Cam-controlled continuously variable transmission system

Abstract

An arrangement for balancing axial forces in the driving and driven clutches of a continuously variable transmission system, including but not limited to pulleys, sheave mechanisms, driving clutch mechanisms or clutches, driven pulley mechanisms, driven clutch mechanisms or clutches, shift mechanisms, servos, and actuator mechanisms or actuators. Torque transmitted by the continuously variable transmission system is converted into an axial force acting on the belt. The forces in the driving and driven clutches are balanced to minimize the force required for speed changes by the shift mechanism.

Description

[Background technology]

[0001] The present invention relates to a continuously variable transmission controlled using a cam system to balance axial forces in the driving and driven clutches, and a system and method for implementing the same, and more particularly, to a CVT cam control system for automotive, industrial, and personal mobility such as bicycles, etc.

[0002] In many applications using a driven sprocket and a driving sprocket or crankshaft, the ability to change gear ratios is complicated and unavailable, as is a transmission, requiring the use of different size sprockets and a system of chains or belts driven from each sprocket to change gear ratios. This adds cost, complexity to the system, and introduces additional points of failure within the system. It is also difficult to optimize the drive system for a range of operating conditions.

[0003] Embodiments of the present invention do not rely on multiple sprockets and a derailleur to change the gear ratio. Instead, the embodiments described herein have a set of sheaves connected by a belt that operates continuously at a potentially infinite number of speed ratios, allowing the user to specifically select the optimum speed ratio for the current operating conditions. A "speed ratio" is the relative mechanical advantage between a set of sheaves, similar to a gear ratio.

[0004] However, in conventional variable-speed transmissions, high torque is generated in the system, which requires a large force to change the speed ratio. The present invention utilizes a cam-controlled actuator to balance the forces in the driving and driven clutches, minimizing the force required to change the speed ratio. By balancing the forces in the driven and driving clutches, the axial force acting on the belt from the transmitted torque is also reduced, which can increase belt life and reduce belt noise. Summary of the Invention

[0005] This Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This Summary and the preceding Background are not intended to identify key features or essential features of the claimed subject matter. Moreover, this Summary is not intended to be used as an aid in determining the scope of the claimed subject matter.

[0006] The present disclosure is directed to continuously variable transmissions used in automobiles, electric assist bicycles, and other personal mobility systems such as standard bicycles, wheelchairs, scooters including electric scooters, motorcycles, and other systems that use a belt to transmit power to drive the system. The present disclosure provides a system for balancing axial forces in driving and driven clutches that utilize a cam controlled continuously variable transmission system.

[0007] Other features of the technology described herein will become apparent after consideration of the detailed description and drawings set forth herein, but the scope of the claimed subject matter should be determined by the claims as written, and not by whether a given subject matter addresses all of the problems described in the Background or includes features described in the Summary. [Brief description of the drawings]

[0008] Non-limiting and exemplary embodiments of the disclosed technology are described with reference to the following drawings, in which like reference numerals refer to like parts throughout the individual drawings unless otherwise specified, and in which:

[0009] FIG. 1 is a rear perspective view of an exemplary embodiment of a cam controlled continuously variable transmission system.

[0010] FIG. 2 is a front view of an exemplary embodiment of a cam controlled continuously variable transmission system.

[0011] FIG. 3 is a side view of a representative embodiment of a cam-controlled continuously variable transmission of the present invention.

[0012] FIG. 4 is a side view of an exemplary embodiment of a drive clutch without a moving sheave, bearing, and bearing carrier.

[0013] FIG. 5 is a side view of the sleeve with slots and pins of the drive clutch mechanism showing the force resolution.

[0014] FIG. 6 is a cross-sectional view of the drive clutch mechanism taken along line AA in FIG. 4, including the movable sheave, bearing, and bearing carrier.

[0015] FIG. 7 is a side view of an exemplary embodiment of a drive clutch mechanism.

[0016] FIG. 8 is a cross-sectional view of the driven clutch mechanism taken along line BB in FIG.

[0017] FIG. 9 is a side view of an exemplary embodiment of a driven clutch mechanism that does not include a moveable sheave and a spring.

[0018] FIG. 10 is a side view of an exemplary embodiment of a sleeve with slots and pins for a driven clutch mechanism showing the force resolution.

[0019] FIG. 11 is a side view of an exemplary embodiment of a driven clutch mechanism showing slots hidden by dashed lines.

[0020] FIG. 12 is a side view of an exemplary embodiment of a cam controlled infinitely variable transmission system showing belt side forces and counterbalancing forces.

[0021] FIG. 13 is a side view of an exemplary embodiment of a cam controlled continuously variable transmission showing the decomposition of forces acting on the slots, with the moveable sheaves and belt shown in dashed lines.

[0022] FIG. 14 is a side view of a drive clutch having an alternative embodiment of an actuator mechanism.

[0023] FIG. 15 is a rear perspective view of the drive clutch shown in FIG.

[0024] FIG. 16 is a partial exploded view of constant angle slots in the driving clutch and the driven clutch of another embodiment of the cam controlled continuously variable transmission system, exploded at radius R.

[0025] FIG. 17 is a partial development of the radius R of the variable angle slots of the driving clutch and the driven clutch in a representative embodiment of the cam-controlled continuously variable transmission system.

[0026] FIG. 18 is a partial development of an alternative embodiment of a cam controlled continuously variable transmission system at slot radius R.

[0027] FIG. 19 is a partial development of another alternative embodiment of the cam controlled continuously variable transmission system at radius R of the slot.

[0028] FIG. 20 is a partial development at radius R of the slot of an alternative embodiment of a cam controlled continuously variable transmission system cooperating with two pins.

[0029] FIG. 21 is a partial development at radius R of slots of an alternative embodiment of a cam controlled continuously variable transmission system, the slots being angularly and axially spaced apart from one another.

[0030] FIG. 22 is a partial exploded view of an alternative embodiment of a cam controlled continuously variable transmission system having a slot that is open on one side, taken at slot radius R.

[0031] It should be understood that the drawings are not necessarily drawn to scale, and that various dimensions may be altered. In some instances, details have been omitted that are not necessary for an understanding of the invention or that would make other details difficult to appreciate. Of course, it should be understood that the invention need not be limited to the particular embodiments described herein. A1-Angle FR2-Radial force S51-Slotted hole side A2-Angle FX2-Axial force S52-Slotted hole side SA-Angle TFX1-Full Axial Force S53-Slotted Hole Side SA1-Angle TFX2-Total Axial Force 2-Shaft SA2-angle BF-belt force 4-driving sleeve AX - Rotating axis BFX1 - Belt axial force 8 - Fixed sleeve AX1-Axis BFX2-Belt axial force 10-Movable sheave AX2-Axis R-Cam Radius 12-Pin D1-Rotation direction S1-Slotted hole 12X-Axis D3-Direction S2-Slotted Hole 14-Bearing FN1-Normal force S3-Slotted hole 16-Carrier FR1-Radial force S4-Slotted hole 16B-Carrier FX1-Axial force S3B-Start of slot 16C-Recess FN2-Normal force S5-Oblong hole 18-Fixing ring 20 - bushing / bearing 34 - fixed sheave 42 - actuator arm 22-Fixed ring 36-Output shaft 43-Shaft 24-O-ring / seal ring 36B-flange 44-link 30-Speed ​​sensor 38-Spring 46-Housing 32-moving sheave 39-driven sheave 48-bolt 33-pin S39-long hole 50-belt 33X-axis 40-actuator 52-eccentric member DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0032] As mentioned above, the present application provides a continuously variable transmission controlled utilizing a cam system to balance axial forces in the driving and driven clutches and systems, and a method for implementing the same. More specifically, the present application relates to a CVT cam control system for automotive, industrial, and personal mobility such as bicycles, etc.

[0033] In the following description, reference characters are provided in the accompanying drawings which form a part of the description and are shown as a means of describing at least one specific implementation. The following description provides additional specific implementations. These embodiments are disclosed in sufficient detail to enable one skilled in the art to practice the invention. It is to be understood that other implementations are contemplated and may be made without departing from the scope and spirit of the present disclosure. Thus, the following detailed description should not be taken in a limiting sense. The disclosure is not so limited, but an understanding of the various features of the disclosure may be gained through the description of the examples, including the figures, provided below. In some cases, a reference numeral may include an associated sub-label consisting of a lower case letter to indicate one of multiple similar elements. When a reference numeral is a reference numeral without a sub-label, it is intended that the reference numeral refers to all such similar elements.

[0034] As shown in FIGS. 1, 2 and 3, one embodiment of a continuously variable transmission system or CVT system includes, but is not limited to, at least one pulley, at least one sheave mechanism, a drive clutch mechanism or drive clutch 100, a drive pulley mechanism, a driven clutch mechanism or driven clutch 200, a speed change mechanism, a servo, and an actuator mechanism or actuator 300.

[0035] In some embodiments, the driving clutch 100 is coupled to the driven clutch 200 via a belt 50. The belt 50 may be an endless belt, a segmented belt, or the like. The belt 50 transmits power from the driving clutch to the driven clutch. A speed sensor 30 is secured to the housing 46 (mounting not shown) for monitoring the rotational speed of the driving and driven clutches.

[0036] 4, 5 and 6, the drive clutch 100 includes, but is not limited to, an input or drive shaft 2, a fixed sheave 8 fixed to the shaft 2, which in some embodiments is accomplished by using a press fit, a drive sleeve 4 movably pivoted to the shaft 2, and a round pin 12 loosely engaged at its upper portion with a slot S4 formed in the drive sleeve 4 and rotatably pivoted in a hole in the shaft 2. In other embodiments (not shown), the pin can be replaced by a roller. In yet other embodiments, the pin can be replaced by a slider.

[0037] Sealing rings 24, such as, but not limited to, O-rings, are located adjacent each end of the drive sleeve 4 and fit into grooves formed in the inner wall of the drive sleeve 4. The sealing rings prevent the outflow of grease (not shown) which fills the slot S4, which might cause premature wear in the system.

[0038] A movable second drive sheave 10 is fixed to the drive sleeve 4 for synchronous displacement therewith. An inner wall of a thrust bearing 14 is fixed to an outer wall of the movable second drive sheave 10. A fixing ring 18 prevents the bearing 14 from sliding off the movable second drive sheave 10. A carrier 16 is fixed to an outer wall of the bearing 14. In one embodiment, the bearing 14 may be a ball bearing type bearing, or may be a roller or needle type bearing. In yet another embodiment, the bearing 14 may be configured to act as a ball bearing and may be a coated bushing.

[0039] The drive shaft 2, fixed first drive sheave 8, movable second drive sheave 10, drive sleeve 4, and pins 12 may be steel alloys, although in some embodiments these elements may be fabricated from aluminum alloys, titanium alloys, polymers such as, but not limited to, ABS or HDPE, or composite materials such as, but not limited to, carbon fiber reinforced composite materials. In some embodiments, two pins 12 spaced approximately 180 degrees apart are advantageous. In other embodiments, more pins and corresponding slots may be used to transmit high torque in applications where this is required.

[0040] 6, the bearing 20 is rotatably pivoted to the drive sleeve 4 and is prevented from sliding off the drive sleeve 4 by a locking ring 22. The bearing 20 may be a roller bearing, a needle bearing, or a polymer, composite, or metal bushing. The bearing 20 supports the inner surface of the belt 50 when the sheaves 8, 10 are spaced apart to their maximum open position (not shown).

[0041] As shown in Figures 7 and 8, the driven clutch 200 includes an output shaft 36, a fixed sheave 34 fixed to the shaft 36, which in some embodiments is accomplished by using a press fit, a sheave 39 movably pivoted to the shaft 36, and a round pin 33 whose upper portion loosely engages with a long hole S39 formed in the driven sleeve 39 and which is rotatably pivoted in a hole in the shaft 36.

[0042] In some embodiments, a compression spring 38 is slidably pivoted to the stem of the movable sheave 32. One end of the spring 38 urges the sheave 32 towards the fixed first driven sheave 34, while the other end of the spring 38 locks against a flange 36B formed on the end of the shaft 36. The shaft 36, fixed first driven sheave 34, movable second driven sheave 32, driven sleeve 39, and pin 33 may be steel alloys, but in some embodiments these elements may be fabricated from aluminum alloys, titanium alloys, polymers such as, but not limited to, ABS or HDPE, or composite materials such as, but not limited to, carbon fiber reinforced composite materials. In some embodiments, the CVT system advantageously has three pins 33 spaced about 120 degrees apart. In other embodiments, more pins may be used to transmit greater torque.

[0043] 1 and 3, the actuator mechanism 300 includes an actuator motor 40 and an actuator arm 42 secured to an output shaft 43 of the actuator motor. One end of the actuator arm 42 is rotatably pivoted by a link 44. The other end of the link 44 may be rotatably pivoted to the carrier 16. The actuator motor 40 may be secured to a housing or casing 46 by bolts 48 or other fastening systems such as, but not limited to, pressed-in pins, rivets, and the like. In some embodiments, the carrier is advantageously a driving carrier and in other forms is a driven carrier. The bearings may be thrust bearings, roller bearings, needle bearings, and the like.

[0044] 14 and 15 show another embodiment of the actuator mechanism with a cam or eccentric member 52 rigidly attached to the actuator motor output shaft 43. The eccentric member 52 cooperates with both sides of a recess 16C formed in the carrier 16B. In another embodiment, the actuator mechanism may include a lead screw for boosting. In some embodiments of the cam controlled continuously variable transmission system, the actuator may engage the carrier with an eccentric member, which is rigidly attached to the actuator output shaft and cooperatively engages the carrier. The eccentric member may be a cam in some embodiments. In some embodiments of the cam controlled continuously variable transmission system, the actuator may include a screw for boosting. The actuator also drives the second drive sheave. The actuator may be configured to move the second driven sheave axially along the driven shaft.

[0045] As shown in Figures 1 and 2, input power is transferred to the drive clutch 100 via a drive shaft 2 rotating in a direction D1. Depending on the embodiment, the input power may come from an internal combustion engine, an electric motor, a hydraulic motor, an air motor, human power such as the pedals or crank of a bicycle or other personal mobility system, or input power transferred in the form of rotational motion. The drive shaft may be coupled to any input power device, including but not limited to an internal combustion engine, an electric motor, a hydraulic motor, an air motor, human power such as the pedals or crank of a bicycle or other personal mobility system, or input power transferred in the form of rotational motion.

[0046] As shown in Figs. 4, 5 and 6, at least one pin 12 is rotatably supported in a hole of the shaft 2 and presses against a side surface of a long hole S4 formed in the drive sleeve 4. One side surface of the long hole S4 may be inclined at an angle A1 with respect to the shaft axis. The force FN1 is perpendicular to the side surface of the long hole S4. The force FN1 is resolved into an axial force FX1 that presses the drive sleeve 4 attached to the movable second driven sheave 10 toward the belt 50 along the axis AX1. The force FN1 is also resolved into a radial force FR1 that rotates the drive sleeve 4 attached to the second driven sheave 10 in the direction D1. As a result, the belt 50 is compressed between the fixed first drive sheave 8 and the movable second drive sleeve 10. The clamping pressure is transmitted to the driven clutch 200 by the frictional forces on both sides of the belt 50 through the belt force BF shown in Fig. 14.

[0047] The sum of all axial forces FX1 is designated TFX1 and is shown in Figure 12. In some embodiments, the CVT includes two slots S4 and two pins, one pin in each slot, and therefore TFX1 in such embodiments is TFX1 = 2 × FX1 It is.

[0048] As shown in Figures 2, 10, and 13, the belt force BF becomes a normal force FN2. The force FN2 acts on the surface of the slot S39 as shown in Figure 10. The slot S39 is at an angle A2 with respect to the axis AX2. The force FN2 is a reaction force between the pin 33 and the side of the slot S39. The force FN2 resolves into an axial force FX2 and a radial force FR2. The sum of all the axial forces FX2 from all the pins 33 is designated as TFX2 (shown in Figure 12), which generates the majority of the force that balances the axial belt force BFX2. The spring 38 presses against the second driven sheave 32 with a spring force SF. The spring force SF is added to all the axial forces FX2 as shown in the following equation: TIFF2025510332000002.tif3583

[0049] The magnitude of the force SF is small compared to the axial force TFX2. In one embodiment, the spring force SF varies between 1 / 20 and 1 / 10 of the force TFX2. In some embodiments, the function of the spring 38 is to ensure that the belt 50 and the second driven sheave 32 and the first driven sheave 34 are maintained in contact before torque is applied to the shaft 2 and the CVT system of the present invention begins to transmit the torque without belt slip. When torque is applied, the axial force generated on the surfaces of the slots S4 and S39 optimally balances the torque and is therefore sufficient to transmit the torque through the belt 50 without belt slip. In one embodiment, the spring 38 is a coil spring, a torsion spring, a wave spring, or the like. In some embodiments of the cam controlled continuously variable transmission system, the force applied by the actuator generally corresponds to the contact area between the belt and the second driving sheave and the second driven sheave, thereby opposing the belt force acting on the second driving sheave and the second driven sheave.

[0050] The contact radius between the belt and sheaves in the driving and driven clutches is changed in response to an input from an actuator mechanism that speeds up or slows down the driven clutch relative to the driving clutch which changes the speed ratio. The change in contact radius between the belt and sheaves is achieved by moving the second driven sheave 10 along the axis of rotation AX1. As shown in Figures 3 and 6, the second driven sheave 10 is moved axially by an actuator mechanism 300. To achieve this movement, an arm 42 is attached to the motor shaft 43 and, when actuated, changes the position of a link 44 in response to the rotation of the motor shaft 43. In some embodiments, a link 44 pivotally supported on the carrier 16 acts on the second driven sheave 10 via a thrust bearing 14. In some embodiments, the actuator may engage the carrier by a link pivotally supported on the carrier.

[0051] 5 and 13, the force required from the actuator motor 40 to change the axial position of the second driven sheave 10 is minimized by the axial force FX1 acting on the surface of the slot S4. The angle A1 is sized such that the sum of the forces S4 from all pins 12 approximately balances the axial belt force BFX1. This minimizes and optimizes the power requirement from the actuator motor 40, resulting in a smaller size, weight and power of the actuator motor 40. In some embodiments, the actuator motor may be a step motor, a servo motor, a DC brushless motor, a DC brush motor, a direct drive motor, etc.

[0052] In some embodiments, the angle A2 is sized such that the sum of the forces FX2 exerted on the surface of the slot S39 by all pins 33 approximately balances the axial belt force BFX2. Figures 16, 17, 18, 19, 20 and 22 are exploded views of different embodiments of the slots S4 and S39. The exploded views are taken at the radius R shown in Figure 6. Figure 16 is an exploded view of an alternative embodiment of the helical slot S1. The slot S1 is at a constant angle SA1 along its entire length relative to the axis of rotation AX. In some embodiments of the cam controlled continuously variable transmission system, it is advantageous to have a first or starting angular position of at least one drive slot that is parallel to the axis of rotation.

[0053] In some embodiments of the cam controlled continuously variable transmission system, it is advantageous for the drive slot angle and the driven slot angle to be constant. In other embodiments, it is advantageous for the drive slot angle and the driven slot angle to be variable. In some embodiments, this is accomplished by having a drive clutch start angle that is approximately 16 degrees at a first end of the at least one drive slot and gradually increases to an angle in the range of 38 degrees at a second end of the at least one drive slot, with the start slot angle in the at least one driven slot being in the range of approximately 60 degrees at a first end and gradually decreasing to an angle in the range of 35 degrees at the second end of the at least one driven slot.

[0054] In most applications, the magnitude of the axial force acting on the belt is determined by the radius where the belt contacts the sheave. If too much force is applied, inadequate stress may be applied to the CVT, premature belt wear. If too little force is applied, belt slippage may occur, resulting in belt damage. FIG. 17 is an exploded view of slot S2 that helps optimize the magnitude of the axial force. In some embodiments, slot S2 may have an angle that varies along its length. At one end of the slot, angle SA2 is greater than angle SA3 at the opposite end of the slot. The angle of the slot varies gradually between angles SA2 and SA3 along the length of slot S2. This causes the axial force FX1 at the driving clutch and the axial force FX2 at the driven clutch to vary depending on the axial position of pins 12 and 33 within the slot.

[0055] In some embodiments, the angle between the driving clutch slot and the driven clutch slot is calculated to provide optimal belt compression and stable operation of the CVT system. In one embodiment, the slot angle SA3 (driving clutch side) in the preliminary stage is about 16 degrees and the slot angle SA2 is about 33 degrees. The driven clutch slot may have an angle SA3 of about 60 degrees and an angle SA2 of about 30 degrees. In some embodiments, the approximate angle range is ±5 degrees from a fixed value depending on the parameters to be optimized.

[0056] FIG. 18 is an exploded view of another embodiment of a slot designated S3. The slot S3 has a varying angle along its length with a short portion S3B generally parallel to the axis of rotation. When portion S3B cooperates with pin 12, no axial force is generated on the surface of slot S3. This results in no axial force compressing the belt and no belt force being transmitted to the driven clutch. This allows a power source such as an internal combustion engine to operate at idle without transmitting torque to the driven clutch. In yet another embodiment (not shown), slot S3 has a short portion S3B generally parallel to the axis of rotation with a constant angle behind short portion S3B.

[0057] In yet another embodiment shown in Figure 19, slot S5 has a first side S51, a second side S52, and a side S53. Sides S51, S52 are at different angles to the axis of rotation. Side S53 is approximately perpendicular to the axis of rotation. Slot side S52 engages the pin during reverse torque, such as during engine braking, allowing torque to be transferred in the opposite direction, i.e., from the driven clutch to the driving clutch.

[0058] As shown in Fig. 20 in another embodiment, pins 33A and 33B cooperate with one slot S6. Thus, the load is distributed over two pins, which transmits a larger load than if only one pin of the same size cooperated with one slot. In some embodiments, pins 12 and 33 are either driven or driving pins depending on the position of the pins in the system.

[0059] In yet another embodiment shown in FIG. 21, the slots are angularly and axially spaced apart from one another. Slot S7A is axially moved in a direction D3 relative to slot S7B. Moving the slot positions axially relative to one another increases the distance DST between the slots, which can increase the angle SA7 of the slots. In another embodiment shown in FIG. 22, one side of the slot is open and the first side S81 has a different angle than the second side S82. In another embodiment (not shown), the actuator mechanism controls the driven clutch. In yet another embodiment (not shown), the driving clutch may have a spring. In some embodiments of the cam controlled continuously variable transmission system, one or more pins may engage at least one driving slot and at least one driven slot. In some embodiments, the positions of the at least one driving slot and at least one driven slot may be axially offset from one another. In other embodiments, the at least one driving slot and at least one driven slot may have sides that are not parallel to one another. In yet other embodiments, at least one side of the at least one drive slot and at least one driven slot is open.

[0060] In some embodiments, the cam controlled infinitely variable transmission system includes, but is not limited to, a drive clutch and a driven clutch connected to the drive clutch by a belt, the belt being wrapped around the drive clutch and the driven clutch located between the first drive sheave, the second drive movable sheave and the first driven sheave and the second driven movable sheave, an actuator engaging a carrier, the carrier rotatably pivoted to a bearing, the bearing being rotatably pivoted to the second drive sheave for axially displacing the second drive sheave, a contact radius between the belt and the first and second driven and driving sheaves varying in response to an input from the actuator to speed up or slow down the driven clutch relative to the drive clutch, at least one drive pin contacting a side of the at least one drive slot to optimize force transfer from the belt, and at least one driven pin contacting a side of the at least one driven slot to optimize force transfer from the belt. In some embodiments, the drive clutch includes, but is not limited to, a drive shaft, a first drive sheave secured to the drive shaft, and a second drive sheave movable parallel to an axis of rotation of the drive shaft, the first drive sheave rotatably secured to the first drive sheave by members cooperatively engaging the second drive sheave receiving member, the drive sheave having at least one drive slot disposed at a drive slot angle with respect to the axis of rotation of the drive shaft. In some embodiments, the driven clutch includes, but is not limited to, a driven shaft, a first driven sheave secured to the shaft, and a second driven sheave movable parallel to the axis of rotation of the driven shaft, the second driven sheave rotatably secured to the first driven sheave by members cooperatively engaging the second driven sheave receiving member, the driven sheave having at least one drive slot disposed at a drive slot angle with respect to the axis of rotation.

[0061] From the foregoing, it will be understood that, although specific embodiments of the invention have been described for purposes of illustration, various modifications may be made without departing from the scope of the invention. Features or elements of one embodiment may be used or substituted for features or elements of other embodiments. Accordingly, the invention is not limited except as by the appended claims.

[0062] Although the technical subject matter has been described in language specific to certain structures and materials, it is to be understood that the invention defined in the appended claims is not necessarily limited to the particular structures and materials described. Rather, certain features are described as forms constituting the invention. Since many embodiments of the invention can be made without departing from the spirit and scope of the invention, the invention resides in the appended claims.

[0063] Unless otherwise indicated, all numbers and expressions expressing sizes and physical properties used in this specification (other than the claims) are to be construed in all instances as modified by the term "about" or "approximately." At the very least, and without attempting to limit the application of the doctrine of equivalents to the claims, numerical parameters set forth in the specification or claims that are modified by the term "about" or "approximately" should be construed at least by considering the number of significant digits recited and applying rounding techniques. Moreover, all ranges disclosed herein should be understood to support and encompass claims reciting all subranges or individual values ​​incorporated therein. For example, a stated range of 1 to 10 should be considered to support and encompass claims reciting all subranges or individual values ​​between and / or including a minimum value of 1 and a maximum value of 10, i.e., starting from a minimum value of 1 and up to and including a maximum value of 10 (e.g., 5.5 to 10, 2.34 to 3.56, etc.) or all values ​​from 1 to 10 (e.g., 3, 5.8, 9.9994, etc.).

Claims

1. A drive clutch is provided. A drive shaft; a first drive sheave fixed to the drive shaft; a second drive sheave movable parallel to the rotation axis of the drive shaft; the first drive sheave is rotatably secured to the second drive sheave receiving member by a member cooperatively engaging the second drive sheave receiving member, the drive sheave having at least one drive slot disposed at a drive slot angle relative to an axis of rotation of the drive shaft; a driven clutch connected to the driving clutch by a belt, the belt being wound around the driving clutch and the driven clutch located between the first driving sheave, the second driving movable sheave, the first driven sheave, and the second driven movable sheave, the driven clutch being A driven shaft; a first driven sheave fixed to the driven shaft; a second driven sheave movable parallel to the axis of rotation of the driven shaft; the second driven sheave is rotatably fixed to the first driven sheave by a member cooperatively engaging a second driven sheave receiving member, the driven sheave having at least one driven slot disposed at a driven slot angle relative to the axis of rotation; an actuator engaging a carrier, the carrier being rotatably supported on a bearing, the bearing being rotatably supported on a second drive sheave for axially displacing the second drive sheave, and a contact radius between the belt and the first and second driven and drive sheaves being varied in response to an input from the actuator for speeding up or slowing down a driven clutch relative to a drive clutch; at least one drive pin contacting a side of at least one drive slot to optimize force transmission from the belt; at least one driven pin contacting a side of at least one driven slot to optimize force transmission from the belt; Cam-controlled continuously variable transmission system.

2. 2. The cam controlled continuously variable transmission system of claim 1, wherein said carrier is a drive carrier.

3. 2. The cam controlled continuously variable transmission system of claim 1, wherein said carrier is a driven carrier.

4. 2. The cam controlled continuously variable transmission system of claim 1, wherein said bearing is a thrust bearing.

5. 2. The cam controlled continuously variable transmission system of claim 1, wherein said drive slot angle and said driven slot angle are constant.

6. 2. The cam controlled continuously variable transmission system of claim 1, wherein said drive slot angle and said driven slot angle are variable.

7. 6. The cam controlled continuously variable transmission system of claim 5, wherein a starting angle of the drive clutch is approximately 16 degrees at a first end of the at least one drive slot and gradually increases to an angle in the range of 38 degrees at a second end of the at least one drive slot, and a starting angle of the at least one driven slot is approximately in the range of 60 degrees at a first end and gradually decreases to an angle in the range of 35 degrees at the second end of the at least one driven slot.

8. 2. The cam controlled continuously variable transmission system of claim 1, wherein said first portion of said at least one drive slot is parallel to an axis of rotation.

9. 2. The cam controlled continuously variable transmission system of claim 1, wherein said actuator engages a link that is rotatably pivoted to said carrier.

10. 2. The cam controlled continuously variable transmission system of claim 1, wherein said actuator engages said carrier by an eccentric member, said eccentric member rigidly mounted to an output shaft of said actuator and cooperatively engaging said carrier.

11. 2. The cam controlled continuously variable transmission system of claim 1, wherein said actuator comprises a screw for boosting.

12. 2. The cam controlled continuously variable transmission system of claim 1, wherein said actuator actuates said second drive sheave.

13. The cam controlled continuously variable transmission system of claim 1 , wherein the actuator is configured to move the second driven sheave axially along the driven shaft.

14. 2. The cam controlled continuously variable transmission system of claim 1, wherein the force acting on said actuator substantially corresponds to the contact area between said belt and said second drive sheave and said second driven sheave and opposes the belt force acting on said second drive sheave and said second driven sheave.

15. 2. The cam controlled continuously variable transmission system of claim 1, wherein the one or more pins cooperatively engage the at least one drive slot and the at least one driven slot.

16. 2. The cam controlled continuously variable transmission system of claim 1, wherein the locations of said at least one drive slot and said at least one driven slot are axially offset from one another.

17. 2. The cam controlled continuously variable transmission system of claim 1, wherein said at least one drive slot and at least one driven slot have sides that are not parallel to one another.

18. 2. The cam controlled continuously variable transmission system of claim 1, wherein at least one side of the at least one driving slot and the at least one driven slot is open.

19. 2. The cam controlled infinitely variable transmission system of claim 1, wherein said drive shaft is connected to a crank of a bicycle.

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