CN210978426U - Lever type stepless speed changer - Google Patents

Abstract

A lever-type stepless speed variator is composed of power drive mechanism, cam control mechanism and speed variation control mechanism, and is composed of crankshaft, connecting rod, lever, rack, output gear, cam shaft and speed variation control motor. The principle is that the position of a supporting point of a lever is changed, so that a power arm and a resistance arm of the lever are changed, the transmission ratio of the transmission is changed, the continuous change of the transmission ratio can be realized, the stepless transmission cannot slip when transmitting power, the reliability is high, the change range of the transmission ratio is large, the number of transmission parts is small, the structure is compact, the axial size of the transmission is small, a unidirectional power transmission mode or a bidirectional power transmission mode can be adopted, and the speed change mechanism is suitable for the speed change requirements of various devices, particularly an automobile transmission.

Description

Lever type stepless speed changer

Technical Field

The utility model belongs to the technical field of the derailleur technique and specifically relates to a continuously variable transmission who relates to lever mechanism.

Background

The continuously variable transmission is a speed change device applied to an automobile transmission system, and the performance of the speed change device directly influences the overall performance of an automobile.

At present, the automobile continuously variable transmission utilizes friction force to transmit power, and has the following defects: when power is transmitted, the speed changer is easy to slip, the reliability is low, and the service life of the speed changer is influenced; the transmission torque is small, and the engine is generally only suitable for engines with smaller torque; the transmission ratio range is small, and is generally only about 7. The lever type stepless transmission changes the transmission ratio of the transmission by utilizing the change of the power arm and the resistance arm of the lever, can realize the continuous change of the transmission ratio, does not slip when transmitting power, has high reliability, large transmission ratio range, less transmission parts and compact structure, and can adopt a one-way power transmission mode or a two-way power transmission mode.

SUMMERY OF THE UTILITY MODEL

The to-be-solved technical problem of the utility model is to provide a lever buncher through brand-new structure, can not skid during transmission power, the reliability is high, and the transmission moment of torsion is big, and the drive ratio variation range is big, compact structure, low in manufacturing cost has overcome current buncher's not enough.

In order to solve the technical problem, the utility model discloses a technical scheme is: the utility model provides a lever buncher, includes variable speed control mechanism, cam control mechanism, power transmission mechanism, its characterized in that: the power transmission mechanism consists of an input shaft, a crankshaft, two or more power transmission sets and an output shaft, each power transmission set comprises a connecting rod, a lever, a rack, an output gear, a one-way clutch and a joint sleeve, and the lever swings by taking the support shaft as a fulcrum; the crankshaft is provided with connecting rod journals with the same number as the connecting rods, the input ends of the connecting rods are sleeved on the connecting rod journals, and the connecting rod journals are uniformly distributed at the crankshaft rotation angles; the one-way clutch is arranged between the output shaft and the output gear; two ends of the lever are respectively connected with the connecting rod and the rack; the speed change control mechanism is connected with the support shaft and can control the support shaft to move on the lever, so that the position of a fulcrum of the lever can be changed; a top wheel and a cam are arranged above the rack, the top wheel is sleeved on the camshaft in a hollow manner, the top wheel is used for driving the rack to be meshed and connected with the output gear, and the cam is used for driving the rack to be circularly meshed and separated with the output gear; the output shaft is also provided with a spline hub, the spline hub is provided with a joint sleeve, the spline hub is connected with the output shaft through a spline, when the top wheel presses the rack to enable the rack to be meshed with the output gear, the joint sleeve is separated from the joint teeth of the output shaft, otherwise, the joint sleeve is connected with the joint teeth of the output shaft in a joint mode; the cam shaft and the top wheel are driven by a cam control mechanism.

The middle part of the lever is provided with a through hole, a sliding block is arranged in the through hole, the shaft part of the supporting shaft penetrates through all the sliding blocks, and the adjusting part of the supporting shaft is connected with the variable speed control mechanism.

The speed change control mechanism comprises a speed change control motor, an intermediate transmission assembly and a screw rod, and the screw rod is in threaded transmission connection with the adjusting part of the supporting shaft.

The middle transmission assembly comprises a worm, a worm wheel, a driving reduction gear and a driven reduction gear, the worm is driven by a variable speed control motor and is meshed with the worm wheel, the worm wheel drives the driving reduction gear, the driving reduction gear is meshed with the driven reduction gear, and the driven reduction gear is installed on the screw rod.

The lever is provided with a spring, the other end of the spring is connected with the rack, and the spring is a diaphragm spring or a spiral spring.

The cam control mechanism comprises an electromagnet for controlling the position change of the top wheel and a chain wheel transmission mechanism for driving the cam shaft to rotate, the chain wheel transmission mechanism is powered by an input shaft, the number of the cams is the same as that of the connecting rod shaft necks, and the cams are arranged on the cam shaft in a projection circumference uniform distribution structure.

The input shaft is provided with an advancing joint sleeve, the input shaft is sleeved with a reverse gear driving gear in an idle mode, the reverse gear idler wheel is meshed with the reverse gear driving gear and the reverse gear driven gear respectively, during reverse gear, the advancing joint sleeve is connected with the reverse gear driving gear, and power is transmitted to the reverse gear driven gear through the input shaft, the reverse gear driving gear and the reverse gear idler wheel.

The transmission ratio of the crankshaft to the camshaft is 1: 1.

The connecting rod mechanism is characterized by further comprising a guide seat, wherein the end part of the connecting rod side of the lever is provided with a roller, and the roller moves in a guide groove of the guide seat.

The two power transmission mechanisms are respectively formed into a front power transmission group and a rear power transmission group, the connecting rod shaft necks are arranged at an angle of 180-degree crankshaft angles, and the cams are arranged at an angle of 180-degree camshaft angles.

The speed change control mechanism consists of a speed change control motor, a worm wheel, a driving reduction gear, a driven reduction gear, a screw and a support shaft position sensor. Except that the number of the variable speed control motor is only one, the number of other parts is two. The screw rods are respectively connected with the two ends of the supporting shaft by threads, and the two ends of each screw rod are arranged on the shell. The worm is driven by the variable speed control motor and is meshed with the two turbines, the driving reduction gear is meshed with the driven reduction gear, the driven reduction gear is installed on the screw rod, and the support shaft position sensor is installed on the side face of the support shaft and senses the position of the support shaft. In order to smooth the transmission power transmission, a torsional damper may be added to the front or rear end of the input shaft. To reduce the size of the transmission, the input shaft, crankshaft and output shaft may be placed on the same side of the lever. In order to further simplify the structure of the transmission, the power input can be directly input by the crankshaft, and an input shaft and a corresponding gear are not required to be separately arranged. In order to increase the transmission ratio of the transmission, the support shaft and the rack pin are as close as possible, and the following measures can be taken:

(1) the middle part of the lever is designed to be in an inclined state, so that the center lines of the rack pin and the connecting rod pin and the center line of the middle square hole of the lever form an angle.

(2) The middle part of the lever is translated, so that the center lines of the rack pin and the connecting rod pin are parallel to the center line of the middle square hole of the lever.

Compared with the prior art, the utility model has the advantages of it is following: the lever type stepless speed changer is based on the principle that the position of a supporting point of a lever is changed, so that a power arm and a resistance arm of the lever are changed, the transmission ratio of the speed changer is changed, the continuous change of the transmission ratio can be realized, the stepless speed changer can not slip when transmitting power, the reliability is high, the change range of the transmission ratio is large, the number of parts of the speed changer is small, the structure is compact, the axial size of the speed changer is small, a unidirectional power transmission mode or a bidirectional power transmission mode can be adopted, the defects of the existing stepless speed changer are overcome, and the lever type stepless speed changer is suitable for the speed change requirements.

Drawings

Fig. 1 is a general structural diagram of an embodiment of the lever type continuously variable transmission of the present invention.

Fig. 2 is a structural diagram of the input shaft, the crankshaft and other parts of the lever type continuously variable transmission of the present invention.

Fig. 3 is a structural diagram of the lever-type continuously variable transmission of the present invention, including the connecting rod, the lever, the rack and the output gear.

Fig. 4(a) is a structural diagram of an output shaft of the lever type continuously variable transmission of the present invention.

Fig. 4(b) is a sectional view of the output shaft of the lever type continuously variable transmission of the present invention.

Fig. 5 is a structural diagram of the cam control mechanism of the lever type continuously variable transmission of the present invention.

Fig. 6(a) is a structural diagram of a speed change control mechanism of a lever type continuously variable transmission according to the present invention.

Fig. 6(b) is a plan view of the shift control mechanism.

Fig. 7 is a working state diagram of the lever type stepless transmission in the one-way power transmission mode.

Fig. 8(a) is a working condition diagram (one-way power transmission mode) of the front power transmission set of the lever type continuously variable transmission of the present invention.

Fig. 8(b) is a working condition diagram (one-way power transmission mode) of the rear power transmission set of the lever-type continuously variable transmission of the present invention.

Fig. 9(a) and 9(b) show a change in gear ratio of the lever type continuously variable transmission according to the present invention.

Fig. 10 is a working state diagram of the lever type continuously variable transmission of the present invention in the two-way power transmission mode.

Fig. 11(a) is a diagram of the operation of the front power transmission set (bidirectional power transmission mode) when the lever of the lever type continuously variable transmission of the present invention is in the middle region.

Fig. 11(b) is a diagram of the working condition of the rear power transmission set (two-way power transmission mode) when the lever of the lever type continuously variable transmission of the present invention is in the middle area.

Fig. 12(a) is a diagram showing the working condition of the front power transmission set (two-way power transmission mode) when the lever of the lever type continuously variable transmission of the present invention swings to the limit points of both sides.

Fig. 12(b) is a diagram showing the working condition of the rear power transmission set (two-way power transmission mode) when the lever of the lever type continuously variable transmission of the present invention swings to the limit points of both sides.

Fig. 13(a) and 13(b) are diagrams showing reverse operation of the lever type continuously variable transmission according to the present invention.

Fig. 14 is a diagram (one) showing the change in the positions of the input shaft and the crankshaft of the lever type continuously variable transmission according to the present invention.

Fig. 15 is a diagram (ii) showing the change in the positions of the input shaft and the crankshaft of the lever type continuously variable transmission according to the present invention.

Fig. 16 is a lever structure variation diagram (one) of the lever type continuously variable transmission of the present invention.

Fig. 17 is a lever structure change diagram (ii) of the lever type continuously variable transmission of the present invention.

Detailed Description

The utility model relates to a lever type stepless speed changer which is mainly formed by combining a crank link mechanism, a lever mechanism, a gear rack mechanism and the like.

The technical solution of the present invention is further explained below with reference to the drawings and the specific embodiments of the specification:

referring to fig. 1 to 17, the lever type continuously variable transmission of the present embodiment is composed of three parts: the power transmission mechanism, the cam control mechanism and the speed change control mechanism.

The power transmission mechanism mainly comprises an input shaft 22, a reverse gear shaft 23, a crankshaft 24, a connecting rod 25, a lever 21, a support shaft 12, a guide seat 26, a rack 17, an output gear 16 and an output shaft 15.

The input shaft 22 is mounted with a forward drive gear 33, a reverse drive gear 31, a forward sleeve 32, a timing driven gear 34, and a timing drive sprocket 35, and all but the forward sleeve 32 is freely fitted over the input shaft, as shown in fig. 2. The timing driven gear 34 is integrally connected with the timing driving sprocket 35, the forward engaging sleeve 32 is installed between the forward driving gear 33 and the reverse driving gear 31 to be engaged with engaging teeth of the forward driving gear 33 and the reverse driving gear, respectively, thereby implementing forward or reverse gear,

the reverse shaft 23 is provided with a reverse idle gear 30, and the reverse idle gear 30 is engaged with the reverse drive gear 31 and the reverse driven gear 38, respectively.

The crankshaft is provided with a forward driven gear 37, a reverse driven gear 38 and a crankshaft timing gear 36, the forward driven gear 37 is meshed with the forward driving gear 33, the crankshaft timing gear 36 is meshed with the timing driven gear 34, the crankshaft 24 is provided with two connecting rod journals 39 in total, the large end of the connecting rod 25 is arranged on the journals 39 of the crankshaft 24, and the journals 39 are arranged in a crank angle of 180 degrees.

As shown in fig. 3, the lever 21 is provided with a link pin 45, a roller pin 44 and a rack pin 41, and the small end of the link 25 is mounted on the link pin 45. The roller 43 is mounted on the roller pin 44, the roller 43 moves in the guide groove 49 of the guide base 26, and the guide base 26 is stationary. One end of the rack 17 is connected to the lever 21 through a rack pin 41, and the rack 17 is engaged with the output gear 16. The middle part of the lever 21 is provided with a rectangular through hole 40, a sliding block 47 is arranged in the rectangular through hole 40, one side of the supporting shaft 12 is processed into a square shape, the other side of the supporting shaft 12 is provided with a square nut 48, the sliding block 47 is sleeved on the supporting shaft 12 in an empty mode, and the shape of the sliding block 47 is square and is in contact with the rectangular through hole 40 of the lever. A diaphragm spring 42 is arranged above the lever 21, and the other end of the diaphragm spring 42 is connected with the rack 17.

The output shaft 15 is provided with a one-way clutch 58, a spline hub 57, an engaging sleeve 55, and an output gear 16, and is shown in an external view in fig. 4(a) and a cross-sectional view in fig. 4 (b). The one-way clutch 58 is installed between the output shaft 15 and the output gear 16, the engaging sleeve 55 is installed on a spline hub 57, the spline hub 57 is connected with the output shaft 15 through splines, and the engaging sleeve 55 can move left and right and can be engaged with or disengaged from the engaging teeth 56 on the output gear 16.

The number of the connecting rods, the connecting rod pins, the levers, the sliding blocks, the diaphragm springs, the racks, the output gears, the one-way clutches, the spline hubs, the engaging sleeves and the like is two, and a front power transmission group and a rear power transmission group are respectively formed.

Because two connecting rod journals on the crankshaft form an included angle of 180 degrees, the relative position of the front power transmission group and the rear power transmission group is a crankshaft angle of 180 degrees, so that the crankshaft can transmit power to the front power transmission group and the rear power transmission group alternately and then to the output shaft.

The cam control mechanism is composed of a crankshaft timing gear 36, an intermediate timing gear 34, a driving timing sprocket 35, a chain 20, a driven timing sprocket 65, a camshaft 18, a top wheel 63, a control rod 61 and an electromagnet 62, as shown in fig. 5. The camshaft 18 is provided with two cams 60, a top wheel 63 control rod 61 and an electromagnet 62, an included angle between the two cams is 180 degrees, the top of each cam is an arc, the arc angle is 180 degrees, the top wheel 63 is sleeved on the camshaft 18 in an empty mode and does not rotate along with the camshaft 18, the electromagnet 62 is connected with the top wheel 63 through the control rod 61, and the electromagnet 62 can control the position of the top wheel 63. The gear ratio of crankshaft 24 to camshaft 18 is 1: 1.

As shown in fig. 6, the shift control mechanism is composed of the shift control motor 19, a worm 76, a worm wheel 73, a driving reduction gear 74, a driven reduction gear 71, a screw 14, and a support shaft position sensor 75. Except that the number of the variable speed control motor 19 is only one, the number of the other parts is two. The screw rods 14 are respectively connected with the two ends of the supporting shaft 12 by threads, and the two ends of the screw rods 14 are arranged on the shell 72. The worm 76 is driven by the variable speed control motor 19 to mesh with the two worm gears, the driving reduction gear 74 meshes with the driven reduction gear 71, the driven reduction gear 71 is mounted on the screw 14, and the support shaft position sensor 75 is mounted on the side of the support shaft 12 to sense the position of the support shaft 12.

Firstly, analyzing a working process:

1. one-way power transmission mode

1) Power transmission process

When the transmission is in a forward gear, the forward engaging sleeve 32 moves to the right to engage the input shaft 22 with the forward driving gear 33, the top wheel 63 rotates counterclockwise around the cam shaft 18 through the control rod 61 by an angle under the action of the electromagnet 62, the top wheel 63 presses down the rack 17, and the rack 17 is meshed with the output gear 16, as shown in fig. 7, and the rack is not controlled by the cam 60. While the engaging sleeves 55 are respectively located on both sides, as shown in fig. 4, the engaging sleeves 55 are not engaged with the engaging teeth 56 of the output gear 16.

When the input shaft 22 rotates clockwise, the crankshaft 24 is driven to rotate counterclockwise by the forward driving gear 33 and the forward driven gear 37. As shown in fig. 8(a), the connecting rod 25 of the front power transmission set moves to the right under the driving of the crankshaft 24, which drives the lever 21 to swing counterclockwise around the supporting shaft 12, the upper end of the lever 21 pushes the rack 17 to move to the left, thereby pushing the output gear 16 to rotate counterclockwise, and at this time, the one-way clutch 58 is locked, so that the power is transmitted from the output gear 16 to the output shaft 15 through the one-way clutch 58, and the power transmission is realized.

As shown in fig. 8(b), the connecting rod 25 of the rear power transmission set is driven by the crankshaft 24 to move left, the lever 21 is driven to swing clockwise around the supporting shaft 12, the upper end of the connecting rod 21 drives the rack 17 to move right, so that the output gear 16 is pushed to rotate clockwise, and the output gear 16 cannot transmit power to the output shaft 15 because the one-way clutch 58 is in a free state, so that the rear power transmission set does not transmit power.

Two connecting rod journals 39 on the crankshaft 24 form an included angle of 180 degrees, so that the relative positions of the front and rear power transmission sets are 180-degree crankshaft angles, and the crankshaft can alternately transmit power to the front and rear power transmission sets and then to an output shaft, a main reducer driving gear and a main reducer driven gear, so that continuous and uninterrupted power transmission is realized.

In this mode, the gears and the output shaft are connected only by the one-way clutch, and power is transmitted only from the output gear 16 to the output shaft 15 and not from the output shaft 15 to the output gear 16, so that only one-way power transmission from the input shaft 22 to the output shaft 15 is realized.

2) Transmission ratio change

By changing the up-down position of the supporting shaft 12, the supporting point of the lever 21 can be changed, and the change of the power arm and the resistance arm of the lever 21 is realized, so that the transmission ratio of the transmission is changed. As shown in fig. 9, when the support shaft is close to the link pin, the lever 21 has a short power arm and a long resistance arm, and the transmission ratio is small; when the support shaft is close to the rack pin, the lever 21 has a long power arm and a short resistance arm, and the transmission ratio is large.

The up-down position of the supporting shaft 12 is rotated by the speed change control motor 19, and the worm 76, the worm wheels 73 on both sides, the driving reduction gear 74 and the driven reduction gear 71 rotate the screw 14, so that the supporting shaft 12 is driven to move up and down, and the transmission ratio of the transmission is changed.

Since the up-and-down movement of the support shaft can be continuously changed, the transmission can achieve stepless speed change.

2. Two-way power transfer mode

When bidirectional power transmission of the transmission is required, the electromagnet 62 pushes the control rod 61 to the right, so that the two top wheels 63 rotate clockwise on the cam shaft 18 by an angle, so that the top wheels 63 are completely separated from the rack 17, the upper and lower positions of the rack 17 are determined by the cam 60, and simultaneously, as shown in fig. 10, the two engaging sleeves 55 on the output shaft 15 move towards the output gear 16, and the engaging sleeves 55 are engaged with the engaging teeth of the output gear 16.

When the input shaft 22 rotates clockwise, the crankshaft 24 is driven to rotate counterclockwise by the forward driving gear 33 and the forward driven gear 37.

When the lever 21 is in the middle region:

the connecting rod 25 of the front power transmission set moves to the right under the driving of the crankshaft 24, drives the lever 21 to swing counterclockwise around the supporting shaft 12, and the upper end of the lever 21 pushes the rack 17 to move to the left, as shown in fig. 11 (a). Since the top of the cam 60 is in contact with the rack, the cam 60 presses the rack 17 to be meshed with the output gear 16, the rack 17 moves leftwards to push the output gear 16 to rotate anticlockwise, and the engaging sleeve 55 is engaged with the engaging teeth of the output gear 16, so that the output gear 16 transmits power to an output shaft through the engaging sleeve 55, and power transmission is realized.

The connecting rod 25 of the rear power transmission set is driven by the crankshaft 24 to move left, so as to drive the lever 21 to swing clockwise around the supporting shaft 12, and the upper end of the lever 21 drives the rack 17 to move right, as shown in fig. 11 (b). Because the cam 60 is contacted with the gear rack, the gear rack 17 is bounced upwards under the action of the diaphragm spring 42, so that the gear rack 17 is completely separated from the output gear 16, and the rear power transmission set does not transmit power.

When the lever 21 swings to the limit points of both sides:

the rack 17 of the front power transmission set comes into contact from the top of the cam 60 toward the base circle as shown in fig. 12(a), at which time the rack 17 is lifted upward by the diaphragm spring 42 to be gradually separated from the output gear 16, interrupting the power transmission. The rack 17 of the rear power transmission set moves from the base circle of the cam 60 to the top, the rack 17 is pressed down to be meshed with the output gear 16 under the action of the cam 60, and when the rack 17 moves to the left, the output gear 16 is pushed to start power transmission, so that the power transmission alternation of the front power transmission set and the rear power transmission set is realized.

Because two connecting rod journals 39 on the crankshaft 24 and two cams 60 of the camshaft 18 form a crank angle of 180 degrees, the front and rear power transmission groups alternately transmit power by 180 degrees.

Since the output gear 16 and the output shaft 15 are rigidly connected by the engaging sleeve, power can be transmitted from the input shaft 22 to the output shaft 15, and power can also be transmitted from the output shaft 15 to the input shaft 22, thereby realizing bidirectional power transmission of the transmission.

3. Power transmission mode change

In the unidirectional power transmission mode, the support shaft 12 can be moved up and down continuously, so that the transmission can realize stepless speed change, and only unidirectional power transmission from the input shaft to the output shaft can be realized.

When the bidirectional power transmission mode is to be realized, the racks 17 of the front and rear power transmission sets must be completely meshed with the output gear 16, so that the gear beating phenomenon cannot occur when the racks 17 are meshed with the output gear 16, and the support shaft 12 cannot move up and down freely in the bidirectional power transmission mode. If the transmission ratio needs to be changed, the bidirectional power transmission mode should be quitted, the support shaft 12 moves up and down in the unidirectional power transmission mode, the position of the support shaft 12 is sensed by the support shaft position sensor 75, and when the support shaft 12 moves to the position where the output gear 16 and the rack 17 of the front and rear power transmission sets can be accurately meshed, the unidirectional power transmission mode can be changed into the bidirectional power transmission mode, so that the switching between different gears is realized.

When the supporting shaft 12 moves, the rack 17 and the output gear 16 have multiple positions to realize complete meshing, namely, bidirectional power transmission at multiple positions can be realized, so that the transmission can realize multiple gears.

4. Reverse gear

Reverse gear must be in a two-way power transmission mode. As shown in fig. 13, in the reverse gear, the forward engaging sleeve 32 moves leftward on the input shaft 22 to engage the input shaft 22 with the reverse drive gear 31, and the power passes through the input shaft 22, the reverse drive gear 31, the reverse idle gear 30, and then to the reverse driven gear 38, and the reverse idle gear 30 is added in the middle, so that the rotational directions of the crankshaft 24 and the camshaft 18, which are the reverse driven gear 38, are changed, and the rotational directions of the front and rear power transmission sets and the output shaft are opposite to those in the forward gear when the power is transmitted, thereby realizing the reverse power transmission.

Second, the change of the position of the input shaft and crankshaft of the transmission

To reduce the size of the transmission, the input shaft 22, crankshaft 24 and output shaft 15 may be placed on the same side of the lever 21, as shown in fig. 14.

To further simplify the structure of the transmission, the power input can be directly from the crankshaft, without the need for a separate input shaft and associated gears, as shown in fig. 15.

Third, change of lever structure of speed variator

In order to increase the transmission ratio of the transmission, the support shaft 12 and the rack pin 41 are as close as possible, and the following measures may be taken:

(1) the middle portion of the lever 21 is designed to be inclined such that the center lines 80 of the rack pin 41 and the link pin 45 are at an angle to the center line 81 of the lever middle square hole 40, as shown in fig. 16.

(2) The middle portion of the lever 21 is translated so that the center lines 80 of the rack pin 41 and the link pin 45 are parallel to the center line 81 of the lever middle square hole 40, as shown in fig. 17.

At least two power transmission sets are needed, or more than two power transmission sets are needed, for example, three or four or five or six power transmission sets are designed, when the power transmission sets are four, the power output is smoother than that of two sets, at the moment, four connecting rod shaft necks are arranged on the crankshaft along the axial line, the included angle between the connecting rod shaft necks is 90 degrees, six cams are arranged on the camshaft along the axial line, and the included angle between the cams is also 90 degrees.

The above-described embodiments are merely examples of the present invention, which are not intended to limit the present invention in any way, and other variations and modifications are possible without departing from the scope of the invention as defined in the appended claims. Based on the utility model discloses a local, the change that does not have creative work of technical scheme does, or right the utility model discloses the equivalent replacement of technical scheme local technical characteristics all belongs to the utility model discloses a protection scope.

Claims (10)

1. The utility model provides a lever buncher, includes variable speed control mechanism, cam control mechanism, power transmission mechanism, its characterized in that: the power transmission mechanism consists of an input shaft, a crankshaft, two or more power transmission groups and an output shaft, each power transmission group comprises a connecting rod, a lever, a rack and an output gear which are sequentially connected, and the lever swings by taking the support shaft as a fulcrum; the crankshaft is provided with connecting rod journals with the same number as the connecting rods, the input ends of the connecting rods are sleeved on the connecting rod journals, and the connecting rod journals are uniformly distributed at the crankshaft rotation angles; the output shaft is connected with the output gear through a one-way clutch or an engaging sleeve; two ends of the lever are respectively connected with the connecting rod and the rack; the speed change control mechanism is connected with the support shaft and can control the support shaft to move on the lever, so that the position of a fulcrum of the lever can be changed;

a top wheel and a cam are arranged above the rack, the top wheel is sleeved on the camshaft in a hollow manner, the top wheel is used for driving the rack to be meshed and connected with the output gear, and the cam is used for driving the rack to be circularly meshed and separated with the output gear; the output shaft is also provided with a spline hub, the spline hub is provided with the engaging sleeve, the spline hub is connected with the output shaft through a spline, when the top wheel presses the rack to enable the rack to be meshed with the output gear, the engaging sleeve is separated from engaging teeth of the output shaft, otherwise, the engaging sleeve is connected with the engaging teeth of the output shaft in an engaging manner;

the cam shaft and the top wheel are driven by a cam control mechanism.

2. The lever type continuously variable transmission as claimed in claim 1, wherein: the middle part of the lever is provided with a through hole, a sliding block is arranged in the through hole, the shaft part of the supporting shaft penetrates through all the sliding blocks, and the adjusting part of the supporting shaft is connected with the variable speed control mechanism.

3. The lever type continuously variable transmission as claimed in claim 2, wherein: the speed change control mechanism comprises a speed change control motor, an intermediate transmission assembly and a screw rod, and the screw rod is in threaded transmission connection with the adjusting part of the supporting shaft.

4. The lever type continuously variable transmission as claimed in claim 3, wherein: the middle transmission assembly comprises a worm, a worm wheel, a driving reduction gear and a driven reduction gear, the worm is driven by a variable speed control motor and is meshed with the worm wheel, the worm wheel drives the driving reduction gear, the driving reduction gear is meshed with the driven reduction gear, and the driven reduction gear is installed on the screw rod.

5. The lever type continuously variable transmission according to any one of claims 1 to 4, wherein: the lever is provided with a spring, the other end of the spring is connected with the rack, and the spring is a diaphragm spring or a spiral spring.

6. The lever type continuously variable transmission as claimed in claim 5, wherein: the cam control mechanism comprises an electromagnet for controlling the position change of the top wheel and a chain wheel transmission mechanism for driving the cam shaft to rotate, the chain wheel transmission mechanism is powered by an input shaft, the number of the cams is the same as that of the connecting rod shaft necks, and the cams are arranged on the cam shaft in a projection circumference uniform distribution structure.

7. The lever type continuously variable transmission as claimed in claim 6, wherein: the input shaft is provided with an advancing joint sleeve, the input shaft is sleeved with a reverse gear driving gear in an idle mode, the reverse gear idler wheel is meshed with the reverse gear driving gear and the reverse gear driven gear respectively, during reverse gear, the advancing joint sleeve is connected with the reverse gear driving gear, and power is transmitted to the reverse gear driven gear through the input shaft, the reverse gear driving gear and the reverse gear idler wheel.

8. The lever type continuously variable transmission as claimed in claim 7, wherein: the transmission ratio of the crankshaft to the camshaft is 1: 1.

9. The lever type continuously variable transmission as claimed in claim 7, wherein: the connecting rod mechanism is characterized by further comprising a guide seat, wherein the end part of the connecting rod side of the lever is provided with a roller, and the roller moves in a guide groove of the guide seat.

10. The lever type continuously variable transmission as claimed in claim 9, wherein: the two power transmission mechanisms are respectively formed into a front power transmission group and a rear power transmission group, the connecting rod shaft necks are arranged at an angle of 180-degree crankshaft angles, and the cams are arranged at an angle of 180-degree camshaft angles.

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