82 results about "Continuously variable transmission" patented technology

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.

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.

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.

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.

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.

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).

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.

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 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.

This invention discloses a continuously variable transmission (CVT), specifically relating to the field of transmission technology. It includes a housing with an adjustment component on it. The adjustment component includes a connecting cover at one end of the housing, and an angle-adjustable ball joint hinged within the connecting cover. A first shift lever is located at the bottom of the ball joint. Through angle adjustment of the ball joint, and the linkage between a slider and a concave block, the first and second shift levers slide laterally, allowing for real-time fine-tuning of the meshing depth between the first and second connecting wheels and the linkage gear. This dual adjustment structure works synergistically, breaking the limitations of traditional segmented speed regulation. It enables seamless switching of the transmission ratio within a preset range. Furthermore, the high-precision angle control of the servo motor combined with the micron-level displacement adjustment of the ball joint ensures that the transmission ratio meets the corresponding control requirements, satisfying the needs of high-precision speed regulation scenarios.

The invention relates to a motor vehicle chassis with a support frame and integrated continuously variable transmission (CVT), designed for vehicles with at least two driven axles, one of which is steered, and formed by a mounting unit designed for attachment to the vehicle's support frame. The essence of the solution lies in the fact that the basis of the mounting unit is a subframe to which the front and rear parts of the chassis are attached, with a CVT mounted between them on the subframe.

A variety of transmission mechanisms are provided that include split pulleys nested within each other in order to reduce the size of the transmissions, to provide infinitely variable transmission ratios that include forward and reverse ratios, or to provide some other benefits. These transmissions include "W"-shaped belts, having both contact surfaces that are directed outward from the belt and inward, toward a center-line of the belt, to contact the pulleys with respective different inward- and outward-directed contact surfaces. Accordingly, the surfaces at which the belt contacts the different pulleys may be substantially the same with respect to a hinge or other structure of the belt. This improvement may permit higher levels of power transmission, increased efficiency, and increased transmission lifetime. Additionally, variable-eccentricity variable transmissions are provided wherein the eccentricity of rotation of an inner, nested pulley varies with changes in the transmission ratio of the transmission.

The disclosure relates to a continuously variable transmission (CVT) unit (403). The CVT unit comprises a first drive element (410) that is rotatable about a first axis (407) and a second drive element (420) that is rotatable about a second axis (406) parallel to the first axis, wherein the first drive element and the second drive element are movable relative to each other in a direction transverse to the first and second axis. The CVT unit further comprises first coupling elements (411) provided at a constant first radius from the first axis and at a variable second radius from the second axis, for transferring torque between the first drive element and the second drive element.

This invention discloses a magnetic drive transmission suitable for passenger electric vehicles, belonging to the field of transmission technology. It aims to solve the problems of electric vehicles lacking suitable transmissions; high motor speeds at high speeds with fixed-ratio reducers leading to high energy consumption, rapid battery wear, reduced driving range (by approximately 1 / 3), increased motor and bearing costs, and reduced durability. This transmission utilizes magnetic drive technology to replace traditional gear and friction drives, achieving a variable torque transmission. It is the third type of transmission after gear and friction transmissions worldwide, suitable for passenger gasoline vehicles. A reverse gearbox is added after the magnetic drive transmission. Specifically, the transmission includes two asynchronous magnetic coupling coils for power transmission, speed change, and torque conversion. Power and transmission are adjustable, achieving a continuously variable transmission (CVT) without a clutch, hydraulic torque converter, gears, or fixed-ratio reducer, requiring no shifting, and offering non-contact, zero-friction operation. A reverse gearbox is added after the magnetic drive transmission, also suitable for passenger gasoline vehicles.

A vehicle includes a continuously variable transmission (CVT) operatively connected to an engine, the CVT being disposed on a right side of the engine. A sub-transmission is operatively connected to the CVT and includes: an output shaft rotatable about an output shaft axis; a plurality of sub-transmission driven members mounted to the output shaft and operatively connected to the CVT, the plurality of sub-transmission driven members including a first sub-transmission driven member and a second sub-transmission driven member; a shifter selectively drivingly engaging the first sub-transmission driven member and the second sub-transmission driven member with the output shaft; and a sub-transmission driving member mounted to the output shaft and rotatable therewith. One of a differential assembly and a spool operatively connects the sub-transmission driving member to at least one ground-engaging member of the vehicle.

This invention provides a continuously variable transmission (CVT) mechanism, method, and motorcycle engine for motorcycles. The CVT mechanism includes a drive disc, a sliding sleeve, and a pulley, all coaxially arranged. The sliding sleeve is positioned between the drive disc and the pulley. A sliding drive disc is slidably mounted on the sliding sleeve. A groove is provided on one side of the sliding drive disc, extending radially outwards from its center. Pulley beads are slidably positioned within each groove. The groove is divided into staggered first and second grooves. A first limiting structure is provided on the side of the first groove furthest from the center of the sliding drive disc. This first limiting structure is configured to restrict the corresponding pulley beads from moving further away from the center of the sliding drive disc at speeds exceeding a first preset engine speed. This invention features a simple and practical structure, offering both mid-to-high-speed acceleration performance and rapid response at maximum vehicle speed, meeting diverse market demands.

Provided are a continuously variable transmission and a bicycle. The transmission includes a base, a first drive wheel, a speed change generating wheel provided with first limiting structures distributed at equal intervals along its circumference, first locking members slidably mounted on one side of the speed change generating wheel and have a locked state fixed relative to the first drive wheel and an unlocked state capable of sliding circumferentially along the first drive wheel, and a first speed regulating wheel rotatably mounted on the outer side of the base, coaxially arranged with the first drive wheel, and equipped with a first trigger mechanism for switching the first locking member between the locked and unlocked states. When the first drive wheel maintains a constant speed, rotating the first speed regulating wheel alters the rotational speed of the speed change generating wheel, thereby meeting the demand for personalized adjustment of pedaling force.

A continuously variable transmission system for a vehicle, particularly a bicycle, is provided to assist a user in defining and controlling the speed ratio of the continuously variable transmission. The user can define one or more speed ratios in a profile configuration that the user can select again in a subsequent ride. The user can select a profile configuration and become familiar and comfortable with the cadence and effort associated with the speed ratios of the profile configuration. The user can select among multiple profile configurations to change the operation of the continuously variable transmission without having to change any components of the transmission. The user can also select among operating modes, including a continuously shifting mode, a manual shifting mode, an automatic shifting mode, a learning mode, and / or a mapping mode.

An off-highway recreational vehicle includes side-by-side passenger and driver seats held within a chassis. The seats sit low in the chassis and are covered by a roll-over protection system (ROPS), The vehicle is powered by an engine rearward of the seats that utilizes a continuously variable transmission (CVT) to provide power to the ground engaging members, wherein the CVT is cooled via air captured by a CVT intake body located adjacent the driver-side seat, between the frame and external panels of the utility vehicle.

This invention relates to a manual continuously variable transmission (CVT), comprising: a transmission fixing component configured to be sleeved on and fixed to the main shaft of a hub, the transmission fixing component having a through hole; a transmission rotating component located below the transmission fixing component, the transmission rotating component being sleeved on the main shaft of the hub and capable of rotating around the main shaft; and a transmission rope circumferentially arranged along the outer peripheral wall of the transmission rotating component and located on the outer side wall of the transmission rotating component, the transmission rotating component having a fixing mechanism for fixing the transmission rope to the outer side wall of the transmission rotating component, both ends of the transmission rope passing through the through hole of the transmission fixing component to the outside of the transmission fixing component. The transmission rope is fixed to the outer side wall of the transmission rotating component, and the transmission rope is divided into two sub-transmission ropes at the fixing mechanism as nodes. Each sub-transmission rope is a rope with one end free and one end fixed. Pulling the sub-transmission rope causes the transmission rotating component to rotate. Since the fixed ends of the two sub-transmission ropes coincide, the sum of the rotation angles achievable by pulling the two sub-transmission ropes is maximized.

This invention discloses a continuously variable transmission (CVT) for vehicles, comprising an input shaft, several oscillating transmission mechanisms, and an output gear ring. Each oscillating transmission mechanism includes a gear assemblies, an adjusting device, connecting rods, and an output gear. The input shaft drives the gear assemblies to reciprocate. The adjusting device is fixedly mounted on the gear assemblies and reciprocates with them. The adjusting device has two connection points whose positions slide and change radially along the reciprocating rotation trajectory of the gear assemblies. These two connection points are symmetrically positioned on either side of the center of the reciprocating rotation trajectory. Two connecting rods are provided; the first end of each connecting rod is hinged to a connection point, and the second end of each connecting rod is fixedly connected to a gear shaft. The gear shaft is connected to the output gear via a one-way clutch. The gear shaft is restricted to reciprocating rotation around the output gear ring, which meshes with it. The oscillating transmission mechanisms alternately drive the output gear ring to rotate. This invention offers high transmission efficiency, large load capacity, and a continuously variable transmission ratio within a certain range, achieving stepless speed change.

The utility model discloses a kind of continuously variable transmission's crankshaft mechanism, it is related to continuously variable transmission technical field, the mechanism includes base, and base is provided with crankshaft, transmission mechanism and output gear;One of the connecting rod shaft neck of crankshaft is drive rod, the central axis of drive rod is not parallel with the central axis of the main shaft neck of crankshaft;The input end of transmission mechanism is slidably connected with drive rod, and its output end is drivingly connected with output gear;When the connecting place of input end of transmission mechanism and drive rod is located at different positions during the rotation of crankshaft, the revolution of drive rod can change the rotating speed of output gear.Transmission mechanism and output gear constitute the structure of more simple continuously variable transmission mechanism, one of the connecting rod shaft neck of the continuously variable transmission mechanism and crankshaft is drive rod, the special design mode of the drive rod, so that when the connecting place of input end of transmission mechanism and drive rod is located at different positions, the revolution of drive rod can change the rotating speed of output gear.

This utility model relates to the field of transmission technology for rail engineering vehicles, specifically to a power shift gearbox for overhead contact line operation vehicles. It includes an integrated housing, a hydraulic torque converter, a four-speed mechanical transmission mechanism, a clutch module, a hydraulic control system, and a TCU intelligent control system. The hydraulic torque converter and the four-speed mechanical transmission mechanism are integrated into the integrated housing. This utility model combines pure hydraulic transmission with a four-speed gearbox design, achieving a total speed ratio range of 7.38 times. Combined with the continuously variable transmission characteristics of the hydraulic torque converter, it achieves full coverage from extremely low speeds of 0 km / h to high speeds of over 80 km / h, meeting the dual needs of operation and relocation. Optimized pressure-reducing valves in the hydraulic system and throttle port design of the clutch piston reduce shift shock from the perspectives of pressure regulation and engagement time control, solving the problem of large shock when shifting into first gear. The TCU and engine ECU work together to control the system, primarily through active torque adjustment and secondarily through gear intervention, achieving high-precision stable driving at speeds of 1-5 km / h and preventing overheating and wear of the braking system.

A continuously variable transmission for a pure electric vehicle, comprising a housing, an input shaft and an output shaft, the housing is provided with a transmission cavity, the input shaft and the output shaft respectively extend into the transmission cavity. The transmission cavity is provided with a transmission gear shift mechanism, the transmission gear shift mechanism comprises a first transmission shaft and a second transmission shaft. The first transmission shaft is provided with a first transition gear and a transmission gear. The second transmission shaft is provided with a second transition gear and a transmission bevel gear. The first transition gear and the second transition gear are in meshing connection. The input shaft is provided with an input gear, the input gear is in meshing connection with the transmission gear. The output shaft is provided with an output bevel gear, the output bevel gear side surface is in abutment with the transmission bevel gear side surface. Compared with the prior art, the application has the following beneficial effects: continuous stepless speed change can be realized, the output torque and speed can be freely adjusted according to the needs, gear shifting jerk is avoided, and the driving comfort and fuel efficiency of the vehicle are improved.