WO2021252402A1 - Transmission à variation pseudo continue avec changement de rapport ininterrompu - Google Patents

Transmission à variation pseudo continue avec changement de rapport ininterrompu Download PDF

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Publication number
WO2021252402A1
WO2021252402A1 PCT/US2021/036266 US2021036266W WO2021252402A1 WO 2021252402 A1 WO2021252402 A1 WO 2021252402A1 US 2021036266 W US2021036266 W US 2021036266W WO 2021252402 A1 WO2021252402 A1 WO 2021252402A1
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WO
WIPO (PCT)
Prior art keywords
gear
circular
driven
driving
gears
Prior art date
Application number
PCT/US2021/036266
Other languages
English (en)
Inventor
Raja Ramanujam RAJENDRAN
Prashanth Ramanjam RAJENDRAN
Original Assignee
Rajendran Raja Ramanujam
Rajendran Prashanth Ramanjam
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from PCT/US2020/036636 external-priority patent/WO2020251892A1/fr
Application filed by Rajendran Raja Ramanujam, Rajendran Prashanth Ramanjam filed Critical Rajendran Raja Ramanujam
Priority to CA3173031A priority Critical patent/CA3173031A1/fr
Priority to CN202180005147.8A priority patent/CN114502859A/zh
Priority to JP2022574644A priority patent/JP2023529149A/ja
Priority to EP21821579.6A priority patent/EP4162175A1/fr
Priority to KR1020237000576A priority patent/KR20230020526A/ko
Priority to US17/542,482 priority patent/US20220107008A1/en
Publication of WO2021252402A1 publication Critical patent/WO2021252402A1/fr

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Classifications

    • 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
    • F16H29/00—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action
    • F16H29/20—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action the intermittently-acting members being shaped as worms, screws, or racks
    • 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
    • F16H19/00—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion
    • F16H19/02—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion
    • F16H19/04—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion comprising a rack
    • F16H19/043—Gearings comprising essentially only toothed gears or friction members and not capable of conveying indefinitely-continuing rotary motion for interconverting rotary or oscillating motion and reciprocating motion comprising a rack for converting reciprocating movement in a continuous rotary movement or vice versa, e.g. by opposite racks engaging intermittently for a part of the stroke
    • 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
    • F16H27/00—Step-by-step mechanisms without freewheel members, e.g. Geneva drives
    • F16H27/04—Step-by-step mechanisms without freewheel members, e.g. Geneva drives for converting continuous rotation into a step-by-step rotary movement
    • F16H27/06—Mechanisms with driving pins in driven slots, e.g. Geneva drives
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
    • F16H3/30—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts not coaxial
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/42—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion with gears having teeth formed or arranged for obtaining multiple gear ratios, e.g. nearly infinitely variable
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/76—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with an orbital gear having teeth formed or arranged for obtaining multiple gear ratios, e.g. nearly infinitely variable
    • 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
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H35/02—Gearings or mechanisms with other special functional features for conveying rotary motion with cyclically varying velocity ratio
    • 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
    • F16H35/00—Gearings or mechanisms with other special functional features
    • F16H2035/003—Gearings comprising pulleys or toothed members of non-circular shape, e.g. elliptical gears

Definitions

  • the present invention relates to smooth uninterrupted synchronizing before shifting of gears.
  • Geared bicycles today have multiple sprockets with different sizes placed coaxial and offset to one another and the chain is made to travel axially using a derailleur to align with a specific sprocket. Another way to achieve this will be to keep the chain in the same plane and instead move the sprockets of various sizes in and out of chains plane.
  • the same idea can be extended to regular gears, pulleys, and cage pins.
  • Spring loaded segments forming different full-size gears including non-circular gears are moved in and out of operating plane 1003 to achieve several input-output ratios.
  • the shifting will be smoother. However, this will not be true for gears. The change would be abrupt. When used with a set of non-circular gears, this shifting can be achieved in an uninterrupted manner. This idea can be applied not just for bicycle application but also to automotive and other applications.
  • the operating plane 1003 is moved along with a single driven circular gear. Also, the circular gear and the non-circular gears are not segmented.
  • the current invention eliminates the above two disadvantages.
  • the current invention also allows a smooth transition from one ratio to another ratio in an uninterrupted manner without the need for a synchronizer or clutch.
  • Fig 1- Front view of transmission assembly showing regions 1009 where swapping of the gear segments to make conjugate gears coplanar or offset is allowed
  • Fig 7- Large circular driving and driven circular gears each with orifice matching the contour of the small driving or driven gear on one side and contour overlapping larger gear portion of the transition gear on the other side
  • Fig 13- Transmission assembly using telescopic shafts and transition gears with partial teeth profile and large circular driving gear with clearance pocket to accommodate the transition gear, with transmission gears in up-shift configuration
  • Fig 14- Transmission assembly using telescopic shafts and transition gears with partial teeth profile and large circular driving gear with clearance pocket to accommodate transition gear, in high-speed configuration
  • Fig 15- Transmission assembly using telescopic shafts and transition gears with partial teeth profile and large circular driving gear with clearance pocket to accommodate transition gear, in low-speed configuration
  • Fig 16- Transmission assembly using telescopic shafts and transition gears with partial teeth profile and large circular driving gear with clearance pocket to accommodate transition gear, with transition gears in down-shift configuration
  • Fig 22 - 28 Schematic view of transmission with multiple operating planes 1003 with each low- speed gear pair, transition gear pair and high-speed gear pair with their own operating plane 1003, showing various steps in shifting from low speed zone to high speed zone through upshift zone
  • Fig 29 - 35 Schematic view of transmission with multiple operating planes 1003 with each low- speed gear pair, transition gear pair and high-speed gear pair with their own operating plane 1003, showing various steps in shifting from high speed zone to low speed zone through down shift zone
  • Fig 42 - 47 Schematic view of transmission with One-way bearing 50 in the largest driven gear showing various steps in shifting from low-speed zone to high-speed zone through up-shift zone Fig 42 - (Low-Speed) smaller driving gear 13 is always engaged with larger driven gear.
  • the larger driven gear is attached to the driven shaft via a One-way bearing 50. Neither of these gears are segmented.
  • the low-speed gears are active via One-way bearing.
  • the low-speed gears becomes inactive because of the One-way bearing 50.
  • the transition gear reaches the high-speed zone after passing thru the up-shift zone.
  • the low-speed gears are inactive via One-way bearing 50
  • Fig 46 While the larger driving gear engaged with the Smaller driven gear 16 and before the transition gears transition to down-shift zone, the transition gears are disengaged , in segments in a region when none of the teeth in that segment are meshed with the conjugate transition gear.
  • the low-speed gears are inactive via One-way bearing.
  • Fig 48 - 53 Schematic view of transmission with One-way bearing in the largest driven gear showing various steps in shifting from high speed zone to low speed zone through down-shift zone
  • the low-speed gears are inactive via One-way bearing 50.
  • Fig 49 While the larger driving gear engaged with the Smaller driven gear 16 and when the orientation of the transition gears reaches high-speed zone (the larger gear segment of the driving transition gear is engaged with the smaller gear segment of the driven transition gear), the transition gears are engaged, in segments in a region when none of the teeth in that segment are meshed with the conjugate transition gear. At this moment both the transition gear and the high-speed gears are engaged.
  • the low-speed gears are inactive via One-way bearing 50.
  • Fig 50 Following immediately and before the transition gear changes to up-shift zone the driving larger gear is disengaged, in segments in a region when none of the teeth in that segment are meshed with the conjugate gear.
  • the low-speed gears are inactive via One-way bearing 50.
  • Fig 51 - The transition gear reaches the low-speed zone after passing thru the down-shift zone.
  • the low-speed gears are inactive via One-way bearing 50.
  • Fig 53 Following immediately and before the transition gear changes to up-shift zone the driving transition gear is disengaged with, in segments in a region when none of the teeth in that segment are meshed with the conjugate transition gear.
  • the low-speed gears are active via One-way bearing 50.
  • Fig. 62A - 62C Driving Geneva slot & pin wheel with partial gear Assy 62 A - Top view 62B - Side View 62C - Isometric View
  • Driving small gear fixed with non-circular orifice matching driving non-circular shaft Driven small gear segmented (full) with non-circular orifice matching driven non circular shaft ) Driven large gear segmented (full) with non-circular orifice matching driven non circular shaft )
  • Driving large gear fixed with non-circular orifice matching driving non-circular shaft Driving small gear rigidly fixed to driven shaft )
  • Driving transition gear with a void zone rigidly fixed to driven shaft Driving large gear rigidly fixed to driven shaft with a pocket for driven transition gear) Driven small gear segmented full allowing axial movement driving shaft ) Driven transition gear placed on a tubular shaft with a void zone rotationally locked allowing axial movement on driving shaft ) Driven large gear segmented full allowing axial movement with a pocket for driving transition gear on driving shaft )
  • Driving transition gear non-segmented with void zone with clearance hole for transition gear on the interior Driving transition gear non-segmented with clearance hole for transition gear on the interior
  • the synchronous shifting is achieved by engaging the driving and the driven gears by aligning them in a single operating plane 1003 and disengaging them by offsetting one of them out of the operating plane 1003. There are three configurations to achieve this.
  • each of the gear pairs is co-planer and they are all made active or inactive by engaging or disengaging with their shafts with a dog clutch 53 individually.
  • gear pairs In the third configuration there are multiple operating planes 1003 with the active and inactive gear pairs have their own operating plane 1003.
  • the gear pairs are active when they are co-planer with each other, and they are inactive when placed at an offset with each other.
  • a set of driving transmission gears along with driving non-circular gears are mounted on a drive shaft.
  • a set of driven conjugate transmission gears along with driving non-circular gears are mounted on a driven shaft.
  • One of the gears in each pair has a dog clutch 53 to engage or disengage with its shaft.
  • For every pair of adjacent value of gears has a non-circular pair with its pitch curve having a region of both the circular gear’s pitch curves. These pitch curves are sandwiched with an up-shift ramp and a down-shift ramp. These ratios are cycled once for every rotation.
  • the uninterrupted shifting is achieved when the non-circular gears, in its cycle matches with the pitch curve of the currently engaged circular transmission pairs, the non-circular gear is also simultaneously engaged with its shaft via its dog clutch 53. Then immediately the currently engaged circular pair is disengaged. After the non-circular gear passes thru the ramp and reaches the targeted ratio, the targeted circular gear is simultaneously engaged. Before the non-circular gear reaches the next ramping zone, it is disengaged with its shaft. Thus the shifting from the existing ratio to the targeted ratio is achieved uninterrupted.
  • the two smallest size full gears 13 and 16 are placed co-planer at a fixed center to center distance.
  • Spring loaded gear segments forming full larger size gears are placed co-axial but offset to the full-size gears.
  • the larger gears 15 and 18 have an orifice matching the gear profile of the smallest gear.
  • a pair of driving and driven gear/gear segments are selected so that the center-to-center distance which is the sum of the radii of the driving and driven pairs is constant. If the driving or driven gear is to be changed from smaller to larger size, then the larger gear segments are slipped into the operating plane 1003 for one gear, and the larger gear segments are slipped out of the operating plane 1003 for the other gear so that two gears can mesh with each other.
  • the offset planes of segments of gears of driving and driven sets are so placed so that the largest gears of both sets do not interfere with each other. This can be achieved by placing the segment of large gears are placed on either side of the gears are slipped in and out in the regions where driving and driven gears are not in contact.
  • the gears may have to be rotated to a certain correct position. This can be achieved using sensors and computer-controlled solenoids. While switching from one ratio to another the gears will experience sudden change in rotational speed, and this will deteriorate the life of the gears.
  • a rotational shock absorber such as a torsion spring 51.
  • Another way to solve this is to use an intermediate non-circular gear to ramp up or ramp down from the active ratio to the targeted ratio.
  • the non-circular gear will have four zones.
  • low-speed zone where the low-speed zone has the lower of the two gear ratios of the two circular gear pairs b) high-speed zone, has the higher of the two gear ratios of the two circular gear pairs, separated by ramping up of the gear ratio during the c) up-shift zone, and ramping down of the gear ratio during the d) down-shift zone,
  • this non-circular gear or otherwise known as transition gear 14 and 17 with its rotational origin having an orifice of the smallest gear and also matching the portion of the contour, the shape is like a “crescent” as shown in Fig. 5A and 6B.
  • These crescent shaped non-circular gears 14 and 17 can be packaged inside the larger gears 15 and 18 to minimize the overall size of the transmission.
  • An alternative way to having a small gear profile is to place the driving and driven transition gear segments 7 and 8 on a non-circular telescopic tubular shaft 46, 47, 48 and 49 as shown in Fig. 21A and 21B.
  • the ideal orientation for the up-shift zone and the down-shift zone occurs in cycles. This happens when the driving gear and the driven gear finish a complete revolution at the same time. Because in low speed or high speed the driving gear shaft and the driven gear shaft rotate at a different rate. However, the requirement for the non-circular gear to work they have to rotate at a constant speed (1 : 1). So, the ideal time to use the non-circular gear is cyclic.
  • the up-shift is achieved by a) With the lower speed being active, that is the smaller driving gear 13 is engaged with the larger driven gear 18, them being co-planer b) During the ideal cycle time for the up-shift the crescent shaped non-circular gears 14 and 17 are slipped into the same operating plane 1003, during up-shift zone, de activating the lower speed gear. c) When the non-circular gears 14 and 17 reach the high-speed range, the high-speed gears 15 and 16 are slipped in to the operating plane 1003, achieving high-speed.
  • the down-shift is achieved by a) With the higher speed being active, that is the larger driving gear 15 is engaged with the smaller driven gear 16, them being co-planer b) During the ideal cycle time for the down-shift the crescent shaped non-circular gears 14 and 17 are slipped into the same operating plane 1003, during down-shift zone, de activating the lower speed gear. c) When the non-circular gears 14 and 17 reach the low-speed range, the low-speed gears 13 and 18 are slipped in to the operating plane 1003, achieving low-speed.
  • Fig. 1 shows the front view and the side view of the general construction of this concept.
  • Fig. 2 shows the gear placement for the low-speed.
  • Fig. 3 and 8 shows gear placement of the up shift or the down-shift and
  • Fig. 4 shows the gear placement for the high-speed.
  • Fig. 7 shows that the crescent shaped transition gear along with the large gear without the high-speed zone for the driving and the large gear without the low-speed zone form a full driving and driven gear respectively.
  • Gears pairs are placed offset and made co-planer only when desired to make them active. Every gear pair has its own operating plane 1003.
  • the gear pairs are engaged or disengaged by making them co-planer or offset.
  • driving or driven or both sets of gears are segmented. All the segments of each gear form a full gear.
  • Each segment is capable of axially moving individually.
  • In order to engage or disengage each segment is individually moved in or out of the operating plane 1003 one at a time. This is done when none of the teeth in that segment is in contact with its conjugate. This way even helical gear can be brought in alignment to mesh with each other. Since the gear teeth are not loaded there is negligible friction to overcome to slide them in to the operating plane.
  • non-circular gear pair 21 and 22 with four gear ratio zones. They are a) Low-speed zone. This zone has the lower of the two gear ratios of the two circular gear pairs b) High-speed zone. This zone has the higher of the two gear ratios of the two circular gear pairs. c) Up-shift zone. The low-speed zone and the high-speed zone are separated by this up-shift zone and d) Down-shift zone. The high-speed zone and the low speed zone are separated by this down-shift zone.
  • the other gear can be a single piece attached rigidly to its shaft.
  • Fig. 9 shows the gear placement for the low-speed.
  • Fig.10 shows gear placement of the up-shift
  • Fig. 11 shows gear placement for the down-shift
  • Fig. 12 shows the gear placement for the high-speed.
  • the construction of the segmented gear is explained below.
  • the gear segments each are attached to a non-circular tubular telescopic shaft 46, 47, 48 and 49. These tubular shafts 46, 47, 48 and 49 are co-axial with each other. These tubes allow axial movement of the individual segment while restricting relative rotation.
  • These tubular telescopic shafts 46, 47, 48 and 49 are notched at the joining location where it makes a partial contact with the gear segments. This is to eliminate interference during the segments are translated individually axially.
  • the length of the notch is slightly more that the thickness of the gear segments to clear each other.
  • the inner most tubular shaft 46 has its orifice matching the non circular shaft 19 or 20 it is mounted on. Such that it is rotationally locked while axially movement is possible.
  • This construction is same for the circular and the non-circular gears which are segmented.
  • the tubular shafts 46, 47, 48 and 49 have a flange at the attachment plane where it is bolted to the individual gear segment, as shown if Fig. 21 A, 21B and 21C.
  • Fig. 21D shows the arrangement of the gear segments without the tubular shafts 46, 47, 48 and 49.
  • the non circular hole formed by these segments match the cross section of the shaft it is mounted on. The hole is clearance to allow axial translation of the segments on its shaft. This construction will allow translation of any segment at random and in any sequence.
  • Segmentation of the transition gear can be eliminated if either driving or the driven transition has a void zone where there is no contact with its conjugate in that zone.
  • the transition gear can be moved into or out of operating plane 1003 when the void zone is active.
  • the transition gear can be placed on a non-circular tube with an orifice matching the cross section of the non-circular shaft it is placed on and it can be moved into the pocket in the large gear to decrease the overall size of the transmission. This will help if there is a limited space for the transmission in the engine compartment.
  • Fig. 15 shows the gear placement for the low-speed.
  • Fig. 13 shows gear placement of the up shift
  • Fig. 16 shows gear placement for the down-shift
  • Fig. 14 shows the gear placement for the high-speed.
  • Fig 17, 18A and 18B show without the low-speed zone.
  • Fig. 18C and 18D show without the low speed zone and the down-shift zone. If a One-way bearing 50 is placed on the low-speed driven gear the need for the low-speed zone and also the down-shift zone in the transition gear can be eliminated.
  • Fig. 18E shows the non-circular gear with six zones that includes two void zones to allow axial translation of the non-circular gear to engage by moving co-planer and to dis-engage by moving offset
  • Fig. 18F shows the non-circular gear with eight zones where two void zones, one separating the low-speed zone followed by ramp-up zone and then followed high-speed zone and the other separating the high-speed zone followed by ramp-down zone and then followed low-speed zone.
  • This concept can be extended for multi speed transmission with more than two speeds as shown in Fig. 36.
  • the RPM can be drastically increased or reduced relatively quickly when compared with an IC engine, the effect of sudden change without a transition gear can be acceptable.
  • Only the high-speed gears can be moved into or out of their operating plane 1003 while the low-speed gears remain co-planer with a One-way bearing 50 placed at the low-speed driven gear.
  • a Torsion spring 51 can be placed on the driving and the driven shaft, one close to the engine and another close to the wheel to minimize the effect of sudden impact during up-shift or down-shift.
  • placing a One-way bearing 50 on the low-speed driven gear will not permit engine braking and regenerative braking.
  • a dog clutch 53 can be placed at the driven low- speed gear engaging the driven shaft to the driven low-speed at the moment when the engine braking or the regenerative braking is required. This concept is shown in Fig. 37.
  • up-shift is achieved by following steps: (shown in Fig. 22 - Fig. 28) a) while the low-speed circular gears are engaged. b) When the non-circular gears reach the low-speed zone and are in the correct cyclic orientation for teeth engagement, the non-circular gears are also engaged in the non- circular gear operating plane 1003. These are brought into the operating plane 1003 in segments, when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. c) Before the non-circular gear pair transitions to the up-shift zone the lower-ratio circular gear pair is disengaged. These are brought out of the operating plane 1003 in segments when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear.
  • the down-shift is achieved by the following steps: (shown in Fig. 29 thru Fig 35) a) While the high-speed circular gears are engaged. b) When the non-circular gears reach the high-speed zone and are in the correct cyclic orientation for teeth engagement, the non-circular gears are also engaged in the non circular gear operating plane 1003. These are brought into the operating plane 1003 in segments, when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. c) Before the non-circular gear pair transitions to the down-shift zone the higher-ratio circular gear pair is disengaged. These are brought out of the operating plane 1003 in segments when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear.
  • the up-shift is achieved by following steps: a) While the high-speed circular gear pair is engaged by engaging with its shaft via the dog clutch 53 and b) when the non-circular gear pair reach the high-speed zone and are in the correct cyclic orientation for teeth engagement, the non-circular gears are also made to engage by moving it into the operating plane 1003, in segments, when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. c) Following immediately and before the non-circular gear pair transitions to down-shift zone the high-speed circular gear pair is disengaged by disengaging with its shaft via the dog clutch 53 and d) when the non-circular gear pair reaches the low-speed zone after passing thru the down-shift zone.
  • the low speed circular gear pair is also engaged by engaging with its shaft via the dog clutch 53. f) While the low-speed circular gear pair is engaged the non-circular gears are disengaged by moving out of the operating plane 1003, in segments, when none of the teeth in that segment is in contact with the conjugate gear teeth, achieving low-speed ratio.
  • the down-shift is achieved by following steps: a) While the low-speed circular gear pair is engaged by engaging with its shaft via the dog clutch 53 and b) when the non-circular gear pair reach the low-speed zone and are in the correct cyclic orientation for teeth engagement, the non-circular gears are also made to engage by moving it into the operating plane 1003, in segments, when none of the teeth in that segment is in contact with any of the teeth of the conjugate gear. c) Following immediately and before the non-circular gear pair transitions to up-shift zone the low-speed circular gear pair is disengaged by disengaging with its shaft via the dog clutch 53 and d) when the non-circular gear pair reaches the high-speed zone after passing thru the down-shift zone.
  • the high-speed circular gear pair is also engaged by engaging with its shaft via the dog clutch 53. f) While the high-speed circular gear pair is engaged the non-circular gears are disengaged by moving out of the operating plane 1003, in segments, when none of the teeth in that segment is in contact with the conjugate gear teeth, achieving low-speed ratio.
  • a dog clutch 53 can be used and activated at the low-speed largest driven gear when engine braking is desired, via a computer controller.
  • the non-circular pair can have locally a void zone where the teeth are removed below the dedendum of the tooth.
  • the non-circular gear does not make contact with the conjugate non-circular gear at this void zone.
  • the non-circular gear is axially moved into or out of the operating plane 1003 when the non-circular pair is in the void zone.
  • the non circular gear can be in addition to the four zones or replacing one of the zones. When the void zone is replacing one of the zones, two or more non-circular gears will be conjugates to a full non-circular gear.
  • void zone replaces up shift zone this can be paired with the full non circular gear during down-shift and if the void zone replaces the down-shift zone this can be paired with the full non-circular gear during up-shift. If the void zone is replacing low speed zone, a One-way bearing 50 installed at the largest driven gear will fulfill the need for this missing zone. Again, here by adding a dog clutch 53 to engage the largest driven gear to its shaft for engine braking.
  • a set of circular Transmission Driving circular gears varying in size are rigidly mounted on a Driving Shaft.
  • a set of matching circular Transmission Driven circular gears placed on bearings so they freewheel on the driven shaft.
  • the largest driven circular gear is placed on a One-way bearing 50 on the driven shaft.
  • the driven shaft is placed parallel to the axis of the driving shaft, at a distance (CTR) equal to the sums of the radii of the conjugate pair.
  • CTR distance
  • the duration extender module comprises
  • Duration Extender Module Driving Non-Circular Gear placed on a bearing on the driven shaft and is rigidly attached to the larger driven gear of the low-speed gear pair.
  • This larger driven gear of the low-speed gear is placed on a One-way bearing 50 on the driven shaft. It is meshed with the duration extender module driven non-circular gear that is placed on the driven gear with a bearing so that it free wheels.
  • the non-circular gear pair has four gear ratio zones.
  • the low-speed zone has the lower of the two gear ratios of the two circular gear pairs.
  • the high-speed zone has the higher of the two gear ratios of the two circular gear pairs. They are separated by ramping up from lower ratio to the higher ratio. This is used during an up shift operation. The ramping down from the higher ratio to the lower ratio. This is used during a down-shift operation.
  • the driven non-circular gear is meshed with the driving non-circular gear and is placed on the driving shaft with a bearing, so it freewheels.
  • a Duration Extender Module Driving Circular Gear axially connected to the Duration Extender Module Driven Non-Circular Gear.
  • Duration Extender Module Driven Circular Gear that is mounted, on the Driven Shaft. It is rotationally locked with the ability to axially translate to be co-planer to engage or to be offset to disengage with the freewheeling Duration Extender Module Driving Circular Gear. with this arrangement the angular velocity of the Duration Extender Module Driving Circular Gear constantly alters between the angular velocity of the two circular transmission driving gear ramping up and down.
  • the Duration Extender Module Driving and driven Circular Gears have identical pitch curve as the higher speed transmission driving and driven circular gears respectively.
  • a set of driving circular gears 63 are rigidly mounted on a drive shaft 64.
  • a double DEM driving circular gear 66 is axially attached to one of them.
  • the freewheeling conjugate driven gears 65 and the double DEM driving circular gear 66 each use a dog clutch 53 53 to engage or disengage with the intermediate shaft 67 they are mounted on.
  • the largest gear is placed on a One-way bearing 50 50.
  • a segmented freewheeling double DEM driven gear 68 that is capable of moving axially out of or into an operating plane 1003 with the double DEM driving circular gear 66, is axially attached to a freewheeling DEM driving non-circular gear 69.
  • the segmented freewheeling double DEM driven gear 68 and the double DEM driving circular gear 66 are both placed on an output-shaft 70.
  • the freewheeling DEM driving non-circular gear 69 meshes with a freewheeling DEM driven non-circular gear 71 which is axially linked with a freewheeling DEM driving circular ring gear 72.
  • Both the freewheeling DEM driving circular ring gear 72 and the freewheeling DEM driven non-circular gear 71 are both mounted on the drive-shaft 64.
  • the DEM driving circular ring gear 72 meshes with a DEM intermediate circular planet gear 74 rigidly mounted on the intermediate shaft 67 where a driving final output gear 75 that is rigidly mounted on the intermediate shaft, drives a driven final output gear 76.
  • a set of driving circular gears 63 are rigidly mounted on a drive-shaft 64.
  • the largest gear is placed on a One-way bearing 50 and is axially attached to a DEM driving Geneva pin wheel with retractable pins 79.
  • the retractable pins are operated via solenoids.
  • the DEM driving Geneva pin wheel 79 engages with DEM driven Geneva slot wheel 81, mounted on a Geneva shaft 80 along with a DEM uninterrupted shifting wheel 82 that drives a driven final output gear 75 which is mounted on the output shaft 70.
  • the Geneva pin wheel has non-circular pins that are capable of extending into and retracting from the Geneva slot wheel and driving it.
  • the Geneva slot wheel having at least one slot when engaged with the pin causing the wheel to ramp up from R1 to R2 and at least one slot causing the wheel to ramp down from R2 to Rl, where, R1 and R2 are the ratio of the driving circular gears to the conjugate driven gears.
  • the conjugate driven gear with the targeted ratio is also engaged to the intermediate Shaft via a dog clutch and
  • a set of driving circular gears 63 are rigidly mounted on a drive shaft 64.
  • a double DEM driving circular gear 66 is axially attached to one of them.
  • the freewheeling conjugate driven gears 65 and the double DEM driving circular gear 66 each use a dog clutch 53 to engage or disengage with the intermediate shaft 67 they are mounted on.
  • the largest gear is placed on a One-way bearing 50.
  • a double DEM driven gear 83 meshing with the double DEM driving circular gear 66, is axially attached to a DEM driving Geneva pin wheel with retractable pins 79.
  • the double DEM driven gear 83 and the double DEM driving circular gear 66 are both placed on a Geneva shaft 80.
  • the DEM driving Geneva pin wheel 79 engages with a DEM driven Geneva slot wheel 81 which is axially linked with a DEM uninterrupted shifting wheel 82 via a train of gears 52. Both the DEM uninterrupted shifting wheel 82 and the DEM driven Geneva slot wheel 81 are both mounted on the intermediate shaft 64.
  • a driving final output gear 75 that is rigidly mounted on the intermediate shaft 67, drives a driven final output gear 76 rigidly mounted on an output shaft 70.
  • the Geneva pin wheel has non-circular pins that are capable of extending into and retracting from the Geneva slot wheel driving it. When the pins are retracted the Geneva pin wheel does not engage with the Geneva slot wheel. The pins are extended only when the shifting is desired.
  • the Geneva slot wheel has at least one slot causing the wheel to ramp from an angular velocity ratio of 1 : 1 between the Geneva pin wheel and the Geneva slot wheel to a ratio 1 :(R1/R2), and at least one slot causing the wheel to ramp from (R1/R2): 1 to a ratio 1:1, where, R1 and R2 are the angular velocity ratio of the driving circular gears to the conjugate driven circular gears.
  • the conjugate driven gear with the targeted ratio is also engaged to the intermediate Shaft via a dog clutch and
  • a set of driving gears and one or more Geneva pin wheels with retractable pins are rigidly mounted on a drive shaft and a set of conjugate driven gears along with one or more Geneva slot wheels is mounted on the driven shaft.
  • Either the driving gears, or the driven gears, or both driving and driven gears have the capability to selectively engage with their respective shaft via a clutch/ dog clutch or any other means.
  • the Geneva pin wheels or slot wheels or both pin and slot wheels are either rigidly attached via a dog clutch or clutch or any other means, or have the capability to engage or disengage with their respective shaft.
  • the most inexpensive option with the least number of components is to make the largest driving gear with the ability to selectively engage to its shaft and the largest driven gear with a one way bearing, and the Geneva pin and slot wheels rigidly connected to their respective shafts.
  • the path of the Geneva slots are shaped such that the pin wheels rotate the slot wheels at constant angular velocity ratios of the gear pairs sandwiching a ramp up or a ramp down region to reach the targeted ratio. These are functional regions since they are used to transition the angular velocity ratio from one value to the immediate next value required.
  • the Geneva pin and wheel mechanism has two or more regions of constant angular velocity ratio and two or more regions of ramp.
  • Geneva pins are retractable and can be circular or non-circular in cross- section. If the Geneva pins are non-retractable, an alternative way to achieve the above is by using dog clutch or synchronized clutch or similar devices.
  • Fig. 65A The transition from lower to higher angular velocity ratio by ramping up is shown in Fig. 65A.
  • Fig. 65B The transition from higher to lower angular velocity ratio by ramping down is shown in Fig. 65B.
  • 1000 only Geneva pin and slot wheels are active and engaged with the Geneva pins are extended.
  • driving and driven transmission gears are active and engaged.
  • Geneva pin and slot wheels as well as driving and driven transmission gears are active and engaged with an overlap and the Geneva pins are extended.
  • Figure 65C shows the transition from lower to higher angular velocity ratio by ramping up followed by transition from higher to lower angular velocity ratio by ramping down.
  • Figure 65E shows more than two areas of constant angular velocity ratio and transition from lower to higher angular velocity ratio and transition from higher to lower angular velocity ratio between the regions of constant angular velocity.
  • all the driving and driven gears and the Geneva pin and slot wheels all have an ability to engage or disengage with their respective shaft via a dog clutch or synchronous clutch and all the driven gears and the Geneva slot wheels are rigidly mounted onto the driven shafts or all the driven gears and the Geneva slot wheels are have an ability to engage or disengage with the driving shaft via a dog clutch or synchronous clutch and all the driven gears and the Geneva slot wheels are rigidly mounted onto the driven shafts (vice versa).
  • the largest driven gear is placed on a one-way bearing so that disengaging that gear to its shaft is unnecessary.
  • the retractable pins are activated via solenoid valves controlled by a controller that uses position sensor placed on the gears to determine the timing of extending or retracting the pins.
  • the Geneva pin wheel has additionally one or more pins on the Geneva pin wheel and additional one or more slots on the Geneva slot wheel to rotate Geneva slot wheel rapidly and simultaneously disengaging the Geneva pin and slot wheels to complete a full rotation such that the rotation ratio of the Geneva pin wheel to the rotation of the Geneva slot wheel is an integer or a reciprocal of an integer.
  • the one-way bearing includes the one way bearing that is capable of all the selectable operating modes such as freewheeling clock wise, freewheeling counter clock wise, freewheeling both clock wise and counter clock wise and totally locking.
  • This technology is currently known as multi-mode clutch module (MMCM) that uses a cam to select the operating mode. This makes the one-way bearing switch mode when the engine or the electric motor switches direction.
  • MMCM multi-mode clutch module
  • the Geneva pin wheel has spiral flutes on the ID.
  • a matching spiral fluted collar 89 is sandwiched between the Geneva pin wheel and the driving shaft.
  • An axial movement of the spiral fluted collar with respect to the Geneva pin wheel will cause a rotation of the Geneva pin wheel with respect to the driving shaft.
  • the ability to rotate Geneva slot wheel with respect to its shaft will allow precise engagement of the pins to the Geneva slot wheel 61.
  • This also can be achieved with a stepper motor with position sensors.
  • the Geneva pinwheel and the slot wheel can also be rotated with respect to their shafts with a stepper motor 90 while they are disengaged with their respected shafts via dog clutch/synchronizer clutch. After they are oriented to a precise engaging location for the transition they can be engaged back to their shafts via the dog clutch/synchronizer clutch as shown in Figures 61C and 6 ID.
  • the rotation ratio of the driving and driven pin and slot wheel is an integer or a reciprocal of an integer.
  • a partial circular gear 85 and 86(driving and driven) or an additional a radial or straight Geneva slot/slots and pin/pins can be used to bring the driven slot wheel to an integer or a reciprocal of an integer rotation (as shown in Fig 60 & 61). If the path of the slot interferes with any pin at any point during the upshift / down shift cycle, the pins can be retracted to eliminate the interference.
  • smallest driving gear and/or largest driven gear [any driving and/or driven] are optionally placed on a one-way bearing.
  • Geneva pin wheel and Geneva slot wheel with a slot with a specific geometry/path can be used in place of non-circular gears or circular gears.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Structure Of Transmissions (AREA)

Abstract

La présente invention concerne des ensembles engrenages menants et menés comprenant des engrenages non circulaires ou un mécanisme de transmission à croix de Malte qui fonctionnent ensemble comme une transmission à variation continue qui ne dépend pas du frottement. Étant donné qu'un système à chaîne et à pignons fonctionne comme un système à cône et à courroie et que le système d'engrenages menants et menés, bien que distinct, change de rapport sans interruption, ils peuvent être considérés comme une transmission à variation pseudo continue. L'utilisation d'un système d'engrenages planétaires permet une sortie continue, de la marche avant à la marche arrière, comprenant le point mort. Avec la segmentation des engrenages circulaires et non circulaires, un passage en rapport supérieur et une rétrogradation s'obtiennent par un bref passage de l'ensemble motopropulseur, par l'intermédiaire d'un engrenage non circulaire, au rapport de transmission suivant pendant la transition. La présente invention offre également plusieurs façons d'obtenir une capacité ininterrompue de changement de rapport pour une transmission à plusieurs vitesses éliminant le besoin de synchroniseurs et permettant un raccordement direct à leur arbre respectif par l'intermédiaire d'un embrayage à crabot ou d'un dispositif analogue.
PCT/US2021/036266 2019-04-25 2021-06-07 Transmission à variation pseudo continue avec changement de rapport ininterrompu WO2021252402A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
CA3173031A CA3173031A1 (fr) 2020-02-12 2021-06-07 Transmission a variation pseudo continue avec changement de rapport ininterrompu
CN202180005147.8A CN114502859A (zh) 2020-06-08 2021-06-07 具有不间断换挡的伪无级变速器
JP2022574644A JP2023529149A (ja) 2020-02-12 2021-06-07 連続変速を有する疑似無段変速機
EP21821579.6A EP4162175A1 (fr) 2020-02-12 2021-06-07 Transmission à variation pseudo continue avec changement de rapport ininterrompu
KR1020237000576A KR20230020526A (ko) 2020-02-12 2021-06-07 인터럽트 없는 변속을 가지는 의사　무단　변속기
US17/542,482 US20220107008A1 (en) 2019-04-25 2021-12-05 Infinitely variable and pseudo continuously transmission capable of uninterrupted shifting utilizing controlled rotation technology

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
US202062975751P 2020-02-12 2020-02-12
PCT/US2020/036636 WO2020251892A1 (fr) 2019-06-08 2020-06-08 Transmission à variation pseudo-continue, transmission multi-vitesse apte à un changement de rapport ininterrompu (mstus)
USPCT/US2020/036636 2020-06-08
PCT/US2021/017984 WO2021163583A1 (fr) 2020-02-12 2021-02-12 Transmission à variation infinie à rapport entrée-sortie uniforme qui n'est pas dépendante du frottement
USPCT/US2021017984 2021-02-12

Related Parent Applications (1)

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US16/395,219 Continuation-In-Part US11339859B2 (en) 2017-03-10 2019-04-25 Infinitely variable transmission with uniform input-to-output ratio that is non-dependant on friction

Related Child Applications (1)

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PCT/US2021/017984 Continuation-In-Part WO2021163583A1 (fr) 2019-04-25 2021-02-12 Transmission à variation infinie à rapport entrée-sortie uniforme qui n'est pas dépendante du frottement

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WO2021252402A1 true WO2021252402A1 (fr) 2021-12-16

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PCT/US2021/017984 WO2021163583A1 (fr) 2019-04-25 2021-02-12 Transmission à variation infinie à rapport entrée-sortie uniforme qui n'est pas dépendante du frottement
PCT/US2021/036266 WO2021252402A1 (fr) 2019-04-25 2021-06-07 Transmission à variation pseudo continue avec changement de rapport ininterrompu

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JP (2) JP2023512775A (fr)
KR (1) KR20230020526A (fr)
CN (1) CN114423966A (fr)
CA (2) CA3165829A1 (fr)
WO (2) WO2021163583A1 (fr)

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CN114992303B (zh) * 2022-05-30 2024-04-12 武汉理工大学 一种用于作动缸的单向位移补偿装置

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JP2023512775A (ja) 2023-03-29
WO2021163583A1 (fr) 2021-08-19
CA3165829A1 (fr) 2021-08-19
JP2023529149A (ja) 2023-07-07
KR20230020526A (ko) 2023-02-10
EP4162175A1 (fr) 2023-04-12
CA3173031A1 (fr) 2021-12-16
CN114423966A (zh) 2022-04-29
EP4103863A4 (fr) 2024-05-15
EP4103863A1 (fr) 2022-12-21

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