CA2167103A1 - No-slip continuously variable transmission - Google Patents
No-slip continuously variable transmissionInfo
- Publication number
- CA2167103A1 CA2167103A1 CA 2167103 CA2167103A CA2167103A1 CA 2167103 A1 CA2167103 A1 CA 2167103A1 CA 2167103 CA2167103 CA 2167103 CA 2167103 A CA2167103 A CA 2167103A CA 2167103 A1 CA2167103 A1 CA 2167103A1
- Authority
- CA
- Canada
- Prior art keywords
- transfer ring
- input
- output
- bevel gears
- gearsets
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/42—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion with gears having teeth formed or arranged for obtaining multiple gear ratios, e.g. nearly infinitely variable
- F16H3/423—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion with gears having teeth formed or arranged for obtaining multiple gear ratios, e.g. nearly infinitely variable the teeth being arranged on a surface of generally conical shape
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Friction Gearing (AREA)
Abstract
A continuously variable transmission having input and output gearsets each having a pair of bevelled gears rotatable about generally coplanar respective axes of rotation and with the two bevelled faces in a spaced apart parallel relationship. The input and output gearsets are mounted opposite one another with the bevelled faces aligned. A restorably deformable transfer ring is mounted between the input and output gearsets and a portion of the transfer ring is captured between opposed teeth of the bevelled gears. The transfer ring is laterally moveable relative to the input and output gearsets. Rotation of the bevelled gears of the input gearsets deforms a transfer ring and causes the transfer ring to rotate about the transfer ring axis and in turn impart motion to the bevelled gears of the output gearset in an amount determined by the relative lateral position of the transfer ring and the input and output gearsets.
Description
2~67103 Title: No-Slip Continuously Variable Tr~n~mission Inventor: Noru Gogovitza FIELD OF THE T~VE~TION
This invention relates to rotational coupling devices and more particularly to trAn~miSsions having drive ratios continuously variable 10 between predetermined minimum and maximum amounts.
BACKGROUNl:~
Many devices for providing rotational force such as internal 15 combustion ~ngines and electrical motors operate most efficiently over a range of rotational speeds (usually measured in revolutions per minute or "r.p.m.") that is relatively narrow. Many applications for such devices however require both rotational speeds outside of the range and incr~mentAl variations of speed.
Previously rotational speeds in applications for such devices have been controlled by controlling the speed of the device, interspersing a variable ratio tr~ns-mi~sion between the device and a driven component or combinations of both.
A common example is an automobile where speed is controlled both by varying the speed of the engine and using a tr~n~mi~sion or gear box in which various "drive ratios" can be selected. The "drive ratio" is determined by the number of revolutions of an input shaft into the 30 tr~nsmission required to cause one revolution of the output shaft.
The two most common automotive trAn~miCsions are manually selected trAn~mi~sions and automatically selected tr~nsmi~sions. More modern manually selected trAnsmiSsions of the type referred to as 35 "syncromesh" or "constant mesh" tr~n~missions have a number of input gears connecPble to an input shaft which transmits rotational force to a colles~onding number of gears connectable to an output shaft through a "cluster gear" comprising a corresponding number of gearsets cut into a single member. Selection of ratios in a manual trAn~mi~sion is achieved by 2.
locking selecte~1 gears to the input and output shafts, the rem~ining gears being free to rotate without transmitting rotational force.
Most modern automatic tr~An~missions use a series of planetary 5 gearsets each r~pAkle of two ratios depPn~ing on how the components of the gearsets are constrained to move by hydraulically activated friction clutches referred to as "bands".
Both manual and automatic tra~mi~sions are quite complex and 10 expensive because of the requisite number of accurately machined and fitted components.
Despite advances made in automotive trAn~ Ssions~ they are generally limited to anywhere from three to five ratios by space and cost 15 considerations usually requiring a combination of engine speed and gear selection to adequately control the speed and power requirements of the automobile. This results both in automobile en~ines often being operated out of their optimal r.p.m. range and an lm(1esirable jerk resulting from the interruption and resumption of rotational coupling between the input and 20 output shafts required to change from one combination of gearsets to another.
Various attempts have been made in the past to provide trAnsrnissions wherein the drive ratio is continuously and non-25 incrPmentAlly varied without requiring coupling and decoupling of variousgearsets. Many of these attempts have been based on a design first built by Messrs. Daimler and Benz in 1886.
The Daimler-Benz continuously variable tr~n~mission which is 30 illustrated as '1~ig. 1" herein ("C.V.T.") essentially used a rubber V-belt 1 riding between two opposed pairs of shallow angle cones 2. Moving each pair of cones toward each other would cause ~e belt to ride "higher" on the cones and in effect run on a pulley of larger diameter. Moving the cones apart (as indicated by arrows 3) would cause the belt to run "lower" on the 35 cones and in effect run on a pulley of smaller diameter. Simultaneously 3.
moving one pair of cones toward each other while moving the other pair of cones away from each other (as indicated by arrows 4) would vary the relative drive ratios between the pairs of cones.
A problem with the Daimler-Benz design is that attempts to transmit significAnt amounts of torque result in slippage of the belts.
The reason that many C.V.T. designs rely on the Daimler-Benz principle is that the V-belt frictionally engages the cones thereby avoiding any problems associated with causing toothed components to continually mesh with each other or with a chain despite diametrical changes which would ordinarily cause variations in the pitch of the teeth. However the transmission of significant amounts of torque is better achieved by components which mesh rather than by frictionally coupled components.
SUMMARY OF THE INVENTION
A continuously variable trAn.smi~sion having input and output gearsets rotatable about generally coplanar respective axes of rotation and bevelled faces in a spaced apart parallel relationship to define openings therebetween;
said input and output gearsets are mounted opposite one another with said openings Alignerl;
a restorably deformable transfer ring is mounted between said input and output gearsets with a respective portion of said transfer ring being captured between each said input and output gearsets;
said transfer ring is laterally moveable relative to said input and output gearsets by lateral positioning means;
rotation of said bevelled gears of said input and output gearsets deforms said transfer ring and causes said transfer ring to rotate about said transfer ring axis and in turn impart rotational motion of said bevelled gears of said output gearset about said respective axes of rotation in an amount 4.
determined by the relative lateral position of said transfer ring and said input and output gearsets.
This invention relates to rotational coupling devices and more particularly to trAn~miSsions having drive ratios continuously variable 10 between predetermined minimum and maximum amounts.
BACKGROUNl:~
Many devices for providing rotational force such as internal 15 combustion ~ngines and electrical motors operate most efficiently over a range of rotational speeds (usually measured in revolutions per minute or "r.p.m.") that is relatively narrow. Many applications for such devices however require both rotational speeds outside of the range and incr~mentAl variations of speed.
Previously rotational speeds in applications for such devices have been controlled by controlling the speed of the device, interspersing a variable ratio tr~ns-mi~sion between the device and a driven component or combinations of both.
A common example is an automobile where speed is controlled both by varying the speed of the engine and using a tr~n~mi~sion or gear box in which various "drive ratios" can be selected. The "drive ratio" is determined by the number of revolutions of an input shaft into the 30 tr~nsmission required to cause one revolution of the output shaft.
The two most common automotive trAn~miCsions are manually selected trAn~mi~sions and automatically selected tr~nsmi~sions. More modern manually selected trAnsmiSsions of the type referred to as 35 "syncromesh" or "constant mesh" tr~n~missions have a number of input gears connecPble to an input shaft which transmits rotational force to a colles~onding number of gears connectable to an output shaft through a "cluster gear" comprising a corresponding number of gearsets cut into a single member. Selection of ratios in a manual trAn~mi~sion is achieved by 2.
locking selecte~1 gears to the input and output shafts, the rem~ining gears being free to rotate without transmitting rotational force.
Most modern automatic tr~An~missions use a series of planetary 5 gearsets each r~pAkle of two ratios depPn~ing on how the components of the gearsets are constrained to move by hydraulically activated friction clutches referred to as "bands".
Both manual and automatic tra~mi~sions are quite complex and 10 expensive because of the requisite number of accurately machined and fitted components.
Despite advances made in automotive trAn~ Ssions~ they are generally limited to anywhere from three to five ratios by space and cost 15 considerations usually requiring a combination of engine speed and gear selection to adequately control the speed and power requirements of the automobile. This results both in automobile en~ines often being operated out of their optimal r.p.m. range and an lm(1esirable jerk resulting from the interruption and resumption of rotational coupling between the input and 20 output shafts required to change from one combination of gearsets to another.
Various attempts have been made in the past to provide trAnsrnissions wherein the drive ratio is continuously and non-25 incrPmentAlly varied without requiring coupling and decoupling of variousgearsets. Many of these attempts have been based on a design first built by Messrs. Daimler and Benz in 1886.
The Daimler-Benz continuously variable tr~n~mission which is 30 illustrated as '1~ig. 1" herein ("C.V.T.") essentially used a rubber V-belt 1 riding between two opposed pairs of shallow angle cones 2. Moving each pair of cones toward each other would cause ~e belt to ride "higher" on the cones and in effect run on a pulley of larger diameter. Moving the cones apart (as indicated by arrows 3) would cause the belt to run "lower" on the 35 cones and in effect run on a pulley of smaller diameter. Simultaneously 3.
moving one pair of cones toward each other while moving the other pair of cones away from each other (as indicated by arrows 4) would vary the relative drive ratios between the pairs of cones.
A problem with the Daimler-Benz design is that attempts to transmit significAnt amounts of torque result in slippage of the belts.
The reason that many C.V.T. designs rely on the Daimler-Benz principle is that the V-belt frictionally engages the cones thereby avoiding any problems associated with causing toothed components to continually mesh with each other or with a chain despite diametrical changes which would ordinarily cause variations in the pitch of the teeth. However the transmission of significant amounts of torque is better achieved by components which mesh rather than by frictionally coupled components.
SUMMARY OF THE INVENTION
A continuously variable trAn.smi~sion having input and output gearsets rotatable about generally coplanar respective axes of rotation and bevelled faces in a spaced apart parallel relationship to define openings therebetween;
said input and output gearsets are mounted opposite one another with said openings Alignerl;
a restorably deformable transfer ring is mounted between said input and output gearsets with a respective portion of said transfer ring being captured between each said input and output gearsets;
said transfer ring is laterally moveable relative to said input and output gearsets by lateral positioning means;
rotation of said bevelled gears of said input and output gearsets deforms said transfer ring and causes said transfer ring to rotate about said transfer ring axis and in turn impart rotational motion of said bevelled gears of said output gearset about said respective axes of rotation in an amount 4.
determined by the relative lateral position of said transfer ring and said input and output gearsets.
- 5 D~ PTION OF DRAWINGS
The invention is described below in more detail with rererel-ce to the accompanying drawings in which:
Figure 1 is a perspective view of a "prior-art" C.V.T.;
Figure 2 is a perspective view of a C.V.T. according to the present invention;
Figure 3 is a section on line 3-3 of Fig. 2;
Figure 4 is a perspective view showing the detail of a section of a transfer ring according to the present invention; and Figure 5 is a partial sectional view illustrating the interrelationship between a transfer ring and a gearset according to the present invention.
Figure 6 is a perspective view of an adjustable locator movement means;
Figure 7 is a section on line 7-7 of Figure 4; and Figure 8 is a section on line 8-8 of Figure 4.
~çrip~inn of P~ ed Embo~liments A C.V.T. according to the present invention is generally indicated by refe~ ce 10 in Figs. 2 and 3. The C.V.T. 10 has an input gearset 12 to the left of Fig. 2 and an output gearset 14 to the right of Fig. 2. The input and output gearsets 12 and 14 respectively each include a pair of bevel gears 16.
Each of the bevel gears 16 is rotatably mounted at one end to an adjustable locator 18 described in more detail below and at the opposite end to a housing 20. Each of the bevel gears 16 is rotatable about a respective axisof rota~on 22.
_- 5.
The bevel gears 16 are mounted with the axes of rotation 22 generally coplanar and with toothed bevelled faces 24 parallel and spaced apart to define a parallel-sided opening 26 between adjacent portions of the faces 24.
The openings 26 are aligned to engage opposite ends of a generally disc-5 shaped transfer ring 28.
The pairs of bevel gears 16 in each of the input and output gearsets 12and 14 respectively are rotationally coupled by mitre gears 30 which cause the bevel gears 14 of each gearset to rotate at equal amounts (i.e. equal angular velocities) but in opposite directions relative to each other.
The teeth 24 of each bevel gear 16 taper loward a narrower end 32 of the bevel gears 16. Between each of the teeth 24 are spaces 34 which colles~ond in breadth to the teeth 24 so that the bevel gears 16 could mesh if they were not spaced apart by the breadth of the openings 26.
The structure of the kansfer ring 28 is illustrated in detail in Fig. 4.
15 The transfer ring 28 is of generally annular configuration and comprises a large number of adjacent segments 40 radially ~ligne~l with a transfer ring axis 42. Each segment 40 has a generally rectangular central portion 41 from opposite sides of which extend generally rectangular tabs 44. The segment~
40 are mounted between opposed, annular r h~nnel shaped retention rings 20 46 with each of the tabs 44 e~ct~nc3ing into opposed rh~nnpl~ 48 of the retention rings 46. The segments 40 are individually axially moveable parallel to the transfer ring axis 42 in the directions illustrated by arrows 50.
At spaced intervals, for example, every 30 along the circulllrerel,ce of the transfer ring 28 are fixed segrnen~ 105 that transfer force from the axially25 moveable segments to the annular rh~nnel shaped retention rings 46. The fixed ~egrnents 105 are rigidly secured to the retention rings 46, for example 6.
by welding, and do not project above the retention rings 46. Figure 8 illustrates this configuration in more detail.
The sides of ~h~nnels 48 interact with the tabs 44 to act as first and second stops to limit axial movement of the segments 42 to an amount 5 predetermined by the breadth of the ~h~nnel~ 48 and the height of the tabs 44.
The transfer ring 28 is mounted between a disc shaped inner transfer ring rePining member 52 and an annular outer transfer ring ret~ining member 54. Ball bearings 56 run in concave grooves 58 extentling around 10 the inner and outer perimeters of the retention rings 48, the outer transfer ring ret~ining member 54 and the inner transfer ring ret~ining member 52.
The transfer ring 28 and the segments 40 are thereby constrained to rotate about the transfer ring axis 42.
The adjustable locator 18 has a generally rectangular body e~ctPnt1ing 15 through a generally rectangular slot 60 in the inner transfer ring retAining member 52 and is laterally moveable in the directions indicated by arrows 62 in Fig. 2. Generally rectangular restraining members 63 secured to opposite faces 64 of the adjustable locator 18 restrain the adjustable locator 18 from moving ~ e~ r to the inner transfer ring ret~ining member 52 in the 20 direction of the transfer ring axis 42.
Opposed faces of the rectangular slot 60 through the inner transfer ring retention member 52 act against the faces 64 of the adjustable locator 18 to constrain the adjustable locator 18 to movement along the rectangular slot 60. The rectangular slot 60 has a slot axis 70 extPn~ling along its length.25 The slot axis 70, the transfer ring axis 42 and the axes of rotation 22 of the bevel gears 24 lie in the same plane.
The invention is described below in more detail with rererel-ce to the accompanying drawings in which:
Figure 1 is a perspective view of a "prior-art" C.V.T.;
Figure 2 is a perspective view of a C.V.T. according to the present invention;
Figure 3 is a section on line 3-3 of Fig. 2;
Figure 4 is a perspective view showing the detail of a section of a transfer ring according to the present invention; and Figure 5 is a partial sectional view illustrating the interrelationship between a transfer ring and a gearset according to the present invention.
Figure 6 is a perspective view of an adjustable locator movement means;
Figure 7 is a section on line 7-7 of Figure 4; and Figure 8 is a section on line 8-8 of Figure 4.
~çrip~inn of P~ ed Embo~liments A C.V.T. according to the present invention is generally indicated by refe~ ce 10 in Figs. 2 and 3. The C.V.T. 10 has an input gearset 12 to the left of Fig. 2 and an output gearset 14 to the right of Fig. 2. The input and output gearsets 12 and 14 respectively each include a pair of bevel gears 16.
Each of the bevel gears 16 is rotatably mounted at one end to an adjustable locator 18 described in more detail below and at the opposite end to a housing 20. Each of the bevel gears 16 is rotatable about a respective axisof rota~on 22.
_- 5.
The bevel gears 16 are mounted with the axes of rotation 22 generally coplanar and with toothed bevelled faces 24 parallel and spaced apart to define a parallel-sided opening 26 between adjacent portions of the faces 24.
The openings 26 are aligned to engage opposite ends of a generally disc-5 shaped transfer ring 28.
The pairs of bevel gears 16 in each of the input and output gearsets 12and 14 respectively are rotationally coupled by mitre gears 30 which cause the bevel gears 14 of each gearset to rotate at equal amounts (i.e. equal angular velocities) but in opposite directions relative to each other.
The teeth 24 of each bevel gear 16 taper loward a narrower end 32 of the bevel gears 16. Between each of the teeth 24 are spaces 34 which colles~ond in breadth to the teeth 24 so that the bevel gears 16 could mesh if they were not spaced apart by the breadth of the openings 26.
The structure of the kansfer ring 28 is illustrated in detail in Fig. 4.
15 The transfer ring 28 is of generally annular configuration and comprises a large number of adjacent segments 40 radially ~ligne~l with a transfer ring axis 42. Each segment 40 has a generally rectangular central portion 41 from opposite sides of which extend generally rectangular tabs 44. The segment~
40 are mounted between opposed, annular r h~nnel shaped retention rings 20 46 with each of the tabs 44 e~ct~nc3ing into opposed rh~nnpl~ 48 of the retention rings 46. The segments 40 are individually axially moveable parallel to the transfer ring axis 42 in the directions illustrated by arrows 50.
At spaced intervals, for example, every 30 along the circulllrerel,ce of the transfer ring 28 are fixed segrnen~ 105 that transfer force from the axially25 moveable segments to the annular rh~nnel shaped retention rings 46. The fixed ~egrnents 105 are rigidly secured to the retention rings 46, for example 6.
by welding, and do not project above the retention rings 46. Figure 8 illustrates this configuration in more detail.
The sides of ~h~nnels 48 interact with the tabs 44 to act as first and second stops to limit axial movement of the segments 42 to an amount 5 predetermined by the breadth of the ~h~nnel~ 48 and the height of the tabs 44.
The transfer ring 28 is mounted between a disc shaped inner transfer ring rePining member 52 and an annular outer transfer ring ret~ining member 54. Ball bearings 56 run in concave grooves 58 extentling around 10 the inner and outer perimeters of the retention rings 48, the outer transfer ring ret~ining member 54 and the inner transfer ring ret~ining member 52.
The transfer ring 28 and the segments 40 are thereby constrained to rotate about the transfer ring axis 42.
The adjustable locator 18 has a generally rectangular body e~ctPnt1ing 15 through a generally rectangular slot 60 in the inner transfer ring retAining member 52 and is laterally moveable in the directions indicated by arrows 62 in Fig. 2. Generally rectangular restraining members 63 secured to opposite faces 64 of the adjustable locator 18 restrain the adjustable locator 18 from moving ~ e~ r to the inner transfer ring ret~ining member 52 in the 20 direction of the transfer ring axis 42.
Opposed faces of the rectangular slot 60 through the inner transfer ring retention member 52 act against the faces 64 of the adjustable locator 18 to constrain the adjustable locator 18 to movement along the rectangular slot 60. The rectangular slot 60 has a slot axis 70 extPn~ling along its length.25 The slot axis 70, the transfer ring axis 42 and the axes of rotation 22 of the bevel gears 24 lie in the same plane.
7.
As the input and output gearsets 12 and 14 respectively are mounted to the adjustable locator 18, relative lateral movement between the adjustable locator 18 and the inner transfer ring retenhon member 52 in the direction shown by arrows 62 will result in corresponding lateral movement 5 of the transfer ring 28 relative to the bevel gears 16 along the opening 26.
Fig. 6 illustrates one manner in which relative movement between the adjustable locator 18 and the inner transfer ring retention member may be achieved. The adjustable locator 18 is rigidly secured to the housing 20. A
pinion shaft 90 extends through the housing 20 and is mounted so as to be 10 constrained to rotate about a pinion shaft axis 92 generally coaxial with thepinion shaft 90. A pinion 94 is rigidly mounted to one end of the pinion shaft 90 and rotatable with the pivot shaft 90 about the pinion axis 92.
A rack 96 is rigidly mounted to the inner transfer ring retention member 52 adjacent to the opening 26 and generally parallel to the slot axis 15 70. The pinion 94 engages the rack 96.
The opposite end 100 of the pinion shaft 90 extends through the housing 20 and a crank 102 extends generally radially therefrom and is rigidly secured thereto. Rotation of the crank 102 in the direction of arrows 104 will cause a corresponding rotation of the pinion shaft 90 and 20 accordingly will rotate the pinion 94 about the pinion shaft axis 92. Rotation of the pinion 94 will cause the rack 96 to move laterally and in turn cause the inner transfer ring retention member 52 to move relative to the adjustable locator 18 in the direction of arrows 62.
Other means to cause relative movement between the adjustable 25 locator 18 and the inner transfer ring retention member would no doubt be apparent to one skilled in the art. For example a hydraulic cylinder may be 8.
mounted between the adjustable locator 18 and the inner transfer rigging retention member 52.
Reference is now made to Fig. 5 which illustrates the interrelationship between the pairs of bevel gears 16 of each of the input and output gearsets (12 and 14 respectively in Figs. 2 and 3) and the transfer ring segments 40. The bevel gears 26 are arranged so that as they rotate relative to each other in the directions shown by arrows 70, each of the teeth 24 of one of the pairs of bevel gears 16 lines up in turn with one of the spaces 34 between the teeth 24 of the opposite bevel gear. In other words the adjacent bevel gears 16 would mesh were it not for the openings 26 resulting from the parallel spaced apart relationship of each pair of bevel gears 16.
The gap between a tip 72 of a tooth 24 of one of the bevel gears 16 and a base 74 of the colle~ponding space 34 of the opposite of the bevel gears 16 generally accords with the height of the rectangular central portion 42 of the segments 42. The depth of the spaces 34 (i.e. the height of the teeth 24) should correspond to the predetermined amount of axial movement of the segments 40. Accordingly as the pair of bevel gears 16 rotate, the teeth 24 of one of the bevel gears 16 will axially displace certain of the segments 40 in the direction indicated by arrows 50 into the opposed space 34 thereby causing the portion of the transfer ring 28 trapped there between to conform to the shape of the space defined between adjacent portions of the bevel gears 16. In a sense therefore the bevel gears 26 form temporary "teeth" in the transfer ring 28 as the transfer ring 28 passes between them thereby effecting a me~ h~ni- ~l rather than a friction~l transfer of force.
It will be appreciated therefore that rotation of the input gears 12 about the axes of rotation 22 will cause the transfer ring 28 to rotate about ~l67lo3 - 9.
the transfer ring axis 42 and in turn cause rotation of the output gearset about respective axes of rotation 22.
As the input and output gearsets 12 and 14 respectively include bevel gears 16, the amount of movement imparted by the input gearset 12 on the 5 output gearset 14 will be dele, ..~ e-l by the position of the input and output gearsets, 12 and 14 respectively, and the transfer ring 28.
As illustrated in Fig. 2, the transfer ring 28 runs between the narrower end 32 of the bevel gears 16 of the input gearset 12 and the broader end of the bevel gears 16 of the output gearset 14. This results in a gear reduction and 10 eolle~onding torque multiplication. If the input and output gearsets 12 and 14 were moved to the right as illustrated in Fig. 2 by moving the adjustable locator 18 to the right relative to the transfer ring 28, the amount of reduction would ~iiminish and as the extreme right is approached would result in a torque reduction and corresponding angular velocity 15 multiplication.
Various means of transferring rotational motion into the input gearset 12 and out of the output gearset 14 may be used. The method illustrated in Pig. 2 uses an input shaft 80 connected to and coaxial with one of the bevel gears 16 of the input gearset. An output shaft 82 is connecte~3 to 20 the coaxial with one of the bevel gears 16 of the output gearset 14.
The input shaft 80 and output shaft 82 are constrained to rotate about their respective axes of rotation 22 by bearings 84 in the housing 20 and bearings 86 in the adjustable locator 18.
The rem~ining bevel gears 16 are mounted on shafts 88 extending 25 between the adjustable locator 18 and the housing 20. Bearings 90 located the 10.
bevel gears 16 on the shafts 88 and constrain the bevel gears 16 to rotate about their respective axes of rotation 22.
As mentioned above, the teeth 24 and spaces 34 of the bevel gears 16 are tapered in that they narrow toward the nallower end of the bevel gears 5 16. Accorlil,gly the number of segrn~nt~ 40 of the transfer ring 28 trapped inthe space between opposed teeth 24 would vary depPn-ling on the breadth of the portion of the teeth 24 and spaces 34 adjacent to the trapped segments 40.
In order for the se~nents 40 to lie with adjacent faces abutting the segnlent~ 40 taper inwardly when viewed from above toward the transfer 10 ring axis 42. The tapering of the segnlent~ 40 enables the tangential load imparted by the input and output gearsets 12 and 14 respectively to be spread over the entire adjacent faces of the segments 40 thereby maximizing the robll~tness of the unit and miniTni7.ing wear.
The above description is intencle-l in an illustrative rather than a 15 restrictive sense. Variations to the specific structure described may be apparent to a~ropliately skilled persons while remaining within the spirit and scope of the invention as ~lefine~1 by the claims set out below.
As the input and output gearsets 12 and 14 respectively are mounted to the adjustable locator 18, relative lateral movement between the adjustable locator 18 and the inner transfer ring retenhon member 52 in the direction shown by arrows 62 will result in corresponding lateral movement 5 of the transfer ring 28 relative to the bevel gears 16 along the opening 26.
Fig. 6 illustrates one manner in which relative movement between the adjustable locator 18 and the inner transfer ring retention member may be achieved. The adjustable locator 18 is rigidly secured to the housing 20. A
pinion shaft 90 extends through the housing 20 and is mounted so as to be 10 constrained to rotate about a pinion shaft axis 92 generally coaxial with thepinion shaft 90. A pinion 94 is rigidly mounted to one end of the pinion shaft 90 and rotatable with the pivot shaft 90 about the pinion axis 92.
A rack 96 is rigidly mounted to the inner transfer ring retention member 52 adjacent to the opening 26 and generally parallel to the slot axis 15 70. The pinion 94 engages the rack 96.
The opposite end 100 of the pinion shaft 90 extends through the housing 20 and a crank 102 extends generally radially therefrom and is rigidly secured thereto. Rotation of the crank 102 in the direction of arrows 104 will cause a corresponding rotation of the pinion shaft 90 and 20 accordingly will rotate the pinion 94 about the pinion shaft axis 92. Rotation of the pinion 94 will cause the rack 96 to move laterally and in turn cause the inner transfer ring retention member 52 to move relative to the adjustable locator 18 in the direction of arrows 62.
Other means to cause relative movement between the adjustable 25 locator 18 and the inner transfer ring retention member would no doubt be apparent to one skilled in the art. For example a hydraulic cylinder may be 8.
mounted between the adjustable locator 18 and the inner transfer rigging retention member 52.
Reference is now made to Fig. 5 which illustrates the interrelationship between the pairs of bevel gears 16 of each of the input and output gearsets (12 and 14 respectively in Figs. 2 and 3) and the transfer ring segments 40. The bevel gears 26 are arranged so that as they rotate relative to each other in the directions shown by arrows 70, each of the teeth 24 of one of the pairs of bevel gears 16 lines up in turn with one of the spaces 34 between the teeth 24 of the opposite bevel gear. In other words the adjacent bevel gears 16 would mesh were it not for the openings 26 resulting from the parallel spaced apart relationship of each pair of bevel gears 16.
The gap between a tip 72 of a tooth 24 of one of the bevel gears 16 and a base 74 of the colle~ponding space 34 of the opposite of the bevel gears 16 generally accords with the height of the rectangular central portion 42 of the segments 42. The depth of the spaces 34 (i.e. the height of the teeth 24) should correspond to the predetermined amount of axial movement of the segments 40. Accordingly as the pair of bevel gears 16 rotate, the teeth 24 of one of the bevel gears 16 will axially displace certain of the segments 40 in the direction indicated by arrows 50 into the opposed space 34 thereby causing the portion of the transfer ring 28 trapped there between to conform to the shape of the space defined between adjacent portions of the bevel gears 16. In a sense therefore the bevel gears 26 form temporary "teeth" in the transfer ring 28 as the transfer ring 28 passes between them thereby effecting a me~ h~ni- ~l rather than a friction~l transfer of force.
It will be appreciated therefore that rotation of the input gears 12 about the axes of rotation 22 will cause the transfer ring 28 to rotate about ~l67lo3 - 9.
the transfer ring axis 42 and in turn cause rotation of the output gearset about respective axes of rotation 22.
As the input and output gearsets 12 and 14 respectively include bevel gears 16, the amount of movement imparted by the input gearset 12 on the 5 output gearset 14 will be dele, ..~ e-l by the position of the input and output gearsets, 12 and 14 respectively, and the transfer ring 28.
As illustrated in Fig. 2, the transfer ring 28 runs between the narrower end 32 of the bevel gears 16 of the input gearset 12 and the broader end of the bevel gears 16 of the output gearset 14. This results in a gear reduction and 10 eolle~onding torque multiplication. If the input and output gearsets 12 and 14 were moved to the right as illustrated in Fig. 2 by moving the adjustable locator 18 to the right relative to the transfer ring 28, the amount of reduction would ~iiminish and as the extreme right is approached would result in a torque reduction and corresponding angular velocity 15 multiplication.
Various means of transferring rotational motion into the input gearset 12 and out of the output gearset 14 may be used. The method illustrated in Pig. 2 uses an input shaft 80 connected to and coaxial with one of the bevel gears 16 of the input gearset. An output shaft 82 is connecte~3 to 20 the coaxial with one of the bevel gears 16 of the output gearset 14.
The input shaft 80 and output shaft 82 are constrained to rotate about their respective axes of rotation 22 by bearings 84 in the housing 20 and bearings 86 in the adjustable locator 18.
The rem~ining bevel gears 16 are mounted on shafts 88 extending 25 between the adjustable locator 18 and the housing 20. Bearings 90 located the 10.
bevel gears 16 on the shafts 88 and constrain the bevel gears 16 to rotate about their respective axes of rotation 22.
As mentioned above, the teeth 24 and spaces 34 of the bevel gears 16 are tapered in that they narrow toward the nallower end of the bevel gears 5 16. Accorlil,gly the number of segrn~nt~ 40 of the transfer ring 28 trapped inthe space between opposed teeth 24 would vary depPn-ling on the breadth of the portion of the teeth 24 and spaces 34 adjacent to the trapped segments 40.
In order for the se~nents 40 to lie with adjacent faces abutting the segnlent~ 40 taper inwardly when viewed from above toward the transfer 10 ring axis 42. The tapering of the segnlent~ 40 enables the tangential load imparted by the input and output gearsets 12 and 14 respectively to be spread over the entire adjacent faces of the segments 40 thereby maximizing the robll~tness of the unit and miniTni7.ing wear.
The above description is intencle-l in an illustrative rather than a 15 restrictive sense. Variations to the specific structure described may be apparent to a~ropliately skilled persons while remaining within the spirit and scope of the invention as ~lefine~1 by the claims set out below.
Claims (2)
1. A continuously variable transmission having input and output gearsets rotatable about generally coplanar respective axes of rotation and bevelled faces in a spaced apart parallel relationship to define openings therebetween;
said input and output gearsets are mounted opposite one another with said openings aligned;
a restorably deformable transfer ring is mounted between said input and output gearsets with a respective portion of said transfer ring being captured between each said input and output gearsets;
said trasfer ring is laterally moveable relative to said input and output gearsets by lateral positioning means;
rotation of said bevelled gears of said input and output gearsets deforms said transfer rign and causes said transfer ring to rotate about said transfer ring axis and in turn impart rotational motion of said bevelled gears of said output gearset about said respective axes of rotation in an amount determined by the relative lateral position of said transfer rng and said in putand output gearsets.
said input and output gearsets are mounted opposite one another with said openings aligned;
a restorably deformable transfer ring is mounted between said input and output gearsets with a respective portion of said transfer ring being captured between each said input and output gearsets;
said trasfer ring is laterally moveable relative to said input and output gearsets by lateral positioning means;
rotation of said bevelled gears of said input and output gearsets deforms said transfer rign and causes said transfer ring to rotate about said transfer ring axis and in turn impart rotational motion of said bevelled gears of said output gearset about said respective axes of rotation in an amount determined by the relative lateral position of said transfer rng and said in putand output gearsets.
2. A continuously variable transmission comprising:
an input gearset and an output gearset each having a pair of bevelled gears constrained to rotate about generally coplanar respective axes of rotationwith adjacent toothed bevelled faces in a spaced apart parallel relationship defining an opening therebetween;
said input and output gearsets being mounted opposite each other with said openings aligned;
said pairs of bevel gears of each said gearset being rotationally coupled to rotate in equal amounts but in opposite directions relative to each other about said respective axes of rotation and aligned with the teeth of one of saidbevel gears corresponding to the spaces between adjacent teeth of the other of said bevel gears;
a transfer ring having a plurality of radially aligned adjacent segments constrained to rotate about a transfer ring axis and individually moveable parallel to said transfer ring axis by a predetermined amount between first and second stops;
said transfer ring being mounted between said input and output gearsets with portions of some of said segments interspersed in some of said spaces between adjacent teeth of said bevel gears in each said input and output gearsets;
said segments being axially moveable by individual teeth of one of said bevel gears into the corresponding space of said spaces of the other of said bevel gears;
an adjustable locator for moving said transfer ring laterally between said input and output gearsets with said transfer ring axis remaining generally coplanar with said axes of rotation of said bevel gears;
whereby rotation of said bevel gears of said input gearset about said axes of rotation causes said transfer ring to rotate about said transfer ring axis to further cause rotation of said bevel gears of said output gearset in an amount determined by the lateral location of said transfer ring relative to saidinput and output gearsets, the portion of said transfer ring passing between said adjacent bevel gears conforming by said axial movement of said segments to the shape of the space defined between adjacent portions of said bevel gears.
an input gearset and an output gearset each having a pair of bevelled gears constrained to rotate about generally coplanar respective axes of rotationwith adjacent toothed bevelled faces in a spaced apart parallel relationship defining an opening therebetween;
said input and output gearsets being mounted opposite each other with said openings aligned;
said pairs of bevel gears of each said gearset being rotationally coupled to rotate in equal amounts but in opposite directions relative to each other about said respective axes of rotation and aligned with the teeth of one of saidbevel gears corresponding to the spaces between adjacent teeth of the other of said bevel gears;
a transfer ring having a plurality of radially aligned adjacent segments constrained to rotate about a transfer ring axis and individually moveable parallel to said transfer ring axis by a predetermined amount between first and second stops;
said transfer ring being mounted between said input and output gearsets with portions of some of said segments interspersed in some of said spaces between adjacent teeth of said bevel gears in each said input and output gearsets;
said segments being axially moveable by individual teeth of one of said bevel gears into the corresponding space of said spaces of the other of said bevel gears;
an adjustable locator for moving said transfer ring laterally between said input and output gearsets with said transfer ring axis remaining generally coplanar with said axes of rotation of said bevel gears;
whereby rotation of said bevel gears of said input gearset about said axes of rotation causes said transfer ring to rotate about said transfer ring axis to further cause rotation of said bevel gears of said output gearset in an amount determined by the lateral location of said transfer ring relative to saidinput and output gearsets, the portion of said transfer ring passing between said adjacent bevel gears conforming by said axial movement of said segments to the shape of the space defined between adjacent portions of said bevel gears.
Priority Applications (8)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2167103 CA2167103A1 (en) | 1996-01-12 | 1996-01-12 | No-slip continuously variable transmission |
| CA002186927A CA2186927C (en) | 1996-01-12 | 1996-10-01 | Transfer ring and gearset arrangements for no-slip continuously variable transmission |
| JP9525481A JP2000503367A (en) | 1996-01-12 | 1997-01-03 | Transmission ring and gear structure for non-slip continuously variable transmission |
| PCT/CA1997/000002 WO1997026469A1 (en) | 1996-01-12 | 1997-01-03 | Transfer ring and gear arrangement for non-slip continuously variable transmission |
| DE69702750T DE69702750T2 (en) | 1996-01-12 | 1997-01-03 | TRANSMISSION RING AND GEAR SYSTEM FOR A CONTINUOUSLY ADJUSTABLE SLIPLESS GEARBOX |
| US09/091,840 US6055880A (en) | 1996-01-12 | 1997-01-03 | Transfer ring and gear arrangement for non-slip continuously variable transmission |
| AU11363/97A AU1136397A (en) | 1996-01-12 | 1997-01-03 | Transfer ring and gear arrangement for non-slip continuously variable transmission |
| EP97900006A EP0882189B1 (en) | 1996-01-12 | 1997-01-03 | Transfer ring and gear arrangement for non-slip continuously variable transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2167103 CA2167103A1 (en) | 1996-01-12 | 1996-01-12 | No-slip continuously variable transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2167103A1 true CA2167103A1 (en) | 1997-07-13 |
Family
ID=4157334
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2167103 Abandoned CA2167103A1 (en) | 1996-01-12 | 1996-01-12 | No-slip continuously variable transmission |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2167103A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111895047A (en) * | 2019-05-06 | 2020-11-06 | 陈驰川 | Multi-stage speed-changing transmission device of spherical bevel gear |
-
1996
- 1996-01-12 CA CA 2167103 patent/CA2167103A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111895047A (en) * | 2019-05-06 | 2020-11-06 | 陈驰川 | Multi-stage speed-changing transmission device of spherical bevel gear |
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