An adaptive continuously variable transmission device and apparatus

Abstract

The application discloses a kind of self-adapting continuously variable transmission device and equipment, and self-adapting continuously variable transmission device includes input shaft, output shaft, first differential, second differential, first gear transmission mechanism, second gear transmission mechanism and steering check valve;First differential includes first housing, third gear transmission mechanism, first axle half and second axle half;Second differential includes second housing, fourth gear transmission mechanism, third axle half and fourth axle half;Input shaft is connected with first housing transmission, and output shaft is connected with second housing transmission.Self-adapting continuously variable transmission equipment has applied self-adapting continuously variable transmission device.The self-adapting continuously variable transmission device of the application adopts double differential system, has adaptive speed change, variable torsion function, realizes non-intervention automatic transmission, and is a kind of non-intervention speed change device, with very superior economy and applicability.

Description

Technical Field

[0001] This invention relates to the field of speed change equipment, and in particular to an adaptive continuously variable transmission device and equipment. Background Technology

[0002] Automotive transmissions are classified into five types: manual transmissions, automated manual transmissions (AMT), automatic transmissions (AT), continuously variable transmissions (CVT), and dual-clutch automatic transmissions. In automobiles, a transmission is often simply called a gearbox; in industrial machinery, it's often referred to as a gearbox. It's a mechanical or hydraulic device that converts mechanical power. The functions of an automotive transmission are: 1. To change the gear ratio, expanding the range of torque and speed variation of the drive wheels; 2. To enable the car to reverse while the engine's rotation direction remains unchanged; 3. To interrupt power transmission using neutral gear, allowing the engine to start, idle, and facilitating gear shifting or power output.

[0003] Among them, hydraulic automatic transmissions (AT), continuously variable transmissions (CVT), automated manual transmissions (AMT), and dual-clutch automatic transmissions are common types of automatic transmissions.

[0004] However, all existing transmissions on the market are intervention-type transmissions. Besides being affected by the independent variable of load resistance torque, intervention-type transmissions require manual operation, electronic equipment control, spring force, electromagnetic force, hydraulic pressure, or at least one other control variable to achieve the desired gear shift. Intervention-type transmissions require multi-variable joint control for gear shifting, resulting in drawbacks such as response delay and some inefficient power loss. Summary of the Invention

[0005] The purpose of this invention is to provide an adaptive continuously variable transmission (CVT) that can be applied to automobiles, tractors, construction machinery and other fields, and an adaptive CVT device that uses the adaptive CVT, which can at least achieve the purpose of improving driving comfort and improving engine transmission efficiency, and can at least solve one of the above problems.

[0006] According to one aspect of the present invention, an adaptive continuously variable transmission (CVT) is provided, comprising an input shaft, an output shaft, a first differential, a second differential, a first gear transmission mechanism, a second gear transmission mechanism, and a steering backstop;

[0007] The first differential includes a first housing, a third gear transmission mechanism, a first half-shaft and a second half-shaft. The third gear transmission mechanism is installed inside the first housing and is connected to the first housing in a transmission manner. The first half-shaft and the second half-shaft are respectively located at both ends of the first housing and are both connected to the third gear transmission mechanism in a transmission manner.

[0008] The second differential includes a second housing, a fourth gear transmission mechanism, a third half-shaft, and a fourth half-shaft. The fourth gear transmission mechanism is installed inside the second housing and is connected to the second housing in a transmission manner. The third half-shaft and the fourth half-shaft are respectively located at both ends of the second housing and are both connected to the fourth gear transmission mechanism in a transmission manner.

[0009] The input shaft is connected to the first housing in a driving connection, and the output shaft is connected to the second housing in a driving connection.

[0010] The first gear transmission mechanism includes a first gear and a second gear that mesh with each other. The first gear is fitted on the outer circumference of the first half-shaft, and the second gear is fitted on the outer circumference of the third half-shaft.

[0011] The second gear transmission mechanism includes a meshing third gear and a fourth gear, with the third gear mounted on the outer circumference of the second half-shaft and the fourth gear mounted on the outer circumference of the fourth half-shaft.

[0012] The transmission ratio between the third gear and the fourth gear is greater than the transmission ratio between the first gear and the second gear;

[0013] The third half-shaft is mounted on a steering backstop, which controls the rotation direction of the third half-shaft to be limited to a single direction.

[0014] In some implementations, the sum of the rotational speeds of the first half-shaft and the second half-shaft is twice the rotational speed of the input shaft.

[0015] In some embodiments, the transmission ratio between the first gear and the second gear is 1:n1, and the transmission ratio between the third gear and the fourth gear is n2:1, where n1>1 and n2>1.

[0016] In some implementations, the adaptive continuously variable transmission also includes a base to which a steering backstop is fixedly mounted.

[0017] In some implementations, the steering backstop is a one-way bearing.

[0018] In some embodiments, a first bevel gear is mounted on the input shaft, a second bevel gear that mates with the first bevel gear is provided on the first housing, a third bevel gear is mounted on the output shaft, and a fourth bevel gear that mates with the third bevel gear is provided on the second housing.

[0019] In some embodiments, the third gear transmission mechanism includes a pair of fifth bevel gears rotatably mounted in the first housing, and a sixth bevel gear and a seventh bevel gear respectively fitted around the outer periphery of the first half-shaft and the second half-shaft and respectively cooperating with the pair of fifth bevel gears; the fourth gear transmission mechanism includes a pair of eighth bevel gears rotatably mounted in the second housing, and a ninth bevel gear and a tenth bevel gear respectively fitted around the outer periphery of the third half-shaft and the fourth half-shaft.

[0020] In some implementations, the second differential is configured in the opposite direction to the first differential.

[0021] According to another aspect of the present invention, an adaptive continuously variable transmission (CVT) device is also provided, comprising the above-described adaptive CVT device, and further comprising a clutch, an engine, and a load, wherein the engine is connected to the input shaft via the clutch, and the output shaft is connected to the load.

[0022] In some implementations, the adaptive continuously variable transmission (CVT) also includes a commutator gearbox, through which the output shaft is connected to the load.

[0023] The beneficial effects of this invention are:

[0024] This invention provides a novel adaptive continuously variable transmission (CVT) device. This device employs a dual differential system. The first differential decomposes the power, performing speed and torque changes separately, and then the second differential combines the changed power for output. The dual differential system inherits the adaptive differential motion characteristics of a traditional differential and expands the speed range while also possessing torque-changing functionality. This adaptive speed and torque-changing function enables non-interventional automatic speed change, resulting in numerous advantages such as zero response delay in adaptive speed change, significantly reduced inefficient power loss caused by response delay, and higher speed change and transmission efficiency.

[0025] The adaptive continuously variable transmission device of the present invention applies the above-mentioned adaptive continuously variable transmission device and has all the advantages of the above-mentioned adaptive continuously variable transmission device.

[0026] The dual differential system of this device achieves speed change by changing the speed difference between the two half-shafts of the first differential. It inherits the stepless speed difference motion characteristics of the differential. The stepless speed regulation qualitatively changes the smoothness of the system operation and greatly improves the comfort of operation.

[0027] This invention has a simple structure, few parts, mature manufacturing technology, low cost, and convenient maintenance. It is a non-interventional speed change device with excellent economy and applicability. Attached Figure Description

[0028] Figure 1 This is a simplified structural schematic diagram of an adaptive continuously variable transmission device according to an embodiment of the present invention;

[0029] Figure 2 for Figure 1 A schematic diagram of the structure of the first differential of the adaptive continuously variable transmission (CVT).

[0030] Figure 3 for Figure 1 A schematic diagram of the structure of the second differential of the adaptive continuously variable transmission (CVT).

[0031] Figure 4 This is a simplified structural diagram of an adaptive continuously variable transmission device according to an embodiment of the present invention.

[0032] Figures 1-4 Reference numerals in the figures: 100-clutch; 200-engine; 300-load; 400-reversing gearbox; 500-adaptive continuously variable transmission; 1-input shaft; 2-output shaft; 3-first differential; 4-second differential; 5-first gear transmission mechanism; 6-second gear transmission mechanism; 7-steering backstop; 8-base; 11-first bevel gear; 21-third bevel gear; 31-first housing; 32-third gear transmission mechanism; 33-first... Half-shaft; 34-Second half-shaft; 41-Second housing; 42-Fourth gear transmission mechanism; 43-Third half-shaft; 44-Fourth half-shaft; 51-First gear; 52-Second gear; 61-Third gear; 62-Fourth gear; 311-Second bevel gear; 321-Fifth bevel gear; 322-Sixth bevel gear; 323-Seventh bevel gear; 411-Fourth bevel gear; 421-Eighth bevel gear; 422-Ninth bevel gear; 423-Tenth bevel gear. Detailed Implementation

[0033] The present invention will now be described in further detail with reference to the accompanying drawings.

[0034] Figures 1-3 An adaptive continuously variable transmission (CVT) device according to one embodiment of the present invention is schematically shown.

[0035] like Figures 1-3 As shown, the adaptive continuously variable transmission 500 includes an input shaft 1, an output shaft 2, a first differential 3, a second differential 4, a first gear transmission mechanism 5, a second gear transmission mechanism 6, and a steering backstop 7.

[0036] The first differential 3 includes a first housing 31, a third gear transmission mechanism 32, a first half-shaft 33 and a second half-shaft 34. The third gear transmission mechanism 32 is installed in the first housing 31 and is connected to the first housing 31 in a transmission manner. The first half-shaft 33 and the second half-shaft 34 are respectively disposed at both ends of the first housing 31 and are both connected to the third gear transmission mechanism 32 in a transmission manner.

[0037] The second differential 4 includes a second housing 41, a fourth gear transmission mechanism 42, a third half-shaft 43 and a fourth half-shaft 44. The fourth gear transmission mechanism 42 is installed inside the second housing 41 and is connected to the second housing 41 in a transmission manner. The third half-shaft 43 and the fourth half-shaft 44 are respectively located at both ends of the second housing 41 and are both connected to the fourth gear transmission mechanism 42 in a transmission manner.

[0038] One end of the input shaft 1 can be connected to an external engine 200, and the other end is connected to the first housing 31 for transmission. One end of the output shaft 2 is connected to the second housing 41 for transmission, and the other end can be connected to an external load 300 device.

[0039] The first gear transmission mechanism 5 includes a first gear 51 and a second gear 52 that mesh with each other. The first gear 51 is fitted on the outer periphery of the first half-shaft 33, and the second gear 52 is fitted on the outer periphery of the third half-shaft 43.

[0040] The second gear transmission mechanism 6 includes a meshing third gear 61 and a fourth gear 62. The third gear 61 is fitted around the outer periphery of the second half-shaft 34, and the fourth gear 62 is fitted around the outer periphery of the fourth half-shaft 44.

[0041] The transmission ratio between the third gear 61 and the fourth gear 62 is greater than the transmission ratio between the first gear 51 and the second gear 52;

[0042] In this embodiment, the first half-shaft 33 is a high-speed stage driving half-shaft, the second half-shaft 34 is a low-speed stage driving half-shaft, the third half-shaft 43 is a high-speed stage driven half-shaft, and the fourth half-shaft 44 is a low-speed stage driven half-shaft; the first gear 51 is a high-speed stage driving gear, the second gear 52 is a high-speed stage driven gear, the third gear 61 is a low-speed stage driving gear, and the fourth gear 62 is a low-speed stage driven gear.

[0043] The third half-shaft 43 is mounted on the steering backstop 7, which controls the rotation direction of the third half-shaft 43 to be limited to a single direction.

[0044] The sum of the rotational speed of the first half-shaft 33 and the rotational speed of the second half-shaft 34 is twice the rotational speed of the input shaft 1.

[0045] The sum of the rotational speed of the third half-shaft 43 and the rotational speed of the fourth half-shaft 34 is twice the rotational speed of the output shaft 2.

[0046] The transmission ratio between the first gear 51 and the second gear 52 is 1:n1, and the transmission ratio between the third gear 61 and the fourth gear 62 is n2:1, where n1 > 1 and n2 > 1. n1 and n2 may be equal or unequal.

[0047] The adaptive continuously variable transmission 500 also includes a base 8, and a steering backstop 7 is fixedly installed on the base 8.

[0048] The steering backstop 7 in this embodiment is a common one-way bearing available on the market.

[0049] The specific application principle of the steering backstop 7 in this embodiment is as follows:

[0050] Assuming the maximum friction force on a horizontal surface is 100 kg, when the traction force is less than the maximum friction force, the friction force is exactly the same as the traction force, and the vehicle remains stationary. When the traction force is greater than the maximum friction force, the friction force is also 100 kg, and the vehicle begins to move in the direction of the traction force.

[0051] When a vehicle starts on a slope, its own weight exerts a downward force parallel to the slope. This force is greater than the frictional force. If this force is 500 kg and the frictional force is 100 kg, the vehicle will experience a downward force of 400 kg. If the engine 200 only provides 300 kg of upward traction, the vehicle will move downhill. The function of the steering backstop 7 in this invention is to prevent this component of gravity from passing through the high-speed gear, because reverse torque amplification would counteract the power of the engine 200. Although this component of gravity can pass through the low-speed gear, its reduced torque is far less than the power of the engine 200, and therefore it is unaffected. Of course, in practical applications, the steering backstop 7 can also be installed simultaneously on the low-speed gear (i.e., the fourth half-shaft 44).

[0052] The input shaft 1 is fitted with a first bevel gear 11, the first housing 31 is provided with a second bevel gear 311 that cooperates with the first bevel gear 11, the output shaft 2 is fitted with a third bevel gear 21, and the second housing 41 is provided with a fourth bevel gear 411 that cooperates with the third bevel gear 21.

[0053] The third gear transmission mechanism 32 includes a pair of fifth bevel gears 321 rotatably mounted in the first housing 31, and a sixth bevel gear 322 and a seventh bevel gear 323 respectively fitted around the outer periphery of the first half-shaft 33 and the second half-shaft 34 and respectively cooperating with the pair of fifth bevel gears 321. The fourth gear transmission mechanism 42 includes a pair of eighth bevel gears 421 rotatably mounted in the second housing 41, and a ninth bevel gear 422 and a tenth bevel gear 423 respectively fitted around the outer periphery of the third half-shaft 43 and the fourth half-shaft 44.

[0054] The second differential 4 is set in the opposite direction to the first differential 3.

[0055] The specific operating principle of the adaptive continuously variable transmission 500 in this embodiment is as follows:

[0056] Assuming the rotational speed of input shaft 1 is V, the rotational speed of the first half-shaft 33 is V-ΔV, the rotational speed of the second half-shaft 34 is V+ΔV, the transmission ratio of the first gear 51 to the second gear 52 is 1:N, and the transmission ratio of the third gear 61 to the fourth gear 62 is N:1, then the rotational speed of the third half-shaft 43 can be deduced to be N·(V-ΔV), the rotational speed of the fourth half-shaft 44 is (V+ΔV) / N, and the rotational speed of output shaft 2 is [(N 2 +1)·V-(N 2+1)·ΔV] / 2N.

[0057] According to the existing formula for calculating automobile power: P=Tn / 9550 (P is power; T is torque; n is speed), it can be seen that power is directly proportional to speed.

[0058] The engine 200 and other power input sources transmit power to the input shaft 1, which then transmits it to the first housing 31 of the first differential 3. The power is then distributed by the first half-shaft 33 and the second half-shaft 34. The first gear 51 connected to the first half-shaft 33 transmits power to the second gear 52, and the third half-shaft 43 connected to the second gear 52 transmits power to the second housing 41. The third gear 61 connected to the second half-shaft 34 transmits power to the fourth gear 62, and the fourth half-shaft 44 connected to the fourth gear 62 transmits power to the second housing 41.

[0059] The resistance torque generated by load 300 is evenly distributed between the third half-shaft 43 and the fourth half-shaft 44. The internal resistance torque acting on the third half-shaft 43 is transmitted to the first half-shaft 33 via the second gear 52 and the first gear 51, resulting in a resistance torque greater than the initial internal resistance torque of the third half-shaft 43. Similarly, the internal resistance torque acting on the fourth half-shaft 44 is transmitted to the second half-shaft 34 via the fourth gear 62 and the third gear 61, resulting in a resistance torque less than the initial internal resistance torque of the fourth half-shaft 44. Consequently, a resistance torque difference exists between the first half-shaft 33 and the second half-shaft 34, leading to a speed difference (ΔV). The speed of the second half-shaft 34 (V+ΔV) is always greater than the speed of the first half-shaft 33 (V-ΔV), and this speed difference is directly proportional to the resistance torque of load 300; that is, the speed difference increases with increasing resistance torque of load 300 and decreases with decreasing resistance torque of load 300.

[0060] The torque obtained by the second half-shaft 34 is amplified by the third gear 61 and the fourth gear 62 and then transmitted to the fourth half-shaft 44. As the speed difference between the second half-shaft 34 and the first half-shaft 33 increases, the fourth half-shaft 44 obtains a larger power torque and transmits it to the second housing 41. The second housing 41 transmits the excess torque to the third half-shaft 43. The greater the torque difference between the second housing 41 and the load 300 resistance torque, the greater the torque transmitted by the second housing 41 to the third half-shaft 43. This offsets part of the internal resistance torque of the third half-shaft 43, thus limiting the further expansion of the speed difference between the second half-shaft 34 and the first half-shaft 33. Ultimately, the sum of the torques of the fourth half-shaft 44 and the third half-shaft 43 is in a dynamic equilibrium with the load 300 resistance torque. The overall system motion is as follows: when the load 300 resistance torque increases, the speed difference between the first half-shaft 33 and the second half-shaft 34 increases, and the output shaft 2 decelerates and increases torque; when the load 300 resistance torque decreases, the speed difference between the first half-shaft 33 and the second half-shaft 34 decreases, and the output shaft 2 accelerates and decreases torque. The system achieves adaptive continuously variable transmission.

[0061] The adaptive continuously variable transmission (CVT) 500 of this embodiment connects a pair of half-shafts of two differentials with opposite gear ratios (large and small) to form a dual differential system including a first differential 3 and a second differential 4. The large gear ratio end reduces speed and increases torque, serving as a low-speed gear, while the small gear ratio end increases speed and reduces torque, serving as a high-speed gear. The dual differential system has only one external resistance torque. The actual torque acting on the two half-shafts of the first differential 3 is two mutually influential internal resistance torques generated after the system decomposes the external resistance torque. These non-independent internal resistance torques give the dual differential system new motion characteristics.

[0062] In specific operating environments, such as starting a vehicle on a slope, the load 300 can provide reverse power input to the dual differential system. During the startup phase of the dual differential system, power is transmitted through the low-speed gear and the load 300 through the high-speed gear, each outputting power in opposite directions. The direction of system movement depends on which of the two original forces is greater, the power or the load 300. To ensure normal system startup and operation, it is preferable to install a steering backstop 7 on the high-speed driven half-shaft of the second differential 4. This ensures that the high-speed half-shafts of the two differentials can only rotate in the direction of power transmission, guaranteeing that during system startup, power can only be output from the first differential 3 after torque conversion to the second differential 4. During system operation, the resistance torque of the load 300 is dynamically balanced with the sum of the torques of the two half-shafts of the second differential 4, eliminating the reverse torque conversion environment of a single half-shaft for the load 300.

[0063] The adaptive continuously variable transmission 500 of this invention applies the principle of minimum energy consumption because:

[0064] After the differential distributes power to the two half-shafts, it can be understood that one engine 200 becomes two sub-engines 200. When the resistance is equal, the power of the two sub-engines 200 is equal. When the resistance on one side increases, the power of that sub-engine 200 decreases and the speed decreases, while the power of the other sub-engine increases and the speed increases. The power can be naturally transmitted through the differential, which can be understood as a power differential at this time.

[0065] For example, when using high throttle in first gear, the engine speed is only 30 km / h, which is the speed of first gear, leaving surplus power. In a traditional structure with only a single engine 200, this surplus power would be lost. The technical solution of this invention can solve the problem of power loss because when one sub-engine 200 has extra power, this extra power will be transferred to the other sub-engine 200 through the differential, realizing differential speed and conforming to the principle of minimum energy consumption.

[0066] The adaptive continuously variable transmission device 500 of the present invention makes full use of the inherent properties of the dual differential system, so that the power of the two sub-engines 200 can be spontaneously adjusted on the two sub-engines 200 as the load 300 torque changes, thereby achieving adaptive speed change.

[0067] Figure 4 An adaptive continuously variable transmission device according to one embodiment of the present invention is schematically shown.

[0068] like Figure 4 As shown, the adaptive continuously variable transmission (CVT) device includes the aforementioned adaptive CVT 500, and also includes a clutch 100, an engine 200, and a load 300. The engine 200 is connected to the input shaft 1 via the clutch 100, and the output shaft 2 is connected to the load 300.

[0069] The adaptive continuously variable transmission device also includes a reversing gearbox 400, through which the output shaft 2 is connected to the load 300.

[0070] In this embodiment, the engine 200, clutch 100, reversing gearbox 400, etc. are all common automotive parts, and the load 300 can be a tire.

[0071] The adaptive continuously variable transmission (CVT) device of the present invention applies the aforementioned adaptive CVT device 500 and has all the advantages of the aforementioned adaptive CVT device 500.

[0072] In summary, this invention provides a novel adaptive continuously variable transmission (CVT) device 500. This device employs a dual differential system, where the power is decomposed by the first differential 3 for speed and torque conversion, and then the power after speed and torque conversion is combined and output using the second differential 4. The dual differential system inherits the adaptive differential motion characteristics of the differential and expands the speed range while also possessing torque conversion functionality. Through this adaptive speed and torque conversion function, non-interventional automatic speed conversion is achieved, resulting in numerous advantages such as no response delay in adaptive speed conversion, significantly reduced inefficient power loss caused by response delay, and higher speed conversion and transmission efficiency.

[0073] The adaptive continuously variable transmission device 500 of the present invention achieves speed change through the change of the speed difference between the two half-shafts of the first differential 3. It inherits the motion characteristics of the stepless speed difference of the differential. The stepless speed regulation makes a qualitative change in the smoothness of the system operation and greatly improves the comfort of operation.

[0074] The adaptive continuously variable transmission device of the present invention applies the above-mentioned adaptive continuously variable transmission device 500 and has all the advantages of the above-mentioned adaptive continuously variable transmission device 500.

[0075] This invention has a simple structure, few parts, mature manufacturing technology, low cost, and convenient maintenance. It is a non-interventional speed change device with excellent economy and applicability.

[0076] The above descriptions are merely some embodiments of the present invention. Those skilled in the art can make various modifications and improvements without departing from the inventive concept of the present invention, and these all fall within the scope of protection of the present invention.

Claims

1. An adaptive continuously variable transmission device, characterized in that, It includes an input shaft (1), an output shaft (2), a first differential (3), a second differential (4), a first gear transmission mechanism (5), a second gear transmission mechanism (6), and a steering backstop (7); The first differential (3) includes a first housing (31), a third gear transmission mechanism (32), a first half-shaft (33), and a second half-shaft (34). The third gear transmission mechanism (32) is installed inside the first housing (31) and is connected to the first housing (31) in a transmission manner. The first half-shaft (33) and the second half-shaft (34) are respectively disposed at both ends of the first housing (31) and are both connected to the third gear transmission mechanism (32) in a transmission manner. The second differential (4) includes a second housing (41), a fourth gear transmission mechanism (42), a third half-shaft (43) and a fourth half-shaft (44). The fourth gear transmission mechanism (42) is installed inside the second housing (41) and is connected to the second housing (41) in a transmission manner. The third half-shaft (43) and the fourth half-shaft (44) are respectively disposed at both ends of the second housing (41) and are both connected to the fourth gear transmission mechanism (42) in a transmission manner. The input shaft (1) is connected to the first housing (31) in a driving connection, and the output shaft (2) is connected to the second housing (41) in a driving connection. The first gear transmission mechanism (5) includes a first gear (51) and a second gear (52) meshing with each other. The first gear (51) is fitted on the outer periphery of the first half-shaft (33), and the second gear (52) is fitted on the outer periphery of the third half-shaft (43). The second gear transmission mechanism (6) includes a meshing third gear (61) and a fourth gear (62), wherein the third gear (61) is fitted on the outer periphery of the second half-shaft (34) and the fourth gear (62) is fitted on the outer periphery of the fourth half-shaft (44); The transmission ratio between the third gear (61) and the fourth gear (62) is greater than the transmission ratio between the first gear (51) and the second gear (52); The third half-shaft (43) is mounted on the steering backstop (7), which is used to control the rotation direction of the third half-shaft (43) to be only in a single direction. The sum of the rotational speed of the first half-shaft (33) and the rotational speed of the second half-shaft (34) is twice the rotational speed of the input shaft (1); The transmission ratio between the first gear (51) and the second gear (52) is 1:n1, and the transmission ratio between the third gear (61) and the fourth gear (62) is n2:1, where n1>1 and n2>1; The input shaft (1) is fitted with a first bevel gear (11), the first housing (31) is provided with a second bevel gear (311) that cooperates with the first bevel gear (11), the output shaft (2) is fitted with a third bevel gear (21), and the second housing (41) is provided with a fourth bevel gear (411) that cooperates with the third bevel gear (21). The third gear transmission mechanism (32) includes a pair of fifth bevel gears (321) rotatably mounted in the first housing (31) and a sixth bevel gear (322) and a seventh bevel gear (323) respectively fitted on the outer periphery of the first half-shaft (33) and the second half-shaft (34) and respectively cooperating with the pair of fifth bevel gears (321). The fourth gear transmission mechanism (42) includes a pair of eighth bevel gears (421) rotatably mounted in the second housing (41) and a ninth bevel gear (422) and a tenth bevel gear (423) respectively fitted on the outer periphery of the third half-shaft (43) and the fourth half-shaft (44).

2. The adaptive continuously variable transmission device according to claim 1, characterized in that, It also includes a base (8), on which the steering backstop (7) is fixedly installed.

3. The adaptive continuously variable transmission device according to claim 1, characterized in that, The steering backstop (7) is a one-way bearing.

4. The adaptive continuously variable transmission device according to any one of claims 1-3, characterized in that, The second differential (4) is set in the opposite direction to the first differential (3).

5. An adaptive continuously variable transmission (CVT) device, comprising the adaptive CVT device (500) as described in any one of claims 1-4, characterized in that, It also includes a clutch (100), an engine (200) and a load (300), the engine (200) being connected to the input shaft (1) via the clutch (100), and the output shaft (2) being connected to the load (300).

6. The adaptive continuously variable transmission device according to claim 5, characterized in that, It also includes a reversing gearbox (400), through which the output shaft (2) is connected to the load (300).

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