202 results about "Continuously variable transmission" patented technology

A human-electric hybrid powertrain with a continuously variable transmission achieved with the use of a bevel planetary gearset. Two electric motors are utilized to produce a hybrid powertrain with either a driveshaft, chain, or belt driveline. The electric motors combine to produce an infinitely variable range of gear ratios and power assistance to the operator.

An all-terrain vehicle (ATV) has a frame having front and rear ends, an internal combustion engine connected to the frame, the engine including a front portion and a rear portion, a single cylinder defining a cylinder axis, an air intake port defined in the front portion facing towards the front end of the frame, and an exhaust port defined in the rear portion facing towards the rear end of the frame. The ATV further has an exhaust assembly fluidly connected to the exhaust port. The exhaust assembly extends from the engine towards the rear end of the frame. The ATV further has a continuously variable transmission operatively connected to the engine, which includes a primary pulley being operatively connected to the engine, a secondary pulley, a drive belt looped around the primary and secondary pulleys, and a housing enclosing the primary pulley, the secondary pulley, and the drive belt.

A vehicle may include a continuously variable transmission which requires non-recycled air. The continuously variable transmission may provide non-recycled air to a first number of sheaves of the continuously variable transmission with a second number of air supply conduits, the second number being less than the first number. A cover of the continuously variable transmission may have a unitary body.

The application provides a hydraulic system of a hydraulic mechanical continuously variable transmission suitable for a large-horsepower tractor, and belongs to the technical field of tractor hydraulic systems. The hydraulic system comprises an oil pan, a lubricating hydraulic system, a working hydraulic system and a compensation system. The oil pan is connected with an oil inlet of a coarse filter. A lubricating pump of the lubricating hydraulic system, a system pump of the working hydraulic system and a compensation pump of the compensation system are connected in parallel and share an oil suction port. The oil suction port is connected with an oil outlet of the coarse filter. A PTO control hydraulic system, a direction gear control hydraulic system, a speed gear control hydraulic system and a double-station unit control hydraulic system are sequentially arranged on a working hydraulic pipeline. The hydraulic system is responsible for controlling the combination and disconnection of five groups of wet clutches to form gear intervals, controlling the combination and disconnection of a PTO clutch, controlling the change of a static liquid unit swing angle, controlling the flow distribution of a three-union oil pump, controlling the oil compensation of the static liquid unit and the forced lubrication of the entire transmission.

This application discloses a speed control mechanism for the header of a corn harvester, comprising a power input unit, a continuously variable transmission unit, and a header drive unit connected in sequence. Two symmetrically arranged continuously variable transmission units each include a transmission box, a planetary gear assembly inside the box, and a hydraulic motor outside the box. The planetary gear assembly consists of a sun gear input shaft, a continuously variable output shaft, a sun gear, planet gears, a planet carrier, and an external gear ring. The hydraulic motor drives the external gear ring through a gear pair. By changing its speed and direction, the speed ratio of the planetary gears is continuously adjusted, thereby achieving stepless and smooth control of the output shaft speed. Power is transmitted to the ear-picking boxes and auger on both sides of the header via the header drive unit. This mechanism integrates planetary transmission and hydraulic motor speed control into a compact structure, provides smooth transmission, allows for stepless online adjustment of the header speed to adapt to working conditions, improves work quality and efficiency, and has overload protection.

The invention relates to the technical field of stepless speed change, in particular to an inclined journal stepless speed change method and a gearbox, the gearbox comprises a speed change mechanism, a linkage assembly, a transmission gear assembly, a speed regulation journal and an output gear assembly which are installed on a box body, and the method comprises the following steps that S1, the speed change mechanism drives a linkage rack to move so that the linkage rack can drive a linkage piece to move; s2, after the linkage piece moves, the driving point position of the linkage piece driven by the speed regulation shaft neck is changed, and then the movement stroke of the linkage piece is changed; s3, the stroke of the linkage piece is changed, so that the output speed of the transmission gear assembly driven by the linkage rack is changed; s4, changing the output rate of the transmission gear assembly to realize speed change of the output gear assembly; according to the inclined journal stepless speed change method and the gearbox, the motion stroke change of the speed regulation journal is directly converted into the motion stroke change of the linkage rack, intermediate links in the speed change process are reduced, motion is directly converted through the linkage assembly, power loss is reduced, and the stability of the working state and the speed change process is improved.

This utility model belongs to the field of transmission technology and relates to a differential coupling speed regulation device for a cone-disc continuously variable transmission (CVT). It includes a first-shaft cone-disc unit, a second-shaft cone-disc unit, an annular transmission component, and a speed regulation system. The speed regulation system consists of a first speed regulation power source, a second speed regulation power source, a rotary thrust unit, and a differential coupling unit. The first speed regulation power source serves as the main driving force source, and the rotary thrust unit converts relative rotational motion into axial movement to drive the moving cone disc and achieve speed regulation. This utility model couples the outputs of the two power sources through the differential coupling unit, reducing the power requirement of the second speed regulation power source and avoiding the drawbacks of needing to adapt the second speed regulation power source to high power. Furthermore, speed regulation is achieved through speed coupling and dynamic coordination of the speed regulation system, avoiding various problems associated with using high-speed thrust bearings.

A transmission device (21) is provided with an input shaft (22), an output shaft (23), a planetary continuously variable transmission mechanism (24), a direct coupling mechanism (27), an idler element (28), a multi-speed transmission mechanism (26), and a controller (25). A controller (25) controls the rotational speed of a first transmission member (33) of the planetary continuously variable transmission mechanism (24) and the engagement and disengagement of a first clutch (27C) of the direct coupling mechanism (27). The controller (25) can switch the transmission device (21) to three transmission states, namely a first transmission state (stepless speed change), a second transmission state (internal lock) and a third transmission state (external lock).

The utility model relates to the technical field of transmissions, and discloses a continuously variable transmission which comprises a first transmission unit and a second transmission unit which are coaxially arranged, the first transmission unit comprises a first transmission arm, the second transmission unit comprises a second transmission arm, and the first transmission arm and the second transmission arm are arranged in a mutually nested mode. The rolling body can abut against the first transmission arm and the second transmission arm. And the variable-diameter control unit is configured to be capable of driving the rolling body to move to different radial positions, so that the first transmission arm and the second transmission arm are in transmission joint through the rolling body at the different radial positions. The rolling body is driven to move to different radial positions, so that the first transmission arm and the second transmission arm are in transmission combination at different radial positions, the output speed of the continuously variable transmission is changed, and continuously variable transmission is achieved. And meanwhile, the first transmission arm and the second transmission arm are jointed through the rolling body, so that the service life of the continuously variable transmission is prolonged.

This invention discloses a self-circulating wind turbine system, belonging to the field of wind power generation technology. It includes: an air inlet duct module connecting a natural wind source to an air inlet gearbox, with a dust filter at the air inlet; and an air inlet gearbox module employing a continuously variable transmission (CVT) with a planetary gear set structure. The meshing state of the sun gear and planetary carrier is dynamically adjusted via an electromagnetic clutch. This invention generates a self-circulating airflow through a built-in wind turbine, combined with a dual-path variable-speed power generation design, eliminating the dependence of traditional wind power generation on the stability of natural wind. In remote scenarios without an external power grid or in emergency power supply needs, the flowing air within the air inlet and outlet ducts can be used to convert power into electricity via the air inlet and outlet gearboxes, respectively, achieving a dual function of "self-sustaining + external power supply," greatly improving the stability and autonomy of power supply.

A power transmission device (10) for a work vehicle (100) includes a transmission (11) including an input shaft (20) rotationally driven by a prime mover (103), a continuously variable transmission (30), a planetary gear mechanism (40), and a plurality of transmission gears (50). The first planetary gear mechanism (41) includes a first ring gear (41R), a first sun gear (41S), and a first planetary gear (41P). The second planetary gear mechanism (42) includes a second ring gear (42R), a second sun gear (42S), and a second planetary gear (42P). The first planetary gear (41P) further includes a third planetary gear (43P) that meshes with the second planetary gear (42P). An outer diameter dimension (RS1) of the first sun gear (41S) is larger than an outer diameter dimension (RS2) of the second sun gear (42S), and an inner diameter dimension (RR2) of the second ring gear (42R) is larger than an inner diameter dimension (RR1) of the first ring gear (41R).

This invention discloses a spinless multi-roller cone continuously variable transmission (CVT) unit, aiming to provide a CVT unit that avoids spin efficiency loss within its gear ratio range, is easy to manufacture, has a long lifespan, and provides high torque. Its key technical features are: the transmission unit consists of a spindle, input sleeve, output sleeve, input roller, output roller, force-transmitting cone, cone mounting shaft, and speed-regulating sleeve. Power is input through the input sleeve, passing sequentially through the input roller, force-transmitting cone, and output roller, and finally output through the output sleeve. A speed-regulating sleeve is arranged on the spindle, hinged to one end of the cone mounting shaft. During speed adjustment, the orientation of the force-transmitting roller is changed by moving the speed-regulating sleeve, and other traction elements follow and maintain contact. The working surface of the force-transmitting cone is a standard conical surface, while the input and output rollers are convex curved surfaces. This invention can be used to replace the transmission unit in a traction-type CVT, enabling the transmission to achieve spinless, efficient transmission with excellent overall performance.

To provide a technology capable of decreasing a moment of inertia of a movable sheave in a pulley device.SOLUTION: A pulley device disposed on an output shaft of a power source includes a fixed sheave fixed to the output shaft, and a movable sheave movable in an axial direction of the output shaft with respect to the fixed sheave. A wall part having a lateral surface that becomes an outermost end in a radial direction in the movable sheave is disposed so as to extend in the axial direction on an outer peripheral part of the movable sheave. The wall part partially includes a recess dented inward in the radial direction at an end part on a side of the fixed sheave in the lateral surface.SELECTED DRAWING: Figure 4

The present invention relates to a belt mechanism provided in a bicycle continuously variable transmission including a drive pulley and a driven pulley each configured from a pair of sheaves that can be moved toward and away from one another in the direction of an axis of rotation, and a V-belt wound between the drive pulley and the driven pulley, wherein an LT coefficient of the V-belt with respect to the drive pulley lies in a range of 8 to 12 in a usage condition in which torque is maximized with the continuously variable transmission shifted to a lowest speed side, and the V-belt has a belt transverse stiffness in a range of 1500 to 2500 N / mm in a ride-out change measurement test.

This application relates to the field of vehicle technology, and in particular to a continuously variable transmission (CVT) integrated drive system and a vehicle. The CVT integrated drive system includes a first motor, a second motor, a planetary assembly, a superstructure pump assembly, and an output shaft. The planetary assembly includes a sun gear, a ring gear, and a planet carrier, with the planet carrier located between the sun gear and the ring gear. The planet carrier is connected to the output shaft. The first motor is driveably connected to the superstructure pump assembly and is also driveably connected to the output shaft, or the first motor is connected to or disconnected from the output shaft via a power switching assembly. The second motor is driveably connected to the output shaft. The first motor outputs power to maintain the rotational speed of the superstructure pump assembly within a first range and the rotational speed of the sun gear within a second range. The second motor outputs power to change the rotational speed of the ring gear, thereby changing the rotational speed of the output shaft. This allows for the simultaneous fulfillment of the different rotational speed requirements of the superstructure pump assembly and the vehicle's travel assembly, with interconnected power transmission paths, achieving transmission coupling.

Electric and muscle-powered bicycle drive system: arranged at the bottom bracket; the electric power transmission has two reduction stages, the first by gears and the second by roller chain or toothed belt, and between the two stages, a clutch engagement, disengagement, and parking lock device connected to the rear wheel, without a freewheel, allowing the motor to be driven by the rear wheel and to operate as a generator; the muscle power transmission has a continuously variable ratio device with pulleys and a belt in a closed and lubricated environment, the ratio being determined by the position of a hydraulic cylinder acting on the driven pulley and the belt tension by a spring acting on the driving pulley. The two transmission paths are independent. Figure for the abbreviation: Fig. 7

A recreational vehicle includes a chassis supported by ground engaging members and a drive train with a continuously variable transmission. A suspension is coupled between the chassis and the ground engaging members. A sensor coupled to the suspension monitors a first suspension characteristic, and a controller determines whether the vehicle is in an airborne or grounded state based on the monitored characteristic. The controller adjusts a second suspension characteristic in response to the determined state. The airborne state is identified when the suspension is detected as extended for at least a threshold time.

A transmission control method for a vehicle, comprising: determining a target transmission ratio from the rotational speed of a transmission input shaft (22) to the rotational speed of a transmission output shaft (24) in response to a signal in a first state, independent of any accelerator pedal position and dependent on a vehicle speed and a drive axle torque request when the axle torque request is valid, and determining the target transmission ratio in response to a signal in a second state based on the vehicle speed and an accelerator pedal position when the axle torque is not valid;controlling the opening of a first valve based on the desired gear ratio, wherein the first valve controls a transmission fluid flow to a first pulley actuator (34) and wherein the first pulley actuator (34) is connected to the transmission input shaft (22) of a continuously variable transmission (CVT) (14) and expands and contracts based on a first pressure of the transmission fluid applied to the first pulley actuator (34);and controlling the opening of a second valve based on the desired gear ratio, wherein the second valve controls a transmission fluid flow to the second pulley actuator (36), and wherein the second pulley actuator (36) is connected to the transmission output shaft (24) of the CVT (14) and expands and contracts based on a second pressure of the transmission fluid applied to the second pulley actuator (36), and wherein one of (i) a belt (38) and (ii) a chain (38) surrounds the first and second pulley actuators (34, 36).

Vehicle operating procedures, comprehensive: Operating a continuously variable transmission (CVT) via a control unit to adjust the engine speed according to a first engine speed-to-vehicle speed profile in response to a request for engine braking; and Changing the operation of the CVT via the control to adjust the engine speed according to a second engine speed-to-vehicle speed profile in response to a vehicle speed error and brake pedal position.

The utility model relates to the technical field of transmissions, in particular to a continuously variable transmission which comprises a base, and a transmission body is installed on the top face of the base. A mounting cavity is formed in the bottom surface of the base, and a limiting groove is formed in the inner wall of the mounting cavity; an oil injection structure is installed on the transmission body and comprises a shell, the shell is fixedly installed on the front face of the transmission body, an oil injection opening is formed in the top face of the shell, a guide pipe is arranged on the bottom face of the shell, a fixing plate is fixedly installed on the inner side of the shell, and a through groove is formed in the top face of the fixing plate. The diameter of the rubber plug is larger than the inner diameter of the through groove, the blocking effect of the rubber plug on the through groove can be guaranteed in the using process, the rubber plug can be driven to be close to the fixing plate by rotating the second hand rotating disc, the attaching effect between the rubber plug and the fixing plate can be guaranteed, accurate adjustment of the oil injection speed is further improved, and the service life is prolonged.

This utility model relates to the field of continuously variable transmission (CVT) clutch technology for motorcycles, specifically to a friction wheel for a CVT clutch. It includes an end cover and a flange extending along the circumferential edge of the end cover. The end cover and the flange together form the inner cavity of the friction wheel. At least one mud-discharge hole is provided at the connection between the end cover and the flange. During clutch operation, when the friction wheel rotates at high speed, it can discharge dust and mud from the inner cavity of the friction wheel. The friction wheel using this design can reduce the impact of mud and dust on the clutch's friction performance, extending and improving the overall comfort and lifespan of the vehicle.

This utility model belongs to the field of vehicle drive technology, and in particular relates to a multi-input / output coupling mechanism for a fuel cell hybrid tractor. The structure includes a fuel cell (24), a DC / DC unidirectional converter (25), a second motor (26), a planetary gear system, a hydraulic system, a drive axle (30), a brake (18), a clutch (5), a first motor (22), and a power battery (23). This utility model combines a continuously variable transmission (CVT) device and a power coupling device. The CVT device and the power coupling device share a planetary gear system. The planetary gear system can both change speed and achieve power coupling, reducing transmission links, saving manufacturing costs, saving vehicle space, and improving energy utilization.

This invention belongs to the field of continuously variable transmission (CVT) technology, specifically disclosing a ratchet chain CVT device. It includes a power source, a hydraulic pump, a drive pulley, a driven pulley, and a transmission belt. The power source is axially connected to the drive pulley, providing power. Both the drive pulley and the driven pulley have several pawls arranged circumferentially. The inner wall of the transmission belt is provided with ratchet teeth. A radius adjustment device is also provided on the main shaft of the drive pulley and the driven pulley. The output end of the hydraulic pump is axially connected to the radius adjustment device, used to drive the radius adjustment device. During the speed change process, the transmission of this invention not only increases the output torque but also allows the excess chain released by the drive pulley or driven pulley due to the decrease in radius to be displaced with minimal friction onto the driven or main sprocket, which requires additional chain length due to the increase in radius, thus avoiding wear on the transmission belt.

A continuously variable automatic transmission for an off-road vehicle includes a power input stage, a CVT, a clutch, a forward and reverse gear assembly, and a power output stage connected in sequence. A shift mechanism connected to the forward and reverse gear assembly includes a shift drum, a shift fork, a shifting driving gear sleeve, a spring bias plate seat and a spring-with-two-moving-ends. The shift drum has a shifting track controlling the shift fork and a biasing track controlling the spring bias plate seat. An aggregate sideways force on the shift fork in an axial direction, which includes the force from the spring-with-two-moving-ends, can be controlled at least in part by relative spacing between the shifting track and the biasing track as a function of rotation of the shift drum.

Conventionally, the rotation transmitted from the input shaft to the counter shaft is returned and transmitted to the harvesting main shaft via gears for standard speed and lodging speed, which presents the problem of transmission loss. [Solution] The output rotation of the engine 22 is transmitted from the output shaft 24 of the continuously variable transmission 20 to the first shaft 29, second shaft 32 and third shaft 26 of the transmission 23 via the input shaft 25 of the transmission 23. The first shaft 29 is provided with a first gear 30 that is always meshed with the gear 27 of the input shaft 25, a second gear 43, and a clutch 48 that rotates integrally with the first shaft 29 between the first gear 30 and the second gear 43. The second shaft 32 is provided with a third gear 46 that is always meshed with the first gear 30, a fourth gear 45 that is always meshed with the second gear 43, and a fifth gear 47 that transmits rotation to the third shaft 26. The first gear 30 is provided with an engagement portion 50 that engages with the engagement portion 48A of the clutch 48, and the second gear 43 is provided with an engagement portion 51 that engages with the engagement portion 48B of the clutch 48.

In a drive system for hybrid vehicles, the objective is to ensure acceleration performance at low speeds, achieve miniaturization, enable continuously variable transmission with minimal shift shock, and improve fuel efficiency. [Solution] The system consists of an engine 1, an input shaft 10, an output shaft 12, a first MG 30, a second MG 32, a planetary gear 20 consisting of three rotating elements: a sun gear 22, a ring gear 24, and a carrier 28, and a first and second gear shifting mechanism 3 and a second gear shifting mechanism 4, respectively, which obtain high and low gear ratios. The input shaft 10 is connected to the carrier 28, the output shaft 12 is connected to the ring gear 24 and can also be connected to the second MG 32, the first MG 30 is connected to the sun gear 22, the first gear shifting mechanism 3 is located between the output shaft 12 and the second MG 32, and the second gear shifting mechanism 4 is located between the input shaft 10 and the output shaft 12.

Some work vehicles are equipped with a continuously variable transmission (CVT) and a transmission control device that controls the acceleration and deceleration during gear changes according to the operating speed and amount when the main transmission lever, which allows for stepless gear changes, is operated. While the ability to perform various operations when accelerating and decelerating the vehicle improves convenience, adding buttons for each function increases the number of parts and thus the cost. Therefore, this invention provides a work vehicle that offers multi-functional gear changes with a simple configuration. [Solution] In a work vehicle equipped with a gear shift lever 15 for operating a transmission that changes the speed of the prime mover's power and transmits it to the drive wheels, and an operating switch 62 provided on the gear shift lever 15, the operating load of the gear shift lever 15 changes in steps with respect to the load change angle, and different control is performed when the operating switch 62 is operated at the angle before the load change and when the operating switch 62 is operated at the angle after the load change.

The eccentric swing rod continuously variable transmission comprises a shell and an eccentric speed change assembly, the shell is composed of a vertical frame part and a horizontal frame part, the eccentric speed change assembly is arranged in the shell and comprises a cover plate and a connecting circular plate, the cover plate is detachably connected with one side of the shell, and the connecting circular plate is connected with the vertical frame part and the horizontal frame part. A mounting block is mounted on one side of the connecting circular plate, a mounting through hole is formed in one side of the connecting circular plate, and a second hydraulic telescopic rod is mounted on one side of the mounting block. The transmission gear can be in meshed connection with inclined meshing teeth in the conical groove, then the rotating speed of the first transmission roller can be adjusted, then the rotating speed of the second transmission roller can be adjusted, in the whole process, the transmission belt does not need to deform, and then the phenomenon that the belt is disengaged and clamped due to loosening of the belt is avoided.

A hydrostatic transaxle includes: a casing; a hydraulic continuously variable transmission; and an oil filter that includes a filter body for filtering the hydraulic oil and a filter holding member configured to guide clean oil filtered in the filter body to a suction oil reservoir, in which the filter holding member includes a filter installation portion for installing the filter body, and a suction oil reservoir provided at a position different from the filter installation portion, and the filter installation portion and the suction oil reservoir are configured to be separable from each other and be couplable to each other to freely flow.

The application discloses a double-row planetary gear mechanical continuously variable transmission, and the transmission structure comprises a double-row planetary gear system and a continuously variable belt transmission system; the double-row planetary gear system comprises a sun gear, a planetary gear, a planet carrier and a power output gear; and the continuously variable belt transmission system comprises a first intermediate shaft gear, a first belt pulley, a transmission belt, a second belt pulley and a second intermediate shaft gear. According to the transmission implemented by the application, the change of the rotational speed of the power output can continuously change from a negative value to 0 and then continuously change to a positive value under the condition that the input rotational speed is not changed and is not 0, so that the transmission does not need a clutch and a reverse gear and the like, and the power input end can be directly connected with an engine, and therefore the transmission system implemented by the application has the advantages of compact structure, smooth gear shifting without jerk, large change range of the output rotational speed and the like.