An infinitely variable speed gearbox with a friction-independent uniform input / output ratio

Abstract

[Solution] The present invention relates to a frictionless, infinitely variable ratio transmission. It can be used in high-torque applications and provides a stable, uniform output for a stable, uniform input. A planetary gear system allows for coaxial input and output, allowing for continuous output from forward to reverse. A "Scotch yoke" mechanism is used to convert rotary motion into linear reciprocating motion. The linear distance ("stroke") of such reciprocating motion can be varied by changing the position of the crank pin of the Scotch yoke mechanism. This reciprocating motion is converted into a yaw oscillation using a "rack and pinion," which is then converted into unidirectional motion through a one-way bearing. In addition to the gear system, which uses a simple mechanism to change the ratio between the transmission's input and output, a set of Geneva wheels is used to achieve a stable, uniform output.

Description

[Technical Field]

[0001] The present invention relates to a transmission having a variable ratio between input and output speeds, and more particularly to an all-gear transmission that allows the speed ratio to be continuously varied over a wide range from zero to a non-zero value without relying on frictional forces. [Background technology]

[0002] US Patent No. 5,603,240 and US Patent Application Publication No. 2010 / 0199805 use some of the features used in the present design.

[0003] U.S. Patent No. 5,603,240 does not have coaxial inputs and outputs, making it unusable for applications requiring such a configuration. Ratio changes are transmitted to the output, making this design unusable when a steady output is required. U.S. Patent Application Publication No. 2010 / 0199805 provides a sinusoidal output, but uses several modules solely to minimize ripple while providing a stable, uniform input. Therefore, this design cannot be used when a stable, uniform input is desired.

[0004] U.S. Patent No. 9,970,520 provides a stable input-to-output ratio and coaxial input / output shafts within a relatively smaller envelope than the prior art. This is achieved by using a set of non-circular gears with only three modules. The drawback is that the desired non-circular gears are difficult to mass-produce. It is also difficult to accurately design the tooth profile to achieve a uniform input-to-output ratio.

[0005] The present invention uses a custom-designed Geneva wheel mechanism to achieve uniform rack speed in the working area and circular / non-circular gears in the non-working area. The area portion used by the Geneva wheel mechanism is also a non-working area that overlaps with the non-working area achieved by the circular / non-circular gears for a smooth transition. It is possible to use Geneva wheel mechanisms in both the working and non-working areas. However, it is more economical to use partial circular gears in the non-working area. The path of the Geneva slot that engages with the Geneva pin determines the shape of the working or non-working area. The commonly used Geneva wheel mechanism with a straight slot does not achieve uniform rack motion in the working area; therefore, to achieve uniform rack motion in the working area, the slot must have a specific shape. Geneva wheel mechanisms typically have a straight slot and are typically used in applications requiring indexing. Summary of the Invention [Means for solving the problem]

[0006] The primary objective of the present invention is to provide a uniform and stable output when the input is uniform and stable, with the ability to transmit high torque without relying on friction or friction coefficients. Most continuously variable transmissions on the market today lack the ability to transmit high torque because they rely on friction. Continuously variable transmissions that do not rely on friction do not provide a uniform and stable output when the input is uniform and stable. All of the designs provided are highly complex and difficult to mass-produce. This design reduces the overall size and aids in economical mass production. It can be easily integrated into any system. It is versatile, ranging from heavy-duty to light-duty applications. It is interchangeable with conventional transmissions, requiring little modification. It provides a constant coaxial input and output. [Brief explanation of the drawings]

[0007] All of the gears used in part or in whole in the following drawings can be replaced by a sprocket chain system. [Figure 1] FIG. 1 shows an exploded perspective view of the IVT general assembly. [Figure 2] Figure 2 shows an angular velocity module that uses part-circular / non-circular gears as well as Geneva pins and wheels. [Figure 3A-3B] Figure 3a shows a crankpin movement mechanism using a linkage with a sliding annulus coaxially located inside the input shaft and crankpin shaft, and Figure 3b shows a crankpin movement mechanism using a linkage with a sliding annulus coaxially located inside the input shaft and input disc. [Figure 4A-4B] 4A-4B show the Scotch yoke module and the adjustment module. The adjustment module shows a rack and pinion and a common output shaft, with the pinion mounted on the common output shaft on a one-way bearing along with a dummy rack. 4A: Perspective view 4B: Exploded perspective view [Figure 5] FIG. 5 shows a perspective view of the input shaft and input disc assembly. [Figures 6A-6D] 6A-6D show the input disc, crankpin shaft, and link pivot pin assembly.

[0008] 6A: Top view 6B: Front view 6C: Side view 1 6D: Perspective view [Figure 7A-7C] 7A-7C show the slotted rack holder. [Figures 8A-8C] Figures 8A-8C show a Geneva pinwheel. 8A: Front view, 8B: Side view, 8C: Perspective view. [Figure 9] FIG. 9 shows the input disk. [Figures 10A-10C]10A-10B show a double Geneva slot wheel with slots and walls on the sides. 10A: Perspective view showing details of the bottom surface; 10B: Perspective view showing details of the top surface; 10C: Perspective view showing different configurations. [Figure 11] 11-12 show additional optional configurations of Geneva slot wheels. [Figure 12] 11-12 show additional optional configurations of Geneva slot wheels. [Figure 13] FIG. 13 shows the input frame of the Scotch Yoke. [Figure 14] Figure 14 shows a Scotch yoke frame. [Figure 15] FIG. 15 shows the Scotch yoke adjustment frame. [Figure 16] FIG. 16 shows the ratio adjustment frame. [Figure 17] FIG. 17 shows a ratio plate. [Figure 18] FIG. 18 shows a partial drive / driven gear for the non-functional area. [Figure 19] Figure 19 shows the links. [Figure 20] FIG. 20 shows the crank pin. [Figures 21A-21D] 21A-21D show a crankpin shaft linkage using an offset crankpin with a non-circular input shaft and a matching bore annulus, where the offset crankpin is attached to a crankpin annulus with a non-circular bore that slides onto a crankpin shaft with a matching cross-section. 21A: Top view 21B: Front view 21C: Side view 21D: Perspective view [Figures 22A-22D] 22A-22D show a crank pin shaft linkage using an input disc with a non-circular input shaft and an annular portion of a matching hole. 22A: Top view 22B: Front view 22C: Side view 22D: Perspective view [Figure 23] FIG. 23 shows the rack velocity profile. [Figure 24]Not specified. [Figure 25] Figures 25-30 show options for connecting inputs, outputs, and wheels using planetary gears. [Figure 26] Figures 25-30 show options for connecting inputs, outputs, and wheels using planetary gears. [Figure 27] Figures 25-30 show options for connecting inputs, outputs, and wheels using planetary gears. [Figure 28] Figures 25-30 show options for connecting inputs, outputs, and wheels using planetary gears. [Figure 29] Figures 25-30 show options for connecting inputs, outputs, and wheels using planetary gears. [Figure 30] Figures 25-30 show options for connecting inputs, outputs, and wheels using planetary gears. [Figure 31] FIG. 31 shows the crank pin routability on the Geneva wheel mechanism and the partial gears for the non-functional areas. [Figure 32] Figures 32-34 show general configurations for ratio change mechanism assemblies using different shaped input shafts, crank pins, and annulus. [Figure 33] Figures 32-34 show general configurations for ratio change mechanism assemblies using different shaped input shafts, crank pins, and annulus. [Figure 34] Figures 32-34 show general configurations for ratio change mechanism assemblies using different shaped input shafts, crank pins, and annulus. [Figure 35] Figures 35-36 show the crank pin shaft, link, and input shaft with cutouts for the annulus and pivot pin for the link. Figure 35: Front view Figure 36: Side view [Figure 36]Figures 35-36 show the crank pin shaft, link, and input shaft with cutouts for the annulus and pivot pin for the link. Figure 35: Front view Figure 36: Side view [Figure 37] FIG. 37 shows a dummy crankpin assembly. [Figure 38] FIG. 38 shows a mechanism for correcting vibrations caused by rotational imbalance. [Figures 39A-39D] Figure 39 shows a slotted hollow input shaft. 39A: Top view 39B: Front view 39C: Side view 39D: Perspective view [Figures 40A-40D] Figure 40 shows an annulus with a thrust bearing: 40A: Top view 40B: Front view 40C: Side view 40D: Perspective view [Figures 41A-41E] Figure 41 shows two racks 180 degrees apart: 40A: Top view 40B: Front view 40C: Side view 40D: Perspective view [Figures 42A-42E] Figure 42 shows two dummies 180 degrees apart: 40A: Top view, 40B: Front view, 40C: Side view, 40D: Perspective view. [Figure 43A-43B] 43A-43B show an alternative angular velocity module using a fixed sun gear. 43A: Perspective view 43B: Section through driven gear [Figure 44A-44B] 44A-44B show an alternative angular velocity module using a fixed ring gear. 43A: Perspective view 43B: Section through driven gear [Figure 45] Figures 45-48 show how reverse / park / neutral is achieved using bevel gears. [Figure 46] Figures 45-48 show how reverse / park / neutral is achieved using bevel gears. [Figure 47] Figures 45-48 show how reverse / park / neutral is achieved using bevel gears. [Figure 48] Figures 45-48 show how reverse / park / neutral is achieved using bevel gears. [Figure 49] FIG. 49 shows the rack speed profile and the overlap in the functional area of ​​the conservative module in the XY plane. [Figure 50] FIG. 50 shows the rack speed profile and the overlap in the functional area of ​​the conservative module using polar coordinates. DETAILED DESCRIPTION OF THE INVENTION

[0009] Summary of the Invention Briefly described, the present invention is an infinitely variable transmission (IVT). Unlike existing continuously variable transmission (CVT) designs, this particular design does not rely on friction to transmit power. Most CVTs today rely on friction to transmit power and therefore cannot be used where high power transmission at low speeds is required. Advantageously, the present invention can be used where high torque transmission is required. Such a design allows for coaxial input and output.

[0010] Component List All gears in the component list below can be replaced with a sprocket-chain system. Non-circular gear systems can be replaced with a sprocket-chain system, where at least one of the sprockets is non-circular. 1) Scotch yoke input frame 2) Ratio adjustment frame 3) Scotch yoke adjustment frame 4) Output frame 5) Ratio plate 6) Geneva slot wheel mechanism a) Pinwheel b) Slot Wheel 7A-7B) Non-functional area driving and driven gears a) Driving gear b) Driven partial gear 8) Input shaft 9) Crank pin 10) Input disc 11) Slotted rack holder 12) Rack 13) Dummy Luck 14) Pinion 15) Pinion shaft 16) Annular part 17} Link 18) Dummy Link 19) Input shaft bearing 20) Input disc bearing 21) Thrust bearing 22) One-way bearing / computer-controlled clutch / ratchet mechanism 23) Crank pin shaft 24) Dummy crank pin 25) Non-functional area drive gear 26) Non-functional area driven gear 27) Crank pin for linking to pivot pin 28) Loop for linking to pivot pin 29) Power shaft 30) Planetary gear 31) Miter / bevel gear differential input shaft 32) Miter / bevel gear differential output shaft 33) Miter / bevel gear 34) Rack speed profile 35) Clutch - Park / Neutral / Reverse Clutch / Positive Clutch 36) Fixed sun gear 37) Shaft cam 38) Cam gear 39) Drive circular or non-circular gears 40) Driven circular or non-circular gears 41) Cam input shaft 42) Planetary gear 43) Fixed sun gear 44) Fixed ring gear 45) Carrier shaft

[0011] The operation of such a CVT can be described by the following simple sequence of operations:

[0012] a) The crank pin 9 (FIG. 3B) rotates about the longitudinal axis of the input disc 10 (FIG. 9) or input shaft 4 (FIG. 39) at an offset distance shown in FIG. 3A, which can be varied. The offset distance ranges from zero to a non-zero value. The concepts described in this operation are also described in several other applications (e.g., U.S. Patent No. 20100199805, U.S. Patent No. 9970520, etc.). b) This offset crank pin 9 is housed below. 1) the slide of the input disc or crankpin shaft 23, and 2) Slots in the slotted rack holder 11 (FIGS. 7A-7C). The input shaft is slotted so that the crankpin and link pass through it, and therefore the longitudinal axis of the input shaft or input disc is coaxial with the longitudinal axis of the crankpin. The slotted rack retainer 11 is constrained to move only in a direction normal to the slot. The rack 12 is fixed to the slotted rack retainer 11 so that the rack 12 is parallel to the direction of movement of the slotted rack retainer 44. In an alternative construction, the crankpin shaft 23 is perpendicular to the input shaft 4. The crankpin 9 about the longitudinal axis of the input disc 10 translates into a full linear back-and-forth or reciprocating motion of the rack 12. This mechanism is commonly known in the industry as a "Scotch yoke mechanism." The distance (stroke) of this linear back-and-forth motion is directly proportional to the radial distance of the crankpin 9 from the longitudinal axis 1021 of the input disc 10. The completed motion is the product of the applied force and the distance traveled (F * stroke) and is constant, so if the stroke is small the force applied is large and if the stroke is large the force applied is small. c) The rack 12 is connected to a pinion 14 (FIG. 4A) such that the linear motion of the rack 12 is translated into a rolling oscillation of the pinion 14. d) This rolling oscillation is converted into unidirectional rotation using a one-way bearing / computer controlled clutch / ratchet mechanism 22.

[0013] One primary objective of the present invention is to provide a method for controlling a rotational speed of a motor when the input angular velocity is constant and uniform. Constant and uniform However, if the above process is used, this objective is not achieved because the output is a sine wave.

[0014] A uniform, stable output can be achieved by adjusting the rate of change of the angular displacement of the input disk 10. To achieve this, U.S. Patent No. 9,970,520 uses a pair of non-circular gears. The present invention uses a customized modified Geneva mechanism for this purpose.

[0015] The instantaneous rate of change of angular displacement can be changed at the input disc 10 by using a pair of Geneva pinwheels 6a (FIGS. 8A-8C) and Geneva slot wheels 6b (FIGS. 10A-10C).

[0016] To facilitate understanding, the components are grouped below into modules / mechanisms, i.e. detailed descriptions of the components / modules and their functional assemblies and subassemblies.

[0017] a) Angular velocity adjustment module (Figure 2) The primary purpose of this module is to change a uniform power input into an inverse sinusoidal output, reversing the effect of the sine wave output of a Scotch Yoke mechanism. This module consists of: 1) Geneva-type driving pinwheel 2) driven Geneva slot wheels, and 3) Power shaft. The driving Geneva pinwheel 6a is attached to the input shaft 4. The driven Geneva slotwheel 6b is designed to achieve a final result that is the inverse of the sinusoidal output. Multiple pins and multiple slots are used, with two or more overlapping pins simultaneously achieving a portion of the same result. More than one set of driving Geneva pinwheels and driven Geneva slotwheels can be used in a single module. The slots or slot walls terminate where the pin path forms a loop. Additionally, multiple modules can share a common Geneva pinwheel or a common Geneva slotwheel. In a slotwheel, the slot path may be cut out of the slotwheel, or the path walls may be raised from the slotwheel, or a combination thereof. This is to eliminate pin interference if the pins and slots or slot walls produce undesirable results. The pins of a Geneva pinwheel may be formed at different heights to prevent interference with the slot walls of other Geneva pins. The rotation of the Geneva pinwheel and Geneva slotwheel is achieved in part by the parallel use of one or more partial circular gears and / or one or more partial non-circular gears. The partial gears create a non-functional range of rack speed, and the Geneva wheel system creates a functional range of rack speed. The Geneva wheel slots also have overlapping areas created by the partial gears. This is to achieve a 1:X rotation ratio of the Geneva pinwheel and Geneva slotwheel, where X is an integer or reciprocal of an integer. One-way bearings may be placed between the circular or non-circular gears to couple the Geneva slotwheel to the partial driven gear. Depending on the scenario, the Geneva pinwheel or Geneva slotwheel may be configured as a driving or driven type.

[0018] b) Scotch yoke mechanism (Figures 4A and 4B) The main purpose of this module is to convert circular motion to reciprocating motion. The output is sinusoidal with respect to a steady uniform input. Such output is converted to a steady uniform output using the angular velocity regulation module. This Scotch yoke mechanism consists of the following: 1) Input disc 10 2) a slotted rack holder 11; and 3) Crank pin 9 The input disc has a radial slot. The slotted rack retainer has a slot or "crankpin slot" 1013 with extensions on either side of the slot at the midpoint of the slot. The extensions are normal to the crankpin slot 1013. The slotted rack retainer 44 is located on the opposite side of the input disk 10, sandwiching the input disk 10 between the slotted rack retainer 11 and the ratio change mechanism (described in the following section). The crankpin 9 passes through the slot in the ratio change mechanism, the input disk 10, and the slotted rack retainer 11.

[0019] c) Adjustment Module The primary purpose of this module is mechanically equivalent to a diode in an electrical circuit: it transfers power in one specific direction. 1) Rack 12 2) Pinion 14 3) Shaft pinion 48 4) One-way bearing / computer-controlled clutch / ratchet mechanism 22 Rack 12 is mounted to slotted rack holder 11 normal to crank pin slot 1013 and is mated to pinion 14. Pinion 14 is mounted to shaft pinion 48. Computer controlled clutch / one-way bearing / ratchet mechanism 50 is mounted to shaft pinion 48. Output gear / output sprocket 51 is mounted to the OD of one-way bearing 50. Multiple pinions from multiple modules may be mounted on a common shaft pinion 48. One-way bearings may be placed between the pinions and pinion shafts. In this scenario, the shaft pinion 48 functions as the CVT output. The shaft pinion may be hollow to allow the CVT input shaft to pass through the shaft pinion 48, making the CVT input and output coaxial.

[0020] d) Gear change mechanism Link mechanism The input shaft 66 has a central non-circular bore. This is mated with a coaxially arranged sliding collar with a matching external contour, allowing relative axial movement while limiting rotational angular displacement. As shown in FIG. 22D, two thrust bearings 40 are coaxially arranged in contact with either end of the sliding collar 67, and the sliding collar secondary shaft 67 has a pivot 1028 at its other end. One end of a link 68 is attached to the pivot 1028, and the other end of the link 68 is suitably attached to either the crankpin 9 as shown in FIG. 3A or the crankpin shaft 23 as shown in FIG. 3A. Axial displacement of the sliding collar secondary shaft 67 causes the crankpin 9 to be displaced radially through the link 68. This axial translation is achieved by a lever ratio-changing helical groove mechanism 41 that presses against the thrust bearing 40 attached to the sliding collar secondary shaft 67. Optionally, this may be rebounded by a compression spring 39 located between the input disc 10 and the sliding annulus secondary shaft 67. Furthermore, when such a linkage is used, the driven Geneva slot wheel 6b can also function as the input disc 10 if radial slots are added to the driven Geneva slot wheel 6b, thus eliminating the need for a separate input disc 10.

[0021] In each Scotch yoke module, two racks 64 can be positioned 180 degrees out of phase on the slotted rack holder 11, with each rack having its pinion coaxially attached to a common pinion shaft through a one-way bearing / computer-controlled clutch / ratchet mechanism, allowing the pinion shaft to rotate in a specific direction. By stacking many such Scotch yokes and placing all the pinions of all modules on a common pinion shaft, the pinion shaft can be used as the output of the IVT. Furthermore, the common pinion shaft can be hollowed out to allow a power shaft driving a driving Geneva pinwheel to pass through it. This arrangement allows for coaxial input and output. This configuration allows for a planetary gear system to adjust the output and achieve a reverse gear to convert a CVT to an IVT. Furthermore, this configuration allows the forces on the rack holder to pass through the axial plane of the common pinion shaft. In other words, the crankpin forces acting on the common pinion and rack holder can be coplanar. As a result, the force moment from the rack pin acting on the rack holder due to the resistance of the pinion can be minimized, and the tangential force acting on the pinion can be maximized.

[0022] The two adjustment modules 1001 are positioned adjacent to the slotted rack holder 11 as shown in Figure 83, so that the rack 12 is positioned normal to the crank pin slot 1013 of the slotted rack holder 44.

[0023] Mechanism to correct vibration (rotation imbalance) 1. Dummy crank pin 43 As the input disc 10 rotates, the crankpin 9 is positioned off-center. This imbalance causes vibration. To compensate for this, a dummy crankpin 43 is positioned 180 degrees away at the same distance, with its movement identical to that of the crankpin 9. The dummy crankpin is attached to a dummy link which is connected to the dummy crankpin 43 which pivots against an annulus arranged to move in the opposite direction to the crankpin. The input shaft is slotted to allow the link, crankpin, dummy link and dummy crankpin to pass through it.

[0024] 2. Dummy rack 55 for canceling rocking As the input disk 10 rotates, the slotted rack support 11 experiences a rocking motion, resulting in vibrations that can be countered by an appropriate mass that rocks in the opposite direction. This is accomplished by a pinion that contacts the rack 12 and rotates back and forth, as shown in Figures 4A and 4B. By contacting the pinion with an appropriate mass 180 degrees apart, such vibrations are corrected. A separate wheel can be used instead of the pinion, or a lever pivoting on the pinion shaft can be used to connect the rack and dummy rack so that they move in opposite directions. A slider connected to the lever and sliding in a slot normal to the rack teeth guides the lever, allowing the rack and dummy rack to slide only along the rack's longitudinal axis.

[0025] Reverse gear mechanism When the output from the pinion shaft 15 is coupled to the miter / bevel differential input shaft 31, the miter / bevel differential output shaft 32 rotates in the opposite direction through the miter / bevel gears 33. The miter / bevel differential input shaft 31 of this differential is arranged coaxially with the miter / bevel differential output shaft 32 with clearance so that it rotates freely independently of the miter / bevel differential input shaft 31. Two clutches with clutches—park / neutral / reverse clutches / dog clutches 35—are arranged on the miter / bevel gears 33 so that they can move axially. This is achieved by coupling one of the miter / bevel gears 33, which rotate in the opposite direction. When one of the annulus is clutch-coupled to a particular output clutch—park / neutral / reverse clutches / dog clutches 35—the miter / bevel differential output shaft 31 rotates in a particular direction. When the link is converted to another miter / bevel gear 33, the direction is reversed.

[0026] Neutral gear mechanism When the annulus is not connected to any of the miter / bevel gears 33 through the park / neutral / reverse / dog clutch 35, neither the annulus nor the miter / bevel gear differential output shaft 32 are under any constraint and are therefore free to rotate in any direction and with any function as a "neutral" gear.

[0027] Park Organization When the annulus is connected to both miter / bevel gears 33 through the park / neutral / reverse / dog clutch 35, the annulus is restricted from rotation and the miter / bevel differential output shaft 32 is completely restricted, so it is restricted in both directions and functions as a "park" gear.

[0028] Converting a CVT to an IVT (infinitely variable transmission) Having a coaxial input and output allows the CVT to function as an IVT. This can be achieved by adding a planetary gear system with a sun gear, ring gear, and planets supported by a carrier, coupled to the input shaft 4 and a coaxial output element with internal gear / planetary gear 65.

[0029] Below are some options to achieve this goal:

[0030] a) The input shaft 4 is directly connected to the sun gear of the planetary gear system, with the following two sub-options: a. A coaxial output component 65 with internal gears / planetary gears is directly linked to the carrier of the planetary gear system and the ring gear of the planetary gear system function as the final output or wheel system 1022. b. A coaxial output component 65 with internal / planetary gears is connected to the ring gear and carrier function of the planetary gear system as the final output or wheel system 1022.

[0031] b) A coaxial output component 65 with internal gear / planet gears is directly coupled to the sun gear of the planetary gear system, with the following two sub-options: a. The input shaft 4 is directly linked to the carrier of the planetary gear system and the ring gear of the planetary gear system function as the final output or wheel system 1022. b. The input shaft 4 is directly connected to the ring gear and carrier function of the planetary gear system as the final output or wheel system.

[0032] c) The input shaft 4 is directly connected to the ring gear of the planetary gear system, with the following two sub-options: a. A coaxial output component 65 with internal gear / planet gears is directly linked to the carrier of the planetary gear system and the sun gear of the planetary gear system function as the final output or wheel system 1022. b. A coaxial output component 65 with internal / planetary gears is connected to the sun gear and carrier function of the planetary gear system as the final output or wheel system 1022.

[0033] d) A coaxial output component 65 with internal gear / planetary gears is directly coupled to the ring gear of the planetary gear system, with the following two sub-options: a. The input shaft 4 is directly linked to the planetary gear carrier, the planetary gear carrier, and the sun gear of the planetary gear function as the final output or wheel system 1022. b. The input shaft 4 is directly connected to the sun gear and carrier function of the planetary gear system as the final output or wheel system 1022.

[0034] e) The input shaft 4 is directly connected to the carrier of the planetary gear system, with the following two sub-options: a. A coaxial output component 65 with internal gears / planetary gears is directly linked to the ring gear of the planetary gear system and the sun gear of the planetary gear system function as the final output or wheel system 1022. b. A coaxial output component 65 with internal gear / planet gears is connected to the sun gear and sun gear function of the planet gear system as the final output or wheel system 1022.

[0035] f) A coaxial output component 65 with internal gears / planetary gears is directly coupled to the carrier of the planetary gear system, with two sub-options: a. The input shaft 4 is directly linked to the ring gear of the planetary gear system, the ring gear of the planetary gear system, and the sun gear of the planetary gear system function as the final output or wheel system 1022. b. The input shaft 4 is directly connected to the sun and ring gear functions of the planetary gear system as the final output or wheel system 1022.

[0036] In other words, the coaxial output component 65 with internal gears / planetary gears is connected to one of three components of the planetary gear train: the ring gear, the carrier, and the sun gear. The input shaft 4 is connected to one of the remaining two components of the planetary gear train. The third remaining component of the planetary gear train functions as the final output or wheel train 1022. This converts the CVT into an IVT.

[0037] Cam compensates for rack movement deviation To improve transmission life, it is advantageous to have a smooth, gradual transition in rack operation. As shown in Figure 23, the ideal rack speed profile is as follows: 1. Gradually increase acceleration from rest 1025 2. Acceleration Region 1026 3. Gradually decrease acceleration to a constant speed 1027 4. Constant speed area 1028 5. Gradually increase the deceleration to a constant deceleration 1029 6. Deceleration Area 1030 7. Gradually decrease deceleration to zero speed 1031 8. Repeat steps 1 to 7 above in the opposite direction.

[0038] It may not always be possible to create a perfect Geneva wheel mechanism that satisfies the desired rack 12 motion described above. If the slot curve 1006 of the Geneva slot wheel and Geneva pinwheels 6a and 6b does not achieve the desired rack 12 motion, a planetary system can be used to correct any deviation from the desired rack 12 motion profile. To achieve this, a fixed sun gear 36 relative to the ratio adjustment frame 2 is appropriately positioned coaxially with a driven circular or non-circular gear driven by a driving circular or non-circular gear 39. This can be used in addition to a Geneva wheel system, as shown in Figures 43A and 43B. The driving circular or non-circular gear is attached to the power shaft 29. One or more shaft cams 37 are disposed on a driven circular or non-circular gear 40, which functions like a carrier for the planetary gear system. Cam gears 38 are fixedly attached to the shaft cams 37. Each of the cam gears 38 is engaged with a separate cam input shaft 4, which is fixedly attached to the input shaft 8. The cam can be designed to provide a desired rack velocity profile. The above configuration would also work if the fixed sun was replaced with a fixed ring gear. This is shown in Figures 44A and 44B.

[0039] Mathematical Model The following equations are used to generate the pitch curves of the drive non-circular gear and the driven non-circular gear, and when expressed in Cartesian coordinates (X1, Y1) and (X2, Y2), respectively, as a function of angle θ:

[0040]

number

[0041]

number

[0042]

number

[0043]

number

[0044]

number

[0045]

number

[0046]

number

[0047]

number

[0048]

number

[0049]

number

Claims

1. An infinitely variable speed transmission, one or more drive Geneva pinwheels attached to an input shaft; the drive Geneva pin wheel is operatively connected to one or more driven Geneva slotted wheels, each driven Geneva slotted wheel being operatively connected to rotate an input disk of a Scotch yoke mechanism, whereby a crank pin of the Scotch yoke mechanism, positioned at an offset distance from the axis of rotation of the input disk that can be changed by an external force from zero to a real number, is rotated about the axis of rotation of the input disk to cause reciprocating motion of one or more racks; the one or more racks are restricted to movement only along their pitch lines, and each rack rotates a pinion having a one-way bearing attached to a hollow output shaft coaxially disposed with the input shaft, the input shaft passing completely through the output shaft; An infinitely variable speed gearbox.

2. An infinitely variable speed transmission, A) at least one Scotch yoke module, a crankpin that rotates about an input shaft having a notched portion with a predetermined offset distance between the longitudinal axis of the crankpin and the auxiliary input shaft; b) the auxiliary input shaft, the longitudinal axis of the crank pin and the auxiliary input shaft being aligned parallel to one another, and the offset distance being variable from zero to a non-zero real number where the crank pin is coaxial with the auxiliary input shaft by moving the crank pin along a radial slot in an input disc; c. the input disc secured to the auxiliary input shaft by a crank pin moving mechanism; the at least one Scotch yoke module having B) A crank pin moving mechanism, a sliding annulus disposed coaxially with the auxiliary input shaft, the sliding annulus functioning to prevent relative angular displacement and allow relative translational movement; b. A link assembly comprising: i. a link that pivots the crank pin through the notch in the auxiliary input shaft; ii. A crank pin pivot pin provided at one end of the link for pivoting the sliding annulus; iii. A sliding loop pivot pin at the other end of the link; the link assembly having c) at least one thrust bearing disposed coaxially with and in contact with the sliding annulus, wherein application of an external force to the thrust bearing causes the thrust bearing, together with the sliding annulus, to move axially relative to the auxiliary input shaft, thereby moving the crank pin along a radial slot in the input disc to change the offset distance; d. A slotted rack holder, one or more racks, the one or more racks being restricted to move only along their longitudinal axes; a crankpin slot for receiving the crankpin, the longitudinal axis of the crankpin slot being perpendicular to the one or more racks; the slotted rack holding portion having the crank pin moving mechanism, C) at least one angular velocity module, an input shaft; b. one or more drive Geneva pinwheels attached to said input shaft; c. at least one driven Geneva slotted wheel driven by said one or more driving Geneva pin wheels, each slotted wheel rotating said input shaft; the at least one angular velocity module having D) at least one rectifier module, a. a pinion engaging the rack; b) a pinion shaft to which the pinion is attached; c. Computer-controlled clutches, one-way clutches, or ratchet mechanisms the at least one adjustment module having and when the input shaft rotates the driving Geneva pin wheel at a uniform speed, the angular velocity of the input shaft is non-uniform via the driven Geneva slotted wheel and planetary gear system, thereby causing the crank pin to reciprocate the rack at a constant speed substantially along its longitudinal direction, the speed of this reciprocating motion temporarily slowing down when reversing direction and then accelerating back to a constant speed; the magnitude of the reciprocating motion of the rack is proportional to the offset distance between the crank pin and the auxiliary input shaft; The reciprocating motion of the rack causes bidirectional rotation of the pinion, and this bidirectional rotation of the pinion is converted into unidirectional rotation of the pinion shaft by the computer-controlled clutch, the one-way clutch, or the ratchet mechanism. An infinitely variable speed gearbox.

3. 3. The infinitely variable transmission according to claim 2, wherein the function of preventing relative angular displacement and allowing relative translational movement between the sliding annular portion and the auxiliary input shaft is further defined by one of the sliding annular portion or the auxiliary input shaft having a non-circular cross-sectional portion, and the other of the sliding annular portion or the auxiliary input shaft having a non-circular hole matching the non-circular cross-sectional portion, being coaxially arranged.

4. An infinitely variable speed transmission, A) at least one Scotch yoke module, a) a crankpin mounted perpendicular to the crankpin annulus; b) the crankpin annulus having a non-circular bore, the crankpin annulus sliding on a coaxial crankpin annulus shaft having a non-circular cross section matching the non-circular bore; c) a crankpin annulus shaft mounted perpendicular to a notched auxiliary input shaft; d) the auxiliary input shaft, wherein the longitudinal axis of the crank pin is coplanar with and parallel to the longitudinal axis of the auxiliary input shaft and has a predetermined offset distance with respect to the longitudinal axis of the auxiliary input shaft, and the offset distance is changeable by moving the crank pin with a crank pin moving mechanism; e) the crank pin moving mechanism, i. a sliding annulus coaxially disposed with the auxiliary input shaft, wherein one of the sliding annulus and the auxiliary input shaft has a non-circular cross-section and the other of the sliding annulus and the auxiliary input shaft has a non-circular hole matching the non-circular cross-section, whereby the sliding annulus and the auxiliary input shaft co-rotate and are axially slidable relative to each other; ii. A link assembly comprising: a) a link pivoting between the sliding annulus and the crank pin annulus via the cutout of the auxiliary input shaft; b) a sliding loop pivot pin provided at one end of the link; c) a crank pin annulus pivot pin provided at the other end of the link, which pivots the sliding annulus together with the sliding annulus pivot pin; the link assembly having the crank pin moving mechanism, f) at least one thrust bearing, arranged coaxially with and in contact with the sliding annulus, such that when an external force is applied to the thrust bearing, the thrust bearing together with the sliding annulus moves axially relative to the auxiliary input shaft, thereby causing the crankpin annulus together with the crankpin to move along the crankpin annulus shaft and changing the offset distance; and g) a slotted rack holder, one or more racks, the one or more racks being restricted to move only along their longitudinal axes; a crankpin slot for receiving the crankpin, the longitudinal axis of the crankpin slot being perpendicular to the one or more racks; the slotted rack holder having B) at least one angular velocity module, a) an input shaft; b) at least one driving Geneva pinwheel attached to the input shaft and driving at least one driven Geneva slotted wheel; c) said at least one driven Geneva slotted wheel disposed coaxially with said auxiliary input shaft in a fixed orientation relative to the axis of said crankpin annulus shaft; the at least one angular velocity module having C) at least one adjustment module, a) a pinion engaging said one or more racks; b) a pinion shaft to which the pinion is attached; c) Computer-controlled clutch, one-way bearing, or ratchet mechanism; the at least one adjustment module having and wherein uniform rotation of the drive Geneva pin wheel by the input shaft imparts a non-uniform angular velocity to the auxiliary input shaft via the driven Geneva slotted wheel, thereby rotating the crank pin about the auxiliary input shaft and causing reciprocating motion of the one or more racks substantially along their longitudinal directions at a substantially constant speed, the speed of which reciprocating motion temporarily slows down upon reversing direction and then accelerates back to a constant speed; a magnitude of reciprocating motion of the one or more racks is proportional to an offset distance between the crank pin and the auxiliary input shaft; Reciprocating motion of the one or more racks causes bidirectional rotation of the pinion, which is converted by the computer-controlled clutch, the unidirectional bearing, or the ratchet mechanism into unidirectional rotation of an output gear or output sprocket attached to the pinion shaft. An infinitely variable speed gearbox.

5. 3. The infinitely variable speed transmission according to claim 2, wherein the rotational ratio of said driving Geneva pin wheel to said driven Geneva slotted wheel is expressed as a function of angle θ in Cartesian coordinates (X １ , Y １ ) and (X ２ , Y ２ ) respectively, where Φ(θ) is the solution of the piecewise differential equation, [0011] Any linear or nonlinear curve connection point [0012] is a function of [0013] and θ １ｉ <θ<θ ２ｉ In the case of k ｉ and Any linear or nonlinear curve connection point (θ ２ｉ , 0) to (θ ３ｉ , -k ｉ ) where θ ２ｉ <θ<θ ３ｉ and θ ３ｉ <θ<θ ４ｉ In the case of -k ｉ and Any linear or nonlinear curve connection point [0014] is a function of [Equation 15] and or [0016] However, [Equation 17] and Any linear or nonlinear curve connection point (θ １ｉ , k ｉ ) ~ (θ ２ , -k ｉ ) where θ １ｉ <θ<θ ２ｉ and θ ２ｉ <θ<θ ３ｉ In the case of -k ｉ and Any linear or nonlinear curve connection point (θ ３ｉ , -k ｉ ) ~ (θ ４ｉ , k ｉ ) where θ ３ｉ <θ<θ ４ｉ and [Equation 18] In the case of k ｉ and where the boundary conditions are: [Equation 19] wherein: CTR is the center-to-center distance between the drive Geneva pinwheel and the driven Geneva slotted wheel; θ is the angular displacement of the driving Geneva pinwheel; Φ is the angular displacement of the driven Geneva slotted wheel; i is 0 to N in the input disk ＊ refers to the i-th rotation out of n-1 rotations, where the first rotation is i=0, N is the number of revolutions of the input disc per revolution of the driven Geneva slotted wheel; n is the number of revolutions of the driven Geneva slotted wheel per revolution of the drive Geneva pinwheel; A region where the piecewise function of the speed of the rack is constant is a functional region, and a region where the piecewise function of the speed of the rack is not constant is a non-functional region that is a linear or non-linear function of θ; θ １i , θ ２i , θ ３i , θ ４i is the specific angular position of the driving Geneva pinwheel, and θ １i , θ ２i , θ ３i , θ ４i The value of is obtained using the solution of the piecewise differential equation, Φ １ , Φ ２ , Φ ３ , Φ ４ is the angular position θ of the driving Geneva pinwheel １i , θ ２i , θ ３i , θ ４i a specific angular position of the driven Geneva slotted wheel corresponding to Φ １ , Φ ２ , Φ ３ , Φ ４ The value of θ １i , θ ２i , θ ３i , θ ４i is obtained using any value of k i are all equal constants, An infinitely variable speed gearbox.

6. 3. The infinitely variable speed transmission according to claim 2, further comprising: one or more additional pairs of driving Geneva pin wheels and driven Geneva slotted wheels; an additional pair of said driving Geneva pinwheel and said driven Geneva slotted wheel being loaded; the sum of the functional areas of all pairs of the driving Geneva pinwheel and the driven Geneva slotted wheel in each angular velocity module is equal to or greater than 360 degrees; the pair of driving Geneva pinwheels and driven Geneva slotted wheels are arranged in succession in the functional areas, and the functional areas of successive driven Geneva slotted wheels overlap each other; An infinitely variable speed gearbox.

7. 3. The infinitely variable speed transmission according to claim 2, wherein the angular velocity modules are arranged so that the driving Geneva pin wheel and the driven Geneva slotted wheel overlap and are sequentially in their functional regions when the input disk substantially completes one revolution, thereby ensuring that at least one angular velocity module is in its functional region at any one time.

8. 7. The infinitely variable ratio transmission of claim 6, wherein the amount of overlap between each pair of successively engaged adjustment modules is substantially the same.

9. 3. The infinitely variable speed transmission according to claim 2, further comprising: a weight; and a wheel that transmits the motion of the rack to a dummy rack that has the same number of teeth as the rack and is disposed 180 degrees opposite to the rack, The dummy rack moves in a direction substantially opposite to that of the rack. An infinitely variable speed gearbox.

10. 3. The infinitely variable speed transmission according to claim 2, further comprising: The infinitely variable speed ratio transmission further comprises a dummy crank pin having substantially the same mass as the crank pin and sliding in the opposite direction to the crank pin.

11. 3. The infinitely variable speed transmission according to claim 2, further comprising: a differential assembly including an input miter bevel gear and a pair of substantially coaxial output miter bevel gears operatively connected to the input miter bevel gear for rotation in opposite directions to the input miter bevel gear, each output miter bevel gear having a through hole substantially at its central axis and being substantially coaxial with one another; a hollow shaft disposed through the through holes of the pair of output miter bevel gears; a pair of annular portions operably connected to and rotatably fixed to the hollow shaft, each annular portion configured to move axially independently of the other along the hollow shaft to engage one of the output miter bevel gears; and and a power link shaft operatively coupled to the input miter bevel gear to rotate the input miter bevel gear; Infinitely variable speed ratio transmission.

12. 12. The infinitely variable speed transmission according to claim 11, when a first annular portion of the pair of annular portions is engaged with a first output miter bevel gear of the pair of output miter bevel gears and a second annular portion of the pair of annular portions is not engaged with a second output miter bevel gear of the pair of output miter bevel gears, the hollow shaft rotates about its longitudinal axis in a first direction corresponding to a rotational direction of the first output miter bevel gear of the pair of output miter bevel gears, when the second annular portion of the pair of annular portions is engaged with the second output miter bevel gear of the pair of output miter bevel gears and the first annular portion of the pair of annular portions is not engaged with the first output miter bevel gear of the pair of output miter bevel gears, the hollow shaft rotates about its longitudinal axis in a second direction corresponding to a rotation direction of the second output miter bevel gear of the pair of output miter bevel gears. Infinitely variable speed ratio transmission.

13. 12. The infinitely variable speed transmission according to claim 11, wherein when the pair of annular portions are not engaged with either of the pair of output miter bevel gears, the hollow shaft is rotatable in both directions about its longitudinal axis.

14. 12. The infinitely variable transmission according to claim 11, wherein when each of the pair of annular portions is engaged with a corresponding one of the pair of output miter bevel gears, rotation of the hollow shaft about its longitudinal axis is prevented.

15. 15. The infinitely variable transmission according to claim 14, wherein the input shaft is connected to a ring gear, a carrier, or a sun gear, an output from the output gear via an output shaft is connected to another one of the ring gear, the carrier, or the sun gear, and a final output is connected to yet another one of the carrier or the sun gear.

16. 15. The infinitely variable speed transmission according to claim 14, wherein the final output from the planetary gear device temporarily stores energy in a flywheel device and then returns the energy to the input shaft or a predetermined wheel device.

17. An infinitely variable speed transmission, A) at least one Scotch yoke module, h) a crankpin mounted perpendicular to the crankpin annulus; i) the crankpin annulus having a non-circular bore, the crankpin annulus sliding on a coaxial crankpin annulus shaft having a non-circular cross section matching the non-circular bore; j) a crankpin annulus shaft mounted perpendicular to a notched auxiliary input shaft; k) the auxiliary input shaft, wherein the longitudinal axis of the crank pin is coplanar with and parallel to the longitudinal axis of the auxiliary input shaft and has a predetermined offset distance with respect to the longitudinal axis of the auxiliary input shaft, and the offset distance is changeable by moving the crank pin with a crank pin moving mechanism; l) The crank pin moving mechanism, iii. a sliding annulus disposed coaxially with the auxiliary input shaft, wherein one of the sliding annulus and the auxiliary input shaft has a non-circular cross-section and the other of the sliding annulus and the auxiliary input shaft has a non-circular hole matching the non-circular cross-section, whereby the sliding annulus and the auxiliary input shaft co-rotate and are axially slidable relative to each other; iv. A link assembly comprising: d) a link pivoting between the sliding annulus and the crank pin annulus via the cutout of the auxiliary input shaft; e) a sliding loop pivot pin provided at one end of the link; f) a crank pin annulus pivot pin provided at the other end of the link, which pivots the sliding annulus together with the sliding annulus pivot pin; the link assembly having the crank pin moving mechanism, m) at least one thrust bearing, arranged coaxially with and in contact with the sliding annulus, such that when an external force is applied to the thrust bearing, the thrust bearing together with the sliding annulus moves axially relative to the auxiliary input shaft, thereby causing the crankpin annulus together with the crankpin to move along the crankpin annulus shaft and changing the offset distance; n) a slotted rack holder, one or more racks, the one or more racks being restricted to move only along their longitudinal axes; a crankpin slot for receiving the crankpin, the longitudinal axis of the crankpin slot being perpendicular to the one or more racks; the slotted rack holder having B) at least one angular velocity module, a) an input shaft; b) at least one driving Geneva pinwheel attached to the input shaft and driving at least one driven Geneva slotted wheel; c) said at least one driven Geneva slotted wheel disposed coaxially with said auxiliary input shaft in a fixed orientation relative to the axis of said crankpin annulus shaft; the at least one angular velocity module having C) at least one adjustment module, a) a pinion engaging said one or more racks; b) a pinion shaft to which the pinion is attached; c) Computer-controlled clutch, one-way bearing, or ratchet mechanism; the at least one adjustment module having and wherein uniform rotation of the drive Geneva pin wheel by the input shaft imparts a non-uniform angular velocity to the auxiliary input shaft via the driven Geneva slotted wheel, thereby rotating the crank pin about the auxiliary input shaft and causing reciprocating motion of the one or more racks substantially along their longitudinal directions at a substantially constant speed, the speed of which reciprocating motion temporarily slows down upon reversing direction and then accelerates back to a constant speed; a magnitude of reciprocating motion of the one or more racks is proportional to an offset distance between the crank pin and the auxiliary input shaft; Reciprocating motion of the one or more racks causes bidirectional rotation of the pinion, which is converted by the computer-controlled clutch, the unidirectional bearing, or the ratchet mechanism into unidirectional rotation of an output gear or output sprocket attached to the pinion shaft. An infinitely variable speed gearbox.

18. An infinitely variable speed transmission, A) at least one Scotch yoke module, a crankpin that rotates about an auxiliary input shaft having a notched portion with a predetermined offset distance between the longitudinal axis of the crankpin and the auxiliary input shaft; b) the auxiliary input shaft, the longitudinal axis of the crank pin and the auxiliary input shaft being aligned parallel to one another, and the offset distance being variable from zero to a non-zero real number where the crank pin is coaxial with the auxiliary input shaft by moving the crank pin along a radial slot in an input disc; c. the input disc secured to the auxiliary input shaft by a crank pin moving mechanism; the at least one Scotch yoke module having B) A crank pin moving mechanism, a sliding annulus disposed coaxially with the auxiliary input shaft, the sliding annulus functioning to prevent relative angular displacement and allow relative translational movement; b. A link assembly comprising: i. a link that pivots the crank pin through the notch in the auxiliary input shaft; ii. A crank pin pivot pin provided at one end of the link for pivoting the sliding annulus; iii. A sliding loop pivot pin at the other end of the link; the link assembly having c) at least one thrust bearing disposed coaxially with and in contact with the sliding annulus, wherein application of an external force to the thrust bearing causes the thrust bearing, together with the sliding annulus, to move axially relative to the auxiliary input shaft, thereby moving the crank pin along a radial slot in the input disc to change the offset distance; d. A slotted rack holder, one or more racks, the one or more racks being restricted to move only along their longitudinal axes; a crankpin slot for receiving the crankpin, the longitudinal axis of the crankpin slot being perpendicular to the one or more racks; the slotted rack holding portion having the crank pin moving mechanism, C) at least one angular velocity module, an input shaft; b. one or more drive circular or non-circular gears attached to said input shaft; c) at least one driven circular or non-circular gear rotatably mounted on a fixed shaft and driven by the one or more driving circular or non-circular gears, the non-circular gear further functioning as a carrier for a planetary gear system with at least one rotatable planetary gear; d. the at least one rotatable planet gear meshing with a sun gear mounted on the fixed shaft and axially mounted to a primary cam; e. a primary cam operatively engaging a secondary cam; f. the secondary cam attached to the auxiliary input shaft; the at least one angular velocity module having D) at least one adjustment module, a. a pinion engaging the rack; b) a pinion shaft to which the pinion is attached; c. Computer-controlled clutches, one-way clutches, or ratchet mechanisms the at least one adjustment module having and when the input shaft rotates the drive non-circular gear at a uniform speed, the angular velocity of the auxiliary input shaft is non-uniform via the driven non-circular gear and the planetary gear system, thereby causing the crank pin to reciprocate the rack at a constant speed substantially along its longitudinal direction, the speed of this reciprocating motion temporarily slowing down when reversing direction and then accelerating back to a constant speed; the magnitude of the reciprocating motion of the rack is proportional to the offset distance between the crank pin and the auxiliary input shaft; The reciprocating motion of the rack causes bidirectional rotation of the pinion, and this bidirectional rotation of the pinion is converted into unidirectional rotation of the pinion shaft by the computer-controlled clutch, the one-way clutch, or the ratchet mechanism. Infinitely variable speed ratio transmission.

19. An infinitely variable speed transmission, A) at least one Scotch yoke module, a crankpin that rotates about an auxiliary input shaft having a notched portion with a predetermined offset distance between the longitudinal axis of the crankpin and the auxiliary input shaft; b) the auxiliary input shaft, the longitudinal axis of the crank pin and the auxiliary input shaft being aligned parallel to one another, and the offset distance being variable from zero to a non-zero real number where the crank pin is coaxial with the auxiliary input shaft by moving the crank pin along a radial slot in an input disc; c. the input disc secured to the auxiliary input shaft by a crank pin moving mechanism; the at least one Scotch yoke module having B) A crank pin moving mechanism, a sliding annulus disposed coaxially with the auxiliary input shaft, the sliding annulus functioning to prevent relative angular displacement and allow relative translational movement; b. A link assembly comprising: i. a link that pivots the crank pin through the cutout portion of the auxiliary input shaft; ii. A crank pin pivot pin provided at one end of the link for pivoting the sliding annulus; iii. A sliding loop pivot pin at the other end of the link; the link assembly having c) at least one thrust bearing disposed coaxially with and in contact with the sliding annulus, wherein application of an external force to the thrust bearing causes the thrust bearing, together with the sliding annulus, to move axially relative to the auxiliary input shaft, thereby moving the crank pin along a radial slot in the input disc to change the offset distance; d. A slotted rack holder, one or more racks, the one or more racks being restricted to move only along their longitudinal axes; a crankpin slot for receiving the crankpin, the longitudinal axis of the crankpin slot being perpendicular to the one or more racks; the slotted rack holding portion having the crank pin moving mechanism, C) at least one angular velocity module, an input shaft; b. one or more drive circular or non-circular gears attached to said input shaft; c) at least one driven circular or non-circular gear rotatably mounted on a fixed shaft and driven by the one or more driving circular or non-circular gears, the non-circular gear further functioning as a carrier for a planetary gear system with at least one rotatable planetary gear; d. the at least one rotatable planet gear meshing with a ring gear mounted to the frame and axially attached to a primary cam; e. a primary cam operatively engaging a secondary cam; f. the secondary cam attached to the auxiliary input shaft; the at least one angular velocity module having D) at least one adjustment module, a. a pinion engaging the rack; b) a pinion shaft to which the pinion is attached; c. Computer-controlled clutches, one-way clutches, or ratchet mechanisms the at least one adjustment module having and when the input shaft rotates the drive non-circular gear at a uniform speed, the angular velocity of the auxiliary input shaft is non-uniform via the driven non-circular gear and the planetary gear system, thereby causing the crank pin to reciprocate the rack at a constant speed substantially along its longitudinal direction, the speed of this reciprocating motion temporarily slowing down when reversing direction and then accelerating back to a constant speed; the magnitude of the reciprocating motion of the rack is proportional to the offset distance between the crank pin and the auxiliary input shaft; The reciprocating motion of the rack causes bidirectional rotation of the pinion, and this bidirectional rotation of the pinion is converted into unidirectional rotation of the pinion shaft by the computer-controlled clutch, the one-way clutch, or the ratchet mechanism. An infinitely variable speed gearbox.

20. A transmission, A controlled rotation device utilizing a Geneva wheel mechanism; the Geneva wheel mechanism has one or more pins that simultaneously act on one or more slots having irregularly shaped custom paths, the one or more pins not moving in a fixed path, thereby achieving a specific angular velocity profile as an alternate path from the power source to the wheel between the drive shaft and the driven shaft to which the one or more pins and slots are respectively attached; The specific angular velocity profile may include one or more combinations of a constant angular velocity ratio, a variable angular velocity ratio, and a zero angular velocity in the same direction or opposite direction to the rotational direction of the drive shaft. Transmission.

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