Engine stepless speed change system

Abstract

The invention discloses an engine stepless speed change system, and belongs to the technical field of engine stepless speed regulation, the engine stepless speed change system comprises a transmission assembly and a transmission wheel set arranged on an output shaft, the transmission assembly comprises a combination gear, a transmission part is arranged on the radial inner side of the combination gear, the combination gear is rotationally connected to the output shaft through the transmission part, and the transmission wheel set is arranged on the output shaft. The outer portion of the transmission part is in threaded connection with a combination sleeve, and the side, away from the combination gear, of the combination sleeve abuts against the transmission wheel set. According to the scheme, the transmission assembly provides power to enable the combination gear to rotate, the transmission part of the combination gear converts spiral rotation into axial movement of the combination sleeve, and therefore axial pushing force is generated on the transmission wheel set through the combination sleeve, the distance between the two cone pulleys on the transmission wheel set is changed, and then stepless speed change is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to an engine structure, more particularly, it relates to an engine continuously variable transmission system. BACKGROUND

[0002] The core structure of the engine continuously variable transmission includes a driving cone, a driven cone and a metal transmission belt, the driving cone is connected to the engine output shaft, and the driven cone is connected to the driving wheel. The electronic control unit adjusts the hydraulic system pressure according to the vehicle speed and load, so that the axial distance of the two cones changes, and the transmission ratio is continuously adjusted. However, the existing engine continuously variable transmission system has a complex structure and a large overall volume.

[0003] For example: Chinese patent No. CN215370829U, published on December 31, 2021, the name of the utility model is continuously variable transmission with adjustable transmission ratio characteristic curve, the application discloses an engine continuously variable transmission system, which comprises a shaft sleeve, a spring seat, a moving wheel, a sliding cover and a spring, and further comprises a swing arm, a cylindrical roller, an inclined surface guide block and an eccentric bolt assembly; one end of the swing arm is hinged to the spring seat, and the other end of the swing arm is connected with the cylindrical roller; the inclined surface guide block is hinged to the moving wheel; the eccentric bolt assembly comprises an eccentric bolt and a nut, one side of the inclined surface guide block is located on the eccentric cylindrical segment, and the other side of the inclined surface guide block is provided with a guide inclined surface located on the cylindrical roller. The continuously variable transmission with adjustable transmission ratio characteristic curve can change the transmission ratio characteristic curve of the transmission by adjusting the installation position of the eccentric bolt, so that the transmission can better meet the driving requirements of the vehicle in different regions. However, in this scheme, the continuously variable transmission system has a complex structure, high cost and large overall volume of the engine. SUMMARY

[0004] The present application overcomes the problems of complex structure and large volume of the existing engine continuously variable transmission system, and provides an engine continuously variable transmission system. The engine continuously variable transmission system has a compact structure, the internal structure is simplified, and the volume of the engine is reduced.

[0005] In order to solve the above technical problems, the application adopts the following technical scheme: a continuously variable transmission system of an engine, comprising a transmission assembly and a transmission wheel set arranged on an output shaft, the transmission assembly comprising a combination gear, the combination gear being provided with a transmission part on the radially inner side, the transmission part being rotationally connected to the output shaft through the transmission part, and the transmission part being externally threadedly connected with a combination sleeve, the combination sleeve being abutted with the transmission wheel set on the side away from the combination gear. In this scheme, the transmission assembly provides power to make the combination gear rotate, the transmission part of the combination gear converts the spiral rotation into the axial movement of the combination sleeve, thereby generating the axial pushing force on the transmission wheel set through the combination sleeve, changing the distance between the two bevel gears on the transmission wheel set, and further realizing the stepless speed change.

[0006] As a preferred, a main housing is further included, the transmission assembly comprises a driving device arranged outside the main housing, the output end of the driving device is arranged inside the main housing and is provided with a driving gear, and an intermediate gear is arranged between the driving gear and the combination gear. The driving device can provide driving force for the transmission assembly, drive the gear assembly to rotate, and finally drive the combination gear to rotate, thereby realizing the adjustment of the stepless speed change.

[0007] As a preferred, a first housing is further included, the first housing cooperates with the main housing to form a driving cavity, the transmission assembly is arranged in the driving cavity, and a sealing element is arranged between the first housing and the main housing. The first housing and the main housing are sealingly matched, thereby ensuring the sealing of the driving cavity and effectively preventing the leakage of lubricating oil.

[0008] As a preferred, the main housing is provided with an angle detection assembly, the angle detection assembly comprises a deflection shaft, one end of the deflection shaft is connected with an angle sensor, the other end of the deflection shaft is connected with a deflection block, and a reset element is further arranged on the deflection shaft. The angle sensor can detect the axial displacement of the combination sleeve, thereby grasping the rotating speed in the stepless speed change state; and the reset element can drive the deflection shaft to reset.

[0009] As a preferred, the deflection shaft extends to the inside of the main housing, and the position of the deflection block corresponds to the outside of the combination sleeve, and the outside of the combination sleeve is provided with a protrusion abutted with the deflection block. When the combination sleeve moves along the axial direction, the protrusion on the combination sleeve also moves along the axial direction, thereby driving the deflection block to deflect, so that the deflection shaft rotates around the shaft, thereby being detected by the angle sensor to obtain the deflection angle, and the axial displacement of the combination sleeve can be obtained, that is, the adjustment of the stepless speed change can be accurately realized.

[0010] As preferred, the first shell is internally provided with a limiting groove corresponding to the protrusion, the limiting groove being along the axial direction of the output shaft. The limiting groove in the first shell can limit the circumferential rotation of the protrusion, i.e. limit the circumferential rotation of the coupling sleeve, so that the coupling sleeve can only rotate along the axial direction of the output shaft, and the protrusion can only move linearly in the limiting groove.

[0011] As preferred, one end of the protrusion of the coupling sleeve is in contact with the tooth end face of the coupling gear, and the tooth end face of the coupling gear is provided with a limiting block capable of abutting against the protrusion. The limiting block on the tooth end face of the coupling gear can abut against the protrusion, and can limit the excessive rotation of the coupling gear during the resetting process.

[0012] As preferred, the coupling sleeve is externally provided with an oil inlet, and the first shell is provided with an oil inlet channel, the output end of the oil inlet channel corresponding to the oil inlet. The oil inlet channel on the first shell can input lubricating oil, so that the lubricating oil is input into the oil inlet on the outside of the coupling sleeve, and then the structure inside the coupling sleeve is lubricated by oil.

[0013] As preferred, the transmission wheel set comprises a first bevel gear and a second bevel gear, the first bevel gear being fixedly connected to the output shaft, the second bevel gear being axially adjustable on the output shaft, and the coupling sleeve abutting against the second bevel gear. The distance between the first bevel gear and the second bevel gear can be adjusted by the axial movement of the coupling sleeve.

[0014] As preferred, the second bevel gear comprises a shaft sleeve, one end of the shaft sleeve being fixedly connected to the middle part of the second bevel gear, the other end of the shaft sleeve being arranged inside the coupling sleeve and the transmission part, and the first bearing being arranged on the outside of the shaft sleeve and inside the coupling sleeve. The two ends of the first bearing are axially abutted against the coupling sleeve and the shaft sleeve, respectively. The second bevel gear is an axially adjustable bevel gear, one end of the shaft sleeve abutting against the inside of the coupling sleeve, and the other end abutting against the outside of the shaft sleeve. When the coupling sleeve moves axially outward, the shaft sleeve will push the second bevel gear to move axially, so as to change the distance between the first bevel gear and the second bevel gear, and realize the stepless speed regulation of the engine.

[0015] Compared with the prior art, the present application has the following advantages: (1) The internal structure of the engine speed change system is compact, the structure is reasonably arranged on the inside and outside of the main shell, the internal structure is simplified, and the overall volume of the engine is effectively reduced; (2) The driving motor drives the idler wheel, the coupling sleeve drives the teeth to rotate circumferentially, and the coupling sleeve changes the circumferential rotation into axial movement through the trapezoidal thread structure, so as to realize the CVT speed ratio change, stable and accurate speed regulation; (3) The wet driving cavity is adopted, which has good lubricating effect, reduces the wear of the internal structure of the speed change system, and prolongs the service life of the parts. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1Axonometric view of the application.

[0017] Figure 2 Axonometric view of another aspect of the application.

[0018] Figure 3 Explosive view of the application.

[0019] Figure 4 Front view of the application.

[0020] Figure 5 Axonometric view of the application. Figure 4 Axonometric view of the application.

[0021] Figure 6 Axonometric view of the application. Figure 5 Axonometric view of the application.

[0022] Figure 7 Axonometric view of the application.

[0023] Figure 8 Axonometric view of the application.

[0024] Figure 9 Axonometric view of the application.

[0025] In the figure: 1. coupling gear, 2. output shaft, 3. transmission wheel set, 3.1. first bevel gear, 3.2. second bevel gear, 3.21. shaft sleeve, 3.3. transmission belt, 4. transmission part, 5. coupling sleeve, 6. main housing, 7. driving device, 8. driving teeth, 9. intermediate gear, 10. first housing, 11. driving cavity, 12. sealing element, 13. angle detection assembly, 13.1. deflection shaft, 13.2. deflection block, 13.3. return element, 13.4. main body part, 14. protruding block, 15. limiting groove, 16. limiting block, 17. oil inlet, 18. oil inlet channel, 19. first bearing, 20. second housing, 21. transmission cavity, 22. sealing sleeve, 23. second bearing, 24. third bearing, 25. mounting hole, 26. output port, 27. driven wheel, 28. walking wheel. DETAILED DESCRIPTION

[0026] The technical solutions of the application will be further described in detail below through specific examples and in conjunction with the drawings.

[0027] Example 1: as Figures 1 to 9The illustrated engine stepless speed regulation system comprises a transmission wheel set 3, a transmission assembly and a main housing 6, the transmission wheel set 3 and the transmission assembly are arranged on the main housing 6. The transmission wheel set 3 comprises a first cone wheel 3.1 and a second cone wheel 3.2, wherein the first cone wheel 3.1 is fixed on the output shaft 2, and the second cone wheel 3.2 can be adjusted in the axial direction of the output shaft 2; the transmission assembly comprises a driving device 7 and a combination gear 1, the driving device 7 drives the combination gear 1 to rotate and finally acts on the second cone wheel 3.2 of the transmission wheel set 3, changes the distance between the first cone wheel 3.1 and the second cone wheel 3.2, and then realizes the stepless speed regulation of the engine.

[0028] Specifically, the inside of the two sides of the main housing 6 is provided with a containing cavity, and the containing cavity on one side cooperates with the first housing 10 to form a driving cavity 11, and the containing cavity on the other side cooperates with the second housing 20 to form a transmission cavity 21. One end of the output shaft 2 is located in the transmission cavity 21, and the power source inside the engine outputs torque to the output shaft 2, thereby driving the output shaft 2 to rotate; the other end of the output shaft 2 is located in the driving cavity 11 and penetrates out of the driving cavity 11 to be connected with the transmission wheel set 3.

[0029] The transmission wheel set 3 comprises a first cone wheel 3.1 and a second cone wheel 3.2, the first cone wheel 3.1 is located at the end of the output shaft 2 away from the transmission cavity 21 and is fixedly connected with the output shaft 2, and the second cone wheel 3.2 is located outside the first housing 10 and at the middle position of the output shaft 2, and can slide in the axial direction of the output shaft 2. Further, a sealing sleeve 22 is arranged on the output shaft 2, the sealing sleeve 22 is relatively fixed with the output shaft 2, a second bearing 23 is arranged at the root of the output shaft 2 (located in the driving cavity 11), one end of the sealing sleeve 22 abuts against the second bearing 23, the other end penetrates out of the driving cavity 11 and abuts against the middle part of the first cone wheel 3.1, and two groups of sealing rings are arranged between the sealing sleeve 22 and the output shaft 2; a shaft sleeve 3.21 is further arranged outside the sealing sleeve 22, the radial inner side of the shaft sleeve 3.21 can slide relative to the outside of the sealing sleeve 22, one end of the shaft sleeve 3.21 is connected with the center position of the second cone wheel 3.2, and the other end of the shaft sleeve 3.21 can be blocked by the end face of the second bearing 23. When the shaft sleeve 3.21 moves outward, it can drive the second cone wheel 3.2 to move towards the first cone wheel 3.1, so that the distance between the first cone wheel 3.1 and the second cone wheel 3.2 becomes smaller; since the conical surfaces of the first cone wheel 3.1 and the second cone wheel 3.2 are oppositely arranged, a transmission belt 3.3 is arranged between the two cone wheels, the transmission belt 3.3 will be squeezed so that the transmission radius of the transmission belt 3.3 increases, the transmission ratio of the transmission belt 3.3 is changed, and stepless speed regulation is realized.

[0030] Further, the transmission assembly includes a driving device 7, an intermediate gear 9, and a coupling gear 1. The driving device 7 is arranged at an external position of the main housing 6. The driving device 7 is a rotating motor. The output end of the driving device 7 is arranged inside the driving cavity 11. A driving tooth 8 is provided at the output end of the driving device 7. A third bearing 24 is further provided between the driving tooth 8 and the first housing 10 to ensure the rotational stability of the driving tooth 8. An intermediate gear 9 is also arranged in the driving cavity 11. The intermediate gear 9 is located below the driving tooth 8 ( Figure 6 in the orientation shown). The intermediate gear 9 is meshed with the driving tooth 8. Specifically, the intermediate gear 9 is equivalent to an idler gear. Both ends of the rotating shaft of the intermediate gear 9 are connected to the first housing 10 and the main housing 6 respectively. The intermediate gear 9 is integrally in a "convex" shape. The radially outer side of the intermediate gear 9 is meshed with the driving tooth 8, and a tooth structure is also provided on the radially inner side of the intermediate gear 9. Further, a coupling gear 1 is provided below the intermediate gear 9. The coupling gear 1 is meshed with the teeth on the radially inner side of the intermediate gear 9. When the driving device 7 outputs torque, the driving tooth 8 at the output end of the driving device 7 drives the intermediate gear 9 to rotate, and then the intermediate gear 9 drives the coupling gear 1 to rotate.

[0031] Further, a transmission part 4 is arranged at the radially inner side of the combination gear 1. It is to be noted that the combination gear 1 is also in the shape of "convex" as a whole. The transmission part 4 has a certain length along the axial direction of the combination gear 1. The inner side of the transmission part 4 is in the shape of hollow cylinder, which is used for mounting the combination gear 1. The inner side of the transmission part 4 is fixed with the outer part of the second bearing 23. When the combination gear 1 is driven, it can rotate through the second bearing 23. Through the second bearing 23, the rotation of the combination gear 1 and the rotation of the output shaft 2 become independent rotation. The outer side of the transmission part 4 is provided with threads, and the outer part of the transmission part 4 is threadedly connected with a combination sleeve 5. The inner side of the combination sleeve 5 is provided with internal thread structure, which cooperates with the external threads of the outer side of the transmission part 4. The side of the combination sleeve 5 away from the combination gear 1 cooperates with the first bearing 19. Specifically, the first bearing 19 is located in the internal hollow cylinder of the combination sleeve 5 and forms a tight fit. It is to be noted that the shaft sleeve 3.21 and the combination sleeve 5 are provided with shaft shoulders. The shaft shoulder on the shaft sleeve 3.21 is located at the outer part of the shaft sleeve 3.21 and is close to the side of the second bevel gear 3.2. The shaft shoulder on the combination sleeve 5 is located at the inner part of the combination sleeve 5 and is close to the side of the combination gear 1. The two shaft shoulders are located at the two sides of the first bearing 19 respectively. When the combination gear 1 is driven, the thread structure between the transmission part 4 and the combination sleeve 5 causes the combination sleeve 5 to move axially. When the axial movement of the combination sleeve 5 is towards the transmission wheel set 3, the combination sleeve 5 applies a force to the first bearing 19 through the internal shaft shoulder of the combination sleeve 5, so that the first bearing 19 transmits the driving force to the shaft shoulder outside the shaft sleeve 3.21, so that the shaft sleeve 321 generates a pushing force towards the transmission wheel set 3, i.e. pushes the second bevel gear 3.2 towards the first bevel gear 3.1, so as to reduce the distance between the two bevel gears. When the axial movement of the combination sleeve 5 is away from the transmission wheel set 3, the pushing force of the combination sleeve 5 to the first bearing 19 towards the transmission wheel set 3 disappears. Under the action of the transmission belt 3.3, the distance between the two bevel gears gradually increases, so that the second bevel gear 3.2 generates a pushing force towards the side of the combination gear 1, so as to cause the first bearing 19 on the shaft sleeve 3.21 to always abut against the shaft shoulder inside the combination sleeve 5.

[0032] Embodiment 2: an engine stepless transmission system as shown in Figures 1 to 9 The transmission wheel set 3 and the transmission assembly are arranged on the main housing 6. The transmission wheel set 3 comprises a first bevel gear 3.1 and a second bevel gear 3.2. The first bevel gear 3.1 is a structure fixed on the output shaft 2, and the second bevel gear 3.2 can be adjusted relative to the axial direction of the output shaft 2. The transmission assembly comprises a driving device 7 and a combination gear 1. The driving device 7 outputs driving force to drive the combination gear 1 to rotate and finally act on the second bevel gear 3.2 of the transmission wheel set 3, so as to change the distance between the first bevel gear 3.1 and the second bevel gear 3.2, thereby realizing stepless speed regulation of the engine.

[0033] Specifically, the inside of the two sides of the main housing 6 is provided with a receiving cavity, one side of which cooperates with the first housing 10 to form a driving cavity 11, and the other side of which cooperates with the second housing 20 to form a transmission cavity 21. One end of the output shaft 2 is located in the transmission cavity 21, and the power source inside the engine outputs torque to the output shaft 2, thereby driving the output shaft 2 to rotate; the other end of the output shaft 2 is located in the driving cavity 11 and passes out of the driving cavity 11 to be connected with the transmission wheel set 3.

[0034] The transmission wheel set 3 includes a first bevel gear 3.1 and a second bevel gear 3.2, the first bevel gear 3.1 is located at the end of the output shaft 2 away from the transmission cavity 21 and is fixedly connected with the output shaft 2, and the second bevel gear 3.2 is located outside the first housing 10 and at a middle position of the output shaft 2, and can slide along the axial direction of the output shaft 2. Further, a sealing sleeve 22 is arranged on the output shaft 2, the sealing sleeve 22 is relatively fixed with the output shaft 2, a second bearing 23 is arranged at the root of the output shaft 2 (located in the driving cavity 11), one end of the sealing sleeve 22 abuts against the second bearing 23, and the other end of the sealing sleeve 22 passes out of the driving cavity 11 and abuts against the middle of the first bevel gear 3.1, and two groups of sealing rings are further arranged between the sealing sleeve 22 and the output shaft 2; a shaft sleeve 3.21 is further arranged outside the sealing sleeve 22, the radial inner side of the shaft sleeve 3.21 can slide relative to the outside of the sealing sleeve 22, one end of the shaft sleeve 3.21 is connected with the center position of the second bevel gear 3.2, and the other end of the shaft sleeve 3.21 can be blocked by the end face of the second bearing 23. When the shaft sleeve 3.21 moves outward, it can drive the second bevel gear 3.2 to move towards the first bevel gear 3.1, so that the distance between the first bevel gear 3.1 and the second bevel gear 3.2 becomes smaller; since the conical surfaces of the first bevel gear 3.1 and the second bevel gear 3.2 are oppositely arranged, a transmission belt 3.3 is arranged between the two bevel gears, the transmission belt 3.3 is squeezed so that the transmission radius of the transmission belt 3.3 increases, the transmission ratio of the transmission belt 3.3 is changed, and stepless speed regulation is achieved.

[0035] Further, the transmission assembly includes a driving device 7, an intermediate gear 9 and a combination gear 1, the driving device 7 is arranged at the outside of the main housing 6, the driving device 7 is a rotary motor, the output end of the driving device 7 is arranged inside the driving cavity 11, the output end of the driving device 7 is provided with a driving gear 8, and a third bearing 24 is further arranged between the driving gear 8 and the first housing 10 to ensure the stability of the rotation of the driving gear 8. An intermediate gear 9 is further arranged in the driving cavity 11, the intermediate gear 9 is located below the driving gear 8 (the intermediate gear 9 is located in the driving cavity 11) Figure 6The intermediate gear 9 is connected in meshing with the driving teeth 8 (as shown in the orientation), and specifically, the intermediate gear 9 is equivalent to an idler gear, the rotation shaft of the intermediate gear 9 is connected with the first housing 10 and the main housing 6 respectively, the intermediate gear 9 is in the shape of a "convex" as a whole, the radial outer side of the intermediate gear 9 is in meshing with the driving teeth 8, and the radial inner side of the intermediate gear 9 is also provided with a tooth structure. Further, a combination gear 1 is also provided below the intermediate gear 9, and the combination gear 1 is in meshing with the tooth structure on the radial inner side of the intermediate gear 9. When the driving device 7 outputs torque, the driving teeth 8 at the output end of the driving device 7 drives the intermediate gear 9 to rotate, and then the intermediate gear 9 drives the combination gear 1 to rotate.

[0036] Further, a transmission part 4 is provided on the radial inner side of the combination gear 1, and it should be noted that the combination gear 1 is also in the shape of a "convex" as a whole, the transmission part 4 has a certain length along the axial direction of the combination gear 1, the inner side of the transmission part 4 is in the shape of a hollow cylinder, and is used for mounting the combination gear 1. The inner side of the transmission part 4 is fixed with the outer part of the second bearing 23, and when the combination gear 1 is driven, the combination gear 1 can rotate through the second bearing 23, and the rotation of the combination gear 1 and the output shaft 2 is changed into independent rotation through the second bearing 23. The outer side of the transmission part 4 is provided with a thread, and the outer part of the transmission part 4 is threadedly connected with a combination sleeve 5, the inner side of the combination sleeve 5 is provided with an internal thread structure, and is matched with the external thread on the outer side of the transmission part 4, and the side of the combination sleeve 5 away from the combination gear 1 is matched with the first bearing 19, and specifically, the first bearing 19 is located in the internal hollow cylinder of the combination sleeve 5 and is in tight fit. It should be noted that a shaft shoulder is provided on the shaft sleeve 3.21 and the combination sleeve 5, the shaft shoulder on the shaft sleeve 3.21 is located on the outer part of the shaft sleeve 3.21 and is close to the side of the second bevel gear 3.2, and the shaft shoulder on the combination sleeve 5 is located on the inner part of the combination sleeve 5 and is close to the side of the combination gear 1, so that the two shaft shoulders are located on the two sides of the first bearing 19 respectively. When the combination gear 1 is driven, the thread structure between the transmission part 4 and the combination sleeve 5 promotes the combination sleeve 5 to move in the axial direction, when the axial movement of the combination sleeve 5 is towards the transmission gear set 3, the combination sleeve 5 applies a force to the first bearing 19 through the internal shaft shoulder of the combination sleeve 5, so that the first bearing 19 transmits the transmission force to the shaft shoulder on the outer part of the shaft sleeve 3.21, so that the shaft sleeve 3.21 generates a pushing force towards the transmission gear set 3, that is, the second bevel gear 3.2 is pushed to move towards the first bevel gear 3.1, and the distance between the two bevel gears is reduced. When the axial movement of the combination sleeve 5 is away from the transmission gear set 3, the pushing force of the combination sleeve 5 to the first bearing 19 towards the transmission gear set 3 disappears, and under the action of the transmission belt 3.3, the distance between the two bevel gears gradually increases, so that the second bevel gear 3.2 generates a pushing force towards the side of the combination gear 1, and promotes the first bearing 19 on the shaft sleeve 3.21 to always abut against the shaft shoulder on the inner side of the combination sleeve 5.

[0037] Further, the angle detection assembly 13 is arranged on the circumference of the main housing 6, which comprises a main body part 13.4, an angle sensor (not shown in the figure), a reset part 13.3, a deflection shaft 13.1 and a deflection block 13.2. The main body part 13.4 is fixedly installed on the main housing 6 (as shown in Figure 8 The installation hole 25 of the main body part 13.4 is also arranged on the first housing 10 (as shown in Figure 9 The main body part 13.4 is installed on the main housing 6 and the first housing 10 at the same time, which greatly increases the installation stability of the angle detection assembly 13. The angle sensor is arranged inside the main body part 13.4. One end of the deflection shaft 13.1 extends into the main body part 13.4 and is connected with the angle sensor. The other end of the deflection shaft 13.1 extends out of the main body part 13.4 and is located at the position of the coupling sleeve 5 in the driving cavity 11. The deflection block 13.2 is arranged at the end. The deflection shaft 13.1 can be fixedly rotated. When the deflection shaft 13.1 is deflected, the angle sensor can detect the deflection angle of the deflection shaft 13.1. The deflection shaft 13.1 is a hollow shaft. The reset part 13.3 is arranged on the deflection shaft 13.1 and the main body part 13.4. The reset part 13.3 can be a torsional spring or a coil spring. When the deflection force on the deflection shaft 13.1 disappears or decreases, the reset part 13.3 can reset the deflection shaft 13.1.

[0038] Further, the convex block 14 structure is arranged at the outer position of the coupling sleeve 5. The convex block 14 is a stepped structure protruding from the radial outer surface of the coupling sleeve 5. The position of the convex block 14 is aligned with the position of the deflection block 13.2. The deflection block 13.2 is in the shape of a comma. One end of the deflection block 13.2 is fixedly connected with the deflection shaft 13.1. The other end of the deflection block 13.2 is in abutment with the convex block 14. When the transmission assembly operates and the coupling gear 1 rotates, the coupling sleeve 5 on the outside of the transmission part 4 moves axially and towards the transmission wheel set 3. The convex block 14 on the coupling sleeve 5 moves synchronously and generates a deflection force on the deflection block 13.2, so that the deflection shaft 13.1 is deflected. The deflection angle of the deflection shaft 13.1 can be detected by the angle sensor, and then the axial displacement of the coupling sleeve 5 can be obtained. The change amount of the distance between the first bevel gear 3.1 and the second bevel gear 3.2 can be obtained through the axial displacement of the coupling sleeve 5, and finally the speed change of the transmission wheel set 3 can be obtained. Through this way, the precise speed change effect can be achieved, and different driving speeds can be adopted in different driving sections.

[0039] Further, the driving cavity 11 is formed between the first housing 10 and the main housing 6. The gear assembly in the transmission assembly is located in the driving cavity 11. The limiting groove 15 is arranged inside the first housing 10 and corresponds to the position of the convex block 14 outside the coupling sleeve 5. Figure 9As shown, the limiting groove 15 is composed of two strip structures which are parallel to the output shaft 2 in axial direction, and the two strips are arranged in parallel with a spacing which is adapted to the width of the protrusion 14. The limiting groove 15 is arranged at the side of the first housing 10 which is towards the inside of the first housing 10, and the installation hole 25 of the main part 13.4 of the angle detection assembly 13 is located at this side, so that the position of the deflection block 13.2 in the angle detection assembly 13 can be aligned with the position of the protrusion 14 in the limiting groove 15. As shown in Figure 6 , Figure 8 and Figure 9 When the transmission assembly rotates and drives the combined gear 1 to rotate, the combined sleeve 5 has a tendency to rotate under the action of the rotation of the combined gear 1. Since the protrusion 14 on the combined sleeve 5 is located in the limiting groove 15, the rotation of the protrusion 14 is limited by the limiting groove 15, so that the combined sleeve 5 can only move along the axial direction of the output shaft 2 under the action of the thread between the combined gear 1 and the combined sleeve 5, and at the same time, it is ensured that the protrusion 14 can only move in the axial direction parallel to the output shaft 2, so as to drive the deflection block 13.1 to deflect, thereby realizing real-time monitoring of the displacement of the combined sleeve 5 and ensuring the stability and accuracy of the stepless speed regulation.

[0040] Further, a limiting block 16 is arranged on the gear end face of the combined gear 1 which is towards the combined sleeve 5, and the radius position of the limiting block 16 on the combined gear 1 corresponds to the position of the protrusion 14. The end face of the combined sleeve 5 is flush with the gear end face of the combined gear 1, so that the protrusion 14 can also be flush with the gear end face of the combined gear 1. As shown in Figure 8 the orientation, the limiting block 16 is located at the left side of the protrusion 14, and the limiting block 16 abuts against the protrusion 14. When the transmission assembly operates, the combined gear 1 rotates counterclockwise, which promotes the movement of the combined sleeve 5 towards the transmission wheel set 3, at this time, the limiting block 16 and the protrusion 14 are separated in axial and circumferential directions. When the transmission assembly operates reversely, the combined gear 1 rotates clockwise, and the protrusion 14 reapproaches the gear end face of the combined gear 1, at this time, the limiting block 16 abuts against the protrusion 14 again, thereby effectively preventing the combined gear 1 from rotating excessively during the reset process of the transmission assembly.

[0041] Further, the circumferential surface of the joint sleeve 5 is provided with an oil inlet 17, which is circumferentially staggered with the protrusions 14, and the oil inlet 17 is communicated to the outer circumferential surface of the transmission part 4 of the joint gear 1. Further, the first housing 10 is provided with an oil inlet channel 18, and the outlet 26 of the oil inlet channel 18 is located in the interior of the first housing 10 and corresponds to the position of the oil inlet 17 on the joint sleeve 5. During the circulation of the lubricating oil in the engine, the lubricating oil is introduced into the oil inlet channel 18, and then the oil enters the joint sleeve 5 and the transmission part 4 through the oil inlet 17, thereby lubricating the internal structure. Further, the mating surface of the first housing 10 and the main housing 6 is provided with a sealing member 12, which is a rubber sealing ring and can effectively prevent the lubricating oil in the driving cavity 11 from leaking out.

[0042] It should be noted that in the present embodiment, the first cone gear 3.1 and the second cone gear 3.2 are driving wheels, the driving wheels are located on one side of the driving cavity 11 of the main housing 6, and the driven wheels 27 are located on the side of the main housing 6 away from the driving cavity 11, and the driving wheels and the driven wheels 27 are connected by a transmission belt 3.3. The main housing 6 is also provided with a traveling wheel 28, and the traveling wheel 28 and the driven wheels 27 are arranged on both sides of the thickness direction of the main housing 6, and the rotation shaft of the driven wheels 27 and the rotation shaft of the traveling wheel 28 are also connected by a gear assembly.

Claims

1. An engine continuously variable transmission system characterized by, The transmission assembly comprises a combination gear, a transmission part is arranged on the radially inner side of the combination gear, the transmission part is rotationally connected to the output shaft, a combination sleeve is threadedly connected to the outside of the transmission part, and the combination sleeve is in abutment with the transmission wheel set on the side away from the combination gear.

2. An engine continuously variable transmission system according to claim 1, wherein The transmission assembly comprises a driving device arranged on the outside of the main housing, the output end of the driving device is arranged in the inside of the main housing and is provided with a driving gear, and an intermediate gear is arranged between the driving gear and the combination gear.

3. An engine continuously variable transmission system according to claim 2, wherein The first housing cooperates with the main housing to form a driving cavity, the transmission assembly is arranged in the driving cavity, and a sealing element is arranged between the first housing and the main housing.

4. An engine continuously variable transmission system according to claim 3, wherein An angle detection assembly is arranged on the main housing, the angle detection assembly comprises a deflection shaft, one end of the deflection shaft is connected to an angle sensor, the other end of the deflection shaft is connected to a deflection block, and a reset element is further arranged on the deflection shaft.

5. An engine continuously variable transmission system according to claim 4, wherein The deflection shaft extends to the inside of the main housing, and the deflection block is arranged at a position corresponding to the outside of the combination sleeve, the outside of the combination sleeve is provided with a protrusion in abutment with the deflection block.

6. An engine continuously variable transmission system according to claim 5, wherein A limiting groove is arranged in the first housing and corresponds to the position of the protrusion, and the limiting groove is along the axial direction of the output shaft.

7. An engine continuously variable transmission system according to claim 5, wherein One end of the combination sleeve, where the protrusion is arranged, is in abutment with the tooth end surface of the combination gear, and a limiting block is arranged on the tooth end surface of the combination gear and is in abutment with the protrusion.

8. An engine continuously variable transmission system according to any one of claims 3 to 7, wherein The outside of the combination sleeve is further provided with an oil inlet, the first housing is provided with an oil inlet channel, and the output end of the oil inlet channel corresponds to the oil inlet.

9. A continuously variable transmission system for an engine according to any one of claims 1 to 7, characterized by, The transmission wheel set comprises a first bevel gear and a second bevel gear, the first bevel gear is fixedly connected to the output shaft, the second bevel gear is arranged on the output shaft in an axially adjustable manner, and the combination sleeve is in abutment with the second bevel gear.

10. An engine continuously variable transmission system according to claim 9, characterised in that, The second bevel gear comprises a shaft sleeve, one end of the shaft sleeve is fixedly connected to the middle part of the second bevel gear, the other end of the shaft sleeve is arranged in the inside of the combination sleeve and the transmission part, a first bearing is arranged on the outside of the shaft sleeve and in the inside of the combination sleeve, and the first bearing is in abutment with the combination sleeve and the shaft sleeve in an axially adjustable manner.

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