Pseudo-Continuously Variable Transmission with Continuously Variable Speeds

Abstract

【assignment】 [Solution] The present invention relates to a drive / driven gear set including non-circular gears or Geneva pins and wheels that work together like a frictionless continuously variable transmission. The chain / sprocket system operates like a cone / belt system, and is considered a pseudo-continuously variable transmission because the drive and driven gears change ratios independently but continuously. The use of a planetary gear system allows for continuous output from forward to reverse, including neutral. Upshifts and downshifts are achieved by simply transitioning the transmission through the non-circular gears using segmented circular and non-circular gears. The present invention also provides several methods for achieving continuous speed change functionality for multi-speed transmissions, eliminating the need for synchronizers and connecting directly to the respective shafts through dog clutches or similar devices.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS 1. Provisional Application Application number: 62 / 859,095 Invention name: Pseudo variable speed transmission 2. PCT application Application number: PCT / US19 / 41748 Name of invention: Pseudo-Continuously Variable Transmission, Multi-Speed ​​Transmission with Continuously Variable Speeds (MSTUS)

[0002] The present invention relates to smooth, infinitely variable synchronization before gear shifting. Today's geared bicycles have multiple sprockets of different sizes offset from one another on the same axis, and synchronizers associated with specific sprockets are used to move them axially. Alternatively, this can be achieved by maintaining the chain in the same plane and moving various sized sprockets in and out of the chain plane. The same idea can be extended to conventional gears, pulleys, and cage pins. Spring-loaded segments forming gears of different standard sizes, including noncircular gears, are moved in and out of the operating plane 1003 to achieve several input / output ratios. In chain / sprocket systems, shifting is relatively smooth because tensioners are included. However, this is not the case with gears. The transition is abrupt. When using noncircular gear sets, such shifting can be achieved continuously. This idea is applicable not only to bicycles but also to automobiles and other applications. [Background technology]

[0003] In the prior art and in WO 2017 / 190727, the actuation surface 1003 moves along a single driven circular gear. Furthermore, neither the circular gear nor the non-circular gear is segmented.

[0004] In the prior art and in CN101737461, the input and output shafts are arranged at an angle and are not parallel, therefore the "depth" dimension depends on the size of the circular gear and can be large.

[0005] In the prior art WO 2017 / 190727, the center distance changes with each gear change, so this invention cannot be used in applications where the center distance needs to be constant.

[0006] In both prior art designs, only one size gear is designed for the driven gear. The number of input to output combinations is limited. Rapid ratio increases or decreases are difficult to achieve.

[0007] Another drawback of both prior art designs is that there is one driven gear for every drive gear, limiting the range of input / output ratios.

[0008] The present invention eliminates the two drawbacks mentioned above. The present invention also allows for smooth transitions from one ratio to another continuously without the need for synchronizers or clutches. Summary of the Invention [Problem to be solved by the invention]

[0009] To change the transmission's ratios, the input and output shafts are connected or disconnected from gears of different sizes. Today's technology allows this by temporarily disconnecting the engaged gear set and replacing it with another gear set using a synchronizer. Prior to the invention of synchronizers, the skill of the operator was relied upon to match the transmission RPM to the engine RPM by adjusting the engagement of the gas pedal and the dog clutch. Such interruptions, although brief, drain energy from the energy source. Continuously variable transmissions (CVTs) using a variable pulley / belt system allow this, but are less efficient than gear-based transmissions. Because variable pulley / belt systems rely on friction, they have limited torque transfer capability. The use of multi-speed transmissions eliminates this problem, but the number of ratios is limited. [Means for solving the problem]

[0010] In electric vehicles, the use of a multi-speed transmission is not particularly beneficial. The cost of adding a transmission outweighs the benefits. Therefore, multi-speed transmissions are not used in electric vehicles. However, researchers have suggested that the use of a two-speed transmission without synchronizers or clutches would be beneficial. The present invention provides two (or more) speeds without the additional cost of synchronizers or clutches. It uses an additional set of non-circular gears and a meshing clutch 53, which is relatively cheaper than using synchronizers and clutches. In short, a synchronized two-speed continuous transmission would be ideal for electric vehicles.

[0011] A key feature of today's continuously variable transmissions, which use belts and variable-diameter pulleys, is the lack of interruption during ratio changes. However, they rely on friction. Ratio changes are continuous. The present invention provides continuous speed changes during ratio changes, but the number of gear ratios is discrete. Because it has a discrete number of ratios rather than an infinite number of ratios, the present invention does not fall under the category of a "continuously variable" transmission. While a typical transmission uses multiple gears at the drive and driven ends, only one gear is active at each end at any given time. Simultaneous activation of a pair of non-circular gears for a short period during transitions between the major and minor gears results in continuous changes in the input and output ratios. When transitioning from one ratio to another, the change is continuous and gradual. Hence the name "pseudo-continuously variable transmission." Details of this concept and operation are explained in the detailed description of the present invention. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 shows a front view of the transmission assembly showing the area 1009 where gear segments are interchanged to make conjugate gears flush or offset. [Figure 2] FIG. 2 shows the transmission assembly in combination with the large gear, transition gear, and working surface 1003 in a low speed configuration showing the low speed circular gear engaged. [Figure 3] FIG. 3 shows a transmission assembly combining a large gear, transition gear, and working surface 1003 with the transition gear engaged in an upshift configuration. [Figure 4] FIG. 4 shows the transmission assembly in combination with the large gear, transition gear, and working surface 1003 in a high speed configuration showing the high speed circular gear engaged. [Figure 5] 5A and 5B show a downshift in a transition gear pair having an opening that matches the contour of the small gear of the circular gear pair. 5A shows a top view, and 5B shows a side view. [Figure 6]Figure 6 shows an upshift in a transition gear pair with an opening that matches the contour of the small gear of the circular gear pair. 6A shows a side view. 6B shows a top view. [Figure 7] FIG. 7 shows large circular drive and driven gears, each with an opening on one side that matches the contour of the small drive or driven gear, and a contour on the other side that overlaps the large gear portion of the transition gear. [Figure 8] FIG. 8 shows the combined large gear, transition gear, and working surface 1003 transmission assembly with the transition gear engaged in a downshift configuration. [Figure 9] FIG. 9 shows a transmission assembly with a segmented full gear set and multiple working surfaces in a low speed configuration. [Figure 10] FIG. 10 shows a transmission assembly with a segmented full gear set and multiple working surfaces in a high speed configuration. [Figure 11] FIG. 11 shows a transmission assembly having a segmented full gear set and multiple working surfaces with the transition gear engaged in an upshift configuration. [Figure 12] FIG. 12 illustrates a transmission assembly having a segmented full gear set and multiple working surfaces with the transition gear engaged in a downshift configuration. [Figure 13] FIG. 13 shows a transmission assembly using a telescoping shaft, a transition gear with a partial tooth profile, and a large circular drive gear with a clearance pocket to accommodate the transition gear, with the transmission gear in an upshift configuration. [Figure 14] FIG. 14 shows a transmission assembly in a high speed configuration using a telescoping shaft, a transition gear with a partial tooth profile, and a large circular drive gear with clearance pockets to accommodate the transition gear. [Figure 15]FIG. 15 shows a transmission assembly in a low speed configuration using a telescoping shaft, a transition gear with a partial tooth profile, and a large circular drive gear with a clearance pocket to accommodate the transition gear. [Figure 16] FIG. 16 shows a transmission assembly using a telescoping shaft, a transition gear with a partial tooth profile, and a large circular drive gear with a clearance pocket to accommodate the transition gear, with the transition gear in a downshift configuration. [Figure 17] FIG. 17 shows a side view of a transmission assembly using a telescoping shaft, a transition gear with a partial tooth profile, and a large circular drive gear with clearance pockets to accommodate the transition gear, engaged by a partial non-circular gear. [Figures 18A-18E] Figures 18A-18D show transition gears with gap regions (partial non-circular gears). Figure 18A shows a transition gear with two gap regions in an upshift scenario. Figure 18B shows a transition gear with one gap region in an upshift scenario. Figure 18C shows a transition gear with two gap regions in a downshift scenario. Figure 18D shows a transition gear with one gap region in a downshift scenario. Figure 18E shows a non-circular gear with six regions, including two gap regions, where coplanar movement allows axial movement of the non-circular gear and offset movement allows it to be decoupled. [Figure 19] FIG. 19 is a schematic diagram of a transmission with two partial transition conjugate gears for the full transition gear and a circular gear pair using a dog clutch 53, showing the high speed circular gear engaged and the transition gear fully disengaged. [Figures 20A-20F]Figures 20A-20F show a full transition gear engaged with one partially conjugated transition gear. Figure 20A shows a full non-circular gear for upshifting with a gap area and one area. Figure 20B shows a full non-circular gear for downshifting with a gap area and one area. Figure 20C shows a full non-circular gear for low speed with a gap area and two areas. Figure 20D shows a full non-circular gear for high speed with a gap area and two areas. Figure 20E shows a full non-circular gear for low speed with a gap area and two areas. Figure 20F shows a full non-circular gear for high speed with a gap area and two areas. [Figures 21A-21D] Figures 21A-21D show non-circular gear segments with their respective axes forming a total transition gear. Figure 21A shows a full isometric view. Figure 21B shows an exploded isometric view. Figure 21C shows a top view. Figure 21D shows a bottom view. [Figure 22] Figures 22-28 are schematic diagrams illustrating the various steps of transitioning from the low speed region to the high speed region through the upshift region for a transmission having multiple working surfaces 1003, each having a low speed gear pair, a transition gear pair, and a high speed gear pair on a respective working surface 1003. Figure 22 shows the low speed circular gear engaged and the transition gear disengaged. [Figure 23] FIG. 23 shows the low speed circular gear engaged and the transition gear progressing into engagement upon reaching the low speed region. [Figure 24] FIG. 24 shows the transition gear fully engaged at the end of the low speed region, with the low speed circular gear progressing to disengagement. [Figure 25] FIG. 25 shows the transition gear passing through the upshift region and reaching the high speed region, where the low speed circular gear has completely disengaged. [Figure 26] FIG. 26 shows the transition gear in the high speed region progressing to a state where the high speed circular gear is engaged. [Figure 27]FIG. 27 shows the transition gear progressing to disengagement in the high speed region and the high speed circular gear fully engaged. [Figure 28] FIG. 28 shows the high speed circular gear engaged and the transition gear disengaged. [Figure 29] Figures 29-35 are schematic diagrams illustrating the various steps of transitioning from the high speed region to the low speed region through the downshift region for a transmission having multiple working surfaces 1003, each having a low speed gear pair, a transition gear pair, and a high speed gear pair on a respective working surface 1003. Figure 29 shows the high speed circular gear engaged and the transition gear disengaged. [Figure 30] FIG. 30 shows the high speed circular gear engaged and the transition gear progressing into engagement upon reaching the high speed region. [Figure 31] FIG. 31 shows the transition gear fully engaged at the end of the high speed region and the high speed circular gear progressing to disengagement. [Figure 32] FIG. 32 shows the transition gear passing through the downshift region and reaching the low speed region where the high speed circular gear is completely disengaged. [Figure 33] FIG. 33 shows the transition gear in the low speed region progressing to a state where the low speed circular gear is engaged. [Figure 34] FIG. 34 shows the transition gear progressing to disengagement in the low speed region, with the low speed circular gear fully engaged. [Figure 35] FIG. 35 shows the low speed circular gear engaged and the transition gear fully disengaged. [Figure 36] FIG. 36 is a schematic diagram of a multi-speed transmission having three transmission gear ratios, showing three circular gear pairs and two non-circular transition gear pairs. [Figure 37] FIG. 37 is a schematic diagram of a transmission with torsion springs between the engine and transmission and between the wheels and transmission, showing abrupt transitions. [Figure 38]FIG. 38 shows a transmission with a transmission duration extender module (DEM) using a Geneva wheel mechanism. [Figure 39] FIG. 39 shows a dual DEM transmission with non-circular gears. [Figure 40] FIG. 40 shows a dual DEM transmission with non-circular gears. [Figure 41] FIG. 41 shows an isometric view of a dual DEM transmission with non-circular gears. [Figure 42] Figures 42-47 are schematic diagrams showing the various steps of moving from the low speed region to the high speed region through the upshift region for a transmission with a one-way bearing 50 on the largest driven gear. In Figure 42, the (low speed) small drive gear 13 is always engaged with the large driven gear. The large driven gear is attached to the driven shaft through a one-way bearing 50. Neither gear is segmented. The low speed gear is active through the one-way bearing. [Figure 43] 43, when the transition gear orientation reaches the low speed region, the transition gear engages the conjugate gear in a segment of the region where none of the teeth are meshing with the conjugate transition gear. At this moment, the transition gear and the low speed gear are active through the one-way bearing 50. [Figure 44] In Figure 44, as the driven gear increases in speed, the low speed gear becomes inactive due to the one-way bearing 50. The transition gear reaches the high speed region after passing through the upshift region. The low speed gear is inactive through the one-way bearing 50. [Figure 45] In Figure 45, when the transition gear reaches the high speed region, the large drive gear and small driven gear 16 engage in a segment of the region where neither tooth is meshed with the conjugate gear. At this moment, the transition gear and high speed gear are engaged. The low speed gear is inactive through the one-way bearing 50. [Figure 46]In Figure 46, the large drive gear engages the small driven gear 16, and before the transition gear transitions into the downshift region, the transition gear disengages in a segment of the region where none of its teeth mesh with the conjugate transition gear. The low speed gear is inactive through a one-way bearing. [Figure 47] In Figure 47, the transition to high speed is achieved. [Figure 48] Figures 48-53 are schematic diagrams showing the various steps of moving from the high speed region to the low speed region through a downshift in a transmission with a one-way bearing on the largest driven gear. Figure 48 shows the (high speed) large drive gear engaged with the driven gear 16. The low speed gear is inactive through a one-way bearing 50. [Figure 49] In Figure 49, when the large drive gear engages the small driven gear 16 and the transition gear orientation reaches the high speed region (the large gear segment of the drive transition gear engages the small gear segment of the driven transition gear), the transition gear engages in a segment of the region where none of the teeth mesh with the conjugate transition gear. At this moment, the transition gear and the high speed gear are engaged. The low speed gear is inactive through the one-way bearing 50. [Figure 50] 50, immediately thereafter, before the transition gear changes to the upshift region, the large drive gear disengages in a segment of the region where none of its teeth mesh with the conjugate gear. The low speed gear is inactive through one-way bearing 50. [Figure 51] 51, the transition gear reaches the low speed region after reaching the downshift region. The low speed gear is inactive through the one-way bearing 50. [Figure 52] In Figure 52, the transition to low speed is achieved. [Figure 53] 53, immediately thereafter, before the transition gear changes to the upshift region, the drive transition gear disengages in a segment of the region where none of its teeth mesh with the conjugate transition gear. The low speed gear is active through one-way bearing 50. [Figure 54]Figure 54 shows a dual DEM transmission with Geneva wheels. [Figure 55] Figure 55 shows a single DEM transmission with a Geneva wheel. [Figure 56] Figure 56 shows a single DEM transmission with a Geneva wheel. [Figure 57A-57B] Figure 57A shows a DEM-less transmission with Geneva wheels where all drive gears have dog clutches and all driven gears are fixed to the shafts. Figure 57B shows a DEM-less transmission with Geneva wheels where the largest drive gear has a dog clutch, the smallest drive gear has a one-way bearing, and all others are fixed to the shafts. [Figure 58A-58B] Figure 58 shows a driven Geneva slot wheel. Figure 58A shows a front view. Figure 58B shows a side view. [Figure 59A-59B] Figures 59A-59B show a drive Geneva pinwheel, with Figure 59A showing a front view and Figure 59B showing a side view. [Figure 60A-60B] Figures 60A-60B show a spiral groove collar, with Figure 60A showing a front view and Figure 60B showing a side view. [Figure 61A-61B] 61A-61B show a spiral groove collar and Geneva pinwheel with axle and key assembly, with Fig. 61A showing a front view and Fig. 61B showing a side view. [Figure 61C-61D] Figures 61C-61D show a stepper motorized Geneva pinwheel with axle and key assembly. Figure 61C shows a front view. Figure 61D shows a side view. [Figures 62A-62C] Figures 62A-62C show a drive Geneva slot and pinwheel with partial gear assembly. Figure 62A shows a top view, Figure 62B shows a side view, and Figure 62C shows an isometric view. [Figure 63]FIG. 63 shows an isometric view of a drive Geneva slot and pinwheel with a coaxial partial gear assembly. [Figures 64A-64C] Figures 64A-64C show a drive Geneva slot and pinwheel with partial gear assembly. Figure 64A shows a front view, Figure 64B shows a side view, and Figure 64C shows an isometric view. [Figure 65A] Figures 65A-65E are graphs showing the speed ratios of the Geneva pin and wheel mechanism over time, with Figure 65A showing the transition from a low angular speed ratio to a high angular speed ratio with an increase. [Figure 65B] FIG. 65B shows the transition from a high angular velocity ratio to a low angular velocity ratio by deceleration. [Figure 65C] FIG. 65C shows the transition from a low angular velocity ratio to a high angular velocity ratio by increasing, and then the transition from a high angular velocity ratio to a low angular velocity ratio by decreasing. [Figure 65D] FIG. 65D shows two cycles of the above (FIG. 65C). [Figure 65E] FIG. 65E is a graph showing three or more regions of a constant angular velocity ratio, as well as the transition from a low angular velocity ratio to a high angular velocity ratio and the transition from a high angular velocity ratio to a low angular velocity ratio. [Figure 66] Figure 66 is an isometric view of the general assembly for the no DEM scenario using Geneva pins and slot wheels. DETAILED DESCRIPTION OF THE INVENTION

[0013] List of components 1) Small drive gear shaft 2) Small driven gear shaft 3) Fixed small drive gear 4) Fixed small driven gear 4 5) Large drive gear segment 6) Large driven gear segment 7) Drive transition gear segment 8) Driven transition gear segment 9) Segment Guide 10) Spring 11) Roller 12) The stopper 13) Small drive gear (without shaft) 14) Drive transition gear (crescent shape) with a small drive gear 13 profile inside 15) Large drive gear with pocket for transition gear and small drive gear 13 profile inside 16) Small driven gear (without shaft) 17) Driven transition gear (crescent shape) with a small driving gear 13 profile inside 18) A large driven gear with a pocket for a transition gear and a small driving gear 13 profile inside 19) Non-circular drive shaft 20) Non-circular driven shaft 21) A drive transition gear fixed by a non-circular opening that coincides with the drive non-circular shaft 22) A driven transition gear segmented (fully) by a non-circular opening that coincides with the driven non-circular shaft 23) A small drive gear fixed by a non-circular opening that coincides with the drive non-circular shaft. 24) A driven miniature gear segmented (fully) by a non-circular opening that coincides with a driven non-circular shaft 25) A driven large gear segmented (fully) by a non-circular opening that coincides with a driven non-circular shaft 26) A large driving gear fixed by a non-circular opening that matches the driving non-circular shaft 27) A small driving gear fixed to a driven shaft 28) A driving transition gear having a clearance area fixed to a driven shaft 29) A large driving gear fixed to a driven shaft, having a pocket for a driven transition gear. 30) Fully segmented driven miniature gears that allow axial motion on the drive shaft 31) A driven transition gear disposed on a tubular shaft, the gear having a rotationally locked clearance area to allow axial movement on the drive shaft. 32) A large driven gear, fully segmented to allow axial movement, with a pocket for a drive transition gear on the drive shaft. 33) A driving transition gear that is not segmented in the gap area and has a clearance hole for the transition gear therein. 34) A driving transition gear that is not segmented in the gap area and has a clearance hole for the transition gear therein. 35) A fixed large drive gear with a pocket for the drive transition gear 36) A fixed large driven gear with a pocket for a driven transition gear 37) (Full) Segmented drive miniature gears 38) (Full) Segmented Driven Miniature Gears 39) Driving or driven full transition gear 40) First driving or driven transition gear having one area 41) A second driving or driven transition gear having one area 42) First driving or driven transition gear having two regions 43) Second driving or driven transition gear having two regions 44) First driving or driven transition gear with three zones 45) Second driving or driven transition gear with three zones 46) Flanged tubular telescopic non-circular shaft for gear segments (inner) 47) Flanged tubular telescopic non-circular shaft for gear segments (small intermediate) 48) Flanged tubular telescopic non-circular shaft for gear segments (large intermediate) 49) Flanged tubular telescopic non-circular shaft for gear segments (outer) 50) One-way bearing 50 51) Torsion spring 52) Gear train 53) Dog clutch 54) Angular position sensor 55) Small drive gear 56) Large drive gear 57) Small driven gear 58) Large driven gear 59) Modular drive non-circular gear with extended speed change time 60) Modular driven non-circular gear with extended speed change time 61) Modular drive circular gear with extended speed change time 62) Modular driven circular gear with extended speed change time 63) Drive Circular Gear 64) Drive shaft 65) Freewheel conjugate driven gear 66) Double DEM Drive Circular Gear 67) Intermediate shaft 68) Segmented freewheel double DEM driven gear 69) Freewheel DEM drive non-circular gear 70) Output shaft 71) Freewheel DEM driven non-circular gear 72) Freewheel DEM drive circular ring gear 73) DEM Intermediate Circular Planetary Gear 74) Drive final output gear 75) Driven final output gear 76) Double DEM drive sprocket 77) Double DEM drive chain 78) Double DEM driven sprocket 79) DEM-driven Geneva pinwheel with retractable pin 80) Geneva Axis 81) DEM driven Geneva slot wheel 82) DEM continuously variable speed wheel 83) Double DEM driven gear 84) Retractable Pin 85) Partial drive gear 86) Partial driven gear 87) DEM-less drive and driven gear subassemblies 88) Geneva slot and pinwheel subassembly without DEM 89) Twisted groove collar 90) Stepper motor

[0014] A description of component assemblies, subassemblies, and their functions General arrangement and working principle Synchronous transmission is achieved by engaging the drive and driven gears by aligning them on a single working surface 1003, or by offsetting them from the working surface 1003. There are three configurations to achieve this. 1) In the first configuration, each of the gear pairs is in the same plane and all are activated and deactivated by individually engaging and disengaging the shafts with the dog clutches 53. 2) In the second configuration, the active gear pairs are moved to one common working plane 1003. 3) In a third configuration, there are multiple actuation faces 1003, and each active and inactive gear pair has its own actuation face 1003. Gear pairs are active when they are in the same plane as each other and inactive when they are offset from each other.

[0015] The following describes such a configuration in detail. 1) Transmissions that use dog clutches A set of drive transmission gears is mounted on the drive shaft along with the drive non-circular gears. A set of driven conjugate transmission gears is mounted on the driven shaft along with the drive non-circular gears. In each pair, one of the gears has a mesh clutch 53 for engaging and disengaging with respect to the shaft. Each pair of adjacent gears has a non-circular pair whose pitch curve covers the range of the pitch curves of both circular gears. The pitch curve is sandwiched between the upshift ramp and the downshift ramp. The ratio is one period per revolution. Continuous shifting is achieved when the non-circular gear matches the pitch curve of the currently engaged circular transmission pair in its period. The non-circular gear is also simultaneously engaged with the shaft through the mesh clutch 53. The currently engaged circular pair is disengaged immediately thereafter. After the non-circular gear passes through the ramp and reaches the target ratio, the target circular gear is simultaneously engaged. Before the non-circular gear reaches the next ramp region, it is disengaged from the shaft. As a result, a shift from the existing ratio to the target ratio is achieved continuously. 2) Single actuation surface (Figs. 2-4) In some gear pairs of the drive and driven sets, the two smallest full gears 13 and 16 are coplanar with a fixed center distance. The spring-loaded gear segments forming all the large gears are coaxially positioned but offset from the full gears. The large gears 15 and 18 have openings that match the gear profile of the smallest gears. These spring-loaded segments of the large gears 15 and 18 can move in and out of the working surface 1003 to achieve several input / output ratios.

[0016] The drive / driven gear segment pairs are selected so that the center-to-center distance, which is the sum of the radii of the drive and driven pairs, is constant. When the drive or driven gears are changed from a smaller size to a larger size, the large gear segment is slid into the working surface 1003 for one gear and moved out of the working surface 1003 for the other gear so that the two gears mesh with each other. The offset segment faces of the gears in the drive and driven sets are positioned so that the large gears of both sets do not interfere with each other. This can be achieved by sliding the segments on either side of the large gear in and out of the area where the drive and driven gears do not contact. Because the gear teeth are unloaded, negligible friction must be overcome to slide them into the working surface 1003. To precisely mesh the drive and driven gear teeth, it may be necessary to rotate the gears to a more or less precise position. This can be achieved using sensors or computer-controlled solenoids. When changing gears from one ratio to another, there is an abrupt change in rotational speed, which reduces the gear's service life. To avoid this problem, the drive or driven shaft is fitted with a shock absorber such as a torsion spring 51. Another way to solve this problem is to use an intermediate non-circular gear to increase or decrease from the active ratio to the target ratio. The non-circular gear has four regions: a) Low Speed ​​Region: The low speed region has the smaller of the two gear ratios of the two circular gear pairs. b) High Speed ​​Region: The high speed region has the larger of the two gear ratios of the two circular gear pairs, separated by an increasing gear ratio in the upshift region and a decreasing gear ratio in the downshift region. c) Upshift region. d) Downshift region.

[0017] Such non-circular gears (also known as transition gears 14 and 17) have the opening of the smallest gear and also have a rotation origin that matches a portion of the profile, so that they are "crescent" in shape, as shown in Figures 5A and 5B. Such crescent-shaped non-circular gears 14 and 17 can be packaged inside larger gears to minimize the overall size of the transmission.

[0018] An alternative to the miniature gear profile is to place the drive and driven transition gear segments 7 and 8 on non-circular telescoping tubular shafts 46, 47, 48, and 49 as shown in Figures 21A and 21B.

[0019] The ideal orientation of the upshift and downshift regions occurs periodically. This occurs because the drive gear and driven gear complete one rotation at the same time. At low or high speeds, the drive gear shaft and driven gear shaft rotate at different speeds. However, for non-circular gears to work, they must rotate at a constant speed (1:1). Therefore, the ideal time to use non-circular gears is periodic.

[0020] Upshifting is accomplished in the following manner. a) When low speed is active, the small drive gear 13 is engaged with the large driven gear 18 and they are coplanar. b) During the ideal cycle time for an upshift, the crescent-shaped non-circular gears 14 and 17 slide onto the same working surface 1003, rendering the lower gear inactive during the upshift region. c) When non-circular gears 14 and 17 reach the high speed region, high speed gears 15 and 16 slide onto working surface 1003 and achieve high speed.

[0021] Similarly, downshifting is accomplished in the following manner. a) When high speed is active, the large driving gear 15 is engaged with the small driven gear 16 and they are coplanar. b) During the ideal cycle time for a downshift, the crescent-shaped non-circular gears 14 and 17 slide onto the same working surface 1003, rendering the lower gear inactive during the downshift region. c) When the non-circular gears 14 and 17 reach the low speed region, the low speed gears 13 and 18 slide into the working surface 1003 to achieve the low speed.

[0022] FIG. 1 shows the front and side views of the general structure of the concept.

[0023] Figure 2 shows the gear arrangement for low speed. Figures 3 and 8 show the gear arrangement for upshifting or downshifting, and Figure 4 shows the gear arrangement for high speed. Figure 7 shows that a crescent-shaped transition gear, together with a large driving gear without a high speed region and a large gear without a low speed region, respectively, form the total driving and driven gears. 3) Multiple Actuation Surfaces (Figs. 9-12 and 13-16): There are two methods of actuation. The gear pairs are offset and only brought into the same plane when desired for activation. Each gear pair has its own actuation surface 1003. The gear pairs are engaged or disengaged by being either in the same plane or offset. The gears in the drive and / or driven sets are segmented. All segments of each gear form the entire gear. Each segment is independently axially movable. Each segment is individually moved in or out of the actuation surface 1003, one at a time, for engagement or disengagement. This is done when none of the teeth of that segment are in contact with their conjugates. In this way, even helical gears can be arranged to mesh with each other. Because the gear teeth are unloaded, negligible friction must be overcome to slide them into the actuation surface.

[0024] For each of the two pairs of drive / driven circular gears 23, 24, 25, 26 with adjacent gear ratio values, there is also a non-circular gear pair 21 and 22 with four gear ratio regions. The four regions are: a) Low speed region: This region has the smaller of the two gear ratios of the two circular gear pairs. b) A high speed region, which has the larger of the two gear ratios of the two circular gear pairs. c) Upshift Region: The low speed region and the high speed region are separated by this upshift region. d) Downshift region: The high speed region and the low speed region are separated by this downshift region.

[0025] It is sufficient for only one gear of a pair to be segmented (e.g., segmented gears 22, 24, and 26 in Figures 9-12). It may be either the drive gear or the driven gear. The other gear may be a single piece fixed to the shaft.

[0026] Figure 9 shows the low speed gear arrangement, Figure 10 shows the upshift gear arrangement, Figure 11 shows the downshift gear arrangement, and Figure 12 shows the high speed gear arrangement. The construction of segmented gears is explained below.

[0027] The gear segments are attached to non-circular tubular telescopic shafts 46, 47, 48, and 49, respectively. The tubular shafts 46, 47, 48, and 49 are coaxial. The tubular shafts allow axial movement of the individual segments while restricting relative rotation. The tubular telescopic shafts 46, 47, 48, and 49 are knurled at their mating locations, providing partial contact with the gear segments. This prevents interference when the segments are moved axially independently. The length of the knurling is slightly greater than the thickness of the gear segments to prevent interference. The innermost tubular shaft 46 has an opening that matches the non-circular shaft 19 or 20 on which it rests. Axial movement is permitted, but rotation is locked. This configuration is the same for both segmented circular and non-circular gears. Tubular shafts 46, 47, 48, and 49 have flanges on their mounting surfaces that are bolted to the individual gear segments, as shown in Figures 21A, 21B, and 21C. Figure 21D shows the gear segment arrangement without tubular shafts 46, 47, 48, and 49. The non-circular holes formed by such segments conform to the cross section of the shaft on which they rest. These holes provide clearance to allow axial movement of the segments on the shaft. This configuration allows movement of any of the segments to occur randomly and in any order.

[0028] Segmentation of the transition gears can be eliminated if the drive transition gear or driven transition gear has an air gap area where there is no contact with the conjugate. The transition gear can move in and out of the working surface 1003 when the air gap area is active.

[0029] The transition gear can be mounted on a non-circular tube with an opening that matches the cross section of the non-circular shaft on which it is mounted, and may be moved into a pocket of the large gear to reduce the overall size of the transmission, which is useful when space for the transmission in the engine compartment is limited.

[0030] Figure 15 shows the gear arrangement for low speed, Figure 13 shows the gear arrangement for upshifting, Figure 16 shows the gear arrangement for downshifting, and Figure 14 shows the gear arrangement for high speed.

[0031] Figures 17, 18A, and 18B show the absence of the low speed region. Figures 18C and 18D show the absence of the low speed region and downshift region. If the one-way bearing 50 is placed on the low speed driven gear, the need for the low speed region and downshift region of the transition gear can be eliminated.

[0032] FIG. 18E shows a non-circular gear with six regions, including two gap regions, that allows axial movement of the non-circular gear, engagement by coplanar movement, and disengagement by offset movement.

[0033] FIG. 18F shows a non-circular gear with eight regions, two gap regions, one separating a low speed region, then an increasing region, then a high speed region, and another gap region separating a high speed region, then a decreasing region, then a low speed region.

[0034] A similar effect can be achieved with a full transition gear 39 having two conjugates 40 / 42 / 44 and 41 / 43 / 45 (one without an upshift region and a high-speed region, and the other without a downshift region and a low-speed region). These can be flush with either, depending on whether the transition is from low speed to high speed or from high speed to low speed. The full gear can be moved axially to be flush with either of its conjugates (which have gap regions that can be moved to be flush with the full gear). Figure 19 shows a gear arrangement for such a scenario. Figures 20A, 20C, and 20E show active upshifts without regions 1, 2, or 3, respectively. Figures 20B, 20D, and 20F show active downshifts without regions 1, 2, or 3, respectively.

[0035] This concept can also be extended to a multi-speed transmission with more than two speeds, as shown in FIG.

[0036] Because the RPM of an electric vehicle's motor can rapidly increase and decrease relatively quickly compared to an IC engine, the effects of sudden changes without transition gears are tolerable. Only the high-speed gear can move in and out of its working plane 1003, while the low-speed gear is kept flush with a one-way bearing 50 located on the low-speed driven gear. To minimize the effects of sudden jolts during upshifts or downshifts, torsion springs 51 may be located on the drive and driven shafts (one near the engine, another near the wheels). As mentioned above, the placement of the one-way bearing 50 on the low-speed driven gear does not allow for engine braking or regenerative braking. Therefore, if engine braking or regenerative braking is required, a dog clutch 53 may be located on the driven low-speed gear that engages the driven shaft with the driven low-speed gear. This concept is illustrated in FIG. 37.

[0037] The operating concept for multiple working plane 1003 scenarios is shown below, each having a low speed gear pair, a transition gear pair, and a high speed gear pair (each with its own working plane 1003).

[0038] Upshifting is accomplished by the following steps (shown in Figures 22-28): a) Process in which low speed circular gears are engaged. b) When the non-circular gear reaches a low speed region and is in the correct periodic orientation for tooth engagement, the non-circular gear engages at the non-circular gear working surface 1003. The non-circular gear is introduced to the working surface 1003 of a segment when the teeth of that segment are not in contact with any teeth of the conjugate gear. c) Before the non-circular gear pair transitions into the upshift region, the low ratio circular gear pair is disengaged. The non-circular gear pair is disengaged from the working surface 1003 of its segment when the teeth of that segment are not in contact with any teeth of the conjugate gears. d) The non-circular gear pair passes through the upshift region and then reaches a high speed region. e) engaging the high gear ratio circular gear pair at a segment where the teeth of the segment are not in contact with any teeth of the conjugate gears; f) High Gear Ratio: When the circular gear pair is engaged, the non-circular gears are disengaged, thereby achieving a high speed ratio. Similarly, a downshift is accomplished by the following steps (shown in Figures 29-35): a) Process in which high speed circular gears are engaged. b) When the non-circular gear reaches a high speed region and is in the correct periodic orientation for tooth engagement, the non-circular gear engages at the non-circular gear working surface 1003. The non-circular gear is introduced to the working surface 1003 of a segment when the teeth of that segment are not in contact with any teeth of the conjugate gear. c) The high ratio circular gear pair is disengaged before the non-circular gear pair transitions into the downshift region. The non-circular gear pair is disengaged from the working surface 1003 of its segment when the teeth of that segment are not in contact with any teeth of the conjugate gears. d) The non-circular gear pair passes through the downshift region and then reaches the low speed region. e) engaging a low gear ratio circular gear pair in a segment where the teeth of the segment are not in contact with any teeth of the conjugate gears; f) Low Gear Ratio: When the circular gear pair is engaged, the non-circular gears are disengaged, thereby achieving a low speed ratio.

[0039] By placing a one-way bearing on the largest driven gear, engagement and disengagement of the lower gears can be eliminated from the entire process described above. This scenario is shown in Figures 42-47 for upshifts and Figures 48-53 for downshifts. One drawback is that engine braking is not permitted. If engine braking is desired, this can be solved by adding a dog clutch 53 to engage the driven shaft with the largest gear. The dog clutch 53 may also be programmed to engage in the event of regenerative braking activation.

[0040] Another option for the multi-plane scenario is to keep the circular gear pair meshed with a meshing clutch 53 located on either the drive or driven gear in the working plane 1003, and only engage it with the shaft when the gear pair is activated. Only the non-circular gears are moved in and out of the working plane 1003.

[0041] In this case, the upshift is accomplished by the following steps: a) The high speed circular gear pair is engaged by engaging its shaft through a dog clutch 53. b) When the non-circular gear reaches the high speed region and is in the correct periodic orientation for tooth engagement, the non-circular gear comes into engagement by moving the teeth of the segment to the working surface 1003 of the segment if the teeth of the segment are not in contact with any of the teeth of the conjugate gear. c) Immediately thereafter and before the non-circular gear pair moves into the downshift region, the high speed circular gear pair is disengaged by disengaging it from the shaft through the dog clutch 53. d) The non-circular gear pair passes through the downshift region and then reaches the low speed region. e) The low speed circular gear pair is engaged by engaging its shaft through a dog clutch 53. f) When the low speed circular gear is engaged, the non-circular gear disengages by moving away from the working surface 1003 of the segment when none of the teeth of the segment are in contact with the teeth of the conjugate gear, thereby achieving a low speed ratio.

[0042] Downshifting is accomplished by the following steps: a) The low speed circular gear pair is engaged by engaging its shaft through a dog clutch 53. b) When the non-circular gear reaches the low speed region and is in the correct periodic orientation for tooth engagement, the non-circular gear comes into engagement by moving it onto the working surface 1003 of the segment if the teeth of the segment are not in contact with any of the teeth of the conjugate gear. c) Immediately thereafter and before the non-circular gear pair moves into the upshift region, the low speed circular gear pair is disengaged by disengaging it from the shaft through dog clutch 53. d) The non-circular gear pair passes through the downshift region and then reaches the high speed region. e) The high speed circular gear pair is engaged by engaging its shaft through a dog clutch 53. f) When the high speed circular gear is engaged, the non-circular gear disengages by moving away from the working surface 1003 of the segment when none of the teeth of the segment are in contact with the teeth of the conjugate gear, thereby achieving a low speed ratio.

[0043] Again, by placing a one-way bearing on the largest driven gear, the engagement and disengagement of the low speed gear can be eliminated from the entire process described above. To address engine braking, a dog clutch 53 may be used and activated on the low speed largest driven gear through a computer controller when engine braking is desired.

[0044] If segmentation is not desired, the non-circular pair may have a localized gap area (tooth removed from below the tooth root). The non-circular gear does not contact the conjugate non-circular gear in such a gap area. When a non-circular pair is present in a gap area, the non-circular gear is moved axially in and out of the working surface 1003. The non-circular gear may be in addition to the four areas or may replace one of the areas. If a gap area replaces one of the areas, two or more non-circular gears become conjugates of all non-circular gears. If a gap area replaces an upshift area, it may be paired with all non-circular gears during downshifts, and if a gap area replaces a downshift area, it may be paired with all non-circular gears during upshifts. If a gap area replaces a low-speed area, a one-way bearing 50 installed on the largest driven gear would fill the need for such a missing area. Again, for engine braking, a dog clutch 53 is added to engage the largest driven gear on its shaft.

[0045] Electric motors rotate at extremely high speeds compared to ICEs. In all of the above scenarios, gear changes occur in nanoseconds. Extending such gear change times may be beneficial, as it allows for more time for gear changes. The following configurations with "gear change time extension modules" extend gear change times. Continuous gear changes for a two-speed transmission are described below. The same concept can be extended to three or more speed transmissions.

[0046] The general arrangement is as follows: 1) Various sizes of circular transmission drive circular gear sets are fixed to the drive shaft. Matching circular transmission driven circular gear sets are mounted in bearings so that they can freewheel on the driven shaft. The largest driven circular gear is mounted in a one-way bearing 50 on the driven shaft. The driven shaft is positioned parallel to the drive shaft at a distance (CTR) equal to the sum of the radii of the conjugate pair. The driven gears have the ability to engage and disengage from the driven shaft through a meshing clutch 53. In this case, no synchronizer is required because engagement and disengagement occurs when the shaft and driven gear rotate at the same angular velocity. A meshing clutch 53 is sufficient. One meshing clutch 53 is mounted on each driven gear, so they can be engaged and disengaged independently of each other in any order. There is a transmission time extension module for every two pairs of transmission drive / driven circular gears with adjacent gear ratio values.

[0047] The speed change time extension module includes: 1) A variable speed extended modular drive non-circular gear is mounted on a bearing on the driven shaft and fixed to the large driven gear of the low speed gear pair. The large driven gear of the low speed gear is mounted on a one-way bearing 50 on the driven shaft. It is meshed with a variable speed extended modular driven non-circular gear mounted on the driven gear with a bearing so that it can freewheel. The non-circular gear pair has four gear ratio regions.

[0048] They are, in order, 1) Low speed area 2) Upshift area 3) High speed area 4) Downshift area The low-speed region has the smaller of the two gear ratios of the two circular gear pairs. The high-speed region has the larger of the two gear ratios of the two circular gear pairs. They are separated by an increase from the smaller ratio to the larger ratio, which is used during upshift operations. A decrease from the larger ratio to the smaller ratio is used during downshift operations.

[0049] The driven non-circular gear is meshed with the drive non-circular gear and is mounted on a drive shaft with bearings so that it can freewheel. A variable speed, time-extended modular drive circular gear is axially connected to the variable speed, time-extended modular driven non-circular gear, which is meshed with a corresponding variable speed, time-extended modular driven circular gear mounted on the driven shaft. Furthermore, the variable speed, time-extended modular drive circular gear has the ability to move axially so as to be flush with and offset from the freewheeling variable speed, time-extended modular drive circular gear, and is rotationally locked.

[0050] With this arrangement, the angular velocity of the speed-changing time extended modular driving circular gear constantly fluctuates between increasing and decreasing angular velocities of the two circular transmission drive gears. The speed-changing time extended modular driving and driven circular gears have the same pitch curves as the high-speed transmission drive and driven gears, respectively.

[0051] The same arrangement can be used with the extended time modular driven circular gear and three dog clutches 53 that individually connect both transmission gears to the driven shaft. Another option is to use individual dog clutches 53, since the axial movement of the extended time modular driven circular gear requires segmentation.

[0052] The sequence of continuous shifts from an existing gear ratio to a target gear ratio is accomplished in the following manner. A) The driven shaft is engaged with the existing transmission driven gear. B) If the angular velocity of the speed-change time extension modular driving circular gear is the same as the angular velocity of the currently engaged transmission driving gear and is synchronized with the speed-change time extension modular driven circular gear, it will mesh with the speed-change time extension modular driven circular gear. C) Immediately thereafter, the currently engaged transmission driven gear is disengaged from the driven shaft while the currently engaged transmission time extended modular driven circular gear is in the same region. D) Shift Time Extension After the modular driven circular gear passes through the ramp region and reaches the region of the angular velocity of the target transmission driven gear, is well within that range, and is synchronized, the transmission driven gear having the target ratio engages with the driven shaft. E) Immediately thereafter, the speed-shifting time extended modular driven circular gear is disengaged from the driven shaft while in the same region, thereby achieving continuous speed shifting.

[0053] Dual DEM transmission with non-circular gears A drive circular gear set 63 is rigidly mounted on the drive shaft 64. A corresponding freewheel conjugate driven gear set 65 exists. A dual DEM drive circular gear 66 is axially mounted on one of them. The freewheel conjugate driven gear 65 and the dual DEM drive circular gear 66 each use meshing clutches 53, 53 to engage or disengage from the intermediate shaft 67 on which they are mounted. The largest gear is mounted on one-way bearings 50, 50. A segmented freewheel double DEM driven gear 68, which is axially movable relative to the working surface 1003 and includes the dual DEM drive circular gear 66, is axially mounted to a freewheel DEM drive non-circular gear 69. Both the freewheel double DEM driven gear 68 and the dual DEM drive circular gear 66 are mounted on the output shaft 70. Freewheel DEM drive non-circular gear 69 meshes with freewheel DEM driven non-circular gear 71, which is axially connected to freewheel DEM drive circular ring gear 72. Freewheel DEM drive circular ring gear 72 and freewheel DEM driven non-circular gear 71 are both mounted on drive shaft 64. Freewheel DEM drive circular ring gear 72 meshes with DEM intermediate circular planetary gears 74, which are fixedly mounted to intermediate shaft 67, where drive final output gear 75, fixedly mounted to the intermediate shaft, drives driven final output gear 76.

[0054] Single DEM transmission with Geneva wheel A drive circular gear set 63 is fixed to the drive shaft 64. There are freewheeling conjugate driven gear sets 65, each with a meshing clutch 53 for engaging or disengaging with the output shaft 70 on which they are mounted. The largest gear is mounted on a one-way bearing 50 and is axially attached to a DEM drive Geneva pin wheel 79 having a retractable pin. The retractable pin is operated through a solenoid. The DEM drive Geneva pin wheel 79 engages a DEM driven Geneva slot wheel 81, which, together with a DEM continuously variable speed wheel 82, is mounted on a Geneva shaft 80, which drives a driven final output gear 75 mounted on the output shaft 70.

[0055] The Geneva pin wheel has a non-circular pin that can extend or retract in and out of the Geneva slot wheel, driving it. The Geneva slot wheel has at least one slot that, when engaged with the pin, increases the wheel from R1 to R2 or decreases it from R2 to R1 (where R1 and R2 are the ratios of the driving circular gear to the conjugate driven gear).

[0056] The sequence of continuous shifts from an existing gear ratio to a target gear ratio is accomplished in the following manner. A) The intermediate shaft is engaged with one of the conjugate driven gears. B) When the angular velocity of the driven final output gear is the same as the angular velocity of the currently engaged conjugate driven gear and is synchronized to match the pin and slot positions, the driven final output gear will engage the intermediate shaft through the dog clutch. C) Immediately thereafter, the currently engaged conjugate driven gear disengages from the intermediate shaft while the currently engaged driven final output gear remains in the same region. D) After the driven final output gear passes through the ramp region and reaches, is well within, and synchronized with the target conjugate driven gear angular velocity region, the conjugate driven gear having the target ratio engages the intermediate shaft through the dog clutch 53. E) Immediately thereafter, the driven final output gear disengages from the intermediate shaft while still in the same region, thereby achieving continuous speed change.

[0057] Dual DEM transmission with Geneva wheels A drive circular gear set 63 is rigidly mounted on a drive shaft 64. A corresponding freewheel conjugate driven gear set 65 exists. A dual DEM drive circular gear 66 is axially mounted on one of the gears. The freewheel conjugate driven gear 65 and the dual DEM drive circular gear 66 each use a meshing clutch 53 to engage or disengage from the intermediate shaft 67 on which they are mounted. The largest gear is mounted on a one-way bearing 50. A dual DEM driven gear 83, which meshes with the dual DEM drive circular gear 66, is axially mounted on a DEM drive Geneva pin wheel 79 with a retractable pin. Both the dual DEM driven gear 83 and the dual DEM drive circular gear 66 are mounted on a Geneva shaft 80. The DEM drive Geneva pin wheel 79 is engaged with a DEM driven Geneva slot wheel 81, which is axially connected to a DEM continuously variable speed wheel 82 through a gear train 52. The DEM continuously variable speed wheel 82 and the DEM driven Geneva slot wheel 81 are both mounted on the intermediate shaft 64. A driving final output gear 75 fixed to the intermediate shaft 67 drives a driven final output gear 76 fixed to the output shaft 70.

[0058] The Geneva pin wheel has a non-circular pin that can extend or retract in and out of the Geneva slot wheel to drive it. When the pin is retracted, the Geneva pin wheel does not engage with the Geneva slot wheel. The pin is extended only when a speed change is required. The Geneva slot wheel has at least one slot that changes the wheel from a 1:1 respective speed ratio between the Geneva pin wheel and the Geneva slot wheel to a 1:(R1 / R2) ratio and at least one slot that changes the wheel from a (R1 / R2):1 ratio to a 1:1 ratio (where R1 and R2 are the angular velocity ratios of the driving circular gear to the conjugate driven gear).

[0059] The sequence of continuous shifts from an existing gear ratio to a target gear ratio is accomplished in the following manner. A) The intermediate shaft is engaged with one of the conjugate driven gears. B) When the angular velocity of the driving final output gear is the same as the angular velocity of the currently engaged conjugate driven gear and is synchronized to match the pin and slot positions, the driving final output gear will engage the intermediate shaft through a dog clutch. C) Immediately thereafter, the currently engaged conjugate driven gear disengages from the intermediate shaft while the currently engaged driving final output gear resides in the same region. D) After the driven final output gear passes through the ramp region and reaches the region of the target conjugate driven gear angular velocity, is well within that range, and is synchronized, the conjugate driven gear having the target ratio engages the intermediate shaft through a dog clutch. E) Immediately thereafter, the driving final output gear is disengaged from the intermediate shaft while still in the same region, thereby achieving continuous speed change.

[0060] Geneva wheel mechanism without DEM, with Geneva pin and slot wheel A drive gear set and one or more Geneva pin wheels with retractable pins are fixedly attached to the drive shaft, and a conjugated driven gear set, along with one or more Geneva slot wheels, is mounted on the driven shaft. The drive gear and / or driven gear have the ability to selectively engage with their respective shafts through a clutch / mechanical clutch or any other means. The Geneva pin wheels and / or Geneva slot wheels are either fixed through a mechanical clutch, clutch, or any other means, or have the ability to engage or disengage with their respective shafts. If the transmission has only two angular velocity ratios, the least expensive option with the fewest components is to provide the largest drive gear with the ability to selectively engage with the shaft, and the largest driven gear with a one-way bearing, with the Geneva pins and slot wheels fixedly connected to their respective shafts. The Geneva slot path is shaped so that the pin wheels rotate the slot wheels at a constant angular velocity ratio of the gear pair that sandwiches the increasing or decreasing region, achieving the target ratio. These are functional regions because they are used to transition each speed ratio from one value to the next desired value. The Geneva pin and wheel mechanism has two or more constant angular velocity ratio regions and two or more ramp regions. Having a separate Geneva pin wheel and slot wheel for each ramp (whether increasing or decreasing) would be the most practical and easiest way to accomplish this. If the Geneva pin wheel is not retractable, an alternative way to accomplish the above is to use a dog clutch, synchronized clutch, or similar device.

[0061] The transition from a small angular velocity ratio to a large angular velocity ratio by increasing is shown in FIG. 65A. The transition from a large angular velocity ratio to a small angular velocity ratio by decreasing is shown in FIG. 65B. In the region indicated by 1000, only the Geneva pin and slot wheel are active and engaged with the Geneva pin extended. In the region indicated by 1002, the drive and driven transmission gears are active and engaged. In the region indicated by 1001, the Geneva pin and slot wheel as well as the drive and driven transmission gears are active and engaged with overlap and the Geneva pin extended.

[0062] Figure 65C shows a transition from a small angular velocity ratio to a large angular velocity ratio by increasing, followed by a transition from a large angular velocity ratio to a small angular velocity ratio by decreasing. Figure 65E shows three or more constant angular velocity ratio regions, a transition from a small angular velocity ratio to a large angular velocity ratio, and a transition from a large angular velocity ratio to a small angular velocity ratio between constant angular velocity regions.

[0063] The sequence of continuous shifts from an existing gear ratio to a target gear ratio is accomplished in the following manner. A) The existing driven gear is engaged with its shaft and the conjugate drive gear. B) When the Geneva pin and slot wheel are oriented to synchronize to the existing gear ratio, the Geneva pin expands and engages the slot causing the ratio to increase to the target ratio (increase from the existing ratio to the target ratio). C) Immediately thereafter, the currently engaged conjugate driven or driving gear disengages from the shaft, and the angular velocity ratio of the Geneva pin and slot wheel increases to the target ratio. D) When the Geneva pin and slot wheel mechanism is sufficiently within the region of the target ratio and synchronized with the target ratio, the drive gear and conjugate driven gear having the target ratio also become engaged with their respective shafts through a dog clutch, clutch, or any other means. E) Immediately thereafter, by retracting the pin (84), the Geneva pin and the slot wheel are disengaged, thereby achieving continuous speed change.

[0064] For "N" number of gear pairs 87, "N-1" Geneva pins and slot wheels can be used (where each pair is used for both increment and decrement). If each is used for either increment or decrement, twice the number of Geneva pins and slot wheels is required. A DEM-less Geneva pin / slot wheel assembly 88 is shown at 57A and 57B.

[0065] Alternatively, all of the drive and driven gears and Geneva pins and slot wheels can be engaged or disengaged from their respective shafts through dog clutches or synchronizing clutches, with all driven gears and Geneva slot wheels fixed to the driven shafts, or all driven gears and Geneva slot wheels can be engaged or disengaged from the drive shaft through dog clutches or synchronizing clutches, with all driven gears and Geneva slot wheels fixed to the driven shafts (or vice versa). Because the largest driven gear is located on a one-way bearing, it does not need to be disengaged from the shaft. The retractable pin is activated through a solenoid valve controlled by a controller (which uses position sensors located on the gears to determine when the pins extend or retract). In addition to the functional area, there is a non-functional area, in which the Geneva pin wheel has one or more additional pins and the Geneva slot wheel has one or more additional slots, which rotate the Geneva slot wheel rapidly, simultaneously disengaging the Geneva pins and slot wheel, and completing a full rotation such that the ratio of rotation of the Geneva pin wheel to the rotation of the Geneva slot wheel is an integer or an inverse of an integer. Because this area is a non-functional area, the slots may be radial, and the speed at which they are achieved is not important.

[0066] In all scenarios, instead of retracting the pin, decoupling of the Geneva wheel may alternatively be achieved by decoupling the Geneva pin and slotted wheel with a clutch or dog clutch.

[0067] All gears may be fixed to the shaft, or may be attached through one-way bearings or with synchronized or dog clutches. One-way bearings include those capable of any selectable operating mode, such as freewheel clockwise, freewheel counterclockwise, freewheel clockwise and counterclockwise, or fully locked. Such technology is now known as a multi-mode clutch module (MMCM), which uses a cam to select the operating mode. This places the one-way bearing in a switching mode when the engine or electric motor switches direction.

[0068] The Geneva pinwheel has a helical groove on the ID. A matching helical groove 89 is sandwiched between the Geneva pinwheel and the drive shaft. Axial movement of the helical groove collar relative to the Geneva pinwheel causes rotation of the Geneva pinwheel relative to the drive shaft. The ability to rotate the Geneva slot wheel relative to the shaft allows for precise engagement of the pin with the Geneva slot wheel 61. This can also be achieved with a stepper motor with a position sensor. There are several other ways to achieve this. The Geneva pinwheel and slot wheel can also be rotated relative to the shaft by a stepper motor 90 and are decoupled from their respective shafts through dog clutches / synchronizer clutches. After they are oriented to the correct engagement position for transfer, they can be re-engaged with the shaft through dog clutches / synchronizer clutches, as shown in Figures 61C and 61D.

[0069] To allow for repeatable upshifting and downshifting scenarios, it is desirable for the driving and driven pins and slot wheels to complete integer revolutions. In other words, the rotation ratio of the driving and driven pins and slot wheels is an integer or inverse integer number. To make the driving and driven pins and slot wheels an integer or inverse integer number of revolutions (or make the driven slot wheel an integer or inverse integer number of revolutions), part-circular gears 85 and 86 (driving and driven) or additional radial or straight Geneva slot(s) and pin(s) can be used (as shown in FIGS. 60 and 61). If the slot path interferes with either pin at any point during the upshift / downshift cycle, the pin may be retracted to eliminate such interference.

[0070] In all scenarios, the smallest driving gear and / or largest driven gear (any driving and / or driven) may be located on a one-way bearing.

[0071] In all scenarios, all gears have the option of having one-way bearings on their shafts.

[0072] Geneva pin wheels and Geneva slot wheels with slots of specific geometries / paths can be used in place of non-circular or circular gears.

Claims

1. 1. A dual speed extended modular (DEM) transmission with continuous speed change, comprising: a) a drive circular gear set mounted on a drive shaft; b) the drive shaft; and c) freewheeling conjugate driven gear sets, each having a meshing clutch, with a dual speed extended modular (DEM) drive circular gear axially mounted to one of the freewheeling conjugate driven gear sets; d) the dog clutch for engaging or disengaging with respect to the intermediate shaft; e) an additional largest gear disposed on the intermediate shaft and one-way bearing on which the freewheeling conjugate driven gear set is mounted; f) the one-way bearing; g) a segmented freewheeling double speed extended modular (DEM) driven gear, axially movable in and out of the working plane together with the double speed extended modular (DEM) driving circular gear, the segmented freewheeling double speed extended modular (DEM) driven gear being axially attached to the freewheeling double speed extended modular (DEM) driving non-circular gear; h) the freewheeling DEM drive non-circular gear, wherein the freewheeling DEM driven gear and the drive non-circular gear are disposed on an output shaft; and i) the output shaft, wherein the DEM drive non-circular gear meshes with a freewheeling DEM driven non-circular gear; j) the freewheeling transmission time extended modular (DEM) driven non-circular gear, said freewheeling transmission time extended modular (DEM) driven non-circular gear being axially connected to a freewheeling transmission time extended modular (DEM) driving circular ring gear or a freewheeling transmission time extended modular (DEM) driving sprocket; k) the freewheeling DEM drive circular ring gear or the freewheeling DEM drive sprocket mounted on the drive shaft; l) a DEM intermediate circular satellite gear or a DEM driven sprocket meshed with the DEM driving circular ring gear and mounted on the intermediate shaft; m) a driving final output gear fixed to the intermediate shaft; n) a driven final output gear driven by the driving final output gear; A dual speed extended modular (DEM) transmission with continuous speed change, comprising:

2. 2. The dual-shift time-extended modular (DEM) transmission with continuous shifting according to claim 1, wherein the sequence of continuous shifting from an existing gear ratio to a target gear ratio comprises the following steps: a) engaging the intermediate shaft with one of the freewheeling conjugate driven gear sets; b) engaging the drive final output gear with the intermediate shaft via a delay extension modular (DEM) dog clutch when the angular velocity of the drive final output gear is the same as and synchronized with the angular velocity of the currently engaged freewheeling conjugate driven gear; c) immediately thereafter, the currently engaged freewheeling conjugate driven gear is disengaged from the intermediate shaft while the currently engaged driving final output gear is in the same region; d) after the drive final output gear passes through a ramp region and reaches, is well within, and is synchronized to, a region of a target freewheeling conjugate driven gear angular velocity, the freewheeling conjugate driven gear having a target gear ratio engaging the intermediate shaft through the DEM dog clutch; and e) Immediately thereafter, the driving final output gear is disengaged from the intermediate shaft while in the same region, thereby achieving a dual speed extended modular (DEM) transmission with continuous speed change.

3. 1. A dual speed extended modular (DEM) transmission having a Geneva wheel, comprising: a) a drive circular gear set mounted on a drive shaft; b) the drive shaft; and c) freewheeling conjugate driven gear sets, each having a DEM meshing clutch, with a double DEM drive circular gear axially mounted to one of the freewheeling conjugate driven gear sets; d) the DEM dog clutch for engaging or disengaging the output shaft; e) an additional largest gear disposed on the output shaft and one-way bearing on which the freewheeling conjugate driven gear set is mounted; f) the one-way bearing; g) a double speed DEM driven gear meshed with the double speed DEM driving circular gear; h) one or more Geneva wheel mechanisms, each of which includes a Geneva pin wheel having one or more pins and a Geneva slot wheel having one or more irregularly shaped custom slots, wherein one of the Geneva pin wheel and the Geneva slot wheel is a drive wheel and the other is a driven wheel, and the drive wheel is axially connected to the dual speed time extension modular (DEM) driven gear; i) a shaft parallel to the output shaft, on which both the drive wheel and the dual speed extended modular (DEM) driven gear are disposed; j) a DEM continuously driven speed change gear axially connected to the driven wheel, the DEM continuously driven speed change gear driving the DEM continuously driven speed change gear; k) a driving final output gear axially connected to the DEM continuous driven speed change gear; l) a driven final output gear driven by the driving final output gear, the driven final output gear being freewheeled on the output shaft and configured to be able to engage or disengage with the output shaft via the DEM dog clutch; and A dual speed extended modular (DEM) transmission with a Geneva wheel, comprising:

4. 4. A dual speed extension modular (DEM) transmission with a Geneva wheel according to claim 3, wherein the Geneva pin wheel is actuated by a solenoid and has a pin that can extend into and retract from the Geneva slot wheel to drive the Geneva slot wheel.

5. 4. The dual-shift time-extended modular (DEM) transmission with Geneva wheel according to claim 3, wherein the sequence of successive shifts from an existing gear ratio to a target gear ratio is as follows: a) engaging the output shaft with one of the freewheeling conjugate driven gear sets; b) engaging the driven final output gear with the output shaft through the DEM dog clutch when the angular velocity of the drive final output gear is the same as and synchronized with the angular velocity of the currently engaged freewheeling conjugate driven gear; c) immediately thereafter, the currently engaged freewheeling conjugate driven gear is disengaged from the output shaft while the currently engaged driven final output gear remains in the same region; d) engaging the freewheeling conjugate driven gear having a target gear ratio with the output shaft after the driven final output gear has passed through a ramp region and is within and synchronized to the region of the target freewheeling conjugate driven gear angular velocity; and e) immediately thereafter, the driven final output gear is disengaged from the output shaft via the DEM dog clutch while in the same region.

6. 1. A DEM transmission with smooth transitions, comprising: a) a drive circular gear set mounted on a drive shaft; b) the drive shaft; and c) freewheeling conjugate driven gear sets, each having a delay extended modular (DEM) dog clutch; d) the dog clutch for engaging or disengaging with respect to the output shaft; e) the output shaft on which the freewheeling conjugate driven gear set is mounted and an additional largest gear disposed in a one-way bearing; f) the one-way bearing; g) one or more Geneva wheel mechanisms, each of which includes a Geneva pin wheel having one or more pins and a Geneva slot wheel having one or more irregularly shaped custom slots, one of the Geneva pin wheel and the Geneva slot wheel being a drive wheel and the other being a driven wheel, the drive wheel being axially connected to one of the freewheeling conjugate driven gear sets; h) a shaft parallel to the output shaft on which the driven wheel is mounted; i) a driving final output gear axially connected to said driven wheel; j) a driven final output gear attached to the output shaft, the driven final output gear being configured to be engageable with the output shaft via the DEM dog clutch; A smooth transition extended modular (DEM) transmission having:

7. 7. The DEM transmission with smooth transitions according to claim 6, wherein the Geneva pin wheel is actuated by a solenoid and has a pin that can extend into and retract from the Geneva slot wheel to drive the Geneva slot wheel.

8. 8. The DEM transmission with smooth transitions according to claim 7, wherein the sequence of successive shifts from an existing gear ratio to a target gear ratio is as follows: a) engaging the output shaft with one of the freewheeling conjugate driven gear sets; b) engaging the driven final output gear with the output shaft via the DEM dog clutch when the angular velocity of the driven final output gear is the same as and synchronized with the angular velocity of the currently engaged freewheeling conjugate driven gear; c) immediately thereafter, the currently engaged freewheeling conjugate driven gear is disengaged from the output shaft while the currently engaged driven final output gear remains in the same region; d) engaging the freewheeling conjugate driven gear having a target gear ratio with the output shaft after the driven final output gear has passed through a ramp region and is within and synchronized to the region of the target freewheeling conjugate driven gear angular velocity; and e) immediately thereafter, the driven final output gear is disengaged from the output shaft via the DEM dog clutch while in the same region. Extended Shift Modular (DEM) transmission with smooth transitions.

9. A pseudo-continuously variable transmission, a) a set of drive circular gears mounted on a drive shaft and juxtaposed with a set of drive non-circular gears; b) the drive shaft; and c) a set of partially or fully driven conjugated circular and non-circular gears, each formed by one or more segments mounted on a driven shaft; d) a driven shaft that functions to lock the partial or full driven conjugate circular and non-circular gears in a rotational direction and move them axially, and that is disposed parallel to the drive shaft at a distance equal to the sum of the radii of all pairs of the drive circular gears and corresponding partial or full driven conjugate circular gears, the radius including the instantaneous radii of the drive non-circular gears and the partial or full driven conjugate non-circular gears; e) A pseudo-continuously variable transmission in which the gears in each of the pairs of drive circular gears and partial or full driven conjugate circular gears, or each of the pairs of drive non-circular gears and partial or full driven conjugate non-circular gears, are arranged to be aligned in the same plane or offset from each other in segments where the teeth of the segments are not in contact with the teeth of any of the partial or full driven conjugate circular gears or non-circular gears, so that different input / output ratios can be achieved by selectively interchanging the pairs of drive circular gears and partial or full driven conjugate circular gears, or the pairs of drive non-circular gears and partial or full driven conjugate non-circular gears, in engaged or disengaged states.

10. 10. The pseudo-continuously variable transmission of claim 9, wherein said drive shaft and said driven shaft are non-circular.

11. 11. The pseudo-variable transmission of claim 10, wherein an angular position sensor is installed on each shaft to detect when the correct teeth of the driving non-circular gear are aligned with the partially or fully driven conjugate circular gear or the partially or fully driven conjugate non-circular gear.

12. 12. The pseudo-continuously variable transmission of claim 11, wherein each gear segment is mounted on a non-circular tubular telescopic shaft, and all of the tubular telescopic shafts are notched at the ends of the tubular telescopic shafts where they partially contact the gear segments, along portions of the tubular telescopic shafts that do not contact the gear segments, the tubular telescopic shafts being nested together and coaxial, and the respective drive and driven shafts being rotationally locked and axially movable independently of each other.

13. 10. The pseudo-continuously variable transmission according to claim 9, wherein each pair of partial or full transitional non-circular gears having adjacent gear ratio values ​​has four gear ratio regions, namely, a low speed region, an upshift region, a high speed region, and a downshift region, wherein the pair of partial or full transitional non-circular gears has a driving transitional non-circular gear and a driven conjugate transitional non-circular gear, the low speed region has the smaller of two gear ratios of the pair of two driving circular gears and partial or full driven conjugate circular gears, and the high speed region has the larger of two gear ratios of the pair of two driving circular gears and partial or full driven conjugate circular gears, and between the large and small gear ratios of the pair of two driving circular gears and partial or full driven conjugate circular gears, the gear ratio increases in the upshift region and decreases in the downshift region.

14. 14. The pseudo-variable transmission according to claim 13, wherein the pair of partial or full transition non-circular gears also has two gap regions where the driving transition non-circular gear does not mesh with the driven conjugate transition non-circular gear, one of the gap regions separating an upshift region from a high speed region and the other of the gap regions separating a downshift region from a low speed region.

15. 15. The pseudo-continuously variable transmission of claim 14, wherein the upshift region is formed by the following steps: a) engaging the pair of driving circular gears and the partially or fully driven conjugate circular gears having a low gear ratio; b) when the partial or full transitional non-circular gear pair reaches the low speed region and is in the correct periodic orientation for tooth engagement, the partial or full transitional non-circular gear pair engages with its working surfaces at segments whose teeth are not in contact with any teeth of the driven conjugate transitional non-circular gear; c) before the pair of partial or full transitional non-circular gears transitions to the upshift region, the pair of driving circular gears and the pair of partial or full driven conjugate circular gears having the low gear ratio are disengaged at segments whose teeth are not in contact with any teeth of the driven conjugate transitional non-circular gears; d) the partial or full transition non-circular gear pair reaches the high speed region after passing through the upshift region; e) engaging the pair of driving circular gears and the partially or fully driven conjugate circular gears having a high gear ratio at segments whose teeth are not in contact with any teeth of the driven conjugate transition non-circular gears; and f) When the pair of driving circular gears and the pair of driven conjugate circular gears having the high gear ratio are engaged, the pair of transitional non-circular gears is disengaged, partially or fully, thereby achieving a high speed ratio.

16. 15. The pseudo-continuously variable transmission of claim 14, wherein the downshift region is formed by the following steps: a) engaging the pair of driving circular gears and the partially or fully driven conjugate circular gears having a high gear ratio; b) when the partial or full transitional non-circular gear pair reaches a high speed region and is in the correct periodic orientation for tooth engagement, the partial or full transitional non-circular gear pair engages with each other at their working surfaces in segments whose teeth are not in contact with any teeth of the driven conjugate transitional non-circular gear; c) before the pair of partial or full transitional non-circular gears shifts to the downshift region, the pair of driving circular gears and the pair of partial or full driven conjugate circular gears having the high gear ratio are disengaged at segments whose teeth are not in contact with any teeth of the driven conjugate transitional non-circular gears; d) the partial or full transition non-circular gear pair reaches the low speed region after passing through the downshift region; e) engaging the pair of driving circular gears and the partially or fully driven conjugate circular gears having a low gear ratio at segments whose teeth are not in contact with any teeth of the driven conjugate transition non-circular gears; f) When the pair of driving circular gears and the pair of driven conjugate circular gears having the low gear ratio are engaged, the pair of transitional non-circular gears is disengaged partially or completely, thereby achieving a low speed ratio.

17. A pseudo-continuously variable transmission, a) a set of drive circular gears mounted on a drive shaft and juxtaposed with a set of drive non-circular gears; b) the drive shaft; and c) a set of freewheeling driven conjugate circular gears juxtaposed in constant mesh with a set of segmented driven conjugate non-circular gears having non-circular openings and mounted on a driven shaft; d) the driven shaft, disposed parallel to the drive shaft at a distance equal to the sum of the radii of the pair of drive circular gears and freewheeling driven conjugate circular gears, having a local non-circular cross section that matches the hole formed by all segments of the driven conjugate non-circular gears, rotationally locking the driven conjugate non-circular gears and selectively allowing axial movement to be coplanarly aligned with one of the set of drive non-circular gears; and A pseudo-continuously variable transmission arranged so that different ratios can be achieved at any time by selectively engaging any one or more of the freewheeling driven conjugate circular gears with the driven shaft via a meshing clutch at a segment where the teeth of the segment are not in contact with the teeth of either the drive non-circular gear or the driven conjugate non-circular gear, and moving the drive non-circular gear or the driven conjugate non-circular gear in and out of its working surface to operatively engage either of the pair of drive non-circular gears and the driven conjugate non-circular gears.

18. 18. The pseudo-continuously variable transmission of claim 17, wherein each gear segment is mounted on a non-circular tubular telescopic shaft, and all of the tubular telescopic shafts are notched at their ends where they partially contact the gear segments, along portions of the tubular telescopic shafts that do not contact the gear segments, the notches having a length at least equal to the thickness of the gear segments, and the tubular telescopic shafts are nested and coaxial, and the respective drive or driven shafts are rotationally locked and axially movable independently of each other.

19. 18. A pseudo-variable transmission as claimed in claim 17, wherein for each of two pairs of drive / driven circular gears having gear ratio adjacent values, there is a pair of drive non-circular gears and driven conjugate non-circular gears having four gear ratio regions, namely a low speed region, an upshift region, a high speed region, and a downshift region, wherein the low speed region has the smaller of the two gear ratios of the two drive / driven circular gear pairs, and the high speed region has the larger of the two gear ratios of the two drive / driven circular gear pairs, and between the large and small gear ratios of the two drive / driven circular gear pairs, the gear ratio increases in the upshift region and decreases in the downshift region.

20. 20. The pseudo-continuously variable transmission of claim 19, wherein downshifting is performed by the following steps: a) engaging the pair of driving circular gears and driven conjugate non-circular gears having a high gear ratio by engaging the driven shaft through a dog clutch; b) when the pair of drive non-circular gears and driven conjugate non-circular gears reach the high speed region and are in the correct periodic orientation for tooth engagement, the pair of drive non-circular gears and driven conjugate non-circular gears are engaged by moving them onto the working surface at segments whose teeth are not in contact with any teeth of the driven conjugate non-circular gears; c) immediately thereafter, before the pair of the driving non-circular gear and the driven conjugate non-circular gear shifts to the downshift region, the pair of the driving circular gear and the driven conjugate non-circular gear having the high gear ratio is disengaged from the driven shaft via the dog clutch, thereby disengaging; d) the pair of the driving non-circular gear and the driven conjugate non-circular gear reach the low speed region after passing through the downshift region; e) engaging the pair of drive circular gear and driven conjugate non-circular gear having a low gear ratio by engaging the driven shaft through the dog clutch; f) while the pair of driving circular gear and driven conjugate non-circular gear having the low gear ratio are engaged, the pair of driving non-circular gear and driven conjugate non-circular gear are disengaged by moving from the working surface at a segment whose teeth are not in contact with any teeth of the driven conjugate non-circular gear, thereby achieving a low speed ratio.

21. 20. The pseudo-continuously variable transmission of claim 19, wherein upshifting is performed by the following steps: a) engaging the pair of drive circular gears and driven conjugate non-circular gears having a low gear ratio by engaging the driven shaft through a dog clutch; b) when the pair of drive non-circular gears and the pair of driven conjugate non-circular gears reach the low speed region and are in the correct periodic orientation for tooth engagement, the pair of drive non-circular gears and the pair of driven conjugate non-circular gears engage each other by moving them onto the working surface at segments whose teeth are not in contact with any teeth of the driven conjugate non-circular gears; c) immediately thereafter, before the pair of the driving non-circular gear and the driven conjugate non-circular gear moves to the upshift region, the pair of the driving circular gear and the driven conjugate non-circular gear having the low gear ratio is disengaged from the driven shaft via the dog clutch, thereby becoming disengaged; d) the pair of drive non-circular gears and driven conjugate non-circular gears reach the high speed region after passing through the upshift region; e) engaging the pair of driving circular gears and driven conjugate non-circular gears having a high gear ratio by engaging the driven shaft through the dog clutch; f) while the pair of driving circular gear and driven conjugate non-circular gear having the high gear ratio are engaged, the pair of driving non-circular gear and driven conjugate non-circular gear are disengaged by moving from the working surface at a segment whose teeth are not in contact with any teeth of the driven conjugate non-circular gear, thereby achieving a high speed ratio.

22. A pseudo-continuously variable transmission, a) a set of circular gears mounted on a first shaft and juxtaposed with a set of non-circular gears; b) the first axis; c) a set of constantly meshed freewheeling conjugate circular gears disposed on a second shaft, and a set of pairs of conjugate partially non-circular gears corresponding to each non-circular gear; d) said second shaft disposed parallel to said first shaft at a distance equal to the sum of the radii of said circular gear and any one of the pair of corresponding freewheeling conjugate circular gears, said second shaft having a dog clutch for individually and selectively engaging and disengaging said conjugate partially non-circular gears; at least one of the first and second shafts has one or more non-circular gears having a local non-circular shape that matches the openings of the non-circular gears mounted thereon, the non-circular gears being rotationally locked but capable of axial movement to engage or disengage the paired set of conjugated partially non-circular gears mounted on the second shaft, and capable of axial movement independent of one another; Any one or more of said freewheeling conjugate circular gears are selectively engageable with said second shaft and are arranged to simultaneously operatively engage or disengage by moving in and out of working surfaces at segments whose teeth are not in contact with teeth of any of said conjugate partially non-circular gears.

23. 23. The pseudo-continuously variable transmission of claim 22, wherein for each of the two pairs of the circular gears and the freewheeling conjugate circular gears having gear ratio adjacent values, there is a first non-circular gear having four gear ratio regions, namely, a low speed region, an upshift region, a high speed region, and a downshift region, wherein the low speed region has the smaller of two gear ratios of the two pairs of the circular gears and the freewheeling conjugate circular gears, and the high speed region has the larger of two gear ratios of the two pairs of the circular gears and the freewheeling conjugate circular gears, and wherein the large and small gears of the two pairs of the circular gears and the freewheeling conjugate circular gears wherein the gear ratio increases in the upshift region and decreases in the downshift region between ratios; and wherein there are two conjugated partial non-circular gears, one having a disengaged gap region in place of the upshift region and the other having a disengaged gap region in place of the downshift region, both coaxially disposed on the first or second shaft; and wherein the first non-circular gear is disposed on either the first or second shaft such that one or more of the three non-circular gears are independently movable in and out of a common operating plane within the gap region.

24. 24. The pseudo-variable transmission of claim 23, wherein downshifting comprises the steps of: a) engaging the pair of circular gears having a high gear ratio and the freewheeling conjugate circular gears by engaging them with the second shaft via the dog clutch; b) when the non-circular gear with the upshift region and the pair of conjugated partially non-circular gears reach the gap region and are in the correct periodic orientation for tooth engagement, they are moved to a downshift operating surface, thereby engaging each other; c) the non-circular gear and the pair of conjugate partially non-circular gears reaching the downshift region; d) disengaging the pair of the circular gear having the high gear ratio and the freewheeling conjugate circular gear from the second shaft via the dog clutch; e) engaging the circular gear and the freewheeling conjugate circular gear pair having a low gear ratio by engaging the second shaft via the dog clutch when the non-circular gear and the conjugated partially non-circular gear pair reach the end of the downshift region and the beginning of the gap region; f) when the non-circular gear and the pair of conjugated partially non-circular gears reach the gap region again, the non-circular gear and the pair of conjugated partially non-circular gears are disengaged by being moved out of the downshift operating surface, thereby achieving a low speed ratio.

25. 25. The pseudo-continuously variable transmission of claim 24, wherein upshifting comprises the steps of: a) engaging the pair of circular gears having a low gear ratio and the freewheeling conjugate circular gears by engaging them with the second shaft via the dog clutch; b) when the non-circular gear having the downshift region and the pair of conjugated partially non-circular gears reach the gap region and are in the correct periodic orientation for tooth engagement, they are moved to an upshift operating surface, thereby engaging each other; c) the non-circular gear and the pair of conjugate partially non-circular gears reaching the upshift region; d) disengaging the pair of the circular gear having the low gear ratio and the freewheeling conjugate circular gear from the second shaft via the dog clutch; e) engaging the circular gear and the freewheeling conjugate circular gear pair having a high gear ratio by engaging the second shaft via the dog clutch when the non-circular gear and the conjugate partially non-circular gear pair reach the end of the upshift region and the beginning of a gap region; f) when the non-circular gear and the pair of conjugated partially non-circular gears reach the gap region, the non-circular gear and the pair of conjugated partially non-circular gears are disengaged by being moved out of the upshift operating surface, thereby achieving a high speed ratio.

26. A pseudo-continuously variable transmission, a) a set of circular gears mounted on a first shaft and juxtaposed with a set of non-circular gears; b) the first axis; c) a set of freewheeling conjugate circular gears disposed on a second shaft and constantly meshed, and a set of conjugate non-circular gears having gap regions; d) said second shaft disposed parallel to said first shaft at a distance equal to the sum of the radii of said circular gear and any one of the pair of corresponding freewheeling conjugate circular gears, said second shaft having a dog clutch for individually and selectively engaging and disengaging said conjugate non-circular gears; e) at least one of the first and second shafts has a local non-circular shape that matches the opening of a mounted non-circular gear, and has one or more non-circular gears that are rotationally locked but capable of axial movement to engage or disengage with the conjugate non-circular gear attached to the second shaft, and that function to move axially independently of one another; f) A pseudo-continuously variable transmission in which any one or more of said freewheeling conjugate circular gears are selectively engageable with said second shaft and are arranged to be simultaneously operatively engaged or disengaged by movement into and out of an operating surface.

27. 27. The pseudo-continuously variable transmission of claim 26, wherein for each two pairs of said circular gears and said freewheeling conjugate circular gears having gear ratio adjacent values, there are six gear ratio regions: a low speed region, an upshift region, a gap region, a high speed region, a downshift region, and a non-circular gear having a gap region, wherein the low speed region has the smaller of the two gear ratios of the two pairs of said circular gears and said freewheeling conjugate circular gears, and the high speed region has the larger of the two gear ratios of the two pairs of said circular gears and said freewheeling conjugate circular gears, and the large and small gear ratios of the two pairs of said circular gears and said freewheeling conjugate circular gears are separated by one gap region before the gear ratio increases in the upshift region and another gap region before the gear ratio decreases in the downshift region, and wherein the non-circular gears are disposed on either the first or second shaft so that one of the non-circular gears is independently movable in and out of a common operating plane within the gap region.

28. 28. The pseudo-continuously variable transmission of claim 27, wherein downshifting comprises the steps of: a) engaging the pair of circular gears having a high gear ratio and the freewheeling conjugate circular gears by engaging them with the second shaft via the dog clutch; b) when the non-circular gear with the upshift region and the pair of conjugate non-circular gears reach the gap region and are in the correct periodic orientation for tooth engagement, they are moved to a downshift operating surface, thereby engaging each other; c) the non-circular gear and the pair of conjugate non-circular gears reaching the downshift region; d) disengaging the pair of the circular gear having the high gear ratio and the freewheeling conjugate circular gear from the second shaft via the dog clutch; e) when the pair of non-circular gears and the pair of conjugated non-circular gears reaches the end of the downshift region and the start of the gap region, the pair of circular gears and the pair of freewheeling conjugated circular gears having a low gear ratio engage with the second shaft via the dog clutch; f) When the non-circular gear and the pair of conjugate non-circular gears reach the gap region again, they are disengaged by being moved out of the downshift operating surface, thereby achieving a low speed ratio.

29. 28. The pseudo-variable transmission of claim 27, wherein upshifting comprises the steps of: a) engaging the pair of circular gears having a low gear ratio and the freewheeling conjugate circular gears by engaging them with the second shaft via the dog clutch; b) when the non-circular gear having the downshift region and the pair of conjugated non-circular gears reach the gap region and are in the correct periodic orientation for tooth engagement, they are moved to an upshift operating surface, thereby engaging each other; c) the non-circular gear and the pair of conjugate non-circular gears reaching the upshift region; d) disengaging the pair of the circular gear having the low gear ratio and the freewheeling conjugate circular gear from the second shaft via the dog clutch; e) when the pair of non-circular gears and the pair of conjugated non-circular gears reach the end of the upshift region and the beginning of the gap region, the pair of circular gears and the pair of freewheeling conjugated circular gears having a high gear ratio engage with the second shaft via the dog clutch; f) When the non-circular gear and the pair of conjugate non-circular gears reach the gap region again, they are moved out of the upshift operating surface and are thereby separated, thereby achieving a high speed ratio.

30. A pseudo-continuously variable transmission, a) a set of variable speed drive circular gears of various sizes mounted on a drive shaft; b) the drive shaft; and c) a set of freewheeling variable speed driven conjugate circular gears corresponding to the set of variable speed driving circular gears, the set of freewheeling variable speed driven conjugate circular gears being disposed on a driven shaft and having a largest driven circular gear with a one-way bearing; d) a driven shaft arranged parallel to the drive shaft at a distance equal to the sum of the radii of any one of the pair of the variable speed driving circular gear and the corresponding freewheeling variable speed driven conjugate circular gear, the driven shaft having the function of engaging or disengaging with any particular freewheeling variable speed driven conjugate circular gear via a dog clutch; e) the dog clutch; f) for each pair of variable speed driving circular gears and freewheeling variable speed driven conjugate circular gears having gear ratio adjacent values, there is a variable speed time extension module, said variable speed time extension module comprising: i. a freewheeling speed change time extension modular driving non-circular gear having four gear ratio regions, namely, a low speed region, an upshift region, a high speed region, and a downshift region, wherein the low speed region has the smaller of two gear ratios of the two pairs of the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear, and the high speed region has the larger of two gear ratios of the two pairs of the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear, wherein the gear ratio increases in the upshift region and decreases in the downshift region between the large and small gear ratios of the two pairs of the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear, and the freewheeling speed change time extension modular driving non-circular gear is axially connected to the largest driven circular gear; ii. a speed change time extension modular type driven non-circular gear, the speed change time extension modular type driven non-circular gear being meshed with the freewheeling speed change time extension modular type driving non-circular gear and being freewheeled on the drive shaft; iii. One or more freewheeling time-extended modular driving circular gears axially connected to the time-extended modular driven non-circular gears, the freewheeling time-extended modular driving circular gears meshing with corresponding elements; iv. a variable speed time extension modular driven circular gear mounted on the driven shaft, the variable speed time extension modular driven circular gear being rotationally locked and having the ability to move axially so as to be flush with and offset from the freewheeling variable speed time extension modular driving circular gear; v. A pseudo-continuously variable transmission in which, by such an arrangement, the angular velocity of the freewheeling speed-changing time extension modular driving circular gear is constantly changed between increasing and decreasing angular velocities of the two speed-changing driving circular gears.

31. 31. The pseudo-variable transmission according to claim 30, wherein the freewheeling speed change time extension module type driving circular gear and the speed change time extension module type driven circular gear have the same pitch curves as the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear having a high gear ratio, and as the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear having a low gear ratio, respectively.

32. 31. The pseudo-continuously variable transmission of claim 30, wherein the sequence of continuously shifting from an existing gear ratio to a target gear ratio comprises the following steps: a) engaging said driven shaft with one of said freewheeling variable speed driven conjugate circular gears; b) engaging the speed-change time extension module driven circular gear with the speed-change time extension module driven circular gear when the angular velocity of the speed-change time extension module driven circular gear is the same as and synchronized with the angular velocity of the currently engaged freewheeling speed-change driven conjugate circular gear; c) immediately thereafter, the currently engaged freewheeling transmission driven conjugate circular gear is disengaged from the driven shaft while the currently engaged transmission time extended modular driven circular gear is in the same region; d) after the speed-change time extension module driven circular gear passes through a ramp region and reaches, is sufficiently within, and is synchronized with the region of the target angular velocity of the freewheeling speed-change driven conjugate circular gear, the freewheeling speed-change driven conjugate circular gear having the target ratio engages with the driven shaft; and e) Immediately thereafter, the shift time extension modular driven circular gear is disconnected from the driven shaft while in the same region, thereby achieving a pseudo-variable transmission.

33. A pseudo-continuously variable transmission, a) a set of variable speed drive circular gears of various sizes mounted on a drive shaft; b) the drive shaft; and c) a set of freewheeling variable speed driven conjugate circular gears, each set having a dog clutch for engaging or disengaging with said driven shaft, the set having a largest driven circular gear with a one-way bearing; and d) the driven shaft, which is disposed parallel to the drive shaft at a distance equal to the sum of the radii of any one of the pair of the variable speed driving circular gear and the corresponding freewheeling variable speed driven conjugate circular gear, said radius including the instantaneous radius of the non-circular gear and the corresponding conjugate non-circular gear; e) for each pair of variable speed driving circular gears and freewheeling variable speed driven conjugate circular gears having gear ratio adjacent values, there is a variable speed time extension module, said variable speed time extension module comprising: i. a freewheeling speed change time extension modular driving non-circular gear having four gear ratio regions, namely, a low speed region, an upshift region, a high speed region, and a downshift region, wherein the low speed region has the smaller of two gear ratios of the two pairs of the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear, and the high speed region has the larger of two gear ratios of the two pairs of the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear, wherein the gear ratio increases in the upshift region and decreases in the downshift region between the large and small gear ratios of the two pairs of the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear, and the freewheeling speed change time extension modular driving non-circular gear is axially connected to the largest driven circular gear; ii. a speed change time extension modular type driven non-circular gear, the speed change time extension modular type driven non-circular gear being meshed with the freewheeling speed change time extension modular type driving non-circular gear and being freewheeled on the drive shaft; iii. one or more freewheeling variable speed time extension modular driven circular gears axially connected to the variable speed time extension modular driven non-circular gears; iv. a segmented variable speed time extension modular driven circular gear mounted on said driven shaft, said variable speed time extension modular driven circular gear being rotationally locked and capable of axial movement to flush engage with and offset disengage from said freewheeling variable speed time extension modular driving circular gear; v. A pseudo-continuously variable transmission in which, by such an arrangement, the angular velocity of the freewheeling speed-changing time extension modular driving circular gear constantly changes between increasing and decreasing angular velocities of the two speed-changing driving circular gears.

34. 34. The pseudo-variable transmission according to claim 33, wherein the freewheeling speed change time extension modular driving circular gear and the speed change time extension modular driven circular gear have the same pitch curves as the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear having a high gear ratio, and as the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear having a low gear ratio, respectively.

35. 34. The pseudo-continuously variable transmission of claim 33, wherein the sequence of continuously shifting from an existing gear ratio to a target gear ratio comprises the following steps: a) engaging said driven shaft with one of said freewheeling variable speed driven conjugate circular gears; b) engaging the speed-change time extension modular driven circular gear with the speed-change time extension modular driven circular gear when the angular velocity of the speed-change time extension modular driven circular gear is the same as and synchronized with the angular velocity of the currently engaged freewheeling speed-change driven conjugate circular gear; c) immediately thereafter, the currently engaged freewheeling transmission driven conjugate circular gear is disengaged from the driven shaft while the currently engaged transmission time extended modular driven circular gear is in the same region; d) after the speed-change time extension module driven circular gear passes through a ramp region and reaches, is sufficiently within, and is synchronized with the region of the target angular velocity of the freewheeling speed-change driven conjugate circular gear, the freewheeling speed-change driven conjugate circular gear having the target ratio engages with the driven shaft; and e) Immediately thereafter, the shift time extension modular driven circular gear is disconnected from the driven shaft while in the same region, thereby achieving a pseudo-variable transmission.

36. A pseudo-continuously variable transmission, a) a set of variable speed drive circular gears of various sizes mounted on a drive shaft; b) the drive shaft; and c) a set of freewheeling variable speed driven conjugate circular gears corresponding to the set of variable speed driving circular gears, the set of freewheeling variable speed driven conjugate circular gears being disposed on a driven shaft and having a largest driven circular gear with a one-way bearing; d) the driven shaft, which is arranged parallel to the drive shaft at a distance equal to the sum of the radii of any one of the pair of the variable speed driving circular gear and the corresponding freewheeling variable speed driven conjugate circular gear, said radius including the instantaneous radii of the non-circular gear and the corresponding conjugate non-circular gear, and which has the function of engaging or disengaging with any particular freewheeling variable speed driven conjugate circular gear via a meshing clutch; e) the dog clutch; f) for each pair of variable speed driving circular gears and freewheeling variable speed driven conjugate circular gears having gear ratio adjacent values, there is a variable speed time extension module, said variable speed time extension module comprising: i. a freewheeling speed change time extension modular driving non-circular gear having four gear ratio regions, namely, a low speed region, an upshift region, a high speed region, and a downshift region, wherein the low speed region has the smaller of two gear ratios of the two pairs of the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear, and the high speed region has the larger of two gear ratios of the two pairs of the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear, wherein the gear ratio increases in the upshift region and decreases in the downshift region between the large and small gear ratios of the two pairs of the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear, and the freewheeling speed change time extension modular driving non-circular gear is axially connected to the largest driven circular gear; ii. a speed change time extension modular type driven non-circular gear, the speed change time extension modular type driven non-circular gear being meshed with the freewheeling speed change time extension modular type driving non-circular gear and being freewheeled on the drive shaft; iii. One or more freewheeling time-extended modular driving circular gears axially connected to the time-extended modular driven non-circular gears, the freewheeling time-extended modular driving circular gears meshing with corresponding elements; iv. A freewheeling speed change time extension module type driven circular gear mounted on the driven shaft, the freewheeling speed change time extension module type driven circular gear having a function of engaging with the driven shaft; v. A pseudo-continuously variable transmission in which, by such an arrangement, the angular velocity of the freewheeling speed-changing time extension modular driving circular gear constantly changes between increasing and decreasing angular velocities of the two speed-changing driving circular gears.

37. 37. The pseudo-variable transmission according to claim 36, wherein the freewheeling speed change time extension modular driving circular gear and the freewheeling speed change time extension modular driven circular gear have the same pitch curves as the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear having a high gear ratio, and as the speed change driving circular gear and the freewheeling speed change driven conjugate circular gear having a low gear ratio, respectively.

38. 37. The pseudo-continuously variable transmission of claim 36, wherein the sequence of continuously shifting from an existing gear ratio to a target gear ratio comprises the following steps: a) engaging said driven shaft with one of said freewheeling variable speed driven conjugate circular gears; b) engaging the freewheeling speed-change time-extended modular driven circular gear with the driven shaft via a dog clutch when the angular velocity of the freewheeling speed-change time-extended modular driving circular gear is the same as and synchronized with the angular velocity of the currently engaged speed-change driving circular gear; c) immediately thereafter, the currently engaged freewheeling transmission driven conjugate circular gear is disengaged from said driven shaft while the currently engaged freewheeling transmission time extended modular driven circular gear is in the same region; d) after the freewheeling speed-change time-extended modular driven circular gear passes through a ramp region and reaches, is sufficiently within, and is synchronized with the region of the target angular velocity of the freewheeling speed-change driven conjugate circular gear, the freewheeling speed-change driven conjugate circular gear having the target ratio engages with the driven shaft via a dog clutch; e) immediately thereafter, the freewheeling speed-change time extension modular driven circular gear is disconnected from the driven shaft while in the same region, thereby achieving a pseudo-variable transmission.

39. A pseudo-continuously variable speed transmission, a) a set of drive circular gears; b) one or more Geneva wheel mechanisms, each having a Geneva pin wheel with one or more solenoid-activated retractable pins and a Geneva slot wheel with one or more irregularly shaped custom slots, one of the Geneva pin wheel and the Geneva slot wheel being a drive wheel and the other being a driven wheel, and the set of drive circular gears being mounted on a drive shaft in a freewheel arrangement with the drive wheel; c) the drive shaft; d) a freewheeling conjugate driven circular gear meshed with each drive circular gear of said set of drive circular gears; e) said freewheeling conjugate driven circular gear; f) said freewheeling conjugate driven circular gear mounted on a driven shaft in a freewheel arrangement with said driven wheel; g) the driven shaft; and the location of the retractable Geneva pin and the profile of the Geneva slot wheel are such that the drive wheel has a functional area that allows the driven wheel to rotate in the same ratio as the drive / driven gear ratio and to change to another drive / driven gear ratio; Pseudo-continuously variable transmission.

40. 40. The pseudo-continuously variable transmission of claim 39, wherein the sequence of continuously shifting from an existing gear ratio to a target gear ratio comprises the following steps: a) an existing freewheeling conjugate driven circular gear engaging said driven shaft; b) the change of the drive wheel and the driven wheel from the existing gear ratio to the target gear ratio is synchronized with the existing gear ratio of the freewheeling conjugate driven circular gear, and the pins of the Geneva pin wheel are extended to engage with the slots of the Geneva slot wheel configured to change the driven wheel to the target gear ratio; c) immediately thereafter, changing the gear ratio of the Geneva pin wheel and the Geneva slot wheel to the target gear ratio by disengaging the currently engaged freewheeling conjugate driven circular gear from the driven shaft; d) after the Geneva pin wheel and the Geneva slot wheel pass through a ramp region and reach, are sufficiently within, and are synchronized to the region of the target angular velocity of the freewheeling conjugate driven circular gear, the drive circular gear and the freewheeling conjugate driven circular gear having the target gear ratio engage with the drive shaft and the driven shaft via a meshing clutch, a clutch, or any other means; and e) Immediately thereafter, the pin of the Geneva pin wheel is retracted to separate the Geneva pin wheel, thereby separating the Geneva pin wheel and the Geneva slot wheel.

41. 40. The pseudo-continuously variable transmission of claim 39, wherein all of said drive circular gears and said drive wheels have the ability to engage or disengage from said drive shaft via dog clutches or synchronizing clutches, and all of said freewheeling conjugate driven circular gears and said driven wheels are mounted on said driven shaft.

42. 40. The pseudo-continuously variable transmission of claim 39, wherein the solenoid operated retractable pin is activated through a solenoid valve controlled by a controller that determines the timing of extension or retraction of the pin using a position sensor located on a gear sensor.

43. 40. A pseudo-continuously variable speed transmission as claimed in claim 39, wherein in addition to the functional area there is a non-functional area, in which the Geneva pin wheel has one or more additional pins on the Geneva pin wheel and one or more additional slots on the Geneva slot wheel to rapidly rotate the Geneva slot wheel and complete a full rotation so that the rotation ratio of the Geneva pin wheel to the Geneva slot wheel is an integer or an inverse of an integer.

44. 40. The pseudo-continuously variable transmission of claim 39, wherein said Geneva slot wheel is operable to rotate about its axis.

45. 45. The pseudo-continuously variable transmission of claim 44, wherein the Geneva slotted wheel has the ability to engage or disengage from the shaft via a clutch or dog clutch.

46. 40. The pseudo-continuously variable transmission of claim 39, wherein the Geneva pin wheel further has a spiral groove slot and / or a spiral groove collar that is sandwiched between the Geneva pin wheel and the drive shaft such that axial movement of the spiral groove collar relative to the Geneva pin wheel results in angular displacement of the Geneva pin wheel relative to the drive shaft, enabling precise engagement between the pin and the Geneva slot wheel.

47. 40. The pseudo-continuously variable transmission of claim 39, further comprising a stepper motor attached to the respective axis of the drive wheel and / or the driven wheel such that the orientation of the drive wheel and / or the driven wheel relative to the respective axis can be changed to enable precise engagement between the pin and the Geneva slot wheel.

48. A transmission with rotation control, 1. A controlled rotation device having one or more pairs of Geneva wheels, said pairs of Geneva wheels comprising: a) one or more pinwheels; b) one or more slot wheels; and Each pinwheel has one or more pins, and each slotwheel has one or more irregularly shaped custom paths. The rotating device is provided. one of each pair of Geneva wheels is a driving Geneva wheel and the other is a driven Geneva wheel; the driving Geneva wheel is disposed on a driving shaft, and the driven Geneva wheel is disposed on a driven shaft; each pin enters a corresponding slot in the one or more irregularly shaped custom paths and disengages from the corresponding slot without being retracted to achieve a specific angular velocity ratio profile between the driven Geneva wheel and the drive Geneva wheel; The specific angular velocity ratio profile is a) one or more constant angular velocity ratio regions; b) a ramp region that increases or decreases between two constant non-zero angular velocities; c) the region where the angular velocity ratio is zero, and d) Region where angular velocity ratio changes and all of the regions of said angular velocity ratio profile are achieved during torque transmission from said drive shaft power source to a given wheel in either the same direction or opposite direction relative to the direction of rotation of the drive shaft; Transmission.

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