CA2962854C

CA2962854C - Continuous variable transmission with uniform input-to-output ratio that is non-dependent on friction

Info

Publication number: CA2962854C
Application number: CA2962854A
Authority: CA
Inventors: Raja Ramanujam Rajendran; Prashanth Rajendran
Original assignee: Individual
Current assignee: Individual
Priority date: 2014-03-18
Filing date: 2014-03-18
Publication date: 2021-08-24
Anticipated expiration: 2034-03-18
Also published as: WO2015142323A1; EP3120046A4; US20150267794A1; CN106662230B; CA2962854A1; US9970520B2; JP2017508939A; JP6454456B2; CN106662230A; EP3120046A1

Abstract

The present disclosure is an all gear infinitely variable transmission that is non-dependent on friction. It can be used in high torque applications, offering a steady and uniform output for a steady and uniform input. Since it allows a co-axial input and output, using a planetary gear system the output can be made continuous from forward to reverse. This uses a "scotch-yoke" mechanism to convert rotational motion to a linear reciprocating motion. The linear distance of this reciprocating motion ¨ "stroke" is changed by altering the crankpin location of the scotch-yoke mechanism. This reciprocating motion is converted to a rocking motion by using a "rack and pinion" and later converted to a unidirectional motion via a one-way bearing. A set of non-circular gears are used to achieve a steady and uniform output. It employs a very simple mechanism to change the ratio between the input and output of the transmission.

Description

TITLE OF INVENTION:
CONTINUOUS VARIABLE TRANSMISSION WITH UNIFORM INPUT-TO-OUTPUT
RATIO THAT IS NON- DEPENDENT ON FRICTION
APPLICANTS
NAMES:
1. RAJA RAJENDRAN
CITIZENSHIP: USA
RESIDENCE: 5179 SHADY CREEK DRIVE
TROY, MICHIGAN, 48085

2. PRASHANTH RAJENDRAN
CITIZENSHIP: USA
RESIDENCE: 5179 SHADY CREEK DRIVE
TROY, MICHIGAN, 48085 CROSS REFERENCE TO RELATED APPLICATIONS
Provisional Application Application Number: US 61788563 Title: Continuous Variable Transmission BACKGROUND OF THE INVENTION:
The patents US 5603240 and US 20100199805 use some of the features used in this design.
The advantages in this invention include:
The patent US 5603240 does not have a co-axial input to output and therefore cannot be used for applications requiring this configuration. The output travels as the ratio is changed.
- Therefore, this design cannot be used when stationary output is required. The new invention offers a stationary and co-axial input and output shaft. The envelope used in this prior art is comparably larger.
Date Recue/Date Received 2020-11-24 US 20100199805 offers a sinusoidal output and uses several modules just to minimize the "ripple" when a steady and uniform input is provided. Therefore, this design cannot be used when a steady and uniform output is desired. The new invention offers a steady and uniform output when the input is steady and uniform. This can be achieved with as low as three modules.
BRIEF SUMMARY OF THE INVENTION:
The main object of this invention is to provide a UNIFORM and STEADY output, when the input is uniform and steady, with the ability to transmit high torque without depending on friction or friction factor. Many of the continuous variable transmissions that is in the market today are friction dependent therefor lacks the ability to transmit high torque.
Those continuous variable transmissions, which are non-friction dependent does not have a uniform and steady output when the input is uniform and steady. This design aids reduction in the overall size and economically mass produced. This design can be easily integrated into any system. This design is very versatile and can be used ranging from light duly to heavy duty. This design allows replacement of existing regular transmission, requiring very little modification. This design offers the option of stationary co-axial input and output.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS:
Fig 1 -CVT general sequential assembly perspective view.
Fig 2- CVT general sequential assembly perspective view with frames made transparent showing general arrangements of internal sub-assembly of components.
Fig 3-Frame - Main Housing - Two identical parts are bolted together to form one main housing:
A. Perspective view showing details on one side of the main housing.
B. Perspective view showing details on the other side of the main housing.
Fig 4- Frame -Telescopic Sleeve Guide perspective view.
Fig 5- Frame-Cross-Rack Guide perspective view.
Fig 6-Input Shaft perspective view.
Fig 7-Intermediate Gear Shaft perspective view.
Date Recue/Date Received 2020-11-24

3 Fig 8-Power Link Shaft perspective view.
Fig 9-Carrier Shaft perspective view.
Fig 10-Cross Rack Assembly showing two perspective views and orthographic views showing details of the input shaft slot and the crank pin slot, orientation of the racks and details of the prongs:
A- Top view B- Perspective view 1 C- Perspective view 2 D- Front view E- Side view F- Rear view G-Enlarged view showing details of the prong.
Fig 11-Pinion:
A-Front view . B-Side view, .
C-Top view D-Perspective view Fig 12-Pinion Shaft:
A-Front view B-Side view C-Perspective view Fig 13-Crankpin Retainer:
A-Front view B-Side view C-Perspective view Date Recue/Date Received 2020-11-24

4 Fig 14-Input Disk:
A-Front view B-Side view C-Perspective view Fig 15-Gear Changing Lever ¨ Planetary mechanism:
A-Front view B-Top view C-Perspective view Fig 16-Compression Spring Perspective:
Fig 17-Stationary collar large bevel gear - Perspective view.
Fig 18-Primary Telescopic Sleeve:
A-Front view B-Side view C-Perspective view Fig 19-Secondary Telescopic Sleeve:
A-Front view B-Side view C-Top view D-Perspective view Fig 20-Ratio Cam:
A- Front view B- Top view C- Perspective view Fig 21-Non-circular Gear (Driven):
Date Recue/Date Received 2020-11-24

5 A- Top view B- Front view C- Perspective view Fig 22-Non-circular Gear (Driving):
A-Top view B-Front view C-Perspective view Fig 23-Dummy Crank Pin:
A-Top view B-Front view C-Perspective view Fig 24-Crank Pin:
A-Top view B-Front view C-Side view D-Perspective view Fig 25-Intermediate Circular Gear C2-C3:
A-Front view B-Side view C-Perspective view Fig 26-Carrier Gear C4a-05b:
A-Front view B-Side view C-Perspective view Fig 27-Intermediate Circular Gear C4-05:
Date Recue/Date Received 2020-11-24

6 A-Front view . B-Side view C-Perspective view.
Fig 28-Intermediate Circular Gear Cl:
A-Front view B-Side view C-Perspective view Fig 29-Spacer:
A-Front view B-Top view C-Perspective view Fig 30-Gear Changing Lever for Spiral flute mechanism:
A-Front view B-Side view C-Top view D-Perspective view Fig 31-spiral Flute:
A-Front view B-Side view C-Perspective view Date Recue/Date Received 2020-11-24

7 Fig 32-Stationary differential Collar:
A-Front view B-Side view C-Section view D-Perspective view Fig 33-Dynamic differential Collar:
A-Front view B-Side view C-Section view D-Perspective view Fig 34-Sleeve - Input-Bevel perspective view:
Fig 35 thru 43 - Views showing the movement / position on rack assembly, crank pin as input .disk rotates: shown at various stages:
Fig 35- Crankpin closer to the axis and input disk at 0 Fig 36- Crankpin closer to the axis and input disk at 45 Fig 37- Crankpin closer to the axis and input disk at 90 Fig 38- Crankpin at midpoint and input disk at 0 Fig 39- Crankpin at midpoint and input disk at 450 .
Fig 40- Crankpin at midpoint and input disk at 90 Fig 41 -Crankpin farthest from the gear and input disk at 0 Fig 42-Crankpin farthest from the gear and input disk at 45 Fig 43-Crankpin farthest from the gear and input disk at 90 Fig 44-Exploded view describing Input Modification - perspective view. Details showing arrangements and gear train of non-circular gear and intermediate gears to input disk.
Date Recue/Date Received 2020-11-24

8 Fig 45 thru 46-Front and side views of ratio cam, input disk and crankpin showing operation behind how the cam alters the pin location Fig 45 ¨ Front view Fig 46- Side view.
Fig 47 thru 50 Views showing working of planetary gear changing mechanism:
Fig 47A- Top view 47B Front view Fig 48- Perspective view showing planetary gear changing mechanism view and detail of the circular slot in the main frame. The main frame is made partially transparent for clarity. (close up) Fig 49- Front view showing planetary gear changing mechanism. The main frame is made transparent for clarity.
Fig 50-Sideview showing planetary gear changing mechanism. The main frame is made transparent for clarity.
Fig 51-Exploded view showing Differential Mechanism, showing component arrangements and working (perspective view).
Fig 52 thru 57 - Views describing the ratio changing operation of the differential mechanism at various stages- shown partially sectioned to explain the function and interior details:
Fig 52-Differential Mechanism (partially sectioned) view 1.
Fig 53-Differential Mechanism (partially sectioned) view 2. .
Fig 54-Differential Mechanism (partially sectioned) view 3.
Fig 55-Differential Mechanism (partially sectioned) view 4.
Fig 56-Differential Mechanism (partially sectioned) view 5.
Fig 57-Differential Mechanism (partially sectioned) view 6.
Fig 58-Assembly showing working of gear changing mechanism ¨ Spiral Flute Mechanism (exploded).
Date Recue/Date Received 2020-11-24

9 Fig 59-Top view explaining working of the telescopic guide.
Fig 60-Details of telescopic mechanism. The primary and secondary on one side made transparent to show details.
Fig 61 thru 62- Assembly of input disk cross rack assembly. crank pin and crank pin retainer to show the concept behind function of crankpin retainer.
Fig 61 Crank pin and the crank pin retainer when they are in the middle of input slot.
Fig 62- Crank pin and the crank pin retainer as it exits the input slot.
Fig 63-Exploded view of one-way bearing assembly (pinion partially sectioned showing interior details).
Fig 64-One-way bearing assembly.
Fig 65-Power link Assembly.
Fig 66- Assembly showing concept of vibration cancelation.
Fig 67- Vibration Cancelation Mechanism: sub-assembly.
Fig 68-Complete CVT Assembly showing the orientation of modules and orientation of racks:
explaining how the 4 modules are placed.
Fig 69 thru 72 ¨ Options of placement of non-circular gears, when a common non-circular - driving gear is used with two non-circular driven gears.
Fig 69 non-circular gear placed at 135' Fig 70 non-circular gear placed at 45 Fig 71 non-circular gear placed at (-)45 Fig 72 non-circular gear placed at (-)1359 Fig 73 thru 75 ¨ Details showing how constant and uniform output is achieved:
Fig 73 - Assembly orientation of individual modules.
Fig 74 - Graph showing individual output at each rack and combined total output showing constant and uniform output with overlaps.
Date Recue/Date Received 2020-11-24

10 Fig 75- Graphical representation of output with overlaps and sequence of engagement for a complete cycle.
Fig 76 thru 79 ¨ Miter gear assembly describing forward, reverse, neutral and park gears:
Fig 76- Engagement of clutches for a Forward gear.
Fig 77- Engagement of clutches for a Reverse gear..
Fig 78- Engagement of clutches for a Neutral gear..
Fig 79- Engagement of clutches for "Park".
Fig 80- Concept of using of intermediate gear to eliminate multiple contacts between non-circular gears:
A- top view B- front view Fig 81- Co-axial output element:
A-Front view B-Section side view C-Perspective view Fig 82- Detail showing arrangement of co-axial output member in the assembly Fig 83-Sliding Collar Link Gear Changing Mechanism A-Top View B-Left View C-Front View D-Isometric View Fig 84-Optional Sliding Collar Link Gear Changing Mechanism A-Top View B-Front View C-Right View D-Isometric View Date Recue/Date Received 2020-11-24

11 Fig 85- Alternate CVT assembly configuration - "Siamese"
DERAILED DESCRIPTION OF THE INVENTION:
SUMMARY OF THE INVENTION
To briefly describe this invention is a Continuously Variable Transmission (CVT).
Unlike existing CVT designs, this particular design does NOT depend on friction to transmit power.
Most of the CVTs that exist today depend on friction to transmit power and thereby cannot be. -used where there is a need to transmit high power at low speed. Due to this advantage, it is possible to use this invention where high torque transmission. is required. Co-axial input and output can be achieved with this layout.
The working of this CVT can be described by the following simple sequential operations.
a) A crank pin (Fig. 23), revolves around the axis of an input disk (Fig.
14) at an offset distance, and this offset distance can be altered. [The concept described in this operation exists in another patent US 20100199805. However, here an entirely different approach is adapted on how this concept is used, how the offset is altered etc. in a much simpler, and compact envelop.]
b) This offset crank pin 42 is caged in the input disk 16, or alternatively in a crank pin shaft collar 70 that slides on a crank pin shaft 69, and in a slot of a rack assembly (Fig. 10), and the rack assembly is restricted such that the rack can move only in the direction parallel to the rack 64. The crank pin shaft 69 is orthogonal to the input shaft (Fig. 6). By orienting another slot normal to the direction of movement, the rotational movement of the crank pin 42 is translated to pure linear back and forth movement of the rack 64. This mechanism is commonly known as "scotch yoke mechanism" in the industry. The distance of this linear back and forth movement (stroke) is directly proportional to the radial distance of the crank pin 42 from the axis of the input disk 16, c) The rack 64 is linked to a pinion (Fig. 11) converting this linear movement of the rack 64 to rocking oscillation of the pinion 47.
d) This rocking oscillation movement is converted to a unidirectional rotation, using a ratchet mechanism / one-way bearing / computer controlled clutch.
Date Recue/Date Received 2020-11-24

12 One main purpose of this invention is to achieve a CONSTANT AND UNIFORM
output angular velocity when the input angular velocity is constant and uniform. However, using the steps described above, this is NOT achieved, as the output is sinusoidal. By modifying the rate of change of angular displacement of the input disk 16, uniform steady output can be achieved. By _using a set of non-circular gears, the driving (Fig. 22) and the driven (Fig. 21), the rate of change in angular displacement at the input disk 16 can be altered. The output from the driven non-circular gear 9 is then transferred to the input disk 16 via some intermediate circular gears.
To aid in comprehending the invention a CAD model is designed, created, and explained below.
The features used here are:.
A common input shaft (Fig. 6) and a driving non-circular gear 8 are used for all four modules.
A common cross-rack assembly 44, input disk 16, driven non-circular gear 9, intermediate circular gears, crank pin 42, ratio cam (Fig. 20), and ratio changing mechanism is used for two modules.
Two racks 64 are placed on the cross-rack assembly 44 with a phase shift of Another identical assembly of modules is placed such that the second assembly of module is a lateral inversion of the first assembly of module and rotated by 900. The selection of the plane of lateral inversion creates multiple assembly configurations such as Sequential assembly (Fig. 1) or Siamese assembly (Fig. 85) List of Components:
1) Frame ¨ Main housing 2) Frame ¨ Cross-rack guide 3) Frame- Telescopic guide 4) Input shaft 5) Input shaft bearing 6) Intermediate gear shaft 7) Intermediate gear shaft bearing 8) Non-circular gear (driving) 9) Non-circular gear (driven) Date Recue/Date Received 2020-11-24

13 10)Intermediate circular gear Cl 11) Intermediate circular gears C2-C3 12) Intermediate circular gears C4-05 . 13) Bearing ¨ collar (stationary and dynamic)

14) Bearing - circular gear C2-C3

15)Bearing - circular gear C4-05

16)Input disk

17)Bearing ¨ input disk

18) Ratio cam

19) Bearing ¨ ratio cam

20) Intermediate carrier circular gears C4a-05a

21) Carrier shaft

22) Bearing ¨ carrier shaft

23) Ratio changing lever ¨ planetary mechanism

24) Sleeve - Input disk ¨ bevel

25) Stationary differential collar

26) Stationary differential collar spur shaft bearing

27) Stationary differential collar spur gear shaft

28) a) Stationary differential collar small bevel gear b) Stationary differential collar large bevel gear

29) Stationary differential collar spur gear

30) Spacer

31) Dynamic differential collar

32) Dynamic differential collar spur shaft bearing

33) Dynamic differential collar spur gear shaft

34) a) Dynamic differential collar small bevel gear b) Dynamic differential collar large bevel gear

35) Dynamic differential collar spur gear . 36) Universal joint 37)Spiral flute 38)Slotted disk - input disk 39)Compression spring 40)Thrust bearing .
Date Recue/Date Received 2020-11-24 41)Ratio changing lever - spiral flute mechanism 42)Crank pin 43)Dummy crank pin 44)Cross-Rack assembly . 45) Primary telescopic sleeve 46)Secondary telescopic sleeve 47)Pinion 48)Pinion shaft 49)Pinion bearing 50)One-way bearing 51) Output Sprocket / gear 52) Power link shaft 53)Power link shaft bearing 54)Power link Sprocket / gear 55) Dummy rack 56)Wheel vibration cancellation._ 57)Collar ¨ wheel- vibration cancellation 58)Input shaft for miter bevel gears 59)Miter bevel gear 60)Clutch ¨ park/neutraPreverse 61)Output shaft 62)Intermediate gear - non-circular gear connector .63) Guide ¨ intermediate gear-non-circular gear connector 64)Rack 65)Co-axial output element 66)Auxiliary Input Shaft 67) AuxiliaryInput Shaft Collar 68)Link 69)Crank Pin Shaft 70) Crank Pin Shaft Collar 71) Planetary Gear System Additional reference characters included in drawings:
1001) Rectifier Module consisting of pinion, rack, pinion shaft, and computer controlled clutch/one way bearing/ratchet mechanism 1005) Non-functional region of non-circular gears Date Recue/Date Received 2020-11-24 1006) Crank pin slot 1007) Input shaft slot 1012) Slot for operating lever 1013) Longitudinal axis of first and second intermediate circular gear used for planetary mechanism 1016) Overlap between functional region of rectifier modules 1017) Functional region of non-circular gears 1021) Longitudinal axis of input shaft 1024) slot for path of 1013 1025) slot for telescopic guide Date Recue/Date Received 2020-11-24 Description of Assembly, Sub-assembly of components and their functions:
Description of the general construction:
The input shaft (Fig. 6) is mounted on two input shaft bearings 5 and placed in the center of the frame-main housing(s) (Fig. 3). The input disk 16 is mounted on the input shaft 4 and sandwiched between the rack assembly (Fig. 10) and the ratio cam (Fig. 20) and the crank pin 42 is caged in the slot, The crank pin 42 has a body shaped like rectangular prism with circular prism extended on both sides. One of them functions as a cam-follower, made to engage with the ratio cam and other functions as a crank pin 42, and made to engage with the rack 64 on the cross rack assembly 44. Parallel to the input disk 16 the driving non-circular gear 8 is mounted on the input shaft 4.
The intermediate gear shaft (Fig. 7) is mounted on two constant gear shaft bearings 7, with one in each of main housing I. The intermediate gear shaft 6 is placed parallel to the input shaft 4 at a distance "CTR" that is used to derive the shape of the non-circular gears. The powertrain flow from the input shaft 4 to the input disk 16 is as per the table provided below.
INEMENEMIN
1111)111 Shaft Non-Circular Gear-Driven Axial, Rigid Non-C'ircular (iear-Dri\ en Non-Circular (iear-Dri\ in Radial Non-Circular Gear-Driving Intermediate gear 1 Axial, Rigid Intermediate gear 1 In f2ear 2 Radial Intermediate gear 2 Intermediate gear 3 Axial, Rigid Intermediate gear 3 In gear 4 Radial Intermediate gear 4 Intermediate gear 5 Axial, Rigid Intermediate gear 5 Slotted Disk Radial Date Recue/Date Received 2020-11-24 The driven non-circular gear 9 and the intermediate gear C2-C3 (Fig. 25) are mounted on the input shaft 4 and the intermediate gear-I (Fig. 28) and intermediate gear C4-05 (Fig. 27) are mounted on the constant gear shaft 6. The driving non-circular gear 8 is directly mounted on the input shaft 4. and the driven non-circular gear 9 along with the intermediate gear-C1 10 are mounted directly on the intermediate gear shaft 6. The others are placed in a bearing and mounted on their respective shafts.
The rack assembly 44 is free to move only along the direction of the rack 64 and its movement is restricted by the frame-rack guide 2. A set of telescopic-sleeves, primary (Fig. 18) and secondary (Fig. 19), are placed on either side of the rack assembly 44. This will decrease the overall size needed for the rack assembly 44 and the frame main housing I. A prong placed on either side of the rack assembly 44 and another on the secondary sleeve 46, to pull and extend the telescopic sleeves and the telescopic sleeves are collapsed by the body of the rack assembly 44. These telescopic-sleeves are caged-in by the frame telescopic-guide (Fig. 4).
The-rack 64 is coupled with a one-way bearing assembly (Fig. 64) that consists of a pinion 47 that is placed on a pinion shaft (Fig. 12). This pinion shaft 48 is mounted on the frame telescopic-guide 3 with a pinion bearing 49. A gear or a sprocket is mounted on this pinion shaft 48 through a one-way-bearing 50 and is placed parallel to the pinion 47. A
power link shaft assembly (Fig. 65) is placed parallel to the one-way bearing assembly (Fig.
64). The power link assembly consists of a power link shaft (Fig. 8) that is mounted on two bearings that are placed on the frame -telescopic-guide 3. A gear or sprocket is placed on the power link shaft's each ends. The power from the pinion shaft 48 is transmitted to the power link through this gear or sprocket.
The working and the concept of the main CVT:
When the input disk 16 rotates, by the 'scotch yoke' mechanism the crank pin 42 moves the cross rack assembly in the direction parallel to the rack 64. The distance travel by such movement is directly proportional to the distance of the axis of the crank pin 42 from the axis of the input disk 16. By altering this distance, the distance travelled by the rack assembly, this is termed as "stroke" can be altered. Since the work done is constant, which is a product of force applied multiplied by the distance traveled ("Pstpake). For a smaller stroke, the force applied is .
greater and for a longer stroke, the force applied is smaller. However, the motion is back and forth oscillation. This force from the linear back and forth motion of the rack 64 is later Date Recue/Date Received 2020-11-24 transferred to a pinion 47 as a rocking motion. fie torque generated by this rocking motion is directly proportional to the force applied from the rack 64. This is transferred to an output sprocket/gear via a one-way bearing 50 or a computer controlled clutch or a ratchet mechanism to a unidirectional rotation. unidirectional rotation is further delivered to the wheels.
Arrangement of transmission of power from engine / power source to input disk 16:
By using a set of non-circular gears, the driving (Fig. 8) and the driven (Fig. 9), the rate of change in angular displacement at the input disk 16 is altered. The output from the input shaft 4 is transferred through a set of non-circular gears and then transferred to the input disk 16 via five intermediate circular gears. The non-circular driving gear 8 is mounted directly on the input shaft 4. The driven non-circular gear 9 is mounted on the intermediate gear shaft (Fig. 7), which is mounted on two bearings 7 and placed on the two main housings 1.
The intermediate circular gear-C1 10 is mounted on the intermediate gear shaft 6, with a direct connection to the driven non-circular gear 9. The intermediate gear C2-C3 (Fig. 25) is mounted on the input shaft 4, free to spin with a bearing 14. The intermediate gear C4-05 (Fig. 26) is mounted on the intermediate gear shaft 6 that is free to spin with a bearing 15 and intermediate gear C5 drives the input disk 16. The radius of these intermediate gears are chosen such that the input disk 16 completes one revolution when the driving non-circular gear (Fig.22) completes one revolution. It should satisfy the conditions - rC2/rC1 = nl, rC4/rC3= n2, and rdisc/rC5=
nl*n2.
Reason behind the need for a circular gear between the non-circular gears when the profile interferes/ multiple contacts at the same instant:
The shape of the non-circular gears could have multiple contact points at any given point of time. The radius of the driven non-circular gear 9 is lower than the input shaft 4 it is mounted on over a wide region and reaches zero at two locations. In addition, there is a potential that, due to the shape of the profile, the driven non-circular gear 9 and the driving non-circular gear 8 may have multiple contact points at a given time. This can be eliminated by inserting an intermittent circular gear 62 between the two non-circular gears. This increases the distance between the two ion.cinculargears and eliminates the issue of multiple contact point at any given time.
Date Recue/Date Received 2020-11-24 Concept behind using ratio-changing cam:
In order to change the input to output ratio, the location of the crank pin 42 must be changed. This can be achieved by rotating the ratio cam plate 18 which has a slot with a certain profile. The ratio cam plate 18 is rotated with respect to the input disk 16 this profile forces the crank pin 42 to move in radial direction of the disk axis. This is because the axis of the crank pin 42 intersects the slot input disk 16 and the slot in the ratio cam plate 18. When the crank pin 42 is closer to the axis of the input disk 16 the stroke is shorter and since the work done is constant, the force is increased. Similarly with the crank pin 42 is farther from the axis of the input disk 16, the stroke is longer and since the work done is constant, the force is decreased. The challenge here is to have the ratio cam plate 18 and the input disk 16 spinning synchronized during normal operation however, and when the ratio change is desired, the input disk 16 and the ratio cam plate 18 should have a relative angular velocity. By using one of the three mechanisms described below, a relative angular velocity between the input disk 16 and the ratio cam plate 18 can be achieved, when desired.
The methods to change ratio:
1. Planetary mechanism:
A
set of intermediate carrier circular gears, C4a, and C5a (Fig. 26) are axially connected and mounted on a common carrier shaft (Fig.9). C4a is identical to the circular gear C4 and C5a is identical to the circular gear C5. The movement of this common axis is restricted to a circular slot/path, which is at a constant distance from the rotation axes of the input disk 16 and the ratio cam plate. The gear 4a is radially connected to gear C3. and the gear C5a is radially connected to the ratio cam plate 18. A ratio-changing lever - planetary mechanism (Fig.
37), pivoted on the frame enables the location of the carrier shaft 21 to move along the slot.
While the location is being displaced, there is a relative angular displacement between the input disk 16 and the ratio cam plate 18.
2. Spiral flute mechanism:
A spiral fluted input disk collar (Fig.38) with twisted profile is axially attached to the input disk 16.
Slots matching the twisted profile of the spiral flute is broached on the ratio cam plate 18 and placed co-axial to the input disk 16. When the distance between the ratio cam plate 18 and the input disk 16 remain unchanged, the input disk 16 and the ratio cam plate 18 spin synchronized. While the distance between the input disk 16 and the ratio cam plate 18 is being altered, the relative angular velocity between the input disk 16 and the ratio cam plate 18 changes as the ratio cam plate 18 is forced to rotate with respect to the input disk 16. This axial Date Recue/Date Received 2020-11-24 translation is achieved with a ratio-changing lever 41- spiral flute mechanism that pushes a thrust bearing 40 attached to the ratio cam plate 18 towards the input disk 16. This is sprung back with a compression spring (Fig.58) placed between the input disk 16 and the ratio cam plate 18.
3. Differential mechanism:
A stationary collar large bevel gear 28b is axially attached to the input disk 16 via a sleeve - input disk to bevel (Fig. 32). A stationary differential collar (Fig.
32), which is co-axially spaced to the large bevel gear 28b, by a thrust bearing 40 is free to spin independently with respect to the large bevel gear 28b. The stationary differential collar 25 is restricted to move axially with respect to the large bevel gear 28b. A, free to spin stationary collar shaft 27 is placed normal to the axis of the stationary differential collar 25 in a bearing 26 placed in the stationary - differential collar 25. A stationary collar small bevel gear- 128a and a stationary differential collar spur gear 29 is axially and rigidly attached to the stationary differential collar shaft 27 and the stationary collar small bevel gear 28a is paired with the stationary collar large bevel gear 28b.
Similarly, A dynamic large bevel gear (Fig. 17) is co-axially placed parallel to the ratio cam plate such that they spin synchronized but allowing displacement between them along the axis.
A dynamic differential collar (Fig. 33) which is co-axially placed to the dynamic collar large bevel gear 28a spaced by a thrust bearing 40 is free to spin independently with respect to the dynamic collar large bevel gear 34b. The dynamic differential collar 31 is restricted to move axially with respect to the dynamic collar large bevel gear 34a . A, free to spin dynamic collar shaft 33 with a universal joint 36 placed in its axis is placed normal to the axis of the dynamic differential collar in a bearing 32 placed in the dynamic differential collar 31. A dynamic collar small bevel gear 34a and a dynamic collar spur gear 35 is axially and rigidly attached to the dynamic collar spur gear shaft 33 and the dynamic collar small bevel gear 34a is paired with the dynamic collar large bevel gear 34b The universal joint 36 is common to the dynamic collar spur gear shaft 33 and the small bevel gear shaft, allowing a small mismatch.
A spacer keeps the two spur gears in contact. The spacer (Fig. 29) is free to move axially with respect to dynamic collar spur gear shaft 33.
Here the stationary differential collar 25 and the dynamic differential collar 31 are identical and interchangeable..
By this arrangement the dynamic flow train is as described below a. The stationary collar large bevel gear 28a spins stationary collar small bevel gear 28b.
Date Recue/Date Received 2020-11-24 b. The stationary collar small bevel gear 28 spins the stationary collar shaft 27.
c. The stationary collar shaft 27 spins the stationary collar spur gear 29 d. The stationary collar spur gear 29 spins dynamic collar spur gear 35.
e. The dynamic collar spur gear 35 spins dynamic collar shaft 33.
f. The dynamic collar shaft 33 thru the universal joint 36 spins the dynamic collar small bevel gear 34a.
g- The dynamic collar small bevel gear 34a spins the dynamic collar large bevel gear 34b.
h. The dynamic collar large bevel gear 34b spins the ratio cam plate 18.
Since the two large bevel gears. the two small bevel gears, and the spur gears are identical and same size respectively, when the dynamic differential collar 31 is stationary, the angular velocity of the ratio cam plate 18 is synchronized with the input disk 16. While the dynamic differential collar 31 is being rotated with respect to the stationary differential collar 25, there will be a relative angular displacement between the input disk 16 and the ratio cam plate 18.
4. Link Mechanism The auxiliary hollow input shaft 66 has a cross section with a circular hole in the middle and non-circular shape for the exterior perimeter. This is paired with a sliding collar with a matching orifice, that is co-axially placed allowing axial movement while restricting rotational motion with respect to each other. A thrust bearing 40 is co-axially placed in contact with one end of the collar and the collar has a pivot on the other end. One end of a link 68 is attached to the pivot and the other end of the link is either attached to the crank pin, as shown in (Fig. 83) or to the crank pin shaft collar, as shown in (Fig. 84) as appropriate. An axial displacement of the collar will cause a radial displacement of the crank pin 42 thru the link 68.
This axial translation is achieved with a ratio changing lever 41 that pushes the thrust bearing 40 attached to the sliding collar. This is sprung back with a compression spring placed between input disk 16 and the auxiliary input shaft collar 67Concept behind using telescopic-sleeve to enable a compact design:
For this design to work the length of the input slot of the rack assembly has to be a value equal to 2 *stroke + input-shaft diameter + 2* minimum material thickness + 2*
the distance to reach the rack guide. This entire length has to be guided by the rack guide.
Since the rack guide also has to accommodate the travel of the rack 64, the opening portion of the rack guide should have a width at least as the diameter of the input disk 16 or it will be out of reach when the rack Date Recue/Date Received 2020-11-24 64 travels to one side to the extreme. The telescopic-guide extends the support and as a result, the overall length of the rack assembly can be reduced by the "distance to reach the rack guide." This also makes it possible for the main housing Ito be shorter by that distance.
Prongs are provided in the design of the rack assembly and in the secondary sleeves to extend the telescopic-sleeves.
The body of the rack assembly collapses the telescopic-sleeves.
Concept behind use / working function of slider guide:
The crank pin is much smaller than the input-shaft 4. Since both the slot cross each other, there is a potential that the crank pin can slip in to the input-shaft slot. This is eliminated by using a slider guide (Fig. 13) that is larger than the input-shaft slot.
This is made to float in the crank pin slot enclosing the crank pin 42.
Overlap of power transmission, design in implementing the concept:
To ensure smooth transition from one module to the next, for a brief period both the modules are active and engage when the output from both of them reach a constant and uniform value. The first module disengages while it is still in the functional region and the second module is well in the functional region.
Modules and their assembly layout and constraints:
All the four modules share one common input-shaft and one common non-circular driving gear. Two of the modules share a common input disk 16 and gear changing mechanism. The Racks are placed at 900 phase shift to the next. To accommodate this, the driven non-circular gear 9 is oriented at 45 with the driven non-circular gear 9 phased at 450 relative to the other non-circular driven gear. Also due to the fact the non-circular gears are symmetric it can be also oriented at 135 . This adds up to a 900 phase shift between racks.
Concept of power transfer / link between modules:
When the modules operate in sequence, they must be linked before the power is transferred to the wheels. This is achieved by using a power link shaft 52 that has gears or sprocket to link the output from each module such that it has a continuous power to the wheels.
The power is also transferred in sequence.
Date Recue/Date Received 2020-11-24 Reverse gear mechanism:
The output from the power link shaft 52 is coupled with input-shaft 4 of a miter bevel gear differential mechanism, the output of these miter gears will therefore revolve in opposite direction. The output shaft 61 if this differential mechanism is placed cc-axial to the output miter bevel gears with clearance so that free to spin independently with respect to the output miter bevel gears. Two collars with a clutch are placed on the output shaft 61 allowing them to move axially. These can be made to link with either of the output miter bevel gears, which revolve in opposite direction. When one of (he collars is made to link, by means of clutch, with a particular output miter bevel gear and the output shaft 61 will revolve is a particular direction will reverse , its direction if the link is swapped to the other output miter gear.
Neutral gear mechanism:.
When the collars are not in link with any of the output miter bevel gears, the collar .
and the output shaft 61 are not restricted and, thus, they are tree to spin in any direction and function as a "neutral" gear.
Park mechanism:
When the collars are in link with both the output miter bevel gears, the collar is restricted from spinning and functions as a "parking" gear.
Feature and mechanism to compensate vibration:
1.
Dummy crank pin: The crank pin is placed off-center when the input disk 16 revolves.
This imbalance will result in vibration. To compensate this, a dummy crank pin is placed at same distance 180 apart. This is moved by the same ratio cam that moves the crank pin.
This movement is identical to the movement of the crank pin. The cam slots are made identical at 180 apart.
Dead weight for counter oscillation: As the input disk 16 rotates the cross rack assembly has an oscillatory motion which will result in vibration. It is cancelled by having an appropriate mass oscillating in the opposite direction. This is achieved by attaching a wheel in contact with the Date Recue/Date Received 2020-11-24 rack 64, which will spin back and forth. Bringing an appropriate mass in contact with the wheel at 180 apart will compensate for this vibration..
Co-axial input and output option feature:
When co-axial input and output is desired, this can be achieved by adding an output member 65 which has an internal gear which is paired with the power link gear.
A bearing is placed between input shaft 4 and the co-axial output member 65, allowing them to spin independently.
Date Recue/Date Received 2020-11-24

Claims

CLAIMS:

1) A Continuously Variable Transmission comprising:
A) At least one scotch yoke module comprising:
a) a crank pin revolving around b) an auxiliary input shaft, at an offset distance between a longitudinal axes of the crank pin and the auxiliary input shaft that remain parallel to each other, and the offset distance that can be altered by displacing the crank pin by c) a crank pin displacement mechanism comprising:
i. a sliding collar placed co-axially with the auxiliary input shaft restricting relative rotational displacement by having one of them with a non-circular cross-section and another with a matching non-circular orifice such that they rotate synchronously with each other with the ability to slide axially on the auxiliary input shaft, ii. a link assembly comprising I. a link II. a crank pin pivot pin that pivots the link on one end to the crank pin III. a sliding collar pivot pin pivots the link on the other end to the sliding collar, iii. at least one thrust bearing that is co-axially placed in contact with the sliding collar, such that an external force applied on the thrust bearing causing an axial displacement of the thrust bearing along with the sliding collar with respect to the auxiliary input shaft alters the offset distance by moving the crank pin from the center radially along a radial slot of a) An input disk rigidly mounted on the auxiliary input shaft and b) a slotted rack assembly comprising a rack, which is restricted to only move along the direction of the rack, and a crank pin slot for receiving the crank pin, with a longitudinal axis of the crank pin slot orthogonal to the rack, B) at least one angular velocity module comprising:
a) at least one driving non-circular gear on an input shaft and driving Date Recue/Date Received 2021-03-22 b) at least one driven non-circular gear mounted co-axially on the auxiliary input shaft, at a fixed orientation to the slot of the input disk and C) at least one rectifier module comprising:
a) a pinion engaged with the rack, and mounted on b) a pinion shaft and c) a computer-controlled clutch, a one way bearing or a ratchet mechanism arranged such that a uniform rotation of the driving non-circular gear via the input shaft, causes a non-uniform angular velocity of the auxiliary input shaft via the driven non-circular gear, causing the crank pin to reciprocate the rack approximately along a longitudinal direction of the rack approximately at a constant velocity and slowing down briefly a during direction reversal and accelerating to the approximate constant velocity, where a magnitude of the reciprocation is proportional to the offset distance of the crank pin and the auxiliary input shaft, and the reciprocation of the rack causes an alternating rotation the pinion and the rotation of the pinion is converted to a unidirectional rotation of an output gear or output sprocket mounted on the pinion shaft via the computer-controlled clutch, a one way bearing or a ratchet mechanism.

2) The continuous variable transmission of claim 1, wherein an angular displacement mechanism includes a pair of bevel gears, a driving bevel gear and a driven bevel gear, one of which is co-axially connected to the input disk and the other spins a driving spur gear, which in turn, spins an identical driven spur gear which is spaced at a set distance by use of a spacer, and the driven spur gear in turn spins a second pair of bevel gear that is identical to the first pair of bevel gears, and finally is co-axially connected to a ratio cam disk.

3) The continuous variable transmission of claim 2, wherein a universal joint is placed at the intersection of the axes of a shaft the driven spur gear is mounted on and a shaft driven bevel gear mounted on.

4) The continuous variable transmission of claim 2, wherein a universal joint is placed at the intersection of the axis of a shaft the driving spur gear is mounted on and a shaft of driving bevel gear is mounted on.

5) The continuous variable transmission of claim 1, wherein the input disk is axially attached to a spiral-fluted collar and a ratio cam disk defines a hole with a profile matching the spiral-fluted collar and is co-axially placed such that the ratio cam disk and the input disk are separated by a distance, and altering this distance results in an angular displacement between the input disk and the ratio cam disk.

6) The continuous variable transmission of claim 5, wherein the input disk and a ratio cam disk have a gear profile on their perimeter with identical pitch curves and an angular displacement mechanism Date Recue/Date Received 2021-03-22 comprises two sets of axially connected first pairs of intermediate circular gears where the two gears within each pair have dissimilar pitch curves and one of the gears in each pair have identical pitch curves, with axes parallel to a longitudinal axis of the input disk and a longitudinal axis of the ratio cam disk, spaced such that one gear from one of the sets is configured to radially mesh with the input disk and one gear of the same pitch curve from the other one of the sets is configured to radially mesh with the ratio cam disk, and the other gear from both the gears having identical pitch curves are configured to radially mesh with another second common intermediate circular gear which is placed co-axially with the input disk and the ratio cam disk, and further wherein a longitudinal axes of one of the axially connected the first and the second intermediate circular gears are restricted to move only a path that is approximately at a constant distance from the longitudinal axis of the input disk, and the other restricted to any movement, and this motion results in an angular displacement between the input disk and the ratio cam disk.

7) The continuous variable transmission of claim 1, wherein the driving and the driven non-circular pairs have a functional region and a non-functional region, and when the functional region is active the rack moves approximately in a constant velocity and when the non-functional region is active the rack accelerates and decelerates.

8) The continuous variable transmission of claim 7, wherein the non-circular gears are stacked in at least one layer and the sum of all the active functional region of the all non-circular gear pairs in each module is >3600 and is placed such that the functional region of each module active in sequence with an overlap.

9) The continuous variable transmission of claim 7, the angular velocity modules are oriented such that their non-circular gears are in the functional region in sequence with overlap when the input disk completes about one revolution, ensuring that at least one angular velocity module is in the functional region at any given time, thus completing about one cycle.

10) The continuous variable transmission of claim 9, the overlap between each pair of adjacent ones of the angular velocity modules is approximately identical.

11) The continuous variable transmission of claim 1, wherein the continuously variable transmission further comprises a plurality of power link shafts to connect the output from each output gear or output sprocket to the next and finally transferred to an output member co-axially connected to the input shaft through a gear or sprocket.

12) The continuous variable transmission of claim 1, wherein the slotted rack assembly further includes at least one telescopic guide sleeve guiding the slotted rack assembly to travel in only a single dimension in a slot, thus allowing reduction in a size of the continuously variable transmission.

13) The continuous variable transmission of claim 1, a circular intermediate gear is placed between the driving and driven non-circular gears, with its axis restricted to move only along a line connecting the centers of the non-circular gears, to eliminate potential issue due to multiple contact points at any given time.
Date Recue/Date Received 2021-03-22

14) The continuous variable transmission of claim 1, wherein a slider guide with an approximately rectangular slot, which is longer than a width of the slot of the input shaft, is placed in the slot of the crankpin of the slotted rack assembly to eliminate slipping of the crankpin into the slot of the input shaft.

15) The continuous variable transmission of claim 1, wherein the slotted rack assembly defines further a dead weight of appropriate mass of the slotted rack assembly, and a wheel that transfers motion from the rack to the deadweight and the dead weight moves in an approximately opposite direction of the slotted rack assembly to compensate for vibration due to the oscillatory motion of the rack.

16) The continuous variable transmission of claim 1, wherein a dead weight defines a mass approximately identical to a mass of the crankpin and slides in an opposite direction of the movement of the crankpin to compensate for vibration due to an off-center rotation.

17) The continuous variable transmission of claim 11, wherein the output member is further coupled with an assembly comprising an input miter gear, a plurality of approximately co-axial output miter bevel gears with a through-bore approximately in the center placed approximately opposite to each other such that they revolve approximately in a opposite directions to each other, and a through-shaft placed approximately co-axial with the output miter bevel gears and a plurality of approximately co-axial collars are configured to engage with one of the output miter bevel gears and move independently.

18) The continuous variable transmission of claim 17, wherein one of the collars revolves in a particular direction when the collar is connected with one of the output miter bevel gears and changes direction when the collar switches the connection to another of the output miter bevel gears.

19) The continuous variable transmission of claim 18, wherein, when the collar is not in connection with any of the output miter bevel gears, the collar is not restricted and, thus, is free to spin in any direction and function as a neutral gear.

20) The continuous variable transmission of claim 18, wherein when the collar is in connection with both the output miter bevel gears, the collar is restricted from spinning and functions as a parking gear.

21) The continuous variable transmission of claim 11, wherein the power from the output member is connected to either the ring gear, the carrier, or the sun gear of a planetary gear system; the input shaft is connected to one of the remaining two elements of the planetary gear system and the final output is connected to the third remaining element.

22) The continuous variable transmission of claim 21, wherein the final output from the planetary gear system temporally stores energy in a fly wheel system and later delivers power back to the wheels and/or delivers power directly to the wheels.

23) A Continuously Variable Transmission comprising:
A) at least one Scotch-Yoke-Module comprising:
Date Recue/Date Received 2021-03-22 a)a Crank pin mounted on a crank pin collar with a non-circular orifice, with their longitudinal axes perpendicular to each other, revolving around b) an auxiliary input shaft, at an offset distance between a longitudinal axis of the crank pin and the auxiliary input shaft that remain parallel to each other, and the offset distance that can be altered by c) a crank pin displacement mechanism comprising:
i. a sliding collar placed co-axially with the auxiliary input shaft restricting relative rotational displacement by having one of them with a non-circular cross-section and another with a matching non-circular orifice such that they rotate synchronously with each other with the ability to slide axially on the auxiliary input shaft, ii. a link assembly comprising I. a link II. a crank pin pivot pin that pivots the link on one end to the crank pin III. a sliding collar pivot pin that pivots the link on the other end to the sliding collar iii. at least one thrust bearing that is co-axially placed in contact with the sliding collar, such that an external force applied on the thrust bearing causing an axial displacement of the thrust bearing along with the sliding collar with respect to the auxiliary input shaft alters the offset distance by moving the crank pin from the center radially along d) a crank pin shaft with a cross section matching the orifice of the crank pin collar allowing the crank pin only to translate along a longitudinal axis of the crank pin shaft that is mounted rigidly on the auxiliary input shaft with their axes perpendicular and e) a slotted rack assembly comprising a rack, which is restricted to only move along the direction of the rack, and a crank pin slot for receiving the crank pin, with a longitudinal axis of the crank pin slot orthogonal to the rack, B) at least one angular velocity module comprising:
a) at least one driving non-circular gear on an input shaft and driving b) at least one driven non-circular gear mounted co-axially on the auxiliary input shaft, at a fixed orientation to the axis of the crank pin shaft and C) at least one rectifier module comprising:
Date Recue/Date Received 2021-03-22 a) a pinion engaged with the rack, and mounted on b) a pinion shaft and c) at least one of a computer-controlled clutch, a one way bearing or a ratchet mechanism arranged such that a uniform rotation of the driving non-circular gear via the input shaft, causes a non-uniform angular velocity of the auxiliary input shaft via the driven non-circular gear, causing the crank pin to reciprocate the rack approximately along a longitudinal direction of the rack approximately at a constant velocity and slowing down briefly during a direction reversal and accelerating to the approximate constant velocity, where a magnitude of the reciprocation is proportional to the offset distance of the crank pin and the auxiliary input shaft, and this reciprocation of the rack causes an alternating rotation of the pinion and the rotation of the pinion is converted to a unidirectional rotation of an output gear, or output sprocket mounted on the pinion shaft via at least one of the computer-controlled clutch, the one way bearing or the ratchet mechanism.
Date Recue/Date Received 2021-03-22