JP6454456B2 - Continuously variable transmission with uniform input-output ratio independent of friction - Google Patents

Description

Cross-reference of related applications Provisional application Application number: 61785863
Title: Continuously variable transmission

  Patents US5603240 and US2011098055 use several functions in the design.

The effects of the present invention are as follows:
The US 5603240 patent does not have an output-to-input coax and is therefore not used for applications that require configuration. The output travels so that the ratio is changed. Therefore, design is not used when steady output is required. The new invention is stationary and provides a coaxial input and output shaft. The envelope used in this prior art is relatively large.

  US2011098055 provides a sinusoidal output and used in some modules to minimize "ripple" when given a stable and uniform input. Therefore, this design is not used when a stable and uniform output is desired. The new invention provides a stable and uniform output when the input is stable and uniform. Achievable with at least 3 modules.

  The main object of the present invention is to provide a uniform and stable output when the input is uniform and stable due to its ability to transmit high torque independent of friction or coefficient of friction. Most of the continuously variable transmissions in today's market are dependent on friction and thus lack the ability to transmit high torque. In the case of a continuously variable transmission that does not depend on friction, even when the input is uniform and stable, the output is not uniform and stable. This design helps reduce overall size and mass production economically. The design can also be easily integrated into any system. In addition, this design can be used for multiple purposes from high loads to low loads. Also, this design is interchangeable with conventional transmissions and requires little modification. The design also provides stationary coaxial input and output options.

General assembly perspective view of continuously variable transmission (CVT) General assembly perspective view with frame CVT was transparent showing the general arrangement of the internal sub-assembly of the components. Frame-body housing-two identical parts are fastened together to form one body housing. A. The perspective view displays details shown on one side of the body housing. Frame-body housing-two identical parts are fastened together to form one body housing. B. The perspective view displays details shown on the opposite side of the body housing. Frame-telescopic sleeve guide perspective view. The perspective view of a frame-cross-rack guide. The perspective view of an input shaft. The intermediate gear shaft perspective view. The connection force axis perspective view. FIG. Cross-rack-assembly shows two perspective views and shows orthographic view, details of input shaft slot and crankpin slot, details of rack orientation and bifurcation. A-Top view. Cross-rack-assembly shows two perspective views and shows orthographic view, details of input shaft slot and crankpin slot, details of rack orientation and bifurcation. B-perspective view 1. Cross-rack-assembly shows two perspective views and shows orthographic view, details of input shaft slot and crankpin slot, details of rack orientation and bifurcation. C-perspective view 2. Cross-rack-assembly shows two perspective views and shows orthographic view, details of input shaft slot and crankpin slot, details of rack orientation and bifurcation. D-Front view. Cross-rack-assembly shows two perspective views and shows orthographic view, details of input shaft slot and crankpin slot, details of rack orientation and bifurcation. E-side view. Cross-rack-assembly shows two perspective views and shows orthographic view, details of input shaft slot and crankpin slot, details of rack orientation and bifurcation. F-back view. Cross-rack-assembly shows two perspective views and shows orthographic view, details of input shaft slot and crankpin slot, details of rack orientation and bifurcation. The enlarged view which shows the detail of G-protrusion. Pinion. A-front view. Pinion. B-Side view. Pinion. C-Top view. Pinion. D-perspective view. Pinion shaft. A-front view. Pinion shaft. B-side view. Pinion shaft. C-perspective view. None. None. None. None. None. None. None. None. None. None. None. None. None. None. None. None. None. None. Ratio cam. A-front view. Ratio cam. B-Top view. Ratio cam. C-perspective view. Non-circular gear (drive). A-Top view. Non-circular gear (drive). B-Front view. Non-circular gear (drive). C-perspective view. Non-circular gear (during driving). A-Top view. Non-circular gear (during driving). B-Front view. Non-circular gear (during driving). C-perspective view. Dami crankpin. A-Top view. Dami crankpin. B-Front view. Dami crankpin. C-perspective view. Crankpin. A-Top view. Crankpin. B-Front view. Crankpin. C-side view. Crankpin. D-perspective view. Intermediate circular gear C2-C3. A-front view. Intermediate circular gear C2-C3. B-side view. Intermediate circular gear C2-C3. C-perspective view. Carrier gear C4a-C5b. A-front view. Carrier gear C4a-C5b. B-side view. Carrier gear C4a-C5b. C-perspective view. Intermediate circular gear C4-C5. A-front view. Intermediate circular gear C4-C5. B-side view. Intermediate circular gear C4-C5. C-perspective view. Intermediate circular gear C1. A-front view. Intermediate circular gear C1. B-side view. Intermediate circular gear C1. C-perspective view. spacer. A-front view. spacer. B-Top view. spacer. C-perspective view. Change lever gear for twisted groove mechanism. A-side view. Change lever gear for twisted groove mechanism. B-Front view. Change lever gear for twisted groove mechanism. C-Top view. Change lever gear for twisted groove mechanism. D-perspective view. Twisted groove. A-front view. Twisted groove. B-side view. Twisted groove. C-perspective view. Static differential color. A-front view. Static differential color. B-side view. Static differential color. C-sectional view. Static differential color. D-perspective view. Dynamic derivative color. A-front view. Dynamic derivative color. B-side view. Dynamic derivative color. C-sectional view. Dynamic derivative color. D-perspective view. sleeve. Input umbrella perspective view. Figures 35-43: Diagram showing movement / position on rack assembly, pin on which the input disk rotates: shown in various stages. There is a crank pin on the near shaft, and the input disc at 0 °. Figures 35-43: Diagram showing movement / position on rack assembly, pin on which the input disk rotates: shown in various stages. There is a crank pin on the near shaft and an input disc at 45 °. Figures 35-43: Diagram showing movement / position on rack assembly, pin on which the input disk rotates: shown in various stages. There is a crankpin on the near shaft, and the input disk at 90 ° Figures 35-43: Diagram showing movement / position on rack assembly, pin on which the input disk rotates: shown in various stages. Crank pin at midpoint and input disc at 0 °. Figures 35-43: Diagram showing movement / position on rack assembly, pin on which the input disk rotates: shown in various stages. Crank pin at midpoint and input disc at 45 °. Figures 35-43: Diagram showing movement / position on rack assembly, pin on which the input disk rotates: shown in various stages. Crank pin at midpoint and input disc at 90 °. Figures 35-43: Diagram showing movement / position on rack assembly, pin on which the input disk rotates: shown in various stages. The input disc at the farthest crankpin from the gear and at 0 °. Figures 35-43: Diagram showing movement / position on rack assembly, pin on which the input disk rotates: shown in various stages. The input disc at the farthest crankpin from the gear and at 45 °. Figures 35-43: Diagram showing movement / position on rack assembly, pin on which the input disk rotates: shown in various stages. Input disc at 90 ° farthest from crank pin to crankpin. The exploded view-perspective view explaining input change. Details showing the arrangement and gear train of non-circular gears, and intermediate gears on the input disc. Perspective view of specific cam, input disc and crankpin. The cam moves behind the way of changing the pin position. Input disc side (specific cam and input disc shown transparent for clarity). Perspective view of specific cam, input disc and crankpin. The cam moves behind the way of changing the pin position. Specific cam side. Number of playbacks showing the operation of the planetary gear change mechanism. The perspective view of a planetary gear exchange mechanism. The main frame is partially transparent for clarity. Number of playbacks showing the operation of the planetary gear change mechanism. The perspective view shows details of the planetary gear change mechanism and the circular slot in the main frame. The main frame is partially transparent for clarity. (Close-up) Number of playbacks showing the operation of the planetary gear change mechanism. The front view shows the planetary gear change mechanism. The main frame is transparent for clarity. Number of playbacks showing the operation of the planetary gear change mechanism. The side view shows the planetary gear exchange mechanism. The main frame is transparent for clarity. The exploded view shows the component placement and work, showing the differential mechanism. (Perspective view) FIG. 52-57 is a diagram for explaining the ratio changing operation of the differential mechanism at various stages. Partially illustrated to illustrate functional and internal details. Differential mechanism (partial cross section) FIG. FIG. 52-57 is a diagram for explaining the ratio changing operation of the differential mechanism at various stages. Partially illustrated to illustrate functional and internal details. Differential mechanism (partial cross section) FIG. FIG. 52-57 is a diagram for explaining the ratio changing operation of the differential mechanism at various stages. Partially illustrated to illustrate functional and internal details. Differential mechanism (partial cross section) FIG. FIG. 52-57 is a diagram for explaining the ratio changing operation of the differential mechanism at various stages. Partially illustrated to illustrate functional and internal details. Differential mechanism (partial cross section) FIG. FIG. 52-57 is a diagram for explaining the ratio changing operation of the differential mechanism at various stages. Partially illustrated to illustrate functional and internal details. Differential mechanism (partial cross section) FIG. FIG. 52-57 is a diagram for explaining the ratio changing operation of the differential mechanism at various stages. Partially illustrated to illustrate functional and internal details. Differential mechanism (partial cross section) FIG. Assembling shows the operation of the exchange gear mechanism-twisted groove mechanism (an exploded view). The top view explains the operation of the telescopic guide. Details of the telescopic mechanism. The details of the primary and secondary on one side were made transparent for display. 61-62: Displays the concept behind input disc assembly, cross rack assembly, crankpin and crankpin barrier, crankpin barrier function. Crankpin and crankpin barrier when they are in the center of the input slot. 61-62: Displays the concept behind input disc assembly, cross rack assembly, crankpin and crankpin barrier, crankpin barrier function. Crankpin and crankpin barrier are standing out of the input slot. Exploded view of unidirectional bearing assembly (internal details shown in pinion partial cross section) One-way bearing assembly. Connection force assembly. The concept of assembly vibration cancellation is shown. Vibration canceling mechanism: Sub assembly. Full CVT assembly shows the orientation of the modules and racks: explains how the four modules are arranged. Fig. 69-72: Non-circular gear placement option, a general non-circular drive gear is used with two non-circular driven gears. 69 The non-circular gear is arranged at 135 °. Fig. 69-72: Non-circular gear placement option, a general non-circular drive gear is used with two non-circular driven gears. Fig. 70 The non-circular gear is arranged at 45 °. Fig. 69-72: Non-circular gear placement option, a general non-circular drive gear is used with two non-circular driven gears. 71 The non-circular gear is arranged at (−) 45 °. Fig. 69-72: Non-circular gear placement option, a general non-circular drive gear is used with two non-circular driven gears. 72 The non-circular gear is arranged at (−) 135 °. Figure 73-75: Details showing how constant and uniform output is achieved. Fig. 73 Assembling direction of each module. Figure 73-75: Details showing how constant and uniform output is achieved. The graph in FIG. 74 shows overlapping and constant and uniform output, showing each output and total output in each rack. Figure 73-75: Details showing how constant and uniform output is achieved. FIG. 75: Graphical representation of overlap and engagement arrangement and output for all cycles. FIG. 76-79 describes the front, reverse, neutral and park gears of the miter gear assembly. FIG. 76: Clutch engagement for the front gear. FIG. 76-79 describes the front, reverse, neutral and park gears of the miter gear assembly. Fig. 77: Clutch engagement for reverse gear. FIG. 76-79 describes the front, reverse, neutral and park gears of the miter gear assembly. Figure 78: Clutch engagement for neutral gear. FIG. 76-79 describes the front, reverse, neutral and park gears of the miter gear assembly. Fig. 79: Clutch engagement for park gear. A concept used by intermediate gears to eliminate multiple contacts between non-circular gears. A-Top view. A concept used by intermediate gears to eliminate multiple contacts between non-circular gears. B-Front view Coaxial output element with internal gear. A-Front view. Coaxial output element with internal gear. B-sectional side view. Coaxial output element with internal gear. C-perspective view. Details show the arrangement of the assembled coaxial output members. Fig. 83: Manufacturing method for calculating the radius of the non-functioning part of the drive gear. FIG. 84: Mathematical derivation of the shape of the non-circular gear so that the linear velocity of the rack 64 is constant.

Summary of the invention:
In order to briefly explain the present invention, a continuously variable transmission (CVT). Existing CVT designs are different, and this particular design does not depend on friction to transmit power. Most of today's CVTs rely on friction to transmit power and cannot be used when high power needs to be transmitted at low speeds. Advantageously, the present invention can be used when high torque transmission is required. With such a design, coaxial input and output can be realized.

  The operation of the continuously variable transmission (CVT) can be described by the following simple continuous operation.

a) The crankpin (FIG. 23) rotates around the axis of the input disc (FIG. 14) by a predetermined offset distance, but this offset distance can be changed. (The concept describing this operation also exists in another US Patent Application Publication No. 2010/0199805. However, the usage of this concept, how the offset is changed, etc. A completely different approach has been applied in a much simpler and more compact way.)
b) The offset crankpin 42 is received in a slot of the rack assembly (FIG. 10), and the rack assembly is restricted so that the rack can move only in a direction parallel to the rack 64. By orienting another slot in a direction perpendicular to the direction of motion, the rotational motion of the crankpin 42 is converted into a fully linear rack 64 longitudinal motion. This mechanism is commonly known in the art as the “Scotch Yoke Mechanism”. The distance (stroke) of this linear back-and-forth motion is directly proportional to the radial distance of the crank pin 42 measured from the axis of the input disk 16.

  c) The rack 64 is connected to a pinion (FIG. 11), and the linear motion of the rack 64 is converted into rocking vibration of the pinion 47.

  d) Rocking oscillating motion is converted to unidirectional rotation using a ratchet mechanism / unidirectional bearing / computer controlled clutch.

One of the main objects of the present invention is to achieve a constant and uniform output angular velocity when the input angular velocity is constant and uniform. However, if the output is sinusoidal, it will not be achieved using the above process. By adjusting the change rate of the angular displacement of the input disk 16, a uniform and stable output can be achieved. By using the drive gear (FIG. 22) and the driven gear (FIG. 21), which are a set of non-circular gears, the rate of change of the angular displacement of the input disk 16 can be changed. The output from the driven circular gear 9 is transferred to the input disk 16 via several intermediate circular gears.

The driving non-circular gear 8 profile is given by: The “r” radius expressed as a function of θ is r (θ) = R * K * CTR / [R * K + f (θ)], “K” is a constant and all depends on the radius of the constant gear, and "R" is the desired ratio between the rate of change of the input angular displacement of the input disk 16 and the input disk 16 to the operating non-circular gear 8, and the ideal value for "R" is typically one. “K” is derived from the radius of the intermediate gear and is equal to the product of the radius of the driven gear divided by the radial product of the drive gear. The ideal value for “K” is typically 1. “CTR” is the distance between the centers of the two non-circular gears 8 and 9. This is selected based on the envelope available for assembly.
It becomes either F (θ) and sinθ or cosθ. Except for 90 ° rotation, both systems give the same and interchangeable profiles.

The profile of the driven non-circular gear 9 is given by the equation r (θ) = CTR− {R * K * CTR / [R * K + f (θ)]}. It will be explained in detail in the following topic.
To help understand the CAD model for the present invention, it is designed, created and described below:
The features used are as follows:
The value selected for “R” is 1.

  The value selected for “K” is 1.

A common input shaft (FIG. 6) and driving non-circular gear 8 are all used for four modules.
A typical cross-rack assembly 44, input disk 16, drive non-circular gear 9, intermediate circular gear, crank pin 42, ratio cam (FIG. 20) and ratio change mechanism are used in two modules.
The two racks 64 are arranged in a 180 ° phase shift and cross rack assembly 44.
Another identical assembly of modules is arranged such that the second module assembly is a side flip of the first module assembly and rotated 90 degrees.

List of components:
1) Frame-headquarters 2) Frame-cross rack guide 3) Frame telescopic guide 4) Input shaft 5) Input bearing 6) Intermediate gear shaft 7) Intermediate gear shaft bearing 8) Non-circular gear (operation)
9) Non-circular gear (drive)
10) Intermediate circular gear C1
11) Intermediate circular gear C2-C3
12) Intermediate circular gear C4-C5
13) Bearing-collar (stationary and dynamic)
14) Bearing-Circular gear C2-C3
15) Bearing-Circular gear C4-C5
16) Input disk 17) Bearing-input disk 18) Ratio cam 19) Bearing-ratio cam 20) The circular shape of the intermediate carrier is the gear C21a-capacitor 21) Carrier shaft 22) Bearing-carrier shaft 23) Ratio change lever- Planetary mechanism 24) Sleeve-input disk-umbrella 25) Stationary differential collar 26) Stationary differential collar spur shaft bearing 27) Stationary differential collar spur gear shaft 28) a) Static differential collar bevel gear b) Static differential Large collar bevel gear 29) Stationary differential collar spur gear 30) Spacer 31) Dynamic differential collar 32) Dynamic differential collar spur shaft bearing 33) Dynamic differential collar spur gear shaft 34) a) Dynamic differential collar Small bevel gear b) Dynamic differential collar large bevel gear 35) Dynamic differential collar spur gear 36) Universal joint 37) Torsion groove 38) Slotted disc -Input disk 39) Compression spring 40) Thrust bearing 41) Ratio change lever-Spiral flute mechanism 42) Crank pin 43) Dummy pin crank 44) Cross rack assembly 45) Primary telescopic sleeve 46) Secondary telescopic sleeve 47) Pinion 48 ) Pinion shaft 49) Pinion bearing 50) One-way bearing 51) Output sprocket / gear 52) Power link shaft 53) Power link bearing 54) Power link sprocket / gear 55) Dummy rack 56) Wheel-Vibration canceling 57) Collar-Wheel- Vibration cancellation 58) Miter bevel gear input shaft 59) Miter bevel gear 60) Clutch-park / neutral / reverse 61) Output shaft 62) Intermediate gear-non-circular gear connector 63) Guide-intermediate gear-non-circular gear connector 64) La 65) Coaxial output components with internal gears

The description and function of assembly and sub-assembly components are:
General configuration description:
The input shaft (FIG. 6) is attached to the two input shaft bearings 5 and is arranged at the center of the frame body housing (FIG. 3). The input disk 16 was attached to the input shaft 4 and was sandwiched between the rack assembly (FIG. 10) and the specific cam (FIG. 20). The crankpin 42 is imprisoned in the slot. The crankpin 42 has a body shaped like a right angle prism that extends on both sides of a circular prism. One was designed to function as a cam follower, mesh as a crank pin 42 with a ratio cam and other functions, and engage a rack 64 to a cross rack assembly 44. Parallel to the input disk 16, the drive non-circular gear 8 is attached to the input shaft 4.

  The intermediate gear shaft (FIG. 7) is attached to two constant gear bearings 7. There is one main housing 1. At a distance “CTR” used to extract the shape of the non-circular gear, the intermediate gear shaft 6 is placed parallel to the input shaft 4. The flow of powertrain from the input shaft 4 to the input disk 16 is as follows:

  The drive non-circular gear 9 and the intermediate gear C2-C3 (FIG. 25) are attached to the input shaft 4. The intermediate gear-1 (FIG. 28) and the intermediate gear C4-C5 (FIG. 27) are attached to a fixed gear shaft 6. The drive non-circular gear 8 is directly attached to the input shaft 4. The drive non-circular gear 9 together with the intermediate gear C110 is directly attached to the intermediate gear shaft 6. Others are placed in bearings, each attached to a shaft.

  The rack assembly 44 is free to move only along the direction of the rack 64, whose movement is limited by the frame rack guide 2. The telescopic-sleeve set, primary (FIG. 18) and secondary (FIG. 19) are located on either side of the rack assembly 44. This reduces the overall size required for the rack assembly 44 and the frame body housing 1. The rack assembly 44 of the secondary sleeve 46 and the protrusions arranged on the other side, the expansion sleeve is expanded when pulled, and the expansion sleeve is folded at the body of the rack assembly 44. These telescopic-sleeves are by a confined frame telescopic guide (FIG. 4).

  The rack 64 is composed of a pinion 47 disposed on the pinion shaft (FIG. 12), and is coupled to the one-way bearing assembly (FIG. 64). The pinion shaft 48 carries the pinion 49 and is attached to the frame telescopic guide 3. The gear or sprocket is attached to the pinion shaft 48 via a one-way bearing 50 and is arranged in parallel with the pinion 47. The power link shaft assembly (FIG. 65) is arranged parallel to the one-way bearing assembly (FIG. 64). The power link assembly consists of a power link shaft (FIG. 8) attached to two bearings arranged in the frame-telescopic-guide 3. A gear or sprocket is disposed at each end of the power link shaft. Power from the pinion shaft 48 is transmitted to the power link via this gear or sprocket.

Working and main CVT concepts:
As the input disk 16 rotates, the crank pin 42 moves in a cross-rack assembly direction parallel to the rack 64 by a “Scotch yoke” mechanism. The distance travel by such movement is directly proportional to the distance of the crank pin 42 axis from the axis of the input disk 16. By changing this distance, the travel distance of the rack assembly, which is called “stroke”, can be changed. Since the work done is constant, the force product is applied by multiplying the mileage. (F * stroke). Because of the small stroke, the applied force is for a large and long stroke, the applied force is small. However, the movement is vibration back and forth. This force is transmitted to the pinion 47 so as to swing back and forth from the linear motion before and after the rack 64. The torque generated by this swinging motion is directly proportional to the force applied from the rack 64. This is transmitted to the output sprocket / gear via a one-way bearing 50 or a ratchet mechanism to a personal computer control clutch or one-way rotation. The one-way rotation is further delivered to the wheels.

Transmission structure of engine / input disk 16 power source:
A set of non-circular gears is used to change the rate of change of the angular displacement of the input disk 16 during driving (FIG. 8) and driving (FIG. 9). The output from the input shaft 4 is transferred via a non-circular gear set. Thereafter, the data is transferred to the input disk 16 via the five intermediate circular gears. A non-circular drive gear 8 is directly attached to the input shaft 4. The driven circular gear 9 is attached to the intermediate gear shaft (FIG. 7). These are mounted on the two bearings 7 and arranged in the two main housings 1.

  The intermediate circular gear -C1 10 is attached to the intermediate gear shaft 6. Connect directly to the drive non-circular gear 9. The intermediate gears C2-C3 (FIG. 25) are attached to the input shaft 4 and freely rotate by the bearings 14. The intermediate gear C4-C5 (FIG. 26) is attached to the intermediate gear shaft 6 by free rotation on the bearing 15. The intermediate gear C5 drives the input disk 16. These intermediate gear radii are selected such that the input disk 16 completes one revolution when the drive non-circular gear (FIG. 22) completes one revolution. In addition, it is necessary to satisfy the condition-rC2 / rC1 = n1, rC4 / rC3 = n2, and r disk / rC5 = n1 * n2 and the K value is 1.

The reason behind the need for circular gears between non-circular gears is when the profile obstructs multiple contacts at the same moment:
Depending on the values selected for the “R”, “K” and “CTR” variables, the shape of the non-circular gear has multiple contacts at any point in time. From the non-circular gear profile equation, it can be seen that the radius of the drive non-circular gear 9 is less than the input shaft 4, which is mounted in a large area and reaches zero in two positions. In addition, due to the potential and profile shape, the driven circular gear 9 and the driving non-circular gear 8 may have multiple contact points at a given time. This is eliminated by inserting an intermittent circular gear 62 between the two non-circular gears. This increases the distance between the two non-circular gears and eliminates the problem of multiple contact points at any given time.

Concept of using ratio change cam To change the input / output ratio, the position of the crankpin 42 must be changed. This can be achieved by rotating the ratio cam plate 18 with slots having a specific shape. When the ratio cam plate 18 is rotated with respect to the input disk 16, the crank pin 42 is forcibly moved in the radial direction of the disk shaft due to this shape. This is because the axis of the crankpin 42 intersects the slot input disk 16 and the ratio cam plate 18. When the crankpin 42 is close to the axis of the input disk, the stroke is short and the work is constant, so the force is large. Similarly, when the crank pin 42 is away from the axis of the input disk 16, the stroke becomes longer and the work is constant, so the force becomes smaller. However, the problem here is to rotate the ratio cam plate 18 and the input disk 16 synchronously during normal operation. However, if a change in the ratio is desired, the input disk 16 and the ratio cam plate 18 have a relative angular velocity. Should have. By using one of the three mechanisms described below, the relative angular velocity between the input disk 16 and the ratio cam plate 18 can be achieved as needed.

How to change the ratio Planetary Mechanism A set of intermediate carrier circular gears C4a and C5a (FIG. 26) are axially connected and mounted on a common carrier shaft (FIG. 9). C4a is the same as the circular gear C4, and C5a is the same as the circular gear C5. This common axis operation is limited to circular slots / paths that are a fixed distance from the input disk 16 and the axis of rotation of the ratio cam plate. The gear 4a is coupled to the gear C3 in the radial direction, and the gear C5a is coupled to the ratio cam plate 18 in the radial direction. The planetary mechanism (FIG. 37) that is a ratio changing lever that rotates on the frame allows the position of the carrier shaft 21 to move along the slot. While this position is displaced, a relative angular displacement between the input disk 16 and the ratio cam plate 18 occurs.

2. Twisted groove mechanism A twisted grooved input disk flange member (FIG. 38) having a twisted shape is attached to the input disk in the axial direction. A slot conforming to the twisted shape of the twisted groove is provided on the ratio cam plate 18 and is arranged coaxially with the input disk 16. When the distance between the ratio cam plate 18 and the input disk 16 does not change, the input disk 16 and the ratio cam plate 18 rotate in synchronization. Since the ratio cam plate 18 is forced to rotate relative to the input disk 16 while the distance between the ratio cam plate 18 and the input disk 16 is changing, the input disk 16 and the ratio cam plate 18 The relative angular velocity between changes. Such axial translation is achieved by a torsional groove mechanism (FIG. 40), which is a ratio changing lever that presses the thrust bearing 40 attached to the ratio cam plate 18 toward the input disk 16. This is returned to its original position by a compression spring (FIG. 39) disposed between the input disk 16 and the ratio cam plate 18.

3. Differential mechanism A fixed rod-shaped large bevel gear 28b is attached to the input disk 16 in the axial direction via a sleeve (FIG. 32) between the input disk and the bevel gear. The fixed differential flange member (FIG. 32) disposed coaxially with the large bevel gear 28b by the thrust bearing 40 is rotatable independently of the large bevel gear 28b. The fixed differential flange member 25 is restricted from moving in the axial direction with respect to the large bevel gear 28b. A rotatable fixed shaft rod member 27 is disposed in a bearing 26 disposed on the fixed differential rod member 25 so as to be orthogonal to the axis of the fixed differential rod member 25. A fixed saddle-shaped small bevel gear 128a and a fixed differential saddle-shaped spur gear 29 are fixedly attached to the fixed shaft flange member 27 in the axial direction, and the fixed saddle-shaped small bevel gear 28a is fixed to the fixed saddle-shaped large bevel gear 28b. It is paired with.

Similarly,
The dynamic large bevel gear (FIG. 17) is arranged coaxially in parallel with the ratio cam plate. In this arrangement, both rotate synchronously, but displacement between the two along the axis is possible. The dynamic differential saddle member (FIG. 33) arranged coaxially with the dynamic saddle-shaped large bevel gear 28a by the thrust bearing 40 rotates independently of the dynamic saddle-shaped large bevel gear 34b. It is free. The dynamic differential hook member 31 is restricted from moving in the axial direction with respect to the dynamic hook-shaped large bevel gear 34a. A rotatable dynamic shaft rod member 33 having a universal joint 36 on the shaft is disposed in a bearing 32 disposed on the dynamic differential rod member 31 so as to be orthogonal to the axis of the dynamic differential rod member. Yes. A dynamic saddle-shaped small bevel gear 34a and a dynamic saddle-shaped spur gear 35 are fixedly attached to the dynamic saddle-shaped spur gear shaft 33 in the axial direction. It is paired with the large bevel gear 34b. The universal joint 36 is common to the dynamic saddle-shaped spur gear shaft 33 and the small bevel gear shaft, and allows a slight deviation.

  The spacer maintains contact between the two spur gears. The spacer (FIG. 29) moves freely in the axial direction with respect to the dynamic saddle-shaped spur gear shaft 33. Here, the fixed differential rod member 25 and the dynamic differential rod member 31 are the same and can be exchanged.

In such an arrangement, the dynamic flow is as described below.
a. The fixed saddle-shaped large bevel gear 28a rotates the fixed saddle-shaped small bevel gear 28b.
b. The fixed rod-shaped small bevel gear 28 rotates the fixed shaft rod member 27.
c. The fixed shaft rod member 27 rotates the fixed rod-shaped spur gear 29.
d. The fixed saddle-shaped spur gear 29 rotates the dynamic saddle-shaped spur gear 35.
e. The dynamic rod shape spur gear 35 rotates the dynamic shaft rod member 33.
f. The dynamic shaft rod member 33 rotates the dynamic rod-shaped small bevel gear 34 a via the universal joint 36.
g. The dynamic saddle-shaped small bevel gear 34a rotates the dynamic saddle-shaped large bevel gear 34b.
h. A dynamic saddle-shaped large bevel gear 34 b rotates the ratio cam plate 18.

  Since the two large bevel gears, the two small bevel gears, and the spur gear are the same and have the same size, when the dynamic differential saddle member 31 is in a stationary state, the angular velocity of the ratio cam plate 18 is Synchronize with the input disk. While the dynamic differential rod member 31 is rotating with respect to the fixed differential rod member 25, there is a relative angular displacement between the input disk 16 and the ratio cam plate 18.

The concept behind the use of telescopic sleeves for compact design:
For this project to work the input slot length of the rack gear, it needs 2 * stroke + input-shaft diameter + 2 * minimum material thickness + 2 * at a distance spanning the rack guide . The overall length was guided by a rack guide. When the rack guide must also accommodate the movement of the rack 64, the starting portion of the rack guide must be at least wide where the input disk 16 or its diameter is out of reach when the rack 64 travels to one extreme. . The telescope guide extends the support so that the total rack gear length is reduced by the "distance over the rack guide". This also allows the main body housing 1 to be shorter depending on the distance. Prongs were provided in the rack gear design and secondary sleeve to expand the telescopic sleeve. The body of the rack assembly collapses the telescopic-sleeve.

Concept behind the use of slider guides and work functions:
The crankpin is the smallest than the input shaft 4. Since both slots intersect, the crankpin can slide into the input shaft slot. It is removed using a slider guide (Figure 13) that is larger than the input shaft slot. It floats in the crankpin slot surrounding the crankpin 42.

Overlapping power transmission, design in the implementation of this concept To ensure smooth transition from one module to the next, both modules will be active for a short period of time when the output from both reaches a constant and uniform value. Is engaged. The first module is disengaged while the module is still in the functional area and the second module is sufficiently in the functional area.

Module and assembly layout and constraints:
All four modules share one common input shaft and are one common non-circular drive gear. The two modules share a common input disk 16 and gear change mechanism. The racks are arranged in the next 90 degree phase shift. To accommodate this, the drive non-circular gear 9 is placed in the correct position at 45 degrees and executes the drive circular gear 9 step by step compared to the other drive circular gears 45. Due to the fact that the non-circular gear is symmetrical, it is oriented at 135 degrees. Add 90 degree phase shift between racks.

Power transmission / link concept between modules:
When the modules move in sequence, the power needs to be tied before being transferred to the wheels. This is accomplished using a motorized shaft 52 with gears or sprockets to connect the output from each module so that there is a continuous force on the wheels. Power is also transferred in order.

Reverse gear mechanism The output from the power link shaft 52 is connected to the input shaft 4 of the miter bevel gear differential mechanism. Accordingly, the output of such a miter gear rotates in the opposite direction. The output shaft 61 of this differential mechanism is arranged coaxially with the output miter bevel gear, and has a gap for free rotation independently of the output miter bevel gear. Although two flange members having a clutch are arranged on the output shaft 61, they can move in the axial direction. Such a saddle member can be configured to connect to any of the output miter bevel gears rotating in the opposite direction. When one of the flange members is connected to a specific output miter bevel gear using a clutch, the output shaft 61 rotates in a specific direction. When the connection is switched to the other output miter gear, the direction is reversed.

Neutral gear mechanism When the eaves member is not connected to any of the output miter bevel gears, the eaves member and the output shaft 61 are not restricted, and therefore can rotate in either direction and function as a "neutral" gear To do.

Parking Mechanism When the saddle member is connected to both output miter bevel gears, the saddle member is limited in rotation and functions as a “parking” gear.

Features and mechanisms for compensating for vibrations Dummy crankpin: When the input disk 16 rotates, the crankpin is placed at a position off the center. Such an imbalance results in vibrations. In order to compensate for this, the dummy crankpins are placed at an equal distance of 180 degrees. The dummy crankpin is moved by a ratio cam that moves the crankpin. The cam slots are the same and are 180 degrees apart from each other.

  2. Weight for reverse vibration: When the input disk 16 rotates, the cross-shaped rack assembly performs a vibrating motion, resulting in vibration. This vibration is offset by placing an appropriate object that vibrates in the opposite direction. This is accomplished by attaching a wheel that contacts the rack 64 and rotates back and forth. Such vibrations are compensated for by placing a suitable object 180 degrees apart in contact with the wheel.

Coaxial Input / Output Optional Function If coaxial input and output are desired, this is accomplished by adding an output member 65 having an internal gear that mates with the power link gear. The bearing is disposed between the input shaft 4 and the coaxial output member 65 and is independently rotated.

Restrictions:
When K = 1 and R = 1, the situation is as follows:
The number of teeth of the non-circular gear during driving (FIG. 22) needs to be the same as the number of teeth of the driving non-circular gear (FIG. 21), meaning that the periphery is the same, that is, the instantaneous speed is not the same Despite the possibility, complete one revolution at the same time. Also, there is no follow-up of some desired shapes, i.e. parts where the minimum radius is "r", the second set of non-circular gears are used in parallel to achieve the goal and as needed .

Apply rc2 / rc1 = n1, rc4 / rc3 = n2, and rdisk / rc5 = n1 * n2 requested but not mandatory (rv1 + rv2) = (rc3 + rc4) = (rc5 + rdisc) = (rc1 + rv2) = (rc1 + rv2) = The gears moved by all the drives were recognized by placing them on two general shafts, which became the input shaft 4 either.

Mathematical derivation:
The main aim is to determine the formula in the form of a non-circular gear so that v_rack (linear velocity rack 64) is constant.

ここで、
ω_{ＩＮＰＵＴ}−入力角速度
ω_ｖ１−駆動非円形歯車の角速度
ω_ｖ２−従動非円形歯車の角速度
ω_ｃ１−一定歯車１の角速度
ω_ｃ２−一定歯車２の角速度
ω_ｃ３−一定歯車３の角速度
ω_ｃ４−一定歯車４の角速度
ω_ｃ５−一定歯車５の角速度
ω_ｄｉｓｋ−ディスクの角速度
ω_{ＯＵＴＰＵＴ}−出力部における出力角速度
ｒ_ｖ１−駆動非円形歯車の半径
ｒ_ｖ２−従動非円形歯車の半径
ｒ_ｃ１−一定歯車１の半径
ｒ_ｃ２−一定歯車２の半径
ｒ_ｃ３−一定歯車３の半径
ｒ_ｃ４−一定歯車４の半径
ｒ_ｃ５−一定歯車５の半径
ｒ_ｄｉｓｋ−ディスクの半径
ｒ_{ｏｆｆｓｅｔ}−クランクピンの径方向位置
Ｒ−入出力の角速度
Ｋ−（製品における従動歯車の半径の駆動歯車の半径に対する比率）
ＣＴＲ−２つの非円形歯車の中心間の距離
ｆ_（θ）−ｓｉｎθまたはｃｏｓθ
である。

here,
ω _{INPUT −input} angular velocity ω _{v1 −angular} velocity of driven non-circular gear ω _{v2 −angular} velocity of driven non-circular gear ω _{c1 −angular} velocity of constant gear 1 ω _{c2 −angular} velocity of constant gear 2 ω _{c3 −angular} velocity of constant gear 3 ω _c4 − Angular velocity of the constant gear 4 ω _c5- Angular velocity of the constant gear 5 ω _disk- Angular velocity of the _disk ω _OUTPUT- Output angular velocity at the output part r _v1- Radius of the driving non-circular gear r _v2- Radius of the driven non-circular gear r _c1 -Constant gear 1 radius r _{c2 −radius of} constant gear 2 r _{c3 −radius of} constant gear 3 r _{c4 −radius of} constant gear 4 r _{c5 −radius of} constant gear 5 r _{disk −radius of} disk r _offset −crank pin radial position R-input / output angular velocity K- (ratio of driven gear radius to drive gear radius in the product)
CTR—Distance between centers of two non-circular gears f _(θ) −sin θ or cos θ
It is.

Claims (25)

A continuously variable transmission,
Having at least one module, which is
(A) an input disk having a radial slot having a length extending substantially in the radial direction, the input disk being disposed between the following (b) and (c): ,
(B) a ratio cam disk having a non-radial slot extending at least partially in a non-radial direction;
(C) A rack assembly having one or more racks, the rack having a longitudinal axis perpendicular to the longitudinal axis of the first slot, the first slot being (d) The rack assembly,
(D) a crankpin, disposed in the radial slot of the input disk, the non-radial slot of the ratio cam disk, and the first slot of the rack assembly, the longitudinal direction of the input disk; The crankpin extending parallel to the axis;
(E) one or more pinions attached to one or more pinion shafts and connected to corresponding one or more racks;
(F) at least one driven non-circular gear operably coupled to the input disk and having a functional area and a non-functional area;
Having
The at least one module comprises at least one driven non-circular gear arranged on the drive shaft rotating around the longitudinal axis at a uniform angular velocity and meshing with the at least one driven non-circular gear. The input disk is arranged so as to produce a non-uniform angular velocity about the longitudinal axis,
The crankpin reciprocates the rack assembly such that the rack assembly can only move along the longitudinal axis of the one or more racks;
The one or more pinions are rotated by the reciprocating motion of the rack assembly, the rotation direction of the pinions is periodically reversed, and the rotation of the pinions is converted into one-way rotation of the output gear or the sprocket. And
The output gear or sprocket includes the one or more pinion shafts and a one-way bearing, ratchet mechanism, or computer control that engages the output gear or sprocket with the pinion when the pinion rotates in a specific direction. Being rotated by one of the clutches,
Continuously variable transmission. 2. The continuously variable transmission according to claim 1, wherein the ratio cam disk and the input disk are arranged on the same axis adjacent to each other, and can be controlled to rotate synchronously or asynchronously through a control mechanism. When rotating substantially synchronously, the longitudinal axis of the crankpin is maintained at a substantially constant distance from the longitudinal axis of the input disk and is rotating asynchronously. In this case, the distance from the longitudinal axis of the crank pin to the longitudinal axis of the input disk is changed via a ratio changing mechanism. The continuously variable transmission according to claim 2,
The control mechanism includes a first bevel gear pair, and the first bevel gear pair includes a first drive bevel gear and a first driven bevel gear having a different effective diameter;
The first drive bevel gear is coaxially connected to the input disk, the first driven bevel gear is coaxially connected to the drive spur gear, and the drive spur gear is a spacer. A substantially identical driven spur gear spaced apart from the drive spur gear by a certain distance via
The driven spur gear is coaxially connected to the second driving bevel gear of the second bevel gear pair, and rotates the second driven bevel gear of the second bevel gear pair;
The first drive bevel gear is substantially the same as the second driven bevel gear, the first driven bevel gear is substantially the same as the second drive bevel gear, and the second drive bevel gear is substantially the same as the second drive bevel gear. The driven bevel gear is connected coaxially with the ratio cam disk,
When there is no relative motion between the longitudinal axes of the drive spur gear and the driven spur gear, the input disc and the ratio cam disc rotate substantially synchronously, and the drive spur gear and the driven spur gear When there is relative motion between the longitudinal axes of the input disk and the ratio cam disk, the input disk and the ratio cam disk rotate asynchronously. The distance between the shaft and the longitudinal axis of the crankpin is changed, thereby changing the linear movement of the rack assembly;
Continuously variable transmission. 4. The continuously variable transmission according to claim 3, wherein an intersection between a longitudinal axis of the drive spur gear and a longitudinal axis of the first driven bevel gear, a longitudinal axis of the driven spur gear, and the second drive umbrella. A continuously variable transmission in which a universal joint is arranged at an intersection with a longitudinal axis of a gear or both. The continuously variable transmission according to claim 2,
The control mechanism has a twisted grooved flange member coaxially mounted with the input disk, and the ratio cam disk defines a hole having a shape adapted to the twisted grooved flange member, and the twisted groove And the ratio cam disk and the input disk are spaced apart from each other by a predetermined distance.
If the distance separating the ratio cam disk and the input disk is kept substantially constant, the ratio cam disk and the input disk rotate substantially synchronously;
While the distance is changed, the ratio cam disk and the input disk rotate asynchronously,
Due to the asynchronous rotation of the ratio cam disk and the input disk, the distance between the longitudinal axis of the crankpin and the longitudinal axis of the input disk is changed via the ratio changing mechanism. ,
Continuously variable transmission. The continuously variable transmission according to claim 2,
The input disk and the ratio cam disk have a gear shape having a curve with the same pitch on the periphery thereof;
The control mechanism has two sets of intermediate circular gear pairs connected axially, the two gears in each pair have different pitch curves, and one of the gears in each pair has the same pitch Which has a curve of
The axis of the intermediate circular gear pair is arranged parallel to the longitudinal axis of the input disk and the longitudinal axis of the ratio cam disk, and these axes are one gear in one of the two sets. Is configured to mesh with the input disk in a radial direction, and one gear in another set having the same pitch curve is configured to mesh with the ratio cam disk in a radial direction, and The other gear is spaced so as to be configured to diametrically mesh with another common intermediate circular gear disposed coaxially with the input disk and the ratio cam disk;
Further, the longitudinal axes of the two sets of intermediate circular gear pairs connected in the axial direction are limited to move only along a path that is substantially a fixed distance from the longitudinal axis of the input disk. ,
During the movement, the input disk and the ratio cam disk rotate asynchronously;
Due to the asynchronous rotation of the ratio cam disk and the input disk, the distance between the longitudinal axis of the crankpin and the longitudinal axis of the input disk is changed via the ratio changing mechanism. Continuously variable transmission. The continuously variable transmission according to claim 1, further comprising:
Have multiple modules,
The plurality of modules are oriented such that at least one functional region of the driven non-circular gear contacts a functional region of the driving non-circular gear;
The functional area of the at least one driven non-circular gear is engaged so as to overlap the functional area of another driven non-circular gear so that the input disk rotates between the driven non-circular gears during one revolution. A continuously variable transmission in which a series of continuous engagements occur and the functional area of the driving non-circular gear is always in contact with the functional area of the at least one driven non-circular gear. 8. The continuously variable transmission according to claim 7, wherein the amount of overlapping engagement between the functional regions of the driving non-circular gear and the continuously engaged driven non-circular gear is substantially the same. .   2. The continuously variable transmission according to claim 1, wherein a substantially rectangular slider guide having a substantially rectangular slot is disposed in the first slot of the rack assembly and surrounds the crank pin. Step transmission. The continuously variable transmission according to claim 1, wherein the rack assembly further includes:
Have a dummy rack,
The dummy rack is provided adjacent to the rack assembly, has a mass substantially the same as the mass of the rack assembly, and moves in a direction opposite to the rack assembly to reciprocate the rack assembly. A continuously variable transmission that compensates for vibration caused by imbalance due to motion. The continuously variable transmission according to claim 1, wherein
The input disk has a second radial slot that is opposite the radial slot in a circumferential direction about the longitudinal axis of the input disk;
The ratio cam disk has a second non-radial slot that is opposite the non-radial slot in a circumferential direction about the longitudinal axis of the ratio cam disk;
A dummy crankpin having substantially the same mass as that of the crankpin slides in a direction opposite to the crankpin along the second non-radial slot of the input disc and the ratio cam disc. A continuously variable transmission that compensates for vibrations caused by imbalance caused by rotation off the center of the crankpin. The continuously variable transmission according to claim 1, wherein the rack assembly further includes:
A continuously variable transmission having a second slot substantially perpendicular to the first slot and accommodating the drive shaft. 2. The continuously variable transmission of claim 1, wherein the functional area of the at least one driven non-circular gear engages the functional area of the at least one driven non-circular gear to cause the rack assembly to move at a substantially constant speed. And the non-functional area of the at least one driven non-circular gear engages with the non-functional area of the at least one driven non-circular gear to decelerate the rack assembly to a stationary state, at a substantially constant speed. A continuously variable transmission that accelerates in the opposite direction until. The continuously variable transmission according to claim 2,
The ratio changing mechanism includes the crank pin, the ratio cam disk, and the input disk.
The crank pin is disposed in the radial slot of the input disk and the non-radial slot of the ratio cam disk, and the crank pin is moved by the relative angular velocity between the input disk and the ratio cam disk. Moving radially along the radial slot of the input disk, the distance between the longitudinal axis of the input disk and the longitudinal axis of the crankpin changes.
Continuously variable transmission. The continuously variable transmission according to claim 1, further comprising:
A continuously variable transmission having a plurality of power link shafts for connecting the output from each output gear or output sprocket to the next output. The continuously variable transmission according to claim 1, further comprising:
The rack assembly has at least one telescopic guide sleeve that guides the rack assembly to move only in one dimension within the slot frame, thereby reducing the size of the slot frame A continuously variable transmission. The continuously variable transmission according to claim 1, wherein the rack assembly further includes a rack weight having an appropriate mass, and a wheel that moves movement from the rack to the rack weight. A continuously variable transmission that compensates for vibration caused by the vibration motion of the rack by moving in a direction substantially opposite to the rack assembly. 2. The continuously variable transmission according to claim 1, wherein the weight for the crankpin has a mass substantially the same as the mass of the crankpin, and slides in a direction opposite to the movement of the crankpin to depend on the crankpin. A continuously variable transmission that compensates for vibration caused by rotation off the center. The continuously variable transmission according to claim 1, wherein
The output gear or sprocket is further coupled to an assembly having an input miter gear, a plurality of substantially coaxial output miter bevel gears, and a through shaft disposed substantially coaxially with the output miter bevel gear. The output miter bevel gear has through holes provided substantially at the center and at positions opposite to each other, so that the output miter bevel gear rotates substantially in directions opposite to each other. Yes,
A plurality of substantially coaxial flange members are configured to engage and independently move one of the output miter bevel gears.
Continuously variable transmission. The continuously variable transmission according to claim 19, wherein when one of the flange members is connected to one of the output miter bevel gears, the flange member rotates in a specific direction. A continuously variable transmission whose direction is changed when the connection is switched to another output miter bevel gear. 21. The continuously variable transmission according to claim 19, wherein when the flange member is not connected to any of the output miter bevel gears, the flange member is rotatable in any direction without restriction, and is a neutral gear. A continuously variable transmission that functions as: The continuously variable transmission according to claim 19, wherein when the flange member is connected to both of the output miter bevel gears, the rotation of the flange member is limited and functions as a parking gear. Machine. 16. The continuously variable transmission according to claim 15, wherein power from the power link shaft is transmitted to an output member via a gear or a sprocket arranged coaxially with the input shaft. 24. The continuously variable transmission according to claim 23, wherein power from the output member is connected to a ring gear, a carrier, or a sun gear of a planetary gear system, and the input shaft is one of two elements of the planetary gear system. A continuously variable transmission that is connected to the other and whose final output is connected to the remaining third element. 25. The continuously variable transmission according to claim 24, wherein the final output from the planetary gear system temporarily stores energy in the flywheel system and later returns power to the wheel and / or transmits power directly to the wheel. Continuously variable transmission.

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