circumference of the sliding sleeve, the speed regulating ring is connected to a speed regulating connecting rod through bolts, and the speed regulating connecting rod is connected to the distribution wheel through bolts The distribution wheel is connected with a wheel swing rod, and the lower end of the distribution wheel swing rod passes through the mounting groove on the roller frame and is connected with a friction roller; the speed regulating connecting rod, the distribution wheel swing rod and the friction roller form a friction swing mechanism, the distribution wheel swing rod is movably connected to the roller frame by bolts, and 4 groups of friction swing mechanisms are evenly arranged on the roller frame with the center groove of the roller frame as the center; the distribution wheel pin shaft passes through the roller frame and is downwardly fixed in the support frame, the connection between the distribution wheel pin shaft and the distribution wheel is supported by an angular contact ball bearing, the distribution wheel bearing cover is fixed to the bottom of the distribution wheel by screws, and a cylindrical gear is provided on the outer circumference of the distribution wheel, and the outer teeth on the cylindrical gear are meshed with the inner teeth on the inner wall of the cylindrical internal gear.

2. A hub-type continuously variable transmission according to claim 1, Features: The distribution wheel pin, the distribution wheel, the angular contact ball bearing and the cylindrical gear form a cylindrical gear rotating mechanism, and the cylindrical gear rotating mechanism is arranged corresponding to the friction roller.

3. A hub-type continuously variable transmission according to claim 1, Features: A bearing inner ring is also arranged inside the cylindrical internal gear, and an upper and lower shaft shoulders are arranged on the bearing inner ring, and the upper and lower shaft shoulders are respectively in contact with an upper deep groove ball bearing and a lower deep groove ball bearing.

4. A hub-type continuously variable transmission according to claim 1, Features: The connection between the distribution wheel swing rod and the friction roller is supported by an inner deep groove ball bearing, and the friction roller bearing cover is fixed to the bottom of the friction roller by screws.

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