Continuously variable transmission

Abstract

A continuously variable transmission gearbox comprising a gearbox, an input shaft mounted in the gearbox and extending from the gearbox at one end, and an output shaft also mounted in the gearbox and extending from the gearbox at one end, characterised in that the input shaft is drivingly connected to a variable disc body, the adjustment fulcrum on the variable disc body is movable in a radial direction during rotation, the reciprocating output distance of the variable disc body is variable in length or shortening with the movement of the adjustment fulcrum, the output shaft is drivingly connected to a planetary gear set, and the planetary gear set is drivingly connected to the variable disc body. Advantage: It can abandon the way of relying on the continuous meshing of rotating gear pairs to transmit power in traditional transmissions, and it uses controllable reciprocating motion to convert pulsating or reciprocating input into smooth and continuous rotation output through a planetary gear mechanism, while retaining the advantages of high load bearing and high efficiency of gear meshing, it realizes the comprehensive performance goals of large torque, stepless speed regulation and no jerk.

Description

Technical Field

[0001] This invention belongs to the field of mechanical transmission device technology, specifically relating to a continuously variable transmission (CVT). Background Technology

[0002] Currently, the automatic transmissions widely used in automotive transmission systems mainly include the following categories: manual transmissions (MT transmissions), hydraulic automatic transmissions (AT transmissions), continuously variable transmissions (CVT transmissions), and dual-clutch transmissions (DCT transmissions). Manual transmissions are simple in structure, have high transmission efficiency, and low cost, but rely on the driver's operation of the clutch and gear lever, resulting in poor driving convenience. They have gradually been replaced by automatic transmission solutions in the passenger car market. Hydraulic automatic transmissions achieve power transmission and gear shifting through a torque converter and planetary gear sets, offering advantages such as smooth shifting and high reliability. They are widely used in various vehicle models. However, their complex structure and numerous parts lead to high manufacturing costs and large size. Furthermore, the inherent slip loss of the torque converter results in relatively low overall transmission efficiency, which is detrimental to fuel economy and energy conservation and emission reduction goals. Continuously variable transmissions (CVTs) transmit power through friction between a metal belt or chain and tapered pulleys. A manual transmission can achieve true continuous continuously variable transmission (CVT), theoretically keeping the engine running in its optimal efficiency range and thus improving fuel economy. However, because it relies on friction transmission, the maximum torque it can carry is limited. Under conditions of large displacement, high power, or frequent rapid acceleration, the steel belt is prone to slippage, wear, or even failure, limiting its application in high-performance or heavy-duty vehicles. A dual-clutch transmission combines the high efficiency of a manual transmission with the convenience of an automatic transmission, using two clutches to control odd and even gears for rapid shifting. However, under low-speed or congested conditions, frequent engagement and disengagement of the clutches can easily cause power interruption or torque fluctuations, resulting in noticeable jerking and affecting driving comfort.

[0003] In summary, current mainstream transmission technologies all have significant shortcomings: continuously variable transmissions (CVTs) are limited by friction transmission mechanisms and cannot meet high torque requirements; dual-clutch transmissions suffer from jerking issues at low speeds; hydraulic automatic transmissions, while mature and reliable, struggle to balance efficiency and structural complexity; and traditional manual transmissions lack an automated driving experience. Currently, there is no transmission structure that can achieve purely mechanical continuous continuously variable transmission while simultaneously possessing high torque capacity, high transmission efficiency, and a completely jerk driving experience.

[0004] In view of the aforementioned problems, it is necessary to design a continuously variable transmission (CVT) that breaks through the bottlenecks of existing technology, retains the advantages of CVT, and solves problems such as weak load-bearing capacity, low transmission efficiency, and shift shock. To this end, the applicant has ingeniously designed this technical solution. Summary of the Invention

[0005] The objective of this invention is to provide a continuously variable transmission (CVT) that helps improve the transmission and shifting structure, making the transmission a novel type of speed transmission structure based on reciprocating motion input and power integration and output through a planetary gear system. It abandons the traditional transmission method of relying on continuous meshing of rotating gear pairs to transmit power, and instead uses controllable reciprocating motion through a planetary gear mechanism to convert pulsating or reciprocating input into smooth and continuous rotary output. While retaining the advantages of high load-bearing capacity and high efficiency of gear meshing, it achieves the comprehensive performance goals of high torque, stepless speed regulation, and no jerking.

[0006] The objective of this invention is achieved as follows: a continuously variable transmission (CVT) includes a gearbox, an input shaft installed inside the gearbox and extending one end out of the gearbox, and an output shaft also installed inside the gearbox and extending one end out of the gearbox. The input shaft is characterized by a transmission disc body, an adjustment fulcrum on the transmission disc body that can move radially during rotation, and the output distance of the transmission disc body that can lengthen or shorten with the movement of the adjustment fulcrum to achieve continuously variable transmission. The output shaft is also characterized by a planetary gear set, which is connected to the transmission disc body.

[0007] In a specific embodiment of the present invention, the gearbox body includes a first gearbox gear and a second gearbox gear that meshes with the input shaft and drives the gearbox. The adjustment fulcrum includes a first gearbox mechanism that is adjustable along the radial direction on the first gearbox gear and a second gearbox mechanism that is adjustable along the radial direction on the second gearbox gear. The first gearbox mechanism is provided with a first reciprocating motion member that moves with the corresponding adjustment fulcrum, and the second gearbox mechanism is provided with a second reciprocating motion member that moves with the corresponding adjustment fulcrum.

[0008] In another specific embodiment of the present invention, the planetary gear set includes a sun gear rotatably supported by a gearbox, a pair of first planet gears rotatably supported by the gearbox and disposed on the upper and lower sides of the sun gear, a pair of second planet gears rotatably supported by the gearbox and disposed on the left and right sides of the sun gear, and a gear ring that meshes with both the first and second planet gears simultaneously. The outer gear ring of the gear ring meshes with the output shaft for transmission. The first planet gears are respectively fixed on a first planet gear shaft rotatably supported by the gearbox. A first transmission wheel connected to a first reciprocating motion component and a second transmission wheel connected to a second reciprocating motion component are respectively disposed on the two first planet gear shafts. One-way bearings are respectively disposed between the first transmission wheel and the second transmission wheel and the corresponding first planet gear shaft. The second planet gears are respectively fixed on a second planet gear shaft rotatably supported by the gearbox. The gear ring is formed as an annular ring and has toothed surfaces on both the inner and outer sides.

[0009] In another specific embodiment of the present invention, the first reciprocating motion member and the second reciprocating motion member are any one of a rack, a pinion, a gear shaft, a gear rod, a friction transmission member, a push rod, and a connecting rod.

[0010] In another specific embodiment of the present invention, the first speed change mechanism and the second speed change mechanism are any one of mechanical adjustment, thread adjustment, screw adjustment, gear adjustment, connecting rod adjustment, cam adjustment, motor drive adjustment, electric adjustment, electromagnetic adjustment, pneumatic adjustment, hydraulic adjustment, oil pressure adjustment, cable adjustment, servo adjustment, and manual adjustment.

[0011] In another specific embodiment of the present invention, the first and second gear disks are rotating gear disks.

[0012] In a further specific embodiment of the present invention, a first planetary gear shaft is rotatably provided with a first planetary gear shaft drive gear at a position coaxial with the second drive gear. One end of the second planetary gear shaft extends to the side of the first planetary gear shaft drive gear and is rotatably provided with a second planetary gear shaft drive gear. The second planetary gear shaft drive gear and the corresponding first planetary gear shaft drive gear are respectively meshed and driven by a planetary gear drive wheel. The planetary gear drive wheel is rotatably supported on a planetary gear drive wheel shaft, and the planetary gear drive wheel shaft is fixedly connected to the gearbox.

[0013] In a more specific embodiment of the present invention, the first planetary gear shaft drive gear is connected to the first planetary gear shaft via a one-way bearing, the second planetary gear shaft drive gear is connected to the second planetary gear shaft via a one-way bearing, and the planetary gear drive wheel is connected to the planetary gear drive wheel shaft via a one-way bearing.

[0014] In a further specific embodiment of the present invention, the gearbox is provided with partitions at intervals, the partitions dividing the gearbox into a first transmission cavity, a planetary gear set mounting cavity and a second transmission cavity, the input shaft passing through the first transmission cavity, the planetary gear set mounting cavity and the second transmission cavity and being rotatably supported on the outer side wall of the gearbox, with one end extending out of the gearbox to form an input shaft connection end.

[0015] The technical effect of the solution provided by this invention is that, due to the structure of alternating reciprocating motion input power on both sides and the structure of planetary gear set alternating to receive power from racks on both sides to maintain stable power output, it can abandon the method of relying on continuous meshing of rotating gear pairs to transmit power in traditional transmissions. Instead, it uses controllable reciprocating motion through planetary gear mechanism to convert pulsating or reciprocating input into smooth and continuous rotary output. While retaining the advantages of high load-bearing capacity and high efficiency of gear meshing, it achieves the comprehensive performance goals of high torque, stepless speed regulation, and no jerking. Attached Figure Description

[0016] Figure 1 This is a top view of the gearbox described in one embodiment of the present invention, taken from a top sectional view. Figure 2 for Figure 1 A schematic diagram of the transmission structure of the first gearbox in the middle; Figure 3 for Figure 1 A schematic diagram of the transmission structure of the second gearbox.

[0017] In the diagram: 1. Gearbox, 11. Partition plate, 12. First transmission cavity, 13. Planetary gear set mounting cavity, 14. Second transmission cavity; 2. Input shaft, 21. First input shaft gear, 22. Second input shaft gear, 23. Input shaft connecting end; 3. Output shaft, 31. Input shaft gear, 32. Output shaft connecting end; 4. First gear shifter, 41. First gear shifting mechanism, 411. First adjusting screw, 412. First adjusting block, 413. First rack connecting shaft, 42. First rack; 5. Second gear shifter, 51. Second gear shifting mechanism. 511. Second adjusting screw; 512. Second adjusting block; 513. Second rack connecting shaft; 52. Second rack; 6. Planetary gear set; 61. Sun gear; 611. Sun gear shaft; 62. First planetary gear; 621. First planetary gear shaft; 622. First planetary gear shaft transmission gear; 63. Second planetary gear; 631. Second planetary gear shaft; 632. Second planetary gear shaft transmission gear; 64. Gear ring; 65. First transmission wheel; 66. Second transmission wheel; 67. Planetary gear transmission wheel; 671. Planetary gear transmission wheel shaft; 7. Main shaft. Detailed Implementation

[0018] The specific embodiments of the present invention are described in detail below with reference to the accompanying drawings. However, the description of the embodiments is not a limitation on the technical solution. Any formal but not substantive changes made based on the concept of the present invention should be considered within the scope of protection of the present invention.

[0019] In the following description, all directional or positional concepts involving up, down, left, right, front, and back are defined as follows: Figure 2 The positions shown are for reference only and should not be construed as a particular limitation on the technical solutions provided by this invention.

[0020] Please see Figure 1 and combined Figure 2 and Figure 3This invention relates to a continuously variable transmission (CVT), comprising a gearbox 1, an input shaft 2 installed inside the gearbox 1 with one end extending out of the gearbox 1, and an output shaft 3 installed inside the gearbox with one end extending out of the gearbox 1. The input shaft 2 is drivenly connected to a transmission disc body. An adjustment fulcrum on the transmission disc body can move radially during rotation. The reciprocating output distance of the transmission disc body can be lengthened or shortened as the adjustment fulcrum moves to achieve continuously variable transmission. The output shaft 3 is drivenly connected to a planetary gear set 6, which is drivenly connected to the transmission disc body.

[0021] Furthermore, the gearbox body includes a first gear 4 and a second gear 5 meshing with the input shaft 2, both disposed within the gearbox 1. The first and second gears are preferably rotating gearboxes. The adjustment fulcrum includes a first gear mechanism 41 adjustable radially on the first gear 4 and a second gear mechanism 51 adjustable radially on the second gear 5. The first gear mechanism 41 has a first reciprocating motion component that moves with the corresponding adjustment fulcrum, and the second gear mechanism 51 has a second reciprocating motion component that moves with the corresponding adjustment fulcrum. The adjustment directions of the first and second gear mechanisms 41 are at a 90° angle to each other.

[0022] The first and second reciprocating motion components are not limited to racks, pinions, gear shafts, gear rods, friction transmission components, push rods, connecting rods, etc. In this embodiment, a rack component is preferred. A first rack 42 is hinged to the first transmission mechanism 41, and a second rack 52 is hinged to the second transmission mechanism 51. A planetary gear set 6, which is driven by the output shaft 3, is provided inside the gearbox 1. The planetary gear set 6 includes a sun gear 61 rotatably supported by the gearbox 1, a pair of first planetary gears 62 rotatably supported by the gearbox 1 on the upper and lower sides of the sun gear 61, a pair of second planetary gears 63 rotatably supported by the gearbox 1 on the left and right sides of the sun gear 61, and a gear ring 64 with an internal gear ring that meshes with both the first planetary gears 62 and the second planetary gears 63. The external gear ring of the gear ring 64 meshes with the output shaft 3 for transmission. The first planetary gears 62 are respectively fixed on a first planetary gear shaft 621 rotatably supported by the gearbox 1. The two first planetary gear shafts 621 are connected in corresponding directions. A first transmission wheel 65 and a second transmission wheel 66 are respectively disposed at the positions of the first rack 42 and the second rack 52. The two first transmission wheels 65 are located on the upper and lower sides of the first rack 42 and mesh with the first rack 42 for transmission. The two second transmission wheels 66 are located on the upper and lower sides of the second rack 52 and mesh with the second rack 52 for transmission. One-way bearings are respectively disposed between the first transmission wheel 65 and the second transmission wheel 66 and the corresponding first planetary gear shaft 621. The second planetary gears 63 are respectively fixed on a second planetary gear shaft 631 rotatably supported on the gearbox 1. The gear ring 64 is formed into an annular shape and has toothed surfaces on both the inner and outer sides.

[0023] Please continue reading. Figure 1The gearbox 1 is divided into a first transmission cavity 12, a planetary gear set mounting cavity 13, and a second transmission cavity 14 by partitions 11. The input shaft 2 passes through the first transmission cavity 12, the planetary gear set mounting cavity 13, and the second transmission cavity 14, and is rotatably supported on the outer wall of the gearbox 1, with one end extending out of the gearbox 1 to form an input shaft connection end 23. The first gear shifter 4, the first rack 42, and the first transmission wheel 65 are respectively disposed in the first transmission cavity 12, and the second gear shifter 5, the second rack 52, and the second transmission wheel 66 are respectively disposed in the second transmission cavity 14. The first gear shifter 4 and the second gear shifter 5 are rotatably supported on a main shaft 7, which passes through the first transmission cavity 12, the planetary gear set mounting cavity 13, and the second transmission cavity 14 and is fixedly supported on the partitions 11 of the gearbox 1. The input shaft 2 is located corresponding to the first gear shifter 4 and the second gear shifter 5. At the position of the gear disk 5, there is a first input shaft gear 21 that meshes with the first gear disk 4 and a second input shaft gear 22 that meshes with the second gear disk 5. The planetary gear set 6 is set in the planetary gear set mounting cavity 13. The sun gear 61 is rotatably supported on a sun gear shaft 611. The sun gear shaft 611 is fixedly supported between two partitions 11. The two ends of the first planetary gear shaft 621 pass through the first transmission cavity 12, the planetary gear set mounting cavity 13 and the second transmission cavity 14 respectively and are fixedly supported on the outer wall of the gearbox 1. One end of the output shaft 3 extends into the planetary gear set mounting cavity 13 and is equipped with an input shaft gear 31 that meshes with the outer ring gear of the gear ring 64. The other end of the output shaft 3 extends into the gearbox 1 and forms an output shaft connection end 32. The output shaft 3 is rotatably supported on a partition 11 and the outer wall of the gearbox 1. The second planetary gear shaft 631 is rotatably supported between the two partitions 11.

[0024] Please see Figure 2 The first speed change mechanism 41 is not limited to mechanical adjustment, thread adjustment, screw adjustment, gear adjustment, linkage adjustment, cam adjustment, motor drive adjustment, electric adjustment, electromagnetic adjustment, pneumatic adjustment, hydraulic adjustment, oil pressure adjustment, cable adjustment, servo adjustment, manual adjustment, etc. for speed change adjustment. In this embodiment, the first speed change mechanism 41 is preferably screw adjustment, which includes a first adjusting screw 411 rotatably disposed on the first speed change gear 4 and extending along the radial direction of the first speed change gear 4, and a first adjusting block 412 threadedly connected to the first adjusting screw 411 and adjustablely sliding along the radial direction of the first speed change gear 4. One side of the first adjusting block 412 is provided with a first rack connecting shaft 413 hinged to one end of the first rack 42. One end of the first adjusting screw 411 extends out of the outer circumferential surface of the first speed change gear 4 to form an adjusting end.

[0025] Please continue reading. Figure 3The second speed change mechanism 51 is not limited to mechanical adjustment, thread adjustment, screw adjustment, gear adjustment, linkage adjustment, cam adjustment, motor drive adjustment, electric adjustment, electromagnetic adjustment, pneumatic adjustment, hydraulic adjustment, oil pressure adjustment, cable adjustment, servo adjustment, manual adjustment, etc. for speed change adjustment. In this embodiment, the second speed change mechanism 51 is preferably screw adjustment, which includes a second adjusting screw 511 rotatably disposed on the second speed change gear 5 and extending along the radial direction of the second speed change gear 5, and a second adjusting block 512 threadedly connected to the second adjusting screw 511 and adjustablely sliding along the radial direction of the second speed change gear 5. One side of the second adjusting block 512 is configured with a second rack connecting shaft 513 hinged to one end of the second rack 52. One end of the second adjusting screw 511 extends out of the outer circumferential surface of the second speed change gear 5 to form an adjusting end.

[0026] Please see Figure 1 and combined Figure 3 The first planetary gear shaft 621 has a first planetary gear shaft drive gear 622 rotatably mounted on one side of the second drive gear 66 coaxially. One end of the second planetary gear shaft 631 extends to one side of the first planetary gear shaft drive gear 622 and has a second planetary gear shaft drive gear 632 rotatably mounted thereon. The second planetary gear shaft drive gear 632 and the corresponding first planetary gear shaft drive gear 622 are respectively meshed and driven by a planetary gear drive wheel 67. The planetary gear drive wheel 67 is rotatably supported on a planetary gear drive wheel shaft 671, which is fixedly connected to the gearbox 1. The first planetary gear shaft drive gear 622 is connected to the first planetary gear shaft 621 via a one-way bearing, the second planetary gear shaft drive gear 632 is connected to the second planetary gear shaft 631 via a one-way bearing, and the planetary gear drive wheel 67 is connected to the planetary gear drive wheel shaft 671 via a one-way bearing.

[0027] Please continue reading. Figure 1 , Figure 2 and Figure 3During use, the top of the gearbox is equipped with an adjustment mechanism for adjusting the aforementioned first adjusting screw 411 and second adjusting screw 511. Specifically, the adjustment mechanism is driven to move to the side of the aforementioned first adjusting screw 411 and second adjusting screw 511. At this time, the adjustment mechanism generates friction with the extended ends of the aforementioned first adjusting screw 411 and second adjusting screw 511. The friction causes the aforementioned first adjusting screw 411 and second adjusting screw 511 to rotate, thereby driving the first adjusting block 412 and the second adjusting block 512 to move. By switching different friction directions, the displacement direction of the first adjusting block 41 and the second adjusting block 512 is controlled. When the aforementioned first adjusting block 41 and the second adjusting block 512 move to a position close to the edge of the first gear 4 and the second gear 5, the aforementioned first rack 4... When the reciprocating distance of the first rack 42 and the second rack 52 is the largest, the transmission ratio of the first rack 42 and the second rack 52 is the largest and the torque is the smallest. When the first adjusting block 41 and the second adjusting block 512 move to a position close to the center of the first gear plate 4 and the second gear plate 5, the reciprocating distance of the first rack 42 and the second rack 52 is the smallest. At this time, the transmission ratio of the first rack 42 and the second rack 52 is the smallest and the torque is the largest. During the reciprocating motion, the driving speed of the first transmission wheel 65 and the second transmission wheel 66 by the first rack 42 and the second rack 52 changes in a curve. When the first rack 42 drives the first transmission wheel 65 in the process of acceleration, the second rack 52 drives the second transmission wheel 66 in the process of deceleration, and vice versa. The speed change curves of the two have the same frequency and waveform. When the first rack 42 drives the upper first transmission wheel 65 to rotate, the lower first transmission wheel 65 rotates in the opposite direction via a one-way bearing; similarly, when the first rack 42 drives the lower first transmission wheel 65 to rotate, the upper first transmission wheel 65 rotates in the opposite direction via a one-way bearing. When the second rack 52 drives the upper second transmission wheel 66 to rotate, the lower second transmission wheel 66 rotates in the opposite direction via a one-way bearing; similarly, when the second rack 52 drives the lower second transmission wheel 66 to rotate, the upper second transmission wheel 66 rotates in the opposite direction via a one-way bearing. During rotation, the first transmission wheel 65 and the second transmission wheel 66 respectively drive the first planetary gear 62 to rotate, thereby causing the gear ring 64 to rotate. The aforementioned gear ring 64 drives the output shaft 3 to rotate. During the rotation of the aforementioned first planetary gear shaft 621, the first planetary gear shaft transmission gear 622 is driven to rotate. The aforementioned first planetary gear shaft transmission gear 622 drives the corresponding planetary gear transmission wheel 67 to rotate. The aforementioned planetary gear transmission wheel 67 drives the second planetary gear shaft transmission gear 632 to rotate, thereby causing the second planetary gear 63 to rotate. The rotation of the aforementioned second planetary gear 63 drives the gear ring 64 to rotate, thereby driving the output shaft 3 to rotate.During the reciprocating motion of the first rack 42 and the second rack 52, the reciprocating speed is constantly changing. Therefore, when the first rack 42 moves faster, the first transmission wheel 65 drives the first planetary gear shaft 621 to rotate, while the corresponding second transmission wheel 66 moves slower and idles on the first planetary gear shaft 621 via a one-way bearing. When the second rack 52 moves faster, the second transmission wheel 66 drives the first planetary gear shaft 621 to rotate, while the corresponding first rack 42 moves slower and idles on the first planetary gear shaft 621 via a one-way bearing. This keeps the speed of the gear ring 64 stable, maintaining the output power of the output shaft 3. Simultaneously, when the first rack 42 drives the upper or lower first transmission wheel 65 to rotate the corresponding first planetary gear shaft 621, the other first transmission wheel 65 is driven to rotate in the opposite direction and idles via a one-way bearing. Similarly, when the second rack 52 drives the upper or lower second transmission wheel 66 to rotate the corresponding first planetary gear shaft 621, the other second transmission wheel 66 is driven to rotate in the opposite direction and idles via a one-way bearing.

[0028] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

[0029] In summary, the technical solution provided by this invention makes up for the shortcomings of the prior art, successfully completes the invention task, and accurately realizes the technical effects described by the applicant in the above technical effects column.

Claims

1. A continuously variable transmission (CVT) comprising a gearbox (1), an input shaft (2) installed inside the gearbox (1) and extending out of the gearbox (1) at one end, and an output shaft (3) also installed inside the gearbox (1) and extending out of the gearbox (1) at one end, characterized in that: the input shaft (2) is driven to a transmission disc body, the adjustment fulcrum on the transmission disc body can move in the radial direction during rotation, the output distance of the transmission disc body can be lengthened or shortened as the adjustment fulcrum moves to achieve continuously variable transmission, and the output shaft (3) is driven to a planetary gear set (6), the planetary gear set (6) being driven to the transmission disc body.

2. The continuously variable transmission (CVT) according to claim 1, characterized in that: The gearbox includes a first gearbox (4) and a second gearbox (5) that meshes with the input shaft (2) and is disposed in the gearbox (1). The adjustment fulcrum includes a first gearbox mechanism (41) that is adjustable along the radial direction on the first gearbox (4) and a second gearbox mechanism (51) that is adjustable along the radial direction on the second gearbox (5). The first gearbox mechanism (41) is provided with a first reciprocating motion component that moves with the corresponding adjustment fulcrum, and the second gearbox mechanism (51) is provided with a second reciprocating motion component that moves with the corresponding adjustment fulcrum.

3. A continuously variable transmission (CVT) according to claim 2, characterized in that: The planetary gear set (6) includes a sun gear (61) rotatably supported by a gearbox (1), a pair of first planet gears (62) rotatably supported by the gearbox (1) on the upper and lower sides of the sun gear (61), a pair of second planet gears (63) rotatably supported by the gearbox (1) on the left and right sides of the sun gear (61), and a gear ring (64) with an internal gear ring meshing with both the first planet gears (62) and the second planet gears (63). The external gear ring of the gear ring (64) meshes with the output shaft (3) for transmission. The first planet gears (62) are respectively fixed to a rotatably supported by the gearbox (1). On the first planetary gear shaft (621) of the gearbox (1), a first transmission wheel (65) and a second transmission wheel (66) connected to the first reciprocating motion component are respectively provided on the first planetary gear shaft (621). One-way bearings are respectively provided between the first transmission wheel (65) and the second transmission wheel (66) and the corresponding first planetary gear shaft (621). The second planetary gear (63) is fixed on a second planetary gear shaft (631) rotatably supported on the gearbox (1). The gear ring (64) is formed as an annular ring and has toothed surfaces on both the inner and outer sides.

4. A continuously variable transmission (CVT) according to claim 2, characterized in that: The first reciprocating motion component and the second reciprocating motion component are any one of the following: rack, pinion, gear shaft, gear rod, friction transmission component, push rod, and connecting rod.

5. A continuously variable transmission (CVT) according to claim 2, characterized in that: The first speed change mechanism (41) and the second speed change mechanism (51) are any one of mechanical adjustment, thread adjustment, screw adjustment, gear adjustment, connecting rod adjustment, cam adjustment, motor drive adjustment, electric adjustment, electromagnetic adjustment, pneumatic adjustment, hydraulic adjustment, oil pressure adjustment, cable adjustment, servo adjustment, and manual adjustment.

6. A continuously variable transmission according to claim 2, characterized in that: The first gear plate (4) and the second gear plate (5) are rotating gear discs.

7. A continuously variable transmission (CVT) according to claim 3, characterized in that: The first planetary gear shaft (621) has a first planetary gear shaft transmission gear (622) rotatably mounted on one side of the second transmission gear (66) on the same axis. One end of the second planetary gear shaft (631) extends to one side of the first planetary gear shaft transmission gear (622) and has a second planetary gear shaft transmission gear (632) rotatably mounted on it. The second planetary gear shaft transmission gear (632) and the corresponding first planetary gear shaft transmission gear (622) are respectively meshed and driven by a planetary gear transmission wheel (67). The planetary gear transmission wheel (67) is rotatably supported on a planetary gear transmission wheel shaft (671). The planetary gear transmission wheel shaft (671) is fixedly connected to the gearbox (1).

8. A continuously variable transmission (CVT) according to claim 3, characterized in that: The first planetary gear shaft transmission gear (622) is connected to the first planetary gear shaft (621) via a one-way bearing, the second planetary gear shaft transmission gear (632) is connected to the second planetary gear shaft (631) via a one-way bearing, and the planetary gear transmission wheel (67) is connected to the planetary gear transmission wheel shaft (671) via a one-way bearing.

9. A continuously variable transmission (CVT) according to claim 1, characterized in that: The gearbox (1) is provided with partitions (11) at intervals. The partitions (11) divide the gearbox (1) into a first transmission cavity (12), a planetary gear set mounting cavity (13) and a second transmission cavity (14). The input shaft (2) passes through the first transmission cavity (12), the planetary gear set mounting cavity (13) and the second transmission cavity (14) and is rotatably supported on the outer side wall of the gearbox (1), with one end extending out of the gearbox (1) to form an input shaft connection end (23).

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