WO2013116957A1

WO2013116957A1 - Continuously variable automatic gearbox

Info

Publication number: WO2013116957A1
Application number: PCT/CN2012/000179
Authority: WO
Inventors: 黄振强
Original assignee: Huang Zhenqiang
Priority date: 2012-02-08
Filing date: 2012-02-15
Publication date: 2013-08-15
Also published as: CN103244624A

Abstract

A continuously variable automatic gearbox consists of planetary gear rows, a differential gear set, or a combination of planetary gear rows and a differential gear set. The planetary gear rows are coaxially connected in series; a sun gear (3) of one planetary gear row is used as a power input element, and a planetary gear carrier (4) and an annular gear (1) of said planetary gear row are synchronously connected to a sun gear (3) and a planetary gear carrier (4) of an adjacent planetary gear row; the annular gear (1) is used as a power output element. Before jaw coupling, a friction-jaw clutch is first transitionally coupled with a friction clutch through friction drive, so as to approach a synchronous speed, and after that, stable jaw coupling is realized.

Description

Continuously variable gear automatic gearbox

Technical field

Various mechanical machine tools include manual or automatic transmissions for all power shifting transmissions in cars, airplanes, and ship vehicles.

Background technique

There are gearboxes configured for power transmission and variable speed transmission systems of all mechanical machine tools including transportation vehicles at home and abroad. The gearbox construction, manufacturing process and conditions of use of the vehicle configuration are the most complex. From a global perspective, the main types of automatic transmissions are AMT (hands-on-hand), AT (automatic), CVT (continuously variable transmission) and DCT (dual-clutch transmission), each with its own advantages and disadvantages. AT's energy saving effect is poor, but its comfort is good, its components are highly reliable, its production history is long, and its use range is large. CVT steel belts have limited transmission torque and can only be used for small cars. AMT will also have a short break when shifting, and the comfort is less. The DCT combines the fuel economy of a manual transmission with the comfort of an automatic transmission. It evolved from a traditional manual transmission and currently represents the highest technology in the international transmission trend.

The above-mentioned various types of automatic or manual automatic transmission integrated gearboxes, including manual gearboxes that have not yet been eliminated, have the defects of complicated structure, high manufacturing cost, large volume, difficult maintenance and high energy consumption.

Summary of the invention

In view of the numerous defects of the existing gearbox, the continuously variable gear automatic transmission composed of only two planetary gear rows coaxially connected in series, and the friction tooth-integrated clutch accessory, can smoothly solve all existing vehicles, including vehicles. Mechanical or machine tool equipment All variable speed transmission systems are equipped with all automatic or manual gearboxes. Moreover, the new gearbox can significantly reduce manufacturing cost, size and weight, lower energy consumption, more ruggedness and easier maintenance. The present invention will be illustrated and demonstrated by taking a new type of continuously variable gear automatic transmission configured for a vehicle as an example.

(1) The structure and working principle of the new stepless gear automatic transmission. The two planetary gear rows are coaxially connected in series, and the two rotating components are synchronously connected under the premise that no idling is satisfied, thereby forming a continuously variable gear automatic transmission. In the present invention, one component of the A planetary gear row is used as a power input terminal, and another component of the coaxial planetary planetary gear train is used as a power output terminal, and the remaining two components of the A and B planetary gear rows are synchronously connected. A stepless automatic gear transmission is constructed under the premise that the idling does not occur.

(2) Structure and working principle of the friction-integrated synchronous clutch. Compared with the existing single-function friction or jaw clutch, it is characterized in that: before the engagement of the jaws, the friction clutch is used for the transient engagement, and the power is transmitted by the smooth friction, and the jaws are smoothly engaged after the synchronous rotation speed is approached. There will be no impact and frustration. The combination clutch enables quick and smooth engagement or disengagement. Compared with the existing single friction clutch, the axial advance and retreat operation or automatic control is easier. DRAWINGS

Figure 1 is a schematic diagram of the structure and working principle of the planetary gear row;

2 is a schematic view showing the working principle of two planetary gear rows coaxially connected in series and forming an automatic transmission of the continuously variable gear; FIG. 3 is a schematic diagram of the working principle of the continuously variable automatic gearbox applicable to the automobile field;

Figure 4 is a schematic diagram of the principle of gear shifting of the automatic gearbox of the continuously variable gear suitable for the automobile field;

Figure 5 is a schematic view showing the structure and working principle of the friction tooth combination clutch;

Figure 6 is a schematic diagram of the structure and working principle of the differential gear set of the automobile bridge;

7 is a schematic diagram of power distribution of a differential gear set that uses a gear that drives a wheel as a power input;

Fig. 8 is a schematic view showing the working principle of the continuously variable gear automatic transmission formed by coaxially connecting two differential gear sets.

In the figure: 1. Inner ring gear, 2. Planetary wheel, 3. Sun gear, 4. Planetary carrier, 5. Transmission power and direction of rotation, 6. Shaft, 7. A-row planetary carrier and B-row sun Synchronous connection of the wheel, 8. Synchronous connection of the inner ring gear of the A row and the planetary gear carrier of the B row, 9. Fixed position of the ring type friction clutch of the inner ring of the automatic transmission, 10. Ring type friction clutch and code, 11 Friction-integrated clutch and code, 12. Friction-integrated synchronous two-way clutch position, 13. Ring-type friction clutch position, 14. One-piece friction on the ring gear, flat-end wide end Part, 15. The joint friction clutch on the ring gear, the flat top wide root, 16. The hexagonal synchronous sleeve on the B-row hexagonal planet carrier, 17. The clutch flat top wide end Arc-shaped transition friction surface, 18. Planetary carrier of the differential gear set, 19. Sector or tapered planetary gear of the differential gear set, 20. Sector-shaped wheel drive gear of the differential gear set.

detailed description

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The specific embodiments of the present invention will now be described with reference to the accompanying drawings - the conventional gear transmission features are transmitted between the gear teeth by equal acting reaction torques. According to the most basic law of conservation of physics, as long as the gear machining process has a certain precision, if the frictional heating energy loss of <1% is neglected (the same applies hereinafter), the mechanical energy at the input end of the gear is equal to the mechanical energy at the output end of the gear. The transmission line speed between the two teeth is equal, and the product of the torque and the gear speed is equal to the power.

Referring to Figure 1, the central sun gear 3, the planet carrier 4 and the ring gear 1 rotating element of a single planetary gear train are used. Only when a component inputs a fixed power and speed, one component does not rotate, and the planetary gear 2 has a reaction torque support point to connect the sun gear and the ring gear to achieve torque and power transmission. The third component can output the same power and another torque and speed. Conversely, if two of the components are engaged in synchronism, it will become the direct gear and output the same power and speed as the input component. If one of the components is not fixed, the planetary gear of the gear train has no support point for the transmission of the reaction torque, and it becomes idling. In the same way, under the premise of no idling, the most basic law of conservation of energy is also followed. In order to facilitate the description of the working principle of the present invention, the parameter names and symbol subscripts of the planetary gear row are shown in Table 1. Planet gear row parts name parameters and symbol subscript representation. Table 1

For the subsequent visual illustration and demonstration, the parameters of the two planetary gear rows of A and B and the number of gear teeth are equal, respectively, according to the relationship between the number of teeth of each rotating component of the planetary gear row as shown in Fig. 1:

Wherein, when the sun gear component inputs power and the other component does not rotate, when the third component outputs the same power and different rotational speeds, the relationship with the rotational speed of each rotating component is as follows:

n, xZ. 4 ,

" _x = -~ ^L ~ ^L = ...-... (order = 0). • (2-1) n- (2-2)

20

= - n _t ..... (Letter "„ =0) (2-3)

Z _x 2Ϊ

n, xZ,

= -n, (make w„ =0). • (2-4)

Z

(Order = 0) (2-5) Please note that according to the most basic law of conservation of energy, it can be seen from the above equations: When the planetary gear speed is <0, relative to the sun gear component of the input power, The output power components are all decelerated and the torque becomes larger. Conversely, when >0, the acceleration should be accelerated and the torque becomes smaller. Similarly, when =0, it should be at constant speed, and the torque should be equal. First, the structure and working principle of the automatic gearbox of the stepless gear

Referring to Figure 2, we use two coaxial planetary gear rows A, B, and the sun gear in the A row as the power input wheel. See Figure 2 for the connection mode 7, 8, and the row A planetary carrier and internal gear. Circles and B-row sun gears and planetary gears The frame is synchronously connected, and the inner ring gear of the B row serves as a power output wheel. In this way, the A row has two rotating elements of the planetary carrier and the internal ring gear respectively outputting the rotational speed and torque of different powers, and the B row also has two speeds and torques of different power inputs of the sun gear and the planetary carrier respectively. They can constitute the main body of the continuously variable automatic gearbox of the present invention based on the above-mentioned physics basic energy conservation law without satisfying the idling.

According to the characteristics of the vehicle starting to accelerate from a standstill state, the inner ring gear of the B row must start from the state where the output torque is the largest and the rotation speed is the smallest, and then automatically accelerates step by step, and the rotational torque is gradually reduced. In the whole process of automatic shifting, the inner ring gear power of the B row is the product of the rotational speed and the torque, and should always be equal to the input power of the A-row sun gear, but the latter power, speed and torque are constant fixed values. The A-row planetary gear carrier and the B-row sun gear are in the same direction, the same torque, and the same rotational speed as the sun gear rotation direction of the A-row input power. Although the A-row inner ring gear and the B-row planetary carrier are also in the same direction, the same torque, and the same rotational speed, they are opposite to the rotation direction of the A-row sun gear, and are the same as the rotation direction of the inner ring gear of the B-row output power. In order to specifically explain the working principle of the continuously variable gear automatic shifting process of the present invention, the following is divided into several stages:

During the acceleration phase of the car, the A-ring inner ring gear and the B-row planetary carrier are opposite in direction due to the opposite directions of the moments exerted on them by the inner planetary gears of the row. And the positive moment applied by the B-row planetary gears to the planetary carrier is much larger than the reverse torque applied by the planetary gears of the A-row to the inner ring gear, and the offsetting effect of the interaction makes "^ -«^ Ο start. From equations 1, 2: ι = = ;",ι...- ("„ι =0). "(3-1) η _η χ Ζ 2

""1 = one - - = -73⁄4 ··· · ·· 3 - 2)

Ζ n,l

4

" 2 = ""1 + » = -τ "ΐ ("η = °)· 3 - 3) 0)· 一.(3-4)

„··(3 - 5)

····■· ("' ^{2 = 0)}

It can be seen from (3-5) that the torque output from the inner ring gear is the largest and the rotation speed is the smallest.

second stage

The initial low acceleration phase. As the starting speed of the car accelerates, the rotational speed of the output of the inner ring gear needs to be increased. Of course, according to the law of conservation of energy, the required rotational torque naturally becomes smaller. Moreover, the output power of the sun gear at this time will be greater than the output power of the inner ring gear of the B row. Therefore, the excess power of the A-row sun wheel is automatically transmitted to the ring gear through the reaction torque of the planetary gear, and is transmitted from the ring gear to the planetary carrier of the B row. Then the power of the planetary carrier of the B row is automatically transmitted to the inner ring gear through the reaction torque of the planetary gear. The relationship between the rotational speeds of the rotating elements is:

"/i x /i one 2

""1 = ( =0) (4-2)

z "1 2 = "„1 = a- in _n = 0) (4-3) X ^Z nj2 14

― ― = (4-4)

Z _n2 25 According to the formula (4-4), the rotation speed of the ring gear of the B row is larger than the rotation speed of the ring gear in the first stage, but it is still smaller than the rotation speed of the sun gear of the A row.

Similarly, the result of further acceleration is that the rotation speed of the inner ring of the B row starts to be equal to the rotation speed of the sun row of the A row. At this time, ^ ≤ 0 is shown in Equation 5;

~→η ≤ ) (5-2)

η _η1 5

«„ι = 2 (" ≤0) (5-3) η ₂ ≤-^^ -^ (n _t2 ≤0) (5-4)

^«2 2

Three stages

The energy conservation phase of equal power automatic transmission. According to the above analysis, the A-row sun gear input power automatically transmits the power split transmission principle to the planetary carrier and the ring gear through the reaction torque of the planetary gear, and the automatic combined transmission of the power of the B-row sun gear and the planetary carrier to the internal ring gear Output principle. We can infer: Regardless of the direction of rotation and the speed of the A-ring ring gear and the planetary gears, and regardless of the direction of rotation and the speed of the B-row planetary gears, as long as all the transmission components of the A and B rows are not idling, At the same time, the condition for transmitting power to the next component is based on the most basic law of conservation of energy. Since the power of each component is equal to the product of the torque and the rotational speed of the component, N^MiXrti, therefore, the following equations can be established:

It can be known from Equation 6 that we can completely ignore the rotation direction and rotation speed of the A-ring inner ring gear and the planetary gear, and the rotation direction and rotation speed of the B-row planetary gears. As long as they are satisfied at the same time, all the transmission components of the A and B rows are There is no idling and the condition that the power can be transmitted to the next component at the same time. As long as the power of the input row A sun gear is greater than the output power of the B row inner ring gear, in order to balance the rotational torque of the planetary gear, the planetary gear will be forced to automatically accelerate. (In the original direction of rotation), " ₁ =0→ ₁ ≤ 0, and drive the automatic acceleration (in the original direction) of the planetary carrier and the ring gear. Conversely, if the sun gear power input to row A is less than the output power of the inner ring gear of row B, the inner ring gear and the planet gear are automatically decelerated (in the original direction). The relationship between the speed of the planetary gear and the speed of other components is:

3⁄4 ₌ _« _il xZ _iL _^ ( _{3⁄41 ≤0} ) (6-1) ' ⁼ -^ _3⁄4 ^ ⁼ -]! ...( ^{1 ≤0)} (6-2) ζ _η1 10 ,

(6-4) The value range in the formula is 0 ≤ Δ3⁄4 ≤ α5, so, - 1^ ≥ "„ ₂ ≥ one ¹¹² "" ^{69 Χ 0} °.

x ^{l χ1} 200 200 That is, there is no speed limit for the vehicle in this stage. As long as the input power of the sun gear is higher than the output power of the ring gear, the vehicle is in the automatic acceleration state, otherwise it is in the automatic deceleration state.

Second, the vehicle configuration of the stepless gear automatic gearbox other gear design

The automatic transmission of the vehicle configuration must also have a stop, neutral, reverse and downhill low and medium speed gears. We can achieve this by directly separating and joining the rotating elements. It is assumed that the annular friction clutch and the friction-integrated synchronous clutch of the present invention are represented by 1, (D, (D, (D symbol and number, see Figure 4).

1. If 2 (the clutch No. D is engaged at the same time, the clutches 1 and 4 are separated, at this time, the transmission ratio of “ ₂ and ₂ is ^! = -0.114, which is the minimum value. If you want to push the car, you must provide the maximum. The driving force can make the engine rotate. In fact, the engine can't start at all, and it can be used as parking.

2. If 1, (D, (D, (D) clutches are in the separated state, at this time, both A and B planetary gear rows are in the idling state, and naturally they can be used as neutral.

3. If the two clutches of 2 and 4 are engaged at the same time, 1, (D two clutches are in the separated state at the same time, then " ₁ = ", ₂ = " _n2 , -- = 0.286« _fl , can be used as a reverse gear.

",1

4. If only the clutch No. D is engaged, and the clutches of 1, 2 and # are in the disengaged state, it is the normal driving gear, that is, the continuously variable gear automatic transmission of the present invention. From (3-5) The starting speed of the vehicle starts from: „ ₂ = -0.16« _rt .

5. If the No. 1 clutch is engaged while the No. 3 clutch is engaged, the © and No. 4 clutches are in the disengaged state, then: “„ ₂ = -0.56« _rt can be used as the vehicle downhill with engine load. Deceleration medium speed brake.

6. If the No. 2 clutch is engaged in the state where the # clutch is engaged, and the No. 4 and No. 4 clutches are in the disengaged state, then: «„ ₂ = -0.1143⁄4 , can be used as the vehicle under the steep slope to force the engine idle load. Deceleration low speed brake.

Referring to the existing automatic transmission gear position design and position arrangement, the gear position design and position arrangement of the continuously variable gear automatic transmission of the present invention are shown in Fig. 4. Since both the No. 1 and ## clutches are fixed to the A-row planetary gear carrier and the ring gear by the inner wall of the transmission, it is recommended to use the existing ring-type friction clutch for the No. 1 and ## clutches. The ® and @ clutches are synchronized and engaged in the vehicle at rest, and in the opposite direction, they can be designed as a synchronous clutch with a double-sided friction. See Figure 2, Figure 3 and Figure 5.

Since the two and four clutches that are not in the same gear must be operated at the same time in reverse gear, two designs are made, as shown in Fig. 4, two joysticks on the left side and one joystick on the right side, but the clutch of the # Design two connections, controlled by 12 and 13 joysticks respectively.

In order to facilitate the relative spatial position change between the change box and the driver and to manipulate the shift, a simpler telescopic spring, fixed length wire rope and plastic hose can be used for all gear positions between the shifting clutch and the lever of the gearbox. Mechanical parts combination connection. For large, luxurious, high-end gearboxes, the shifting clutch can also be short-circuited using a hydraulic control system or an electro-hydraulic automatic control system to facilitate relative space position change and shift control between the gearbox and the driver. Or remote manual or automatic control, or shifting clutches may use other types of more suitable clutches.

In summary, the input power, speed and torque of the A-row sun gear are fixed values from the first stage of the acceleration state of the vehicle to the third-stage full-speed automatic shifting of the full-speed driving state, and the B-row inner ring gear is It can continuously and automatically output the same power and different torque and speed as the A-row sun gear. Moreover, regardless of the input power of the A-row sun gear and the rotation speed of the B-row inner ring gear, as long as the input power of the A-row sun gear is greater than the output power of the B-row inner ring gear, the vehicle is in an accelerating state even when the engine is at idle speed. The input of a little power can also accumulate to increase the kinetic energy of the vehicle. If the driver can make full use of the road that the vehicle can slide, turn off the engine, the transmission will automatically be in the neutral state. Wait After the end of the taxiing section, as long as the No. 1 or (D clutch is engaged), the engine can be restarted directly using the inertia of the vehicle.

Therefore, the continuously variable automatic gearbox is economical and has the effect of saving energy compared to the manual gearbox. Third, the stepless gear automatic transmission composed of differential gear set

The differential gear set is widely used in two-wheel differential transmission of automobile bridges. Referring to Fig. 6, when the intermediate planetary carrier inputs a certain power torque and speed, the sector gears A and B of the driving wheels on both sides can be automatically adjusted according to the torque difference of the tire to the road surface friction by the rotation of the planetary gear acting reaction torque transmission. Rotating speed. When a wheel is suspended, it loses the support point of the reaction torque and becomes idling. At this time, the power of the planetary carrier cannot be output.

Therefore, on the premise that no idling occurs, the radius of the planetary gear carrier of the differential gear set is R _X j , the input power is N _xj , the torque is M _xj , and the rotational speed is n _X j . The gear radius of the driving wheel is Rd, Rc ₂ , if

Then the relationship between the differential speed, torque and power of the two gears is represented by Equation 7:

For Equation 7, let Δ« = 0, IJ: n _cl =n _c2 =n _x , M _cl = M _c2 = 0.5 ^.,

„ , 0.5 „. χ «„.

If Δ«≠0, Bay M _cl =——≤ ~ ^, ,

".+Δ«

If n _c2 =0, then: M _c2 →∞, it is equivalent to one wheel being braked, then the power will be transferred to the other wheel, WM _cl xn _ci . Similar to the power transmission of the planetary gear train. The above differential gear set also has an important feature. No matter the difference between the speeds of the two gears, the direction of rotation is the same as the direction of rotation of the planet carrier. The minimum limit of the speed is that the wheel is not braked and does not occur with the planet carrier. Reverse rotation in the opposite direction of rotation.

Similarly, referring to Fig. 7, under the premise of no idling, if the differential gear set is used as a gear transmission, the gear A of the left drive wheel is used as the power input end, and the right gear B and the planetary carrier are used as the power output end. According to the above-mentioned physics basic energy conservation law, the relationship between the differential rotational speed, torque and power of the two output components is:

Λ =η _ν .+Αη (8-1)

«C - Δ« -. (8-2)

N _cl =Μ^ + M _c2 χ n _{c2 :} ..(8 - 3)

If ₂ = 0, then: _c2 → oo, which is equivalent to the other wheel being braked, and the power will be transferred to the planet carrier. It is also similar to the power transmission of the planetary gear train. For the same reason, further derivation, referring to Fig. 8, under the premise that no idling occurs, if we connect the two differential gear sets coaxially in series, the middle two sector gears and the planetary carrier are respectively synchronously engaged. The gear C of the rightmost drive wheel is used as the final power output. According to the above-mentioned physics basic energy conservation law, the relationship between the differential speed, torque and power of the gears at both ends becomes: (9 - 1)

'" _c3 = ~ Δ«, - 2Αη ₂ (9 - 2)

N _cl = χ n _v . + M _c2 xn _c2 = M _c3 xn _c3 (9 - 3) Obviously, Δ _{Π 1} and Δ« ₂ can take positive, zero, or negative values, either large or small. It is proportional to the torque difference value of the opposite gear. Therefore, the two differential gear sets can be coaxially connected in series to form a stepless automatic gear transmission according to the above-mentioned physics basic energy conservation law without idling.

Since the differential gear set is composed of a sector-shaped bevel gear, there is a certain processing and technical trouble. Differential gear combination, planetary gear train combination or differential gear set and planetary gear train hybrid combination can also be used for parallel transmission of different shafts, oblique transmission or vertical orthogonal transmission. These designs are not as simple and practical as the coaxial arrangement of the planetary gears of the present invention. The accompanying description herein merely emphasizes that the scope of the independent claims should be extended to all of the above-described ranges that can constitute a continuously variable gear automatic transmission. Therefore, in practical applications, it is more appropriate to use the stepless gear automatic transmission in which the planetary gear rows of the present invention are coaxially connected in series.

Fourth, the friction tooth embedded combination synchronous clutch structure and working principle

The friction-jaw combined synchronous clutch of the present invention is compared with the existing single-function friction or jaw clutch, and is characterized in that: before the engagement of the jaws, the friction clutch is used for the transient engagement, and the smooth friction is used to transmit the power, and the synchronization is to be approached. After the rotation speed, the jaws are smoothly engaged, so that the impact force and the frustration are not generated. The combination clutch enables quick and smooth engagement or disengagement. Compared with the existing single friction clutch, the axial advance and retreat operation or automatic control is easier.

Referring to Fig. 5, the inside of the friction-flange combination synchronizing clutch of the present invention is a hexagonal synchronous sleeve 16 which can be synchronously slid axially on a hexagonal planetary carrier with 2 widths on the joint surface. The flat top wide teeth 14 of the circumferential length and the 2 root recesses which are only slightly wider than the flat top wide teeth. The edge of the flat-topped wide end is specifically designed as a circular arc with a very small angle of inclination. Thus, when the clutch engagement faces are relatively synchronously rotated, since the root recesses of the two flat-topped wide teeth are only slightly wider than the end projections of the flat-topped wide teeth, the edges of the flat-topped wide ends are specifically designed as poles. The arc type 17 with a small inclination angle, when there is a certain relative rotational speed between the joint faces, inevitably causes the flat top wide teeth not to be directly embedded in the root recess. The transitional power can only be transmitted by the friction between the ends of the flat-topped wide teeth. When the relative rotational speed between the joint faces approaches zero, the flat-end wide end can be smoothly embedded in the flat-topped root. The depression is formed to achieve a smooth engagement of the teeth, so that no impact and frustration are produced.

Claims

Claim

1. The new stepless gear automatic transmission can be applied to all gears including all vehicles of vehicles, airplanes and ships. All gearboxes are connected to the power transmission system. Compared with the existing gearbox, it is characterized by : The main structure consists of planetary gear rows, or consists of a differential gear set, or a mixture of planetary gear rows and differential gear sets. The principle of automatic gearless change is the relevant planetary gear row or differential gear set. Various gear rotating elements do not idling.

2. New friction jaw combination clutch, suitable for all clutches of all mechanical machine tools including transmission parts of vehicles, airplanes and ships, compared with existing single-function friction or jaw clutches, its characteristics Yes: Before the jaws are engaged, the frictional transmission is firstly engaged by the friction clutch. After the synchronous speed is approached, the jaws are smoothly engaged, so that the impact force and the frustration are not generated. The axial advance and retreat operation or automatic control is It's easier.

3. A new type of continuously variable gear automatic transmission suitable for use in the field of traffic vehicles according to claim 1, which is mainly composed of a planetary gear train coaxially connected in series, a sun gear of a planetary gear row as a power input element, a planetary gear The frame and the inner ring gear are respectively connected with the sun gear and the planetary carrier of the adjacent planetary gear rows, and the inner ring gear is used as a power output component, and the stepless gear can be formed under the condition that the various gear rotating elements are not idling. The automatic transmission, which is simpler than the existing manual transmission, makes it easier to manufacture, lower in cost, more durable, more convenient to maintain, more automatic infinitely variable transmission performance and lower energy consumption.

4. The novel stepless gear automatic transmission suitable for use in the field of traffic vehicles according to claim 3, wherein the reverse gear for reversing needs to operate two gear positions at the same time, and the two gear positions are designed to facilitate the driver's manipulation. Linkage, or use two separate joysticks.

5. The novel continuously variable gear automatic transmission suitable for use in the field of traffic vehicles according to claim 3, in order to facilitate relative space position change and steering shift between the transmission and the driver, shifting clutch and steering of the transmission All gears between the rods can be connected with a combination of relatively simple telescopic springs, fixed length wire ropes and plastic hose mechanical parts.

6. For large, luxurious high-end gearboxes, the shifting clutch can also be equipped with an existing hydraulic control system or electro-hydraulic automatic control in order to facilitate the relative spatial position change and shift control between the gearbox and the driver. System mode for short-range or remote manual or automated intelligent control, or shifting clutches can be used with other types of more suitable clutches.

7. The novel friction jaw combination clutch according to claim 2, wherein the friction element and the jaw element are designed in one piece and in a synchronous manner, and can also be designed as a synchronous two-way type according to requirements, and the rotating element joint surface to be joined adjacent thereto. It is also designed as an integrated and connected type of rotating element, friction element and jaw element, which further simplifies the structure, reduces manufacturing cost, prolongs service life and facilitates maintenance.