A type of automotive continuously variable transmission (CVT) with meshing mechanism

Abstract

This invention discloses a continuously variable transmission (CVT) for vehicles, comprising an input shaft, several oscillating transmission mechanisms, and an output gear ring. Each oscillating transmission mechanism includes a gear assemblies, an adjusting device, connecting rods, and an output gear. The input shaft drives the gear assemblies to reciprocate. The adjusting device is fixedly mounted on the gear assemblies and reciprocates with them. The adjusting device has two connection points whose positions slide and change radially along the reciprocating rotation trajectory of the gear assemblies. These two connection points are symmetrically positioned on either side of the center of the reciprocating rotation trajectory. Two connecting rods are provided; the first end of each connecting rod is hinged to a connection point, and the second end of each connecting rod is fixedly connected to a gear shaft. The gear shaft is connected to the output gear via a one-way clutch. The gear shaft is restricted to reciprocating rotation around the output gear ring, which meshes with it. The oscillating transmission mechanisms alternately drive the output gear ring to rotate. This invention offers high transmission efficiency, large load capacity, and a continuously variable transmission ratio within a certain range, achieving stepless speed change.

Description

Technical Field

[0001] This invention relates to a transmission, and more particularly to a continuously variable transmission (CVT) for vehicles. Background Technology

[0002] Traditional internal combustion engines have a relatively narrow efficient operating range. To meet the demands of complex road conditions, automobiles need to be equipped with transmissions to extend the efficient operating range of the internal combustion engine. The ideal transmission is a continuously variable transmission (CVT) with a continuously variable transmission ratio. Theoretically, with a CVT, the engine can operate at a set point regardless of the vehicle's operating conditions, achieving optimal power and fuel economy. The drive motors in new energy vehicles have a wider efficient operating range than internal combustion engines, so they do not necessarily require a transmission. However, equipping them with a CVT would result in even better fuel economy.

[0003] Currently, the only continuously variable transmission (CVT) capable of achieving continuously variable speeds is the steel belt transmission. Its working principle involves transmitting power through friction between the steel belt and cones with continuously varying effective radii. However, due to limitations in the frictional forces on the contact surfaces, CVTs transmit relatively low torque, making them unsuitable for use in commercial vehicles with large total mass. Furthermore, they suffer from the drawback of rapid wear on the steel belt and cones. Summary of the Invention

[0004] To address the shortcomings of the prior art, this invention provides an automotive meshing continuously variable transmission (CVT) that solves the problems of high wear and low torque transmission capacity of steel belt CVTs.

[0005] The technical solution of this invention is as follows: A continuously variable transmission (CVT) for vehicles, comprising an input shaft, several oscillating transmission mechanisms, and an output gear ring. The oscillating transmission mechanism includes a gear plate assembly, an adjusting device, connecting rods, and an output gear. The input shaft drives the gear plate assembly to reciprocate. The adjusting device is fixedly mounted on the gear plate assembly and reciprocates with it. The adjusting device has two connection points whose positions slide and change radially along the reciprocating rotation trajectory of the gear plate assembly. The two connection points are symmetrically arranged on both sides of the center of the reciprocating rotation trajectory. There are two connecting rods. The first end of each connecting rod is hinged to the connection point, and the second end of each connecting rod is fixedly connected to a gear shaft. The gear shaft is connected to the output gear through a one-way clutch. The gear shaft is restricted to reciprocating around the output gear ring. The output gear meshes with the output gear ring. The oscillating transmission mechanism alternately drives the output gear ring to rotate through the output gear.

[0006] Furthermore, the swing transmission mechanism is provided in two sets, and the two sets of swing transmission mechanisms are arranged at a 90° angle to each other on the periphery of the output gear ring.

[0007] Furthermore, the connecting rods of the two sets of the swing transmission mechanism are located on opposite sides of the output gear ring.

[0008] Furthermore, the gear assembly includes a gear disk, a transmission gear, and a gear plate. The input shaft drives the gear disk to rotate. The gear disk has a coaxial incomplete internal gear ring and an incomplete central gear. The transmission gear is disposed between the incomplete internal gear ring and the incomplete central gear. The incomplete internal gear ring and the incomplete central gear continuously and alternately drive the transmission gear to reciprocate. The gear plate is driven by the transmission gear. The adjusting device is connected to the gear plate. Compared with a four-bar linkage for reciprocating drive, the continuous and alternating drive of the incomplete internal gear ring and the incomplete central gear achieves smaller transmission angle changes, higher transmission efficiency, and smaller torque fluctuations.

[0009] Furthermore, there are two transmission gears, which are located on both sides of the incomplete central gear.

[0010] Furthermore, the gear plate is provided with a central drive gear, which meshes with the two transmission gears.

[0011] Furthermore, the input shaft is provided with an input gear, the gear disk is provided with an external gear ring, and the input gear meshes with the external gear ring.

[0012] Furthermore, the two connection points are located on the same diameter of the reciprocating rotation trajectory.

[0013] Furthermore, the adjusting device includes a housing, a spiral disk, a motor, and a slider. The housing is connected to the gear disk assembly shown. The slider is slidably disposed on the housing. The connection point is located on the slider. The spiral disk is provided with a spiral groove. The bottom of the slider engages with the spiral groove. When the motor drives the spiral disk to rotate, it causes the slider to slide on the housing.

[0014] Furthermore, the teeth of the output gear ring are disposed on the inner wall of the output gear ring, and a circular guide plate is arranged coaxially with the output gear ring. The gear shaft is constrained between the outer periphery of the circular guide plate and the inner wall of the output gear ring.

[0015] Compared with the prior art, the advantages of the technical solution provided by the present invention are as follows:

[0016] This invention achieves continuous variation of the transmission's output speed by adjusting the position of the connection point through continuous sliding of the adjustment device, thereby changing the linear velocity of the connecting rod and ultimately altering the angular velocity of the output gear ring, thus meeting the vehicle's requirement for precise control of the transmission ratio.

[0017] Based on the combination of connecting rod and gear transmission to transmit power, it has higher efficiency and larger output torque than the existing steel belt CVT friction transmission, thus having a wider range of applications. In addition, the transmission structure is simple, strong, reliable, and easy to implement and maintain. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of an automotive meshing continuously variable transmission (CVT) as an example.

[0019] Figure 2 This is a schematic diagram of the structure of the input shaft and the gear plate assembly of an automotive meshing continuously variable transmission (CVT) as an example.

[0020] Figure 3 This is a schematic diagram of the gear assembly of an automotive meshing continuously variable transmission (CVT) as an example.

[0021] Figure 4 This is a schematic diagram illustrating the motion of the gear assembly of an automotive meshing continuously variable transmission (CVT) as an example.

[0022] Figure 5 This is a schematic diagram of the adjustment device for an automotive meshing continuously variable transmission (CVT) as an example.

[0023] Figure 6 This is a schematic diagram of the oscillating transmission mechanism (partial) and output gear ring of an automotive meshing continuously variable transmission (CVT) as an example.

[0024] Figure 7 This is a schematic diagram of the drive path of the reciprocating rotation of the gear assembly of the automotive meshing continuously variable transmission as an example. Detailed Implementation

[0025] The present invention will be further described below with reference to embodiments. It should be understood that these embodiments are only for illustrating the present invention and are not intended to limit the scope of the present invention. After reading this description, any modifications of this description in various equivalent forms by those skilled in the art will fall within the scope defined by the appended claims.

[0026] Please combine Figure 1 As shown in the figure, an automotive continuously variable transmission (CVT) according to an embodiment of the present invention includes an input shaft 1, several oscillating transmission mechanisms, and an output gear ring 5. In this embodiment, two sets of oscillating transmission mechanisms are provided, and the two sets of oscillating transmission mechanisms are arranged at a 90° angle to each other on the periphery of the output gear ring.

[0027] The oscillating transmission mechanism specifically includes a gear assembly 2, an adjusting device 3, and a connecting rod 4. The input shaft of the automotive continuously variable transmission (CVT) is connected to the engine and simultaneously meshes with the gear assembly 2 in both oscillating transmission mechanisms, transmitting the engine's power to the gear assembly 2. Figure 2As shown. The gear assembly 2 includes a gear 201, two double-drive gears 202, and a gear plate 203. Figure 3 As shown, the gear disk 201 is provided with a coaxial incomplete internal gear ring 201a and an incomplete central gear 201b, which are directly connected through the disk surface of the gear disk 201 and rotate synchronously. In addition, the outer periphery of the gear disk 201 is an external gear ring 201c. The input gear 101 on the input shaft 1 meshes with the external gear ring 201c, thereby driving the gear disk 201 to rotate.

[0028] Two double-drive gears 202 are supported by bearings (not shown) on a fixed shaft (not shown) inside the gearbox partition and axially positioned by snap rings (not shown). The upper teeth of the double-drive gear 202 mesh with either the incomplete internal gear ring 201a or the incomplete central gear 201b. It should be noted that the aforementioned "or" indicates that at any given time, only one of the incomplete internal gear ring 201a and the incomplete central gear 201b meshes with the upper teeth of the double-drive gear 202. The lower teeth of the double-drive gear 202 mesh with the central drive gear 203a fixedly connected to the gear plate 203. Please refer to... Figure 4 As shown, driven by the input shaft 1, the gear disk 201 always rotates clockwise. When the incomplete internal gear ring 201a meshes with the upper section of the double transmission gear 202, the toothless part of the incomplete central gear 201b is opposite to the upper section of the double transmission gear 202. The double transmission gear 202 rotates clockwise, and the gear plate 203 rotates counterclockwise under the drive of the lower section of the double transmission gear 202. When the incomplete internal gear ring 201a rotates to the point where the toothless part is opposite to the upper section of the double transmission gear 202, it disengages. The incomplete central gear 201b then begins to mesh with the upper section of the double transmission gear 202. The double transmission gear 202 rotates counterclockwise, and the gear plate 203 rotates clockwise under the drive of the lower section of the double transmission gear 202. Thus, the gear plate 203 performs periodic reciprocating rotation.

[0029] like Figure 5As shown, the adjusting device 3 consists of a housing 301, a slider 302, a motor 303, a spiral disk 304, and a bearing 305. The housing 301 is approximately cylindrical and connected to the gear plate 203 via bolts (not shown), and is arranged coaxially. The housing 301 reciprocates synchronously with the gear plate 203. The housing 301 has two radial grooves of the same diameter along the reciprocating rotation trajectory, used to guide the slider 302, which is symmetrically positioned on both sides of the center of the reciprocating rotation trajectory. A bearing 305 is installed in the central cavity of the housing 301 to support the spiral disk 304. The upper surface of the spiral disk 304 is machined with spiral grooves that mate with the grooves at the bottom of the slider 302. When the spiral disk 304 rotates around the central axis of the housing 301, it drives the slider 302 to slide within the radial grooves of the I-shaped cross-section, adjusting the radial position of the slider. The lower surface of the spiral disk 304 is machined with bevel teeth, which mesh with the small bevel gear at the shaft end of the motor 303. The motor 303 is connected to the gear plate 203 by bolts (not shown). When the motor 303 is energized and rotates in both directions, it drives the spiral disk 304 to rotate, thereby driving the two sliders 302 to move radially within the housing 301. The top of the sliders 302 forms a connection point that is hinged to the connecting rod 4.

[0030] like Figure 6 As shown, the output gear ring 5 is an internal gear ring, with two circular guide plates 6 arranged coaxially at its center. Four gear shafts 7 are arranged between the outer periphery of the circular guide plates 6 and the inner wall of the output gear ring 5. Output gears 9 are connected to the gear shafts 7 via one-way clutches 8. The output gears 9 can rotate unidirectionally around the gear shafts and mesh with the output gear ring 5. Two of the four gear shafts 7 form a group, which is connected to the connecting rod 4 of a first set of swing transmission mechanisms. The other two gear shafts 7 form another group, which is connected to the connecting rod 4 of a second set of swing transmission mechanisms. The connection positions of the two groups of gear shafts 7 and the connecting rod 4 are located on opposite sides of the output gear ring 5. Taking one group of gear shafts 7 as an example, the upper end of both ends of the gear shaft 7 is fixedly connected to one end of the connecting rod 4, and the other end of the connecting rod 4 is hinged to the top of the slider 302. The lower section of the gear shaft 7 is fitted with a bearing 10. The outer ring of the bearing 10 contacts the outer periphery of the fixed circular guide plate 6, providing support for the gear shaft 7. The other set of gear shafts 7 is arranged in the opposite direction, that is, the lower end is fixedly connected to one end of another set of connecting rods 4, and the upper end is fitted with a bearing 10. In this way, all the output gears 9 are located between the upper and lower circular guide plates 6, and can revolve around the axis of the output gear ring 5 based on the constraints of the circular guide plates 6, the gear shafts 7, and the bearings 10.

[0031] Please combine Figure 7 As shown, the working process of an automotive meshing continuously variable transmission (CVT) is as follows, based on... Figure 7In the left-hand view, when the gear assembly 2 of the first set of swing transmission mechanisms (located to the left of the input shaft 1) drives the adjusting device 3 to swing in the first direction (e.g., clockwise), the first set of connecting rods 4, through the one-way clutch 8, prevents the first set of output gears 9 from rotating around their own gear shaft 7. One connecting rod 4 engages with the output gear 9 to push the output gear ring 5, while the other connecting rod 4 pulls the output gear ring 5 to rotate and output power externally through the pinion. Since the second set of swing transmission mechanisms (located below the input shaft 1) is symmetrically installed in the opposite direction to the first set of swing transmission mechanisms, and their phases differ by 90°, the gear assembly 2 of the second set of swing transmission mechanisms drives the adjusting device 3 to swing in the second direction (counterclockwise). Consequently, the free rotation of the output gear 9 of the second set around its own gear shaft 7 cannot output power through the output gear ring 5. Conversely, based on... Figure 7 In the right-hand view, when the gear assembly 2 of the first set of swing transmission mechanisms drives the adjusting device 3 to swing in the second direction (counterclockwise), the free rotation of the first set of output gears 9 around its own gear shaft 7 cannot output power through the output gear ring 5. Correspondingly, the second set of connecting rods 4, through the one-way clutch 8, hinders the rotation of the second set of output gears 9 around its own gear shaft 7. One connecting rod 4 engages with the output gear 9 to push the output gear ring 5, while the other connecting rod 4 pulls the output gear ring 5 to rotate and output power externally through the pinion. In this way, the two sets of output gears 9 work alternately and complementaryly, continuously driving the output gear ring 5 to output power. The staggered phase installation of the two sets of devices is precisely to reduce the angular velocity fluctuations generated when the output gear ring 5 is alternately driven by the two sets of output gears 9.

[0032] In actual operation, the controller (not shown) drives the motor 303, the spiral disk 304, and the slider 302 to continuously change the radial position of the hinge point of the connecting rod 4, thereby continuously changing the linear velocity of the connecting rod 4. Ultimately, this changes the angular velocity of the output gear ring 5 through the output gear 9. Since the position of the slider 302 can change continuously, the average angular velocity of the output gear ring 5 can also change continuously and steplessly within a certain range.

Claims

1. A continuously variable transmission (CVT) for automobiles, characterized in that, The system includes an input shaft, several oscillating transmission mechanisms, and an output gear ring. The oscillating transmission mechanism includes a gear disk assembly, an adjusting device, a connecting rod, and an output gear. The input shaft drives the gear disk assembly to reciprocate. The adjusting device is fixedly mounted on the gear disk assembly and reciprocates with it. The adjusting device has two connection points that slide and change position radially along the reciprocating rotation trajectory of the gear disk assembly. These two connection points are symmetrically located on either side of the center of the reciprocating rotation trajectory. The gear disk assembly includes a gear disk, a transmission gear, and a gear plate. The input shaft drives the gear disk to rotate. The gear disk has a coaxial incomplete internal gear ring and an incomplete central gear. A gear is positioned between the incomplete internal gear ring and the incomplete central gear. The incomplete internal gear ring and the incomplete central gear continuously and alternately drive the transmission gear to reciprocate. The gear plate is driven by the transmission gear. The adjusting device is connected to the gear plate. There are two connecting rods. The first end of each connecting rod is hinged to the connection point, and the second end of each connecting rod is fixed to a gear shaft. The gear shaft is connected to the output gear through a one-way clutch. The gear shaft is restricted to reciprocating around the output gear ring. The output gear meshes with the output gear ring. The oscillating transmission mechanism alternately drives the output gear ring to rotate through the output gear.

2. The automotive meshing continuously variable transmission according to claim 1, characterized in that, The swing transmission mechanism is provided in two sets, and the two sets of swing transmission mechanisms are arranged at a 90° angle to each other on the periphery of the output gear ring.

3. The automotive meshing continuously variable transmission according to claim 2, characterized in that, The connecting rods of the two sets of swing transmission mechanisms are located on opposite sides of the output gear ring.

4. The automotive meshing continuously variable transmission according to claim 1, characterized in that, The transmission gear is provided in two parts, which are located on both sides of the incomplete central gear.

5. The automotive meshing continuously variable transmission according to claim 4, characterized in that, The gear plate is provided with a central drive gear, which meshes with two transmission gears.

6. The automotive meshing continuously variable transmission according to claim 1, characterized in that, The input shaft is equipped with an input gear, and the gear disk is equipped with an external gear ring, the input gear meshing with the external gear ring.

7. The automotive meshing continuously variable transmission according to claim 1, characterized in that, The two connection points are located on the same diameter of the reciprocating rotation trajectory.

8. The automotive meshing continuously variable transmission according to claim 1, characterized in that, The adjusting device includes a housing, a spiral disk, a motor, and a slider. The housing is connected to the gear disk assembly, and the slider is slidably disposed on the housing. The connection point is located on the slider. The spiral disk is provided with a spiral groove, and the bottom of the slider cooperates with the spiral groove. When the motor drives the spiral disk to rotate, it drives the slider to slide on the housing.

9. The automotive meshing continuously variable transmission according to claim 1, characterized in that, The teeth of the output gear ring are disposed on the inner wall of the output gear ring, and a circular guide plate is arranged coaxially with the output gear ring. The gear shaft is constrained between the outer periphery of the circular guide plate and the inner wall of the output gear ring.

Images