Patent Application
20130130854
1. Field of Invention
This invention relates to variable torque/speed transmission, specifically to a variable transmission where the transmission ratio can be varied continuously between any two predetermined values.
2. Description of Prior Art
The inventions of this disclosure are applicable to friction dependent and non-friction dependent CVT's constructed out of the cones and cone assemblies described in U.S. Pat. No. 7,722,490 B2 and in this disclosure, which are: a “single tooth cone”, a “cone with two opposite teeth”, a “cone with one torque transmitting member”, a “cone with two opposite torque transmitting members”, a “cone with one slide-able tooth”, and a “cone with two opposite slide-able teeth”.
Two “cone with two opposite teeth”, two “cone with two opposite torque transmitting members”, or two “cone with two opposite slide-able teeth” can be used to construct a CVT 1, two “single tooth cone”, two “cone with one torque transmitting member”, or two “cone with one slide-able tooth” can be used to construct a CVT 2; and one “cone with two opposite teeth”, one “cone with two opposite torque transmitting members”, or one “cone with one slide-able tooth” can be used to construct a CVT 3.
A CVT 1, which is shown in
The transmission ratio of a CVT 1 can be changed by changing the axial position of the cones relative to the transmission belt, which is achieved by changing the axial position of the cones and holding fixed the axial position of the transmission belt; or if desired the transmission ratio can also be changed by changing the axial position of the transmission belt and holding fixed the axial position of the cones.
It is recommended that the transmission ratio of a CVT 1 is only changed when both cones of the CVT are in a moveable position. A moveable position of a cone is a position where only one tooth/torque transmitting member of that cone is engaged with its transmission belt for torque transmission. Changing the transmission ratio when both cones are in a moveable position can avoid significant stretching of the transmission belt (if toothed torque transmission is used as is the case for the CVT 1 shown in
A CVT 1 can also be constructed using two “cone with two opposite torque transmitting members” instead of two “cone with two opposite teeth”.
A CVT 2 mainly consists of two single tooth cones, labeled as single tooth cone 3A and single tooth cone 3B in
Each single tooth cone has one tooth that is used for torque transmission that elongates from a smaller diameter of the cone to a larger diameter of the cone. Since each single tooth cone only has one tooth, in order to ensure that at any instance during the operation of the CVT 2 at least one tooth is engaged with its transmission belt so as to ensure continual torque transmission, the tooth of single tooth cone 3A is positioned substantially opposite of the tooth of single tooth cone 3B (substantially opposite doesn't necessarily mean exactly 180 degrees apart, although exactly 180 degrees apart is preferable). So that in instances when single tooth cone 3A is positioned such that its tooth is not covered by its transmission belt, so that single tooth cone 3A is not transmitting torque; for single tooth cone 3B, its tooth is covered by its transmission belt, so that single tooth cone 3B is transmitting torque, which is due to the engagement between its tooth and its transmission belt. And in instances when single tooth cone 3B is positioned such that its tooth is not covered by its transmission belt, so that single tooth cone 3B is not transmitting torque; for single tooth cone 3A, its tooth is covered by its transmission belt, so that single tooth cone 3A is transmitting torque, which is due to the engagement between its tooth and its transmission belt. In addition, there can also exist overlapping instances where the tooth of single tooth cone 3A and the tooth of single tooth cone 3B are both engaged with their transmission belt, and hence transmit torque, at the same time.
A CVT 2 where the transmission belts are positioned near the smaller end of their single tooth cones is shown as a partial top-view in
In the figures, the single tooth cones are labeled as single tooth cone 3A and single tooth cone 3B, the teeth of the single tooth cones are labeled as tooth 4A and tooth 4B, the transmission belts are labeled as transmission belt 5A and transmission belt 5B, the transmission pulleys are labeled as transmission pulley 6A and transmission pulley 6B, and the adjusters are labeled as adjuster 7A and adjuster 7B.
In the figures, transmission belt 5A and transmission belt 5B are not accurately drawn, hence the teeth of the transmission belts are not shown. Slightly modified silent chains or inverted teeth chains, which each have a tapered base that matches the taper of its single tooth cone instead of a level base, can be used as a transmission belt 5A and a transmission belt 5B.
In
And in
The transmission ratio of the CVT 2 can be changed by changing the axial positions of the single tooth cones relative to the axial positions of their transmission belts and their transmission pulleys. In
Various guides, pulleys, or other devices that prevent/restrict axial movements of the transmission belts can be used to help maintain the axial position of the transmission belts. The need for maintaining the axial position of a transmission belt also exist in many other devices of prior art, and the methods used there can most likely also be used here, trial and error can be used to make sure; and more details regarding this is described in U.S. Pat. No. 7,722,490 B2.
In
Regarding adjustments to eliminate/reduce transition flexing, in instances where the arc length between tooth 4A and tooth 4B for the diameter of single tooth cone 3A and single tooth cone 3B where their transmission belts are positioned is not a multiple of the width of a tooth (the width of a tooth refers to the width of tooth 4A, which should have the same width as tooth 4B), where multiple of the width of a tooth means an arc length of 1 tooth, 2 teeth, 3 teeth, and so forth, such as length 3⅓ teeth for example, then the combination of single tooth cone 3A and single tooth cone 3B resemble a sprocket where the number of teeth is not an integer so that it has a partial tooth, such as sprocket with 5¼ teeth, 7⅛ teeth, or 3⅓ teeth for example; where the partial tooth is removed and does not engage with the chain of the sprocket.
For a sprocket with a partial tooth, the tooth positioned immediately after the partial tooth will not engage properly with its chain since that tooth will either be too early or too late relative to its chain. Likewise, in instances where the arc length between tooth 4A and tooth 4B for the diameter of single tooth cone 3A and single tooth cone 3B where their transmission belts are positioned is not a multiple of the width of a tooth, then the tooth about to be engaged will not engage properly with its transmission belt and flexing of that transmission belt, referred to as transition flexing, will occur.
Transition flexing can be eliminated by adjusting the rotational position of the transmission belt that is about to be engaged relative to rotational position of the tooth with which it will engage. For example, let's say tooth 4A is positioned too late relative to its transmission belt 5A. Here in order to eliminate transition flexing, transmission belt 5A can be rotated away from tooth 4A, so that tooth 4A is positioned just right relative to its transmission belt for proper engagement to occur. Another example, let's say tooth 4A is positioned too early relative to its transmission belt 5A. Here in order to eliminate transition flexing, transmission belt 5A can be rotated towards tooth 4A, so that tooth 4A is positioned just right relative to its transmission belt for proper engagement to occur.
In order adjust the rotational position of transmission belt 5A relative to its single tooth cone 3A, and hence also relative to its tooth 4A, adjuster 7A, adjuster 7B, or both adjusters can be used (see
Although transition flexing can be eliminated using the adjusters, if desired the transmission ratios where transition flexing occurs can be skipped.
Regarding adjustments to compensate for transmission ratio change rotation, in instances where both tooth 4A and tooth 4B are engaged with their transmission belts at the same time, the transmission ratio cannot be changed without some significant amount of stretching in the transmission belts, which is undesirable.
Here depending on the rotational position of a tooth of a single tooth cone, changing the transmission ratio when that tooth is engaged with its transmission belt applies a force that tends to rotate the single tooth cone of that tooth clockwise or counter-clockwise a certain amount. And since for a CVT 2 both single tooth cones are fixed to the same shaft and the rotation due to transmission ratio change for the single tooth cones are different due to that fact that the rotational position of their tooth is different, here changing the transmission ratio when tooth 4A and tooth 4B are both engaged with their transmission belt will stretch the transmission belts.
This type of stretching of the transmission belts can be eliminated by rotating the transmission belts relative to each other accordingly using adjuster 7A, adjuster 7B, or both adjusters so as to compensate for the difference in the applied rotation due to transmission ratio change of the single tooth cones.
Here the adjusters are used to rotate the transmission pulleys relative to each other which in turn rotates the transmission belts relative to each other. If the transmission pulleys are mounted on the input shaft, then if an adjuster rotates its transmission pulley in the direction opposite of the direction of rotation of the input shaft, then the adjuster only needs to provide a releasing torque. For a releasing torque situation, torque is only needed to overcome friction; lowering a weight using a winch is another example of a releasing torque situation; while raising a weight is not. And if the transmission pulleys are mounted on the output shaft, then if an adjuster rotates its transmission pulley in the direction of rotation of the output shaft, then the adjuster also only needs to provide a releasing torque.
In order to compensate for the difference in the applied rotation due to transmission ratio change of the single tooth cones, only the adjuster that needs to provide a releasing torque needs to be activated. For example, rotating transmission belt 5A clockwise relative transmission belt 5B can be achieved either by rotating transmission pulley 6A clockwise relative to transmission pulley 6B or by rotating transmission pulley 6B counter-clockwise relative to transmission pulley 6A. Here if rotating a transmission pulley in the counter-clockwise direction requires only a releasing torque than only adjuster 7B can be activated; and if rotating transmission pulley in the clockwise direction requires only a releasing torque than only adjuster 7A can be activated. The energy required for a releasing torque is insignificant; hence the adjusters will likely consume less energy than a windshield wiper motor.
Here when activated, the adjuster that needs to provide a releasing torque rotates its transmission pulley faster than the speed required to compensate for the difference in the applied rotation due to transmission ratio change of the single tooth cones during transmission ratio change. Here if compensating adjustment is required, the adjuster will provide the required adjustments (the adjuster will slow down or slip if it rotates faster than the required compensating adjustment), and if compensating adjustment is not required the adjusters will simply stall or slip and slightly increase the tension in the transmission belts to an acceptable limit.
The transmission ratio can be changed when only one tooth of a single tooth cone is engaged with its transmission belt; and the adjusters can provide compensation that allows the transmission ratio to be changed when both teeth of the single tooth cones are engaged; so theoretically, through the use of the adjusters there are no instances where the transmission ratio cannot be changed.
For adjuster 7A and adjuster 7B, a small low power electric motor can be used, since the adjusters only need to overcome frictional resistance. Here an electric motor can be used to drive a worm gear that drives a spur gear that rotates the output shaft of its adjuster; so that the adjuster can lock its output shaft relative to its body when the electric motor is not activated; this is required in order to transmit torque from a “transmission pulley” to “the output shaft of its adjuster” to “the body of its adjuster” and finally to “the shaft on which the body of it adjuster is fixed”. Here in order to allow for large torque transmission, double enveloping worm gear-spur gear drives, such as used in high-torque speed reducers, can be used.
In order to control the adjusters a controlling computer receives input from a rotational position sensor that monitors the rotational position of the single tooth cones shaft, a rotational position sensor that monitors the rotational position of transmission pulley 6A relative to transmission pulley 6B, and a transmission ratio sensor.
The adjustment methods to eliminate/reduce transition flexing and to compensate for transmission ratio change rotation for a CVT 2 using “cones with on one torque transmitting member each” can also be used for a CVT 2 using “cones with one single tooth each (single tooth cones)”. Both a “cone with on one torque transmitting member” and a “cone with one single tooth (single tooth cone)” have only one circumferential section of their cone that is toothed, which we refer to as the “toothed section”. For a CVT 2, said adjustment methods do not depend on the amount of teeth in a said “toothed section”, so the adjustment methods for a CVT 2 using “cones with on one torque transmitting member each” can also be used for a CVT 2 using “cones with one single tooth each (single tooth cones)”, this is certainly true for the adjustment method to eliminate/reduce transition flexing and the over adjustment method to compensate for transmission ratio change rotation. Detailed descriptions regarding said adjustment methods can be found in U.S. Pat. No. 7,722,490 B2.
If desired a CVT 2 with no adjusters can also be constructed. For this CVT 2 the transmission ratios where transition flexing occur can be skipped, the transmission ratio of the CVT can be maintained at a transmission ratio where no transition flexing occur, and/or transmission belts that are designed to allow sufficient flexing to account for transition flexing can be used.
If adjustments to compensate for transition flexing is provided by rotating one transmission pulley relative to another so as to adjust the rotational position of a transmission belt relative to its cone, then it is recommended that adjustments to compensate for transition flexing are provided in the direction of rotation that increases the tension in the tense side of said transmission belt. Here if the transmission pulleys are mounted on the input shaft then said transmission belt should be rotated in the direction of rotation of the input shaft relative to its cone, and if the transmission pulleys are mounted on the output shaft then said transmission belt should be rotated in the opposite direction of rotation of the output shaft relative to its cone.
If adjustment to compensate for transition flexing is provided in the direction of rotation that decreases the tension in the tense side of a transmission belt which rotational position is adjusted relative to its cone, then said adjustment will increase the tension in the slack side of said transmission belt. Here depending on the friction between said transmission belt and its cone, the adjustment provided might change the position of the tensioning pulley (if used instead of an idler pulley) of said transmission belt and this can decrease the accuracy and increase the response time of the adjustment provided. Here experimentation can be performed to determine whether this will significantly reduce the performance and reliability of the CVT.
A CVT 2 can also be constructed using two “cone with one torque transmitting member” instead of two “single tooth cones”.
A CVT 3 mainly consists of a cone with two oppositely positioned teeth (oppositely positioned teeth doesn't mean that the teeth have to be positioned exactly 180 degrees apart, but 180 degrees apart or close to 180 degrees apart), labeled as opposite teeth cone 10 in
A CVT 3 where the transmission belt is positioned near the smaller end of its cone with two oppositely positioned teeth is shown as a partial top-view in
In the figures, the teeth of opposite teeth cone 10 are labeled as tooth 11A and tooth 11B, the transmission belt is labeled as transmission belt 12, and the transmission pulley is labeled as transmission pulley 13.
In the figures, transmission belt 12 is not accurately drawn; hence the teeth of the transmission belt are not shown. Slightly modified silent chains or invert teeth chains, which each have a tapered base that matches the taper of its single tooth cone instead of a level base, can be used as transmission belt 12.
In
And in
In
The CVT 3 shown in
If desired a CVT 3 that uses a “cone with one fixed tooth and one oppositely positioned adjustable tooth” can be used instead of a “cone with two oppositely positioned fixed teeth”. For a “cone with one fixed tooth and one oppositely positioned adjustable tooth”, the “adjustable tooth” can be coupled to an adjuster as is done for an “adjustable torque transmitting member” of a “cone assembly with one fixed torque transmitting member and one oppositely positioned adjustable torque transmitting member” described in U.S. Pat. No. 7,722,490 B2.
The adjustment method to eliminate/reduce transition flexing for a “cone with one fixed tooth and one oppositely positioned adjustable tooth” is identical to the adjustment methods to eliminate/reduce transition flexing for a “cone assembly with one fixed torque transmitting member and one oppositely positioned adjustable torque transmitting member”. Both a “cone assembly with one fixed torque transmitting member and one oppositely positioned adjustable torque transmitting member” and a “cone with one fixed tooth and one oppositely positioned adjustable tooth” have two oppositely positioned circumferential section on their cone that are toothed, which we refer to as a “toothed section” (oppositely positioned “toothed sections” doesn't mean that the “toothed sections” have to be positioned exactly 180 degrees apart, but 180 degrees apart or close to 180 degrees apart; if one “toothed section” is adjusted relative to the other “toothed section”, then there should be instances where the “toothed sections” are not positioned exactly 180 degrees apart). Said adjustment method do not depend on the amount of teeth in a said “toothed section”, so the adjustment method to eliminate/reduce transition flexing for a “cone with one fixed tooth and one oppositely positioned adjustable tooth” is identical to the adjustment method to eliminate/reduce transition flexing for a “cone assembly with one fixed torque transmitting member and one oppositely positioned adjustable torque transmitting member”.
The adjustment methods to eliminate/reduce transition flexing for a “cone assembly with one fixed torque transmitting member and one oppositely positioned adjustable torque transmitting member” is described in U.S. Pat. No. 7,722,490 B2 for a cone assembly of a CVT 1.1, which is also applicable for a cone assembly of a CVT 3 that has a cone/cone assembly with on fixed and one oppositely positioned adjustable “toothed section”.
Also for the adjustment method to eliminate/reduce transition flexing, the adjustments provided to the adjustable “toothed section” is very little. So that after a said adjustment is provided from a relative rotational position where the “toothed sections (teeth or torque transmitting members)” are exactly or almost exactly opposite, the “toothed sections” are still substantially oppositely positioned. In order to ensure that the “toothed sections” are always substantially oppositely positioned, it is recommended that the “toothed sections” are returned to the relative rotational position where the “toothed sections” are exactly or almost exactly opposite positioned every time after a said adjustment has been provided, so that every time before a said adjustment is provided, the “toothed sections” are exactly or almost exactly opposite positioned.
The operation of the mover adjusters in order to substantially increase the duration at which the transmission ratio can be changed for a cone assembly of a CVT 1.1 described in U.S. Pat. No. 7,722,490 B2 can also be used for a cone/cone assembly of a CVT 3. All methods devices described for one can be used for all CVT's
A CVT 3 can also be constructed using a “cone with two opposite torque transmitting members” instead of a “cone with two opposite teeth”.
The following prior art that might also be relevant: U.S. Pat. No. 7,713,153; Issue Date: May 11, 2010; Patentee: Naude.
Methods and devices for improving the performance of CVT's (Continuous Variable Transmissions) that utilize a cone with one torque transmitting member, a cone with two opposite torque transmitting members, cone with one tooth (single tooth cone), and a cone with two opposite teeth.
Said methods and devices include but are not limited to: a mechanism for changing the axial position of a cone quickly and accurately (see
Said Method and devices can allow for the construction of a CVT that replaces automatic and manual transmissions as the transmission of choice. Since a CVT can provide more gear ratios than manual and automatic transmissions, this will result in better performance and fuel efficiency of cars. This is a solution that is long felt needed and has been often attempted without success.
For the reference numerals in this disclosure, the label M# after a reference numeral, where # is a number, such as M2 for example, is used to label a member of a part that is given a reference numeral. For example, member 5 of a part 8 is labeled as 8-M5.
And the label S# after a reference numeral, where # is a number, such as S2 for example, is used to label the shape of a part that is given a reference numeral. For example, shape 8 of a part 27 is labeled as 27-S8.
Below is described a “lever indexing mechanism”, a “lever indexing mechanism 2” and a “system driven indexing mechanism”. These mechanisms provide quick and accurate fixed interval rotational movements that can be converted into quick and accurate fixed interval linear movements that can be used to change the axial position of a cone, transmission belt, transmission pulley, etc. of a CVT 1, CVT 2, CVT 3, CVT 4, and other CVT's where these mechanisms can be useful.
In order to convert the rotational movements of these mechanism into linear movements, the rotation of the index wheel 16 of these mechanisms can be used to rotate the gear of a gear-gear rack drive that is used for axial position changing, or to rotate the gear of the gear-gear rack drive of a “mover sliding plate mechanism”, which is described later, that is used for axial position changing.
A lever indexing mechanism, which is shown in
Here in order to rotate the index wheel 16, a linear actuator is used 20. In order to transfer the force of a linear actuator 20 to the index wheel 16 an actuator lever 21 is used. Actuator lever 21 has a clutch that can be used by a controller/controlling computer to controllably engage and disengage actuator lever 21 with index wheel 16. When the clutch is engaged, rotation from the actuator lever 21 is transferred to index wheel 16; and when the clutch is disengaged, actuator lever 21 is allowed to rotate relative to index wheel 16.
The recommended clutch to be used for the actuator lever 21 is a jaw clutch 22, although other clutches that can be controllably engaged and disengaged by the controller/controlling computer can also be used. A jaw clutch 22 can comprise of two jaw gears, one fixed for rotation relative to the index wheel 16 and the other fixed for rotation relative to the actuator lever 21, that can be pushed together so as to have the clutch engaged and pushed apart so as to have the clutch disengaged. A jaw gear can be shaped like a flat washer that has at least one flat surface that is toothed. The toothed surfaces of the jaw gear of the index wheel 16 and the jaw gear of the actuator lever 21 face each other and can be made to engage and disengage through the use of a solenoid and a spring or other actuators. Here when engaged, no significant relative rotational movements between the jaw gears should occur.
The linear actuator 20 is connected to the actuator lever 21 so that it can turn the actuator lever 21 clockwise and counter-clockwise. Any type of linear actuator, such as pneumatic, hydraulic, or solenoids can be used as the linear actuator 20. If solenoids are used, then the linear actuator probably consists of two solenoids that can pull in opposite directions, unless a solenoid that can push and pull is used.
If desired, the actuator lever 21 can also be rotated using a rotary actuator, or other means for rotating a lever. If desired, the actuator lever 21 can also be driven by the system. For example, for a CVT 2, the actuator lever can be driven by rotation of the shaft/spline of the cones (single tooth cones). Here the rotating motion of the shaft/spline of the cones can be converted into reciprocating motion using a mechanism (many well know mechanisms that an accomplish this are known), this reciprocating motion can then be used to rotate the actuator lever clockwise and counter-clockwise as required. Here the timing of the clutch has to be accurate.
In order to avoid large shock loads, the force of the linear actuator or rotary actuator used to rotate the actuator lever 21 can be reduced when it is about to hit a stop or when it has traveled a set amount of distance. Here if pneumatics or hydraulics is used as the linear actuator 20, then a pressure relief can be used for such purpose.
In order to provide the required amount of rotation, the clockwise and counter-clockwise rotation of the actuator lever 21 is limited by a stop 23A and a stop 23B, which are fixed relative to a frame and not the index wheel 16. Here it is recommended that “the amount of rotation of the actuator lever 21 as it is moved from a position where it is in contact with stop 23A to the position where it is in contact with stop 23B” and “the amount of rotation of the actuator lever 21 as it is moved from a position where it is in contact with stop 23B to the position where it is in contact with stop 23A”, causes the index wheel 16 to rotate from 1 cavity 19 to the next cavity 19 or close to it; otherwise locking of the index wheel 16 will be a problem. In order to avoid large shock loads dampers such as spring dampers, friction dampers, elastomer dampers, etc., can be used at stop 23A and a stop 23B. If desired stop 23A and a stop 23B do not have to be physical stops, but instead limit switches can be used to tell the linear actuator when to stop at stop 23A and stop 23B; whether this can be accurate enough can be determined through experimentation.
The operation of a lever indexing mechanism that uses an actuator lever 21 that uses a jaw clutch 22 is as follows, if clockwise rotation is required then the following steps can be used:
a) during the initial stage, the index wheel 16 is locked and the jaw clutch 22 disengaged;
b) the linear actuator 20 rotates the actuator lever 21 to stop 23B if required;
c) the jaw clutch 22 is engaged;
d) the index wheel 16 is unlocked by pulling lock 18 out of its cavity 19 using locking-unlocking solenoid 17;
e) the linear actuator 20 rotates the actuator lever 21 towards stop 23A;
f) the pulling/releasing force on the lock 18 is stopped so that the lock 18 is pushed towards the index wheel 16;
g) once the lock 18 can slide into the next cavity 19 of the index wheel 16, it will do so and lock the index wheel 16;
h) once the actuator lever hits stop 23A, the jaw clutch 22 is disengaged.
And if counter-clockwise rotation is required then the following steps can be used:
a) during the initial stage, the index wheel 16 is locked and the jaw clutch 22 disengaged;
b) the linear actuator 20 rotates the actuator lever 21 to stop 23A if required;
c) the jaw clutch 22 is engaged;
d) the index wheel 16 is unlocked by pulling lock 18 out of its cavity 19 using locking-unlocking solenoid 17;
e) the linear actuator 20 rotates the actuator lever 21 towards stop 23B;
f) the pulling/releasing force on the lock 18 is stopped so that the lock 18 is pushed towards the index wheel 16;
g) once the lock 18 can slide into the next cavity 19 of the index wheel 16, it will do so and lock the index wheel 16;
h) once the actuator lever hits stop 23B, the jaw clutch 22 is disengaged.
For a CVT 2 it is recommended, but not an absolute requirement, that steps a) to c) are performed when the cone/transmission belt/transmission pulley of the indexing mechanism (the cone/transmission belt/transmission pulley which axial position is changed using the indexing mechanism) is used for toothed torque transmission, and steps d) to h) are performed when the cone/transmission belt/transmission pulley of the indexing mechanism is not used for toothed torque transmission.
For a CVT 2, in order to allow for proper engagement when no rotational adjustment between the transmission pulleys or cones is provided, the rotation of the index wheel 16 from one cavity 19 to the next cavity 19, should result in an axial position change of its cone/transmission belt/transmission pulley that results from an “initial transmission diameter of its cone/or the cone of its transmission belt/transmission pulley where the torque transmitting circumference of the cone corresponds to a length for which the circumferential distance between the tooth of the cone and an imaginary tooth positioned exactly opposite of the tooth of the cone is a multiple of the width of a tooth of ‘its transmission belt which is positioned at said initial transmission diameter’ (such as 10 teeth, 11 teeth, 12 teeth, 20 teeth, 21 teeth, etc.)” to a “final transmission diameter where the torque transmitting circumference of the cone corresponds to a length for which the circumferential distance between the tooth of the cone and an imaginary tooth positioned exactly opposite of the tooth of the cone is also a multiple of the width of a tooth of ‘its transmission belt which is positioned at said final transmission diameter’”.
However, this mechanism can also be used where the rotation of the index wheel 16 from one cavity 19 to the next, does not result in an axial position change of its cone/transmission belt/transmission pulley that results from an initial transmission diameter of its cone/or the cone of its transmission belt/transmission pulley where the torque transmitting circumference of the cone corresponds to a length for which the circumferential distance between the tooth of the cone and an imaginary tooth positioned exactly opposite of the tooth of the cone is a multiple of the width of a tooth of ‘its transmission belt which is positioned at said initial transmission diameter” (such as 10 teeth, 11 teeth, 12 teeth, 20 teeth, 21 teeth, etc.) to a final transmission diameter where the torque transmitting circumference of the cone corresponds to a length for which the circumferential distance between the tooth of the cone and an imaginary tooth positioned exactly opposite of the tooth of the cone is also a multiple of the width of a tooth of ‘its transmission belt which is positioned at said final transmission diameter’. Also, the transmission diameter of a cone depends on the axial position of a cone relative to its transmission belt, which means the same thing as the axial position of a transmission belt relative to its cone.
For a CVT 2, if rotational adjustment between the transmission pulleys or cones is provided, then the required axial position change of the cone/transmission belt/transmission pulley of the indexing mechanism as to allow for proper engagement for a given amount of rotation of the index wheel 16 from one cavity 19 to the next, depends on the rotational adjustment provided. For example, if a half-a-tooth width of rotational adjustments is provided, then the rotation of the index wheel from one cavity to the next, should result in an axial position change of its cone/transmission belt/transmission pulley that results from an “initial transmission diameter of its cone/or the cone of its transmission belt/transmission pulley where the torque transmitting circumference of the cone corresponds to a length that is a multiple of the width of a tooth of ‘its transmission belt which is positioned at said initial transmission diameter’ (such as 10 teeth, 11 teeth, 12 teeth, 20 teeth, 21 teeth, etc.)” to a “final transmission diameter where the torque transmitting circumference of the cone corresponds to a length that is multiple of the width of a tooth of ‘its transmission belt which is positioned at said final transmission diameter”.
For a cone of CVT 1, steps a) to c) can be performed at any time, and steps d) to h) should only be performed during an axial position changing interval of the cone of the indexing mechanism, which starts when only one tooth of the cone is engaged with the transmission belt and ends when the currently not engaged tooth of the cone reengages with the transmission belt. For example, here about half a rotation of the cone of the indexing mechanism can be used to perform steps a) to c) and about half a rotation of the cone of the indexing mechanism can be used to perform steps d) to h), or about “one and a half” rotation of the cone of the indexing mechanism can be used to perform steps a) to c) and about half a rotation of the cone of the indexing mechanism can be used to perform steps d) to h), etc.
For a cone of CVT 4, steps a) to c) can be performed at any time, and it is recommended that steps d) to h) are only be performed during an axial position changing interval of the cone of the indexing mechanism, which starts when the non-torque transmitting arc of the cone starts to be not completely covered by its transmission belt and ends when the non-torque transmitting arc of the cone starts to be completely covered by its transmission belt.
In general, for a cone of any CVT, it is recommended that steps a) to c) can be performed at any time; and it is recommended that steps d) to h) are only performed during an axial position changing interval of the cone of the indexing mechanism (only performed when the cone is in a moveable position). If performing steps d) to h when the “cone is not in a moveable position”, such as when a complete non-torque transmitting arc of the cone of a CVT 4 is completely covered by its transmission belt for example, will not cause any damages in the CVT, such as only causes stalling of the “lever indexing mechanism” and an acceptable increase in tension in the transmission belt of the CVT for example, then steps d) to h can be performed before the “cone is in a moveable position”; but in order to always ensure proper engagement between the teeth of the cone and the teeth of its transmission belt, steps d) to h should be completed before the cone has rotated from a “cone is in a moveable position” to a “cone is not in a moveable position”. Also the steps and the order of the step can be changed/modified/rearranged as needed.
For a cone of a CVT that uses a lever indexing mechanism to drive its axial position changing mechanism, in order to allow for proper engagement after an axial position change of the cone, the rotation of the index wheel 16 from one cavity 19 to the next cavity 19 should result in an axial position change of the cone that moves the cone from “one diameter that allows for proper engagement” to “another diameter that allows for proper engagement”.
Experimentations can be used to determine the required axial position change of a cone in order to allow for proper engagement. For a CVT 1 and a CVT 4 details regarding the required axial position change of a cone in order to allow for proper engagement are described in the sections of this disclosure that cover these CVT's.
For “step d) the index wheel 16 is unlocked”, the pulling/releasing force on the lock should be applied long enough so that the index wheel 16 will not relock at its current rotational position but fast enough so that the index wheel 16 will not skip a cavity 19. Proper duration for keeping the solenoid for locking-unlocking an index wheel active can be obtained through trial-and-error (i.e. increasing and decreasing the duration until the right duration is found) and experimentation.
For “step g) once the lock 18 can slide into the next cavity 19 of the index wheel 16, it will do so and lock the index wheel 16”, the locking of the index wheel 16 can also be used to accurately position (center) the index wheel 16 if tapered teeth for the index wheel 16 and lock 18 (as shown in
For optimal operation, it is recommended that the jaw clutch 22 can always perfectly engage when the actuator lever 21 is at stop 23A and stop 23B. Although not preferable, some play between the linear actuator 20 and the actuator lever 21 can be allowed so as to allow the jaw clutch 22 to perfectly engage at stop 23A and stop 23B, since this allows the actuator lever 21 to rotate a little due to centering of the engaging teeth of the jaw gears of the jaw clutch 22 to account for any misalignment between the teeth of the jaw gears during initial engagement. Also, it is recommended that the jaw clutch 22 is always engaged when the index wheel 16 is released so that the actuator lever 21 can control/maintain the rotational position of the index wheel 16 so as to prevent free rotation of the index wheel 16.
An index wheel 16 does not have to be rotated by the actuator lever 21 directly. It is also possible to have an index wheel 16 rotated by an actuator lever indirectly through the use of means for conveying rotational energy, such as gears, pulleys, belts, sprockets, chains, etc. for example. For example, an index wheel 16 can be rotated by an actuator gear that is engaged and disengaged with said index wheel 16 through a clutch, such as jaw clutch for example, in the same way the actuator lever 21 is engaged and disengaged with its index wheel 16 through a clutch. The rotation provided by the actuator gear to its index wheel 16 should be identical to the rotation provided by the actuator lever 21 to its index wheel 16 as described in earlier paragraphs; while here, the rotation of the actuator lever that is rotating the actuator gear can be different from the rotation of the actuator lever 21 described in earlier paragraphs; since here the rotation of the actuator gear also depends on the means for conveying rotational energy that is/are used to couple the actuator gear to its actuator lever.
Rotating an index wheel using a means for conveying rotational energy (gear, pulley, sprocket, etc.) that is coupled to an actuator lever mechanism (which includes the actuator lever, the tension spring(s) if used, the linear actuator, etc.), can be used as cost cutting method, since with “selecting clutches” that can selectively couple the output of an actuator lever mechanism to two or index wheels, one actuator lever mechanism can be used to rotate two or more index wheels.
The rotations of an index wheel 16 of a lever indexing mechanism can be used to rotate the gear of a gear-gear rack drive that is used to change the axial position of a part such as a cone for example. Or the rotations of an index wheel 16 of a lever indexing mechanism can be used to a drive a “driving only worm gear” that rotates a gear of a gear-gear rack drive that is used to change the axial position of a part such as a cone for example. If the index wheel 16 drives a “driving only worm gear” (so that the gear of a gear-gear rack drive used with the index wheel cannot rotate the index wheel), then the “lever indexing mechanism” can work without the index wheel locking-unlocking mechanism (lock 18 and locking-unlocking solenoid 17) and the cavities 19 of the index wheel, and hence they might be eliminated.
Also in order to damp and assist the force on the actuator lever 21, a spring or springs can be used. A set-up where this is used is shown in
A “lever indexing mechanism 2” is basically the same as a “lever indexing mechanism” that uses tension springs (see
A lever indexing mechanism, which is shown in
Here in order to rotate the index wheel 16, a linear actuator is used 20. In order to transfer the force of a linear actuator 20 to the index wheel 16 an actuator lever 21 is used. Actuator lever 21 has a clutch that can be used by a controller/controlling computer to controllably engage and disengage actuator lever 21 with index wheel 16. When the clutch is engaged, rotation from the actuator lever 21 is transferred to index wheel 16; and when the clutch is disengaged, actuator lever 21 is allowed to rotate relative to index wheel 16.
The recommended clutch to be used for the actuator lever 21 is a jaw clutch 22, although other clutches that can be controllably engaged and disengaged by the controller/controlling computer can also be used. A jaw clutch 22 can comprise of two jaw gears, one fixed for rotation relative to the index wheel 16 and the other fixed for rotation relative to the actuator lever 21, that can be pushed together so as to have the clutch engaged and pushed apart so as to have the clutch disengaged. A jaw gear can be shaped like a flat washer that has at least one flat surface that is toothed. The toothed surfaces of the jaw gear of the index wheel 16 and the jaw gear of the actuator lever 21 face each other and can be made to engage and disengage through the use of a solenoid and a spring or other actuators. Here when engaged, no significant relative rotational movements between the jaw gears should occur.
The linear actuator 20 is connected to the actuator lever 21 so that it can turn the actuator lever 21 clockwise and counter-clockwise. Any type of linear actuator, such as pneumatic, hydraulic, or solenoids can be used as the linear actuator 20. If solenoids are used, then the linear actuator probably consists of two solenoids that can pull in opposite directions, unless a solenoid that can push and pull is used.
If desired, the actuator lever 21 can also be rotated using a rotary actuator, or other means for rotating a lever. If desired, the actuator lever 21 can also be driven by the system. For example, for a CVT, the actuator lever can be driven by rotation of the input shaft/spline or output shaft/spline of the CVT. Here the rotating motion of the shaft/spline of the CVT can be converted into reciprocating motion using a mechanism (many well know mechanisms that an accomplish this are known), this reciprocating motion can then be used to rotate the actuator lever clockwise and counter-clockwise as required. Here the timing of the clutch has to be accurate.
In order to avoid large shock loads, the force of the linear actuator or rotary actuator used to rotate the actuator lever 21 can be reduced when it is about to hit a stop or when it has traveled a set amount of distance. Here if pneumatics or hydraulics is used as the linear actuator 20, then a pressure relief can be used for such purpose.
In order to provide the required amount of rotation, the clockwise and counter-clockwise rotations of the actuator lever 21 are limited by a stop 23C and a stop 23D, which are fixed relative to the frame of the lever indexing mechanism 2 and not the index wheel 16. Here rotating the actuator lever 21 from a position where it is in contact with stop 23C to the neutral position, which is the mid-point position between stop 23C and stop 23D, causes the index wheel 16 to rotate from one cavity 19 to the next cavity 19 (cause the index wheel 16 to rotate a one cavity step rotation which is a rotation that rotates a cavity 19 adjacent to the cavity 19 under the lock 18 to the cavity 19 under the lock 18 position); and here rotating the actuator lever 21 from a position where it is in contact with stop 23D to the neutral position also causes the index wheel 16 to rotate from one cavity 19 to the next cavity 19. In order to avoid large shock loads dampers such as spring dampers, friction dampers, elastomeric dampers, etc., can be used at stop 23C and a stop 23D. If desired stop 23C and a stop 23D do not have to be physical stops, but instead limit switches can be used to tell the linear actuator 20 when to stop at stop 23C and stop 23D; whether this can be accurate enough can be determined through experimentation.
In order to rotate the actuator lever 21 from stop 23C or stop 23D to the neutral position, two tension springs (labeled as tension spring 24C and tension spring 24D in
It is recommended that when at the neutral position, the tension springs are under tension so that they have enough pulling force to overcome the “forces needed to move the item that uses the lever indexing mechanism 2 for movement” when moving the actuator lever 21 to the neutral position or sufficiently close to the neutral position (locking of the index wheel 16 can also provide some rotational movements); although, momentum can also be used to move the actuator lever 21 to the neutral position or sufficiently close to the neutral position if the pulling force of a tension spring alone is not large enough to pull the actuator lever 21 to the neutral position or sufficiently close to the neutral position when its needs to overcome the “forces needed to move the item that uses the lever indexing mechanism 2 for movement”.
Also each tension spring can be replaced with multiple tension springs if desired. The tension springs (extension springs) can also be replaced or supplemented by other springs, such as compression springs, torsion springs, etc. If size is an issue, the tension springs can be positioned lengthwise relative to their CVT; and bevel gears, shafts, etc., can be used to transfer the rotation of the index wheel 16 to the required location at the required orientation.
The operation of a “lever indexing mechanism 2” that uses an actuator lever 21 that uses a jaw clutch 22 for a CVT 2 is as follows, if clockwise rotation is required then the following steps can be used:
a) during the initial stage, the index wheel 16 is locked and the jaw clutch 22 disengaged;
b) the linear actuator 20 rotates the actuator lever 21 to stop 23D if required;
c) the jaw clutch 22 is engaged;
d) the index wheel 16 is unlocked;
e) all forces of the linear actuator 20 are released so that the linear actuator 20 will not prevent tension spring 24C from rotating the actuator lever 21 to the neutral position. If pneumatics (preferred) or hydraulics are used for the linear actuator 20, then a vent valve that vents all the pressure in the pressurized chamber of linear actuator 20 can be used. If solenoids are used, then the solenoids can simply be deactivated.
f) the pulling/releasing force on the lock 18 is stopped so that the lock 18 is pushed towards the index wheel 16;
g) once the lock 18 can slide into the next cavity 19 of the index wheel 16, it will do so and lock the index wheel 16;
h) once the index wheel 16 is locked or once the lock 18 has started to slide into the next cavity 19 of the index wheel 16, the jaw clutch 22 is disengaged.
And if counter-clockwise rotation is required then the following steps can be used:
a) during the initial stage, the index wheel 16 is locked and the jaw clutch 22 disengaged;
b) the linear actuator 20 rotates the actuator lever 21 to stop 23C if required;
c) the jaw clutch 22 is engaged;
d) the index wheel 16 is unlocked;
e) all forces of the linear actuator 20 are released so that the linear actuator 20 will not prevent tension spring 24D from rotating the actuator lever 21 to the neutral position. If pneumatics (preferred) or hydraulics are used for the linear actuator 20, then a vent valve that vents all the pressure in the pressurized chamber of linear actuator 20 can be used. If solenoids are used, then the solenoids can simply be deactivated.
f) the pulling/releasing force on the lock 18 is stopped so that the lock 18 is pushed towards the index wheel 16;
g) once the lock 18 can slide into the next cavity 19 of the index wheel 16, it will do so and lock the index wheel 16;
h) once the index wheel 16 is locked or once the lock 18 has started to slide into the next cavity 19 of the index wheel 16, the jaw clutch 22 is disengaged.
For a CVT 2 it is recommended, but not an absolute requirement, that steps a) to c) are performed when the cone/transmission belt/transmission pulley of the “indexing mechanism 2” (the cone/transmission belt/transmission pulley which axial position is changed using the “indexing mechanism 2”) is used for toothed torque transmission, and steps d) to h) are performed when the cone/transmission belt/transmission pulley of the indexing mechanism 2 is not used for toothed torque transmission.
For a CVT 2, in order to allow for proper engagement when no rotational adjustment between the transmission pulleys or cones is provided, the rotation of the index wheel 16 from one cavity 19 to the next cavity 19, should result in an axial position change of its cone/transmission belt/transmission pulley that results from an “initial transmission diameter of its cone/or the cone of its transmission belt/transmission pulley where the torque transmitting circumference of the cone corresponds to a length for which the circumferential distance between the tooth of the cone and an imaginary tooth positioned exactly opposite of the tooth of the cone is a multiple of the width of a tooth of ‘its transmission belt which is positioned at said initial transmission diameter’ (such as 10 teeth, 11 teeth, 12 teeth, 20 teeth, 21 teeth, etc.)” to a “final transmission diameter where the torque transmitting circumference of the cone corresponds to a length for which the circumferential distance between the tooth of the cone and an imaginary tooth positioned exactly opposite of the tooth of the cone is also a multiple of the width of a tooth of ‘its transmission belt which is positioned at said final transmission diameter’”.
However, this mechanism can also be used where the rotation of the index wheel 16 from one cavity 19 to the next, does not result in an axial position change of its cone/transmission belt/transmission pulley that results from an initial transmission diameter of its cone/or the cone of its transmission belt/transmission pulley where the torque transmitting circumference of the cone corresponds to a length for which the circumferential distance between the tooth of the cone and an imaginary tooth positioned exactly opposite of the tooth of the cone is a multiple of the width of a tooth of ‘its transmission belt which is positioned at said initial transmission diameter” (such as 10 teeth, 11 teeth, 12 teeth, 20 teeth, 21 teeth, etc.) to a final transmission diameter where the torque transmitting circumference of the cone corresponds to a length for which the circumferential distance between the tooth of the cone and an imaginary tooth positioned exactly opposite of the tooth of the cone is also a multiple of the width of a tooth of ‘its transmission belt which is positioned at said final transmission diameter’. Also, the transmission diameter of a cone depends on the axial position of a cone relative to its transmission belt, which means the same thing as the axial position of a transmission belt relative to its cone.
For a CVT 2, if rotational adjustment between the transmission pulleys or cones is provided, then the required axial position change of the cone/transmission belt/transmission pulley of the indexing mechanism as to allow for proper engagement for a given amount of rotation of the index wheel 16 from one cavity 19 to the next, depends on the rotational adjustment provided. For example, if a half-a-tooth width of rotational adjustments is provided, then the rotation of the index wheel from one cavity to the next, should result in an axial position change of its cone/transmission belt/transmission pulley that results from an “initial transmission diameter of its cone/or the cone of its transmission belt/transmission pulley where the torque transmitting circumference of the cone corresponds to a length that is a multiple of the width of a tooth of ‘its transmission belt which is positioned at said initial transmission diameter’ (such as 10 teeth, 11 teeth, 12 teeth, 20 teeth, 21 teeth, etc.)” to a “final transmission diameter where the torque transmitting circumference of the cone corresponds to a length that is multiple of the width of a tooth of ‘its transmission belt which is positioned at said final transmission diameter”.
For a cone of CVT 1, steps a) to c) can be performed at any time, and steps d) to h) should only be performed during an axial position changing interval of the cone of the indexing mechanism, which starts when only one tooth of the cone is engaged with the transmission belt and ends when the currently not engaged tooth of the cone reengages with the transmission belt. For example, here about half a rotation of the cone of the indexing mechanism can be used to perform steps a) to c) and about half a rotation of the cone of the indexing mechanism can be used to perform steps d) to h), or about “one and a half” rotation of the cone of the indexing mechanism can be used to perform steps a) to c) and about half a rotation of the cone of the indexing mechanism can be used to perform steps d) to h), etc.
For a cone of CVT 4, steps a) to c) can be performed at any time, and it is recommended that steps d) to h) are only be performed during an axial position changing interval of the cone of the indexing mechanism, which starts when the non-torque transmitting arc of the cone starts to be not completely covered by its transmission belt and ends when the non-torque transmitting arc of the cone starts to be completely covered by its transmission belt.
In general, for a cone of any CVT, it is recommended that steps a) to c) can be performed at any time; and it is recommended that steps d) to h) are only performed during an axial position changing interval of the cone of the indexing mechanism (only performed when the cone is in a moveable position). If performing steps d) to h when the “cone is not in a moveable position”, such as when a complete non-torque transmitting arc of the cone of a CVT 4 is completely covered by its transmission belt for example, will not cause any damages in the CVT, such as only causes stalling of the “lever indexing mechanism 2” and an acceptable increase in tension in the transmission belt of the CVT for example, then steps d) to h can be performed before the “cone is in a moveable position”; but in order to always ensure proper engagement between the teeth of the cone and the teeth of its transmission belt, steps d) to h should be completed before the cone has rotated from a “cone is in a moveable position” to a “cone is not in a moveable position”.
For a cone of a CVT that uses a lever indexing mechanism to drive its axial position changing mechanism, in order to allow for proper engagement after an axial position change of the cone, the rotation of the index wheel 16 from one cavity 19 to the next cavity 19 should result in an axial position change of the cone that moves the cone from “one diameter that allows for proper engagement” to “another diameter that allows for proper engagement”.
Experimentations can be used to determine the required axial position change of a cone in order to allow for proper engagement. For a CVT 1 and a CVT 4 details regarding the required axial position change of a cone in order to allow for proper engagement are described in the sections of this disclosure that cover these CVT's.
For “step d) the index wheel 16 is unlocked”, the pulling/releasing force on the lock should be applied long enough so that the index wheel 16 will not relock at its current rotational position but fast enough so that the index wheel 16 will not skip a cavity 19. Proper duration for keeping the solenoid for locking-unlocking an index wheel active can be obtained through trial-and-error (i.e. increasing and decreasing the duration until the right duration is found) and experimentation.
For “step g) once the lock 18 can slide into the next cavity 19 of the index wheel 16, it will do so and lock the index wheel 16”, the locking of the index wheel 16 can also be used to accurately position (center) the index wheel 16 if tapered teeth for the index wheel 16 and lock 18 (as shown in
For optimal operation, it is recommended that the jaw clutch 22 can always perfectly engage when the actuator lever 21 is at stop 23A and stop 23B. Although not preferable, some play between the linear actuator 20 and the actuator lever 21 can be allowed so as to allow the jaw clutch 22 to perfectly engage at stop 23A and stop 23B, since this allows the actuator lever 21 to rotate a little due to centering of the engaging teeth of the jaw gears of the jaw clutch 22 to account for any misalignment between the teeth of the jaw gears during initial engagement. Also, it is recommended that the jaw clutch 22 is always engaged when the index wheel 16 is released so that the actuator lever 21 can control/maintain the rotational position of the index wheel 16 so as to prevent free rotation of the index wheel 16.
For “step e) all forces of the linear actuator 20 are released so that the linear actuator 20 will not prevent a tension spring from rotating the actuator lever 21 to the neutral position”; if desired during “step e)”, or after “step c) the jaw clutch 22 is engaged”, the linear actuator can be made to start applying a force in the direction of the pulling force of the tension spring under tension. The said force of the linear actuator should be stopped once or before the actuator lever reaches the neutral position. Here a limit switch can be used to have the controller/controlling computer know when to stop the said force of the linear actuator. The said force of the linear actuator can be used to assist the pulling force of the tension spring under tension.
In order to reduce shock loads due to the locking of the index wheel 16, when the index wheel 16 is unlocked (performed at “step d)”), it can be left unlocked for a maximum allowable duration, which can be determined through experimentation or engineering, so that the actuator lever 21 can become more stabilized at the neutral position before the index wheel 16 is locked. If the index wheel 16 is left unlocked for a maximum allowable duration, then “steps f) the pulling/releasing force on the lock 18 is stopped so that the lock 18 is pushed towards the index wheel 16” and “step g) once the lock 18 can slide into the next cavity 19 of the index wheel 16, it will do so and lock the index wheel 16” are not used in the operation of the “lever indexing mechanism 2”.
Another method to reduce shock loads due to locking of the index wheel 16 is by using a pneumatic/hydraulic linear actuator 20 as an air cushion. Here when the actuator lever 21 is about to reach the neutral position, the vent of the linear actuator 20 can be reduced (i.e. a vent valve with multiple settings or multiple vent valves can be used). Wedging brakes near the neutral position, and many other methods can also be used.
If the forces of the opposite tension springs (tension spring 24C and tension spring 24D) are zero or near zero at the neutral position, then the stiffness of the opposite tension springs do not have to be equal. It is even possible to use only one tension spring (such as only tension spring 24C or only tension spring 24D), which can act as only a tension spring or both as a tension spring and as a compression spring. This can be useful as a cost cutting method, since the pulling/stiffness requirements of tension spring 24C and tension spring 24D might not be equal. For example, if used to move a cone, one tension spring is used to move a cone in the axial direction where it needs to overcome the axial force due to the tension of the transmission belt, while the other tension spring (if used) is used to move a cone in the axial direction where it is assisted by the tension of the transmission belt in moving said cone in the axial direction.
Also if desired no spring is needed to rotate the actuator lever 21 to the neutral position since the linear actuator 20 can be used to rotate the actuator lever 21 to the neutral position. Here limit switches or neutral position stops can be used to stop the actuator lever at the neutral position.
An index wheel 16 does not have to be rotated by the actuator lever 21 directly. It is also possible to have an index wheel 16 rotated by an actuator lever indirectly through the use of means for conveying rotational energy, such as gears, pulleys, belts, sprockets, chains, etc. for example. For example, an index wheel 16 can be rotated by an actuator gear that is engaged and disengaged with said index wheel 16 through a clutch, such as jaw clutch for example, in the same way the actuator lever 21 is engaged and disengaged with its index wheel 16 through a clutch. The rotation provided by the actuator gear to its index wheel 16 should be identical to the rotation provided by the actuator lever 21 to its index wheel 16 as described in earlier paragraphs; while here, the rotation of the actuator lever that is rotating the actuator gear can be different from the rotation of the actuator lever 21 described in earlier paragraphs; since here the rotation of the actuator gear also depends on the means for conveying rotational energy that is/are used to couple the actuator gear to its actuator lever.
Rotating an index wheel using a means for conveying rotational energy (gear, pulley, sprocket, etc.) that is coupled to an actuator lever mechanism (which includes the actuator lever, the tension spring(s) if used, the linear actuator, etc.), can be used as cost cutting method, since with “selecting clutches” that can selectively couple the output of an actuator lever mechanism to two or index wheels, one actuator lever mechanism can be used to rotate two or more index wheels.
The rotations of an index wheel 16 of a lever indexing mechanism can be used to rotate the gear of a gear-gear rack drive that is used to change the axial position of a part such as a cone for example. Or the rotations of an index wheel 16 of a lever indexing mechanism can be used to a drive a “driving only worm gear” that rotates a gear of a gear-gear rack drive that is used to change the axial position of a part such as a cone for example. If the index wheel 16 drives a “driving only worm gear” (so that the gear of a gear-gear rack drive used with the index wheel cannot rotate the index wheel), then the “lever indexing mechanism 2” can work without the index wheel locking-unlocking mechanism (lock 18 and locking-unlocking solenoid 17) and the cavities 19 of the index wheel, and hence they might be eliminated.
Another mechanism that can be used to change the linear position of an item quickly and accurately is a “system driven indexing mechanism”. For a “system driven indexing mechanism”, the rotation of an index wheel is driven by the rotation of the system. For example, if a “system driven indexing mechanism” is used for a CVT 2, then its index wheel can be driven by the rotation of the shaft/spline of the cones (single tooth cones), although here the speed of the index wheel and the speed of the shaft/spline of the cones can be different due to the speed reduction or speed increase of the means for coupling (such as gears, sprocket, chains, belts, pulleys, etc.).
An example of a “system driven indexing mechanism” for a CVT is shown in
Wheel 25A is engaged with the index wheel 16 through the engagement of a gear 26A with index wheel gear 28 (gear 26A is engaged and disengaged for rotation with wheel 25A through clutch 27A, and index wheel gear 28 is fixed for rotation relative to index wheel 16). And wheel 25B is engaged with the index wheel 16 through the engagement of a gear 26B with index wheel gear 28 (gear 26B is engaged and disengaged for rotation with wheel 25B through clutch 27B, and index wheel gear 28 is fixed for rotation relative to index wheel 16).
The rotations of wheel 25A is only needed when the index wheel 16 needs to rotate counter-clockwise and the rotations of wheel 25B is only needed when the index wheel 16 needs to rotate clockwise. In order to select-ably apply the rotations of wheel 25A to the index wheel 16, a clutch 27A that can engage or disengage wheel 25A with a gear 26A through the use of a controller/controlling computer is used. And in order to select-ably apply the rotations of wheel 25B to the index wheel 16, a clutch 27B that can engage or disengage wheel 25B with a gear 26B through the use of a controller/controlling computer is used. Here when engaged, the rotations of wheel 25A is transferred to the index wheel 16 through the engagement of gear 26A with the index wheel gear 16; and when engaged, the rotations of wheel 25B is transferred to the index wheel 16 through the engagement of gear 26B with the index wheel gear 28.
In order for the controller/controlling computer to know when locking of a released index wheel 16 has started, a locking sensor 29 that senses when locking of a released index wheel 16 is about to take place is used. The locking sensor 29 can be used to signal when to deactivate any rotational position adjusting force applied to index wheel 16. A locking sensor 29 can consist of a sensor that senses any vertical movement lock 18 after its locking-unlocking solenoid 17 has been deactivated.
If counter-clockwise rotation is required then the following steps can be used:
a) during the initial stage, the index wheel 16 is locked;
b) the index wheel 16 is unlocked;
c) clutch 27A is engaged so that gear 26A rotates index wheel gear 28;
f) the pulling/releasing force on the lock 18 is stopped so that the lock 18 is pushed towards the index wheel 16;
g) once the lock 18 can slide into the next cavity of the index wheel 16, it will do so and lock the index wheel 16;
h) once locking of index wheel 16 has started (as sensed by locking sensor 29), clutch 27A is disengaged.
And if clockwise rotation is required then the following steps can be used:
a) during the initial stage, the index wheel 16 is locked;
b) the index wheel 16 is unlocked;
c) clutch 27B is engaged so that gear 26B rotates index wheel gear 28;
f) the pulling/releasing force on the lock 18 is stopped so that the lock 18 is pushed towards the index wheel 16;
g) once the lock 18 can slide into the next cavity of the index wheel 16, it will do so and lock the index wheel 16;
h) once locking of index wheel has started (as sensed by locking sensor 29), clutch 27B is disengaged
For step f), the index wheel should be released long enough so that it will not relock at its current rotational position but fast enough so that it will not skip a groove. Proper duration for keeping an index wheel unlocked can be obtained through trial and error and experimentation.
The steps for operating the “system driven indexing mechanism” can be changed and rearranged. For example, step “c) clutch 27A/B is engaged so that gear 26A/B rotates index wheel gear 28” can be performed before step “b) the index wheel 16 is unlocked”; however here the wheel 25A/B has to be able to rotate relative to the input shaft/spline of the CVT that is driving it, this can be achieved through the use of friction clutch(s) or other devices that allow for relative rotation.
If wheel 25A or wheel 25B can be made to select-ably rotate clockwise and counter-clockwise (many well know mechanisms that an accomplish this are known) only either wheel 25A or wheel 25B is needed.
A “system driven indexing mechanism” can be combined with other indexing mechanism or other mechanisms in a manner so that only one wheel 25 (and its clutch and gear) that is providing rotation in only one direction is required, if the other indexing mechanism is used to provide rotation in the other direction.
The rotations of an index wheel 16 of a “system driven indexing mechanism” can be used to rotate the gear of a gear-gear rack drive that is used to change the axial position of a part such as a cone for example.
All items/descriptions of the other indexing mechanism of this disclosure are also relevant here as applicable and vice-versa.
The axial position of a cone can be changed quickly and accurately using a “transmission ratio changing mechanism” described in the “Transmission Ratio Changing Mechanisms” section, preferably a “Lever Indexing Mechanism 2”.
The movements provided by a “transmission ratio changing mechanism” is fixed, while the required axial movements for a cone/transmission belt/transmission pulley from one transmission diameter that allows for proper engagement to the next transmission diameter that allows for proper engagement might change with the change in transmission diameter of its cone (this is the case for single tooth cone and cone with two opposite teeth due to the location of the neutral-axis of their transmission belt). If so, in order to have a “transmission ratio changing mechanism” provide the required amount of axial movements for a cone/transmission belt/transmission pulley a “mover sliding plate mechanism”, described in this section can be used.
A “mover sliding plate mechanism” that can be used to control the axial position of a cone/transmission belt/transmission pulley is shown as a partial side-view in
In
A mover pin 32 is attached to each side surface a mover rod 33 near the rear end of the mover rod 33, which is shown in
The slots 30-S1 of the sliding plates 30 are shaped so that with proper fixed interval up-&-down movements of the sliding plates 30, a mover rod 33 can properly position the cone/transmission belt/transmission pulley attached to it so that said cone/transmission belt/transmission pulley is properly positioned as to allow for proper engagement for all transmission diameters of its cone.
In order to limit the movements of the mover pin 32, and hence also the movements of the mover rod 33, to horizontal movements, two parallel horizontal movement plates 37 that each has a horizontal slot are used. The horizontal movement plates 37 are aligned and fixed to a non-moving part of the CVT, such as the housing of the CVT for example, in manner such that the mover pins 32, which end portions each slide in the slot of a horizontal movement plate 37, are always horizontal.
Between the parallel sliding plates 30 and the parallel horizontal movement plates 37, the mover rod 33 is positioned (see
In order to secure the mover rod 33 to the sliding plates 30 and the horizontal movement plates 37, two locking rings 38 that sandwich the sliding plates 30 are used; here each locking ring 38 is attached near an end of a mover pin 32 of the mover rod 33. It is recommended that friction between the slots of “the sliding plates 30 and the horizontal movement plates 37” and the “mover pins 32” is minimized; and it is also recommended that friction between the “locking rings 38” and the “sliding plates 30” is minimized; this can be achieved by making or coating the sliding plates 30 and the horizontal movement plates 37 with a low friction material, or submerging the mechanism in oil. Also in the figures the locking ring grooves for the locking rings might not be shown because of time limitations, but obviously they are there. This also applies to the all other parts of this disclosure where applicable.
In order to move the sliding plates 30 in the up & down directions shown in
In
Each sliding plate 30 has two parallel vertical guides 42 (see
The “mover sliding plate mechanism” can also be used to move a transmission pulley, transmission a belt, a guide plate of a transmission belt, a sliding plate mechanism for a compensating pulley, a compensating pulley, an engagement pulley, etc. axially. Slight adaptations might be necessary.
The “mover sliding plate mechanism” in combination with a “transmission ratio changing mechanism”, such as a “lever indexing mechanism 2”, can also be used to move a other things that need to be moved a certain amount within a short duration. Here the slots 30-S1 of the sliding plates 30 can simply be reshaped as needed.
For CVT's where fixed interval axial movements can allow for proper engagement (such as a CVT 1 using cones with two opposite torque transmitting members each, a CVT 1 using cones with one torque transmitting member each, and a CVT 4 using cones with one torque transmitting member each for example), a “mover sliding plate mechanism” might not be needed.
Here in order to move a cone/transmission belt/transmission pulley, a “straight rotation to linear converting mover mechanism”, shown as a partial side-view in
The mover rod 33 to which a gear rack 40 is attached is shown as a side-view in
For the “straight rotation to linear converting mover mechanism” shown in
A transmission ratio changing mechanism described in the “Transmission Ratio Changing Mechanisms” section, preferably a “Lever Indexing Mechanism 2”, can be used to provide the rotational input for the gear 39. The rotational input for the gear 39 can also be provided by other means such as a stepper motor for example.
The “straight rotation to linear converting mover mechanism” can also be used to move a transmission pulley, transmission a belt, a guide plate of a transmission belt, a sliding plate mechanism for a compensating pulley, a compensating pulley, an engagement pulley, etc. axially. Slight adaptations might be necessary.
A CVT 1, which is shown in
The transmission ratio of a CVT 1 can be changed by changing the axial position of the cones relative to the transmission belt. This can be achieved by changing the axial position of the cones and holding fixed the axial position of the transmission belt; and by changing the axial position of the transmission belt and holding fixed the axial position of the cones.
It is recommended that the transmission ratio of a CVT 1 is only changed when both cones of the CVT are in a moveable position. A cone is in a moveable position when it is in a rotational position where changing its axial position relative to its transmission belt is preferred. And a cone is not in a moveable position when it is in a rotational position where changing its axial position relative to its transmission belt is not preferred. During the rotation of a cone, it rotates in and out of a moveable position.
For the CVT 1 shown in
Changing the transmission ratio of a CVT 1 when both cones are in a moveable position makes the duration at which the transmission ratio can be changed very short and unpredictable, since the rotational position of the cones are independent of each other because they can rotate at different speeds. Here for example one cone can be in a moveable position while the other cone isn't, or one cone can be in a position where it has almost rotated out of a moveable position while the other cone has just started to rotate into a moveable position.
It is desirable to increase the duration at which the transmission ratio can be changed under preferably conditions. Since this reduces the speed at which the transmission ratio has to be changed, increases the maximum allowable speed of the cones at which the transmission ratio can be changed, and reduces the shock loads during transmission ratio change. The method of this section will significantly increase the duration at which the transmission ratio can be changed and makes the duration at which the transmission ratio of can be changed predictable for a CVT 1 and other CVT's for which the method of this section can be used.
In this section we describe a method for increasing the duration the transmission ratio of a CVT that uses cones, that are coupled to each other and that rotate in and out of a moveable position, can be changed. This method is applicable to a CVT 1 (using cones with two opposite teeth or torque transmitting members) and a CVT 4 of this disclosure. Said “method for increasing the duration”, which is referred to as the “method for increasing duration through independent axial position change”, comprises of changing the axial position of the cones independent of each other. Here the axial position of each cone is changed when it is in a moveable position, regardless of the rotational position of the other cone.
A set-up for a CVT 1 where the “method for increasing duration through independent axial position change” can be applied is shown in
For CVT 1A, the axial position of the cones can be changed independent of each other. Here when cone 44A is in a moveable position then its axial position can be changed regardless of the rotational position of cone 44B, which depending on its rotational position is or is not in a moveable position. And when cone 44B is in a moveable position then its axial position can be changed regardless of the rotational position of cone 44A, which depending on its rotational position is or is not in a moveable position.
The transmission ratio of a CVT 1A can be changed in the following manner, the axial position of cone 44A is changed the required amount as to allow for proper engagement during each “axial position changing interval” of cone 44A, regardless of the rotational position of cone 44B. An “axial position changing interval” of cone 44A is an interval that starts when cone 44A has started to rotate into a moveable position and ends when cone 44A has rotated out of a moveable position; and the axial position of cone 44B is changed the required amount as to allow for proper engagement during each “axial position changing interval” of cone 44B, regardless of the rotational position of cone 44A. An “axial position changing interval” of cone 44B is an interval that starts when cone 44B has started to rotate into a moveable position and ends when cone 44B has rotated out of a moveable position. The same method of changing the transmission ratio can also be used for a CVT 4; however for a CVT 4, cones 44A and 44B are each replaced with a cone with one torque transmitting member. The same method of changing the transmission ratio can also be used for other CVT's for which cones 44A and 44B are each replaced with different type of cone that rotates in and out of a moveable position.
Changing the axial position of a cone during an “axial position changing interval” means that the axial position of said cone has to be changed within the “axial position changing interval”. Here the axial position of said cone can be changed after said cone has started to rotate into a moveable position and end before cone 44A has rotated out of a moveable position.
A moveable position for a cone of a CVT 1 is a rotational position of said cone where only one tooth of said cone is engaged with the transmission belt. And a moveable position for a cone of a CVT 4 is a rotational position of said cone where the non-torque transmitting arc of said cone is not completely covered by its transmission belt.
The “axial position changing interval” of a cone of a CVT 1 which starts when only one tooth of the cone is engaged with the transmission belt and ends when the currently not engaged tooth of the cone reengages with the transmission belt. And the “axial position changing interval” of a cone of a CVT 4 starts when the non-torque transmitting arc of the cone starts to be not completely covered by its transmission belt and ends when the non-torque transmitting arc of the cone starts to be completely covered by its transmission belt.
The mechanism used to change the axial position of a cone should be fast enough so that it can change the axial position of a cone the required amount during an “axial position changing interval” of said cone. In order to actuate the mechanism used to change the axial position of a cone, only the actuation start time (which should be the same as the start time of the “axial position changing interval” of its cone) of the mechanism is needed.
In order to change the axial position of a cone the required amount as to allow for proper engagement during an “axial position changing interval”, the items described in the “Transmission Ratio Changing Mechanisms” section and “Other Methods and Devices Related to Changing the Transmission Ratio” section can be used.
For a CVT 1, the required amount of axial position change of a cone as to allow for proper engagement during an “axial position changing interval” can be obtained through experimentation and/or engineering. For example, an experiment can be made by axially moving the cone of a CVT 1 from one axial position that allows for perfect engagement to another axial position that allows for perfect engagement such that the circumferential lengths between the teeth of the cone are each increased or decreased one tooth width. Here for the axial positions of said cone that allows for perfect engagement, a transmission belt can be perfectly wrapped (without stretching or slacking) from one tooth of said cone to the other tooth of said cone.
Here as a theoretical guidance, if no rotational adjustment between the teeth of a cone of a CVT 1 is allowed, then the axial position of said cone has to be changed from “one transmission diameter of said cone where both circumferential lengths between one tooth of said cone and the other tooth of said cone is a multiple of the width of a tooth of ‘the transmission belt of said cone positioned at said one transmission diameter of said cone’” to “another transmission diameter of said cone where both circumferential lengths between one tooth of said cone and the other tooth of said cone is a multiple of the width of a tooth of ‘the transmission belt of said cone positioned at said another transmission diameter of said cone”. Here, the transmission diameter of said cone is the diameter of the surface of said cone where its transmission belt is positioned. And because of the location of the neutral-axis of the transmission belt, the width of a tooth of a portion of the transmission belt that is covering a surface of said cone, depends on the transmission diameter of said cone.
For a CVT 4, the required amount of axial position change of a cone as to allow for proper engagement during an “axial position changing interval” can be obtained through experimentation and/or engineering. For example, an experiment can be made by axially moving the cone of a CVT 4 from one axial position that allows for perfect engagement to another axial position that allows for perfect engagement such that the circumferential length of the non-torque transmitting arc is increased or decreased one tooth width. Here for the axial positions of said cone that allows for perfect engagement, a transmission belt can be perfectly wrapped (without stretching or slacking) from one end of the non-torque transmitting arc of said cone to the other end of the non-torque transmitting arc of said cone.
Here as a theoretical guidance, the axial position of a cone of a CVT 4 has to be changed from “one transmission diameter of said cone where the non-torque transmitting arc of said cone is a multiple of the width of a tooth of ‘the transmission belt of said cone which is positioned at said one transmission diameter’” to “another transmission diameter of said cone where the non-torque transmitting arc of said cone is a multiple of the width of a tooth of ‘the transmission belt of said cone which is positioned at said another transmission diameter’”. Here, the transmission diameter of said cone depends on the diameter of the surface of said cone where its transmission belt is positioned.
The requirement of changing the axial position of a cone the required amount as to allow for proper engagement during an “axial position changing interval” primarily applies to CVT's using toothed torque transmission. For most CVT's using friction torque transmission, the axial position of a cone can be changed any amount (does not have to be changed a specific amount) during an “axial position changing interval”.
If the axial position of cone 44A and cone 44B are changed independent of each other, then slack needs to be removed or provided for transmission belt 45; since changing the axial positions of the cones independent of each other can cause instances where the cones are not perfectly aligned. If the cones are perfectly aligned (the larger end of one cone is perfectly aligned with the smaller end of the other cone), then the transmission diameter of one cone increases proportionally with the decrease of the transmission diameter of the other cone so that proper tension in transmission belt 45 is maintained; if the cones are not perfectly aligned, then this is not so and slack needs to be removed or provided.
Tensioning pulley 46 is used to provide and/or remove slack in the transmission belt 46 (which can be due to instances where the axial positions of the cones are not changed at the same time) as needed. The axial position of the cones can be changed in manner so that slack only needs to be provided (the transmission belt remains tight but tension in the transmission belt is relieved to prevent breakage by having the tensioning pulley remove less slack), slack only needs to be removed, or slack needs to be provided and removed. The difference between the axial positions of the cones (axial misalignment between the larger end of one cone and the smaller end of the other cone) should be limited such that no instances of excessive amount of slack or insufficient amount of slack occur. It is preferable and recommended that the axial position changing procedure for the cones is designed so that the maximum “axial misalignment between the larger end of one cone and the smaller end of the other cone” is only “one axial position change step of a cone”.
In order to provide and/or remove slack, tensioning pulley 46 (see
It is not a necessity that in order to maintain proper tension in transmission belt 46, tensioning pulley 46 has to be pushed upwards by a spring. Tensioning pulley 46 can be pushed in any direction (down, sideways, diagonally, etc.) as long as it can provide and/or remove slack as needed. And the spring that pushes tensioning pulley 46 upwards can be replaced by weights, tensioning bands, compressed gasses, or any other means for providing a force.
Also in order for a CVT 1 to work properly, for each cone at least one tooth has to be engaged with the transmission belt at all times. And in order the CVT 4 to work properly, for each cone at least a portion of its torque transmitting member has to be engaged with the transmission belt at all times. In order to ensure the requirements of the previous two sentences, stationary or non-stationary support pulleys can be used. With proper positioning, tensioning pulley 46 can also be used as a support pulley.
This method significantly improves the performance of “a CVT 1, a CVT 4 and other CVT's for which the method of this section can be used, and hence would have been disclosed earlier (especially in patent applications that mention a CVT 1) if it was obvious.
This improvement might allow the construction of CVT's that can replace existing manual and automatic transmissions, since a short and unpredictable duration at which the transmission ratio can be changed was the main disadvantage of a CVT 1 (which offers a lot of advantages over a other transmissions other than this disadvantage) and other CVT's where this was a problem, so this might be a very important invention.
If this method results in the construction of CVT's that can replace existing manual and automatic transmissions, than this will be a very important; since currently no CVT that can replace manual and automatic transmissions exist, despite the fact that a CVT can provide more gear ratios than manual and automatic transmissions (more gear ratios result in better performance and fuel efficiency).
An alternate CVT that is similar to a CVT 1 and is labeled as a CVT 4 is shown in
A cone with one torque transmitting member comprises of a cone and one torque transmitting member that is attached to said cone so that it is constrained rotate-ably relative to said cone, but can slide axially relative to said cone. Said torque transmitting member can have teeth that can engage with the teeth of the transmission belt, so that a toothed engagement CVT can be constructed; although friction can also be used for torque transmission between the torque transmitting member of a cone and its transmission belt.
For the CVT 4 shown in
For the CVT 4 shown in
For preferred operation of a CVT 4 it needs to be ensured that: a) for each cone a portion of its torque transmitting member is always engaged for torque transmission with the transmission belt for all transmission ratios of the CVT; and b) for each cone an instance exist where its non-torque transmitting arc (which is the circumferential length of a cone that is positioned opposite of a torque transmitting member, see
If needed, items a) and b) of the previous paragraph can be ensured through the use of support pulleys. In
In order to change the axial position of a cone only when its non-torque transmitting arc is not completely covered by its transmission belt, a “marked wheel and a marked wheel sensor system” or a “rotational position sensor” can be used to indicate when the axial position of said cone can be changed.
Here a “marked wheel and a marked wheel sensor system” or a “rotational position sensor” can be used to indicate when the trailing end of the torque transmitting member of a cone becomes disengaged with its transmission belt, which indicates the start of a duration when the non-torque transmitting arc of a cone is not completely covered by its transmission belt, and hence also the instance where the axial position changing procedure for said cone can be started.
If a “marked wheel and a marked wheel sensor system” as shown in
The relative rotational/rotational positions of “marker 52-S1 and marked wheel sensor 53” should be set so that the marker 52-S1 is engaged with marked wheel sensor 53 at or slightly after the trailing end of the torque transmitting member of their cone becomes disengaged with its transmission belt for all axial positions of their cone. But, when actuating the axial position changing procedure of a cone when “the non-torque transmitting arc of said cone is completely covered by its transmission belt” does not cause any damage in the CVT, then the relative rotational/rotational positions of “marker 52-S1 and marked wheel sensor 53” can also be set so that marker 52-S1 is engaged with marked wheel sensor 53 slightly before the trailing end of the torque transmitting member of their cone becomes disengaged with its transmission belt for some or all axial positions of their cone. The relative rotational/rotational positions of “marker 52-S1 and marked wheel sensor 53” as required by the previous paragraph can be determined through experimentations. See “Marked Disk Rotational Position Method” Section for more details regarding the “marked wheel and a marked wheel sensor system”
If the rotational position where the trailing end of the torque transmitting member of a cone becomes disengaged with its transmission belt changes significantly with changes in the axial position of said cone, then the “marked wheel and marked wheel sensor system” is not very accurate. Here greater accuracy can be provided by using a rotational position sensor.
A rotational position sensor can also be used to indicate the instance where the axial position changing procedure for a cone can be started. Here the rotational position sensor is used to provide the controlling computer/controller of the CVT with the current rotational position of its cone. The current rotational position of a cone can be represented in degrees or radians. For example, a reference point which rotational position does not change as the axial position of its cone is changed, can be fixed/referenced to its cone. And the rotational position where the reference point is at the 12 o'clock position can be represented as the 0 degree rotational position, the rotational position where a point 1 degree clockwise of the reference point is at the 12 o'clock position can be represented as the 1 degree rotational position, the rotational position where a point 2 degree clockwise of the reference point is at the 12 o'clock position can be represented as the 2 degree rotational position, and so forth.
Next, an “axial position changing rotational position value” that indicates when the axial position changing procedure of a cone can be started can be programmed into the controlling computer/controller of the CVT that uses a rotational position sensor for a cone. An “axial position changing rotational position value” simply represents the rotational position of a cone where its axial position can be changed. And like the rotational position of a cone, the “axial position changing rotational position value” can also be represented in degrees or radians. For maximum accuracy it is recommended that each axial position of a cone has its own “axial position changing rotational position value”.
During operation, the controlling computer/controller of the CVT that uses rotational position sensors for its cones should continuously monitor the rotational positions each its cones. When the axial position of a cone needs to be changed, the controlling computer/controller waits until the actual rotational position of said cone matches the “axial position changing rotational position value” for said cone for its current axial position, and once the actual rotational position of said cone matches/corresponds to said “axial position changing rotational position value”, the controlling computer/controller initiates the axial position changing procedure for said cone.
The “axial position changing rotational position value” for each axial position of a cone of a CVT can be determined through experimentations.
In order to obtain the maximum duration for which the axial position of a cone can be changed, the position(s) of the support pulley(s) can be changed as the axial position of their cone is changed. Here slide-sliders mechanisms, electro/hydraulic positing mechanism, etc can be used.
The transmission ratio of a CVT 4 can be changed by changing the axial position of the cones relative to the transmission belt, which can be achieved by changing the axial position of the cones and holding fixed the axial position of the transmission belt. Or if desired the transmission ratio can also be changed by changing the axial position of the transmission belt and holding fixed the axial position of the cones.
In order to change the axial position of a cone without any significant stretching of the transmission belt, a cone (cone with one torque transmitting member) has to be in a moveable position, which is a rotational position where its non-torque transmitting arc is not completely covered by its transmission belt.
For a CVT 4, in order to change the transmission ratio, the axial position of each cone relative to the transmission belt can be changed independently so that the axial position of each cone is changed when it is in a moveable position regardless of the rotational position of the other cone. If the axial position of each cone relative to the transmission belt is changed independently, then a tensioning pulley (such as a tensioning pulley 50 of
The alternative to changing the transmission ratio by changing the axial position of each cone relative to its transmission belt independently is to change the axial position of each cone relative to its transmission belt simultaneously, such as by changing the axial position of the transmission belt for example. In order to change the transmission ratio by changing the axial position of each cone relative to its transmission belt simultaneously, both cones have to be in a moveable position during transmission ratio change; since the instance when one cone is in a moveable position can be different from the instance when the other cone is in a moveable position, the uninterrupted duration when both cones are in a moveable position can be very short and difficult to estimate.
The preferred configuration for a CVT 4 is shown in
Cones 54A and 54B are cones with one torque transmitting member. Cone 54A has a torque transmitting member 54A-M1, non-torque transmitting member 54A-M2, and a leveling loop 54A-M3. Cone 54B has a torque transmitting member 54B-M1, non-torque transmitting member 54B-M2, and a leveling loop 54B-M3. Torque transmitting members 54A-M1 and 54B-M1 have teeth so that toothed torque transmission can be used.
A leveling loop, such as leveling loop 54A-M3 and leveling loop 54B-M3, is a flexible loop with a tapered bottom surface that provides a level top resting surface for a transmission belt. It is recommended that each leveling loop is made out of a low friction flexible material that can expand and contract accordingly with the expansion and contraction of its cone; otherwise the CVT needs to be configured so that the leveling loops do not get in the way as the transmission ratio of their CVT is changed.
In order to optimize the position of the support pulleys (tensioning pulley 56 acts as a support pulley and tensioning pulley), tensioning pulley 56 and support pulley 57 are mounted so that they can freely move sideways in the horizontal direction. But no movements in the vertical direction is allowed for support pulley 57. And tensioning pulley 56 is pushed upwards in the vertical direction so that it can maintain proper tension in transmission belt 56 for all operating conditions of the CVT.
In order to have full surface to surface contact engagement between a torque transmitting member and its cone, it is preferred that a cone with one torque transmitting member that has one “straight engagement surfaces between torque transmitting member and its cone” and one “curved engagement surfaces between a torque transmitting member and its cone” is used, obviously other cones can also be used. An example of this type of cone is shown in FIGS. 91A, 91B, 92A, and 92B of U.S. Pat. No. 7,722,490 B2. This type of cone only allows for full surface to surface contact engagement torque transmission in one direction. Note: for subsequent description, the term “straight engagement surfaces between torque transmitting member and its cone” will simply be referred as straight engagement surfaces, and the term “curved engagement surfaces between a torque transmitting member and its cone” will simply be referred as curved engagement surfaces.
It is recommended, but not necessary, that here each cone is designed so as to have full surface to surface contact engagement torque transmission, as can be provided by straight engagement surfaces, in its primary pulling direction. Here for most circumstances, if a cone is pulling its transmission belt, then the portion of the torque transmitting member at/near the end of the straight engagement surfaces should engage first (the straight engagement surfaces are at the leading end); and if a cone is pulled by its transmission belt, then the portion of the torque transmitting member at/near the end of the curved engagement surfaces should engage first (the straight engagement surfaces are at the trailing end). Here the configuration for a cone that is pulled by its transmission belt can be the mirror-image of the configuration for a cone that is pulling its transmission belt.
Having a CVT 4 only be able to transmit a large torque in one direction should not be problem. Most vehicles/machines primarily only move in one direction; and reversing gearing can be used if otherwise.
For a vehicle/machine, there might be instances where the output shaft is pulling the input shaft (the torque in these situation is referred here as reversed torque), such as when the engine input speed is slower than the vehicles speed due to inertia for example. The reversed torque in these situations is low since it is usually limited by the torque needed to turn an engine, which can be turned by hand. The preferred CVT 4 should be designed to be able to handle any reversed torque. Or if desired a one-way clutch can be used to prevent a reversed torque from entering the CVT. For a vehicle this can be achieved by using a one-way clutch that only allows the output shaft of the CVT to provide torque to the vehicle/machine but prevents the vehicle/machine from providing any input torque to the CVT. Or if desired a one-way torque limiting clutch can be used to limit the amount of torque that a vehicle can apply to the output shaft of its CVT.
In order to limit the magnitude of the reversed torque applied to a CVT/transmission and capture some on the energy of the reversed torques, the output shaft of a CVT/transmission can be coupled to a generator. Here when a large reversed torque or any reversed torque occurs, the generator be can engaged for energy capture to the output shaft of the CVT/transmission.
The engagement and disengagement of the generator for energy capture can be controlled using many different control schemes. For example, with the use of a torque measuring/estimating device, a “reversed torque generator actuation value” and a “reversed torque generator deactivation value” can be used to control the engagement and disengagement of the generator for energy capture. Or for a vehicle, the generator can also be engaged for energy capture every time the driver lifts the gas paddle or lifts the gas paddle a certain amount; or every time the brake is applied.
New Transmission Belts for Cone with Torque Transmitting Member(s)
A “flat belt with teeth transmission belt” that can be used with a cone that uses one or several torque transmitting member(s) that have partial circular surfaces as its teeth (such as used for the cone with one torque transmitting member shown in FIGS. 91A, 91B, 92A, and 92B of U.S. Pat. No. 7,722,490 B2), and leveling loop is shown as a side-view in
The “flat belt with teeth transmission belt” comprises of a flat belt 58 on which teeth 59 are attached. Each tooth 59 comprises of two separate tooth halves 59-M1. And the shape of each tooth half 59-M1 comprises of two tooth half ends 59-M1-S1 and a tooth connector 59-M1-S2, which connects the two tooth half ends 59-M1-S1. Obviously each tooth half end 59-M1-S1 does not have to represent exactly half of a tooth, and other tooth shapes besides of a round tooth shape can also be used.
The tooth connectors 59-M1-S2 of each tooth are used to sandwich/clamp flat belt 58. Adhesives, holes in flat belt 58 into which dents of the tooth connectors 59-M1-S2 are inserted, and other methods, can be used to securely attach the tooth halves 59-M1 to flat belt 58. Obviously, there are many other ways that teeth 59 can be attached to flat belt 58.
Regarding the “flat belt with teeth transmission belt” described in the previous paragraph, In order to increase the flexibility of that transmission belt, the tooth connectors 59-M1-S2 can be made to have a narrower bases. An “alternate flat belt with teeth transmission belt” where the tooth connectors have narrower bases is shown as a side-view in
Regarding the “flat belt with teeth transmission belt” and the “alternate flat belt with teeth transmission belt” of the previous paragraphs, the width of the surface of the tooth connectors that is bonded to the flat belt can affect the bending properties of the transmission belts. If this prevents smooth engagement between a transmission belt and its torque transmitting member(s), then the bending properties of a torque transmitting member(s) can be adjusted accordingly, such as by adjusting the width of the tooth plates of the torque transmitting member of a cone with one torque transmitting member shown in FIGS. 91A, 91B, 92A, and 92B of U.S. Pat. No. 7,722,490 B2 for example.
A “teeth block transmission belt” that can be used with a cone that uses one or several torque transmitting member(s) that have partial circular surfaces as its teeth (such as used for the cone with one torque transmitting member shown in FIGS. 91A, 91B, 92A, and 92B of U.S. Pat. No. 7,722,490 B2), and leveling loop is shown as a side-view in
For this transmission belt, tooth blocks 60 that have teeth 60-S1 shaped on both of their side surfaces are used. The tooth blocks 60 are connected using rubber segments 61.
In order to ensure smooth engagement between a “teeth block transmission belt” and its torque transmitting member(s), it is recommended that the width of the tooth blocks 60 of the “teeth block transmission belt” and the width of the tooth plates of its torque transmitting member(s) using tooth plates are identical.
All transmission belts of this section can also be used for other purposes besides the ones mentioned in this disclosure. Also instead of using a transmission belt, all items of this disclosure can also use a chain. It is believed that somebody skilled in the art should be able to design a chain for such purpose.
In order to maintain the proper tension in the transmission belt of a CVT 3 (this method can also be applied to other torque transmission systems such as timing belt(s) & timing pulley(s) systems for example), the support pulley 15 (see
It is recommended that a support pulley is positioned at the location where engagement between a means for conveying rotational energy (transmission pulley, single tooth cone, etc.) and its transmission belt ends/starts on the slack side of the transmission belt. A support pulley can also be used with other means for conveying rotational energy systems such as cog belt systems, timing belt systems, etc.
In order to reduce the force it takes to move the single tooth cones of a CVT 2 axially, the single tooth cones (also referred to as cones in this section) of a CVT 2 can be moved independently of each other in the axial direction. It takes a significantly larger axial force to move a single tooth cone that is transmitting torque (its tooth is engaged with its transmission belt) axially, than it takes to move a single tooth cone that is not transmitting torque (its tooth is not engaged with its transmission belt) axially. Hence, in order to reduce the axial force required, during transmission ratio change, the axial position of the single tooth cones can be changed only when they are not transmitting torque, or only when they are not transmitting a large amount of torque, or when it doesn't take an excessive amount of axial force, etc. It is recommended that axial position change of one cone is immediately followed by the axial position change of the other cone; and it is also recommended that during non-transmission ratio changing operation, the transmission diameters of the cones are identical.
And likewise in order to reduce the force it takes to move the transmission belts of a CVT 2 axially, the transmission belts of a CVT 2 can be moved independently of each other in the axial direction. It a takes significantly larger axial force to move a transmission belt that is transmitting torque through toothed engagement (a tooth/teeth of a cone are engaged with the transmission belt) axially, than it takes to move a transmission belt that is not transmitting torque through toothed engagement (a tooth/teeth of a cone are not engaged with the transmission belt) axially. Hence, in order to reduce the axial force required to move the transmission belts, during transmission ratio change, the axial position of the transmission belts can be changed only when they are not transmitting torque through toothed engagement, or only when they are not transmitting a large amount of torque, or when it doesn't take an excessive amount of axial force, etc. It is recommended that axial position change of one transmission belt is immediately followed by the axial position change of the other transmission belt; and it is also recommended that during non-transmission ratio changing operation, the transmission diameters of the cones are identical.
One method to independently move the single tooth cones of a CVT 2 axially is by using a separate transmission changing mechanism for each single tooth cone, this method is shown in
Here the transmission changing mechanisms (63A and 63B) can be programmed to only change the axial position of their single tooth cones (62A and 62B) when they are not transmitting torque, or to only change the axial position of their single tooth cones in the direction that needs to push the transmission belts up the incline of their single tooth when they are not transmitting torque, etc. Also, instead of using a separate transmission changing mechanism for each single tooth cone, a single transmission changing mechanism that can alternately engage each cone and change the axial position of only cone 62A, only cone 62B, and both, if so desired, can also be used.
In order to change the transmission ratio of a CVT 2, the axial positions of the cones have to be changed relative to the axial position of their transmission belts and transmission pulleys. Hence the transmission ratio of a CVT 2 can be changed by changing the axial positions of the cones while maintaining the axial positions of the transmission belts and transmission pulleys; or by changing the axial positions of the transmission belts and transmission pulleys while maintaining the axial positions of the cones, this set-up seem to require less space under most circumstances.
If the axial position of the transmission belts and transmission pulleys is changed in order to change the transmission ratio, then the axial positions of each “transmission belt and transmission pulley pair” can be changed independently, in the similar manner as the axial positions of each cone can be changed independently. Here for example, each “transmission belt and transmission pulley pair” can have its own axial moving mechanism, which can comprise of a “means for axial moving a transmission pulley” and a “means for axial moving the means for maintaining the axial position of a transmission belt”. Other items used/relevant for a moving the cones independently, can also easily be adapted and used here.
Method for Ensuring Proper Engagement when the Axial Positions of the Cones for a CVT 2 are Changed Independently
In case no rotational position adjustment between the cones or transmission pulleys are provided, proper engagement when the cones or the transmission belts of a CVT 2 are moved independently of each other (the axial position of one cone relative to its transmission belt is changed independently of the axial position of the other cone relative to its transmission belt, or the axial position of one transmission belt relative to its cone is changed independently of the axial position of the other transmission belt relative to its cone), so that there are instances where the axial position of the transmission belts relative to their cones, and hence the transmission diameters, are not equal, can be ensured by satisfying the following 2 criteria (referred to as “independent axial movement engagement criteria”): criteria 1) the rotational position of initial engagement of the cones does not change as the transmission ratio is changed (the transmission ratio is changed by changing the axial position of the cones relative to their transmission belts or by changing the axial position of the transmission belts relative to their cones, both mean the same thing); and 2) the initial engagement phase of the transmission belts does not change as the transmission ratio is changed. Initial engagement phase of a transmission belt is the tooth positioning of that transmission belt; if two transmission belts have the same initial engagement phase, then the tooth positioning of the transmission belts at the location of initial engagement is identical.
Criteria 2) can be achieved by having both the length of the portion of each transmission belt from a common reference location on the transmission pulleys to their location of initial engagement be constant regardless of the transmission ratio, and by having the teeth the transmission pulleys aligned relative to each other (the transmission pulleys have the same phase). Here a common reference location is a reference location that is identical for all transmission ratios.
A configuration of a CVT 2 where the “independent axial movement engagement criteria” are satisfied (at least for the transmission ratios shown) is shown as a side-views in
In
For this CVT 2, the “independent axial movement engagement criteria” are satisfied (see
And since criteria 2) is satisfied, since the phase of the transmission belts at transmission ratio 1 and transmission ratio 2 at the location of initial engagement is identical. This is so because: a) the length of the portions of the transmission belts from “a common reference location on their transmission pulleys (the reference location for transmission ratio 1 and the reference location for transmission ratio 2 are identical)” to “their locations of initial engagement” are identical (L1=L2), b) and the teeth of the transmission pulleys (transmission pulley A and are transmission pulley B) are aligned.
Since the “independent axial movement engagement criteria” are satisfied, here proper engagement can be ensured when the axial position of cone 64B is change from the position at transmission ratio 1 to the position at transmission ratio 2 or from the position at transmission ratio 2 to the position at transmission ratio 1 while the axial position of cone 64A is not changed (before any axial position change, cone 64A and cone 64B are at the same relative axial position relative to their transmission belt), or when the axial position of transmission belt 66B is change from the position at transmission ratio 1 to the position at transmission ratio 2 or from the position at transmission ratio 2 to the position at transmission ratio 1 while the axial position of transmission belt 66A is not changed (before any axial position change, transmission belt A and transmission belt B are at the same relative axial position relative to their cone), as long as tooth 64B-S1 can properly engage under the current (unchanged) transmission diameter, which can be achieved by having the circumferential lengths between tooth 64A-S1 and tooth 64B-S1 at the current transmission diameter be multiple of the width of a tooth. And likewise, here proper engagement can also be ensured when the axial position of cone 64A is change from the position at transmission ratio 1 to the position at transmission ratio 2 or from the position at transmission ratio 2 to the position at transmission ratio 1 while the axial position of cone 64B is not changed (before any axial position change, cone 64A and cone 64B are at the same relative axial position relative to their transmission belt), or when the axial position of transmission belt 66A is change from the position at transmission ratio 1 to the position at transmission ratio 2 or from the position at transmission ratio 2 to the position at transmission ratio 1 while the axial position of transmission belt 66B is not is not changed (before any axial position change, transmission belt 66A and transmission belt 66B are at the same relative axial position relative to their cone), as long as tooth 64A-S1 can properly engage under the current (unchanged) transmission diameter, which can be achieved by having the circumferential lengths between tooth 64A-S1 and tooth 64B-S1 at the current transmission diameter be multiple of the width of a tooth.
In order to change the transmission ratio of the CVT 2 shown in
A configuration of a CVT 2 that uses a compensating pulley for each transmission belt and an engagement pulley for each transmission belt in order to satisfy the “independent axial movement engagement criteria” while avoiding having to change the position of the shaft/spline of the transmission pulleys or the position of the shaft/spline of the cones as the transmission ratio is changed is shown as a side-view in
The top-view for the CVT 2 shown as a side-view in
In addition to the items of the CVT 2 shown in
Here the engagement pulleys 70A & 70B are added to satisfy criteria 1) the rotational position of initial engagement of the cones does not change as the transmission ratio is changed; and the compensating pulleys 69A & 69B are added to satisfy criteria 2) the initial engagement phase of the transmission belts does not change as the transmission ratio is changed. Here criteria 1) is satisfied, since the rotational position of initial engagement of the cones 64A & 64B for transmission ratio 1 is identical to the rotational position of initial engagement of the cones 64A & 64B for transmission ratio 2 (Initial Engagement Rotational Position 1=Initial Engagement Rotational Position 2; both are at the 12 o'clock position). And here criteria 2) is satisfied since the phase of the transmission belts 66A & 66B at transmission ratio 1 and at transmission ratio 2 at the location of initial engagement is identical, since: a) the length of the portions of the transmission belts from a “common reference location on the transmission pulleys 65A & 65B (an identical location on the transmission pulleys is used for transmission ratio 1 and at transmission ratio 2)” to “their locations of initial engagement” for transmission ratio 1 and transmission ratio 2 is identical (A+B=C, see
For the configuration shown in
It is recommended that the axial position of “cone 64B relative to its transmission belt” is changed independently (which can be achieved by changing the axial position of cone 64B or by changing the axial position of transmission belt 66B) relative to that of “cone 64A relative to its transmission belt” in a manner such that at the new axial position of “cone 64B relative to its transmission belt” (new transmission diameter), the arc length between “the imaginary (if the transmission diameter of cone 64A and cone 64B are different) or real (if the transmission diameter of cone 64A and cone 64B are the same) tooth 64A-S1 at the new transmission diameter (the imaginary or real tooth positioned exactly opposite of tooth 64B-S1 at the new transmission diameter)” and “tooth 64B-S1 at the new transmission diameter” that is about to be completely covered by its transmission belt is a multiple of the width of a tooth of ‘the transmission belt of cone 64B which is positioned at the new transmission diameter of cone 64B’.
Here it seems that any axial position change of “cone 64B relative to its transmission belt” will allow proper engagement for tooth 64B-S1 as long as tooth 64B-S1 can properly engage at the unchanged axial position of “cone 64B relative to its transmission belt” (see
The exact location for the compensating pulleys (69A & 69B) can be obtained through experimentation. For example, an experiment can be made by moving the axial position of the cones relative to their transmission belts in a manner where for each axial position of the cones relative to their transmission belts, the circumferential lengths between one tooth of a cone relative to the other tooth of the other cone is a multiple of the width of a tooth, and determining the exact required location of the compensating pulleys for each axial position of the cones relative to their transmission belts so that the phase of the transmission belts at the location of initial engagement does not change with the change in axial position of the cones relative to their transmission belts. For said experiment, the exact required location of the compensating pulleys should be obtained for each transmission ratio of the CVT.
In order to control the location of the compensating pulleys and/or engagement pulleys as the transmission ratio is changed, slides with sliders on which a pulley can be mounted, which is similar to the mechanism as used for the tensioning pulleys of the CVT 2 shown in patent application Ser. No. 09/758,707 can be used. For this set-up, if the transmission belts are moved in order to change the transmission ratio, the compensating pulleys and/or engagement pulleys can be moved by the movement of the transmission belts so that a compensating pulley and/or engagement pulley does not need a separate mover mechanism. This set-up is preferred if it can be used. The position of the compensating pulleys and/or engagement pulleys as the transmission ratio is changed can also be controlled using linear actuators which each can accurately control the linear position of a compensating pulley and/or engagement pulley and sliding plate mechanisms, described in the following paragraph. Many other mechanisms can also be used.
A sliding plate mechanism that can be used to control the vertical position of a compensating pulley is shown as a side-view in
The slots of the sliding plates 71 (labeled as slots 71-S1) are shaped so that with proper fixed interval left-&-right movements of sliding plates 71, a compensating pulley 72 can be properly positioned as required for all transmission ratios of the CVT. The shape of the slots 71-S1 can be obtained through experimentations as described later in this section.
In order to limit the movements of the compensating pulley 72 to vertical movements, two parallel vertical movement plates 73 are used. The vertical movement plates 73 are fixed to the housing of the sliding plate mechanism, in manner such that the slots of the vertical movement plates 73 (labeled as slots 73-S1), in which each an end portion of a compensating pulley shaft 74 slides, are aligned so that the compensating pulley shaft is always perpendicular to the vertical movement plates and sliding plates.
Between the vertical movement plates 73 and sliding plates 71 a compensating pulley 72 is positioned (see
It is recommended that the compensating pulley 72 is mounted so as to: a) allow minimal axial movements of the compensating pulley 72 relative to the vertical movement plates 73 and sliding plates 71, b) allow the compensating pulley 72 to rotate relative to the vertical movement plates 73 and sliding plates 71 with minimal friction, and c) allow minimum relative axial movements between the compensating pulley 72 and the compensating pulley shaft 74.
In order to secure compensating pulley 72 and compensating pulley shaft 74 to the vertical movement plates 73 and sliding plates 71, two locking rings 75 that sandwich the vertical movement plates are used. Here each locking ring 75 is attached near an end of the compensating pulley shaft 74.
It is recommended that friction between the slots of the vertical movement plates 74 and the sliding plates 71, and the compensating pulley shaft 74 is minimized, and it is also recommended that friction between the locking rings 75 and the vertical movement plates 73 is minimized, this can be achieved by making or coating the vertical movement plates 73 and sliding plates 71 with a low friction material. In order to move the sliding plates 71 in the left-&-right directions shown in
Proper engagement if the cones or transmission belts of a CVT 2 are moved independently can also be achieved without satisfying the 2 “independent axial movement engagement criteria” mentioned earlier. If the cones or transmission belts of a CVT 2 are moved independent of each other, than the amount that the axial position of a cone relative to its transmission belt has to be changed in order to allow for proper engagement, can depend on the change in positioning of the cones as the transmission ratio is changed, the change in positioning of the transmission pulleys as the transmission ratio is changed, the size of the teeth, the movement of the tensioning pulleys, the taper of the cones, etc. Experimentations can be used to determine the right set-up that allows for proper engagement when the cones or transmission belts of a CVT 2 are moved independently. Here the following two criteria for allowing proper engagement between a transmission diameter of a cone at transmission ratio 1 and a transmission diameter of a cone at transmission ratio 2 can come useful: criteria 1) the rotational position of initial engagement of the cones for transmission ratio 1 and transmission ratio 2 is identical; and criteria 2) the initial engagement phase of the cones for transmission ratio 1 and transmission ratio 2 is identical. Here criteria 2) can be achieved by having “the length of the portion of a transmission belt at transmission ratio 1 from a reference tooth of its transmission pulley that is “aligned with” (at the same position as) the reference tooth of the transmission pulley at transmission ratio 2, to the location of initial engagement of the tooth of the cone at transmission ratio 1 with its transmission belt” be identical to “the length of the portion of a transmission belt at transmission ratio 2 from a reference tooth of its transmission pulley that is aligned with the reference tooth of the transmission pulley at transmission ratio 1, to the location of initial engagement of the tooth of the cone at transmission ratio 2 with its transmission belt”. And criteria 2) can also be achieved by having “the length of the portion of a transmission belt at transmission ratio 1 from a reference tooth of its transmission pulley that is aligned with the reference tooth of the transmission pulley at transmission ratio 2, to the location of initial engagement of the tooth of the cone at transmission ratio 1 with its transmission belt” be identical or be identical plus having additions or subtractions of a multiple of the width of a tooth to “the length of the portion of a transmission belt at transmission ratio 2 from a reference tooth of its transmission pulley that is aligned with the reference tooth of the transmission pulley at transmission ratio 1, to the location of initial engagement of the tooth of the cone at transmission ratio 2 with its transmission belt”. For example, if “the length of the portion of a transmission belt at transmission ratio 1 from a reference tooth of its transmission pulley that is aligned with the reference tooth of the transmission pulley at transmission ratio 2, to the location of initial engagement of the tooth of the cone at transmission ratio 1 with its transmission belt” is 10 teeth than “the length of the portion of a transmission belt at transmission ratio 2 from a reference tooth of its transmission pulley that is aligned with the reference tooth of the transmission pulley at transmission ratio 1, to the location of initial engagement of the tooth of the cone at transmission ratio 2 with its transmission belt” can be 8, 9, 10, 11, 12, etc. teeth long for example. Here if the tooth of the cone at transmission ratio 1 can properly engage with its transmission belt, then the tooth of the cone at transmission ratio 2 can also properly engage with its transmission belt, even if the axial positions of the cones relative to their transmission belts, and hence also the transmission diameters, are different.
Proper engagement when the cones or the transmission belts of a CVT 2 are moved independently of each other can also be achieved without the use of the engagement pulleys as long as the compensating pulleys for the transmission belts are moved accordingly as the transmission ratio is changed so that proper engagement can be achieved without the engagement pulleys. The configuration of a CVT 2 that uses this method is identical to the configuration shown in
If the transmission belts/cones of a CVT 2 are moved independently in the axial direction, then the configuration where the large ends of the cones are facing each other can be used. This configuration is shown in
For the configurations shown in
And for the configurations shown in
For the configuration shown in
For the CVT 2 shown in
If desired a CVT2 for which the cones are mounted on separate shafts/splines, and the transmission pulleys are mounted on separate shafts/splines can also be constructed. Here a set-up that is basically identical to a CVT2 where the cones are mounted on common shaft/spline, and the transmission pulleys are mounted on common shaft/spline can be used, as long as the splines/shafts of the cones are coupled to each other so that they rotate at the same speed and in the same direction, and the splines/shafts of the transmission pulleys are coupled to each other so that they rotate at the same speed and in the same direction.
Obviously the method of this section can also be used for a CVT 2 that uses two “cone with one torque transmitting member” instead of two “single tooth cones”.
High resolution rotational position sensors are very expensive. Therefore, below we introduce a “marked disk rotational position method” that can be used to replace the rotational position sensor that determines the engagement status of a CVT using one or more cones with one torque transmitting member/tooth or one or more cones with two opposite torque transmitting members/teeth.
For a CVT 2 using single tooth cones, the basic configuration for a sensor of the “marked disk rotational position method” consist of a disk which has two opposite positioned dimples and two mechanical switches that are connected to the controlling computer. Here each dimple of the marked disk is used to represent the position of a tooth of single tooth cone. Since for a CVT 2 the teeth of the single tooth cones are oppositely positioned, the marked disk for a CVT 2 has 2 opposite dimples. Here as well for all marked disk for a single tooth cone described in this section, the marked disk(s) should be positioned on the same shaft/spline the single tooth cones are positioned and each dimple should be positioned at the same rotational position as the rotational position of a tooth of a single tooth cone. And here, one mechanical switch should be positioned at the rotational position where each tooth starts/approximately starts to engage with its transmission belt/chain and the other mechanical switch should be positioned at the rotational position where toothed engagement between each tooth and its transmission belt/chain ends/approximately ends.
A marked disk for a CVT 2 using single tooth cones and its mechanical switches are shown as a front-view in
The controlling computer needs to know which dimple corresponds to the tooth of which single tooth cone. One method would be to initially tell the controlling computer which dimple corresponds to the tooth of which single tooth cone and then have the controlling computer constantly updating the correspondence between the actuation of a mechanical switch by a dimple and the engagement status of a tooth of a single tooth cone. For example, between a tooth A and a tooth B, if the first actuation of a mechanical switch is by tooth A, then next actuation is by tooth B, and so forth, this can be easily tracked by the controlling computer. Here the controlling computer also needs a memory (to determine whether the next actuation is by tooth A or tooth B) when it is shutdown.
Another method to let the controlling computer know which dimple corresponds to the tooth of which single tooth cone is to use a different height/size for each dimple. A marked disk that uses two different sized dimples is shown in
And another method to let the controlling computer know which dimple corresponds to the tooth of which single tooth cone, is to use a different marked disk for each single tooth cone, so two marked disk are needed if two single tooth cones are used. Here each marked disk has only one dimple, and each marked disk needs its own engagement switch and disengagement switch. The marked disks should be positioned on the same shaft/spline the single tooth cones are positioned and each dimple of a marked disk should be positioned at the same rotational position as the rotational position of the tooth of its single tooth cone. A marked disk for a single tooth cone and its mechanical switches are shown as a front-view in
The dimples of a marked disk can be replaced with magnets, but here the mechanical switches have to be replaced with magnetic sensors. As in dimples for a marked disk, two equal magnetic markers, two different magnetic markers (different in strength, polarity, etc.), or one magnetic marker can be used. A marked disk with two magnetic markers with different polarity is shown
The dimples of a marked disk can also be replaced with light reflectors or light sources, but here the mechanical switches have to be replaced with light sensors. As in dimples for a marked disk, two equal light reflectors/sources, two different light reflectors/sources (different in intensity, color, size, etc.), or one light reflector/source can be used. Other type of markers and sensors can also be used.
For a CVT 2 using two cones with one torque transmitting member each, each dimple of a marked disk is used to represent the end teeth of its torque transmitting member; here one dimple represents the first tooth to engage and the other dimple the last tooth to disengage of its torque transmitting member. An example of a marked disk for a cone with one torque transmitting member is shown in
And here for each marked disk, one mechanical switch should be positioned at the rotational position where the first tooth of the torque transmitting member of its cone starts/approximately starts to engage with its transmission belt and another mechanical switch should be positioned at the rotational position where the last tooth of the torque transmitting member of its cone disengages/approximately disengages from its transmission belt. Here the controlling computer also needs to know which dimple corresponds to which tooth. All the methods described earlier regarding this can be applied here. And here the dimples can also be replaced with all items that can be used to replace a dimple described earlier. A marked disk for a cone with one torque transmitting member is shown in
If a CVT has different transmission ratios, then the position where engagement between a tooth/torque transmitting member and its transmission belt starts and ends might change as the transmission ratio is changed. Here for proper operation, the engagement sensor/switch should be positioned so that for all transmission ratios engagement does not occur before the engagement sensor is activated, and the disengagement sensor/switch should be positioned so that for all transmission ratios disengagement has occurred before the disengagement sensor is activated.
If desired multiple engagement sensors and disengagement sensors can be used. Here one pair of an engagement sensor and a disengagement sensor can be used for one transmission ratio range and another pair of an engagement sensor and a disengagement sensor can be used for another transmission ratio range.
Or if desired only additional engagement sensors or only additional disengagement sensors can be used. If for example only the location of engagement changes significantly as the transmission ratio is changed, then only additional engagement sensors can be used without any additional disengagement sensors. And likewise if only the location of disengagement changes significantly as the transmission ratio is changed, then only additional disengagement sensors can be used without any additional engagement sensors.
And different markers (dimples, magnetic markers, etc.) to indicate engagement and/or disengagement for different transmission ratios can also be used. Here the location of the markers can be determined through experimentation.
Cone with One Slide-Able Tooth
A “cone with one slide-able tooth” described in the “Alternate CVT's” section of U.S. patent application Ser. No. 11/978,474 can be used to construct a “cone with two opposite slide-able teeth”, with some slight modifications. A “cone with two opposite slide-able teeth” can be used to construct various CVT's, such as a CVT 1 or CVT 3 for example.
A design for a “cone with two opposite slide-able teeth” is shown as a front-view for which the front half surface of a cone 440 and its larger end cover 445 has been removed in
All labeling used for a “cone with one slide-able tooth” of U.S. patent application Ser. No. 11/978,474 also apply here, unless the parts are slightly modified to accommodate the additional slid-ably tooth. For example, here radial slides sleeve 461 has two oppositely positioned pairs of radial slides 460 instead of one pair of radial slides 460 and one oppositely positioned radial counter-balance slide 462; and here cone 440 has two oppositely positioned longitudinal cuts 440-S1, one for each slid-ably tooth, instead of just one. And larger end cover 445 is also slightly modified to accommodate an additional longitudinal slide 480 in place of counter-balance longitudinal slide 482.
All mechanisms for a “cone with two opposite teeth” can be adapted and used for a “cone with two opposite slid-ably teeth”. And all relevant description for a “cone with two opposite teeth” also be applied to a “cone with two opposite slid-ably teeth”.
A design for a “cone with two opposite slid-ably teeth”, is shown as a front-view for which the front half surface of a cone 440 and its larger end cover 445 has been removed in
Each tooth carriage 450 (see
The cone 440 is slid onto a spline 430, which is shaped like a round shaft for which material has been removed so that a cross profile is formed. The outer surfaces of spline 430 form sections of a round shaft so that a matching round sleeve that can freely rotate relative spline 430 can be slid onto spline 430.
Also spline 430 is used so that torque from cone 440 can be transferred to the spline and vice-versa, hence the smaller end of cone 440 has a centric spline profile that matches the profile of spline 430. For better performance purposes, the spline profile on the smaller end of cone 440 can be shaped into a round rod, made out of a low friction material such as oil-impregnated bronze for example. This round rod can then be tightly and securely pressed into a matching centric hole of smaller end of cone 440, so as to prevent any movement between it and smaller end of cone 440. If very large loads are transmitted between spline 430 and its cone assembly, then in order to avoid any movement between the round rod pressed into the smaller end of cone 440 and the smaller end of cone 440, the round rod and the matching centric hole of smaller end of cone 440 can be replaced with a square or hexagonal shape.
In order to mount each tooth carriage 450 to cone 440, two radial slides 460 and one longitudinal slide 480 are used. The radial slides 460 are parallel to each other and extend radially outwards from spline 430. They are fixed to a radial slides sleeve 461 that can freely slide and freely rotate relative to spline 430. The radial slides 460 should be long enough so that they are engaged with their tooth carriage at the smallest pitch diameter and the largest pitch diameter of their cone. At each end of the radial slides sleeve 461, an oversized flange is shaped.
Each longitudinal slide 480 is parallel to the centerline of a longitudinal cut 440-S1 of cone 440, on the removed surface of cone 440. Because of the radial slides 460, which are positioned so that they can extend out through the longitudinal cuts 440-S1 of the cone, the longitudinal slides cannot be placed directly below the longitudinal cuts of the cone, hence each longitudinal slide 480 is placed either sufficiently in front of its longitudinal cut or to the back of its longitudinal cut.
The ends of the longitudinal slides are threaded for mounting purposes. In order to mount the longitudinal slides to cone 440, the smaller end of the cone, see
In order to mount the other ends of the longitudinal slides to cone 440, first the larger end cover 445 is bolted on to the cone using cover nuts 446 and cover bolts 447, that are inserted through radially positioned holes on flange 440-S4 of the cone and the matching holes on the larger end cover 445. The larger end cover 445 of the cone, for which a left-end-view is shown in
Also spline 430 is used so that torque from cone 440 can be transferred to the spline and vice-versa, hence the larger end cover 445 also has a centric spline profile that matches the profile of spline 430. For better performance purposes, the spline profile on the larger end cover 445 can be shaped into round rod, made out of a low friction material such as oil-impregnated bronze for example. This round rod can then be tightly and securely pressed into a matching centric hole of larger end cover 445, so as to prevent any movement between it and larger end cover 445. If very large loads are transmitted between spline 430 and its cone assembly, then in order to avoid any movement between the round rod pressed into the larger end cover 445 and larger end cover 445, the round rod and the matching centric hole of larger end cover 445 can be replaced with a square or hexagonal shape.
In order to mount a tooth carriage 450 to its radial slides 460, each tooth carriage has two parallel radial slider holes 450-S2, which should have an inner surface made out of a low friction material, that are straddling their tooth 450-S1 of their tooth carriage 450. Here the radial slides are simply slid into the radial slider holes of the tooth carriages.
In order to mount a tooth carriage 450 to its longitudinal slide 480, a longitudinal slider hole 450-S3, which should also have an inner surface made out of a low friction material, exists on each tooth carriage. Here each longitudinal slide is simply slid into the longitudinal slider hole 450-S3 of its tooth carriage.
In order to mount the radial slides sleeve 461 to spline 430, radial slides sleeve 461 is slid onto spline 430 and then its axial position is secured by two spline collars 470 that are sandwiching the radial slides sleeve 461. For better performance, a radial slides sleeve axial bearing 472, which is a washer shaped item made out a low friction material, is placed between each spline collar 470 and the radial slides sleeve 461. In order secure the axial positions of the spline collars 470, hence also the axial position of radial slides sleeve 461, at the positions where a spline collar 470 needs to be attached, a portion of the outer surface of spline 430 is machined down. The spline collars 470, which are of the split collar type (two halves joined and secured by set screws), have the profile of the machined down portion of spline 430.
If desired or needed, a leveling loop (which provides a level resting surface for a belt or chain) can be used for a “cone with two opposite slide-able teeth”. An example of a leveling loop for a “cone with two opposite slide-able teeth” is shown in
In order to eliminate/reduce the inertial resistance of the transmission pulleys & transmission belts/chains when their rotational position relative to their cones needs to be adjusted, a quick break that can quickly break the transmission belts can be used. Here when a transmission pulley needs to provide adjustments, the quick brake quickly brakes and then quickly releases the transmission belt/chain of that transmission pulley. This will quickly move the transmission belt/chain back and this movement can be used to reduce/eliminate the rotational inertia of the transmission pulley and transmission belt/chain and/or to provide adjustments.
In order to adjust the rotational position of a transmission belt/chain relative to its rotating means for conveying rotational energy (such as a pulley or cone) a quick brake can be used. Braking a transmission belt relative to its rotating means for conveying energy will change the rotational position of the transmission belt relative to its rotating means for conveying rotational energy if allowed (here allowed means allowed to slip relative its means for conveying rotational energy). An example for a CVT 2, in order to adjust the rotational position of a transmission belt relative to its single tooth cone, a quick brake that brakes said transmission belt can be used. In instance were a transmission belt is not engaged for torque transmission with its single tooth cone, the rotational position of that transmission belt relative to its single tooth cone can be adjusted. The single tooth cones are mounted on a common shaft/spline and are constrained from free rotation relative to each other. Since one single tooth cone is always engaged for torque transmission with the “shaft/spline of the transmission pulleys”, each single tooth cone is always rotating when the “shaft/spline of the transmission pulleys” is rotating. Here temporary stopping or braking (slowing down) the rotation of the transmission belt while the “shaft/spline of the transmission pulleys” is rotating will change the rotational position of the transmission belt relative to its single tooth cone if it is allowed to rotate relative to the “shaft/spline of the transmission pulleys”. Since the transmission belt is engaged with a transmission pulley that is mounted on the “shaft/spline of the transmission pulleys”, here relative rotational movement between the transmission belt and the “shaft/spline of the transmission pulleys”, as required in order to allow relative rotational movement between the transmission belt and its single tooth cone, can be allowed through slippage of the transmission pulley relative to the “shaft/spline of the transmission pulleys”, controlled slippage of the transmission pulley relative to the “shaft/spline of the transmission pulleys” through the use of an adjuster, free rotation between the transmission pulley and the “shaft/spline of the transmission pulleys”, etc.
It is recommended that a quick brake is positioned on the tense side of its transmission belt (the quick brake applies braking force at the tense side of a transmission belt).
It is also recommended that a quick brake brakes and releases very fast. Or if desired, a quick brake can provide a braking force during the entire duration adjustment is provided, so that the adjuster(s) only need to provide a releasing torque.
Other control schemes can also be used and if desired a quick brake does not need to be quick. This method simply involves braking a transmission belt which rotational position relative to its means for conveying rotational energy (transmission pulley, cone, etc.) needs to be adjusted, it can be used in a CVT such as a CVT 1, CVT 2, & CVT 3 and other devices. Existing brakes (electric, pneumatic, hydraulic, etc.) can be used as a quick brake. Electrical brakes using cams seem to be very fast.
Also if desired a quick brake pulley that engages a transmission belt, preferably the tense side of the transmission belt, can be used. The quick brake pulley can be allowed to freely rotate during normal operation; and when it is desired to brake the transmission belt, a braking force that brakes the quick brake pulley can be applied to the quick brake pulley which will in turn also brake the transmission belt. In order for a quick brake pulley to work effectively, it is recommended that sufficient engagement, which can be due to toothed torque transmission or friction for example, between a quick brake pulley and its transmission belt exist.
Other devices can also be used as a quick brake in a similar manner as a quick brake pulley, such as 2 rollers that sandwich a transmission belt for example. Here each roller is oriented so that its curved surface engages a side surface of its transmission belt, while the rollers are oppositely positioned of each other. If desired the rollers can be made so that during normal operation they do not engage/touch their transmission belt, but they only engage/touch their transmission belt during braking, if so the rollers can be made non-rotating or they can be mounted using slipping clutches. Here solenoids and springs can be used to cause engagement between a transmission belt and the braking surfaces of its quick brake, or a stepper motor and a cam can be used for that purpose for example.
The quick brake and quick brake pulley can be controlled by a pulse or pulses, based on the activation status of the adjuster(s), based on whether adjustments are required, and any other methods.
The brakes are meant to slow the transmission belt down, so any methods to slow a transmission belt down can be used for a quick brake or quick brake pulley, such as friction, increase in inertia, etc. for example.
It is also recommended that a quick brake and quick brake pulley is designed such that if a large pulling load is applied to its transmission belt, the quick brake and quick brake pulley will not cause any damages in the system where it is used. Here slipping clutches that allow the quick brake and quick brake pulley to slip if a pulling load is exceeded can be used, or a deactivating/disengaging system that is based on the pulling load of its transmission belt can be used, and many other systems/devices can also be used.
Here is an example how the quick brake method can be used for a CVT 2, in order to adjust the rotational position of a transmission belt relative to its single tooth cone, a quick brake that brakes said transmission belt in instances were said transmission belt is not engaged for torque transmission with its single tooth cone can be used. Here in order to controllable adjust the rotational position of said transmission belt relative to its single tooth cone, the transmission pulley of said transmission belt should be controllably rotated/released in the direction of the pulling force of the braking action. This can be achieved through the use of a stepper motor.
An example of a quick brake system for a transmission belt of a CVT 2 is quick brake pulley that engages its transmission belt on the tense side of said transmission belt, preferably through toothed engagement. A slack pulley or support surface can be positioned opposite of the quick brake pulley so as to sandwich the transmission belt. This will prevent disengagement between the quick brake pulley and its transmission belt during braking. The position of the quick brake pulley does not have to be changed as the transmission ratio of the CVT is changed. The quick brake pulley can be fixed to its shaft or mounted to its shaft using friction clutches that allow the quick brake pulley to slip relative to its shaft so as to prevent any damages in the CVT due to a large pulling load in its transmission belt, which might occur if the activation and deactivation of the quick brake is not accurate enough. The shaft of the quick brake pulley can freely rotate unless braked, here any known methods of braking a shaft can be used to brake the shaft of a quick brake pulley. The braking force can be applied as pulses or a pulse so as to only reduce the rotational inertial load of the transmission pulley and the transmission belt which rotational position relative to their single tooth cone needs to be adjusted, or as a steady force that is applied as long as needed (for a CVT 2 the steady force needs to provided as long as rotational position adjustments of a transmission belt relative to its single tooth cone needs to be provided). When the braking force is applied as a steady force, then the adjuster(s) (the stepper motor(s) of the adjuster(s)) only need to provide a releasing torque. Obviously many other systems can be devised, for example, if desired clamping action that clamps the side surfaces of a transmission belt of a CVT can also used as a quick brake system.
Inertial loads of a quick brake can be compensated by actuating the quick brake slightly earlier than needed. Here the rpm of the CVT can be used as an indication as to how earlier to apply the quick brake.
A detailed example of a quick brake system for a transmission belt of a CVT 2 comprises of quick brake pulley that engages its transmission belt on the tense side of said transmission belt, preferably through toothed engagement. A slack pulley or support surface is positioned opposite of the quick brake pulley so as to sandwich the transmission belt. This will prevent disengagement between the quick brake pulley and its transmission belt during braking.
For simplicity, the position of the quick brake pulley does not change as the transmission ratio of the CVT is changed. The quick brake pulley can be fixed to its shaft or mounted to its shaft using friction clutches that allow the quick brake pulley to slip relative to its shaft so as to prevent any damages in the CVT due to a large pulling load in its transmission belt, which might occur if the activation and deactivation of the quick brake is not accurate enough. The shaft of the quick brake pulley can freely rotate unless braked, here any known methods of braking a shaft can be used to brake the shaft of a quick brake pulley.
Since a CVT 2 uses two transmission belts, two quick brake pulleys are needed, one for each transmission belt.
The braking force on a shaft of a quick brake pulley can be applied as pulses or a pulse so as to only reduce the rotational inertial load of the transmission pulley and the transmission belt which rotational position relative to their single tooth cone needs to be adjusted, or as a steady force that is applied as long as rotational position adjustment of a transmission belt relative to its single tooth cone occurs. When the braking force is applied as a steady force, then the stepper motor of the adjuster only needs to provide a releasing torque.
Each quick brake pulley should be mounted on a separate shaft, since the quick brake pulleys need to be braked independently.
A stepper motor that is coupled to a shaft of a quick brake pulley can be used as the brake that applies a braking force to the shaft of that quick brake pulley. Here the stepper motor is inactive during non-braking operation and provides a braking torque when a braking force is needed.
A better detailed design for a quick brake system might be a one that uses two oppositely facing caliper surfaces that can quickly clamp and release the side surfaces of transmission belt, since here there is no rotational inertia involved and no energy losses during non-braking operation. The clamping operation of the caliper surfaces can be operated using electricity, solenoids, springs, pneumatics, hydraulics, a combinations of the previously mentioned items, etc.
Two rollers that sandwich a transmission belt can be used as the two oppositely facing caliper surfaces for clamping a transmission belt. Here each roller is oriented so that its curved surface engages a side surface of its transmission belt during braking operation. The rollers are oppositely positioned of each other, and not engaged with their transmission belt during non-braking operation. Here the rollers should be designed to be non-rotating during normal braking operation and are preferably mounted using slipping clutches that allow the rollers to slip relative to their shafts if an excessively large torque is applied on them so as to prevent any damages in their CVT due to a large pulling load in their transmission belt, which might occur if the activation and deactivation of the quick brake is not accurate enough.
Also since here the adjuster needs to provide a releasing torque, here it is recommended that each transmission pulley is mounted on its shaft/spline through the use of an adjuster (so 2 adjusters are needed). This allows each transmission pulley to slip when their transmission belt is braked, otherwise braking of the shaft/spline on which the transmission pulleys are mounted can occur.
Also, for a quick brake it is recommended, that the acceleration/deceleration due to the quick brake is less than acceleration/deceleration of the releasing the torque. Here the releasing torque can be provided by a stepper motor that drives a worm gear.
It is also recommended that a quick brake provides not pulses but a steady braking force during the entire or almost entire duration adjustment is provided so that the stepper motor of the adjuster only has to provide a releasing
In order to increase the duration that the transmission ratio can be changed, the cones or the shaft/spline on which the cones are mounted can be let to slip relative to the input shaft or output shaft to which they are directly coupled. For example, a clutch that can be engaged and disengaged and quick brake can be used to increase the duration the cones are in a position where they are not transmitting torque or worm gear-gear drives that can allow some slippage instead of a clutch can be used.
A CVT that comprises of the preferred embodiments (devices/methods) described in this disclosure is a preferred CVT 4 shown in
While my above description contains many specificities, these should not be construed as limitations on the scope, but rather as an exemplification of one or several embodiment(s) thereof. Many other variations are possible.
Accordingly, the scope should be determined not by the embodiment(s) illustrated, but by the appended claims and their legal equivalents.
This invention is a Continuation-in-part (CIP) of U.S. patent application Ser. No. 11/978,474, which was filed on Oct. 29, 2007; in addition, this invention is entitled to the benefit of: Provisional Patent Application (PPA) Ser. No. 61/581,410 filed on Dec. 29, 2011 Provisional Patent Application (PPA) Ser. No. 61/588,198 filed on Jan. 19, 2012 Provisional Patent Application (PPA) Ser. No. 61/588,681 filed on Jan. 20, 2012 Provisional Patent Application (PPA) Ser. No. 61/608,662 filed on Mar. 9, 2012
| Number | Date | Country | |
|---|---|---|---|
| Parent | 11978474 | Oct 2007 | US |
| Child | 13730958 | US |
