A wheel axle type continuously variable transmission

Abstract

The application provides a wheel shaft type continuously variable transmission and relates to the technical field of automobile manufacturing.The wheel shaft type continuously variable transmission comprises a driving disc and a driven disc arranged in front and back, the outer side end face center of the driving disc is connected with a driving shaft, the outer side end face center of the driven disc is connected with a driven shaft, a cross-shaped first total support is arranged between the driving disc and the driven disc close to the driving disc side, a cross-shaped second total support is arranged between the driving disc and the driven disc close to the driven disc side, a driving gear is arranged between the first total support and the second total support, the driving gear is connected with a driving motor, one first friction wheel assembly is arranged on each of the four supporting rods of the first total support, one second friction wheel assembly is arranged on each of the four supporting rods of the second total support, a gear ring is arranged on the outer side of the first friction wheel assembly and the second friction wheel assembly on the same side, and the inner side of the gear ring is engaged with the outer side of the first friction wheel assembly and the second friction wheel assembly.

Description

Technical Field

[0001] This invention relates to the field of automobile manufacturing technology, and more particularly to a wheel-axle type continuously variable transmission. Background Technology

[0002] A continuously variable transmission (CVT) is the opposite of a stepped transmission (PVT) and refers to a transmission system that can continuously obtain any gear ratio within its speed range. CVTs allow for optimal matching between the drivetrain and engine operating conditions. The biggest difference between this type of transmission and a conventional automatic transmission is that it eliminates the complex and cumbersome gear combination, using only two sets of pulleys for gear shifting.

[0003] Existing automotive continuously variable transmissions (CVTs) are mainly of two types: steel belt and steel chain. A steel chain CVT is a mechanical transmission device that uses sprockets and a flexible steel chain as transmission elements to transmit motion and power. It is one of the earliest developed and most widely used general-purpose transmissions. A chain CVT consists of three parts: a transmission mechanism composed of sprockets and a chain, a speed regulating mechanism, and a chain tensioning and pressurizing mechanism. Speed ​​regulation is achieved through the axial movement of two pairs of conical pulleys on the driving and driven sprockets. A steel belt CVT is similar to a chain CVT. Its transmission mechanism consists of two pairs of conical pulleys as driving and driven pulleys, and a transmission belt tensioned on them. Its working principle utilizes the friction generated by the contact between the left and right sides of the transmission belt and the conical pulleys for transmission. By changing the axial distance between the two conical pulleys, their contact position with the transmission belt and their working radius are adjusted, thus achieving continuously variable speed.

[0004] Both belt-type and chain-type continuously variable transmissions (CVTs) are susceptible to slippage in the drive cylinders. When the driver accelerates suddenly, the engine's instantaneous response is rapid. Before the vehicle reaches the speed corresponding to the engine's maximum output power, the ECU sends a change-of-diameter command to the CVT, altering the original gear ratio. This inevitably leads to a difference in angular velocity between the drive and driven cylinders, causing the belt or chain to slip. This wears down or even damages the inner walls of the cone cylinders, generating heat. Furthermore, excessively high temperatures within the transmission cause the transmission fluid viscosity to decrease, reducing lubrication and further exacerbating the temperature rise. This temperature increase not only results in a partial loss of engine output power but also damages the internal clutch friction plates, oil pump, mechatronic unit, and valve body. The internal metals deform due to heat, altering the original fit between components. Excessive clamping force and torque on the cone pulleys can also cause the belt or chain to break, ultimately damaging the transmission. If this occurs at high speeds, the vehicle may instantly lose power, potentially leading to a serious traffic accident. Summary of the Invention

[0005] To address the slippage problem encountered during acceleration in traditional continuously variable transmissions (CVTs), this invention provides a wheel-axle type CVT. This invention primarily utilizes a wheel-axle mechanical structure and employs frictional force between materials with a high coefficient of friction to replace the clamping force of traditional conical pulleys, thereby preventing slippage and reducing heat loss.

[0006] The technical means employed in this invention are as follows:

[0007] A wheel-axle type continuously variable transmission includes: a driving disc and a driven disc arranged front and rear, the center of the outer end face of the driving disc being connected to a driving shaft, the center of the outer end face of the driven disc being connected to a driven shaft, a cross-shaped first main bracket being arranged between the driving disc and the driven disc near the driving disc, a cross-shaped second main bracket being arranged between the driving disc and the driven disc near the driven disc, a driving gear being arranged between the first main bracket and the second main bracket, and the driving gear being connected to a drive motor.

[0008] Each of the four support rods of the first main support is provided with a first friction wheel assembly, and each of the four support rods of the second main support is provided with a second friction wheel assembly. A gear ring is provided on the outer side of the first friction wheel assembly and the second friction wheel assembly on the same side, and the inner side of the gear ring meshes with the friction wheel transmission gear in the first friction wheel assembly and the second friction wheel assembly.

[0009] Furthermore, the first friction wheel assembly and the second friction wheel assembly have the same structure. The first friction wheel assembly includes a base, a friction wheel shaft, a friction wheel drive gear, a friction wheel, and a rack. The base is nested on the support rod and supports the friction wheel shaft to rotate on the base. The friction wheel shaft is equipped with a friction wheel drive gear and a friction wheel is mounted on its outer side. The friction wheel drive gear meshes with a gear ring. A rack is provided at the lower part of the base and meshes with a driven gear.

[0010] Furthermore, the driving gear meshes with several driven gears, and some of the driven gears mesh with racks on the bases of the first friction wheel assembly and the second friction wheel assembly, respectively. The driving gear and the driven gears are mounted on the gear fixing plate.

[0011] Furthermore, the centerline of the driving shaft and the centerline of the driven shaft are on the same line.

[0012] Furthermore, the outer end face of the driving disk is perpendicular to the center line of the driving shaft, and the outer end face of the driven disk is perpendicular to the center line of the driven shaft.

[0013] Furthermore, the wheel-axle type continuously variable transmission is provided with an outer casing, and the support rods of the first main bracket and the second main bracket are fixed inside the outer casing.

[0014] Furthermore, when the drive shaft rotates, the rotation of the drive shaft drives the drive disc to rotate, the rotation of the drive disc drives the friction wheel in the first friction wheel assembly to rotate, the rotation of the friction wheel in the first friction wheel assembly drives the friction wheel shaft to rotate on the base, and at the same time, the friction wheel transmission gear rotates coaxially with the friction wheel shaft, which drives the gear ring to rotate, the rotation of the gear ring drives the friction wheel transmission gear in the second friction wheel assembly to rotate, thereby driving the friction wheel shaft in the second friction wheel assembly to rotate, which in turn drives the friction wheel in the second friction wheel assembly to rotate on the second friction wheel base, thereby driving the driven disc to rotate.

[0015] Furthermore, when the drive motor drives the driving gear to rotate, the driving gear drives the driven gear to rotate, and the driven gear drives the racks of the first friction wheel assembly and the second friction wheel assembly to move linearly on the four support rods on the first main bracket and the second main bracket, respectively. The friction wheel transmission gear meshes with the gear ring to realize the power transmission between the first friction wheel assembly and the second friction wheel assembly.

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The wheel-axle structure provided by this invention transmits power through friction between the wheel and a material with a high coefficient of friction, thereby reducing the occurrence of slippage.

[0018] This invention reduces heat loss by minimizing the amount of transmission fluid used for lubrication of friction parts, thus preventing temperature rise inside the transmission.

[0019] The friction wheel assembly mechanism provided by this invention achieves continuously variable transmission by varying the diameter of the active and passive discs over a wide range, while also expanding the transmission ratio range of the gearbox. This allows for better matching of the engine's optimal output power under different operating conditions, thereby improving the vehicle's fuel economy.

[0020] The friction wheel assembly structure provided by this invention supports the friction wheel shaft and friction wheel through the base to form a simply supported beam structure. After material mechanics statics verification and multibody dynamics analysis, it achieves greater load-bearing capacity and better stability, thereby improving the handling stability and comfort of the vehicle.

[0021] The wheel and axle structure of this invention uses a high-friction coefficient material, resulting in a compact structure and smooth operation. It increases the friction of the transmission contact surfaces, ensuring the CVT transmission can achieve high torque transmission. It solves the problems of slippage and heat loss associated with traditional steel belt CVT transmissions, reduces the power consumed during gear changes, achieves a mechanical transmission efficiency of over 90%, has an aesthetically pleasing design, is economical in cost, and reduces energy consumption. It offers good handling stability, increasing the transmission ratio while enhancing power. The structure is simpler, reducing assembly line processes, resulting in high economic efficiency, low maintenance costs, high reliability, and a wide range of applications. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is the front view of the present invention.

[0024] Figure 2 This is a top view of the present invention.

[0025] Figure 3 for Figure 1 A sectional view.

[0026] Figure 4 This is a schematic diagram of the invention inside the casing.

[0027] Figure 5 This is a perspective view of the present invention.

[0028] Figure 6 This is a structural diagram of the first friction wheel assembly of the present invention.

[0029] In the diagram: 1. Driving disc; 2. Driven disc; 3. First main support; 4. Driving gear; 5. First friction wheel assembly; 6. Second friction wheel assembly; 7. Gear ring; 8. Base; 9. Friction wheel shaft; 10. Friction wheel transmission gear; 11. Friction wheel; 12. Gear fixing plate; 13. Driven gear; 14. Housing; 15. Rack. Detailed Implementation

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0033] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0034] In the description of this invention, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is generally based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0035] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figures. For example, if the device in the figures is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways, rotated 90 degrees, or in other orientations, and the spatial relative descriptions used herein will be interpreted accordingly.

[0036] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0037] like Figure 1-6 As shown, the present invention provides a wheel-axle type continuously variable transmission, including: a driving disc 1 and a driven disc 2 arranged front and rear, wherein the center of the outer end face of the driving disc 1 is connected to the driving shaft, the center of the outer end face of the driven disc 2 is connected to the driven shaft, a cross-shaped first main bracket 3 is arranged between the driving disc 1 and the driven disc 2 near the driving disc 1, a cross-shaped second main bracket is arranged between the driving disc 1 and the driven disc 2 near the driven disc 2, a driving gear 4 is arranged between the first main bracket 3 and the second main bracket, and the driving gear 4 is connected to a drive motor;

[0038] Each of the four support rods of the first main support 3 is equipped with a first friction wheel assembly 5, and each of the four support rods of the second main support is equipped with a second friction wheel assembly 6. A gear ring 7 is provided on the outer side of the first friction wheel assembly 5 and the second friction wheel assembly 6 on the same side. The gear ring 7 only transmits torque and does not change the direction of rotation. The inner side of the gear ring 7 meshes with the friction wheel drive gear in the first friction wheel assembly 5 and the second friction wheel assembly 6. The first friction wheel assembly 5 and the second friction wheel assembly 6 have the same structure. The first friction wheel assembly 5 includes a base 8, a friction wheel shaft 9, a friction wheel drive gear 10, and a friction wheel 11. The base 8 is nested on the support rods and supports the friction wheel shaft 9 to rotate on the base 8. The friction wheel shaft 9 is equipped with the friction wheel drive gear 10 and the friction wheel 11. The friction wheel drive gear 10 meshes with the gear ring 7. A rack 15 is provided at the lower part of the base 8, and the rack 15 meshes with the driven gear 13. The driving gear 4 meshes with several driven gears 13. Some of the driven gears 13 mesh with the racks 15 of the first friction wheel assembly 5 and the second friction wheel assembly 6, respectively. The driving gear 4 and the driven gears 13 are mounted on the gear fixing plate 12. The centerline of the driving shaft and the centerline of the driven shaft are on the same line. The outer end face of the driving disc 1 is perpendicular to the centerline of the driving shaft, and the outer end face of the driven disc 2 is perpendicular to the centerline of the driven shaft. The wheel-axle type continuously variable transmission is externally equipped with a housing 14, and the support rods of the first main bracket 3 and the second main bracket are fixed inside the housing 14.

[0039] The working state of this invention is as follows: When the drive shaft rotates, the drive shaft rotates, driving the drive disc 1 to rotate. The drive disc 1 rotates, driving the friction wheel 11 in the first friction wheel assembly 5 to rotate. The friction wheel 11 rotates, driving the friction wheel transmission gear 10 coaxial with it to rotate. The friction wheel transmission gear 10 in the first friction wheel assembly 5 rotates, driving the gear ring 7 to rotate. The gear ring 7 rotates, driving the friction wheel transmission gear 10 in the second friction wheel assembly 6 to rotate. The friction wheel transmission gear 10 rotates, driving the friction wheel 11 coaxial with it to rotate. The friction wheel 11 in the second friction wheel assembly 6 rotates, driving the driven disc 2 to rotate. The driven disc 2 rotates, driving the driven shaft to rotate. When the speed of the drive disc 1 is constant, as the position of the friction wheel on the driven disc 2 changes, i.e., the contact radius changes, the linear velocity at the contact point changes, thus changing the output speed of the driven shaft. The change in radius is continuous, therefore the change in speed is also continuous.

[0040] When the drive motor drives the drive gear 4 to rotate, the drive gear 4 drives the driven gear 13 to rotate. The driven gear 13 drives the rack 15 of the first friction wheel assembly 5 and the second friction wheel assembly 6 to move. The movement of the rack 15 causes the relative positions of the first friction wheel assembly 5 and the second friction wheel assembly 6 on the drive disk 1 to change.

[0041] The wheel and axle structure of this invention uses a high-friction coefficient material. The friction wheel 11 is made of wear-resistant plastic (possessing both high wear resistance and a high coefficient of friction), comprising, by weight, the following components: 100 parts by weight of a plastic matrix and 0.5-20 parts by weight of modified aramid fiber, wherein the surface of the modified aramid fiber is grafted with one or more of -OH, -NH2, -F, or -Cl. The driving disc 1 and the driven disc 2 are made of alloy carburized steel.

[0042] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A wheel-axle type continuously variable transmission, characterized in that, include: The active disk (1) and the driven disk (2) are arranged in front and behind. The center of the outer end face of the active disk (1) is connected to the active shaft, and the center of the outer end face of the driven disk (2) is connected to the driven shaft. A cross-shaped first main support (3) is arranged between the active disk (1) and the driven disk (2) near the active disk (1). A cross-shaped second main support is arranged between the active disk (1) and the driven disk (2) near the driven disk (2). An active gear (4) is arranged between the first main support (3) and the second main support. The active gear (4) is connected to the drive motor. Each of the four support rods of the first main support (3) is provided with a first friction wheel assembly (5), and each of the four support rods of the second main support is provided with a second friction wheel assembly (6). A gear ring (7) is provided on the outer side of the first friction wheel assembly (5) and the second friction wheel assembly (6) on the same side. The inner side of the gear ring (7) meshes with the friction wheel transmission gear (10) in the first friction wheel assembly (5) and the second friction wheel assembly (6).

2. The wheel-axle type continuously variable transmission according to claim 1, characterized in that, The first friction wheel assembly (5) has the same structure as the second friction wheel assembly (6). The first friction wheel assembly (5) includes a base (8), a friction wheel shaft (9), a friction wheel transmission gear (10), a friction wheel (11), and a rack (15). The base (8) is nested on the support rod. The base (8) supports the friction wheel shaft (9) to rotate on the base (8). The friction wheel shaft (9) is equipped with a friction wheel transmission gear (10) and a friction wheel (11) is mounted on the outside. The friction wheel transmission gear (10) meshes with a gear ring (7). A rack (15) is provided at the lower part of the base (8). The rack (15) meshes with a driven gear (13).

3. The wheel-axle type continuously variable transmission according to claim 2, characterized in that, The driving gear (4) meshes with several driven gears (13), and some of the driven gears (13) mesh with racks (15) on the base of the first friction wheel assembly (5) and the second friction wheel assembly (6), respectively. The driving gear (4) and the driven gears (13) are mounted on the gear fixing plate (12).

4. The wheel-axle type continuously variable transmission according to claim 1, characterized in that, The centerline of the driving shaft and the centerline of the driven shaft are on the same line.

5. The wheel-axle type continuously variable transmission according to claim 1, characterized in that, The outer end face of the driving disk (1) is perpendicular to the center line of the driving shaft, and the outer end face of the driven disk (2) is perpendicular to the center line of the driven shaft.

6. The wheel-axle type continuously variable transmission according to claim 1, characterized in that, The wheel-axle type continuously variable transmission is provided with an outer shell (14), and the support rods of the first main bracket (3) and the second main bracket are fixed inside the outer shell (14).

7. The wheel-axle type continuously variable transmission according to claim 1, characterized in that, When the drive shaft rotates, the drive shaft rotates and drives the drive disk (1) to rotate. The drive disk (1) rotates and drives the friction wheel (11) in the first friction wheel assembly (5) to rotate. The friction wheel (11) in the first friction wheel assembly (5) rotates and drives the friction wheel shaft (9) to rotate on the base (8). At the same time, the friction wheel transmission gear (10) rotates coaxially with the friction wheel shaft (9) and drives the gear ring (7) to rotate. The gear ring (7) rotates and drives the friction wheel transmission gear (10) in the second friction wheel assembly to rotate, thereby driving the friction wheel shaft (9) in the second friction wheel assembly (6) to rotate, and then driving the friction wheel (11) in the second friction wheel assembly (6) to rotate on the second friction wheel base (8) and drive the driven disk (2) to rotate.

8. The wheel-axle type continuously variable transmission according to claim 3, characterized in that, When the drive motor drives the active gear (4) to rotate, the active gear (4) drives the driven gear (13) to rotate. The driven gear (13) drives the rack (15) of the first friction wheel assembly (5) and the second friction wheel assembly (6) to move linearly on the four supports on the first main support and the second main support respectively. The friction wheel transmission gear (10) meshes with the gear ring (7) to realize the power transmission between the first friction wheel assembly (5) and the second friction wheel assembly (6).

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