WO2015034796A1 - Cône à transmission à variation continue à éléments pour laquelle une tension de courroie peut être réduite efficacement - Google Patents

Cône à transmission à variation continue à éléments pour laquelle une tension de courroie peut être réduite efficacement Download PDF

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Publication number
WO2015034796A1
WO2015034796A1 PCT/US2014/053634 US2014053634W WO2015034796A1 WO 2015034796 A1 WO2015034796 A1 WO 2015034796A1 US 2014053634 W US2014053634 W US 2014053634W WO 2015034796 A1 WO2015034796 A1 WO 2015034796A1
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Prior art keywords
cone
cvt
transmission
axial position
transmission belt
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PCT/US2014/053634
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English (en)
Inventor
Armin Tay
Original Assignee
Armin Tay
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Publication date
Priority claimed from PCT/US2014/017007 external-priority patent/WO2014130487A2/fr
Application filed by Armin Tay filed Critical Armin Tay
Priority to EP14841518.5A priority Critical patent/EP3042101A4/fr
Publication of WO2015034796A1 publication Critical patent/WO2015034796A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/08—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a conical drum

Definitions

  • This invention relates to torque/speed transmissions, specifically to a method for reducing the tension in the transmission belts of torque/speed transmissions.
  • CVT that has the potential to replace automatic and manual transmissions in vehicles is a CVT 4, which is described in US Patent Applications 13/629,613,
  • a CVT 4 which is shown in Figs. 1 to 4, has one cone with one torque transmitting member mounted on one shaft/spline that is coupled to another cone with one torque transmitting member mounted on another shaft/spline by a transmission belt.
  • a CVT 4 is promising design because it can allow for the construction of non-friction dependent CVT's without using ratcheting or reciprocating mechanisms. However, if a CVT 4 is transmitting a large torque, then the tension in the transmission belt of the CVT 4 is also large. And sliding a transmission belt under large tension from small diameter of its cone to a large diameter of its cone will also require a large force.
  • the intent of this disclosure is to describe a CVT 6 that has two CVT 4's for which the transmission belt tension in one of the CVT 4's can be reduced using a novel and non- obvious approach.
  • An obvious approach to reduce transmission belt tension in one of the CVT 4's is by using clutches, this approach makes the transmission ratio changing duration too long for the CVT to be practical (a CVT has a lot more transmission ratios than an manual transmission and as such transmission ratio changing in a CVT occurs much more frequently than in a manual transmission).
  • using clutches also causes considerable energy losses.
  • the CVT 6 of this disclosure can significantly: reduce the transmission ratio changing force needed, shock loads that occur during transmission ratio changing, and wear due to transmission ratio changing. As such the CVT 6 of this disclosure can allow for the construction of a more practical, efficient, and economical toothed CVT that has a better chance succeed commercially.
  • Patent # 7,713,153; Issue Date: May 1 1 , 2010; Patentee: Naude.
  • a CVT 6 that has two CVT 4's for which the transmission belt tension in one of the CVT 4's can be reduced using a novel and non-obvious approach.
  • CVT 6 The configuration of a CVT 6 can allow for the construction of a CVT that replaces automatic and manual transmissions as the transmission of choice in cars. Since a CVT can provide more gear ratios than manual and automatic transmissions, this will result in better performance and fuel efficiency of cars. This is a solution that is long felt needed and has been often attempted without success.
  • Fig. 1 shows a front-view of a CVT 4.
  • Fig. 2 shows a top-view of a CVT 4.
  • Fig. 3 shows another front-view of a CVT 4.
  • Fig. 4 shows another top-view of a CVT 4.
  • Fig. 5 shows a top-view of the preferred CVT 6.
  • Fig. 6 shows front-view of the preferred CVT 6.
  • Fig. 7 shows front-view of a tensioning pulley 14 that is not engaged with its maximum contraction stop 15.
  • Fig. 8 shows a top-view of a CVT 6 that uses an adjuster 8 for each cone.
  • Fig. 9 shows a top-view of a CVT 4 for which one cone is mounted on its shaft/spline using an adjuster 8.
  • Fig. 10 shows a schematic diagram for CVT that uses a pre-transmission.
  • Fig. 11 shows a schematic diagram for CVT that uses a post-transmission.
  • Fig. 12 shows a schematic diagram for CVT that uses a pre-transmission and post- transmission.
  • Fig. 13 shows a schematic diagram for Drive System 1. DETAILED DESCRIPTION OF THE INVENTION CVT 6
  • a CVT 6 comprises of two substantially identical CVT 4's.
  • the basic configuration of a CVT 4 is described U.S. Patent Application No.: 13/629,613.
  • one CVT 4 is referred to as CVT 4A, and the other CVT 4 is referred to as CVT 4B.
  • the driving cones (which each are a cone with one torque transmitting member and which preferably have the same dimensions) of CVT 4A and CVT 4B are mounted on a common shaft/spline through a slider sleeve each (which allow axial but not rotational movements relative to its shaft/spline) in manner so that the larger end of one cone is facing the smaller end of the other cone; and the driven cones (which each are also a cone with one torque transmitting member and which also preferably have the same dimensions) of CVT 4A and CVT 4B are also mounted on a common shaft/spline through a slider sleeve each (which allow axial but not rotational movements relative to its shaft/spline) in manner so that the larger end of one cone is facing the smaller end of the other cone. It is recommended that the axial positions of the driving cones can be changed independent of each other, and that the axial positions of the driven cones can also be changed independent of each other.
  • adjuster 8 For each CVT 4 (CVT 4A and CVT 4B), one of their cones is mounted on its slider sleeve through the use of an adjuster (labeled as adjuster 8 in Fig. 5) that can: a) provide rotational adjustment between its cone and the shaft/spline on which it is mounted when needed; and b) prevent any rotational movements between its cone and the shaft/spline on which it is mounted when needed.
  • adjuster 8 labeled as adjuster 8 in Fig. 5
  • 11/ 978,456 can be used as the adjusters; and here a cone can be mounted on its shaft/spline through the use of an adjuster and a slider sleeve in a similar manner as a transmission pulley of a CVT 2 is mounted on its shaft/spline through the use of an adjuster and a slider sleeve (see US Patent 7,722,490 B2).
  • the rotational position sensor that is used to determine the rotational position of that cone needs to be mounted on that cone or a portion that rotates with that cone.
  • the rotational position sensor of a cone is needed to determine/estimate the rotational position of the torque transmitting member of said cone, which is needed to know when to change the axial position of a cone (see U.S. Patent Application #13/889,049).
  • a CVT 6 can be operated so that the tension in the transmission belt of one CVT 4 can be reduced when desired through the use of the adjusters 8.
  • the adjuster 8 for that CVT 4 rotates its cone relative to its shaft/spline so as to provide a releasing torque
  • the adjuster 8 of the other CVT 4 is locked/braked (or provides a slower rotating releasing torque) so that full torque transfer between its cone and its shaft/spline occurs. If the shaft/spline on which an adjuster is mounted is the input shaft, than the direction of rotation of its cone for a releasing torque is the direction opposite from the rotation of the input shaft/spline. And if the shaft/spline on which an adjuster is mounted is the output shaft, than the direction of rotation of its cone for a releasing torque is the direction of rotation of the output shaft/spline.
  • the duration that a releasing torque is provided by an adjuster before axial position changing of its cone is started can be based on a "set time duration".
  • the ideal "set time duration" can be obtained through experimentation. For example, let's say we select the "set time duration" to be 1 second; here if this duration is sufficient for the adjuster to sufficiently reduce the tension in the transmission belt for all operating conditions/situations, than 1 second can be used as the "set time duration" for that adjuster, or if desired further experiments can be performed in order to obtain a smaller "set time duration”; and if 1 second does not allow the adjuster to sufficiently reduce the tension in the transmission belt for all driving conditions, than additional experiment(s) with larger than 1 second "set time duration(s)" need to be performed until a "set time duration" that allows the adjuster to sufficiently reduce the tension in the transmission belt for all driving conditions is obtained.
  • axial position changing of said cone can be started.
  • the adjuster 8 stops providing a releasing torque and is stopped/locked or used for other purposes.
  • proper coordination can be performed by a controlling computer that controls the axial position changing of said cone, and the adjuster 8 that provides the releasing torque.
  • torque sensor(s) can also be used to determine when the tension in a transmission belt is sufficiently reduced so that axial position changing of a cone can be started.
  • an adjuster 8 can eventually stall or slip.
  • the torque of the adjuster 8 is limited so that it will be enough to release the tension in the pulling side of the transmission belt of its cone, but not large enough to significantly increase the tension in the slack side of the transmission belt.
  • Transmission ratio change rotation has to be allowed or compensated for during axial position change of a cone relative to its transmission belt, otherwise large tension in the transmission belt can develop.
  • a worm gear-gear drive of an adjuster 8 it is recommended that the difference between the worm locking force and worm rotating force is not much greater than the difference required to ensure reliable locking when needed. This way the torque required to unlock the worm gear-gear drive can be kept as small as practical.
  • other type of adjusters can be used for the adjusters 8, such as an adjuster that uses a worm gear-gear drive that uses a worm gear brake so that its worm gear- gear drive can be made locking or non-locking.
  • an adjuster that uses a main gear that is identical to the gear of a worm gear-gear drive that is than coupled directly or through other spur gears to a braking gear (which has more speed but less torque than said main gear) that can be braked as needed.
  • a braking gear which has more speed but less torque than said main gear
  • the adjuster mounted cone to which said non-adjuster mounted cone is coupled and which is mounted on an adjuster 8 needs to be rotated by adjuster 8 in the direction opposite of the direction of rotation of the "Transmission ratio change rotation" of said non-adjuster mounted cone during axial position change of said non-adjuster mounted cone relative to its transmission belt. This is performed so as to provide or remove slack as needed in the tense side and slack side of the transmission belt of said non-adjuster mounted cone. It is recommended that here adjuster 8 rotates its cone faster than required; the excess speed of the adjuster 8 will only cause the adjuster 8 to stall or slip.
  • Transmission ratio change rotation can cause large stresses in the transmission belt and prevent a cone from moving axially).
  • the direction of "Transmission ratio change rotation” of a cone can depend on the configuration of the CVT 4's of the CVT 6, the axial movement of said cone ("increasing transmission diameter change of said cone” or “decreasing transmission diameter change of said cone"), and the rotational position of said cone.
  • the direction of "Transmission ratio change rotation” of a cone for all possible cases can be easily determined through experimentation (there are only two possible directions for all cases).
  • a Test CVT can be a CVT 6 for which the cones are mounted so that they can each be set to either "freely rotate relative to the shaft/spline on which they are mounted” or “locked relative to the shaft/spline on which they are mounted”.
  • the direction of rotation of "Transmission ratio change rotation” of a cone depends on the rotational position of said cone relative to its transmission belt. If so, this depends on where the neutral point (referred to as Point N) is positioned relative to the Point M of its cone. Point N is the contact point between a cone and its neutral point (referred to as Point N)
  • Point M of a cone is the point were no rotational sliding between said cone and its torque transmitting member occur due to axial position change of said torque transmitting member relative to said cone. See US Patent 7,722,490 B2 for detailed explanation regarding this.
  • the axial position of said cone can be changed during an interval where changes in the direction of rotation of "Transmission ratio change rotation” of said cone occur.
  • One method to allow axial position change of a cone during an interval where changes in the direction of rotation of "Transmission ratio change rotation” of said cone occur is by having both adjusters 8 of the cones that are mounted on the same spline/shaft rotate in the same direction (preferably faster than required) during axial position change of one of said cones or a cone to which said cones are coupled.
  • This allows/compensates for clockwise and counter-clockwise "Transmission ratio change rotation” of the cone which axial position is changed, since here one adjusters 8 allows/compensates for "Transmission ratio change rotation” in one direction and the other adjusters 8 allows/compensates for "Transmission ratio change rotation” in the other direction.
  • the torque of the adjusters 8 should be limited so that they can only allow but not able to resist "Transmission ratio change rotation".
  • the adjuster 8 of the cone used for torque transmission should rotate the opposite direction of a releasing torque (a releasing torque is a torque that releases the tension in its transmission belt). This method is referred to as the "Active adjusters on the same shaft method”.
  • Another method to allow axial position change of a cone during an interval where changes in the direction of rotation of "Transmission ratio change rotation” of said cone occur is by using a configuration of a CVT 6 where all cones are mounted on an adjuster (see Fig. 8), and for the CVT 4 for which the axial position of a cone is changed, having the adjusters 8 of the cone on the input shaft and the adjuster 8 of the cone on the output shaft rotate in the same direction during axial position change of said cone.
  • one adjusters 8 allows/compensates for "Transmission ratio change rotation” in one direction and the other adjusters 8 allows/compensates for "Transmission ratio change rotation” in the other direction.
  • the torque of the adjusters 8 should be limited so that they only allow but are not able to resist "Transmission ratio change rotation".
  • the direction of rotation of the adjusters 8 should be in the direction such that at least one cone of the CVT 4 for which the axial position of a cone is changed is rotated in the direction "the cone needs to rotate” or "the cone will need to rotate after its axial position is changed” due to having cones of different diameters mounted on the same shaft; here the adjusters 8 can simply stall or slip when their rotation are not needed.
  • This method is referred to as the "Active adjusters on the same CVT method".
  • both adjusters 8 of a CVT 4 are rotated in the direction opposite of the direction their CVT 6 is rotating during axial position change of a cone of said CVT 4, it needs to be ensured that the cone which axial position is changed does not rotate in the opposite direction its CVT 6 is rotating under all transmission ratio changing operating conditions of its CVT, since this might cause the torque transmitting member of said cone to re-engage with the portion of the transmission belt it just disengaged. This can be ensured by limiting the speed and/or the torque of the adjusters 8.
  • the tension in the transmission belt for which the tension was reduced and for which the axial position of its cone(s) is changed can significantly increase due to "Transmission ratio change rotation".
  • the "Active adjusters on the same CVT method” is preferred since otherwise there is no advantage in reducing the tension in a transmission belt.
  • no rotation of the input shaft/spline or output shaft/spline due to “Transmission ratio change rotation” is required.
  • Transmission ratio change rotation can be attributed to: a) “belt curvature change rotation”, which is rotation due to movement of the slack side and/or tense side of the transmission belt relative to its cone in order to provide/remove slack due to changes in the transmission diameter of its cone; and b) “member curvature change rotation”, which is rotation due to changes in the curvature of the torque transmitting member of the cone which axial position is changed.
  • the maximum “belt curvature change rotation” for all axial position changing steps is one full tooth and the maximum “member curvature change rotation” for all axial position changing steps is also one full tooth.
  • the maximum “Transmission ratio change rotation” which is due to "belt curvature change rotation” and “member curvature change rotation” is two teeth.
  • the angular distance of two teeth depends on the total amount of teeth width of the transmission circumference. If the transmission circumference of a cone is 20 teeth, then the angular distance of two teeth is 2/20 times 360 deg. This angular distance has to be covered during the axial position changing interval of said cone. From this theory, a ball park estimate for the required rotational speed and angular acceleration of the adjusters 8 for the most demanding operating condition (which should occur when the axial position changing interval duration of a cone is shortest & and the transmission circumference of a cone is smallest) of the CVT 6 can be obtained.
  • This ball park estimate and trial-and-error experimentation can then be used to obtain the actual minimum required rotational speed and angular acceleration of the adjusters 8 that allows for axial position change of all cones without interruption due to "Transmission ratio change rotation" for all operating conditions of the CVT 6.
  • Transmission ratio change rotation due to "belt curvature change rotation” in the slack side portion of the transmission belt can also be compensated by having the tensioning pulley/support pulley on the slack side of the transmission belt provide and remove slack in the slack side of the transmission belt as needed in order to compensate for "Transmission ratio change rotation” due to "belt curvature change rotation” in the slack side of the transmission belt.
  • a tensioning pulley/support pulley on the slack side of the transmission belt is shown in Fig. 6 where it is labeled as Tensioning Pulley 13.
  • a tensioning pulley/support pulley on the tense side of the transmission belt that provides and removes slack in the tense side of the transmission belt as needed in order to compensate for "Transmission ratio change rotation” "due to "belt curvature change rotation” in the tense side of the transmission belt can also be used.
  • the tense side tensioning pulley/support pulley can be designed so that it only provides and removes slack when the tension in the transmission belt has been reduced.
  • a maximum contraction stop which engages with the tense side tensioning pulley/support pulley and stops the movement of the tense side tensioning pulley/support pulley when the tension in the transmission belt is not reduced, can be used.
  • the tense side tensioning pulley/support pulley is pushed away from its maximum contraction stop by its tensioning force, which can be provided by spring(s), weight(s), etcetera; and this should give the tense side tensioning
  • pulley/support pulley a "contracting and extending movements range" that can be used to provide and remove slack when required.
  • contracting movements range allow the tense side tensioning pulley/support pulley to move away from its transmission belt
  • extending movements range allow the tense side tensioning pulley/support pulley to move towards from its transmission belt.
  • FIG. 6 A front-view of a CVT 4 that uses slack side tensioning pulley/support pulley and a tense side tensioning pulley/support pulley is shown in Fig. 6.
  • the slack side tensioning pulley/support pulley is labeled tensioning pulley 13
  • the tense side tensioning pulley/support pulley is labeled tensioning pulley 14.
  • Tensioning pulley 14 is also shown in Fig. 7.
  • tensioning pulley 14 is engaged with its maximum contraction stop 15 since the tension in its transmission belt has not been reduced.
  • tensioning pulley 14 is not engaged with its maximum contraction stop 15 since the tension in its transmission belt has been reduced.
  • Also shown in Fig. 7 are the directions of the contracting and extending movements of tensioning pulley 14.
  • Tensioning pulley 13 can have the same directions; but this is not a requirement, since the directions of the contracting and extending movements of the tensioning pulleys can be any directions that can remove and provide transmission belt slack.
  • the slack side tensioning pulley/support pulley (labeled as tensioning pulley 13 in Fig. 6) also has a maximum contraction stop 15.
  • the maximum contraction stop can be used to prevent excessive contracting movement of the slack side tensioning pulley/support pulley due to increase in tension in the slack side of its transmission belt, which can be due to a releasing torque provide by its adjuster(s) 8 or due to rotations of its cone(s) due to having to compensate for having cones of different diameters mounted on the same shaft.
  • both a slack side tensioning pulley/support pulley and a tense side tensioning pulley/support pulley are used, the tensioning forces of the pulleys should be balanced such that when the tension in the transmission belt has been reduced, both pulleys are positioned so that they have a sufficient "contracting and extending movement range" to provide and remove slack as needed to compensate for "Transmission ratio change rotation", to accommodate for the transmission diameter change of a cone, and to compensate for having cones of different diameters mounted on the same shaft during axial position changing of a cone.
  • the tensioning forces of the pulleys are provided by springs, since here slightly unbalanced tensioning forces of the pulleys can be balanced/equaled by slight movements of the pulleys.
  • the required "contracting and extending movement ranges" of the pulleys can be obtained through “trial and error” experimentation; as a conservative ball park figure that can be refined through “trial and error” experimentation, a movement range that allows for 3 teeth rotation of a cone in both directions can be used.
  • the axial position of a cone should only be changed after the slack side tensioning pulley/support pulley and the tense side tensioning pulley/support pulley have reached their balanced position.
  • the axial positions of the cones of a CVT 6 are changed in manner such that when there are "cones with different transmission diameters mounted on a same shaft/spline", the next axial position change of a cone is always such that the transmission diameters of said "cones with different transmission diameters mounted on a same shaft/spline" are equal. Therefore, since during regular operations (non- "transmission ratio changing" operations) of a preferred CVT 6 the transmission diameters of all cones mounted on the same shaft/spline are equal, there should be only one shaft/spline at a time for which there are "cones with different transmission diameters mounted on a same shaft/spline".
  • one adjuster 8 of a cone (referred to as the moved cone) needs to "rotate preferably faster than required” or “have its worm gear- gear drive unlocked” in the direction "the rotated cone will need to rotate in order to "compensate for having cones with different transmission diameters mounted on the same shaft” after the axial position of the moved cone is changed”; here said adjuster 8 can simply stall or slip when its rotation is “not” or “not yet” needed.
  • the rotated cone is only “rotated” or “allowed to rotate” in the direction that increases the tension in the tense side of its transmission belt; the selection of whether the rotated cone is a cone that is coupled to the transmission belt which tension was reduced, or a cone that is coupled to the transmission belt which tension was not reduced should depend only on this. Since here if the tension in the transmission belt of the "CVT 4 with which the CVT 4 of the rotated cone is alternately used to transfer torque" is reduced by using one of its adjuster 8 to "compensate for having cones with different transmission diameters mounted on the same shaft", the rotated cone can be slowed-down and eventually locked by its adjuster 8. This prevents having adjusters 8 of both CVT 4's become unlocked, which is undesirable since relocking an adjuster 8 under load can require a large torque. Also here the moved cone and the rotated cone can be or cannot be the same cone, depending on the situation.
  • the direction that an adjuster 8 rotates its cone in order to "compensate for having cones with different transmission diameters mounted on the same shaft” is in the direction that increases the tension in the tense side of its transmission belt.
  • the smaller cone needs to be “rotated” or “allowed to rotate” in the direction said common input shaft is rotating; or a cone that is mounted on an output shaft and that is coupled to said smaller cone, needs to be “rotated” or “allowed to rotate” in the opposite direction said output shaft is rotating (here it is assumed that the transmission diameters of the cones mounted said output shaft are identical).
  • the larger cone needs to be “rotated” or “allowed to rotate” in the opposite direction said common output shaft is rotating; or a cone that is mounted on an input shaft and that is coupled to said larger cone, needs to be “rotated” or “allowed to rotate” in the direction said input shaft is rotating (here it is assumed that the transmission diameters of the cones mounted said input shaft are identical).
  • the cone that is used to "compensate for having cones with different transmission diameters mounted on the same shaft” can be rotated by its adjuster 8 in either directions as convenient, here said adjuster 8 can simply stall or slip when its rotation is not needed; since here after said axial position changing of a cone, the transmission diameters of the cones mounted on said same shaft/spline should be equal. So that here said adjuster 8 can simply be stopped once there is no need to "compensate for having cones with different transmission diameters mounted on the same shaft”.
  • a smaller cone mounted on the input shaft/spline can simply be rotated in the direction its said input shaft/spline is rotating; or larger cone mounted on the output shaft/spline can simply be rotated in the opposite direction its said output shaft/spline is rotating.
  • the contracting and extending movements of the slack side tensioning pulley/support pulley and the tense side tensioning pulley/support pulley should be able to "compensate for having cones with different transmission diameters mounted on the same shaft".
  • the contracting and extending movements of the tensioning pulleys are used to "compensate for having cones with different transmission diameters mounted on the same shaft”; however, here it is required that the ability of the contracting and extending movements of the tensioning pulleys to "compensate for having cones with different transmission diameters mounted on the same shaft" has not been exhausted.
  • the tension in the transmission belt of a CVT 4 for which the transmission belt tension was reduced can be increased by rotating a cone of the other CVT 4 in the direction that reduces its transmission belt tension, and if necessary slowing-down and eventually locking all cones of said CVT 4 for which the transmission belt tension was reduced. Increasing the tension in the transmission belt of one CVT 4 reduces the tension in the transmission belt of the other CVT 4.
  • a "preferred transmission ratio changing procedure for a CVT 6" that can be used to reduce the torque requirements of the adjusters (adjusters 8) of a preferred CVT 6 is described.
  • the torque requirements of the adjuster motors can be reduced to a level where the adjuster motors only need sufficient torque to unlock their worm gear-gear drives (the worm gear-gear drives of their adjusters) when needed and sufficient torque (braking torque if necessary) to relock their worm gear-gear drives when they are "slowing-down and about to change their direction of rotation”.
  • the adjuster motors are assisted by the "static locking friction" of their worm gear-gear drives, and during unlocking the adjuster motors need to overcome the "static locking friction" of their worm gear-gear drives.
  • an adjuster motor should be large enough so that it can accelerate fast enough when adjustment is suddenly required after an instance where it was not, so as to prevent any potential damage in its CVT 6.
  • an adjuster motor should also be able to rotate at a sufficient speed to keep its worm gear-gear drive unlocked; the speed to keep a worm gear-gear drive unlocked is a speed where the "kinetic locking friction" of the worm gear-gear drive is less than the rotational force applied to its adjuster output shaft.
  • An unlocked adjuster should allow rotation at the speed required even when the "speed its adjuster motor rotates its adjuster output shaft" is less than the "speed applied on its adjuster output shaft (such as due to transmission ratio change rotation, having cones of different diameters mounted on the same shaft, etc.)".
  • a friction brake can be used instead of using an adjuster motor to controllably lock and unlock an adjuster.
  • the friction brake applies braking friction to the worm gear of the worm gear-gear drive; and when an adjuster needs to be unlocked, the friction brake does not apply braking friction to the worm gear of the worm gear-gear drive.
  • a friction brake can also be used in conjunction with an adjuster motor to controllably lock and unlock an adjuster.
  • an adjuster can also be designed so that the "kinetic locking friction" of its worm gear-gear drive is never less than the rotational force applied to its adjuster output shaft. Since here the adjuster will not allow free rotation at any speed required, its adjuster motor needs to be able rotate its adjuster output shaft at the speed required or faster.
  • Said preferred CVT 6 (a CVT 6 is a CVT that uses two substantially identical CVT 4's, see Fig. 5 for an example) is a CVT 6 that uses one adjuster for each CVT 4 (it doesn't matter of which shaft/spline of their CVT 4 the adjusters are mounted); and a CVT 6 for which each CVT 4 has both a slack side tensioning pulley/support pulley and a tense side tensioning pulley/support pulley (see Fig. 6).
  • pulleys/support pulleys and the tense side tensioning pulleys/support pulleys have sufficient (preferably slightly more, to prevent exhaustion of their ability to provide and remove slack during axial position changing of a cone of their CVT) "contracting and extending movement ranges" to provide and remove slack as needed to allow for axial position changing of a cone of their CVT for all operating conditions of their CVT even when no adjuster is active, by "compensating for Transmission ratio change rotation, by accommodating for the transmission diameter change of a cone, and/or “by compensating for having cones of different transmission diameters mounted on the same shaft” during axial position changing of a cone of their CVT.
  • a tense side tensioning pulley/support pulley (labeled as 14 in Fig. 6) can be designed such that it can only provide and remove slack when the tension in its transmission belt has been reduced.
  • a maximum contraction stop (labeled as 15 in Fig. 6), which engages with the tense side tensioning pulley/support pulley (labeled as 14 in Fig. 6) and stops the movement of the tense side tensioning
  • the tense side tensioning pulley/support pulley when the tension in the transmission belt is not reduced, can be used.
  • the tense side tensioning pulley/support pulley should be pushed away from its maximum contraction stop by its tensioning force (as shown in Fig. 7); and this should give the tense side tensioning pulley/support pulley a "contracting and extending movements range" that can be used to provide and remove slack when required.
  • both the slack side tensioning pulley/support pulley and the tense side tensioning pulley/support pulley have each a “maximum contraction stop”.
  • the “maximum contraction stops” should be used to limit the movements of the tensioning pulleys/support pulleys to a range that allows for proper operation.
  • tensioning forces of the tensioning pulleys/support pulleys are provided by compression springs, which extending forces increase as they are compressed more. Since here slightly unbalanced tensioning forces of the tensioning pulleys/support pulleys can be balanced/equaled by slight movements of the tensioning pulleys/support pulleys.
  • the larger compression force of the spring of the tense side tensioning pulley/support pulley can reduce the compression in the spring of the tense side tensioning pulley/support pulley and increase the compression in the spring of the slack side tensioning pulley/support pulley until the tensioning pulleys/support pulleys have reached their equilibrium position.
  • tensioning springs or other tensioners for which their transmission belt tensioning force increase as their "available contraction distance" is reduced can also be used.
  • the "available contraction distance" of a tensioning pulley/support pulley determines the amount of slack that can be provided by that tensioning pulley/support pulley when needed. In general (there might be exceptions for items d) and e) of the "preferred
  • the stiffness of the tensioners of the tensioning pulleys/support pulleys, and the parameters (torque, speed, unlocked frictional resistance) of the adjusters should be selected so that when the tension in their transmission belt has been reduced, the tense side tensioning
  • pulley/support pulley and the slack side tensioning pulley/support pulley should each have a sufficient “contracting and extending movement range” to provide and remove slack as needed to allow for axial position changing of a cone for all operating conditions of their CVT by "compensating for Transmission ratio change rotation, by
  • the tense side tensioning pulley/support pulley and the slack side tensioning pulley/support pulley should each have a said sufficient “contracting and extending movement range" when their adjuster is activated to rotate clockwise and counter-clockwise (regardless of whether the adjuster is stalling, rotating and applying a torque on said transmission belt, or unlocked), and when their adjuster is not active.
  • trial and error experimentation and/or engineering can be used.
  • the tensioning pulleys/support pulleys can each be mounted on a spring loaded vertical slider.
  • a spring loaded vertical slider comprises of a vertical slider that allows for sufficient vertical movements as required, and a spring that provides sufficient tensioning forces as required. If the tensioning pulleys/support pulleys are also to be allowed to move horizontally, the spring loaded vertical sliders can each be mounted on a horizontal sliders; or the spring loaded vertical sliders can each have slotted holes into which the shafts of tensioning pulleys/support pulleys are inserted and fastened using bolts or locking rings, as partially shown in Fig. 6.
  • tensioning forces of the tensioning pulley/support pulleys should not be large enough so that they can prevent axial position changing of a cone.
  • the adjuster for that CVT 4 rotates its cone relative to its shaft/spline so as to provide a releasing torque, while the adjuster of the other CVT 4 is locked/braked or provides a slower rotating releasing torque so that full torque transfer between its cone and its shaft/spline occurs.
  • the adjuster used to reduce the tension in the transmission belt of "the CVT 4 for which the axial position of a cone is to be changed” is stopped/locked.
  • this step is initiated immediately after an adjuster has stopped providing a releasing torque in order to avoid changes in the "contracting and extending movement ranges" of the tensioning pulleys/support pulleys for which the tension in their transmission belt has been reduced due to slight differences in the transmission diameters of the cones mounted on same shaft/spline or any other factors.
  • one adjuster of a cone Before the axial position of a cone (referred to as the moved cone) is changed, one adjuster of a cone (referred to as the rotated cone) needs to "rotate preferably faster than required” or “have its worm gear-gear drive unlocked” in the direction "the rotated cone will need to rotate in order to "compensate for having cones with different transmission diameters mounted on the same shaft” after the axial position of the moved cone is changed”; here said adjuster can simply stall or slip when its rotation is “not” or “not yet” needed.
  • the rotated cone is only “rotated” or “allowed to rotate” in the direction that increases the tension in the tense side of its transmission belt; the selection of whether the rotated cone is a cone that is coupled to the transmission belt which tension was reduced, or a cone that is coupled to the transmission belt which tension was not reduced should depend only on this.
  • the CVT 4 for which a cone (the rotated cone) has to be rotated in the direction that increases the tension in the tense side of its transmission belt in order to "compensate for having cones with different transmission diameters mounted on the same shaft” is a CVT 4 for which its cone on the input shaft/spline has the smaller transmission diameter relative to the other cone on the input shaft /spline after the "First axial position changing of a cone", or for which its cone on the output shaft/spline has the larger transmission diameter relative to the other cone on output shaft/spline after the "First axial position changing of a cone".
  • the cone's direction of rotation that increases the tension in the tense side of its transmission belt is in the direction of rotation of the input shaft/spline.
  • the cone's direction of rotation that increases the tension in the tense side of its transmission belt is in the direction opposite from the rotation of the output shaft/spline.
  • the axial position of a cone of "the CVT 4 for which the transmission belt tension was reduced (due to a releasing torque)" can be changed.
  • the CVT 4 for which the transmission belt tension was reduced (due to a releasing torque)" is the "CVT 4 for which a cone is rotated in the direction that increases the tension in the tense side of its transmission belt”
  • the transmission diameter of the cone on the input shaft /spline can be decreased, or the transmission diameter of the cone on the output shaft /spline can be increased.
  • the transmission diameter of the cone on the input shaft /spline can be increased, or the transmission diameter of the cone on the output shaft /spline can be decreased.
  • the CVT 4 for which a cone has to be rotated in the direction that increases the tension in the tense side of its transmission belt in order to "compensate for having cones with different transmission diameters mounted on the same shaft” is the “CVT 4 for which the transmission belt tension is reduced (due to required compensating rotation)" after the "First axial position changing of a cone”; since for said CVT 4, a cone has to be rotated in the direction that increases the tension in the tense side of its transmission belt in order prevent an excessive increase in tension in the transmission belt of the other CVT 4, and since the torque capacity of an adjuster should be much smaller than the pulling torque of its CVT 6 under all operating conditions so that an adjuster will stall/slip before it can increase the tension in its transmission belt to above the pulling torque of its CVT 6. d) Second axial position changing of a cone Option 1 of 2
  • the axial position of a cone of the "CVT 4 for which the transmission belt tension is reduced (due to required compensating rotation)" can be changed.
  • the "CVT 4 for which the transmission belt tension is reduced (due to require compensating rotation)” is the CVT 4 for which a cone is rotated in the direction that increases the tension in the tense side of its transmission belt in order to "compensate for having cones with different transmission diameters mounted on the same shaft".
  • the slack side of the transmission belt (which is the slack side of the transmission belt during regular torque transmission) becomes the tense side of the transmission belt
  • the tense side of the transmission belt (which is the tense side of the transmission belt during regular torque transmission) becomes the slack side of the transmission belt.
  • the tense side tensioning pulley/support pulley and the slack side tensioning pulley/support pulley each should have a sufficient "contracting and extending movement range" to provide and remove slack as needed to allow for axial position changing of their cone during axial position changing of their cone.
  • the tense side tensioning pulley/support pulley and the slack side tensioning pulley/support pulley each should have a sufficient "contracting and extending movement range" to provide and remove slack as needed to allow for axial position changing of their cone during axial position changing of their cone.
  • Second axial position changing of a cone Option 1 of 2 can be determined through experimentation; if it does not, then the tensioning forces of the tense side tensioning pulley/support pulley and the slack side tensioning pulley/support pulley, and the parameters (torque, speed, unlocked frictional resistance) of the active adjuster need to be selected so that each tensioning pulley/support pulley has a sufficient “contracting and extending movement range” to provide and remove slack as needed to allow for axial position changing of a cone by "compensating for Transmission ratio change rotation, by "accommodating for the transmission diameter change of a cone", and/or by “compensating for having cones of different transmission diameters mounted on the same shaft” during axial position changing of their cone.
  • Second axial position changing of a cone Option 1 of 2 the adjuster that is used to "compensate for having cones with different transmission diameters mounted on the same shaft” can be stopped, since after “d) Second axial position changing of a cone Option 1 of 2", the CVT 6 will be at "a) Initial Setup/Regular Operation Setup", where the transmission diameters of all cones mounted on the same shaft/spline are equal. e) Second axial position changing of a cone Option 2 of 2
  • a cone of the "CVT 4 for which the transmission belt tension is not reduced (due to required compensating rotation)" needs to be rotated in the direction that reduces the tension in its transmission belt (which is also the direction of rotation to "compensate for having cones with different transmission diameters mounted on the same shaft") as long as there are cones with different transmission diameters mounted on the same shaft.
  • the tense side tensioning pulley/support pulley and the slack side tensioning pulley/support pulley each should have a sufficient "contracting and extending movement range" to provide and remove slack as needed to allow for axial position changing of their cone during axial position changing of their cone.
  • the tense side tensioning pulley/support pulley hits its maximum contraction stop, then the tense side tensioning pulley/support pulley can only remove slack and the slack side tensioning pulley/support pulley can only provide slack. But, this might be acceptable here, since the adjuster of the CVT 4 for which the axial position of a cone is changed, is rotated in the direction that provides slack to the side of the tense side tensioning pulley/support pulley and removes slack from the side of the slack side tensioning pulley/support pulley.
  • Point N is the contact point between a cone and its transmission belt that doesn't rotate due to changes in the transmission diameter of said cone; and Point M of a cone is the point were no rotational sliding between said cone and its torque transmitting member occur due to axial position change of said torque transmitting member relative to said cone (see Fig. 6 for an example).
  • the length of the portion of the transmission belt covering the cone has to be increased; and as the transmission diameter of a cone is decreased, the length of the portion of the transmission belt covering the cone has to be decreased.
  • Increasing the length of the portion of the transmission belt covering the cone requires that the portion(s) of the transmission belt to the left and/or to the right of Point N are slid towards Point N so as to provide more slack; this cause relative rotational movement between the surface of the cone and its transmission belt except at Point N.
  • the direction of “belt curvature change rotation” depends on the position of Point M relative to Point N, and whether the transmission diameter of the cone is increased or decreased.
  • "belt curvature change rotation” should be zero; and when Point M is positioned to the left of Point N, the direction of “belt curvature change rotation” should be in the opposite direction from when Point M is positioned to the right of Point N.
  • the location of Point N and the directions of “belt curvature change rotation” can be obtained through experimentations using a Test CVT.
  • the amount of "belt curvature change rotation" of a cone depends on the distance of the Point M of said cone from Point N. If we ignore the rotations of said cone due to the rotations of its CVT 6 (for illustrative purposes let's assume that the CVT 6 of said cone is not rotating), then the length of the transmission belt segment from Point N to Point M remains constant as the axial position of said cone is changed. If this transmission belt segment is longer than more "belt curvature change rotation" will occur during
  • Transmission ratio change rotation of a cone can also be due to the change in curvature of the torque transmitting member of said cone. This type of “Transmission ratio change rotation” is referred to as “member curvature change rotation”.
  • the amount of "member curvature change rotation” depends on the distance from “Point M of the torque transmitting member of said cone” to "the point of engagement between said torque transmitting member and its transmission belt". "The point of engagement between said torque transmitting member and its transmission belt”, will be referred to as Point E.
  • CVT 6 that uses two CVT 4's for which the tensioning pulleys are positioned on the slack side of the transmission belt. And said CVT 6 uses cones that each have the design of a "cone assembly with one torque transmitting member" described in the "Alternate CVT's" section of US Patent 7,722,490 B2.
  • the cones on the input shaft have the longitudinal slides mounted ends of their torque transmitting members at the leading end (which is the end of the torque transmitting member that engages first), and the cones on the output shaft have the longitudinal slides mounted ends of their torque transmitting members at the trailing end (which is the end of the torque transmitting member that engages last).
  • Point M of the torque transmitting member which is a point of the torque transmitting member which rotational position relative to its cone does not change as the axial position of the torque transmitting member relative to its cone is changed.
  • a CVT 4 of the CVT 6 (a CVT 6 has two functionally identical CVT 4's) of this section is shown as a front-view in Fig. 6.
  • the following labeling are used for Fig. 6: Driving Cone 9, Torque Transmitting Member 9-M1 , Driven Cone 10, Torque Transmitting Member 10-M1 , Input Spline 11 , Output Spline 12, Support Pulley 14, Tensioning Pulley 13.
  • Driving Cone 9 and Driven Cone 10 the rotational position of their Point M, which for each cone is located at the end of the torque transmitting member that is mounted to the longitudinal slide, are marked with M; and the rotational position of their Point N, are marked with N.
  • the ball park rotational speed and angular acceleration of the adjusters 8 can be estimated by assuming that the maximum “belt curvature change rotation" for the portion of the transmission belt to the right of Point N of "half a tooth” has to be compensated/allowed as Point M is rotated from the 12 o'clock position to the 9 o'clock position.
  • the distance that needs to be traveled is "half a tooth”
  • the time the distance needs to be traveled is the time it takes to rotate Point M from the 12 o'clock position to the 9 o'clock position.
  • Tensioning Pulley 13 can also be used to provide and remove slack as needed in order to allow for "Transmission ratio change rotation" due to movements in the slack side of the transmission belt.
  • Tensioning Pulley 13 cannot allow for
  • Tensioning Pulley 13 to allow for "Transmission ratio change rotation” due to “belt curvature change rotation”, so that said distance becomes “one tooth” (which is due to “member curvature change rotation”). This distance is a conservative estimate, since the distance of "one tooth” due to “member curvature change rotation” is covered during the entire duration that the axial position of Driven Cone 10 is changed and not only the “9 to 3 o'clock interval" of Driven Cone 10.
  • the CVT 6 of this example is designed so that the actual distance to compensate for "Transmission ratio change rotation" for the "3 to 12 o'clock interval" of Driven Cone 10 is less than "half a tooth”. If we estimate that the axial position of Driven Cone 10 is changed during an interval from "9 to 12 o'clock", then the "3 to 12 o'clock interval” represents only 1/3 of the total arc length of the "9 to 12 o'clock” interval. In addition, it is desirable to complete the majority of the axial position changing movement of a cone early on so that the end portion of the axial position changing procedure can be used to reduce the speed of the cone so as to minimize shock loads.
  • the distance to compensate/allow for "Transmission ratio change rotation” should also be less than "half a tooth", since the maximum amount of "Transmission ratio change rotation” of a cone (ignoring reduction due to the distance of Point N from Point M) is proportional to the amount of the axial movement of a cone.
  • the actual interval for changing the axial position of Driven Cone 10 might be different than the estimate given above; changing the axial position of Driven Cone 10 (and also Driving Cone 9) should be performed during an interval that starts after the trailing end of its torque transmitting member disengages, and ends before the leading end of its torque transmitting member re-engages.
  • each adjuster 8 comprises of an electric motor that drives a worm gear that drives a gear.
  • the Torque (T) I * angular acceleration.
  • This torque estimate does not include the torque required to overcome friction, this torque can be calculated/estimated separately and added to torque estimate above.
  • the "input/output ratio" of the worm gear-gear drive is not 1 : 1 , then appropriate adjustments need to be made to the calculations of the previous paragraphs in order to determine the ratings for the motors that drive the worm gears of the adjusters 8. It might also be desirable to use some gearings that increase the output speed of said motors, but reduce the output torque of said motors and add additional inertia that needs to be accelerated by said motors.
  • this ball park estimate can then be used to obtain the actual required speed and torque ratings of the adjuster(s) 8 that allow the axial positions of Driving Cone 9 and Driven Cone 10 to be changed without interruption due to "Transmission ratio change rotation" for the maximum operating speed of the CVT, by simply testing the at what minimum speed and minimum torque of the adjuster(s) 8 the axial positions of Driving Cone 9 and Driven Cone 10 can changed without interruption due to "Transmission ratio change rotation" at the maximum operating speed of the CVT.
  • the motors of the adjusters 8 are always ON when the adjusters 8 are needed to compensate/allow for "Transmission ratio change rotation", even when the adjusters 8 are driven by the "Transmission ratio change rotation”; this is to account for sudden decrease in speed and increase in "locking friction" of the worm gear-gear drive.
  • the definition of an unlocked adjuster is an adjuster for which the "worm rotating force" of its worm gear-gear drive is larger than the "worm locking force" of its worm gear-gear drive.
  • a cone that has the longitudinal slide mounted end of its torque transmitting member at the trailing end can be the mirror image of a cone that has the longitudinal slide mounted end of its torque transmitting members at the leading end; except that if non-symmetrical teeth are used, then for both cones the teeth for their torque transmitting members should be oriented so that they can transfer maximum torque in the direction they are primarily used for torque transmission.
  • the required relative rotation between the cones on a common shaft/spline to compensate for "Transmission ratio change rotation” can also be provided by adjuster(s) 8 of the CVT 4 other then the CVT 4 for which for a cone rotation to allow for
  • the cones of a CVT 6 should be designed so that they can handle the maximum releasing torque and the maximum torque due to the "rotations to compensate for having cones with different transmission diameters mounted on the same shaft".
  • the pulling direction of a releasing torque is in the direction that increases the tension in the slack side of the transmission belt.
  • the pulling direction due to the "rotations to compensate for having cones with different transmission diameters mounted on the same shaft” is in direction that increases the tension in the slack side of the transmission belt when a cone on the input shaft is pulled in the direction its CVT is rotating by the cone to which it is coupled (which should happen occasionally for the preferred CVT 6), and when a cone on the output shaft is pulled in the opposite direction its CVT is rotating by the cone to which it is coupled (which should also happen occasionally for the preferred CVT 6).
  • the pulling direction in the direction that increases the tension in the slack side of the transmission belt is opposite from the main pulling direction of the cones, which is in the direction that increases the tension in the tense side of the transmission belt.
  • the cones of a CVT 6 should be designed such that can transit torque in both directions as required; although the torque capacity in one direction can be larger than the other.
  • the force needed to change the transmission ratio can be reduced by reducing the tension in the transmission belt of the CVT 4 for which the transmission ratio is changed.
  • the transmission ratio of said CVT 4 can be changed by changing the axial position(s) of the driven cone, driving cone, or both driven cone and driving cone of said CVT 4.
  • the transmission diameters of the cones mounted on a common shaft/spline are identical; if this is not the case then the adjuster(s) need to provide rotational adjustments as necessary to compensate for having cones with unequal transmission diameters on a common shaft/spline, which reduces efficiency.
  • the required direction for this rotational adjustment can be obtained through experimentation; here if desired the Test CVT described earlier can be used. Also, it is recommended that here the adjuster(s) provide more adjustments than required or are unlocked so that they can always provide the amount of adjustment needed and only stall or slip when they provide too much adjustment.
  • the same labeling used for Fig. 5 is used for Fig. 8.
  • the rotational position of one cone at a time of a CVT 4 (driving cone or driven cone) can be rotated by the adjusters into a moveable position during parking.
  • the adjusters of the driving cone and driven cone are rotated in a common direction until the cone that was to be rotated into a moveable position is in that position.
  • the required rotational speed of the adjusters might be different, this problem can be solved by simply letting the adjuster that rotates too fast stall, slip, and/or slowdown.
  • Once a cone is in a moveable position its axial position can be changed.
  • the adjusters When parked, during the axial position changing procedure of a cone, the adjusters are not required to provide a releasing torque unless there is tension in the transmission belt that needs to be relieved.
  • tension in transmission belt is unlikely, especially after the adjusters are used to change the rotational positions of the cones.
  • the tension in transmission belt can be relieved by rotating a cone of that transmission belt in both directions, since one direction will be the direction to relieve tension and the torque of the adjusters are limited so that they should not be able significantly increase the tension in a transmission belt in whichever direction they are rotating.
  • the duration of each rotation of the rotations in both directions can be set by a "set time duration" (the earlier description regarding a "set time duration" is also applicable here).
  • adjusters 8 adjusters
  • the only control required for the adjusters is ON/OFF and the direction of rotation; since here the adjusters can always be rotated up to their maximum capacity when ON.
  • regular driving conditions having to change the transmission ratio of a CVT during parking, for which rotational position control of a cone is required, is not needed.
  • the cost of an adjuster that allows for rotational position control is not cost prohibitive, being able to change the transmission ratio of a CVT during parking allows the CVT to operate optimally even under extreme driving conditions.
  • a CVT 6 uses two CVT 4's in order to reduce the tension in the transmission belt of one of the CVT 4's.
  • the concept of using two CVT's and mounting at least one means for conveying torque (such as a cone, transmission pulley, variator, etc.) of each CVT using an "adjuster that allows a said means for conveying torque to rotate relative to the shaft/spline on which it is mounted" can also be applied to other CVT's.
  • the same concept can be applied to a CVT that uses two CVT 1 's or two CVT 3's of US Patent No. 7,722,490 instead of two CVT 4's.
  • the cones of these CVT's are cones with two opposite slideable teeth.
  • the tension in a transmission belt can also be reduced in a CVT 4 for which one cone is mounted on its shaft/spline using adjuster 8.
  • This configuration is shown in Fig. 9.
  • the tension in its transmission belt can be reduced by unlocking the worm gear-gear drive of the adjuster 8 in the direction that reduces the tension in the transmission belt.
  • the dynamic friction of the worm gear-gear drive should be low enough so that the gear can drive its worm gear once rotation was initiated by the motor of the adjuster 8.
  • the worm gear-gear drive of the adjuster 8 should be re-locked.
  • the reduction in transmission belt tension depends on the frictional resistance of the worm gear-gear drive.
  • a transmission which is referred to as a pre-transmission, can be placed between the engine/motor and the CVT.
  • the pre-transmission should have one gear ratio for regular driving, and at least one gear ratio for high torque driving.
  • the gear ratio for high torque driving should be selected so as to reduce the input speed and increase the torque of the rotation that enters the CVT. If desired, the pre-transmission can also have neutral and/or reverse gearing.
  • a configuration of a drive system using a Pre-transmission is shown in Fig. 10.
  • the purpose of the Pre-transmission is to limit the maximum rotational speed of a cone. Another method to accomplish this is by limiting the maximum rotational speed cone is allowed to rotate. Here the engine can still be allowed to rotate at its maximum rpm, but the transmission ratio of the CVT should be limited so that the maximum rotational speed of a cone is limited to a pre-set maximum rotational speed for a cone.
  • a transmission which is referred to as a post- transmission, can be placed after the output of the CVT.
  • the post-transmission should have one gear ratio for regular driving, and at least one gear ratio for high torque driving. If desired, the post-transmission can also have neutral and/or reverse gearing.
  • a configuration of a drive system using a Post-transmission is shown in Fig. 11.
  • drive system can also have a pre-transmission and post-transmission, both which are described earlier.
  • a configuration of a drive system using a Pre-transmission and Post-transmission is shown in Fig. 12.
  • a Drive System 1 An example drive system that has a pre-transmission, a CVT, and a post- transmission is described below and shown in Fig. 13; it is referred to as a Drive System 1.
  • a drive system that has a CVT, and a pre-transmission and/or post-transmission.
  • the pre-transmission of Drive System 1 has the following gearing: Neutral, Reverse, Normal (for regular demand driving conditions), and Hi-demand (for high demand driving conditions).
  • the Hi-demand gearing can consist of one or several gear ratios.
  • the post-transmission of Drive System 1 has the following gearing: Normal (for regular speed driving conditions), and Hi-speed (for high speed driving conditions).
  • the Hi-speed gearing can consist of one or several gear ratios.
  • Switching between Normal gearing and Hi-demand gearing can be performed automatically or manually. Automatic switching can be performed by a control mechanism that monitors the rpm speed of the engine. And manual switching can be performed by the user whenever he senses a Hi-demand condition, such as driving uphill or towing for example.
  • the output transmission ratio of Drive System 1 is the transmission ratio involving the pre-transmission, CVT, and post-transmission.
  • a transmission control system which has the required output transmission ratio for given output speed and demand driving condition programmed into it, is used to control the output transmission ratio of Drive System 1 based on: a) the output speed of Drive System 1 ; b) whether its pre- transmission is in Normal gearing or Hi-demand gearing (the demand driving condition).
  • the transmission control system is programmed so that the output transmission ratio for Hi-demand gearing is lower than that for Normal gearing (for a lower transmission ratio, the torque/speed ratio is higher than that of a higher transmission ratio). And programmed so that for each demand driving condition (Normal and Hi-demand), the lower the output speed, the lower the output transmission ratio.
  • the output transmission ratio of Drive System 1 is adjusted by the transmission control system based on the output speed of Drive System 1 and the demand driving condition (Normal or Hi-demand). This is accomplished by making adjustments in the CVT and/or Post transmission to reach the required programmed output transmission ratio using the "transmission configuration of Drive System 1" for the demand driving condition.
  • Drive System 1 will provide CVT performance, while allowing its CVT to operate at a lower maximum rpm.
  • the Hi-speed gearing of the post-transmission is also only used occasionally.
  • the car's speed is 191 km/h.
  • the transmission ratio range of the CVT is from 4:1 (lowest trans, ratio) to 1 :1 (highest trans, ratio), then it will be able to provide a car with a speed up to 191 km/h while running the engine up to 2000 rpm, which is in range of normal operating conditions of a car.
  • the preferred design of a CVT 6 (which uses two substantially identical CVT 4's) is a design that uses one adjuster for each CVT 4, and where for each CVT 4 both a slack side tensioning pulley/support pulley and a tense side tensioning pulley/support pulley (which both have contracting and extending movements that are used to provide and remove slack as needed to compensate for "Transmission ratio change rotation", to accommodate for the transmission diameter change of a cone, and to "compensate for having cones of different diameters mounted on the same shaft during axial position changing of a cone") are used.
  • both the slack side tensioning pulley/support pulley and the tense side tensioning pulley/support pulley each have a maximum contraction stop.
  • the speed and torque capacity of the adjusters 8 is sufficient to unlock the adjusters 8 when needed and to relock the adjusters 8 when they are "slowing-down and about to change direction".
  • the adjusters 8 are used to reduce the tension in their transmission belt when required, and to "compensate for having cones with different transmission diameters mounted on the same shaft” when “cones with different transmission diameters are mounted on the same shaft” or immediately before the axial position change of cone where “cones with different transmission diameters are mounted on the same shaft” after said axial position change of cone.
  • the adjusters 8 can also have other uses as long as they don't interfere with the uses above.
  • the axial positions of the cones of a CVT 6 are changed in manner such that when there are "cones with different transmission diameters mounted on a same shaft/spline", the next axial position change of a cone is always such that the transmission diameters of said "cones with different transmission diameters mounted on a same shaft/spline" are equal. Therefore, since during regular operations (non-"transmission ratio changing" operations) of said preferred design of a CVT 6, the transmission diameters of all cones mounted on the same shaft/spline are equal, there should be only one shaft/spline at a time for which there are "cones with different transmission diameters mounted on a same shaft/spline".
  • the cone that is used to "compensate for having cones with different transmission diameters mounted on the same shaft” can be rotated by its adjuster 8 in either directions as convenient. Since here after said axial position changing of a cone, the transmission diameters of the cones mounted on said same shaft/spline should be equal; so that here said adjuster 8 can simply be stopped once there is no need to "compensate for having cones with different transmission diameters mounted on the same shaft”.
  • FIG. 5 A top-view of "said preferred design of a CVT 6" is shown in Fig. 5, and a front-view of a CVT 4 of "said preferred design of a CVT 6" is shown in Fig. 6 (both CVT 4's of "said preferred design of a CVT 6" are substantially identical).
  • the adjusters 8 are mounted on the same spline; however, if desired the adjusters 8 can be mounted on different shafts/splines, since it does not matter on what shaft/spline the adjusters 8 are mounted, as long as each CVT 4 of "said preferred design of a CVT 6" as one adjuster 8.
  • the preferred method of this invention can also be described as a method for efficiently reducing the tension in the transmission belt of a CVT 4 during transmission ratio changing comprising:
  • tense side tensioning pulley also referred to as tensioning pulley/support pulley
  • slack side tensioning pulley also referred to as tensioning pulley/support pulley
  • Said tense side tensioning pulley and said slack side tensioning pulley each have a sufficient "contracting and extending movement range" to provide and remove slack as needed to allow for axial position changing of a cone.
  • the "Method for efficiently changing the transmission ratio” comprises of the following steps:
  • the rotated cone Before the axial position of a cone (referred to as the moved cone) is changed, one adjuster of a cone (referred to as the rotated cone) needs to "rotate preferably faster than required” or “have its worm gear-gear drive unlocked” in the direction "the rotated cone will need to rotate in order to "compensate for having cones with different transmission diameters mounted on the same shaft” after the axial position of the moved cone is changed”; here said adjuster can simply stall or slip when its rotation is “not” or “not yet” needed.
  • the rotated cone is only “rotated” or “allowed to rotate” in the direction that increases the tension in the tense side of its transmission belt.
  • the moved cone and rotated cone can be part of the same CVT 4 (they can even be the same cone but not necessarily), or each part of a different CVT 4.
  • the adjuster of the other CVT 4 (which is the CVT 4 of said rotated cone) is eventually locked as it slows down.
  • the adjuster of the other CVT 4 will not reverse direction from “rotating in the direction that increases the tension in the tense side of its transmission belt” to “rotating in the direction that reduces the tension in the tense side of its transmission belt”.
  • the configuration of said preferred design of a CVT 6 should work even if some description of this disclosure, such as a direction of rotation for example, are incorrect. Some description are provided to help the reader understand the principle of the subject matter disclosed, and not as a theoretical truth (which can be easily verified through simple experimentation). All other configurations of a CVT 6, such as a CVT 6 that doesn't use a tense side support pulley that can provide or remove slack for example, are also useful and have merit, but they are less preferred. And other control schemes for controlling the adjusters 8 can also be used, but they are less preferred. Other control schemes for controlling the adjusters 8 can be obtained through simple experimentation.

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Abstract

L'invention porte sur une transmission à variation continue 6 (Fig. 5), laquelle transmission comprend deux transmissions à variation continue 4 sensiblement identiques. Chaque transmission à variation continue 4 comprend deux cônes qui sont accouplés par une courroie de transmission. Les cônes d'entraînement des transmissions à variation continue 4 sont montés sur un arbre commun, et les cônes entraînés des transmissions à variation continue 4 sont montés sur un arbre commun. Pour chaque transmission à variation continue 4, l'un de ses cônes est monté sur son arbre à l'aide d'un élément de réglage qui peut verrouiller ou relâcher la position de rotation de son cône par rapport à l'arbre sur lequel il est monté. Chaque transmission à variation continue 4 a une poulie de tension/support côté tension et une poulie de tension/support côté mou (Fig. 6), qui peut produire et éliminer un mou selon les besoins afin de compenser une "rotation de changement de rapport de transmission", de façon à s'adapter au changement de diamètre de transmission d'un cône, et à compenser le fait d'avoir des cônes de différents diamètres montés sur le même arbre pendant un changement de position axiale d'un cône.
PCT/US2014/053634 2013-09-03 2014-09-02 Cône à transmission à variation continue à éléments pour laquelle une tension de courroie peut être réduite efficacement WO2015034796A1 (fr)

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US201361873266P 2013-09-03 2013-09-03
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US201361875079P 2013-09-08 2013-09-08
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US201361878020P 2013-09-15 2013-09-15
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US201361878552P 2013-09-16 2013-09-16
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US201361880959P 2013-09-22 2013-09-22
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US201361880980P 2013-09-23 2013-09-23
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US201361910316P 2013-11-30 2013-11-30
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US201361913324P 2013-12-08 2013-12-08
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US201361914327P 2013-12-10 2013-12-10
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US201361922418P 2013-12-31 2013-12-31
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US201461922870P 2014-01-02 2014-01-02
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US201461923726P 2014-01-05 2014-01-05
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US201461938539P 2014-02-11 2014-02-11
US61/938,539 2014-02-11
USPCT/US2014/017007 2014-02-18
PCT/US2014/017007 WO2014130487A2 (fr) 2013-02-21 2014-02-18 Cône ayant une transmission à variation continue d'élément pour laquelle la tension de courroie peut être réduite
US201461942615P 2014-02-20 2014-02-20
US61/942,615 2014-02-20
US201461978922P 2014-04-13 2014-04-13
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US201461991612P 2014-05-11 2014-05-11
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US201461994937P 2014-05-18 2014-05-18
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US201462007377P 2014-06-03 2014-06-03
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CN111356861A (zh) * 2017-12-07 2020-06-30 爱信艾达株式会社 传动带、无级变速器以及单体的设计方法、单体的制造方法

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US20130130854A1 (en) * 2007-10-29 2013-05-23 Armin Sebastian Tay Additional Methods and Devices for Improving the Performance of CVTs
US20130310205A1 (en) * 2012-05-15 2013-11-21 Armin Sebastian Tay Cvt with extended transmission ratio range

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US20130130854A1 (en) * 2007-10-29 2013-05-23 Armin Sebastian Tay Additional Methods and Devices for Improving the Performance of CVTs
US20130310205A1 (en) * 2012-05-15 2013-11-21 Armin Sebastian Tay Cvt with extended transmission ratio range

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Publication number Priority date Publication date Assignee Title
CN111356861A (zh) * 2017-12-07 2020-06-30 爱信艾达株式会社 传动带、无级变速器以及单体的设计方法、单体的制造方法
CN111356861B (zh) * 2017-12-07 2022-01-28 爱信艾达株式会社 传动带、无级变速器以及单体的设计方法、单体的制造方法

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