Pure mechanical transmission automobile automatic continuously variable transmission

Abstract

The utility model relates to an automobile transmission, in particular to a pure mechanical transmission automobile automatic continuously variable transmission which comprises an input shaft and an output shaft, the input shaft is located on the left side of the output shaft, and the input shaft and the output shaft are coaxially and horizontally arranged. The input shaft is fixedly provided with a left box body, and the output shaft is fixedly provided with a one-way overrunning clutch, a third bevel gear, a first bevel gear and a right box body in sequence and is provided with a synchronizer assembly. The left box body and the right box body are fixedly connected through an upper flange and a lower flange, and a middle shaft is fixedly connected with a second bevel gear and a fourth bevel gear respectively and meshed with a third bevel gear and a first bevel gear. The one-way overrunning clutch is fixedly connected with the third bevel gear, and the rotating part of the synchronizer assembly is fixedly connected with the right box body. The design simplifies the structure, improves the transmission efficiency and reduces the cost.

Description

Technical Field

[0001] The utility model relates to an automotive transmission, in particular to a pure mechanical transmission automotive continuously variable transmission (CVT). Background Art

[0002] In the modern automotive industry, as a core component of the power transmission system, the performance of the transmission directly affects the power performance, fuel economy, and emission performance of the vehicle. With the development of technology, continuously variable transmissions (CVTs) have received extensive attention because they can achieve the best matching between the engine and the transmission. Traditional CVTs include hydraulically controlled CVTs, steel belt automatic transmissions, dual-clutch automatic transmissions, and electronically controlled automatic transmissions. Although these transmissions can meet the requirements of continuously variable speed and operate reliably, they generally have the disadvantages of complex structure, high cost, and difficult maintenance.

[0003] Hydraulically controlled CVTs rely on hydraulic systems to transmit and regulate power, which not only increases the complexity of the system but also raises the manufacturing and maintenance costs. Although steel belt automatic transmissions achieve continuously variable speed through steel belts and conical pulleys, their reliability and durability are limited. Dual-clutch automatic transmissions achieve rapid gear shifting through the alternating operation of two clutches, but their structure is complex and their smoothness at low speeds needs to be improved. Electronically controlled automatic transmissions achieve automatic gear shifting through electronic control, but they have a high dependence on the electronic system, increasing the failure rate. Summary of the Utility Model

[0004] The problems to be solved by the utility model are one or more of the following technical problems:

[0005] 1. Complex structure: The introduction of hydraulic and electronic control components makes the transmission structure complex, increasing the manufacturing difficulty and maintenance cost.

[0006] 2. Difficult maintenance: Fault diagnosis and repair of hydraulic systems and electronic components require professional technology and equipment, increasing the maintenance difficulty.

[0007] 3. Reliability and durability: The failure rate of hydraulic systems and electronic components is relatively high, affecting the reliability and durability of the transmission.

[0008] 4. Economy: The complex structure and high maintenance cost limit the application of CVTs in economy cars.

[0009] The purpose of the utility model is: aiming at the deficiencies of the prior art, to provide a pure mechanical transmission automotive continuously variable transmission with simple structure, low cost, easy maintenance, and high reliability. By adopting a pure mechanical structure, the utility model can not only achieve continuously variable speed but also avoid the problems brought by hydraulic and electronic systems, improving the overall performance of the transmission.

[0010] The technical solution adopted by the utility model is:

[0011] A purely mechanically driven automobile automatic continuously variable transmission comprises an input shaft and an output shaft, wherein the input shaft is located on the left side of the output shaft and is coaxially arranged horizontally; the characteristic is that a left housing is fixed on the input shaft; a one-way overrunning clutch is fixed on the output shaft in sequence from left to right, a third bevel gear is rotated, a first bevel gear is fixed, a right housing is rotated, and a synchronizer assembly is installed; the left housing and the right housing are respectively fixedly connected by two upper and lower flanges, the two flanges are respectively rotated with axially vertical intermediate shafts, the two intermediate shafts are respectively fixedly connected with a second bevel gear and a fourth bevel gear, the second bevel gear and the fourth bevel gear are respectively meshed with the third bevel gear and the first bevel gear; the one-way overrunning clutch is fixedly connected to the third bevel gear, and the fixing part of the synchronizer assembly is fixedly connected to the right housing.

[0012] Furthermore, the input shaft is connected to the reducer via a first spline, the output shaft is connected to the direction controller via a second spline, and the reducer is connected to the engine of a fuel vehicle or the permanent magnet synchronous motor of an electric vehicle.

[0013] Furthermore, it also includes a left shell, a right shell, and an intermediate shell fixedly connected to the left shell and the right shell, the middle part of the left shell is fixedly connected to the left end cover, the center hole of the left end cover is clearance-matched with the input shaft and a felt ring oil seal is provided, the middle part of the right shell is fixedly connected to the right end cover, the center hole of the right end cover is clearance-matched with the output shaft and a felt ring oil seal is provided.

[0014] Furthermore, the left housing is connected to the left box body via a tapered thrust bearing, and the right housing is connected to the right box body via a tapered thrust bearing.

[0015] Furthermore, the left housing and the output shaft and the right housing and the output shaft are connected via tapered thrust bearings; the third bevel gear and the output shaft are connected via needle bearings; and the intermediate shaft and the flange sleeve in the flange are connected via two opposed angular contact ball bearings.

[0016] Furthermore, the first bevel gear is limited circumferentially by a third spline and is limited axially by a shaft shoulder and a shaft washer; the second bevel gear and the fourth bevel gear are limited circumferentially by a fourth spline and are limited axially by a shaft shoulder and a round nut, respectively.

[0017] Further, the second bevel gear and the fourth bevel gear have the same number of teeth and are greater than the number of teeth of the third bevel gear and the first bevel gear.

[0018] Furthermore, the limiting speed of the one-way overrunning clutch is not less than 3000 r / min.

[0019] Further, when going down a steep slope, the sliding part of the synchronizer assembly combines with the fixed part to provide low speed and additional resistance to prevent the vehicle from stalling.

[0020] Compared with the prior art, the beneficial technical effects of the present utility model are as follows:

[0021] 1. Simplified structural design: By adopting a pure mechanical transmission method, the present utility model avoids the use of hydraulic and electronic control components, thereby simplifying the structure of the transmission, reducing the number of components, lowering the manufacturing cost, and improving the transmission efficiency.

[0022] 2. Reduced maintenance cost and difficulty: Due to the simplified structure, the present utility model reduces the dependence on professional maintenance techniques and equipment, resulting in a significant reduction in maintenance cost and difficulty.

[0023] 3. Improved reliability and durability: The pure mechanical transmission method reduces the reliability problems caused by hydraulic system and electronic component failures, improving the durability and overall reliability of the transmission.

[0024] 4. Enhanced economy: The simple structure and low cost of the present utility model make it more suitable for the application in economy cars, improving the competitiveness of the continuously variable transmission in the economy car market.

[0025] 5. Optimized driving performance: Through precise mechanical design, the present utility model can achieve smooth stepless speed change, providing a better driving experience and vehicle comfort.

[0026] 6. Enhanced power transmission efficiency: The pure mechanical transmission method reduces energy loss, improves the efficiency of power transmission, and thus may improve the fuel economy of cars or the power usage efficiency of electric vehicles.

[0027] 7. Strong environmental adaptability: Due to the reduced dependence on electronic components, the adaptability and stability of the transmission of the present utility model in extreme temperatures or harsh environments are enhanced.

[0028] 8. Innovative transmission mechanism: The meshing mechanism of planetary gears and bevel gears adopted by the present utility model provides an innovative solution for stepless speed change. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic structural diagram of the present utility model.

[0030] Figure 2 is Figure 1 a schematic structural diagram after hiding the housing.

[0031] Figure 3 is Figure 1 a cross-sectional view of...

[0032] Figure 4 It is a schematic structural diagram of the input shaft of the present utility model.

[0033] Figure 5 It is a schematic structural diagram of the output shaft of the present utility model.

[0034] Figure 6 It is a schematic structural diagram of the intermediate shaft of the present utility model.

[0035] Figure 7 It is a schematic structural diagram of the left housing of the present utility model.

[0036] Figure 8 It is a schematic structural diagram of the right housing of the present utility model.

[0037] Figure 9 It is a technical roadmap of the present utility model when applied to fuel vehicles and electric vehicles.

[0038] Figure 10 It is a schematic diagram of the force on the first bevel gear disk surface.

[0039] Reference numerals in the figure: input shaft - 1, output shaft - 2, second spline - 21, third spline - 22, left housing - 3, one-way overrunning clutch - 4, intermediate shaft - 5, fourth spline - 51, synchronizer assembly - 6, right housing - 7, flange - 8, round nut - 9, right end cover - 10, first spline - 11, left housing body - 12, right housing body - 13, intermediate housing body - 14, left end cover - 15, first bevel gear - Z1, second bevel gear - Z2, third bevel gear - Z3, fourth bevel gear - Z4. Detailed implementation manners

[0040] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0041] In the description of the present utility model, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", "communicated" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0042] The following specific embodiments illustrate the implementation manners of the present utility model. Those skilled in the art can easily understand other advantages and effects of the present utility model from the content disclosed in this specification. Obviously, the described embodiments are part of the embodiments of the present utility model, rather than all of them. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0043] As Figure 1-8 shown, a pure mechanical transmission automotive continuously variable transmission includes an input shaft 1 and an output shaft 2. The input shaft 1 is located on the left side of the output shaft 2 and is horizontally arranged coaxially. A left housing 3 is fixedly provided on the input shaft 1. A one-way overrunning clutch 4 is successively fixedly provided on the output shaft 2 from left to right, a third bevel gear Z3 is rotatably provided, a first bevel gear Z1 is fixedly provided, a right housing 7 is rotatably provided, and a synchronizer assembly 6 is installed. The left housing 3 and the right housing 7 are respectively fixedly connected by two upper and lower flanges 8. Two axially vertical intermediate shafts 5 are rotatably provided on the two flanges 8 respectively. A second bevel gear Z2 and a fourth bevel gear Z4 are fixedly provided on the two intermediate shafts 5 respectively. The second bevel gear Z2 and the fourth bevel gear Z4 are respectively meshed with the third bevel gear Z3 and the first bevel gear Z1. The one-way overrunning clutch 4 is fixedly connected with the third bevel gear Z3, and the fixed part 61 of the synchronizer assembly 6 is fixedly connected with the right housing 7. The upstream of the input shaft 1 is connected to a reducer through a first spline 11, and the downstream of the output shaft 2 is connected to a direction controller through a second spline 21. As Figure 9 shown in the technical route, the reducer is connected to the engine of a fuel vehicle or the permanent magnet synchronous motor of an electric vehicle.

[0044] The continuously variable transmission of this embodiment includes a left housing 12, a right housing 13, and an intermediate housing 14 fixedly connecting the left housing 12 and the right housing 13. In practice, the intermediate housing 14 is fixedly connected to the vehicle frame. A left end cover 15 is fixedly provided in the middle of the left housing 12. The central hole of the left end cover 15 has a clearance fit with the input shaft 1 and is sealed with a felt ring. A right end cover 10 is fixedly provided in the middle of the right housing 13. The central hole of the right end cover 10 has a clearance fit with the output shaft 2 and is sealed with a felt ring.

[0045] Specifically, the left housing 12 is connected to the left housing 3 through a tapered thrust bearing, and the right housing 13 is connected to the right housing 7 through a tapered thrust bearing. The left housing 3 and the output shaft 2 and the right housing 7 and the output shaft 2 are connected through tapered thrust bearings; the third bevel gear Z3 and the output shaft 2 are connected through needle bearings; the intermediate shaft 5 and the flange sleeve in the flange 8 are connected through two opposed angular contact ball bearings. The first bevel gear Z1 is circumferentially limited by the third spline 22 and axially limited by the shaft shoulder and shaft pad; the second bevel gear Z2 and the fourth bevel gear Z4 are circumferentially limited by the fourth spline 51 and axially limited by the shaft shoulder and round nut 9, respectively.

[0046] In this embodiment, the second bevel gear Z2 and the fourth bevel gear Z4 have the same number of teeth and are greater than the number of teeth of the third bevel gear Z3 and the first bevel gear Z1. The limit speed of the overrunning clutch 4 is not less than 3000 r / min.

[0047] As for the connection between the left end cover 15 and the left housing 12, and between the right box 7 and the middle wheel frame 8, they are usually fixed by fasteners such as hexagon socket screws or hexagon bolts. The selection and application of these fasteners belong to conventional technical means in the field of mechanical design. In addition, the detailed structural design such as the positioning and limiting of the bearing is also a standardized practice in the industry, so it will not be repeated.

[0048] In the following text, for the sake of simplicity of description, the first bevel gear, the second bevel gear, the third bevel gear and the fourth bevel gear are respectively referred to by their reference numerals Z1, Z2, Z3 and Z4; the speed reduction ratio of each level is represented by i, the power is represented by P, the torque is represented by M, the speed is represented by n, and n1 refers to the speed of the first bevel gear, and so on.

[0049] 1. Power transmission path

[0050] The power is transmitted from input shaft 1 after being reduced in speed by the reducer, and then transmitted to the planetary carrier. The power is transmitted from the planetary carrier to Z2 and Z4 through bearings, and then transmitted from Z2 and Z4 to Z1 and Z3 through gear meshing.

[0051] Z1 is connected to the output shaft 2 by the first spline 11, Z3 is connected to the output shaft 2 through the one-way overrunning clutch 4, the right end of the output shaft 2 is connected to the direction controller through the second spline 21, and the power is output from the right end of the output shaft 2 through the second spline 21.

[0052] 2. Resistance and driving force during vehicle operation

[0053] A car is mainly subject to the following resistances during operation: driving resistance FR, acceleration force FB, uphill resistance FS, and air resistance FL. The sum of them is the comprehensive resistance Fresistance.

[0054] F resistance = FR + FB + FS + FL —————— Equation 1

[0055] F resistance acts on the driving wheel, forming a resistance torque, that is, F resistance × driving wheel radius R is the resistance torque M resistance.

[0056] M resistance = F resistance × R —————— Equation 2

[0057] The power of the vehicle engine forms a driving force F drive on the driving wheel through the transmission chain. The following situations will occur during operation:

[0058] When F drive = F resistance, the vehicle moves forward at a constant speed;

[0059] When F drive is greater than F resistance, the vehicle will accelerate;

[0060] When F drive is less than F resistance, the vehicle will decelerate.

[0061] III. Transmission Principle

[0062] 1. Conditions of starting and low-speed operation

[0063] As mentioned above, the power is decelerated by the reducer and then transmitted from the input shaft 1. Finally, it is transmitted from Z2 and Z4 to Z1 and Z3. Z1 is connected to the output shaft 2 by the third spline 22, and Z3 is connected to the output shaft 2 through the one-way overrunning clutch 4. At this moment, the one-way overrunning clutch 4 is in the engaged state, so the output shaft 2 obtains power and rotates accordingly, and transmits the power to the lower level. Its power parameters are the driving torque M0, the driving speed n0, and the driving power P0.

[0064] P0 = K × M0 × n0 —————— Equation 3.

[0065] Among them, K is a constant, which is 1.05×10 -4 , M0 is in N·m, n0 is in r / min, and P0 is in Kw. When adjusting the throttle opening, since M0 and n0 change accordingly, speed change is achieved.

[0066] 2. Conditions of the vehicle running at medium and high speeds

[0067] After the vehicle starts, as the throttle opening increases, the vehicle speed gradually increases. When the actual speed nB of the output shaft 2 is greater than the driving speed n0, the one-way overrunning clutch 4 disengages. Under the action of huge inertia, the vehicle in the overrunning state makes Z1 drive Z2 and Z4 to rotate, and makes Z3 rotate in the reverse direction. At this moment, Z2 and Z4 rotate around the center on one hand, with a speed of n0, and rotate on their own axes on the other hand, and its value is determined by the actual speed nB and the tooth ratio of Z2 / Z1.

[0068] After the vehicle accelerates, when it can reach a uniform and stable state, please refer toFigure 10 This figure is a schematic diagram of the forces acting in the direction of the Z1 disk surface. Among them, F'_resistance is the resistance value of the combined resistance F_resistance of the driving wheel feedback to Z1, and its value is F'_resistance = 1 / 2(F_resistance / i_total), where i_total is the total reduction ratio of the lower-level rotating chain; F2-1 is the driving force exerted by Z2 on Z1; F4-1 is the driving force exerted by Z4 on Z1; △F2-1 is the reaction force when Z1 and Z2 mesh; △F4-1 is the reaction force when Z1 and Z4 mesh.

[0069] The resistance moment M'_resistance reflected on the Z1 wheel is M'_resistance = F'_resistance × d —————— Equation 4.

[0070] The power consumption P_resistance reflected on the Z1 wheel is P_resistance = M'_resistance × nB × K —————— Equation 5.

[0071] It should be noted here that Equation 5 is obtained without considering the transmission efficiency.

[0072] F2-1 is the driving force exerted by Z2 and Z4 on Z1, and F4-1 is the driving force exerted by Z4 on Z1.

[0073] The above two forces are a couple, and the driving torque M_drive exerted by Z2 and Z4 on Z1 is obviously the driving torque M0.

[0074] When Z2 and Z4 mesh with Z1, reaction forces will also be generated, namely △F2-1 and △F4-1, but they are very small and can be ignored.

[0075] According to Figure 5 The following conclusion can be obtained: Its input power is equal to the power consumed by the output, that is, Equation 3 = Equation 5, P0 = P_resistance. Substituting Equation 3 and Equation 5, we get:

[0076] K × M0 × n0 = M'_resistance × nB × K. Canceling K, we get the following equation:

[0077] M0 × n0 = M'_resistance × nB —————— Equation 6.

[0078] When the two are equal, the car runs in a uniform and stable state. When the car is driving at medium and high speeds, generally M0 × n0 is a constant. It can be seen from Equation 6 that when the car is driving, if the resistance moment M'_resistance changes, its running speed will also change accordingly; if M_resistance becomes smaller, the vehicle speed will increase; if M_resistance becomes larger, the vehicle speed will decrease; it always reaches the equilibrium state of Equation 6, thereby achieving automatic stepless speed regulation. This stepless speed regulation has high efficiency and smooth speed change. Incidentally, this characteristic is achieved by the special structure of this patent.

[0079] IV. Two components that need to be emphasized in terms of structure

[0080] 1. When the vehicle is going down a steep slope, the vehicle speed may become too fast. Since Z1 does not have the engagement phenomenon like a traditional transmission (i.e., shifting to a low gear), to prevent the vehicle speed from being too fast, a synchronizer is provided on the output shaft 2. The fixed part 61 is connected to the right housing 7, and the sliding part 62 is connected to the output shaft 2. When going down a steep slope, combined with manual control, it is equivalent to shifting to a low gear in a traditional transmission, and it will not stall and cause an accident.

[0081] 2. Generally, the limit speed of a one-way overrunning clutch does not exceed 3000 r / min. To achieve this goal, a larger reduction ratio should be selected when designing the reducer, generally about 4.5, and 5 or 5.5 can be selected in this embodiment. Additionally, when designing the direction controller, the input end is speeded up so that the output end of the direction controller maintains a reduction ratio of about 4.5. In this way, when the vehicle speed reaches the maximum value, the operating speed of the one-way overrunning clutch is less than 3000 r / min, ensuring its service life.

[0082] The design of this embodiment realizes stepless speed change through an innovative mechanical structure, while maintaining high efficiency and high reliability, providing an effective solution for automotive transmission technology. Generally speaking, the pure mechanical transmission automotive continuously variable transmission of this embodiment has the following characteristics:

[0083] 1. Stepless speed change: Stepless speed change is achieved through the combination and disengagement of a special gear design and a one-way overrunning clutch, providing a smooth driving experience.

[0084] 2. Simple structure: Using pure mechanical transmission, it avoids the complexity of hydraulic and electronic control systems and simplifies the structure.

[0085] 3. High efficiency: This patent uses gear transmission to improve the efficiency of power transmission, thereby optimizing fuel economy or power usage efficiency.

[0086] 4. High reliability: Reducing the dependence on hydraulic and electronic components reduces the failure rate and improves the reliability and durability of the transmission.

[0087] 5. Easy maintenance: Due to the simple structure, the maintenance cost and difficulty are relatively low.

[0088] 6. Safety feature: When driving downhill, the synchronizer assembly provides additional resistance to prevent stalling caused by excessive speed.

[0089] 7. Strong adaptability: It is applicable to fuel vehicles and electric vehicles and has good market adaptability.

[0090] 8. Economy: With a simple structure and low cost, it is suitable for the application of economy cars.

[0091] The above are only the preferred embodiments of the present utility model and do not impose any form of limitation on the present utility model; any person skilled in the art can, without departing from the scope of the technical solution of the present utility model, make many possible changes or modifications to the technical solution of the present utility model by using the methods and technical contents disclosed above, or modify it into an equivalent embodiment with equivalent changes. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments based on the technical essence of the present utility model without departing from the content of the technical solution of the present utility model still fall within the scope of protection of the technical solution of the present utility model.

Claims

1. A purely mechanically driven automotive automatic continuously variable transmission, comprising an input shaft (1) and an output shaft (2), wherein the input shaft (1) is located on the left side of the output shaft (2) and is coaxially arranged horizontally; characterized in that: The input shaft (1) is fixedly provided with a left housing (3); the output shaft (2) is fixedly provided with a one-way overrunning clutch (4) in sequence from left to right, a third bevel gear (Z3) is mounted, a first bevel gear (Z1) is mounted, a right housing (7) is mounted, and a synchronizer assembly (6) is installed; the left housing (3) and the right housing (7) are respectively fixedly connected via two upper and lower flanges (8); the two flanges (8) are respectively fixedly provided with axially vertical intermediate shafts (5); the two intermediate shafts (5) are respectively fixedly connected with a second bevel gear (Z2) and a fourth bevel gear (Z4); the second bevel gear (Z2) and the fourth bevel gear (Z4) are respectively meshed with the third bevel gear (Z3) and the first bevel gear (Z1); the one-way overrunning clutch (4) is fixedly connected to the third bevel gear (Z3); and the fixing portion (61) of the synchronizer assembly (6) is fixedly connected to the right housing (7).

2. A purely mechanically driven automotive automatic continuously variable transmission according to claim 1, characterized in that: The input shaft (1) is connected to the reducer via a first spline (11), the output shaft (2) is connected to the direction controller via a second spline (21), and the reducer is connected to the engine of a fuel vehicle or the permanent magnet synchronous motor of an electric vehicle.

3. A purely mechanically driven automotive automatic continuously variable transmission according to claim 1, characterized in that: It also comprises a left housing (12), a right housing (13), and an intermediate housing (14) fixedly connected to the left housing (12) and the right housing (13); the middle portion of the left housing (12) is fixedly connected to a left end cover (15); the center hole of the left end cover (15) is clearance-matched with the input shaft (1) and is sealed with a felt ring; the middle portion of the right housing (13) is fixedly connected to a right end cover (10); the center hole of the right end cover (10) is clearance-matched with the output shaft (2) and is sealed with a felt ring.

4. A purely mechanically driven automotive automatic continuously variable transmission according to claim 3, characterized in that: The left housing (12) is connected to the left box body (3) via a tapered thrust bearing, and the right housing (13) is connected to the right box body (7) via a tapered thrust bearing.

5. The purely mechanically driven automotive automatic continuously variable transmission according to claim 1, characterized in that: The left housing (3) and the output shaft (2) and the right housing (7) and the output shaft (2) are connected via tapered thrust bearings; the third bevel gear (Z3) and the output shaft (2) are connected via needle bearings; and the intermediate shaft (5) and the flange sleeve in the flange (8) are connected via two opposed angular contact ball bearings.

6. A purely mechanically driven automotive automatic continuously variable transmission according to claim 1, characterized in that: The first bevel gear (Z1) is circumferentially limited by a third spline (22) and axially limited by a shaft shoulder and a shaft washer; the second bevel gear (Z2) and the fourth bevel gear (Z4) are respectively circumferentially limited by a fourth spline (51) and axially limited by a shaft shoulder and a round nut (9).

7. A purely mechanically driven automotive automatic continuously variable transmission according to claim 1, characterized in that: The second bevel gear (Z2) and the fourth bevel gear (Z4) have the same number of teeth and are greater than the number of teeth of the third bevel gear (Z3) and the first bevel gear (Z1).

8. The purely mechanically driven automotive automatic continuously variable transmission according to claim 1, characterized in that: The limiting speed of the one-way overrunning clutch (4) is not less than 3000 r / min.

9. The purely mechanically driven automotive automatic continuously variable transmission according to claim 1, characterized in that: When descending a steep slope, the sliding portion (62) of the synchronizer assembly (6) is combined with the fixed portion (61) to provide low speed and additional resistance to prevent the vehicle from stalling.

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