JP2012042061A - Positive displacement variable speed transmission with dual motion drive gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an improved transmission which is scalable and which can switch between any of various gear ratios without requiring disconnection of a power source from a load.SOLUTION: The present invention relates to transmission systems and changing gear ratios within power transmission systems. In particular, the present invention relates to a positive displacement variable speed transmission. The transmission includes one or more drive gears which orbit, rotate, and which translate radially to change the size of the orbital path. The change in the orbital path increases or decreases the linear velocity of the drive gears which engage one or more driven gears and transfer the changed linear velocity in the form of a gear ratio change. The driven gears are also radially movable and movement of the driven gears is synchronized with the radial movement of the drive gears to maintain substantially constant engagement between gear ratios change. Thus, as the drive and driven gears can slide or step radially to any location within a range of positions, gear ratio changes can be made in very small increments.

Description

  The present invention relates to a transmission capable of forming a wide range of gear ratios and operable over a wide range of gear ratios.

  From the very beginning of mechanical engines, engine objectives and design have focused on allowing large loads to be moved with small engines, at least to some extent. As the engine evolves and the technology becomes more sophisticated, engines with multiple ratio transmissions have been developed that allow the load to begin to move at a lower ratio and gradually increase at a higher ratio if the load begins to move. Can be increased. In this way, the engine torque is more effectively used by the transmission, and the engine can continue to operate at an appropriate speed. The engine can also operate in a narrow speed range while providing a wider output speed range.

  In order to achieve a gradual change in gear ratio, manual transmissions use a variety of different driven gears that are coupled to one or more drive gears but have different sizes. When the gear ratio is changed, the drive gear is disengaged from the driven gear and reengaged with the other gear. For example, the clutch can disengage the drive gear from the driven gear, and the same or different drive gear is then re-engaged with a second driven gear having a different radius. Since the newly meshed gears have different radii (or levers), the gear ratio changes. However, in order to achieve such a gear ratio change, the drive gear must be temporarily disconnected from all driven gears, so that the power source is also temporarily removed from the load during the gear ratio change. It is cut off. Although temporary, the disengagement of the drive gear and the driven gear lasts long enough to be perceived by the operator using the transmission, and is potentially damaged when the drive gear and the driven gear reengage with each other. Lasts long enough so that a torque spike can be generated.

  The automatic transmission also changes the gear ratio gradually by disconnecting the engine from the load. To this end, automatic transmissions typically use one or more planetary gear sets that are used in conjunction with a series of clutches and bands controlled by a hydraulic system. In order to change between gear ratios, the valves inside the hydraulic system are used to control the hydraulic pressures that actuate the various clutches and bands, thereby connecting the automatic transmission carrier and the various gears to the engine, and also the engine It is cut off from. With the specific clutches and bands that engage and disengage, the transmission achieves a predetermined gear ratio change.

  If the power source is disconnected from the load or disengaged, the load must proceed with inertia until the power source is reconnected. Except for interruption during negligible time, the load can be inertial and thrust can be lost significantly. For example, when a semi-tractor trailer or other moving vehicle is about to move uphill, a gear ratio change is required. Pushing in the clutch or disconnecting the power source of the semi-tractor trailer may reduce the engine RPM, cause the turbine to fall, and no more torque may be applied in the load movement. Therefore, the re-engagement of the power source does not occur quickly enough to maintain the engine RPM enough when simply dropping to the first or second gear, so the driver often shifts the gear to the second or third gear. Must be changed. This inefficiently uses engine horsepower and fuel.

  Similarly, when the tractor pulls a load such as a plow, temporarily disconnecting the engine from the load to change the gear ratio reduces the thrust of the tractor and plow. The tractor can move by inertia, but the plow does not go much by inertia. For example, if the plow loses sufficient thrust, the plow may be caught on the cultivated ground, thereby being dragged against the tractor and the tractor cannot travel with inertia. The plow can be caught or stopped by sudden movements, damaging the tractor and potentially injuring the operator. Therefore, by using a higher gear, the tractor can plow the field faster, consume fuel more efficiently, and can use thrust to pull the plow, To avoid damage and injury, the tractor operator can drive and cultivate the tractor with low gear to avoid the need for gear shifting.

  Also, in many other applications, the advantages of variable speed transmissions could not be used because disconnecting the power source from the load is not safe and practical in that application. It is. For example, elevators could benefit from changing gear ratios to change ascent or descent speed. However, disconnecting the power source during ascent or descent may cause the elevator carriage to travel inertially or to fall free, and the transmission may not be safe for elevator passengers.

  Conveyor systems such as those used in manufacturing and mining operations could also benefit from variable speed. For example, when the system starts up, the conveyor belt can start at a low speed and then increase in speed for full work. However, many conveyor belts load material on them and / or are many miles in length, creating a large load to move. When the gear ratio is changed by temporarily disconnecting the power source, the material and the conveyor belt lose their thrust and prevent an effective gear ratio change. As a result, simply to move the conveyor, material must often be removed from the belt and / or the conveyor system must be operated at a constant speed.

  Variable speed transmissions offer a number of advantages, but due to the significant disconnection of load and power source in these conventional transmissions, engine and transmission designers are disengaged when the power source is disconnected and the drive gear is disengaged. Methods and systems that minimize time have been considered. By automating the shift between the gears and changing the gear ratio, the automatic engine reduces such time at least to some extent, thereby the time between disconnecting and reconnecting the power supplied to the load. Was also reduced. However, the automatic engine also disconnects the engine from the drive gear over a long period of time enough to potentially cause significant torque loss so that the available horsepower cannot be used efficiently. . Also, by operating at a relatively limited number of discontinuous gear ratios that are relatively widely separated, the engine operates in a generally inefficient range. As a result, the engine must provide more horsepower, and therefore the engine must be larger than required when operated at more efficient speeds. Using these engines inefficiently burns more fuel than if the engines were operated at a more efficient speed.

  Reducing the time taken to vary between gear ratios also reduces load and power source disconnection times, but it can also generate larger torque spikes that can damage the drive train. In particular, when the gear ratio is changed from one discontinuous gear ratio to another discontinuous gear ratio, the engagement of the drive and driven gears can generate a torque spike and the drive gear and the driven gear mesh. The generated torque changes quickly. Such torque spikes can be reduced by activating the clutch to gradually reengage the drive and driven gears. However, if the shift is made too fast, the torque spike can produce an output torque that is large enough to damage the drive shaft, sash, or accelerator.

  Accordingly, efforts have been made to reduce torque spikes in order to reduce the likelihood that torque spikes can cause damage. For example, when the gear ratio is changed, a torque spike prediction unit is used to artificially reduce the torque. In particular, when a gear ratio change is made, the torque spike predictor can lower the engine RPM during the gear ratio change and if the gear re-engages to form a new gear ratio, during the torque spike, A smaller torque is generated. However, such systems add to the complexity of the transmission and interfere with constant speed operation in order to make efficient use of available power.

  When applying low torque, the continuously variable transmission (CVT) and the infinitely variable transmission (IVT) reduce some of the problems associated with disconnecting the power source from the load. CVT usually uses two pulleys connected by a belt. The pulley can include two cones that face each other and are separated from each other by pulling or pushing against each other by hydraulic pressure, centrifugal force, or spring tension. One pulley decreases its radius in order to keep its belt stiff by increasing its radius. Various gear ratios are formed by the two pulleys changing their radius with respect to each other. A similar concept is realized in an infinitely variable transmission (IVT) using similar and complementary pulleys and cones. However, instead of a belt, the IVT uses a rotating member that is sandwiched between cones.

  However, whether CVT (wrapping member) or IVT (rotating member) is used, the system relies on friction to adjust the gear ratio and provide power output. However, friction introduces heat into the system, which results in a temperature rise in the packaging and rotating members, making them sensitive to wear damage, and the user must repair or replace the part. To reduce the frequency of repairs, the wrapping or rotating member that becomes rubbed can be strengthened, for example, by using a thicker belt or by using a metal or other sturdy material for the belt. However, as the belt strength increases, the part cost also increases. Also, a sufficiently sturdy material will wear the cone in the transmission and cause failure.

  Also, because these systems are friction based, they are usually only suitable when applying low torque, and when applying high torque, they generate too much heat in the transmission, resulting in greater wear and failure of the transmission components. Thus, CVT and IVT transmissions are not scaleable in a wide and diverse range of low and high torque applications. In fact, applying torque to CVT or IVT with a high torque or high horsepower system may cause the rotating member or packaging member to melt or deteriorate due to heat from friction, leading to a near-instant failure condition. .

  CVT and IVT have been found to be unacceptable alternatives in high torque applications, so there is little time interval between power source and load disconnection and reconnection in high torque applications, or Further work was done to make sure there was none. John Deere, for example, produced a tractor with a power shift transmission that automatically engaged the clutch, disengaged from the load and reconnected almost simultaneously, and the actual time interval was There is no complicated torque design with almost no torque loss. However, this transmission is much larger than a standard transmission and can accommodate multiple hydraulic lines in the transmission. For this reason, it is difficult to repair the line, and the size of the equipment and the weight and load during transportation increase depending on the size of the engine. Also, due to the complexity and size of the transmission, it can be prohibitive in certain applications, and scale adjustment is not possible when using low torque or small scale.

  Accordingly, there is a need for an improved transmission that can be scaled and can be varied between any of a variety of gear ratios without requiring decoupling of the power source and load.

  A transmission according to an aspect of the invention includes a transmission input interface including a rotatable input shaft and one or more drive gears coupled at least indirectly to the transmission input interface, the one or more drive Each of the gears is configured to rotate about each internal axis of the drive gear, and to rotate about a common external axis, and the rotation and rotation are the rotation One or more drive gears corresponding to possible rotations of the input shaft and one or more driven gears configured to mesh with the one or more drive gears, the one or more drive gears One or more driven gears adapted to rotate the one or more driven gears, and at least indirectly to the one or more driven gears And a transmission output interface is coupled.

  The transmission of the present invention, and at least slightly different, can maintain a substantially constant mesh between at least one drive gear and at least one driven gear at various gear ratios, and the transmission can be in a neutral output state. Even in some cases, such engagement can be maintained. By maintaining a substantially constant mesh between the at least one drive gear and the at least one driven gear, when driving the load, the transmission maintains a connection to the load of power while maintaining the associated gear ratio. Variations can be made.

  A transmission according to another aspect of the present invention includes a first transmission interface and a first set of one or more power transmission members coupled at least indirectly to the first transmission interface, the one or more power transmission members. Each of the first power transmission members is configured to move along each turning path, and the length of each turning path of the one or more power transmission members of the first set is equal to the length of each turning path. A first set of one or more power transmission members that are selectively changeable to form a unique gear ratio with the one or more power transmission members of the first set. A second set of one or more power transmission members and a second transmission interface coupled to the second set of one or more power transmission members.

  Such transmissions can employ multiple gear ratios that can vary in small increments within a range of gear ratios. Preferably, the transmission includes a transmission input interface and at least one drive gear, wherein the at least one drive gear is coupled to the power input and configured to swivel at various gear ratios via the swivel path. Power transmission becomes possible. The one or more driven gears mesh with the drive gear and receive torque input from the one or more drive gears. Preferably, the power output interface is also coupled to one or more driven gears and can provide power output at a power sink or one or more loads. Preferably, the turning path of the drive gear can be changed so that the length of the turning path is increased or decreased, and the driving gear realizes various gear ratios by increasing or decreasing the length of the turning path. By changing the length of the swivel path, the gear ratio associated with the transmission can be changed between a plurality of discontinuous gear ratios having very small increments.

  The power conversion system according to still another aspect of the present invention is configured to receive torque, and according to this, rotates about its own central axis and can be selectively changed about its external axis. A first set of one or more power transmission members configured to move linearly along a swivel path and mesh with the first set of one or more power transmission members for torque transmission A second set of one or more power transmission members configured, wherein the one or more first power transmission members and the one or more second power transmission members are one or more of the first set. A second set of one or more power transmission members adapted to collectively form a plurality of different gear ratios in response to one or more changes in the turning path of the power transmission member.

  In such a power conversion system, in the first and second power transmission members, power can be input to each set of power transmission members, and torque can be transmitted to each of two different directions via the transmission. That is, the first power transmission member set can operate as either a driving or driven member, and the second power transmission member set can operate as a driven or driving member, respectively.

  Another power conversion system according to yet another aspect of the present invention is a first set of one or more power transmission members configured to move along each turning path, wherein the first set of one or more power transmission members. The length of each swivel path of the one or more power transmission members may be selectively varied, and a different gear ratio is formed for each different length of the swivel path, the first set of one or more power transmission members The power transmission member and the one or more power transmission members of the first set are in mesh with each other and maintain substantially meshed with the one or more power transmission members of the first set at each of the plurality of gear ratios. And a second set of one or more power transmission members configured.

  A transmission according to another aspect of the present invention is coupled to a transmission input interface configured to receive input of rotational power, and is coupled to the transmission input interface, and extends radially to an arbitrary position among a plurality of radial positions. One or more driving members configured to selectively move linearly, and configured to mesh with the one or more driving members, and configured to receive the input of the power from the driving members. One or more driven members configured to maintain substantially constant engagement with the one or more drive members at each of the plurality of radial positions of the one or more drive members; and the one A transmission output interface coupled to the driven member and configured to transmit a torque output corresponding to the torque input; No.

  Such a transmission includes a transmission input interface for receiving the output of the rotational power of another device. The transmission in such an embodiment may include one or more input or drive members that are coupled to a transmission input interface and are radially movable, and are capable of moving torque output by other devices. The input member is received. The input member meshes with an output from which torque is transmitted from the input member or a driven member. The output member maintains mesh with the input member at various discontinuous positions as the input member moves further in the radial direction. A transmission output interface is further coupled to the output member for transmitting torque output to other devices.

  A transmission according to another aspect of the invention includes a transmission input interface configured to receive torque input and a plurality of drives coupled to the transmission interface and configured to collectively form a plurality of gear ratios. A plurality of driven members configured to mesh with a member and the plurality of driving members, each of the plurality of driven members being in a radial direction with respect to a central axis around which the plurality of driving members are disposed Each of the plurality of driven members linearly moves along a predetermined linear movement path from a first radial position relative to the central axis to at least a second radial position relative to the central axis. Arranged so that the predetermined linear motion path for each of the plurality of driven members is a predetermined linear motion path of at least one other driven member. And a plurality of driven members that are offset at an angle to each other, and configured to transmit torque output, coupled to the plurality of driven members, and configured to receive torque from the plurality of driven members. Including a transmission output interface.

  In such a transmission, the transmission input interface of the transmission receives torque input and is coupled to a plurality of drive members, the plurality of drive members receive torque input from the transmission input interface and within a gear ratio range. A large number of as many gear ratios as possible can be provided. The driving member is engaged with a plurality of driven members that move in a radial direction along a predetermined path from the first position to the second position, and each predetermined path forms an angle with respect to a predetermined path of another driven member. Offset. For example, the follower members can be spaced around a circle and can move along a predetermined path of a curve that is each offset by a straight line or around the circle at the same angular spacing. The follower member can be further coupled to a transmission output interface that transmits the torque output of the transmission.

  A transmission according to still another aspect of the present invention includes a transmission input interface configured to receive an input torque from a power source, and one configured to be coupled to the transmission input interface and linearly move in the radial direction. Collectively virtual gears configured to mesh with the above drive gear and the one or more drive gears and maintain mesh with the one or more drive gears at a plurality of gear ratios. A plurality of driven gears to be formed, wherein the one or more drive gears are configured to change the size of the virtual gear by linearly moving in the radial direction; A plurality of driven gears that form gear ratios different from each other, and a gear that is coupled to the plurality of driven gears and that is related to the size of the virtual gear. The ratio, configured to transmit the output torque associated with the input torque, and a transmission output interface.

  A transmission according to yet another aspect of the present invention includes a power input interface configured to receive a first torque, one or more movable drive and driven gear sets, and a second torque coupled to the driven gear. A power output interface configured to transmit the power.

  In such a transmission, the drive and driven gear sets have at least one specific position in the transmission that is so low that the second torque is negligibly low, as close to zero or nearly zero as possible. However, the driving and driven gears maintain meshing with each other even when the output is zero, and the meshing neutral state is realized when the power source is maintained connected to the load. When the drive gear is in a particular position, the drive gears substantially or completely cancel each other so that the driven gear does not rotate due to movement of the drive gear while the drive gear can continue to rotate and pivot. Can be rotated and swiveled. The drive gear can generate an intermediate output torque that is input to the second gear set. The second gear set can also receive input torque and can be arranged to oppose the input torque with the intermediate output torque to produce the final net output torque. When the second gear set is positioned to oppose the input torque at a particular position of the drive and driven gears, it effectively nullifies the input torque and can be neglected by the second gear set as zero or nearly as possible. An intermediate output torque can be received that provides an output torque that is zero.

  A drive system according to yet another aspect of the present invention includes a power source and a transmission coupled to the power source, the transmission including a transmission input interface configured to receive input torque from the power source; One or more drive gears coupled to the transmission input interface, each of the drive gears rotating about each internal shaft of the drive gear and pivoting about a common axis One or more driven gears configured to mesh with the one or more drive gears and the one or more drive gears configured to act upon receiving the input torque A gear, wherein the one or more drive gears are configured and arranged to rotate the one or more driven gears. One or more driven gears; a transmission output interface coupled to the one or more driven gears; a power train coupled to the transmission output interface of the transmission; and a load coupled to the power train. Including.

  Such a drive system can provide a power source such as an engine. A transmission can be coupled to the power source to receive input torque from the power source. Correspondingly, the transmission includes a transmission input interface for receiving input torque, one or more drive gears coupled to the transmission input interface, and one or more driven gears meshed with the drive gears. Each drive and driven gear can be synchronized or nearly constant while maintaining a substantially constant mesh between the drive gear and the driven gear to provide multiple gear ratios within the range of available gear ratios. It can be adapted to move in the radial direction synchronously. Further, the transmission can include a transmission output interface coupled to the driven gear so that output torque can be transmitted by the transmission. In such an embodiment, the drive system can also include a drive train coupled to the transmission output interface of the transmission to receive the output torque. The drive system can also include a power sink through which some or all of the output torque is guided.

  Furthermore, the present invention also relates to a method for providing power transmission. In one embodiment, an input is provided that turns into an output for one or more gear ratios in the gear ratio range. The output can include a desired amount of torque. Additionally or otherwise, the output can be zero or nearly zero, even though the inputs are provided simultaneously. Also, the one or more gear ratios coupled with the power provision can include a number of gear ratios, which are optionally stepped between full integer virtual gears. There are a number of discontinuous gear ratios going forward.

An exemplary positive displacement according to an embodiment of the present invention wherein multiple drive gears and driven gears are configured to maintain constant meshing during a gear ratio change that can occur in very small, discontinuous increments as much as possible. The perspective view of a transmission. In another exemplary transmission according to another embodiment of the present invention, wherein multiple drive gears and driven gears are configured to mesh with each other at multiple discontinuous gear ratios that can vary in very small discontinuous increments. Perspective view. 1B is a front view of the drive and driven gears of the transmission of FIGS. 1A and 1B at various stages of a partial turning cycle of the drive gear. FIG. 1B is a front view of the drive and driven gears of the transmission of FIGS. 1A and 1B at various stages of a partial turning cycle of the drive gear. FIG. 1B is a front view of the drive and driven gears of the transmission of FIGS. 1A and 1B at various stages of a partial turning cycle of the drive gear. FIG. 1B is a front view of the drive and driven gears of the transmission of FIGS. 1A and 1B at various stages of a partial turning cycle of the drive gear. FIG. 1B is a front view of the drive and driven gears of the transmission of FIGS. 1A and 1B at various stages of a partial turning cycle of the drive gear. FIG. 1B is a front view of the drive and driven gears of the transmission of FIGS. 1A and 1B at various stages of a partial turning cycle of the drive gear. FIG. 1B is a front view of the drive and driven gears of the transmission of FIGS. 1A and 1B at various stages of a partial turning cycle of the drive gear. FIG. FIG. 3 is a schematic diagram of three gear ratios of an exemplary positive displacement transmission with three offset ring gears and two moon gears each movable radially so as to mesh with each other with a very small gear ratio change range. FIG. 3 is a schematic diagram of three gear ratios of an exemplary positive displacement transmission with three offset ring gears and two moon gears each movable radially so as to mesh with each other with a very small gear ratio change range. FIG. 3 is a schematic diagram of three gear ratios of an exemplary positive displacement transmission with three offset ring gears and two moon gears each movable radially so as to mesh with each other with a very small gear ratio change range. 1 is a schematic diagram of various drive and driven gear rotational and linear motions of an exemplary transmission according to an embodiment of the present invention. FIG. A perspective view of a carriage for use with the positive displacement transmission of FIGS. 1A and 1B, wherein the carriage is adapted to move the drive rod radially to move the drive gear mounted on the drive rod radially. Figure. 1B is a rear view showing an example of an interlock device and a gear track system for controlling the radial movement of the ring gear in the transmission of FIGS. 1A and 1B. FIG. 1 is a schematic diagram illustrating an example of a control system for controlling a transmission according to an exemplary embodiment of the present invention. Synchronize drive gear operation so that the drive gear can be properly aligned with the driven gear for meshing, with multiple gear ratios and variable lever lengths that can vary in as little increments as possible and infinitely small increments The figure which shows the reference | standard gear and drive gear which can be used to make it. FIG. 3 shows an example of a planetary gear set that can be used to obtain a neutral mesh when the torque flow path is reversed through the transmission of FIGS. 1A and 1B. FIG. 6 illustrates various drive and driven gears in another embodiment of an exemplary transmission system in which a radially expandable drive gear pivots and alternately meshes with driven gears that are offset from each other at the same angular spacing around a circle. Figure. FIG. 6 illustrates various drive and driven gears in another embodiment of an exemplary transmission system in which a radially expandable drive gear pivots and alternately meshes with driven gears that are offset from each other at the same angular spacing around a circle. Figure. FIG. 9 is a plan view of another embodiment of a positive displacement transmission in which multiple drive and driven gears maintain constant meshing with a very small, infinitely small possible gear ratio change range. FIG. 11B is a partial cross-sectional view of the transmission of FIG. 11A in which eight swivel and rotational drive gears maintain constant engagement with five driven gears. FIG. 6 illustrates a drive and driven gear set in another embodiment of an exemplary transmission system in which the drive and driven gears are positioned in a dual planar configuration. 1 shows an exemplary drive system representative of various applications in which a transmission according to the present invention may be used to transmit power from a power source to a load.

Embodiments of the present invention will be described in detail with reference to the accompanying drawings.
The present invention provides a transmission that can operate with multiple or as many gear ratios as possible. The transmission maintains a substantially constant mesh between at least one drive gear and at least one driven gear during a gear ratio change, and maintains such a mesh while the transmission is in a neutral output state. Can do. By maintaining a substantially constant mesh between the at least one drive gear and the at least one driven gear, the transmission maintains a connection between the power and the load while the load is driven, while at the same time the associated gear. Variations to the ratio can be made.

  “Always meshing” as referred to in this application is not limiting, but is substantially between at least one drive gear and at least one driven gear used to effect a change to the overall gear ratio of the transmission. Continuous engagement, so that the drive and driven gears are substantially meshed at all times. Expressed in other ways, in a continuously meshed transmission, two or more gears are meshed with each other between different gear ratios (and changing between) and during transmission rotation. However, as mentioned above, it should be understood that any particular drive gear need not always mesh with any particular driven gear.

  For example, in a transmission, various drive gears are alternately meshed with one or more driven gears, and at least one of the various drive gears is meshed with one or more driven gears at any given time. It can be operated by “always meshing”. Further, “always meshing” does not require meshing between gears made of any specific material. Indeed, constant meshing is merely an example, but can be maintained between gears having any combination of materials including metal, composite, wood, or plastic. When the constant mesh between one or more drive gears that are metal and the one or more driven gears is maintained, the regular metal-to-metal mesh is maintained. Sometimes called.

  In this application, the expression “constant speed” is used to describe one aspect of a transmission according to some embodiments of the invention. As referred to herein, “constant speed” refers to power transmission from input to output by means of a gear shape, such as an involute gear shape, and / or by other means of non-oscillation.

  The present application also uses the expression “changeable indefinitely” to describe one aspect of the transmission according to some embodiments of the present invention. As referred to herein, “infinitely variable” includes transmissions that can operate at multiple gear ratios, but is not limited to such transmissions, multiple gear ratios are It can vary in increments that are very small in the range of ratios and infinitely as small as possible.

  As mentioned above, transmissions that have a mesh between the drive and driven gears typically rely on disconnecting the power source from the load to effect a gear ratio change. In order to eliminate the problems caused by such disconnection, various belt drives, friction changes, or other methods of maintaining torque have been developed. However, any such design is always meshed between the gear teeth, especially at constant speed, and so as to maintain a constant or nearly constant connection between the power source and the drive and driven gears. Or, at least almost always maintaining meshing, but did not allow the engine to maintain a high level of torque during gear changes.

  Thus, when applying high torque, transmissions typically employ multiple gears that provide gear ratio changes. For example, one or more drive gears having different sizes are used to drive one or more driven gears having different sizes. To change between gear ratios, the transmission disengages the drive gear from the driven gear and then reengages the same or different drive gear with the other driven gear. The newly meshed drive gear and / or driven gear has a smaller or larger diameter than the previously meshed gear and the meshed radius of one gear (also referred to as a lever) is meshed As long as it changes in relation to the gear radius, the gear ratio is varied.

  For example, prior to changing the gear ratio, the meshed drive and driven gears can operate at a gear ratio of, for example, 4: 1. With such a gear ratio, the radius of the meshed driven gear is four times larger than the radius of the meshed drive gear, so that the drive gear rotates completely four times in order to perform one rotation of the driven gear. May be required. To vary the gear ratio, the drive gear can be disengaged from the driven gear and can be engaged with another driven gear of a different size than the previously engaged driven gear. As the size of the newly meshed driven gear increases or decreases, the associated gear ratio is correspondingly increased or decreased. Thus, as can be seen, multiple driven and / or drive gears are useful when changing between gear ratios within a range of discontinuous gear ratios.

  FIG. 1A shows that a gear ratio can be maintained at all times during a gear ratio change, between gear ratios having very small increments, and gear ratios having infinitely small or substantially continuous increments as much as possible. Aspects of an exemplary embodiment of the transmission 100 that are varied between are shown. It should be understood that the illustrated embodiment is merely an example embodiment and is provided for the purpose of assisting the description and therefore should not be considered as limiting the invention.

  In the illustrated embodiment, the transmission 100 includes a transmission input interface 105 that can be coupled to an external power source. Further, the transmission input interface 105 can be connected to a power transmission system 110 in the transmission 100, and the transmission input interface 105 can transmit power input from an external power source to the power transmission system 110. The power transmission system 110 can then transmit the input power to the power output system 130 of the transmission 100. As shown in more detail herein, the power transmission system 110 and the power output system 130 maintain substantially constant meshing with the power output system 130 during the gear ratio change so that the power transmission system 110 and By synchronizing the power output system 130, various gear ratios related to the transmission 100 can be combined. In addition, as long as the power transmission system 110 and the power output system 130 remain substantially engaged during the gear ratio change, the power transmission system 110 and the power output system 130 have small, infinitely small increments. The variable power conversion system 135 collectively operates to maintain meshing substantially constantly during the gear ratio change.

  As shown herein, the transmission input interface 105 can be adapted to be coupled to a power supply. For example, the transmission input interface 105 can be coupled to a power supply that is external to the transmission 100. As an example, the transmission input interface 105 can receive power input directly or indirectly from a drive shaft or other rotating shaft rotated by an engine. These engines can be used in various other vehicles, aircraft, and ships. In other embodiments, by way of example only, the transmission input interface 105 can be coupled to a power supply for a conveyor system, windmill, hydropower system, elevator, or any other suitable means of utilization. Further, the use of the transmission 100 together with the power supply unit in an automobile is not limited, but examples include passenger vehicles, transport vehicles, construction equipment, racing vehicles, off-road vehicles (all-terrain vehicles), military vehicles. And equipment, marine vessels, aircraft, and agricultural vehicles and equipment.

  In the illustrated embodiment, when the transmission input interface 105 receives power, the received power is transmitted to the power transmission system 110 and transmitted to the power output system 130 via the power transmission system 110. Are coupled to the power transmission system 110. In the illustrated embodiment, the power transmission system includes a transfer arm 112 that is coupled to the transmission input interface 105 and that rotates when power input is provided to the transmission input interface 105. As can be seen from the disclosure of the present application, upon receiving power input, the transmission input interface 105 causes the transfer arm 112 to rotate correspondingly in each case where the transmission input 105 rotates fully. The transfer arm 112 can be rotated in accordance with the transmission input interface 105. However, in other embodiments, the transfer arm 112 may be rotated at a different angular speed than the transmission input interface 105 and the transfer arm 112 may be rotated at a faster or slower speed than the transmission input interface 105. It should be understood that the input interface 105 may be coupled.

  As shown, the transfer arm 112 can also be coupled to one or more ratio reference gears 114. In the present embodiment, the ratio reference gear 114 is coupled to the transfer arm 112 so that the ratio reference gear 114 also turns around the center of the transfer arm 112 when the transfer arm 112 rotates. By the turning motion, the ratio reference gear 114 meshes with the reference gear 116 and rotates around the reference gear 116, and the ratio reference gear 114 also rotates around their central axes simultaneously. Although two ratio reference gears 114 and one reference gear 116 are shown, these arrangements are merely exemplary, and in other embodiments, more or fewer ratio reference gears 114 and / or reference gears 116. You should be able to understand that sometimes

  As shown in FIG. 1A, the ratio reference gear 114, in some embodiments, is a set of transmission gears 118a-d that transmit power input to the transmission input interface 105 to one or more drive gear sets 120a-b. Combined with In the embodiment shown in FIG. 1A, the ratio reference gear 114 is, by way of example, coupled to a series of transmission gears 118a-d that rotate 1: 1 with the ratio reference gear 114 for each complete rotation of the ratio reference gear 114. Each transmission gear 118a-d also has one complete rotation. In particular, in the illustrated embodiment, each ratio reference gear 114 is coupled to a shaft 114a. The shaft 114a passes through the transport arm 112 and is further connected to the transmission gear 118a, so that the shaft 114a and the transmission gear 118a each maintain the same rotational speed when the ratio reference gear 114 rotates. The transport arm 112 is pivotally supported to allow the shaft 114a to rotate within the transport arm 112, and may include, for example, a bearing or bushing so that the shaft 114a can rotate within the transport arm 112. Should be able to understand. Although the illustrated embodiment shows a one-to-one ratio between the ratio reference gear 114 and the transmission gear 118a, this ratio is merely an example, and one or more transmission gears 118a-d may be a ratio reference. It should be understood that the gear 114 may rotate at other ratios.

  The transmission gear 118a may also be coupled to a second transmission gear 118b that maintains the same or different RPM. In the illustrated embodiment, the transmission gears 118a-b are shown by way of example as bevel gears of the same size, but various sizes and types of gears, or other systems for transmitting power may be used. This should be understood. For example, in other embodiments, the one or more transmission gears 118a-b can be spool gears, worm gears, helical gears, or any other suitable type of gear.

  In transmission 100, transmission gear 118b can also be coupled to transmission gears 118c-d configured to transmit power to drive gear sets 120a-b. For example, in the illustrated embodiment, transmission gears 118a-b are indirectly coupled to transmission gears 120a-b by transmission shaft 122. In particular, transmission gear 118b is coupled to transmission shaft 122 such that transmission shaft 122 rotates when transmission gear 118b is rotated by transmission gear 118a. In the power transmission system 110, the transmission gear 118c can be further coupled to the transmission shaft 122 so that the transmission gear 118c also rotates when the transmission shaft 122 and the transmission gear 118b rotate. The transmission gear 118c can mesh with the transmission gear 118d in a pair so that the transmission gear 118d is rotated by the transmission gear 118c. As a result, as long as the ratio reference gear 114 rotates, each transmission gear 118a-d also rotates as long as the transmission gear 118a is coupled to the ratio reference gear 114a and at least indirectly coupled to each transmission gear 118b-d. can do. As shown in more detail below, in some embodiments, the transmission gears 118c-d may further be configured to be movable along the transmission shaft 122.

  Also, according to some example embodiments, the transfer shaft 122 itself can be coupled to the transfer arm 112 to be received within the transfer arm 112 while rotating. In the illustrated embodiment, the end of the transmission shaft 122, by way of example, extends into the interior of the transport arm, where the end is pivotally supported with one or more bearings, bushings, or other suitable devices. However, the end can also be substantially fixed to prevent the transmission shaft 122 from moving significantly in the axial direction. However, in other embodiments, the transmission shaft 122 can be adapted to rotate and move axially, and the illustrated embodiment is merely an example of the transmission shaft 122 and is not intended to limit the present invention.

  In the illustrated embodiment, power transmission system 110 also includes drive rods 124a-b. In this embodiment, the drive rods 124a-b are used to rotate each drive gear set 120a-b, each including one or more drive gears 121a-f. In the illustrated embodiment, as an example, the drive rods 124a-b are coupled to the respective transmission gears 118d, and when the transmission gear 118d rotates, the drive rods 124a-b also rotate, thereby driving the drive gears of the drive gear set 120a-b. 121a-f are rotated.

  Each drive gear set 120a-b can include one or more drive gears 121a-f, as shown herein and in the example embodiment of FIG. 1A. In the illustrated embodiment, each drive gear set 120a-b includes, as an example, three drive gears coupled to the drive gear set, although more or fewer drive gears may be employed in one or more drive gear sets. There is also. In particular, in the illustrated embodiment, drive gear set 120a includes drive gears 121a-c, and drive gear set 120b includes drive gears 121d-f.

  As shown, the one or more drive gears 121 a-f can further mesh with the power output system 130 to transmit power from the power transmission system 110 to the power output system 130. In the illustrated embodiment, the power output system 130 includes, as an example, a plurality of driven gears 132a-c that are ring gears in the present embodiment and are respectively meshed by one or more drive gears 121a-f. In the illustrated embodiment, the drive gear 121f is meshed with the current driven gear 132c as an example.

  As shown in the present application, when the transmission input interface 105 receives power from a power source, the transmission input interface 105 can rotate the transfer arm 112. For example, in the illustrated embodiment, the transfer arm 112 rotates about a central axis that is substantially coaxial with the central axis of the transmission input interface 105, while in other embodiments, the transfer arm 112 is not connected to the transmission input interface 105. It may rotate around an axis that is not coaxial with the central axis. Also, in some embodiments, transfer arm 112 is coupled to drive rods 124a-b. For example, in the illustrated embodiment, and as shown herein, the ratio reference gear 114, the transmission gears 118a-d, and / or the transmission shaft 122, when the transport arm 112 rotates about their central axis, respectively, The drive rods 124a-b can be coupled to the transport arm 112 such that the drive rods 124a-b rotate about their central axes, respectively. As described above, when the transmission input interface 105 receives an input of power, the transport arm 112, the drive rods 124a-b, and the drive gears 121a-f rotate about their central axes.

  Further, in the illustrated embodiment, the drive rods 124a-b are further coupled to the transfer arm 112 so that when the transfer arm 112 rotates about their central axis respectively, the drive rods 124a-b have a similar path. And collectively swivel around the central axis of the transfer arm 112. Therefore, when the transmission input interface 105 rotates, the drive rods 124a-b and the drive gears 121a-f connected to the drive rods 124a-b rotate around their respective central axes, and further the transfer arm 112. Swivel around the central axis of the. In an example embodiment where the drive gear 121a-f is fixed on the drive rod 124a-b such that the drive gear 121a-f maintains the same rotational speed as the drive rod 124a-b, the drive gear 121a-f is It should be understood that they can rotate and pivot about different axes and are therefore sometimes referred to as moon gears in this application.

  When the drive gears 121 a-f rotate and turn, they are meshed with the driven gears 132 a-c of the power output system 130, and the power is transmitted to the power output system 130. Also, as shown herein, the power transmission system 110 of FIG. 1A can operate without a clutch or band used to change between gear ratios, otherwise it is coupled to the transmission input interface 105. In some cases, it is configured to be substantially always connected to an external power source. For example, in some embodiments, each drive gear 121a-f acts as a moon gear and rotates and pivots within any of the driven gears 132a-c that are ring gears. When the transmission input interface 105 receives power input, each of the drive gears 121a-f rotates and pivots as long as the drive gears 121a-f collectively maintain a substantially constant connection with the transmission input interface 105.

  Also, the power output system 130 can be configured to always mesh with at least one drive gear 121a-f while changing between any specific gear ratio or as much as possible, as shown herein. For example, when the drive gear 121a-f turns and rotates, at least one drive gear 121a-f can always mesh with at least one driven gear 132a-c of the power output system 130. Thus, as long as at least one driven gear 132a-c is always meshed with at least one drive gear 121a-f and as long as at least one drive gear 121a-f is always meshed with a power source, at least one driven gear 132a-c are always connected to a power source. Also, in some embodiments, and as shown in more detail herein, the driven gears 132a-c are rotated with any one or more driven gears 132a-c meshed with the drive gears 121a-f. In this case, one or more driven gears 132a-c engaged with each other rotate around their central axes, and all the driven gears 132a-c are connected so as to rotate in synchronization with each other about their central axes. it can. In this manner, when any one of the driven gears 132a-c is engaged with the driving gears 121a-f and thereby connected to the power source, each driven gear 132a-c is also connected to the power source and rotates. To do.

  In order to maintain substantially constant engagement between the one or more drive gears 121a-f and the one or more driven gears 132a-c, the driven gears 132a-c have at least one drive gear 121a-f. It can be configured to be meshed alternately with the drive gears 121a-f in a manner that is always meshed with at least one driven gear 132a-c. For example, FIGS. 2A-G show the driven gears 132a-c and drive gear sets 120a-b of the transmission 100 of FIG. 1A as viewed from the proximal end 101 of the transmission 100. FIG. Specifically, FIGS. 2A-G show drive gear sets 120a-b in various stages of a particular turning cycle in drive gears 121a-f of drive gear sets 120a-b, and power output system 130 and power One method is shown in which the constant meshing with the transmission system 110 can be maintained. As shown in FIG. 2A, for example, the driven gears 132a-c in some embodiments can be offset to rotate about an offset central axis. For example, in the illustrated embodiment, the driven gears 132a-c are offset, the driven gear 132a rotates about a central axis passing through the center 132a ', and the driven gear 132b is centered around a central axis passing through the center 132b'. The driven gear 132c rotates about the central axis passing through the center 132c ′.

  In the illustrated embodiment, the driven gears 132a-c are offset around the circle at 120 degree intervals. In particular, when a circle is drawn circumscribing to enclose an equilateral triangle formed by the centers 132a′-c ′, a line passing through the center of the circumscribed circle and a line passing through each center 132a′-c ′ are: It can be seen that each is offset by 120 degrees. However, it should be understood that such an offset is only an example and does not limit the present invention. For example, in other embodiments, more or less than three ring gears are used, and each ring gear can be offset at the same interval other than 120 degrees. In other embodiments, different angular offsets are used regardless of the number of output gears. In other embodiments, multiple driven gears can rotate about a common axis.

  As shown in FIG. 2A, when the three driven gears 132a-c are offset at the same angular interval of 120 degrees, the one side formed by each driven gear 132a-c is common to each driven gear 132a-c. A rounded triangular portion is formed. Within this common area, the drive gear sets 120a-b can turn and rotate while maintaining meshing with the driven gears 132a-c, and can start or mesh with the individual driven gears 132a-c. Or cancel it. As an example, the drive gear sets 120a-b in the present embodiment are offset around the circle by 180 degrees. However, in other embodiments, more or fewer drive gear sets are used than two drive gear sets and / or the drive gears or drive gear sets can be spaced apart from each other at different angular intervals.

  As shown in FIG. 1A, each drive gear set 120a-b can have at least one drive gear 121a-f corresponding to each driven gear 132a-c. For example, in FIG. 1A, the drive gears 121a and 121d are in the same plane as the driven gear 132a and mesh with the driven gear 132a. Similarly, the drive gears 121b and 121e are in the same plane as the driven gear 132b and mesh with the driven gear 132b, and the drive gears 121c and 121f are similarly arranged with respect to the driven gear 132c. In other embodiments, more or fewer drive gears are used. For example, one gear is replaced with two or more drive gear sets. For example, the size can be determined such that one drive gear extends through the plane of each driven gear 132a-c, so that one drive gear can mesh with each driven gear 132a-c. Alternatively, the drive gear can be adapted to move axially to move between the planes of each driven gear 132a-c and mesh with each driven gear 132a-c. Thus, the drive gear set can include only one drive gear.

  Returning to FIG. 2A, the drive gear sets 120a-b can pivot about an axis that is offset from the center of the one or more driven gears 132a-c in the common area of the driven gears 132a-c. I understand. For example, the drive gear set 120a-b can collectively pivot about an axis that passes through a center point 120 'that is not aligned with any of the center points 132a'-c' about which the driven gears 132a-c rotate. When the drive gear set 120a-b rotates in such a common area, they can mesh alternately with the three curved sides of the common area. As is apparent from at least FIG. 2A, each of the three curved sides of the common region is the internal shape of one of the driven ring gears 132a-c. In this manner, the gear teeth of the virtual output gear 132 include the gear teeth of each of the driven ring gears 132a-c. Accordingly, the driven gears 132a-c are always meshed with the drive gear set 120a-b having a specific gear ratio, and collectively form the virtual output gear 134 driven by the drive gear set 120a-b. Further, the configuration of the virtual gear 134 can be changed from a certain gear ratio to another gear ratio. For example, the size of the virtual gear 134 is changed as the driven gears 132a-c move inward or outward. Obviously, if the gear teeth of the driven gears 132a-c maintain a constant size, the size of the virtual output gear 134 may change, and the number of virtual gear teeth of the virtual output gear 134 may also change. In the embodiment of FIG. 2A, the virtual gear includes gear teeth from each of three different driven gears, each driven gear forming approximately one third of the virtual output gear, but more or fewer driven gears. By using this, it is possible to change not only the ratio that each driven gear contributes but also the number of gear teeth that each driven gear contributes. Also, as shown in the present application, the virtual output gear 134 may be meshed substantially constantly by the drive gear set 120a-b while changing between gear ratios.

  An example of a scheme in which the drive gear set 120a-b can selectively mesh with the driven gears 132a-c and thereby further mesh with the effective output gear 134 formed by the driven gears 132a-c is shown in FIGS. 2A-G. FIGS. 2A-G show various stages during which the drive gear set 120a-b makes a half turn around the center 120 ′. For example, in FIG. 2A, drive gear sets 120a-b are aligned in virtual directions of 0 degrees and 180 degrees, respectively. At this position, one or more drive gears of drive gear set 120b can mesh with driven gear 132c, but any drive gear of drive gear set 120a is completely disengaged with any of driven gears 132a-c. The From the disclosure of the present application, the embodiment shown in FIG. 2A shows the drive gear set 120b meshed with the driven gear 132c, but does not require that the gears of the drive gear set 120b be meshed simultaneously. I have to understand that. In fact, when any one or more drive gears 121d-f of the drive gear set 120b are engaged, the drive gear set 120b can be engaged. As shown in the arrangement example of FIG. 1A, for example, when only the drive gear 121f is meshed with the ring gear 132c, the drive gear set 120b is meshed with the driven gear 132c.

  When the drive gear set 120a-b turns around the central axis passing through the center 120 ', the drive gear set can mesh with the driven gears 132a-c alternately to maintain mesh with the virtual gear 134. For example, FIG. 2B shows the drive gear set 120a-b after turning 30 degrees clockwise from the position in FIG. 2A. As shown in the figure, the drive gear set 120b maintains meshing with the driven gear 132c while rotating 30 degrees clockwise. In addition, the drive gear set 120b is ready to start disengagement from the driven gear 132c when rotated 30 degrees. However, substantially simultaneously, the drive gear set 120a begins to mesh with the driven gear 132b. For example, the drive gear 121b (FIG. 1A) can begin to mesh with the driven gear 132b.

  When the drive gear set 120a-b further turns 30 degrees clockwise, the drive gear set 120a-b moves to the position shown in FIG. 2C. As shown in FIG. 2C, the drive gear set 120a moves to the dead point meshing position with the driven gear 132b, while the drive gear set 120b is completely disengaged from the effective output gear 134. Dead center meshing can occur, for example, in the form of an involute gear in which meshing gear teeth are located substantially in the center within the roots of a pair of gears.

  Also, as shown in FIG. 2D, each further drive gear set 120a-b is re-engaged with the virtual gear 134 when it further turns 30 degrees clockwise about the center 120 '. For example, when the drive gear set 120b is engaged with the driven gear 132a, the drive gear set 120a maintains the engagement with the driven gear 132b. In an exemplary embodiment, drive gear 121d (FIG. 1) of drive gear set 120b meshes with driven gear 132a. Thereafter, when the vehicle further turns 30 degrees clockwise, as shown in FIG. 2E, when the drive gear set 120a is disengaged from the virtual gear 134, the drive gear set 120b can start to engage with the driven gear 132a.

  As shown in FIGS. 2F-G, similar meshing continues to be maintained during continued pivoting motion by drive gear sets 120a-b. In particular, further turning 30 degrees clockwise about the center 120 ′, the drive gear set 120a-b is positioned as shown in FIG. 2F, and at this position, when the drive gear set 120a begins to engage the driven gear 132c, The drive gear set 120b maintains meshing with the driven gear 132a. In one embodiment, drive gear 121c (FIG. 1A) of drive gear set 120a begins to mesh with driven gear 132c. Thereafter, when the drive gear set 120a-b further turns 30 degrees clockwise so as to rotate 180 degrees in total from the position of FIG. 2A, the drive gear set 120a is brought into a dead center meshing relationship with the driven gear 132c. It can be in a position similar to the position shown in FIG. 2G where the meshing is released from the driven gears 132a-c.

  Thereafter, the drive gear set 120a-b continues to rotate in the same manner as in FIGS. 2A-G, except that the opposite drive gear set is set to mesh alternately with the virtual gear 134. One rotation can be completed. In particular, the operation of the drive gear set 120a in FIGS. 2A-G is replaced by the operation of the drive gear set 120b, and the operation of the drive gear set 120b is replaced by the operation of the drive gear set 120a. Accordingly, the drive gear set 120a-b collectively maintains meshing with the virtual output gear 134 when the drive gear set 120a-b pivots about an axis that passes through the center 120 '. In some embodiments, the driven gears 132a-c are alternately meshed by the drive gear sets 120a-b, and the drive gear sets 120a-b and the drive gears 121a-f are also alternated with the driven gears 132a-c and the virtual output gear 134. It can be seen that at least one drive gear 121a-f can always mesh with at least one driven gear 132a-c. Further, in the embodiment in which the driven gears 132a-c are connected to maintain synchronous rotation, the driven gears 132a-c rotate correspondingly by any meshing of the driven gears 132a-c. As a result, all the driven gears 132a-c remain connected to the drive gear sets 120a-b and the power source.

  FIGS. 2A-G show a partial period of the drive gear set 120a-b turning clockwise and a mode of rotating counterclockwise around the center of the drive gear 121a-f. Such a transmission is not limited to any particular turning direction, and in other embodiments, the drive gear set is counterclockwise or along other directions about an axis passing through the center 120 'or other reference point. It should be understood that 120a-b may turn. For example, an exemplary embodiment showing the turning period of drive gear sets 120a-b turning counterclockwise can be confirmed by reversing the order of the periods shown in FIGS. 2A-G. In the illustrated embodiment, while one drive gear set is disengaged, it is shown that the other drive gear set is engaged with the dead center. It should also be understood that the invention is not limited. For example, in other embodiments, one or more drive gear sets may be meshed with one or more driven gears, while the same or different drive gear sets may be expected to mesh with other driven gears.

  For example, when the drive gear set 120a-b meshes with the virtual gear 134 by alternately meshing with the driven gear 132a-c when the drive gear set 120a-b follows the turning path, the drive gear set 120a-b Rotate 132a-c. This is because, as described above, the drive gears 121a-f of the drive gear sets 120a-b can rotate as well as rotate. For example, each driven gear can be rotated around its central axis. Returning to FIG. 1A, in some embodiments, the output driven gears 132a-c are connected together such that they maintain the same rotation while the output driven gears 132a-c rotate about their central axes, respectively. You can see that it fits. For example, the power output system 130 in the illustrated embodiment includes an interlocking system 136 for each driven gear 132a-c. In general, interlocking system 136 connects the rotation of each driven gear with the rotation of each other driven gear. In this manner, when any driven gear rotates, the other driven gears have corresponding and synchronized rotations about their central axes.

  According to an example embodiment of the present invention, each interlocking system 136 may include an output moon gear 138 that meshes with any of the driven gears 132a-c. In the illustrated embodiment, each of the drive gears 121a-f has a gear tooth shape paired with the gear tooth shape inside the driven gear 132a-c, and the drive gear 121a-f rotates and / or turns. Then, the driven gears 132a-c are rotated. The driven gears 132a-c may have an external gear tooth shape that is paired with the gear tooth shape of the output moon gear 138. For example, when the drive gears 121a-f mesh with the driven gears 132a-c and drive the driven gears 132a-c in this manner, the driven gears 132a-c are connected to the output moon gear 138 of the interlocking system 136. This causes power to be transmitted to the output moon gear 138 of the interlocking system 136.

  The interlocking system 136 can also include an output sun gear 140 paired with the output moon gear 138. For example, as shown in FIG. 1, the output moon gear 138 extends so that the output moon gear 138 can mesh with the driven gears 132 a-c and the output sun gear 140. However, in other embodiments, the output moon gear 138 can be separated into different parts such that the first gear meshes with the driven gears 132a-c and the second gear meshes with the output sun gear 140. Can be connected to each other.

  As long as the output moon gear 138 is paired with the output sun gear 140, when the output moon gear 138 rotates, the gear teeth on the output moon gear 138 mesh with the gear teeth on the output sun gear 140, so that the output sun gear 140 also rotates. become. In one embodiment, the interlocking system 136 further includes an interlocking shaft 142 that is coupled to the output sun gear 140 on their distal ends. In some embodiments, the interlocking shaft 142 is also coupled to the output transmission gear 145 on the proximal end. In some embodiments, the interlock shaft 142, the output sun gear 140, and the output transmission gear 145 are adapted to maintain the same rotational speed. For example, the interlock shaft 142 can be connected to the output sun gear 140 and the output transmission gear 145 such that when the output sun gear 140 rotates, the output transmission gear 145 also rotates. Depending on the situation, the output transmission gear 145 is rotated at the same speed as the output sun gear 140.

  In some example embodiments, the transmission 100 further includes a component for connecting the interlocking system 136 of each driven gear 132a-c in the output system 130 such that any output portion of the interlocking system 136 rotates. In this case, for example, by rotating the output sun gear 140, the output parts of all the other interlocking systems 136 can rotate about the axis in the same and synchronous manner. For example, the transmission 100 in the illustrated embodiment includes an output gear 146 that meshes with each output transmission gear 145 of each interlocking system 136. In this manner, when any one of the driven gears 132a-c rotates, the interlocking system 136 corresponding to the driven gear that meshes and rotates meshes with the output gear 146 to rotate the output gear 146. Let When each output transmission gear 145 of each interlocking system 136 is meshed with the output gear 146, when any of the output transmission gears 145 rotates, the output gear 146 is meshed and rotated, thereby further all other output transmission gears. Will rotate correspondingly. In this manner, rotation of the one or more driven gears 132a-c can transmit power to the output gear 146 via its corresponding interlocking system 136, thereby disengaging the gear interlocking system 136. Rotates the non-engaged gears synchronously to rotate in response to the rotation of the one or more meshed driven gears and corresponding to the rotation of the one or more meshed driven gears. . Accordingly, any one of the driven gears 132a-c is connected to a power source (for example, by meshing with one or more drive gears 121a-c), so that each driven gear 132a-c is connected to the power source. I understand that I can do it.

  To output power from the transmission 100, the transmission 100 also has a transmission output interface 170 that can be coupled to the drive train, load, or power sink to transmit the output power to the drive train, load, or power sink. Can be included. In the illustrated embodiment, the transmission output interface 170 is coupled to an interlocking system 136 corresponding to the driven gear 132b, but such an arrangement is not a limitation of the present invention. When the transmission output interface 170 is arranged as in FIG. 1, if the driven gear 132b is engaged or rotated by one or more drive gear sets 120a-b, the interlock system 136 will also rotate, As a result, the transmission output interface 170 rotates and the output of power is transmitted. As is apparent from the disclosure of the present application, the transmission output interface 170 can output power even when the driven gear 132b is not directly meshed by the drive gear sets 120a-b. For example, when the driven gear 132a or 132c is engaged, the interlocking system 136 and the output gear 146 can rotate the interlocking system 136 corresponding to the output driven gear 132b, thereby outputting power to the transmission output interface 170. .

  Although FIG. 1A shows a transmission output interface 170 that is directly coupled to the distal end of the interlocking system 136 for the driven gear 132b, it should be understood that such an arrangement is merely an example. There must be. In other embodiments, the transmission output interface 170 can be directly coupled to any other interlocking system 136. In other example embodiments, the transmission output interface 170 is not directly coupled to any interlocking system 136. Alternatively, for example, the transmission output interface 170 may be directly coupled to any one or more driven gears 132a-c or output gear 146, or any interlocking system 136, output gear 146, or driven gear 132a- c indirectly by any appropriate means.

  In some embodiments, each drive gear 121a-f has the same physical size. Also, each output driven gear 132a-c can have the same physical size, and the drive gear 121a-f is independent of which of the drive gears 121a-f meshes with the driven gear 132a-c. And the relationship between the meshed driven gears 132a-c does not change. As a result, and as shown in greater detail herein, the transmission 100 can be configured with multiple gear ratios without selectively engaging and disengaging physical gears having different sizes and without clutches and bands. Can be operated with. Accordingly, the transmission 100 can operate as a clutchless transmission as long as it can operate without a clutch or band that engages and disengages the drive gear or driven gear to effect a gear ratio change. Therefore, as long as the transmission 100 can operate without a clutch or band on the drive and driven gears and / or to change the gear ratio, the clutch or band is used differently from the above in the transmission 100. Regardless, the transmission 100 is clutchless. However, in one example embodiment of the transmission 100, no clutch or band for a certain purpose is used in the transmission 100 at all.

  Embodiments of the present invention can be expanded to clutchless transmissions in which the drive gears 121a-f collectively maintain meshing with one or more driven gears 132a-c even during gear ratio changes. The embodiment does not require a clutchless configuration. In particular, in certain applications, it may be preferable to use a clutch or other mechanism to at least temporarily disengage the drive and driven gears and disconnect the power source from the load. However, even for such embodiments, embodiments of the present invention may include aspects such as the ability to change between a very large number of continuous gear ratios, for example, as infinitely as possible. You should understand what you can do. Such an embodiment of the present invention can also include the ability to switch between gear ratios in a very short time, such that even if the drive gear and the driven gear are temporarily disconnected from each other, such disconnection. Has little effect on the momentum of the associated load and hardly produces torque spikes.

  As shown in FIG. 1B, for example, another embodiment of a transmission 100 'is shown in which one or more clutches 123 are used with drive gears 121a-f. It should be understood that the illustrated embodiment is merely exemplary and that clutches having any suitable type and arrangement may be used with a transmission according to the present invention.

  In the embodiment shown in FIG. 1B, at least one clutch 123 is located on each drive shaft 124a-b. For example, the clutch 123 can be positioned between the drive gear 121a and the transmission gear 118d on the drive shaft 124a to stop the rotation of the drive gear 121. Specifically, when the input shaft 105 rotates and the drive shafts 124a-b rotate and turn, the clutch 123 can be engaged. The engagement of the clutch then causes the drive gear 121a to be separated from the rotation of the input shaft 105, thereby stopping the rotational movement of the drive gear 121a. As can be understood, when the clutch 123 is arranged between the drive gear 121a and the transmission gear 118 and the clutch 123 is engaged and the rotational movement of the drive gear 121a is suppressed, the drive gear 121b-c The rotational movement is also stopped.

  Further, as shown in FIG. 1B, the clutch 123 can be similarly positioned on the drive shaft 124b between the drive gear 121d and the transmission gear 118d. Therefore, when such a clutch is engaged, the drive gear 121d is separated from the rotation of the input shaft 105, and the rotation of each of the drive gears 121d-f is stopped. As can be appreciated from the disclosure herein, any other clutch arrangement that provides substantially the same function can be employed. Accordingly, the scope of the present invention is not limited to the illustrated embodiment, and other clutch configurations may be varied including the number of clutches, the type of clutch, the position of the clutch, and the like. In addition, an additional function may be provided such as moving the drive or driven gear to disengage the drive and driven gears with a suitable clutch. Also, the one or more clutches 123 can be controlled by any suitable method. For example, manual or electronic control is used. Thus, in one example embodiment, the clutch can be actuated and controlled by a transmission control system such as the electronic control system 180 (FIG. 7) shown herein.

  As described above, the one or more clutches 123 may be placed in any suitable position that allows the clutches to separate the drive gears 121a-f from the rotation of the input shaft 105. For example, the clutch 123 may be positioned as described above, i.e., between the transmission gear 118a and the drive gears 121a, d, but the clutch 123 may be otherwise or additionally on the drive shafts 124a-b. It may be arranged at other positions. For example, other arrangements or additional arrangements of the clutch 123 are indicated by phantom lines. Specifically, one or more clutches 123 can be disposed on the drive shaft 124a between the drive gear 121a and the drive gear 121b and / or between the drive gear 121b and the drive gear 121c. Similarly, one or more clutches 123 may be disposed on the drive shaft 124b between the drive gear 121d and the drive gear 121e and / or between the drive gear 121e and the drive gear 121f.

  Although the illustrated clutch 123 is shown as being positioned on the drive shafts 124a-b, the use of the clutch in this manner is not limited to the positioning. Indeed, in some embodiments, it may be preferable to stop both the swiveling and rotating motions of the drive gears 121a-f. Thus, the clutch may be used additionally or otherwise to stop the turning movement of the drive gears 121a-f. By way of example and not limitation, a clutch (not shown) can be disposed between the input shaft 105 and the transfer arm 112. When such a clutch is disengaged, the rotation of the input shaft 105 continues to rotate the transport arm 112 as described above with reference to FIG. 1A. However, when such a clutch is disengaged, the rotation of the input shaft 105 is separated from the transfer arm 112 and the rotation of the transfer arm 112 can be stopped. As can be seen from the disclosure content of the present application, by stopping the turning motion of the conveyance 112, the rotational motion and the turning motion of the drive gears 121a-f can also be stopped, and thereby separated from the rotation of the input shaft 105.

  The one or more clutches 123 may be variously realized by other methods. For example, in one embodiment, one or more clutches can be integrated into the ends of the drive shafts 124a-b. In such an embodiment, the shaft can be arranged such that the shaft is provided within the shaft device, and a single clutch can control the engagement and / or rotation of each drive gear 121a-f.

  As can be seen from the disclosure of the present application, the clutch 123 is suitable for meshing and separating the rotation and / or pivoting movement of the drive gear 121a-f from the rotation of the input shaft 105 and / or the drive gear 121a-f. There can be various types suitable for meshing and disengaging from the driven gears 132a-c. For example, the clutch 123 is preferred, but not limited, to a particular application and is a disc clutch, conical clutch, jaw clutch, pawl clutch, spiral pawl clutch, ratchet clutch, conical disc coupling clutch, magnetic clutch, hydraulic clutch. Or by various methods including centrifugal clutches. It should also be understood that the clutch 123 is positioned so that the drive gears 121a-f can be implemented within the clutch. For example, the drive gears 121a-f are positioned within the clutch packet so that the clutch 123 can be essentially aligned with the driven gears 132a-c.

  Also, the disclosure of the transmission 100 ′ includes the use of one or more clutches 123 to selectively and temporarily disengage the drive gears 121a-f from the driven gears 132a-c, although such disclosure It should be understood that the content is merely an example. For example, in other embodiments, a time window can be formed to reorient the drive gears 121a-f so that the orientation of the drive gears 121a-f maintains meshing with the driven gears 132a-c in the window. Can be determined. The time window is short enough to avoid, for example, torque spikes or allow negligible torque spikes. Furthermore, this time window can be linked to the output of the transmission. In one embodiment, such a connection stretches the time window by changing the output speed. Accordingly, the orientation of the drive gears 121a-f can be predetermined within the time window. Thus, for continuous engagement with the driven gears 132a-c, clutch engagement or disengagement can reorient the drive gears 121a-f, but drive gears 121a-f and driven gears 132a-c. It may be unnecessary to clutch the mesh release.

  Embodiments of the present invention can use drive gears each having the same physical size and driven gears each having the same physical size, but such a relationship is not necessarily required. Must understand. Also, in some embodiments, the drive gear and the driven gear can have different physical sizes, but arbitrarily specifying and changing the physical size is a requirement in the transmission shown in this application. Absent. Actually, in the present invention, as shown in the present application, a drive gear and a driven gear having substantially the same physical size are used. Also, in some embodiments, the drive and driven gears are spool gears or helical gears that are substantially the same diameter from one axial end to the other axial end, so these gears are Does not have a taper across its width. However, in other embodiments, the drive and driven gears may be bevel gears that taper from one axial end to the other, or narrow or non-uniform in size from one axial end to the other. Can have. More generally, any gear structure, size, and / or arrangement that is effective to implement one or more aspects of the functionality presented herein may be used. Accordingly, the scope of the invention is not limited to the exemplary embodiments shown herein.

  Referring to FIGS. 3A-C, where aspects of the transmission 200 that are somewhat similar to the transmission 100 (FIG. 1A) and the transmission 100 ′ (FIG. 1B) are shown schematically, while maintaining a connection between the power source and the load. A method of changing the gear ratio while maintaining constant engagement or substantially constant engagement between the drive gear and the driven gear will be described. In particular, FIGS. 3A-C show a transmission 200 with various gear ratios.

  In the example embodiment shown in FIG. 3A, transmission 200 includes three driven gears 232a-c that are each configured to rotate about an axis passing through their centers. Transmission 200 also includes two drive gears 220a-b that rotate in mesh with driven gears 232a-c, that is, drive gear sets. It should be understood that the number of driven gears and drive gears is merely an example, and that in other embodiments, a greater or lesser number of drive gears and / or driven gears may be used. Further, in some embodiments, and as shown herein, the three driven gears 232a-c are the same as the three driven gears 232a-c when the driven gears rotate about their central axes, respectively. Can be connected to maintain rotation. In the illustrated embodiment, the driven gears 232a-c are offset as ring gears at substantially the same angular interval of about 120 degrees, and the drive gears 220a-b are offset at about 180 degrees, while the driven gears 232a- It should be understood that the disclosed configuration and arrangement of c and drive gears 220a-b is merely an example.

  As shown herein, the driven gears 232a-c can be configured to rotate when engaged by the drive gears 220a-b or when rotated by an interlocking system. However, in addition to rotational motion, the ring gears 232a-c can also enter and exit linear motion. For example, as shown in FIGS. 3A-C, each driven gear 232a-c slides along a linear path that is offset to some extent from the linear path of one or more other driven gears, You can leave. For example, in the example of the illustrated embodiment, each driven gear 232a-c moves linearly along each linear motion path 233a-c extending radially from each center of each driven gear 232a-c. In some cases, the angular offset of each linear motion path 233a-c may be the same. Therefore, as an example only, in the case of three driven gears 232a-c, the angular offset of each linear motion path 233a-c is about 120 degrees. In this way, each driven gear can move linearly regardless of the radial position of the driven gear and maintain the same angular offset from the other driven gears.

  As shown in FIG. 3A, the drive gears 232a-c in this embodiment form a generally triangular portion with a curved side, which is a virtual gear that is always meshed with at least one drive gear 220a-b. 234 is formed. As can be appreciated, the size and configuration of the virtual gear 234 can vary and does not require any particular arrangement, size, or configuration of the virtual gear 234. For example, the form of the virtual gear 234 can vary depending on the number of driven gears that form the virtual gear 234, or depending on the radial position of the driven gears 232a-c as shown herein.

  Within virtual gear 234, drive gears 220a-b are positioned at the distal ends of levers 219a-b. Further, as described above, the drive gears 220a-b can be configured to pivot. Thus, in one example embodiment, levers 219a-b indicate the distance between drive gears 220a-b and the central axis around which drive gears 220a-b pivot. Thus, at each proximal end opposite the distal end where drive gear 220a-b is positioned, the intersection of levers 219a-b forms the center through which the central axis about which drive gear 220a-b pivots passes. Further, in addition to or instead of the pivoting motion, each drive gear 220a-b can rotate about each central axis passing through the center thereof.

  The illustrated levers 219a-b can be actual or virtual levers in implementing the transmission 200 in accordance with the principles presented herein. For example, a physical lever can be attached to the center of the intersection between the drive gear at the end of the lever and the lever 219a-b. In other methods, the lever can be a virtual lever. For example, as shown in FIGS. 1A-B, the axial shaft 120a-b can be driven without a physical lever arm that maintains the connection between the drive gear 121a-f and the shaft about which the drive gear 121a-f pivots. The gears 121a-f can be held, and the drive gears 121a-f can be turned around the center turning shaft.

  Whether actual or virtual, the levers 219a-b can be controlled and changed so that their length can vary. For example, for drive gear 220a-b, the drive gear 220a-b at the end of lever 219a-b in FIG. 3A can slide radially outward, resulting in a change in length of lever 219a-b. For example, as shown, the drive gears 220a-b can slide radially from the position in FIG. 3A to the position shown in FIGS. 3B and 3C, or any position between the positions shown in FIGS. 3A and 3C. Can slide. Accordingly, it can be seen that the length of the lever 219a-b increases when the drive gear 220a-b moves linearly in the radial direction from FIG. 3A to FIG. 3C. Similarly, as drive gear 220a-b linearly moves radially from the position of FIG. 3C to the position of FIG. 3B or 3A, lever 219a-b length will correspondingly decrease.

  When drive gear 220a-b pivots about the center of lever 219a-b, the drive gear can mesh with various ring gears 232a-c, thereby causing driven gear 232a-c to rotate. Further, as the length of the lever 219a-b increases, the turning radius of the driving gear 220a-b increases, and thereby the length of the turning path of the driving gear 220a-b also increases. In order for the drive gears 220a-b to maintain a constant angular velocity along a longer turning path, the linear velocity of the drive gears 220a-b will necessarily increase. Similarly, the linear velocity of the drive gears 220a-b will correspondingly decrease as the length of the levers 219a-b decreases and as the radius and total length of the pivot path of the drive gears 220a-b decrease.

  Accordingly, the linear velocity at any point on drive gear 220a-b is related to the length of lever 219a-b and the angular velocity at which drive gear 220a-b rotates. For example, in the example embodiment shown in FIGS. 3A-C, drive gears 220a-b are paired with driven gears 232a-c at meshing point 235. It should be understood that at the meshing point 235 on the drive gear 220a-b, the meshing point 235 has a linear velocity related to the turning motion of the drive gear 220a-b. In particular, if v1 is the linear velocity of the drive gear 220a-b at the meshing point 235, v1 is related to the turning motion of the drive gear 220a-b by the equation v1 = ω1 · l, where ω1 is the angular velocity. That is, the turning speed or turning RPM of the drive gear 220a-b, and l is the distance from the meshing point 235 to the central axis around which the drive gear 220a-b turns. Therefore, it can be seen that v1 is directly proportional to l, and if ω1 is maintained at a constant, v1 increases as l increases and v1 decreases as l decreases.

  When the driven gears 232a-c are meshed with the drive gears 220a-c and rotate around the center of the driven gears 232a-c, the linear velocity v2 at the meshing point on the driven gears 232a-c is expressed by the equation v2 = ω2 · r. Is associated with the rotational motion of the driven gears 232a-c, where ω2 is the angular speed, i.e., rotational speed, or RPM of the driven gears 232a-c, and r is the radius of the driven gears 232a-c. Therefore, it can be seen that v2 is directly proportional to ω2, and if r is maintained at a constant, ω2 increases as v2 increases, and ω2 decreases as v2 decreases.

  Furthermore, since the meshing point 235 is common to the drive gears 220a-b and the driven gears 232a-c, at the meshing point 235, the drive gears 220a-b and the driven gears 232a-c have the same linear velocity. Therefore, v1 = v2 at the meshing point 235. Accordingly, in a system in which the angular velocity ω1 of the drive gear 220a-b and the radius r of the driven gear 232a-c are substantially constant, and the turning distance l of the drive gear 220a-b and the angular velocity ω2 of the driven gear 232a-c change. In the resulting system, the relationship between l and ω2 is expressed as l = k · ω2, where k is a constant corresponding to r / ω1. Accordingly, ω2 and l are directly proportional, and when one increases or decreases, the other changes correspondingly. Accordingly, as the length of the lever 219a-b increases and decreases, the linear velocity at the meshing point of the drive gear 220a-b increases or decreases, and the angular velocity of the driven gear 232a-c increases or decreases accordingly. You can see that

  The relationship between the lever 219a-b length and the angular speed of the driven gear 232a-c can be further explained through two simple examples. It should be understood that the following examples are not intended to limit the invention, but instead are provided merely to illustrate one aspect of the invention.

  In the first embodiment, a transmission such as the transmission 200 of FIG. 3B can be prepared with a lever length of 1 inch. It can also be assumed that the diameter of the drive gear corresponds to 1 inch, the radius of the driven gear corresponds to 8 inches, and the transmission can be arranged or configured so that the drive gear can turn at a constant angular velocity of 2000 RPM. . Thus, in such an embodiment, the linear velocity at the point of engagement on the outer edge of the drive gear, which is the furthest away from the central axis around which the drive gear turns, is about 4000 inches / minute (ω1 = 2000 RPM and l = (1 inch + 1 inch)).

  As long as the meshing point is shared between the drive gear and the driven gear, the linear speed v2 of the driven gear at the meshing point is the same as the linear velocity v1 of the drive gear at the meshing point. Therefore, in this embodiment, v2 is also 4000 inches / minute. Also, as long as the driven gear rotates about its central axis and has a fixed radius, the angular speed ω2 of the driven gear can be determined as equivalent to about 500 RPM (v2 = 4000 inches / minute and r = 8 inches). . Therefore, the angular speed ω2 of the driven gear is four times smaller than the angular speed ω1 of the drive gear (when comparing 500 RPM and 2000 RPM), and the exemplary arrangement of the drive gear and the driven gear provides a 4: 1 gear reduction. The

  However, in the second embodiment, for example, the transmission 200 shown in FIG. 3C is taken. As in the first embodiment, the drive gear has a diameter of 1 inch, and the radius of the driven gear corresponds to a constant of 8 inches. Assume that the gear turns at a constant angular velocity of 2000 RPM. However, this embodiment also assumes that the lever length has increased to, for example, 3 inches. As can be appreciated, with this increase in lever length, the linear velocity v1 at the engagement point on the outer edge of the drive gear, which is the furthest away from the central axis around which the drive gear rotates, is about 8000 inches / minute. (Ω1 = 2000 RPM and l = (1 inch + 3 inch)). Since the driven gear has a common engagement point with the drive gear, the linear speed v2 of the driven gear at the engagement point is also about 8000 inches / minute. Further, due to the increase of the linear velocity v2, the angular velocity ω2 of the driven gear necessarily increases more than the angular velocity of the driven gear in the first embodiment. For example, in this second embodiment, the angular speed ω2 of the driven gears 232a-c is about 1000 RPM (v2 = 8000 inches / minute and r = 8 inches). Accordingly, the angular speed ω2 of the driven gear is twice as low as the angular speed ω1 of the drive gear (when comparing 1000 RPM and 2000 RPM), and such an exemplary arrangement of the drive gear and the driven gear results in a 2: 1 gear reduction. Provided.

  Accordingly, even if the angular speed of the drive gears 220a-b is kept constant by moving the drive gears 220a-b in the radial direction to increase or decrease the length of the levers 219a-b, the driven gears 232a-c It can be seen that the angular velocity can be increased or decreased correspondingly. As a result, the angular speed of the driven gears 232a-c can change even when the input angular speed of the drive gears 220a-b is constant, thereby providing a gear ratio change in the transmission 200. It should also be understood that the drive gears 220a-b are not limited to two positions as in the previous embodiment. Indeed, in some embodiments, the drive gear set can vary between multiple positions, as many as possible, such as the drive gears in transmission 100 of FIG. 1A and transmission 100 'of FIG. 1B. Each radial position generates a different lever arm, and each gear ratio corresponds to a different lever length. Accordingly, the drive gears 220a-b can slide along a possible position range, and the drive gears 220a-b can form an infinite number of continuous gear ratios. Similarly, when the drive gears 220a-b simply maintain meshing at discrete positions, thereby forming a step between the positions, the drive gears 220a-b have a finite number of different discontinuities. Steps can be formed between the gear ratios.

  For example, referring to FIG. 1A, drive gear set 120a-b can slide radially inward or outward, and correspondingly driven gear 132a-b slides radially inward or outward. As described above, at each position along the linear movement path in the radial direction, the turning paths of the drive gear sets 120a-b have different lengths, thereby forming different gear ratios. In some embodiments, as discussed in more detail herein, when the drive gear set 120a-b and the driven gear 132a-c move linearly in the radial direction, the drive gear set 120a-b is in contact with the driven gear 132a-c. It can be configured to maintain a constant mesh. Therefore, an infinite number of continuous gear ratios are possible as long as the drive gear set 120a-b can be linearly moved to an arbitrary position on the linear path.

  From the disclosure of the present application, it should be understood that it is not necessary to form an infinite number of continuous gear ratios. In fact, in one embodiment, the movement between adjacent gear ratios is fine or almost negligible, and a number of discontinuous gear ratios are formed, and the transmission approximates a continuously variable transmission. For example, consider the transmission 100 'shown in FIG. 1B. As described above, the transmission 100 'can include one or more clutches 123 that at least temporarily stop the rotation and / or pivoting motion of the drive gears 121a-f. Such a stop can occur by engaging the clutch, which can also occur with a gear ratio change.

  For example, according to an example embodiment, a gear ratio change in the transmission 100 'may have very small increments, and the change may be at least almost minor. For example, according to one embodiment, the length of the effective pivot path for each position can be increased or decreased to a very small amount, engaging the clutch and moving the drive gear 121a-f and the driven gear 132a-c. The time required for this is very short, and the gear ratio is changed in a fraction of a second or almost instantaneously. In order to further reduce the time, the control can be performed automatically via an electronic control system. However, in any of those shown in the present application, the movement of the clutch 123 and / or the drive gears 121a-f and the driven gears 132a-c does not disturb the control by human operation.

  According to one embodiment, various discontinuous turning paths are possible, and the virtual gear at each discontinuous position is a perfect integer virtual gear. In particular, if the virtual gear is circular, the circumference of the virtual gear can be divided by the total number of gear teeth, and if there are no gear teeth, this is the gear on the drive gear 121a-f. It can be said that the size of the gear teeth inside the teeth or driven gears 132a-c. As an example, in the specific example where the gear teeth width is a quarter inch, a virtual gear with a circumference of 12 inches can be divided by exactly 48 complete gear teeth. As long as it is a perfect integer virtual gear. Therefore, if the gear teeth have the same width, a virtual gear having 12 and 1/3 inch circumferences will have a virtual gear circumference of 49 full gear teeth + one third of the 50th gear tooth. It is not a perfect integer virtual gear as long as it can be divided.

  Further complexity can be reduced by changing the turning path of the drive gear 121a-f between discontinuous paths having a length that can be completely divided by the width of the gear teeth of the drive gear 121a-f. For example, as described above, if drive gear 1221a-f slides to a radial position where the virtual gear formed by driven gears 132a-c has a circumference that is not a perfect integer virtual circle, drive gear 121a When -f rotates and turns, the drive gears 121a-f may not be properly aligned with the gear teeth of the driven gears 132a-c. Instead, the partial gear teeth of the virtual gear can cause misalignment and reduce transmission efficiency.

  It will be apparent to those skilled in the art that a very large number of discontinuous gear ratios can be provided over a relatively small linear distance. For example, it should be understood that in order to change from one complete integer virtual circle to the next complete integer virtual circle, the circumference only needs to be increased or decreased by an amount corresponding to the gear tooth width. . As long as the drive gear 121a-f and the driven gear 132a-c move in the radial direction, and as long as the radius and circumference of the virtual gear are related by the equation c = 2πr, tw / The change in the radial direction corresponding to (2π) is to change not only the virtual gear formed by the drive gears 132a-c but also the size of the turning path of the drive gears 121a-f to the next complete integer virtual gear. Can be estimated. Also, the transmission can be controlled to ensure engagement of the drive gears 121a-f and the driven gears 132a-c only at positions where the formed virtual gear is a perfect integer virtual gear. Mechanical or electrical control can be used to control the meshing in this manner. For example, a lockstep mechanical movement mechanism can be used. By other methods or in addition, the electronic control system can also control the movement, meshing, and meshing release of the drive gears 121a-f and driven gears 132a-c.

  In the embodiment in which the gear teeth that form a pair of the drive gear 121a-f and the driven gear 132a-c have a relatively small size, the drive gear 121a-f and the driven gear 132a-c are very small in the radial direction and linearly move. Even so, it should be understood that a discontinuous gear ratio can be achieved. For example, in a specific embodiment, the drive gear can have a gear tooth shape with the gear teeth having a width of one-half inch. As a result, the drive gears 121a-f and driven gears 132a-c move radially a distance of only 1 / (4π) inches, or about 0.08 inches, for movement between gear ratios. There is a need. Therefore, more than 25 discontinuous gear ratios can be obtained by driving the drive gears 121a-f and the driven gears 132a-c directly in the radial direction by a distance of 2 inches.

  Furthermore, if the radial distance required for movement between gear ratios is very small, the time taken to make such a change is very short. As a result, in some embodiments, a change from one gear ratio to the next gear ratio occurs almost instantaneously. For example, in the example of the transmission 100 ′ of FIG. 1B, the clutch 123 is engaged, and the drive gear 121a-f and the driven gear 132a-c are linearly moved along the radial direction to the next complete integer virtual circle and the turning path. Then, the time it takes for the drive gears 121a-f to disengage the clutch so as to restart the rotation and / or pivoting motion can be only a fraction of a second. Indeed, if the transmission 100 'is thus automatically controlled by the control system, the time it takes to complete such a change can be on the order of hundreds or even tens of seconds.

  The above description shows a stepped transmission that progresses step by step between discontinuous gear ratios separated by one gear tooth increment relative to the size of the virtual gear, but this feature is limiting However, it should be understood that other embodiments may be envisaged. For example, as described above, in embodiments such as transmission 100 (FIG. 1A), the transmission does not progress step by step between gear ratios, but can also slide. However, in other embodiments of stepped gear changes, other increments than one gear tooth may be used. For example, in other embodiments, the number of steps between gear ratios may be performed with 2, 3, 4, or more gear tooth increments. In other embodiments, the number of steps between gear ratios may depend on the number of drive or driven gears in the transmission or the position of the drive and driven gears. For example, a transmission having five drive gears or five drive gear positions can be stepped between gear ratios with five gear teeth increments. Similarly, a transmission having three driven gears or three driven gear positions can be stepped between gear ratios with three gear teeth increments.

  As described above, a gear ratio change can be achieved while rotation continues due to input to the transmission, and the transmission can be connected to a power source while the gear ratio changes. However, it should be understood that in other embodiments, the transmission according to the present invention may be disconnected from the power source, or the power source may be shut off while the gear ratio changes. For example, the transmission according to an embodiment of the present invention can be realized in a gear box connected to a conveyor. In order to change between gear ratios, the power supplied to the conveyor system may be interrupted. The user can then re-engage the power manually, electronically or otherwise by moving the drive and driven gears linearly in the radial direction at the desired gear ratio. In such a case, it should be understood that the clutch 123 (FIG. 1B) may not be required and may be omitted.

  In the above embodiment, some assumptions regarding the number, size, position, angular velocity, and gear teeth of the drive gears 220a-b and the driven gears 232a-c are made. However, these assumptions are merely for the above embodiment. It should be understood that the invention has been made and is not intended to limit the invention. Instead, these are merely things to check to show more clearly how the transmissions according to specific example embodiments of the present invention can be changed between gear ratios. Indeed, one aspect of the transmission, such as transmission 100 (FIG. 1A), transmission 100 ′ (FIG. 1B), and transmission 600 (FIGS. 11A-B) can be scaled for application in a variety of applications. You should understand that there is. Thus, the drive and driven gears can have any variety of sizes, as required in the field of application in which the transmission is realized, and any number of any number of gears and gears having any suitable size. It is anticipated that it can have teeth and can operate at any of a variety of angular velocities. For example, a transmission according to one embodiment of the present invention may be implemented with an aircraft carrier or other large vessel, and may employ very large drive and driven gears that are not yards in diameter but a few feet. In other ways, transmissions according to other embodiments of the invention may be implemented, for example, in model cars, and may employ very small drive and driven gears that are not millimeters in diameter but specified in centimeters. it can.

  As described above with respect to FIGS. 3A-C, the driven gear 232a is maintained to maintain engagement with the drive gears 220a-b by increasing the length of the levers 219a-b and by changing the turning path of the drive gears 220a-b. -C must also move. Therefore, as shown in FIGS. 3A to 3C, the size of the virtual gear 234 changes as the driven gears 232a-c move along the linear motion paths 233a-c, for example. Therefore, the gear ratio in the transmission 200 can be changed without meshing the physical driven gear sets having different sizes with the drive gears 220a-b. Instead, as shown in the present application, the gear ratio is changed by changing not only the size of the virtual gear 234 meshed with the drive gears 220a-b but also the size of the turning path of the drive gears 220a-b. .

  The driven gear along the linear motion path 233a-c in order to maintain the constant or substantially constant meshing between the drive gear 220a-b and the driven gear 232a-c during the gear ratio change in which the size of the virtual gear 234 changes. The linear motion of 232a-c can be synchronized with a change in lever 219a-b length that causes radial motion of the drive gears 220a-b. In particular, as drive gears 232a-c are moved outward or inward, lever 219a-b length can be increased or decreased substantially simultaneously by a corresponding amount, thereby causing driven gears 232a-c and drive gears. 220a-b can maintain substantially constant engagement by their respective swiveling and rotation, and as described above, in some cases during the increase or decrease in the length and / or diameter of the swivel path of the drive gear 220a-b. However, it is possible to maintain the meshing at all times. In such a manner, the meshing at substantially constant speed is maintained at various gear ratios. Also in the case of an exemplary transmission according to one embodiment that uses a stepped gear ratio change, such a gear ratio change can be achieved by a slight movement of the drive gears 220a-b and the driven gears 232a-c. The time that the drive gears 220a-b and the transmission input interface and / or the external power source are disconnected is negligibly negligible or hardly perceivable. In such an embodiment, the drive gears 220a-b and the driven gears 232a-c can effectively provide the same desired effect as a transmission that slides between gear ratios. Thus, when multiple stages are provided, the stepped transmission described herein is effective in a sliding manner in which the transmission maintains an effective connection between the drive gears 220a-b and the driven gears 232a-c while the gear ratio changes. Can be activated automatically.

  For example, at substantially the same time as the driven gears 232a-c slide in and out on their linear motion paths 232a-c, thereby changing the size of the virtual gear 234 and the length of the turning path of the drive gears 220a-b, The length of the levers 219a-b can be adjusted. As a result, if the transmission according to the present invention engages with the clutch to stop or prevent the rotation and / or turning motion of the drive gears 220a-b, The drive gears 220a-b and the driven gears 232a-c are placed in a position where they are continuously meshed with the new lever length. Accordingly, when the drive gear 220a-b restarts the rotation and turning motion, the meshing is maintained, so that the drive gear 220a-b can drive the driven gear 232a-c. Further, as shown in this application, the linear velocity at the meshing point 235 on the drive gear 220a-b increases or decreases based on the length of the lever 219a-b, thereby increasing the driven gear 232a-c. The corresponding linear velocity at the meshing point 235 also increases. The driven gears 232a-c can have a fixed size and, in some embodiments, can always rotate about an axis that is aligned with the center of the driven gears 232a-c, thus increasing the linear velocity increases the driven gear. The angular velocity of 232a-c increases. Therefore, meshing between physical gears having different sizes by changing the length and / or diameter of the turning path of the drive gears 220a-b and / or by changing the size of the virtual gear 234. The gear ratio is changed without changing.

  As described herein, the drive gear can be located at each end of the actual or active lever. In some embodiments, such a drive gear can operate as a moon gear having any of a plurality of aspects. For example, the drive gears 220a-b maintain substantially constant mesh with a driven gear, such as the driven gears 232a-b, to drive the driven gear to obtain a variety of outputs corresponding to a variety of gear ratios. be able to. Further, as shown in the present application, the drive gears 220a-b can rotate around their central axes, and further around an external axis such as an axis passing through the center of the intersection between the levers 219a-b. You can turn. Thus, for example, as shown in this application, when the drive gear is about to begin to mesh with the driven output gear, the drive gears 220a-b are in a predetermined control scheme that ensures synchronization of the gear teeth of the drive and driven gears. Can rotate. Furthermore, the drive gears 220a-b can move linearly in the radial direction. As mentioned above, the transmission can be moved in a sliding or stepped manner, depending on the range of gear ratios that increase very small and infinitely as small as possible due to the radial movement of the moon gear. Thus, the drive gear can move linearly in order to produce a variable output and / or rotate to achieve a meshed engagement with the corresponding driven gear. Also, as long as the drive gear moves in a radial direction and the transmission slides or moves in stages between substantially continuous gear ratios or discontinuous gear ratios, The gear ratio can be changed without generating spikes or generating only minor torque spikes, and the drive train coupled to the transmission and / or transmission is not compromised.

  Various possible movements of the exemplary drive gear 320a and driven gear 332 are illustrated in FIG. In particular, FIG. 4 shows two drive gears 320a-b that are synchronized with a possible driven gear 332 as ring gears, for example. However, more or fewer drive gears and / or driven gears can be used if required or required in a particular application. Accordingly, two drive gears 320a-b and one driven gear 332 are shown for illustrative purposes only.

  As shown in FIG. 4, at any given lever length, the drive gear 320a is about an axis that passes through the point 320 'or any other axis that is offset from the center 320' 'of the drive gear 320a. You can turn. Therefore, the drive gear 320a can turn and move along the turning path 325, for example. In some embodiments, a shaft and / or carrier (not shown) aligned with point 320 'causes the drive gear 320a to pivot directly or indirectly clockwise about an axis passing through point 320'. Can do. When the drive gear 320a turns, the drive gear 320a may be configured to rotate around its center 320 ''. For example, as described above, a power transmission system that receives power input and converts the received power input into, for example, various rotations and turning motions of drive gears can be realized.

  The rotation of the drive gear 320a may be counterclockwise so as to be opposite to the turning direction of the drive gear 320a. Also, such rotation can be realized such that the drive gear 320a-b is synchronized with the driven gear 332, and when the drive gear 320a-b is ready to mesh with the driven gear 332, the gear of the drive gear 320a-b. The teeth are appropriately aligned with the gear teeth of the driven gear 332. Next, when the drive gear 320a starts to mesh with the driven gear 332, the driven gear 332 rotates about its center 332 'by such meshing, rotation and turning motion of the drive gear 320a.

  As can be further seen in FIG. 4, the drive gears 320a-b move linearly in the radial direction to increase or decrease the length of the turning path along the drive gear while maintaining engagement with the driven gear in the transmission. Further configuration is possible. In the illustrated embodiment, the drive gear 320a is shown to be able to move inward or outward along the vertical path 331, but it should be understood that such movement is merely an example. In particular, as long as drive gear 320a pivots, from the disclosure herein, drive gear 320a is centered along a path that is offset at any angular interval from the vertical axis, regardless of its orientation or position in the pivot path. It should be understood that it can move linearly inwardly toward 320 ′ or radially outwardly away from center 320 ′. Further, a driven gear such as the driven gear 332 can move linearly along a predetermined direction in the radial direction. For example, in the illustrated embodiment, the driven gear 332 is linearly moved inward and / or outward along a linear motion path 333 that is offset, for example, about 120 degrees from vertical and passes through the center 320 '. As shown in this application, when multiple driven gears are used, each driven gear can move in a predetermined direction along the linear path, and in some embodiments, the predetermined directions are each substantially the same. Can be offset relative to each other with angular increments.

  It should be understood from the disclosure of the present application that the angular speed at which the drive gear 320a is rotated is controlled by the net sum of the rotation and rotation of the drive gear 320a. In particular, as described above, the drive gears 320a-b can pivot in a first direction, eg, clockwise, while they are in a second opposite direction, eg, counterclockwise, with respect to their respective centers. Rotate. In such an arrangement, the speed of the driven gear 320a is determined by the net total of the clockwise turning motion and the counterclockwise rotational motion of the drive gear 320a at the point of engagement with the driven gear 332. In particular, each of the rotational movement and the turning movement of the drive gear 320a contributes to the linear velocity at the engagement point between the drive gear 320a and the driven gear 332, and accordingly, the linear velocity of the driven gear 332 at the engagement point and such a line. This also contributes to the corresponding angular velocity of the driven gear 332 that generates the velocity. Therefore, the rotational speed of the driven gear 332 is also determined by the net sum of the turning motion and the rotational motion of the drive gear 320a.

  From the disclosure of the present application, the rotation of the drive gear 320a about its own axis at the specific rotation speed at the transmission input, and at the specific lever length and drive gear size, It should be understood that the swivel motion of the can contribute to the linear velocity at the meshing point with the same amount while being in the opposite direction to that contributing to the linear velocity. In such an arrangement, the rotation of the drive gear 320a can cancel the turning motion of the drive gear 320a, resulting in a negligible pure linear velocity as zero as possible. Thus, the net sum of rotation and rotation of the drive gear 320 can produce a zero output.

  As long as the linear speed of the drive gear 320a at the meshing point determines the angular speed at which the driven gear 332 rotates (and thus the output of the transmission), the zero pure linear speed at the meshing point will substantially prevent the driven gear from rotating. In particular, the rotation of the drive gear 320a and the turning to the opposite side of the drive gear 320a can be neutral to each other. As a result, the drive gear 320a can mesh with the driven gear 332 and can maintain the turning and rotating motion, but the clutch or band need not be continuously applied to stop the movement of the driven gear 332. Any output is not provided to the driven gear 332. As a result, the transmission becomes neutral.

  Therefore, according to at least some embodiments of the transmission according to the present invention, it is possible to provide a meshing neutral state in which the rotation and rotation of the drive gear mesh with the driven gear, and the drive and driven gear are respectively connected to the power source. Does not provide any output. Also, in some embodiments, each gear of the system remains engaged during the neutral mesh state, but the transmission provides zero output. Thus, unlike some automatic transmissions, the drive and driven gears of the present invention do not require the use of a device that applies an external force that restricts the movement of the gears and engages during gear ratio changes and neutrals. maintain.

  The gear ratio can be changed to release the transmission from the meshing neutral state. For example, increasing the lever length may reduce the gear ratio, which is related to the rotation of a given drive gear or gear, and to the rotation of the drive gear on a linear speed that can be a constant. The linear speed will also increase, which will cause the transmission to move to a variable forward gear ratio among many and infinite as many forward gear ratios as possible, where the forward gear ratio is potentially the output speed. Includes an overdrive ratio that is faster than the input speed. Conversely, if the lever is reduced and the turning speed is less than the rotational speed, the transmission moves to the reverse gear ratio and can be changed between any number of reverse gear ratios.

  An example of a mechanism for moving the input drive gear and the output driven gear will be described with reference to FIGS. 5 and 6. In particular, FIG. 5 shows an example of a mechanism for moving the drive gears 121a-f in the radial direction while maintaining meshing with one or more driven gears. FIG. 6 shows an example of an embodiment of a mechanism that can move the driven gears 132a-c in a predetermined direction to maintain meshing with one or more drive gears.

  FIG. 5 shows a carrier 111 including a transfer arm 112 connected to a transmission input interface 105 and two ratio reference gears 114. As shown with respect to FIG. 1A, rotation of the transmission input interface 105 causes the transfer arm 112 to also rotate. Also, the rotation of the transfer arm 112 can further rotate the ratio reference gear 114 around the reference gear 116 and then cause one or more drive gear sets to rotate and / or pivot.

  In some embodiments, the carrier 111 is configured to facilitate radial movement of the drive gears 121a-f (FIGS. 1A-B). For example, as shown in FIG. 5, the carrier 111 can include a transmission gear 118d that is coupled to drive rods 124a-b that rotate the drive gear sets 120a-b (FIG. 1A). The transmission gear 118d is paired with the transmission gear 118c, and the transmission gear 118c can move along the transmission shaft 122. It can be seen that when the transmission gear 118c and the transmission gear 118d move collectively along the transmission shaft 122, the distance between the drive rods 124a-b and the center of the transmission input interface 105 can be increased or decreased. In one embodiment in which the drive gear pivots about an axis aligned with the center of the transmission input interface 105, for example, the drive rods 124a-b and the transmission gear 118c-d move outward along the transmission shaft 122 and the transmission gear By being closer to 118a-b, the length and diameter of the swivel path moved by the drive rods 124a-b and the corresponding swivel path of the drive gear attached to the drive rods 124a-b are increased. Further, in some example embodiments, the transmission gear 118c can be moved to any position along each half of the transmission shaft 122 so that the length of the swivel path moved by the drive rods 124a-b is very high. To have small increments, and infinitely small increments as possible. Thus, the transmission gear 118c can move along the transmission shaft 122 to slide between gear ratios or to effect a transmission gear ratio change in stages.

  In order to move the drive rods 124a-b and attached drive gear, and thereby change the lever distance of the drive gear, in some embodiments, the carrier 111 is a pinion that meshes with the gear racks 126a-b. 125 can also be included. The pinion 125 can be fixed in the axial direction with respect to the transfer arm 112, while the gear racks 126 a-b can be configured to move relative to the transfer arm 112. For example, as the pinion 125 rotates about its center, the teeth on the pinion 125 can mesh with the teeth on the gear racks 126a-b, which in this embodiment causes the gear racks 126a-b to engage the gear racks 126a-b. With respect to the center, the pinion 125 moves in the radial direction. In particular, when the pinion gear 125 rotates in the first direction, each gear rack 126a-b can move radially outward with respect to the center of the pinion 125, while when the pinion 125 rotates in the second reverse direction, each gear rack 126a- b can move radially inward with respect to the pinion 125.

  The gear racks 126a-b can also be coupled to the transmission gears 118c-d such that when the gear racks 126a-b move, the transmission gears 118c-d move a corresponding distance and / or move in a corresponding direction. For example, in the illustrated embodiment, the transmission gears 118c-d are each connected to a bracket 127, and the brackets 127 are each connected to one of the gear racks 126a-b. In such a configuration, when the gear rack 126a-b moves, the gear rack 126a-b moves the bracket 127 and the transmission gear 118c-d. In some embodiments, the drive rods 124a-b can be directly coupled to the bracket 127. For example, when the pinion gear 125 moves the racks 126a-b in one direction, the drive rod 124a is moved outward or inward with respect to the center of the pinion 125 by the rack 126a, and the drive rod 124b is moved to the rack 126b by the rack 126b. The drive rods 124a-b can be directly coupled to the bracket 127 so that they are moved outward or inward in a direction corresponding to the direction of movement of any of the drive gears on the drive rods 124a-b in the radial direction. Can be moved radially inward or outward relative to the center of the drive rods 124a-b to maintain synchronization with the output driven gear moving a corresponding distance. Therefore, the carrier 111 including the pinion 125, the gear racks 126a-b, the bracket 127, the transmission gear 118c-d, and the transmission shaft 122 is substantially kept in mesh between the driving gear and the driven gear within the range of the gear ratio. Thus, it is an example of a structural realization means for synchronizing the movement of the drive and driven gear.

  In the illustrated embodiment, drive rods 124a-b are coupled to bracket 127 and rack 126a-b, but in other embodiments, drive rods 124a-b are not directly coupled to bracket 127 or rack 126a-b. You have to understand that there are things. For example, the drive rods 124a-b can be directly coupled to the transmission gear 118d such that when the transmission gear 118d moves inward or outward, the drive rods 124a-b also move in the corresponding outward or inward direction. Thus, for example, as shown in the example of FIGS. 1A-B, in embodiments where collinear drive gears are mounted on the drive rods 124a-b, the drive gears 124a-b may be moved outwardly or inwardly to drive gears. Is moved in a radial direction relative to the axis of rotation of the drive gear, whereby the rotation path of the drive gear is correspondingly increased or decreased.

  As described above, when the pinion 125 rotates, the pinion 125 can move the gear racks 126a-b. The rotational force supplied to the pinion 125 can be any of various methods. For example, in the illustrated embodiment, a shaft 128 is coupled to the pinion 125 to rotate the pinion 125. In some embodiments, the shaft 128 extends through the transmission input interface 105, but controls the rotation of the pinion 125 or allows the drive gears 121a-f (FIGS. 1A-B) to move radially. Any other suitable means can be employed.

  FIG. 6 shows an example of a mechanism for moving the driven gear according to some embodiments of the present invention. In the illustrated embodiment, a mechanism for moving the driven gear 132a such as a ring gear in a predetermined direction is shown. For clarity, only one driven gear 132a is shown, but it should be understood that similar devices and mechanisms can be used to move other driven gears in other desired predetermined directions. is there.

  As shown in FIG. 6, the driven gear 132 a in the transmission can mesh with an interlocking system 136 that includes an output moon gear 138 coupled to the output sun gear 140. In order to allow rotation of the driven gear 132a, the driven gear 132a may include an internal gear shape that is selectively meshed by one or more drive gears. Further, as shown in the present application, the driven gear 132a may include a gear shape configured to be paired with the gear shape of the output moon gear 138 on the outer surface thereof. The output moon gear 138 can be further connected to an output sun gear 140 that is connected to an interlocking shaft 142 for interlocking rotation of the driven gear 132a with other driven gears and / or transmission output interfaces.

  In some embodiments, the output sun gear 140 can be secured to its center and does not move linearly while the output sun gear rotates. Also, in some embodiments, the output moon gear 138 can be configured to pivot at least partially around the output sun gear 140. For example, in the illustrated embodiment, the interlocking device 147 is connected to each of the output moon gear 138 and the output sun gear 140, and if the output moon gear 138 is rotated around the output sun gear 140, a fixed distance from the output sun gear 140 is maintained. Thus, the engagement between the output moon gear 138 and the output sun gear 140 is substantially maintained at all times.

  As can be understood from the disclosure of the present application, if the output moon gear 138 is rotated around the output sun gear 140, the driven gear 132a can also move to maintain meshing with the output moon gear 138. In some embodiments, when the interlocking device 147 is rotated so that the output moon gear 138 rotates around the output sun gear 140, the gear teeth of the output moon gear 138 mesh with the gear teeth of the driven gear 132a. Thus, the driven gear 132a is moved by being pushed or pulled with respect to the driven gear 132a. In other embodiments, the driven gear 132a may be at least partially contained within a casing coupled to the interlocking device 147. In this embodiment, when the interlocking device 147 rotates, the casing around the driven gear 132a pushes or pulls the casing and the driven gear 132a along the gear track 143 due to such rotation. In another method, one or more grooves are provided around the circumference of the driven gear 132a. When the interlocking device 147 is connected to the groove and the interlocking device 147 rotates, the interlocking device 147 meshes with the groove, As a result, the driven gear 132a is pushed or pulled along a predetermined path, and the meshing with the drive gear is maintained. As can be appreciated from the disclosure herein, such engagement can be maintained during a gear ratio change or simply at a discontinuous gear ratio.

  In one embodiment, the driven gear 132a is further included in a gear track 143 that forms a movement line in a predetermined direction, and the driven gear 132a can move along the movement line. Therefore, when the driven gear 132a is moved by the interlocking device 147, the gear track 143 forms its linear motion path. For example, in the embodiment shown in FIG. 6, the gear track 143 forms a substantially linear movement path, and the driven gear 132a moves along the linear movement path. However, in other embodiments, the gear track 143 can form a bent path or other type of path along which the driven gear 132a can move. As can be appreciated from the disclosure of the present application, in some embodiments, the gear track 143 constrains the movement of the driven gear 132a, so that the driven gear 132a is pivoted while the driven gear 132a moves radially. Cannot move substantially in the direction. Accordingly, the driven gears 132a-c can move along a gear track such as the gear track 143 without substantially moving axially along the drive rods 124a, b (FIGS. 1A-B). . Also, from the disclosure of the present application, in the embodiment in which the driven gears 132a-c move in the radial direction instead of the axial direction, the drive gears 121a-f also maintain substantially constant meshing with the driven gears 132a-c. It should be understood that it may be configured to move in the radial direction instead of the axial direction.

  Also, as shown herein, the transmission can include a support 148 that forms a curved path 149. In one example embodiment, the curved path 149 is another part of a semi-circular or circular path having a radius approximately the same as the combined radius of the output moon gear 138 and the output sun gear 140, but other curved or non-curved paths are expected Can do. When the output moon gear 138 turns around the output sun gear 140, the curved path 149 can generally correspond to a partial turning path along which the output moon gear 138 follows. In some embodiments, a shaft (not shown) passes through the curved path 149 of the support 148 and through the center of the output moon gear 138 and is coupled to the interlock device 147. In this manner, the shaft can move along the curved path 149, whereby the interlocking device 147 is moved, and the driven gear 132a is moved along the path formed by the gear track 143. However, the interlocking device 147 may be moved by other methods. For example, in some embodiments, the corresponding interlock device 147 is formed on the opposite side of the output moon gear 138 and is coupled to a rotating shaft that is aligned coaxially with the center of the output sun gear 140. The interlocking device 147 can rotate by the rotation of the rotating shaft, and the output moon gear 318 can turn along a path such as the curved path 149.

  As shown in this application, the movement of the input drive gear and the output driven gear of the transmission according to at least some example embodiments of the present invention includes an input drive gear that can move in any radial direction, and one or more Can be synchronized to maintain a substantially constant mesh with the output driven gear that moves radially along a predetermined path. Any number of synchronization systems can be used. For example, in one embodiment, the shaft 128 (FIG. 5) for rotating the pinion gear 125 (FIG. 5) and the shaft rotation interlocking device 147 can be separately controlled. For example, a transmission according to an example of an embodiment of the present invention can employ an electromechanical control device such as a servo motor to individually control each rotary shaft. In an embodiment of a transmission that includes multiple driven gears that move linearly in the radial direction, from the disclosure herein, each driven gear is a separate interlocking device and / or gear for controlling the radial movement of the various driven gears. It can be seen that it can have tracks. In such a case, each driven gear may be controlled individually or as an integral unit.

  In other example embodiments, the pinion 125 and the interlocking device 147 can be mechanically synchronized. For example, as shown in the present application, each pinion 125 and interlocking device 147 can partially rotate both in the clockwise direction and in the counterclockwise direction, and the drive gear and the driven gear can respectively move in the radial direction correspondingly. . A suitable interlock can be used to correlate the rotation of the pinion gear 125 and the rotation of the interlocking device 142 so that the rotating shaft can control each pinion and interlocking device 147, thereby synchronizing the drive and driven gears. Radial movement is obtained.

  As can be appreciated from the disclosure of the present application, for example, operation of the transmission by radial movement of the driven gears 132a-c and moon drive gears 121a-f is merely to maintain meshing at a predetermined gear ratio and / or Or in some cases, manually or by using an automatic control system, or a combination of manual and automatic control systems, to maintain engagement between the drive and driven gears during gear ratio changes. For example, a moving lever or other mechanism is mechanically coupled to both the pinion 125 and the interlock device 147 so that the operator can manually adjust the gear ratio as described above. However, in other embodiments, an automatic control system, which can be an electronic product, is used to control the mechanism coupled to the pinion 125 and the interlocking device 147, or to control the pinion 125 and the interlocking device 147 individually. It is done.

  The automatic control system can be programmed to assist in efficiently implementing power supply and power input to the transmission 100 or 100 '. For example, the automatic control system can include an artificial intelligence system that substantially maintains a desired torque or a predetermined range of torque during a gear ratio change and connects the coupled engine to the desired Drive with the best possible efficiency. For example, if the vehicle begins to move on a hill and a low gear ratio is preferred, the artificial intelligence system may allow the automatic control system to drive torque 121a to improve or maximize torque, angular velocity, or efficiency. -F and the driven gears 132a-c can be confirmed in the radial position. In such an embodiment, the automatic control system, for example, then moves the interlock device 147 so that the driven gears 132a-f are in mesh with the moon gears 121a-f, for example, at a position that provides the desired gear ratio. Transmitting instructions to rotate the pinion 125 to change the lever length associated with the moon drive gears 121a-f simultaneously or nearly simultaneously with the movement of the driven gears 132a-c along their respective tracks 143 Can do. As mentioned above, the transmission according to the present invention has a very small, infinitely small movement between the drive gear and the driven gear and can vary between gear ratios. The time it takes to move to the gear ratio can be ignored, and the transmission appears to maintain constant meshing during the gear ratio change.

  From the present disclosure, it should be understood that various automatic control systems can be designed and are suitable for use with embodiments of the present invention. For example, FIG. 7 schematically illustrates an example of one embodiment of a suitable electronic control system 180 that includes one or more inputs 165a-c from monitoring devices 172, 182 and 192. This monitoring device is, for example, a sensor and relates to parameters relating to the transmission 180, the power source 171, and / or the load 190. For example, the one or more transmission monitoring devices 182 may include a current position of the drive and / or driven gear, power torque and / or angular velocity input to the transmission 180, power torque output from the transmission 180, and / or Information such as angular velocity, or any other desired information for parameters relating to transmission 180 may be determined and coupled to transmission 180 for transmission to input interface 162a. Similarly, one or more load monitoring devices 192 can be coupled to the load 190 to determine the load and / or any other information for the load parameters and to send to the input interface 162c.

  In addition, the power source monitor 172 can be coupled to the power source 171 to obtain engine RPM and any other information regarding power source parameters such as, but not limited to, engine manifold pressure. For example, the power source monitoring device 172 according to an example embodiment can be coupled to an engine manifold and / or other portions of the power source to determine manifold pressure and other such parameters. In general, the amount of manifold pressure indicates the load applied on the engine. Thus, the gear ratio can be changed to reduce the load on the engine and thus to change the manifold pressure.

  In general, the engine manifold manufacturer can specify the maximum and / or minimum manifold pressure at which the manifold must be operated. Thus, using the information inputs 165a-c communicated from the monitoring devices 172, 182 and / or 192 to the automatic control system 160, the automatic control system 160 may need manifold pressure based on the information provided. It can be determined what changes are required to maintain within acceptable limits.

  However, in other embodiments, changes are made in the transmission 180 to adjust the gear ratio without approaching or exceeding the maximum or minimum manifold pressure. For example, at any particular RPM output by power source 171, the working engine or other power source can operate at optimal efficiency, simply at a particular load, or within a narrow range of loads. Thus, the automatic control system 160 according to the present invention can use the inputs 168a-c to determine the current operating parameters of the transmission 180, load 190, and / or power source 171 and in some embodiments. An example of an artificial intelligence system 164 that determines what changes can be made to the parameters of transmission 180, power source 171, and / or load 190 to maintain power source 171 operating at a desired efficiency, and And / or processor 166. For example, if the current engine RPM and manifold pressure are provided by the input 165b to the automatic control system 160, the automatic control system 160 may return the manifold pressure if the manifold pressure is not within the effective pressure range determined by the artificial intelligence system. Electronic signals can be sent through one or more outputs 168a-c to cause changes to adjust RPM, torque, or other parameters.

  For example, via interface 162a-c, automatic control system 160 may send a control output signal to power source 171, transmission 180, and / or load 190 along control line 168a-c carrying the control output signal. This signal can then be interpreted by the control interfaces 174, 184, 194 to change operating parameters within the one or more power sources 171, transmission 180, and / or load 190 to achieve the desired change. Used for. For example, in one example embodiment, the automatic control system 160 transmits the output 168a to the transmission control interface 184 to change the radial position of the drive and / or driven gear in the transmission 180 to the transmission control interface 184. Can be directed to. Accordingly, the transmission control interface 184 can include an electrical, mechanical, or electromechanical control device or a combination of electrical, mechanical, and / or electromechanical control devices that cause the desired change. For example, in one embodiment, the transmission control interface 184 is a servo motor that rotates one or more shafts and then adjusts the radial position of one or more drive gears and / or one or more driven gears of the transmission 180. including. For example, by adjusting the radial position in such a manner, the manifold pressure in the power source 171 can be changed so as to be in a desired range, as much as possible, in the optimum range.

  In some embodiments, the manifold pressure indicates the load applied to the power source, but for example, the input 165 can be directly coupled to the load measuring device 192 and the automatic control system 160 so that the automatic control system 160 can Information can be received directly rather than estimated through manifold pressure. For example, in an elevator system, an electric motor can move the elevator so that inputs to the automated control system can include elevator carriage and passenger loads, eg, pounds. In such an embodiment, the automatic control system can also determine what speed the transmission output should be in order to have optimum output efficiency for a given input power. In this embodiment, the automatic control system can include or access a memory or other storage medium via, for example, the artificial intelligence system 164, and the memory or other storage medium can be accessed. Includes tables, algorithms, or other information that enables the automatic control system 160 to verify the gear ratio or positioning of the drive and driven gears that efficiently use the engine. Accordingly, the processor 166 in the automatic control system can access the artificial intelligence system 164 to retrieve and process information in a memory or storage medium in the automatic control system 160, thereby providing the desired positioning or drive gear. And changes necessary for positioning the driven gear. An electronic control signal can then be sent, for example, as output 168a received at transmission control interface 184, which causes transmission control interface 184 to change the above in transmission 180 to obtain other gear ratios and / or output speeds. To achieve.

  While the content presented herein refers to maximizing the efficiency of the power source in connection with the automatic control system, it is understood that the automatic control system can also be operated in other ways. Must. For example, in some embodiments, an automatic control system is programmed to maximize or minimize power and / or torque output. In other embodiments, the automatic control system is further programmed to control the power source to obtain various output speeds. In yet other embodiments, the automatic control system can selectively change between various operating modes. For example, the operator can choose to maximize efficiency or maximize power while the control system is programmed to operate in each manner.

  Also, the example embodiment shown in FIG. 7 illustrates a centralized automatic control system 160 that monitors and / or controls one or more power sources 171, transmissions 180, and loads 190, but this is merely an example. It should be understood that this is merely a limitation of the present invention. For example, in some embodiments, the monitoring devices 172, 182, 192 and / or the control interfaces 174, 184, 194 include circuitry or programming that operates them independently of the centralized control system. For example, in one example embodiment, feedback loop 191 connects power source 171, transmission 180, and / or load 190, and monitoring device 172, 182, 192 or control interface 174, 184, 194 is another configuration of the system. Information can be obtained from the elements and / or other components of the system can be controlled. For example, in one example embodiment, the transmission control interface 184 receives via a feedback loop 191 an indication of manifold pressure at the power source 171 from the monitoring device 172 or an indication of load from the load monitoring device 192. Can do. Thereby, using dedicated or programmed logic, the transmission control interface 184 may modify the gear ratio of the transmission 180 to maximize, for example, efficiency, power, torque, or other parameters of the power source 171. , Control signals can be generated and the transmission 180 can be controlled.

  The drive and driven gears can be synchronized by using control signals or by controlling the movement and parameters of the transmission 180. For example, the movements of the drive and driven gears are synchronized so that meshing is allowed between the drive gear and the driven gear along as many as possible different number of different turning paths of the drive gear. To maintain the meshing that drives the drive gear efficiently, and to ensure that when meshing occurs, the gear teeth of the drive gear are properly matched within or near the roots of the gear teeth of the driven gear In addition, the gear teeth of the drive gear must be synchronized with the gear teeth of the driven gear. With reference to FIG. 8, an exemplary method by which the gear teeth of the drive gear can be synchronized with the gear teeth of the driven output gear is described.

  As shown in FIG. 8, for example, the transmission can include a reference gear 416. The reference gear 416 is not necessarily required, but may correspond to the reference gear 116 shown in FIG. 1A. In some embodiments, the reference gear 416 is fixed so as not to translate or rotate to provide a fixed reference point for synchronizing the drive and driven gears. However, in other embodiments, the reference gear 416 can be moved to synchronize the drive and driven gears.

  The reference gear 416 can be used to synchronize the gear teeth of the moon drive gear and the gear teeth of the driven ring or spool gear. For example, as shown, a virtual reference angle line 445 can be extended from each gear tooth of the reference gear 416 to an infinite length. Accordingly, the angle lines 445 are spaced at substantially the same angular spacing and indicate the number of angles at which the gear teeth of the reference gear 416 are separated. Therefore, even if the arc length between the angle lines 445 is increased, when the lever is extended and the drive gear 420 is moved radially outward, the radial separation angle is kept constant.

  In the present embodiment, the corresponding drive gear 420 is coupled to the reference gear 416 at a 1: 1 ratio. Therefore, the rotation and turning of the drive gear 420 are controlled so that the gear teeth of the drive gear 420 are always in alignment with the gear teeth of the reference gear 416 when the drive gear 420 turns about the reference gear 416. For example, as shown in FIG. 8, when the drive gear 420 is centered on the reference angle line 445, the gear teeth of the drive gear 420 are directly aligned with the reference angle line 445. It can also be seen that when the drive gear 420 is rotated and turned to the position of the drive gear 420 ′, the rotation and rotation are controlled so that the gear teeth of the drive gear 420 ′ are also aligned with the angle line 445.

  Further, by controlling the rotation of the drive gear 420 by such a method, the drive gear 420 can be aligned with the reference gear 416 regardless of the radial position of the drive gear 420. In particular, the drive gear 420 can move linearly inward and outward. However, whatever the radial distance between the reference gear 416 and the drive gear 420, the gear teeth of the drive gear 420 remain aligned with the corresponding gear teeth of the reference gear 416 along the angle line 445. To come. As a result, the reference gear 416 is used to provide gear tooth synchronization not by arc length but by rotation angle, so this is one of the arrangements that implements drive and driven gear synchronization means. This is an example, whereby substantially constant meshing between one or more drive and driven gears is maintained within the gear ratio range. Further embodiments of the means for synchronizing the drive and driven gear are shown in other parts of the present application, such as those relating to FIGS. 1A-B, 6 and 11A-B.

  FIG. 8 shows the drive gear 420 and the reference gear 416, each having the same number of gear teeth and the gear teeth having a one-to-one relationship, but such an arrangement is not necessarily required. Rather, it must be understood that other relationships can be used. For example, in some other embodiments, the reference gear and the drive gear have a different number of gear teeth. In such an embodiment, the reference gear and the drive gear may have a number of gear teeth that are related by, for example, a common divisor. For example, the common divisor can be the number of driven gears or the number of driven gear positions in the system. In one example embodiment, a reference gear such as reference gear 116 (FIG. 1A) has, for example, 90 gear teeth and the drive gear has 6 gear teeth. In such a case, it can be seen that the number of gear teeth for each gear can be divided by 3 and 6. Thus, in embodiments where the number of driven gears is a divisor for the gear teeth, such an embodiment can have three or six driven gears.

  In some embodiments as shown in FIGS. 1A-B, for example, the number of gear teeth on the ratio reference gear 114 and / or the number of gear teeth on the driven gear are also related by the same or different common factors. For example, the ratio reference gear 114 may have 30 gear teeth, and the driven gears 132a-c may have 36 gear teeth on the internal gear shape, on the ratio reference gear 114 and the driven gears 132a-c. The number of gear teeth can also be divided by 3 and 6. It should be understood that the arrangements and number of gear teeth shown in this application are merely examples, and other numbers of gear teeth and / or common divisors can be used. For example, in some embodiments, the reference gear 116, the ratio reference gear 114, the drive gears 121a-f, and the driven gears 132a-c are different numbers of numbers that can be divided by 3, 6, or other common divisors. It can also have gear teeth. For example, in one embodiment, the reference gear and the ratio reference gear each have 96 gear teeth, while each drive gear has 18 gear teeth and each driven gear has 72 gear teeth. Thus, it can be seen that the number of gear teeth on the reference gear, ratio reference gear, drive gear, and driven gear can be divided by 3 and 6, respectively. Also, in example embodiments with three or six driven gears, the number of gear teeth on the reference gear, ratio reference gear, drive gear, and driven gear can each be divided by the number of driven gears.

  In other embodiments, the number of gear teeth of the various gears can be divided by other divisors, such as 2, 4, 5, 7, 8, etc., where these divisors are the number of driven gears. Or it may be the same as or different from the number of driven gear positions. In another embodiment, the number of gear teeth can be divided only by the common divisor 1, and the gear teeth can be kept synchronized by always engaging the drive gear and the driven gear. For example, in one example embodiment, the reference gear may have 60 gear teeth, the ratio reference gear may have 15, the drive gear may have 20, and the driven gear may have 16 gear teeth. Thus, it can be seen that the only common divisor for each gear is 1.

  Also, as further shown in FIGS. 1A-B, the drive gears 121a-f can have 30 gear teeth or a different number of gear teeth that can be divided by the same or different divisors. The component including 114 can be coupled to the reference gear 116. As described above, the ratio reference gear 114 is meshed with the reference gear 116, can rotate around the reference gear 116, and is given a rotation and / or turning motion to the drive gears 121a-f. In particular, by being connected to the reference gear 116 via the ratio reference gear 114, each of the drive gears 121a-f rotates about its own central axis, and as a group, in the illustrated embodiment, of the reference gear 116. Swivel around an external axis that is aligned with the center. In this manner, the combination of the ratio reference gear 114 and the reference gear 116 allows the drive gear 121a-f to rotate by a predictable angle amount regardless of the radial position and lever length associated with the drive gear 121a-f. Thus, the gear teeth of the drive gears 121a-f can always be aligned with the gear teeth of the driven gears 132a-c when they begin to mesh. Therefore, the ratio reference gear 114 and the reference gear 116 are substantially and constantly engaged between one or more drive gears and one or more driven gears in a range of gear ratios collectively and individually. Thus, one embodiment of a configuration that implements means for synchronizing one or more drive and driven gears. Also, the carrier 111 (FIG. 5) moves the drive rods 124a-b in the radial direction, moves the drive gears 121a-f inward or outward in the radial direction, and moves inward or outward in the radial direction. As long as it can be configured to maintain meshing with -c and thereby change the ratio between the transmission input interface 105 and the transmission output interface 170, the carrier 111 also has one or more drives during the gear ratio change and in the gear ratio range. This is an example of a configuration that realizes a means for synchronizing the drive and the driven gear so that the meshing between the driven gear and the driven gear is substantially always maintained.

  In order to maintain constant synchronization between the gear teeth of the drive gear and the gear teeth of the driven gear, the drive gear and the driven output gear can have involute gear teeth having substantially the same diameter pitch. As a result of such a configuration, the gear teeth of the drive gear will properly match the gear teeth of the driven gear when in the dead center meshing stage as well as any other meshing stage, and in the meshing stage. Regardless, it provides a constant output to the drive gear. Furthermore, the gear teeth of the drive gear and the driven gear are worn more slowly at all meshing stages than if the gear teeth are not aligned. Furthermore, as described above, the drive gear and the reference gear can have the same number of gear teeth, or any other number of gear teeth that are compatible, and the drive gear can be a reference gear. The gear teeth of the drive gear are also located at the center of the reference gear line at the top dead center. In some embodiments, for example, the number of gear teeth on the reference gear, ratio reference gear, drive gear, and / or driven gear can be divided by a number that is greater or less than the number of driven gears. In other embodiments, the divisor may be the same as the number of driven gears, but such features do not limit the invention.

  Using the number of drive gears as a common divisor can be effective for a variety of reasons. For example, such an approach is used to ensure that the center of each drive gear is on the reference line. Further, as described above, the number of gear teeth of the drive gear can be divided by the same divisor. Such a technique also provides a groove in which all the driven gears are aligned with the radial angle line of the reference gear at the top dead center when the gear teeth of one drive gear mesh with the driven gear at the top dead center. It may also be effective in having it. In some embodiments, a combination of these ratios and features connects the rotation of the gear teeth of the drive gear and the rotation and position of the gear teeth and grooves of the driven gear, and the lever length and the radial position of the drive and driven gears. Regardless, when the drive and driven gears are engaged and disengaged, the gear teeth of the drive and driven gears are synchronized. Accordingly, the drive gear can move radially outward and / or rotate to synchronize the mesh with the driven gear to produce a small and increasing variable output.

  As described above, the gear teeth of all the drive gears are disengaged from the gear teeth of all the driven gears, and there is no engagement between the input drive gear and the output driven gear, or the driven gear is a transmission input interface. Otherwise, the load driven by the transmission is effectively disconnected from the power source, until the transmission re-engages the drive and driven gear, and / or until the driven gear and transmission input interface re-engage. The load goes on inertia. Therefore, in environments and applications where it is desirable to maintain a constant power flow from the engine to the load while maintaining constant coupling with the power source, there is always meshing or the transmission gear ratio is determined. It is preferred to ensure that there is at least a substantially constant mesh between the gear teeth of the drive gear and the driven gear that provides essentially the same favorable results as the regular mesh. As described above, this can be achieved, for example, by moving the drive gear to a turning path around an external axis centered on the reference gear. When meshing is maintained, the driven gear rotates collectively around its center to provide power output. Also, if the driven output gear is offset from the pivot axis of the drive gear, the drive gear is always aligned for synchronous engagement when the disengaged drive gear approaches and intersects the reference gear line. As prepared, it can mesh with the output gear alternately. In addition, substantially constant meshing, which provides the desired result of constant meshing, also provides many gear ratios so that the gear ratio can be changed by a very short movement in the linear motion direction that takes place in a very short time. Can be maintained.

  Although the disclosed example transmission embodiments generally relate to embodiments in which two sets of drive gears mesh with three driven gears to drive three driven gears, such an arrangement is merely exemplary, It should be understood that a variety of other arrangements with different numbers of drive gears, drive gear sets, and driven gears can be used as not limiting the invention. Further, it is not necessary that the drive gear is a moon gear or a spool gear, and the driven gear is a ring gear. In fact, because the transmission components operate synchronously, power can flow back through the transmission even in reverse mode, forward mode, or neutral mode. For example, the torque flow path can be reversed through the transmission to produce other torque flow paths that are preferred in some applications. For example, the reverse torque flow path of some embodiments allows the transmission to operate at a faster speed with less torque.

  Also, the reverse torque flow path allows the ring gear to operate as a driving gear, and the moon gear or spool gear to operate as a driven gear. Thus, in such an embodiment, the driven gear can swivel and rotate while the drive gear moves linearly inward and outward along a predetermined path offset from each other by a predetermined angular interval. Should also be able to understand. However, in an example embodiment where the power flow is reversed, the reverse power flow can eliminate the meshed neutral feature of the transmission and / or facilitate between forward, neutral and reverse directions. Can be removed. In an example of such an embodiment, the meshed neutral feature and movement between forward, reverse, and selectively neutral is achieved using an output planetary gear set, such as the planetary gear set 104 of FIG. It can be realized. The planetary gear set 104 shows a ring gear 108 that is driven by one sun gear 106 that rotates relative to three planetary gears 107, but this is simply a planetary gearset that may be used with some embodiments of the present invention. It is only an example. For example, in other embodiments, a greater or lesser number of planetary gears 107 can rotate around the sun gear 106 and mesh with the ring gear 108.

  For example, in an example embodiment where a transmission, such as transmission 100 of FIG. 1A or transmission 100 ′ of FIG. 1B, has a configuration in which the torque flow path is reversed, transmission input interface 105 acts as a transmission output interface and transmission output Interface 170 acts as a transmission input interface. In such a case and as shown in FIG. 9, the transmission input interface 170 can extend through the transmission 100 and can be coupled to the input sun gear 106 of the planetary gear set 104, while the transmission output interface 105 is relative to the sun gear 106. Can be connected to the rotating planetary gear 107. The transmission output interface 105 can be connected to each planetary gear 107 by using a planet carrier (not shown) that allows the planetary gears 107 to rotate the same.

  Each planetary gear 107 also meshes with the ring gear 108. Also, the sun gear 106 and the planetary gear 107 can be in constant mesh with each other so that the input RPM from the new transmission input interface 170 can conflict with the output RPM of the new transmission output interface 105. Accordingly, when the transmission 100 is driven with a reverse torque flow and the sun gear 106 and the planetary gear 107 have the same magnitude, when the input RPM of the sun gear 106 has the same magnitude as the output RPM of the planetary gear 107, the sun gear 106 and The planetary gear 107 has a negligible net power provided to the ring gear 108 that is as zero as possible, so that between the sun gear 106 and the planetary gear 107 of the planetary gear set 104 and the drive gears 121a-f It can be seen that the transmission is placed in a neutral state while meshing with the driven gears 132a-c is maintained. The position of the drive and / or driven gear can then be adjusted to change the input and output RPM in order to move the transmission from the neutral output state. In this way, the angular speed of the transmission output interface 105 and the planetary gear 106 can change to move the transmission to either the forward gear or the reverse gear.

  For example, if the transmission input interface 170 is maintained at a constant angular velocity by increasing the angular velocity of the planetary gear 107, the angular velocity of the planetary gear 107 becomes larger than the angular velocity of the sun gear 106, which causes the ring gear 108 to It turns in one direction, for example clockwise, and the transmission is moved to the forward gear. On the contrary, if the angular speed of the planetary gear 106 decreases, the angular speed of the planetary gear 107 becomes smaller than the angular speed of the sun gear 106, so that the ring gear 108 rotates in the second direction, for example, counterclockwise. The transmission is moved to the reverse gear. Accordingly, by adjusting only the rotational speed of the planetary gear 107 and / or the sun gear 106, the planetary gear set 106 can be used, for example, in order to suppress the rotation of one or more ring gears 108, the planetary gear 107, or the sun gear 106, for example, Neutral, forward, or reverse conditions can be provided without applying external forces through the plate or band.

  The example embodiment shown shows that the transmission input interface 170 is coupled to the sun gear 106 and the transmission output interface 105 is coupled to the planetary gear 107, but in other embodiments such a relationship changes. Thus, it should be understood that the input interface is coupled to the sun gear 106 and the output interface is coupled to the planetary gear 107. Also, an example embodiment may include a sun gear 106 and a planetary gear 107 having the same size, and in other embodiments, the sun gear 106 and the planetary gear 107 may have different sizes. For example, the sun gear 106 may be larger than one or more planetary gears 107, and in other embodiments, the sun gear 106 may be smaller than the planetary gear 107. Even when the sizes of the sun gear 106 and the planetary gear 107 are different from each other, the angular velocities of the sun gear 106 and the planetary gear 107 are the same at the meshing point between the sun gear 106 and the planetary gear 107 but in the opposite direction. It should be understood that the planetary gear set 104 can form a neutral output state as shown herein as long as it has an associated linear velocity.

  In the disclosed embodiment examples, the drive and driven gears are shown as spool and ring gears, respectively, but it should be understood that in other embodiments the drive and / or driven gears need not be spool or ring gears. I must. For example, in one embodiment, the driven gear is not a ring gear but a spool gear. In such an embodiment, the driven spool gear can be moved radially to maintain engagement with the radially movable drive spool gear, and optionally substantially the same along a common central axis. It is movable along a predetermined axis that is offset at angular intervals. For example, each of the three driven spool gears can be offset and can move linearly along a linear path that is offset at an angular interval of about 120 degrees relative to the linear path of the other driven spool gear. Further, in the example of the embodiment in which the driving and driven gears are each a spool or a helical gear, the driving gear is formed so that the periphery of the driven gear forms a virtual gear that is maintained in a state of being substantially meshed with the driving gear at all times. Can turn around the outer periphery of the driven gear. In another example embodiment, the drive gear pivots within the perimeter formed by the driven gear, forming a virtual gear in which the inner side of the driven gear is maintained in a substantially constant mesh with the drive gear. .

  A schematic diagram of an example embodiment in which the drive gear meshes with multiple driven gears is shown in FIG. 10A, where the multiple driven gears can include, for example, spools or helical gears. In the illustrated embodiment, the four driven gears 532a-d are offset at the same angular spacing of 90 degrees. Also, the illustrated embodiment shows four drive gears 520a-d that are offset at the same angular spacing, and these drive gears are in dead gear engagement with the driven gears 532a-d. Accordingly, in the present embodiment, the drive gears 520a-d mesh with the driven gears 532a-d every 90 degrees at the top dead center. In some embodiments, and as shown herein, the drive gears 520a-d and the driven gears 532a-d can be configured to move radially inward and outward. For example, the drive gears 520a-d have a swivel path along which the lever length associated with the drive gears 520a-d can be increased or decreased and when the drive gear 520a-d swivels around the drive gear lever intersection. Can also move inwardly or outwardly to correspondingly increase or decrease. Similarly, the driven gears 532a-d can move inward and / or outward along a linear path that passes through the intersection of the levers and the center of each driven gear 532a-d. Accordingly, in the illustrated embodiment, the driven gears 532a-d can move linearly along a linear path that is offset by 90 degrees from each other. In this manner, the driven gears 532a-d can move in the radial direction in order to maintain the meshing with the driving gears 520a-d as the driving gears 520a-d move in the radial direction. In particular, in some embodiments, only the drive gear 520a-d pivots and linearly moves, and the driven gear 532a-d linearly moves, but does not pivot about the external central axis.

  As described above, when the four drive gears 520a-d mesh with the four driven gears 532a-d, dead center meshing is 90 degrees where each drive gear 520a-d meshes with any one of the driven gears 532a-d. Occurs every time. In the embodiment shown in FIGS. 2A-G, it can be seen that in an embodiment with three driven gears and two drive gears, top dead center engagement can occur every 60 degrees instead of every 90 degrees. Therefore, with about 37 percent fewer gears, the top dead center meshing frequency increases by 150 percent.

  A similar embodiment is shown in FIG. 10B, in which three drive gears 520a-c are used to drive four driven gears 532a-d. As shown in the illustrated embodiment, by removing one drive gear from the embodiment shown in FIG. 10A, the total number of gears is reduced by about 12 percent and the number of drive gears is reduced by 25 percent. It is possible to increase every 30 degrees by 300% from the embodiment shown in FIG.

  The final change in meshing frequency caused by changing the number of driving and driven gears can be explained by a modification of the vernier principle used in a measuring device such as a caliper. In the case of calipers, Vernier's principle is the basic measurement principle, taking the same distance, for example a tenth of an inch, and dividing this by an odd number of increments, for example 25, and an even number of increments, for example 24. Distances can be measured based on incremental alignment. For example, 24 incremental lines are aligned with 25 incremental lines every thousandth of an inch.

  In a similar manner, exemplary embodiments of the present invention can be driven by offsetting the input drive member and the output follower member at different angular intervals and / or using different numbers of drive and follower members. And can be employed to change the number of parts required to maintain substantially constant meshing of the driven gear. However, rather than requiring a single ratio of driven member to drive member, the specific ratio is a matter of design choice due to the requirements of any particular application area. Nevertheless, it can be seen that the number of drive members and follower members can affect the frequency of engagement between the drive member and the follower member.

  For example, Table 1 provides an example of how the number of drive members and driven members can affect the meshing frequency. In particular, Table 1 provides the frequency of dead point meshing to change the number of drive and follower members that are offset at the same interval. Although the frequency of dead center meshing is mentioned in Table 1 depending on the number of driving and driven gears, from the disclosure of the present application, the frequency of meshing is not only the total number of gears but also the driving and driven gears are different from each other. It should be understood that it can be determined by the number of positions. For example, as described with reference to FIGS. 1A-B, a transmission, such as transmission 100 or 100 ', has two different drive gears around a circle with drive gears positioned on two axes. Only three angular positions, including three driven gears and six drive gears. As described above, in such an embodiment, dead point meshing occurs every 60 degrees. As shown in Table 1, such results are consistent with a transmission with three driven gears and two drive gears, or a transmission with three driven gears and six drive gears.

  In other embodiments, as shown in Table 1 and the present application, the three drive gears can mesh with the four driven gears every 30 degrees. However, such engagement can be increased by changing the number of drive and follower members. For example, if five drive gears are used to mesh with six driven gears, one drive gear begins to mesh with the driven gear every 12 degrees. During this time, the other drive gears are also in various other states of meshing and disengaging with other driven gears. Further, as shown in Table 1, the engagement frequency can be actually reduced by simply adding one drive member so that the engagement only occurs once every 60 degrees.

  As shown in Table 1, in general, when there is an odd-even ratio between the drive gear and the driven gear, or when the ratio can be factored by the odd-even ratio, the drive gear and the driven gear There is a tendency for the most frequent engagement between them. For example, in the numbers provided in Table 1, eight driven gears are most frequently engaged when there are nine drive gears, i.e., at top dead center every 5 degrees, and when there are seven drive gears, It is meshed at top dead center almost frequently, ie every 6.5 degrees. However, the most frequent meshing of the eight driven gears and the even number of drive gears is every 15 degrees, which occurs when there are six drive gears. However, the same frequency can be obtained with only three drive gears, that is, half of the number of drive members.

11A-B, various aspects of a transmission 600 according to another exemplary embodiment are shown. As with the other embodiments shown in this application, the embodiment shown in FIGS. 11A-B determines the gear ratio of the transmission 600 and maintains substantially constant engagement between the drive and driven gears that cause the gear ratio to change. Gears or other members arranged in such a manner. Further, by maintaining substantially constant meshing between the drive gear and the driven gear, the transmission 600 is between the drive gear and the driven gear, between the driven gear and the power source, and with the power source. It is possible to allow a substantially constant connection between the two. Some embodiments may include a clutch or other mechanism that inhibits rotation of the drive and / or driven gear, but in some embodiments, there may be no external source to inhibit gear rotation. The connection can be maintained substantially at all times. However, in either example, the transmission can employ general operating principles and synchronization, as shown herein.

  In the illustrated embodiment, transmission 600 includes an input shaft 601 that is coupled to a power source and acts as an interface between the power source and transmission 600. For example, the power source can be an engine or a motor. Such an engine or motor may be associated with an automobile, elevator, conveyor system, motion mechanism, lathe, or any other system or device that operates in conjunction with substantially any type of engine or motor. Thus, it is understood that the transmission 600 is not limited to use with a moving vehicle or any other specific type of power source, but can be any type of power source in a wide variety of applications. Must. More specifically, the transmission 600 can be used in any application field where multiple gear ratios are required.

  In the illustrated embodiment, when the input shaft 601 receives power from a power source, the input shaft rotates about its own axis. In order to facilitate such rotation, the input shaft 601 can be pivotally supported for rotation by using the input bearing 602. The input bearing 602 can be secured in place in some embodiments, for example, by being secured to a transmission housing and / or other structure.

  Adjacent to the input bearing 602, the transmission 600 can include a reference ring 603 that can include an opening through which the input shaft 601 extends. The reference ring 603 is a reference gear described in the present application in some embodiments, and is fixed so as not to rotate when the input shaft 601 rotates. The reference ring 603 can also be secured to a transmission housing (not shown), the input housing 601, or other support. For example, the reference ring 603 can be secured directly to the transmission housing. In other embodiments, the reference ring 603 can be indirectly fixed to the transmission housing, for example, by being coupled to an input bearing 602 that is fixed to the transmission housing.

  Optionally, an input housing 610 may be provided. In some example embodiments, the input housing 610 is adapted to be fixedly rotated on the input shaft 601 to rotate the drive gear of the transmission 600. Input housing 610 can be secured to input shaft 601 by, for example, welding, mechanical fasteners, or other suitable attachment means. Therefore, the attached power supply unit also rotates the input housing 610 by the rotation of the input shaft 601. In the illustrated embodiment, the input housing 610 can further include multiple openings near the outer periphery, within which the bearing is inserted and which houses one or more drive shafts 604 that rotate therein. The The opening can be provided in the input housing 610 in any suitable manner. For example, the holes can be provided by a drill or reamer, cast or molded, or any other suitable method.

  As further shown in FIG. 11A, a timing gear 605 is attached to the drive shaft 604, which can be paired with a reference ring 603. The timing gear 605 may include, for example, a spool or a helical gear that meshes with the reference ring 603, and may include involute gear teeth that are paired with the involute gear teeth on the reference ring 603. As a result, when the input housing 610 is rotated, for example, by rotating the input shaft 601, the input housing 610 rotates and pivots the timing gear 605 around the reference ring 603, thereby rotating the drive shaft 604. . In this regard, at least the timing gear 605 can operate in the same manner as the ratio reference gear 114 of FIG. 1A operates.

  A pivot drive gear 611 (collectively indicated as “A” gear in the example of the embodiment of FIG. 11B) can also be secured to the drive shaft 604. Therefore, when the drive shaft 604 rotates, the pivot drive gear 611 also rotates. To facilitate rotation of the drive shaft 604, the input control link 613 is positioned on each side of the pivot drive gear 611 and includes openings and corresponding bearings so that the drive shaft 604 can be supported and / or rotated. Can do. Also, the pivot drive gear 611 can be paired with a drive gear 612 that is rotated by the rotation of the pivot drive gear 611 (collectively indicated as “B” gear in the example of the embodiment of FIG. 11B). The input control link 613 may further include an opening that accommodates a moon shaft (not shown) that rotates about an internal axis and a corresponding bearing.

  In the illustrated embodiment, an input link control gear 606 is mounted on each drive shaft 604 and positioned between the input housing 610 and the first input control link 613. Accordingly, the input link control gear 606 can mesh with and rotate about the first tube gear 637 by using paired gear teeth, which can be, for example, involute in some embodiments. As shown in this application, the tube gear 637 can rotate when the connected control tube 634 rotates, thereby rotating the input link control gear 606. In some example embodiments, the input control link 613 is coupled to a shaft (not shown) that rotates when the input link control gear 606 rotates, and as a result of the rotation of the input link control gear 606, The link 613 rotates and the drive gear 612 is at least partially pivoted about the pivot drive gear 611. Therefore, the drive gear 612 can move so as to move linearly around the pivot drive gear 611. Accordingly, the drive gear 612 moves inward and / or outward along a curved path around the pivot drive gear 611, thereby moving radially relative to an axis aligned with the center of the input housing 610. . The movement of the drive gear 612 inward or outward around the pivot drive gear 611 in this way can further change the turning path along the drive gear 612 by the turning of the drive gear 612 by the timing gear 605. As a result, the lever length between the drive gear 612 and the axis on which the drive gear 612 rotates, and the length of the rotation path of the drive gear 612 are also increased or decreased.

  As shown herein, the input control link 613 can be coupled to a shaft (not shown) that rotates the input control link 613. In some example embodiments, the shaft is centered on the input control link 613 such that when the input control link 613 rotates about the shaft, the position of the drive gear 612 coupled to the input control link 613 changes. Is offset from For example, in the arrangement example shown in FIG. 11A, the input control link 613 has an inner configuration such that the drive gear 612 is positioned at an inner position where the radial position of the drive gear 612 is inside the radial position of the pivot drive gear 611. Be placed. More specifically, the distance between the drive gear 612 and the axis on which the drive gear 612 rotates, that is, the lever length is shorter than the distance between the same axis and the pivot drive gear 611. As the drive gear 612 moves linearly around each pivot drive gear 611, the position of the drive gear 612 can change. For example, in one embodiment, the drive gear 612 can move radially along the curvilinear path around the pivot drive gear 611 to the outer position while moving in a radial direction so that the lever length changes. The radial position of the gear 612 is outside the radial position of the pivot drive gear 611. More specifically, in the outer position, the distance between the drive gear 612 and the axis on which the drive gear 612 rotates, that is, the lever length, is greater than the distance between the same axis and the pivot drive gear 611. For example, in one embodiment having the arrangement of FIGS. 11A-B, when the drive gear 612 is linearly moved about the pivot drive gear 611, the drive gear 612 can move from the inner position to the outer position. An example of the outer position of the moon drive gear 612 is shown as a moon drive gear 617 shown in phantom lines in FIGS. 11A-B.

  Although one outer position of the moon drive gear 617 is shown, each moon drive gear 612 of the transmission 600 can be moved to a corresponding outer position, and the moon drive gear 617 is located at the outer position of each drive gear 612. An example is shown. 11A-B show only two positions of the drive gear 612, such an arrangement is merely an example. Indeed, in some example embodiments, the drive gear 612 can be moved to any position around the pivot drive gear 611 when the drive gear 612 pivots about an axis that is aligned with the input shaft 601. The length of the swivel path along the drive gear 612 can vary between a very large number of lengths, preferably between an infinite number of lengths. As shown in this application, in some embodiments, engagement with the driven gear 614 can be maintained during a change in the turning path of the drive gear 612. In other embodiments, the engagement of the drive gear 612 and the driven gear 614 occurs only in a discontinuous turning path and a discontinuous gear ratio is provided in the transmission 600. However, as described above, embodiments of the present invention allow a discontinuous gear ratio to be maintained with very small corresponding changes in the turning path. For example, each gear ratio can be maintained in gear tooth increments that do not include fractions. As a result, a very small linear movement is required in order to change the gear ratio. Thus, the driven gear 614 moves linearly around the pivot drive gear 611 to provide, for example, 10, 20, 30, or more other discontinuous gear ratios.

  The drive gear 612 can also mesh with a pair of output moon gears 614 (collectively indicated as “D” gears in FIG. 11B) which are driven gears. Therefore, for example, when the moon gear 612 rotates as a result of the rotation of the pivot drive gear 611, the output moon gear 614 can also rotate in the example of the illustrated embodiment. The drive gear 612 and the driven gear 614 need not have the same radius, but when the input drive gear 612 and the output driven gear 614 have the same radius, the rotating drive gear 612 has the same angular velocity as the angular velocity at which the input moon gear 612 rotates. The driven gear 614 can be rotated. In each case, when the drive gear 612 meshes with the output moon gear 614 that is a driven gear, the output moon gear 614 also rotates about its own central axis. In some embodiments, the engagement of the drive gear 612 and the driven gear 614 occurs alternately when the drive gear 612 follows the turning path. For example, the driven gear 614 can be adapted to not collectively pivot about the external axis while the drive gear 612 pivots about the external axis. In such an embodiment, each drive gear 612 can mesh with and release from each moon driven gear 614 by turning the drive gear 612 around the external axis. As a result, each driven gear 614 is alternately meshed with various drive gears 612. Also, in some embodiments, the drive gear 612 and the driven gear 614 are arranged such that at least one drive gear 612 is engaged with the at least one driven gear 614 at any stage where the drive gear 612 rotates. Is done. In this manner, the drive gear 612 can maintain substantially constant mesh with the driven gear 614.

  In such example embodiments, the driven gear 614 is also coupled to the output control link 615. The output link control link 615 can be further connected to the output link control gear 640, which rotates around the second tube gear 636 whose rotation is controlled by the control tube 681. Therefore, when the second tube gear 636 rotates, the output link control gear 640 can be rotated by the tube gear 636. Further, the output link control gear 640 can be coupled to the output control link 615, and the output control link 615 is also rotated by the rotation of the output control link gear 640. The output gear 614 may be further coupled to the output control link 615, for example, by a shaft that is offset from the center of the output control link 615. In one embodiment, when the output control link 615 rotates, the output control link 615 directly drives the driven gear 614 along a curved path around the output pivot gear 607 (collectively shown as “C” gear in FIG. 11B). Move.

  In some embodiments, and as shown herein, rotation of the control tube 634 causes the first tube gear 637 to rotate relative to the rotation of the input shaft 601, while rotation of the control tube 681 causes the second tube gear to rotate. 636 is rotated. Thus, rotation of the control tubes 634, 681 allows each drive gear 612 and driven gear 614 to rotate at least partially around each pivot gear 607, 611. Accordingly, the drive gear 612 and / or the driven gear 614 can move inward and outward in the radial direction with respect to the axis around which the drive gear 612 rotates, for example, the axis aligned with the input shaft 601. The lever length between and increases. When the rotations of the control tubes 634, 681 are synchronized and the rotations occur at or near the same time, the rotations of the control links 613, 615 can also be synchronized so that the radial movement of the drive gear 612 and the driven gear 614 is also reduced. Be synchronized. In particular, the output control link gear 640 and the input control link gear 606 can be rotated by the second tube gear 636 and the first tube gear 637, respectively, and the radial positioning of the driven gear 614 is controlled almost simultaneously with the radial positioning of the drive gear 612. Is done. As a result, the driving gear 612 and the driven gear 614 substantially maintain an alignment state for meshing when the distance between the central axis of the input shaft 601 and the driving gear 612 and the driven gear 614 changes. be able to. Expressed in other ways, the drive gear 612 may change, for example, by changing the lever length of the drive gear 612 and, for example, by changing the length of the turning path of the drive gear 612 around the input shaft 601. And substantially continuously meshed with a driven gear 614 that rotates about its respective central axis and moves the corresponding radial distance. As described above with respect to the embodiments of the transmission 100, 100 ', such meshing can be achieved, for example, during a gear ratio change in a transmission that changes a sliding gear ratio or in a discontinuous gear in a transmission that changes a stepped gear ratio. Ratio. 11A-B, in each case, the outermost portion of the driven gear 614, that is, the portion of the driven gear 614 that is the farthest distance from the center of the control tube 634 is the virtual gear 651 shown in phantom in FIG. 11B. Form.

  As best illustrated in the example embodiment of FIG. 11B, when the input housing 610 rotates, the drive gear 612 may also be the center of the input shaft 601 and / or the control tubes 634, 681 in some examples. Can be swiveled around the center of the input housing 610 aligned with. Thus, although the drive gear 612 follows a turning path that extends around the outer periphery of the driven gear 614 along the edge of the driven gear that is the farthest distance from the center of the input housing 610, in other embodiments the drive gear is a driven gear. Can be along a turning path along the edge of the driven gear 614 closest to the center of the input housing 610, for example. Accordingly, the driven gear 614 moves radially outward to increase the distance between its outer edge and the center of the input housing 610, and the drive moon gear 612 is synchronously or nearly synchronously radial. As a result, the engagement between the drive gear 612 and the driven gear 614 is substantially maintained at all times. In other words, when the driven gear 614 linearly moves outward in the radial direction, the size of the virtual gear 651 increases, and the drive gear 612 maintains the meshing with the virtual gear 651 substantially constantly. At the same time, it can move linearly corresponding to the outside in the radial direction. Such meshing can be maintained during a gear ratio change in a transmission that maintains constant meshing between the drive gear 612 and the driven gear 614 when, for example, the drive gear 612 and the driven gear 614 slide inward or outward in the radial direction. . In other methods, the engagement of the drive gear 612 and the driven gear 614 may be temporary if, for example, a gear ratio change occurs in a transmission where the stage between the gear ratios is formed at discontinuous positions of the drive gear 612 and the driven gear 614. May be stopped.

  As shown herein, the transmission can provide essentially the same result whether the transmission is made to slide between gear ratios or in stages. For example, in a sliding or stepped transmission that changes the gear ratio by changing the radial distance between the drive gear 612 and the axis about which the drive gear 612 pivots, the momentum or torque spike loss is almost negligible. . In the illustrated embodiment, for example, the drive gear 612 rotates and pivots about an axis that is aligned with the center of the input housing 610. As a result, the control links 613 and 615 and the pivot gears 607 and 611 are collectively and individually configured so that the drive and driven gears form a very large number of gear ratios and an infinite number of gear ratios as possible. This is an embodiment of a configuration that realizes means for synchronizing the drive gear and the driven gear so that the engagement between the drive gear and the driven gear is substantially always maintained when moving in the radial direction.

  In an embodiment of an arrangement that includes five driven gears 614, the virtual gear 651 is a general pentagon with a rounded corner that is aligned with the driven gear 614. However, it should be understood from the disclosure of the present application that the shape of the virtual gear 651 can change. In general, for example, as more driven gears are added, the shape of the virtual gear 651 becomes closer to a circle. In other embodiments, the virtual gear configuration can always be viewed as a circle in which the driven gear is positioned at the vertex of a polygon that is bounded by a circular virtual gear. For example, in the illustrated embodiment, the virtual gear 651 may be circular with each drive gear 618 positioned at the apex of a general pentagon that is bordered by the virtual gear 651. Further, as the driven gear 614 moves outward or inward in the radial direction, the size of the virtual gear 651 is correspondingly increased or decreased. Accordingly, the drive gear 614 can be positioned at any of a variety of radial positions to form a number of virtual gears 651 having as many different sizes as possible.

  As described above, when the drive gear 612 is moved to an outer position such as the position of the drive moon gear 617, the length of the turning path taken by the drive gear 612 increases. Thus, for example, a constant rotational input for turning the drive gear 612 around an external axis such as an axis aligned with the center of the input housing 610 at a constant angular velocity causes the drive gear 617 to move at the position shown in FIGS. 11A-B. A linear velocity higher than that of the drive gear 612 is set. This is because the drive gear 617 must travel along a longer turning path than the drive gear 612, thereby moving a greater arc length per revolution. When the drive gear 612 is paired with the driven gear 614, thereby driving the driven gear 614, such increased linear velocity is shared by the driven gear 614 at the meshing point. Thus, a driven gear 614 that rotates about its own center but may not turn will experience increased linear and angular velocities. As a result, an increase in gear ratio is realized. It should also be understood that the gear ratio change can be realized by linearly moving the drive gear 612 between any two points on the path along which the drive gear 612 moves radially outward. For example, moving the drive gear 612 between any two points on the path 660 may increase or decrease the gear ratio accordingly. Also, as long as the path 660 can have any number of discontinuous or continuous points around which the drive gear 612 can rotate, the drive gear 612 can follow any number of as many as possible different swirl paths. A large number of as many gear ratios as possible can be realized.

  The relationship between the number of drive gears and the number of driven gears can be arbitrarily changed arbitrarily. For example, in one embodiment, there are the same number of drive and driven gears. In other embodiments, there are different numbers of drive and driven gears. As another example, it is expected that an even number of input moon gears may be used with an odd number of output moon gears and vice versa. For example, as described above, three output driven gears can be used with two drive gears. As shown in FIG. 11B, in another embodiment, five driven gears are used with eight drive gears.

  More specifically, FIG. 11B shows a partial cross-sectional view of the transmission 600 shown in FIG. 11A, where eight drive gears 612 (collectively referred to as “B” gears) have five driven gears 614 (collectively. And "D" gear). In the illustrated embodiment, the drive moon gear 612 and the driven moon gear 614 are positioned equally spaced at 45 degree and 72 degree angular intervals, respectively, although any other specific number of drive gears and / or driven gears may be used. Each moon drive gear interval and moon driven gear interval can also be changed. The drive gear 612 rotates in various ways including rotation about an axis passing through its own center and collective turning about an axis passing through the center of the input housing 610. As a result of the swiveling motion of the drive gear 612, the drive gear 612 is constantly engaged and disengaged with the driven gear 614 at various angles during the various stages in which the drive gear 612 rotates. For example, in the illustrated embodiment, and as shown in Table 1, for every 90 degree rotation of the input shaft 601, one of the eight drive gears 612 is meshed with one of the five driven gears 614. Become. As shown in FIG. 11B, while one or more drive gears 612 mesh with one or more driven gears 614, other drive gears 612 and driven gears 614 can be in various meshing stages.

  In the embodiment shown in FIG. 11A, the driven gear 614 also meshes with the output pivot gear 607 (collectively shown as “C” gear in FIG. 11B). As a result, when the driven gear 614 is engaged with the drive gear 612 and rotated by the drive gear 612, the driven gear 614 rotates the output pivot gear 607 relative to its own axis. Each pivot driven gear 607 is further coupled to a pivot shaft 620. Optionally, the pivot shaft 620 passes from the output pivot gear 607 through the output housing 616 using, for example, holes and bearings provided in the output housing 616. In some embodiments, the output housing 616 may be coupled to a transmission housing (not shown).

  As shown in FIG. 11A, the pivot shaft 620 can extend to the output gear 621 and be connected to the output gear 621. In the example of this embodiment, the output gear 621 is a star gear. As a result, any output pivot gear 607 is rotated by the moon driven gear 614 so that the pivot shaft 620 rotates the corresponding output gear 621. The output gear 621 can then mesh with the output planetary ring gear 622. Since each output gear 621 can mesh with the output planetary ring gear 622, the rotation of each output gear 621 is connected so that each output gear 621 maintains the same rotation with respect to its own center. By connecting the output gear 621, the rotation of the pivot shaft 620, the pivot gear 607, and the moon driven gear 614 is also connected, so that whether the moon driven gear 614 is engaged by the moon drive gear 612 and Regardless of the degree of engagement, each moon driven gear 614 maintains the same rotation about its own central axis.

  In the present embodiment, the planetary ring gear 622 includes an internal gear shape that meshes with the planetary gear 623. Therefore, the rotation of the output star gear 621 rotates the planetary ring gear 622, thereby meshing with the planetary gear 623 and rotating the planetary gear 623. The planetary gear 623 can be further connected to a proportional output yoke 630 using, for example, an extension 625. As the extension 625 is rotated by the planetary gear 623, the output yoke 630 is also rotated. With such an arrangement, power can be output from the transmission 600. Transmission 600 can also be coupled to a load or power sink in any suitable manner, and output yoke 630 can also act as an interface for providing power output of transmission 600.

  Optionally, an input gear 624, which can be, for example, a sun gear, is attached to the input shaft 601 and can mesh with each planetary gear 623. With such an arrangement, the output planetary ring gear 622 can relate the power input to the transmission 600 to the rotation of the output star gear 621, which is an intermediate output of the transmission 600. In particular, if the planetary gear 623 and the input sun gear 624 are the same size, and if the planetary gear 623 is rotated about its own central axis by the ring gear 622 at the same angular velocity as the rotational angular velocity of the input sun gear 624, the planetary gear 623 is in direct conflict with the input sun gear 624, which causes the output yoke 630 to have a negligible and zero output. That is, the drive gear 612 is maintained in mesh with the driven gear 614, but the transmission 600 is in a neutral output state. In this way, the drive and driven gears are engaged with each other, and the meshing neutral state is realized even though the rotation and the turning motion of each of them are continued. Thus, the transmission 600 does not need to disconnect the power source from the load, does not need to disconnect the drive and driven gear, and delays or stops the rotation of any drive or driven gear within the transmission 600. No mechanism is required and can be in a neutral output state. In the range where the output gear 621 rotates the planetary gear 623 faster than the input sun gear 624, the output yoke 630 generates a forward output in the transmission 600, while the planetary gear 623 rotates slower than the rotation of the input sun gear 624. In this case, reverse output is invited. The input star gear 621 and the output planet gear 623 are the same size in the example embodiment, but such features are not necessarily required. For example, in other example embodiments, the magnitudes of the input star gear 621 and the output planet gear 623 can vary. If the input star gear 621 and the output planet gear 623 have different sizes, the transmission 600 may be placed in a neutral output state despite the different angular velocities of the output planet gear 623 and the input star gear 621.

  As discussed herein, the transmission 600 provides a mechanism for changing between gear ratios having discontinuous increments or between gear ratios having substantially continuous, infinitely small increments. Further, it can be included. As a result, the transmission 600 is stepped and slipped between gear ratios, thereby not relying on the use of only a small group of discontinuous gear ratios, and without torque spikes or transmission A variable speed transmission is provided that changes the gear ratio without the torque spikes being so large as to damage the associated drive train. In the illustrated embodiment, the moving lever 631 is hinged to the pivot 632. When the movement lever 631 is rotated around the pivot 632, the rotation of the movement lever 631 displaces the movement control bearing 633 positioned around the control tube 634 that is coaxial with the input shaft 601 in this embodiment.

  In one example embodiment, the control tube 634 is generally adapted to maintain the same rotation as that of the input shaft 601. Accordingly, a pilot bearing (not shown) can be fixed to the inner side of the movement control bearing 633, the pilot bearing can be fixed to the control tube 634 and the input shaft 601, and the pilot bearing can rotate together with the control tube 634 and the input shaft 601. it can. The pilot bearing can be adapted to move along a control groove 635 formed in the control tube 634 and can be secured within a groove (not shown) within the input shaft 601. In an example embodiment, the control groove 635 and the input shaft 601 groove may have different paths. As a result, the movement of the movement control bearing 633 in the front-rear direction is along the path defined by the control groove 635, and the control tube 634 is rotated differently from the rotation of the input shaft 601. As a result, the control tube 634 rotates with respect to the rotation of the input shaft 601. The control groove 635 can include any suitable path. For example, in the illustrated embodiment, the control groove 635 has a spiral elongated “S” configuration, but this is just one possible configuration. The groove of the input shaft 601 can also have any suitable path. For example, in one embodiment, the groove of the input shaft 601 is a straight line.

  In an example embodiment, the movement lever 631 can be coupled to the exterior of the movement control bearing 630 with a second pivot 680. Accordingly, when the moving lever 631 is rotated about the pivot 632 and the movement control bearing 633 is displaced, the rotation of the moving lever 631 further moves the second pivot 680 in the axial direction with respect to the control tube 634. In some example embodiments, the second control tube 681 is also positioned around the movement control bearing 633 and, in some cases, positioned around the control tube 634. The second pivot 680 is positioned in the second control groove 682 formed in the second control tube 681, and the second pivot 680 moves along the second control groove 682, so that the second pivot 680 is Move axially relative to the control tube 634. Accordingly, the longitudinal movement of the movement control bearing 633 also causes the second pivot 680 to follow the path formed by the second control groove 682. The second control groove 682 can also include any suitable path. For example, in one embodiment, the second control groove 682 has the same configuration as the control groove 635. As an example, if the control groove 635 has a helical configuration, the second control groove 682 can also have a helical configuration that is positioned directly above the control groove 635 or offset from the control groove 635.

  Further, the movement control bearing 633 and the second pivot 680 can be further connected to the input link control gear 606 and the output link control gear 640, respectively. As a result, the longitudinal movement of the movement control bearing 633 and the second pivot 680 can rotate the control tubes 634 and 681 and rotate the control tubes 634 and 681 with respect to the input shaft 601. The input link control gear 606 and the output link control gear 640 are rotated. In particular, the control bearing 633 moves axially along the control tube 634, and the control tube 634 rotates relative to the input shaft 601, causing the control tube 634 to rotate. Similarly, when the second pivot 680 moves axially along the second control tube 681, the second control tube 681 rotates. Control tube 634 can also be coupled to tube gears 636, 637. Accordingly, when the control tube 634 rotates with respect to the input shaft 601, the tube gears 636 and 637 also rotate, thereby rotating the input link control gear 606 and the output link control gear 640. When the input link control gear 606 rotates, the input control link 613 rotates simultaneously with this, and the drive gear 612 attached to the input control link is synchronized with the periphery of the pivot drive gear 611 along the linear motion path 660, for example. The lever related to the drive gear 612 is changed by being linearly moved. In a similar manner, the second control tube 681 can be coupled to the tube gear 636 so that when the second control tube 681 rotates, the tube gear 636 can also rotate, thereby causing the output link control gear 646 to rotate. It becomes like this. When the output link control gear 640 rotates, the output control link 615 also rotates. The output control link 615 can be further coupled to a driven gear 614 that moves linearly around the output pivot gear 657 along the linear motion path 661, for example. As a result, the control tubes 634, 681, tube gears 636, 637, link control gears 606, 640, and control links 613, 615 together and individually form any number of continuous gear ratios. In addition, when the drive gear and the driven gear move in the radial direction, a means for realizing a means for synchronizing the drive and the driven gear so as to maintain a substantially constant mesh between the drive gear and the driven gear. This is an example.

  By using control tubes 634, 681, tube gears 636, 637, control links 613, 615, and / or link control gears 606, 640, or any other equivalent configuration, drive gear 612 and driven gear 614 are driven. It should be understood that although the gear 612 can move in one or more radial directions synchronously with respect to the pivot axis, in other embodiments, the control tubes 634, 681 rotate independently of each other. Such a relationship further increases or decreases the arc length that the drive gear 612 must move when it turns. As shown herein, such increased or decreased arc length increases or decreases the linear velocity associated with drive gear 612, thereby increasing the output of driven gear 614 having a corresponding linear velocity at the point of engagement. Or reduced and rotated at a corresponding angular velocity. Further, since the drive gear 612 can move to an arbitrary position around the pivot drive gear 611, the drive gear 612 is alternately positioned at an arbitrary position among a number of discontinuous positions or an infinite number of continuous positions as much as possible. This further provides as many as possible an unlimited number of swivel arc lengths and gear ratios as shown herein.

  Further, the synchronous movement of the input link control gear 606 and the output link control gear 640 by the moving lever 631, the pivot 632, the second pivot 680, and the control bearing 633 causes the input moon gear 612 to be kept in mesh with the output moon gear 614. If the arc length changes when the input moon gear 612 turns, the meshing is substantially maintained at all times. In particular, when the lever length changes, the meshing is maintained substantially constantly, so that increasing the lever increases the arc distance, which causes the output moon gear 614 to rotate at a higher angular velocity. Similarly, when the lever length is changed so that the lever length is reduced, the arc length of the turning path is also reduced, whereby the output moon gear 614 is rotated at a smaller angular velocity.

  The transmission 600 according to an embodiment maintains the connection between the drive gear 612 and the input shaft 601 during the gear ratio change. However, according to other embodiments, the rotational and / or pivoting motion of the drive gear 612 can be separated from the rotation of the input shaft 601 for at least a short period of time when the gear ratio change is performed. For example, similar to the transmission 100 'of FIG. 1B, the transmission 600 may include one or more clutches (not shown) that stop the pivoting and / or rotational movement of the drive gear 612 when engaged. For example, the clutch is positioned between the input shaft 601 and the input housing 610. As a result, if the clutch is engaged when the input shaft 601 rotates, the input housing 610 does not rotate. Therefore, the input housing 610 does not rotate, and the drive gear 612 does not rotate or rotate.

  According to the disclosure of the present application, it should be understood that the above positioning of the clutch is merely an example. For example, in other embodiments, a clutch (not shown) can be additionally or otherwise disposed between the input housing 610 and the drive gear 612. Accordingly, when the clutch is engaged in such an embodiment, the drive gear 612 can be swung continuously, but the rotation of the drive gear 612 is stopped when the input housing 610 rotates. Sometimes.

  As described above for the transmission 100 of FIG. 1A, it may be preferable to reverse the torque flow through the transmission 600 in some applications. For example, in one embodiment, it may be preferable to have a low torque output when the transmission 600 starts forward gearing from a meshing neutral state. Thus, in other embodiments, the torque flow through the transmission 700 is reversed, resulting in a low to neutral torque characteristic or other favorable torque flow characteristic. For example, in such an embodiment, power is input through a yoke 630 that acts as a transmission input interface. The torque flow is reversed, and the output moon gear 614 operates as a drive gear and meshes with the input moon gear 612 serving as a driven gear to drive the input moon gear 612. When the moon gear 614 rotates, the moon gear 614 also turns, thereby causing the input shaft 601 to rotate, and the input shaft 601 operates as an interface that provides power output.

  In some cases, adjustments may be required to reverse the torque flow through the transmission 600 to facilitate selective meshing neutral features. Therefore, as described above with reference to FIG. 9, the meshing neutral state can be realized by using a planetary gear set. In particular, the input at the yoke 630 can be conveyed through the transmission 600 and can be connected to a sun gear that rotates relative to various moon gears that are connected to the power output of the shaft 601. In this way, the input and output RPMs are placed in conflict. Therefore, if the sun gear and the planetary gear have the same linear velocity at the meshing point, the sun gear and the planetary gear collectively do not provide any output to the ring gear. Therefore, the transmission 600 is in a meshing neutral state. However, if the input or output RPM is increased over the other, a forward output operating at the lowest possible torque or a reverse output may be obtained.

  Therefore, it can be seen that any one of various types and various numbers of driving and driven gears and gear sets can be used to change the meshing frequency and the number of gears required for various application fields. In fact, it is anticipated that each application area may require a different set of items, and the advantages and features of having various types and numbers of gears are what and how many drive and driven gears. Must be evaluated to determine whether to use For example, in some embodiments and as described above with respect to FIGS. 1A-B, the driven gear can be a ring gear driven by an input spool gear. In other embodiments, the torque flow through the transmission can be reversed so that the driven gear becomes the drive gear. In such an embodiment, each ring gear has an internal arch that favors the pivoting of the spool gear, thereby maintaining the engagement of the drive and driven gears on a longer arc path than allowed by the spool or helical gear. it can. Accordingly, a ring gear may be preferred to maintain a more constant engagement with a smaller number of total parts.

  However, the ring gear may be larger than the external driven spool gear shown in FIGS. 11A-B. Contrary to the ring gear, the curvature of the external driven gear contrasts with the curved turning path of the drive gear and can maintain meshing on each arc path shorter than that maintained by the ring gear. Thus, if a driven spool gear is used in one embodiment, more driven gear can be used to increase the overall mesh between the drive gear and the driven gear.

  Also, in applications where transmission size and / or weight are critical design parameters, it may be preferable to minimize the number and / or size of gears in the transmission. On the other hand, if the power source supports a large load, it may be preferable to provide more gears. As an example, when the number of drive gears and driven gears increases to 8 and 5, respectively, dead center meshing occurs between the drive gears and the driven gears approximately every 9 degrees along the turning path of the drive gears. Sometimes. In such an arrangement in which the drive gear pivots and the input shaft rotate at the same angular velocity, the drive and driven gears begin to engage in dead center for every approximately 9 degrees of input shaft rotation. In such an embodiment, the remaining drive and driven gears can be in various stages of engagement and disengagement states when one drive gear and one driven gear mesh with dead center. For example, five of the drive gears can be engaged to some extent, but the three drive gears are not engaged with the driven gear. (See FIG. 11B). Thus, the five drive gears can share the load among their gear teeth. Conversely, in the embodiment shown in FIGS. 2A-G in which two drive gear sets mesh with three driven gears, only one drive gear is meshed with any driven gear and meshed with any other driven gear at the time of dead center meshing. Must support the overall load.

  Referring to FIG. 12, there is shown schematically another embodiment of a power conversion system 735 that can be used in a transmission, as shown herein. The power conversion system 735 includes multiple drive gears 712 and driven gears 714 that can operate as discussed with respect to FIGS. 1A-B and FIGS. 11A-B. In the illustrated embodiment, a drive gear 712 is coupled to each lever arm 716a-b. However, as discussed herein, it should be understood that the lever arm 716 can be a physical lever or a virtual lever. For example, in particular, the drive gear 712 can be coupled through a virtual arm, and the drive gear 712 can be coupled to a carrier or other mechanism that moves the drive gear radially inward and / or outward, for example. Similarly, the driven gear 714 can be configured to move linearly in the radial direction. Further, as described above, the drive gear 712 and / or the driven gear 714 can be configured to rotate about their respective centers, and can be configured to selectively rotate around an external central axis. For example, in the illustrated embodiment, the drive gear 712 can be offset around the circumference at an angle and can pivot about an axis that passes through the center of the circle.

  As described above for transmission 600 (FIGS. 11A-B), a transmission according to one aspect of the present invention includes a plurality of drive gears 612 and driven gears 614 that are aligned in a single plane, ie, a single axial position. Can be included. When considering the disclosure of the present application, it should be understood that this is merely an example. For example, FIG. 12 shows one embodiment of a power conversion system 735 that allows multiple drive moon gears 712 to mesh with multiple driven sun gears 714 and rotate the multiple driven sun gears 714, where the drive The gear 712 and the driven gear 714 are positioned on multiple planes that are separated in the axial direction.

  In the particular embodiment shown in FIG. 12, the power conversion system 735 has a stack configuration in which the drive gear 712 and the driven gear 714 are arranged in two planes 708a-b. It should be understood that such embodiments are provided by way of example only, and are not limiting and other arrangements are possible. For example, in some embodiments, the drive gear 712 and the driven gear 714 can be stacked to be aligned in 3, 4, 5, or more planes, preferably or appropriately for a particular application.

  Stack arrangements can be particularly advantageous for a variety of other applications. For example, in improved applications, the transmission may be required to fit within a particular envelope. In some cases, the envelope may allow the transmission to have a relatively long axial length while having only a limited width. In such cases, additional stacks of drive and driven gears can increase the transmission length, and such transmissions can easily meet the width requirements while remaining within the available space length. It can be easily fitted.

  In addition, as shown in the present application, in a certain application field, it is preferable to increase the frequency of dead center meshing between the drive gear 712 and the driven gear 714. As mentioned above, one way to increase such engagement is to use a vernier relationship. As shown in Table 1, not all vernier relationships are the same, and the meshing frequency can be further increased by further changing the number of drive and driven gears. For example, one of four drive gears that mesh with three driven gears alternately collides with dead center meshing every 30 degrees along the turning path. However, such engagement can be increased by increasing the number of drive and / or driven gears. Furthermore, one of the four drive gears meshes directly with one of the five driven gears every 18 degrees. Also, one of the nine drive gears meshes directly with one of the eight driven gears every 5 degrees.

  Increasing the number of gears while maintaining a vernier relationship as much as possible can affect the size and performance characteristics of the transmission. For example, consider a simple embodiment where it is determined that the transmission can use four drive gears, each 2 inches in diameter, to obtain the desired performance. To further adjust the width limitations and to obtain the desired range of gear ratios, the diameter of the swivel path must vary between 4.5 inches and 10 inches.

  It should be understood that in a single planar embodiment where the drive gear is located inside the driven gear, the four drive gears may not be able to operate at the smaller end of the desired pivot path. For example, if the drive gear moves inward to form a virtual gear and a turning path each having a diameter of about 5 inches, the four driving gears inside the turning path begin to collide. The drive gears start to mesh with each other and their movement is disturbed. As a result, the transmission cannot use a drive gear that is in a turning path between 4.5 inches and 5 inches in diameter. As a result, the transmission may not provide the desired range of gear ratios.

  One possible solution for such a problem involves reducing the number of drive gears or using smaller drive gears, thereby increasing the space available within the turning path. In some applications, each alternative solution is useful and feasible. However, as described above, reducing the number of drive gears can affect the frequency of dead-point meshing, while reducing the size of the drive gears causes the drive gear to fail when transmitting torque. Make it easier to do. Thus, in some applications, other solutions may be required. Another possible solution is to adjust the drive train so that the drive gear can provide the desired gear ratio in a larger swivel path. Also, although possible, such an alternative may require an increase in transmission size and may not be suitable for certain applications.

  The embodiment shown in FIG. 12 shows another alternative solution that takes this situation into account. For example, as shown in the illustrated embodiment, the power conversion system 735 can use four drive gears 712 of a desired size even when the diameter of the turning path is reduced. This is achieved by separating the drive gear 712 into multiple stacks. In the illustrated embodiment, for example, the drive gear 712 is separated into two stacks. Specifically, the two drive gears 712a-b exist in the first plane 708a, and the remaining two drive gears 712c-d are offset in the axial direction from each other and exist in the second plane 708b.

  In the first plane 708a, the drive gear 712a is spaced around the circle. In the illustrated embodiment, the drive gears 712a are separated from each other by an angular interval of 180 degrees. Further, the drive gear 712b is similarly spaced on the second plane 708b. In the illustrated embodiment, the drive gear 712a set is rotated relative to each other. In particular, the drive gear 712c-d is rotated 90 degrees with respect to the drive gear 712a-b. Accordingly, as shown in FIG. 12, the four drive gears 712 are spaced around the circle and separated from each other by 90 degrees so that there are four angular positions for the drive gear 712.

  To maintain the engagement between the drive gear 712 and the driven gear 714, the driven gear 714 can also be arranged in a stack configuration. In the illustrated embodiment, for example, five driven gears are aligned with each of the first plane 708a and the second plane 708b for meshing with the drive gear 712, and the five driven gears 714a on the first plane 708a are arranged in the first plane 708a. It can be offset in the axial direction from the five driven gears 714b in the two planes 708b.

  As further illustrated, in some embodiments of a double stack or multiple stack transmission, the driven gear 714 of each stack can be aligned along a common axis. For example, each of the five driven gears 714 in each plane 708a-b can be spaced around the circle at a 72 degree interval. The driven gear 714 of each stack may rotate with respect to the remaining driven gear of one or more stacks. However, in other embodiments, one or more stacks of driven gears 714 may not rotate relative to each other. For example, in the embodiment shown in FIG. 12, each of the five driven gears 714a on the first plane 708a is coaxially aligned with the pair of driven gears 714b on the second plane 708b. Thus, in such an embodiment, there may only be 5 angular positions for 10 driven gears 714.

  As can be understood from the disclosure of the present application, by using the double stack of the drive gear 712 and the driven gear 714, not only the diameter of the virtual gear formed by the inner periphery of the driven gear 714 but also the drive gear 712 is swiveled. The diameter of the path to be reduced can cause the transmission to have a reduced width or diameter. Specifically, as long as there are a smaller number of driven gears in each plane, overcrowding, interference, and tilting of the drive gear 712 is reduced or eliminated in the turning path, thereby increasing more when compared to a single plane transmission. The drive gear 712 can be disposed within the same area.

  The illustrated embodiment also maintains a vernier relationship between the drive gear 712 and the driven gear 714. Specifically, the illustrated embodiment uses four drive gears and ten driven gears for a 4 to 10 ratio. However, the driven gear 714 is coaxial in each plane, so that there are only five angular positions for the driven gear 714, so the vernier relationship between the drive gear and the driven gear is also 4 to 5 The dead center meshing occurs every 18 degrees between one drive gear 712 and one driven gear 714.

  As can be appreciated, the rotation and pivoting motion of the drive gears 712a, 712b can be connected to each other like the rotation of the driven gears 714a, 714b. Such links can be maintained in any suitable manner, including the schemes shown herein with particular reference to FIGS. 1A-B and 11A-B. In some embodiments, each planar drive gear 712 can rotate and pivot in the same direction. For example, by way of example only, the drive gear 712 in each plane can rotate clockwise and can turn counterclockwise. Thus, the drive gear 712 can also rotate the driven gear 714 in the same direction, for example, counterclockwise from both planes 708a-b.

  Accordingly, both the magnitude and direction of the turning and rotational motion of the drive gear 712 and the magnitude and direction of the rotational motion of the driven gear 714 can be constant regardless of the plane on which the drive gear 712 or the driven gear 714 is located. However, it should be understood that this is merely an example. For example, in other embodiments, the drive gear 712a can rotate and pivot in the opposite direction to the drive gear 712b, and the driven gear 714a can rotate in the opposite direction to the driven gear 714b. For example, the driving and driven gears in each plane can be connected by a differential, so that the driving gear and the driven gear in one plane move equally in the opposite direction with respect to the driving gear and the driven gear in the second plane. become. Specifically, the drive gears 712 on each plane 708a-b have the same size and size but are capable of rotating and turning in the opposite direction. Similarly, the driven gears 714 in each plane have the same size, but can rotate in the opposite direction.

  In view of the disclosure of the present application, the embodiment shown in FIG. 12 is merely an example, and that any of a number of different planes, stacks, or gears may be implemented in accordance with the present invention. Must understand. Further, in one embodiment, the use of a rotating drive gear 712 may not be required. In particular, according to one embodiment, the drive gear 712 can be swiveled but fixed so as not to rotate. Accordingly, the speed transmitted to the driven gear 714 is a function of only the turning motion of the drive gear 712 and not a function of both the turning motion and the rotational motion. Moreover, as long as rotation of the drive gear 712 is not required, it may replace with another drive member. For example, according to one embodiment, the drive gear 712 may be replaced with a drive fork that does not rotate. In particular, the drive fork can have teeth only on the outer periphery that meshes with the drive gear 714, thereby causing the driven gear 714 to rotate.

  Thus, a transmission according to the principles of the present invention can be adapted for use in any of a variety of applications, and the present invention is not limited to any particular configuration or application. For example, the constant mesh transmission according to the present invention is used in automobiles, in other application fields that use a transmission, or in other application fields that do not use a transmission.

  FIG. 13 schematically shows one way in which the transmission according to the invention can be realized. In particular, in the illustrated embodiment, transmission 700 is disposed between power source 702 and load 704. As such, the transmission 700 is configured to transmit the power provided by the power source 702 to the drive load 704. Also, if transmission 700 is a variable speed transmission according to an example embodiment of the present invention, as many gear ratios as possible can be provided in the gear ratio range and / or meshing for load 704 Neutral can be provided.

  Also, as further shown in FIG. 13, a drive train may be used to operably couple power source 702 to load 704 via transmission 700. For example, as shown, the exemplary drive train includes a first drive member 701 that operably couples a power source 702 to the transmission 700. For example, in one embodiment, the drive member 701 can be a rotary input shaft that transmits torque output from the power source 702 to the input interface of the transmission 700. In some embodiments, the torque input shaft is a single shaft that directly couples the power source 702 to the transmission 700, but in particular, from the present disclosure, in other embodiments the drive member 701 is 2 It should be understood that more than one interconnected shaft, gear, belt, chain, or other member that transmits power between the power source 702 and the transmission 700 can be included.

  Further, as shown herein, the transmission 700 can receive power or torque provided by the power source 702 and can provide a variable speed output. For example, if the power source 702 is coupled to the transmission 700 by one or more torque input shafts, the power source 702 may power the transmission 700, which then causes the input speed to change. Providing a variety of output speeds and / or directions. As shown herein, the transmission 700 may be a variable speed transmission that provides as many gear ratios as possible in the range of gear ratios to provide different output speeds. Also, the transmission 700 according to some embodiments can be configured to change between forward and reverse outputs. In some embodiments, the change between the forward output and the reverse output may be performed without substantially disengaging the power source 702 from the load 704 and / or with one or more drive gears of the transmission 700. Engagement with the set of driven gears can be effected without substantial release. Also, in one embodiment, the transmission 700 further forms a neutral output state where no power is output by the transmission 700 or almost negligible power is output. However, in one embodiment, the neutral output state is maintained, for example, by maintaining the meshing neutral in the transmission 700 and substantially maintaining the connection between the power source 702 and the load 704.

  When power is output from the transmission 700, the power can be transmitted to the load by at least one second drive member 703. The drive member 703 can be, for example, an output shaft that rotates when the transmission 700 provides output. It should be understood that when the drive member 703 receives output torque, a torque flow path is formed between the input torque to the transmission 700 and the output torque of the transmission 700.

  In some embodiments, transmission 700 includes a single transmission or multiple transmissions. For example, the use of a single transmission is expected to provide a wide range of gear ratios. In other embodiments, multiple transmissions can be used to obtain the final gear ratio change.

  In embodiments where multiple transmissions are stacked, each transmission can provide a narrower range of variable gear ratios, but a wider range of gear ratios is possible when combined. For example, the power input to the first transmission can be output at the first gear ratio and then input to the second transmission to which the second gear ratio is applied. Thus, the final gear ratio between the input to the first transmission and the output of the second transmission may be greater than can be provided by each transmission alone.

  Thus, according to one aspect of using multiple transmissions stacked in this manner, each transmission may be smaller than required to obtain the final gear ratio within a single transmission. Thus, in applications where the outer diameter that the transmission can be placed is small but the length available is longer, the ends of the multiple transmissions are “stacked” together to provide a wider gear ratio. be able to. This is particularly effective when the conventional transmission is removed and improved to the transmission according to the present invention. For example, if a conventional transmission is removed, the new transmission must fit within the envelope left by the removed transmission. If the length of the transmission is long and the width is small, the transmissions can be stacked to provide a predetermined range of gear ratios. However, it should be understood that multiple transmissions do not need to be stacked to obtain a gear ratio range of conventional transmissions. In fact, in some embodiments of the invention, changing the lever length to less than 3 inches can provide the full range of gear ratios commonly used by conventional transmissions, within that range whenever possible. More discontinuous or continuous gear ratios can be provided. Thus, a transmission according to an embodiment of the present invention can be configured to fit within the envelope of a conventional transmission and provide the same or a wider range of gear ratios.

  As shown in the present application, the transmission according to the present invention can be realized in any variety of application fields. In this regard, power source 702 represents any of a variety of different power sources used in any of a variety of applications, and load 704 may be any of a variety of different power sources that are moved or operated with power source 702 by power source 702. Indicates the load. In one embodiment, power source 702 can be, but is not limited to, an electric and / or internal combustion engine by way of example, and any other suitable power source is contemplated. Such engines may be used, for example, in passenger cars or other types of motorized vehicles, examples of which are passenger cars, tractors / trailers, military vehicles, maritime ships, aircraft, helicopters, off-road cars, construction equipment, etc. is there. In such a case, load 704 can include the vehicle itself, as well as any weight supported by or included within the vehicle. For example, such a vehicle may include a plurality of wheels used to move a load. In such an embodiment, the transmission 700 can be coupled to the wheels by a drive train indicated by the drive member 701. Therefore, the power output from the transmission 700 is transmitted from the driving member 701 to the wheels, and other weights of the vehicle indicated by the load 704 are transported and transported.

  A special aspect of the transmission according to the invention is that the transmission can be used in a variety of applications with low or high torque requirements. For example, a vehicle such as a snow vehicle may have a relatively low torque requirement to operate the snow vehicle with a friction-based CVT or IVT transmission. However, semi-tractor trailers and any field of application with high associated loads have greater torque requirements that make such transmissions impractical. However, since the transmission according to the present invention does not depend on friction, the problem of combustion and friction heating related to such a friction base system does not occur. Also, when starting in neutral, and extending in the forward and reverse directions, small gear ratio increments are obtained, so in such applications the load does not activate the clutch or burns in an inter-steel system. It can be started without generating friction. Indeed, as described above, transmissions according to some embodiments of the present invention can be implemented without a clutch or clutch plate, reducing the heat generated by the friction clutch. Also, since the need for such clutch plates is eliminated, the hydraulic control system that controls the associated clutch can be reduced or eliminated, thereby reducing the load to be driven by the power source 702 and making it smaller and more efficient. A power source is used.

  One application field in which the transmission according to the present invention may be used is a vehicle equipped with a motor, but the transmission 700 is used with a power source 702 and a load 704 that represent any of a variety of other applications. The point should be understood. For example, in one embodiment, power source 702 and load 704 represent a conveyor system. In such an embodiment, an electric motor or other motor may drive a conveyor belt along the conveyor track carrying raw materials, assembled products, or any other material or product. Thus, the truck and the material being conveyed contribute to the load 704 and the engine is represented by a power source 702.

  In the conveyor system embodiments described herein, substantial advantages can be identified when the conveyor system uses the transmission 700 according to embodiments of the present invention. For example, the transmission 700 can operate at any of a number of gear ratios that can be changed in very small, infinitely small increments. Thus, when the conveyor system is activated, a lower gear ratio can be used to transfer power from the power source 702 to the conveyor belt, thereby causing the conveyor belt to start at a lower speed. When the belt system establishes thrust, the transmission 700 can be controlled to increase the gear ratio, which causes the gear ratio to vary. Also, if the conveyor system needs to be stopped, the transmission 700 can be controlled to provide a neutral state while maintaining the connection between the power source 702 and the load 702. Thus, when the conveyor is restarted, the power need not be re-engaged and the transmission 700 can be controlled to further increase the operating speed. Also, in some embodiments, the power source 702 can operate at a constant speed, and the transmission 700 can provide multiple gear ratios with a range of gear ratios that slide or advance progressively. . Thus, a single engine used to operate on multiple speeds can be manufactured smaller than conventional systems, thereby increasing system efficiency.

  As another aspect, transmission 700 may be used in an elevator, ski lift, gondola, or other system for transporting people. For example, in such an embodiment, the transmission 700 can be coupled to an electric engine, a combustion engine, or some other type of engine that operates as a power source 702 that drives a load 704, which includes: Elevator carriages, lift chairs, gondola, transported people and equipment can be included. In such an application field, disconnecting a power source from a load that transports a person may cause safety concerns, and therefore a speed change transmission is not normally used. However, with the transmission according to the present invention, it should be understood that the transmission 700 can provide a constant connection between the load and the power source while providing various gear ratios. Also, in such a system, the transmission 700 can be controlled to change the gear ratio instead of requiring more power from the engine due to the increased load, which allows for heavier loads on the same or smaller engines. It moves.

  As another aspect, the transmission 700 according to the present invention can be realized by a power generation system. For example, in one embodiment, the power source 702 includes or is derived from a wind power source or a hydraulic power source. Therefore, as an example only, the transmission 700 can be employed in wind turbine application fields and hydroelectric dams. For example, wind and flowing water can be captured by turbine blades and have kinetic energy that can be transmitted to transmission 700 by drive member 701. For example, the drive member 701 can be a shaft that is rotated when kinetic energy of wind or water is captured. The drive member 701 can also include a turbine blade that causes a power source of motion to be input to the drive member 701, which in turn causes it to be converted to a rotational power source for input to the transmission 700. .

  As the rotating shaft inputs power to the transmission 700, the torque supplied is output at any of various speeds and is coupled to the generator indicated by the load 704 by the second drive member 703. Through which the rotational energy is converted into electricity. However, some generators may require a rotational energy threshold before power is generated. Accordingly, in such an embodiment, the transmission 700 can be employed between the generator and the turbine blade, and a greater rotational speed of the drive member 703 is obtained with very little wind or water flow. Also, the variable ratio of the transmission 700 can be used to increase power generation by increasing flow and by providing more torque, resulting in greater power output from the generator. Thus, a wider range of wind and water flows is used for power generation, and a larger amount of flow is further used.

  In other embodiments, the transmission 700 can be employed in a human or animal power system for a human or animal to provide power and act as a power source 702. For example, according to an example embodiment of the present invention, the transmission 700 may be implemented in a bicycle where a human being provides power input, and in this embodiment, the load on the bicycle and the bicycle is the load 704. Works. As described above, the person who operates the bicycle provides power to the transmission 700 via the drive member 703, so that the transmission 700 can realize various various gear ratios necessary for transmitting power to the load 704, for example. obtain.

  As can be appreciated from the disclosure of the present application, one aspect of a transmission according to the principles of the present invention is the variety of applications in which the transmission can be used. While examples of various fields of application are described in this application, it should be understood that the transmission of the present invention is not limiting. In fact, the transmission according to the present invention can be used in any application where a transmission is preferred, regardless of whether such application uses a current transmission. Also, the type of power source that can be used with the transmission according to the present invention is not limited to any particular type of power source. For example, as described above, the power source can be an engine, a human operator, or any of these or natural energy sources, or any other type of power source.

Claims (37)

A first transmission interface;
A power transmission member of a first set, comprising a plurality of gears that are at least indirectly coupled to the first transmission interface, each of the plurality of gears having a circumference and a distance over the entire length of the circumference. Each of the plurality of power transmission members is configured to move along each of the turning paths, and the turning path includes all of the shafts on the outer sides of the plurality of gears. A first set of power transmission members extending around the circumference, wherein each turn path length of the plurality of power transmission members is selectively changed such that a unique gear ratio is defined for each turn path length;
One or more configured to mesh with the plurality of gears of the first set of power transmission members and collectively configured to maintain substantially constant mesh with the plurality of teeth of the first set of power transmission members A second set of one or more power transmission members including a meshing structure;
And a second transmission interface coupled to the second set of one or more power transmission members. The transmission according to claim 1, further comprising:
A guide structure for engaging one or more power transmission members of the second set and selectively guiding the radial movement of the one or more power transmission members of the second set;
The guide structure is a transmission spaced apart from a first set of power transmission members. The transmission according to claim 1, further comprising:
A control system connected to the first set of power transmission members and the second set of one or more power transmission members;
The control system is a transmission that is operated to equalize changes between a plurality of different gear ratios at a steady speed of input rotation at a first transmission interface. The transmission according to claim 1, wherein
The plurality of gears of the first set of power transmission members are each configured to rotate around each internal shaft, and the transmission further includes:
One or more reference gears configured to selectively rotate a plurality of gears around each of the internal shafts and to match the positions of the plurality of teeth with respect to the meshing structure;
A transmission comprising: a plurality of teeth meshingly entering the meshing structure. The transmission according to claim 1, wherein
The transmission in which the turning path length changes while two or more gears of the plurality of gears mesh with one or more power transmission members of the second set. The transmission according to claim 1, wherein
The one or more power transmission members of the second set are arranged to receive input torque from the second transmission interface and to transmit the input torque to the power transmission member of the first set. The transmission according to claim 1, wherein
The first set of power transmission members are arranged to receive torque input from the first transmission interface and to transmit the torque input to one or more power transmission members of the second set; One or more power transmission members of the transmission are arranged to transmit torque output to the second transmission interface. The transmission according to claim 7,
The first set of power transmission members is further configured to rotate around each internal shaft in response to a torque input received from the input interface, and each of the plurality of gears of the first set of power transmission members pivots. A transmission that is arranged to perform both motion and rotational motion. The transmission according to claim 1, wherein
The plurality of gears of the first set of power transmission members comprise a first set of coaxial drive gears, and the one or more power transmission members of the second set are axially offset with respect to each other. The first set of coaxial drive gears is substantially axially aligned with the axially offset driven gear set. The transmission according to claim 9 further includes:
A transmission comprising a second set of coaxial drive gears that are substantially axially aligned with a driven gear set that is axially offset. The transmission of claim 10, wherein
The first set of coaxial drive gears and the second set of coaxial drive gears are arranged so as to turn along respective concentric turning paths, and the driven gear set rotates around each offset rotation axis. And the offset rotation shaft is offset to form an angle with respect to an axis passing through a center of a concentric turning path of the first set of coaxial drive gears and the second set of coaxial drive gears. Transmission. The transmission according to claim 1, wherein
The plurality of gears of the first set of power transmission members comprise a plurality of drive gears arranged to pivot along a common pivot path and substantially axially aligned, The one or more power transmission members are each driven by each of the plurality of substantially axially aligned drive gears when the plurality of substantially axially aligned drive gears pivot along a common pivot path. A transmission comprising a plurality of substantially axially aligned driven gears that are alternately meshable. The transmission according to claim 12,
The common turning path has a length that can be selectively changed, and the plurality of drive gears and the plurality of driven gears are mutually connected only by a plurality of discontinuous lengths of the turning path that can be selectively changed. A transmission configured to mesh and selectively disengage while a common turning path length and a discontinuous length are not substantially the same. A set of a plurality of power transmission gears, each of the plurality of power transmission gears having one circumference and a plurality of teeth arranged at intervals along the entire length of the circumference, Each of the gears is configured to move around the entire circumference of each turning path, and each turning path length of the plurality of power transmission gears is selective so that different gear ratios are defined for different lengths of the turning path. With a set of multiple power transmission gears changed to
A set of one or more power transmission members, including a plurality of meshing structures configured to receive a plurality of teeth of the power transmission gear, meshed with the plurality of power transmission gear sets, and having a plurality of gear ratios A power conversion system comprising: a set of one or more power transmission gears each and a set of one or more power transmission members configured to maintain substantially constant meshing. The power conversion system according to claim 14, wherein
A power conversion system in which, for each gear ratio, a power transmission gear is engaged with one of a set of one or more power transmission members. The power conversion system according to claim 14, wherein
The plurality of power transmission gears includes a plurality of drive gears and a set of one or more power transmission members including a plurality of driven members. The power conversion system according to claim 16, wherein
Each of the plurality of drive gears is a power conversion system configured to rotate around the entire circumference of each internal shaft and to mesh a plurality of driven members. A transmission input interface configured to receive rotational power input;
A plurality coupled to the transmission input interface, configured to selectively move linearly in a radial direction with respect to any of a plurality of different radial positions, and spaced apart over the entire length of each circumference A plurality of drive members having a plurality of teeth;
One or more driven members configured to receive gear teeth of a plurality of drive gears and to maintain substantially constant meshing with the plurality of drive gears, wherein power is input from the plurality of drive gears. One or more driven members configured to receive and configured to maintain substantially constant engagement with the plurality of drive gears at different radial positions of the plurality of drive gears;
A transmission output interface coupled to the one or more driven members and configured to transmit a torque output corresponding to the torque input. The transmission of claim 18,
The one or more driven members include one or more ring gears, and the ring gears have internal gear tooth shapes corresponding to the gear tooth shapes of a plurality of drive gears that linearly move in the radial direction. The transmission of claim 18,
The one or more driven members are configured to maintain meshing with the one or more drive members by radial linear motion. The transmission according to claim 18, further comprising:
The plurality of drive gears and the one or more drive gears such that the engagement between the drive member and the driven member is substantially maintained at a plurality of discontinuous gear ratios regardless of one or more changes in gear ratio. A transmission comprising means for synchronizing the follower members. The transmission of claim 21,
Means for synchronizing the one or more drive members and the one or more driven members include:
A ratio reference member connected to a plurality of drive gears and configured to rotate the plurality of drive gears in response to input of the rotational power;
A transmission comprising: a reference gear meshed with the ratio reference gear. The transmission according to claim 22,
Means for synchronizing the plurality of drive gears and the one or more driven members include:
A plurality of pivot members configured such that the plurality of drive gears and the one or more driven members rotate about a center thereof;
One or more coupled to the one or more drive members and the one or more driven members and configured to rotate the one or more drive gears and the one or more driven members about a plurality of pivot members. A transmission with a link. The transmission of claim 18,
The plurality of drive gears are configured to swivel around an axis that is offset from the center of each of the plurality of drive gears, and the linear motion of the plurality of drive gears is a radial path length of the plurality of drive gears. The transmission is compatible with the changes. The transmission of claim 24.
The plurality of drive gears are configured to alternately mesh one or more driven members when turning along a turning path. The transmission of claim 24.
The change of the turning path length corresponds to the change of the gear ratio,
The turning path length can be changed to discontinuous increments,
Each increment is a complete gear tooth integer for a plurality of gear teeth of a plurality of drive gears. A transmission input interface configured to receive torque input;
A plurality of drive members coupled to the transmission input interface and configured to collectively form a plurality of gear ratios;
A plurality of driven members configured to mesh with the plurality of drive members, each configured to linearly move in a radial direction with respect to a central axis disposed around the plurality of drive members; Predetermined linear motions for each of the plurality of driven members, each of which is arranged to linearly move along a predetermined linear motion path from a first radial position relative to the central axis to at least a second radial position relative to the central axis. A plurality of driven members whose paths are offset at an angle with respect to a predetermined linear path of at least one other driven member;
A transmission output interface configured to transmit torque output, coupled to the plurality of driven members, and configured to receive torque from the plurality of driven members. The transmission according to claim 27, further comprising:
A transmission comprising one or more interlocking devices configured to continue to rotate the plurality of driven members around their central axes at the same angular velocity. The transmission of claim 27.
The plurality of driving members are fixed to prevent substantial axial movement, the plurality of driving members are axially aligned with the plurality of driven members, and the plurality of driving members are the plurality of driving members. A transmission configured to move linearly in a radial direction so as to maintain meshing with a driven member. The transmission of claim 27.
The plurality of driving members are configured and arranged to rotate around each central axis and collectively move along one or more turning paths around a common axis, and the plurality of driven members are common. The transmission is arranged to rotate around each central axis without turning around the axis. The transmission of claim 27.
The plurality of driving members and the plurality of driven members have a vernier relationship that defines the frequency with which the plurality of driving members are collectively engaged with the plurality of driven members. The transmission of claim 31, wherein
The plurality of driving members and the plurality of driven members form an even-to-odd or odd-to-even ratio. The transmission of claim 32.
The number of the plurality of driving members and the number of the plurality of driven members are 2: 3, 3: 2, 3: 4, 3: 6, 4: 3, 5: 6, 5: 8, 5: 9, 6 A transmission that forms a ratio selected from the group consisting of 3, 6: 5, 6: 7, 7: 6, 8: 5, 8: 9, 9: 5, and 9: 8, or that ratio. The transmission of claim 27.
The plurality of driving members include a driving gear set, each driving gear of the driving gear set has substantially the same size and gear tooth shape, and the plurality of driven gears include a driven gear set, and each of the driven gear sets The driven gear is a transmission having substantially the same size and gear tooth shape. The transmission of claim 27.
The plurality of drive members are configured to collectively move along a turning path around an external axis, and the turning path length is selectively changeable. 36. The transmission of claim 35.
When the plurality of driving members move along the turning path at a specific gear ratio, each of the plurality of driving members is configured to individually engage and disengage with the plurality of driven members, The transmission is configured and arranged so that the plurality of driving members are constantly kept in mesh with the plurality of driven members. 36. The transmission of claim 35.
The plurality of drive gears collectively maintain constant engagement with the virtual gear at a plurality of discontinuous sizes of the virtual gear, and each of the plurality of discontinuous sizes of the virtual gear has a gear tooth shape. The transmission is a perfect gear tooth integer.