WO2023185700A1 - 电动汽车用传动比5至15推力式cvt机械无级变速器 - Google Patents

电动汽车用传动比5至15推力式cvt机械无级变速器 Download PDF

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Publication number
WO2023185700A1
WO2023185700A1 PCT/CN2023/083920 CN2023083920W WO2023185700A1 WO 2023185700 A1 WO2023185700 A1 WO 2023185700A1 CN 2023083920 W CN2023083920 W CN 2023083920W WO 2023185700 A1 WO2023185700 A1 WO 2023185700A1
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Prior art keywords
gear
wheel
output
cone
planetary
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PCT/CN2023/083920
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English (en)
French (fr)
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仇延鹏
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仇延鹏
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Publication of WO2023185700A1 publication Critical patent/WO2023185700A1/zh

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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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/12—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types
    • F16H37/124—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types for interconverting rotary motion and reciprocating motion
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a mechanical continuously variable transmission, especially a CVT mechanical continuously variable transmission for new energy electric vehicles.
  • the use of a single-stage reducer is not the best to match the motor to various working conditions, it can enable the motor to meet the needs of most common working conditions under the conditions of large current, high speed and high energy consumption.
  • the premise must be that the motor is large in size and high in energy consumption. High-power motor and high-power controller, and the higher the vehicle speed, the higher the motor speed must be, and the power consumption increases significantly, shortening the cruising range, and the efficiency and torque of the motor decrease at high speeds, the noise increases, and the battery output current The range of changes is large under different working conditions, which affects the service life of the battery motor controller, etc.
  • the input shaft connected to the motor drives two or more active push wheels (the chamfers processed on the left and right ends are working cone rings) with the axis center of the output cone wheel as the center of the circle.
  • the annular shape is evenly arranged on the cone surface of the output cone wheel (outer cone wheel or inner cone wheel).
  • the working cone surface rings at both ends of the active push wheel are in tangent contact with the cone surfaces of the two working cone wheels on the left and right of the output cone wheel and maintain a certain radial pressure, the active push wheel makes a circular motion around the axis of the output cone wheel, but the active push wheel "does not rotate” and can only "revolve” around the axis of the output cone wheel and push the output cone wheel to rotate.
  • the working cone wheel can approach or separate, and the active push wheel can move closer to or away from the axis of the output cone wheel at the same time.
  • the two working cone wheels of the output cone wheel cooperate with the active push wheel to move towards the output cone wheel.
  • the gear can be changed at any position between high and low gears, that is, by changing the radial direction of the tangent between the working cone surface ring of the active push wheel and the cone surface of the output cone wheel. position to change the output speed, and finally achieve effective stepless transmission with a transmission ratio range of 5-15 through the planetary gear output mechanism, thereby meeting the needs of various working conditions of electric vehicles within the full speed range.
  • the active push block moves AB distance to push the large driven wheel to rotate between 1 and 2.
  • the arc 12 bypassed by the driven wheel outside the common angle corresponds to angles of 22.5° and 45°, that is, the rotation angle of the driven wheel and the revolution of the driving wheel
  • the difference in angle is the required rotation angle as shown in Figure 1. If you want to obtain the required continuous rotation angle, you need the cooperation of the planetary gear output mechanism shown in Figure 3.
  • the center gear, planet gear, and ring gear have the same number of teeth and the diameter of the indexing circle.
  • the ring gear 8 (connected to the driving push wheel) and the ring gear 9 (connected to the driven wheel) are driven together by planet gear 2 and planet gear 1 respectively.
  • the planet carrier 6 revolves around the center gear 7 and the center gear 10.
  • the beneficial effects of the present invention are that it has a simple structure, uses an active push wheel that only revolves around the axis of the output cone wheel but does not rotate to push the output cone wheel to rotate, and changes the tangent diameter between the active push wheel working cone surface ring and the output cone wheel cone surface.
  • the diameter of the active push wheel working cone ring can be 1/15 of the diameter of the output cone wheel, and through its The rear planetary gear output mechanism achieves a wide range of transmission ratio changes from 5 to 15, thereby keeping the electric vehicle motor speed in a high-efficiency and reasonable area within all working conditions, thereby efficiently utilizing battery power to extend the vehicle's cruising range, and also reducing various The range of changes in the battery output current under various working conditions can extend the service life of battery motor controllers and other equipment, and under the same vehicle conditions, using corresponding small-volume and low-power motors can achieve the effects that corresponding large-volume and high-power motors can achieve.
  • the speed adjustment process is smooth, and the power is not interrupted during the speed change process, so there is no Shift shock.
  • FIGS 1 and 2 are schematic diagrams of the present invention
  • Figure 3 is a schematic diagram of the planetary gear output part of the transmission
  • Figure 4 is a schematic structural diagram of the transmission and its connection with the motor and differential;
  • Figure 5 is a model of a transmission embodiment
  • Figure 6 is a schematic diagram of the high and low gear positions of the transmission embodiment, in which a) is the lowest gear position and b) is the highest gear position;
  • Figure 7 is a working schematic diagram of the active push wheel part, the part that controls the active push wheel not to rotate, and the active push wheel radial displacement control part of the transmission embodiment, in which a) is the lowest speed gear position, and b) is the highest speed gear position;
  • Figure 8 is an exploded view of the model of the transmission embodiment
  • Figure 9 is a structural diagram of the output cone wheel and control hydraulic cylinder of the transmission embodiment.
  • Figure 10 is an exploded view of the structure of the input part, the active push wheel part, the part that controls the active push wheel not to rotate, and the active push wheel radial displacement control part of the transmission embodiment;
  • Figure 11 is an exploded view of the structure of the planetary gear output part of the transmission embodiment
  • First output planetary row planetary gear 2. Control planetary row planetary gear, 3. Second output planetary row planetary gear, 4. Second output planetary row sun gear, 5. Output ring gear, 6. No. An output planetary row and a control planetary row share a planet carrier, 7. A control planetary row center gear fixed to the housing, 8. A control planetary row ring gear connected to the transmission input shaft, 9. A first gear connected to the transmission output cone wheel.
  • Output planetary row ring gear 10. First output planetary row center gear, 11. Control planetary row extended planetary gear, 12. First output planetary row internal and external toothed ring gear, 13. Control planetary row internal and external toothed ring gear, 14. Right Side cone wheel, 15. Right cone wheel hydraulic cylinder, 16. Transmission input shaft, 17.
  • the thrust type CVT mechanical continuously variable transmission with a transmission ratio of 5 to 15 for electric vehicles includes: input part, active push wheel part, control part of the active push wheel not to rotate, active push wheel radial displacement control part, output cone wheel and its left and right cone wheels It is composed of 6 parts including the separated close control part and the planetary gear output part.
  • the input part consists of an input shaft 16, a right drive plate 19 fixedly connected to the input shaft, and a centrally fixed control gear 24. It consists of the left drive plate 21 on the sleeve, and the drive plate is processed with arc-shaped guide notches consistent with the number of active push wheels.
  • the drive plates 19 and 21 are fixedly connected by the two ends of the middle idler shaft 25; the active push wheel
  • the push wheel 20 is partly composed of a push wheel 20 and a push wheel gear 27 that is mounted on and fixedly connected to the push wheel 20. It is installed between the drive plates 19 and 21. Both ends are chamfered to form a working cone ring that is in tangential contact with the output cone wheels 14 and 22 and drives them to rotate; the non-rotating part of the active push wheel is controlled by a fixed control gear 24 fixed to the center of the housing through a sleeve, and installed
  • the intermediate idler gear 26 on the intermediate idler shaft 25 and the pusher gear 27 are composed of the central fixed control gear 24 and the pusher gear 27.
  • the diameter of the tooth indexing circle is the same to ensure that the pusher gear 27 and the pusher 20 only surround the output cone.
  • the wheel axis revolves without rotation; the radial displacement control part of the active push wheel is composed of a sector gear plate 32, a circumferential ring gear 30, an arc-shaped two-way piston hydraulic cylinder 29 output at one end, etc., among which two sector gear plates 32 pass through the center of the circle
  • the hole is sleeved on both ends of the middle idler shaft 25, and is sleeved on both ends of the push wheel 20 through the circular holes near its edge.
  • the internal ring gears on both sides of the circumferential ring gear 30 mesh with the two sector gear plates 32 respectively, and the arc-shaped bidirectional piston
  • the hydraulic cylinder 29 is installed between the two drive plates 19 and 21 and is fixedly connected to the drive plate.
  • the tail of the arc-shaped piston is processed with a cylindrical boss, which divides the hydraulic cylinder into two front and rear hydraulic working chambers.
  • the output end of the piston and the circumference The bumps 33 inside the ring gear 30 are connected.
  • the arc-shaped guide notch moves and drives the push wheel gear 27 to rotate around the middle idler wheel 26 to achieve radial displacement of the active push wheel, and the hydraulic cylinder mechanism always maintains a certain radial pressure on the output cone wheel from the active push wheel, where
  • the gear thickness of the push wheel gear 27 and the central fixed control gear 24 is 1/2 of the thickness of the middle idler gear 26, and they are respectively arranged on both sides of the axial center of the middle idler gear 26 to mesh with the middle idler gear 26, in order to increase the thickness of the middle idler gear 26.
  • the active push wheel moves radially and prevents the central fixed control gear 24 from colliding with the push wheel gear 27 at the highest gear; the output cone wheel and its left and right cone wheels are separated and close to the control part by the cone wheel frame 28 and fixedly connected to the cone wheel frame It consists of left and right cone wheel hydraulic cylinders 23 and 15, and left and right cone wheels 22 and 14 that are integrated with the piston.
  • the cone wheel hydraulic cylinder and the output cone wheel that are integrated with the piston are also meshed through the spline teeth 36 on each of them.
  • the side cone pulley 14 is set on the right half of the transmission input shaft 16. Because the left and right side cone pulley hydraulic cylinders 23 and 15 are fixedly connected to the cone pulley frame 28 as a whole, when the hydraulic cylinder feeds oil, the left and right cone pulleys will be close to each other.
  • the planetary gear output part consists of the first and second output planetary rows and the control planetary row: the first output planetary row
  • the row is composed of an internal and external gear ring gear 12, a planet gear 1, and a center gear 10.
  • the control planet row is composed of an internal and external gear ring gear 13, a planet gear 2, and a center gear 7 fixed on the housing partition 31.
  • the second output planet row is composed of The planetary gear 3 (its planetary carrier is fixed on the housing partition 31), the sun gear 4, and the output ring gear 5.
  • the first output planetary row and the control planetary row share the planetary carrier 6.
  • the sun gear 10 and the sun gear 4 are composed of The hollow shaft passing through the sun gear 7 is fixedly connected into one, the planet gear 2 drives and controls the planet carrier 6 to revolve around the sun gear 7 fixed on the housing partition 31, and the output gear 18 fixedly connected to the output bevel wheel part drives the first
  • the output planetary row internal and external toothed ring gear 12 rotates, and then drives the planet carrier 6 to rotate through the first output planetary row planetary gear 1 while driving the center gear 10 to rotate in the reverse direction, and then drives the output ring gear 5 forward through the center gear 4 and the planetary gear 3. Rotate to complete power output.
  • the motor 35 drives the input part composed of the input shaft 16 and the drive plates 19 and 21 to rotate ⁇ the input part drives the active push wheel part composed of the push wheel gear 27 and the push wheel 20 to rotate around the output cone wheels 14 and 22 And push the output cone wheels 14, 22 and the bevel wheel frame 28 to rotate ⁇ the output gear 18 fixedly connected to the output cone wheel part drives the first output planet row internal and external toothed ring gear 12 to rotate, at the same time, the transmission input shaft gear 17 drives the control planet
  • the planetary gear 1 is driven to revolve around the center gear 10 and the center gear 10 is driven to rotate in the reverse direction ⁇ the center gear 10 drives the center gear 4 to rotate synchronously ⁇ finally the
  • the driving plates 19 and 21 drive the intermediate idler gear 26 to rotate around the central fixed control gear 24 to ensure that the central fixed control gear 24 passes through the intermediate idler gear 26 and controls the active push wheel not to rotate.
  • the arc-shaped two-way piston hydraulic cylinder outputs at one end
  • the piston 29 extends, it will push the circumferential ring gear 30 through the circumferential ring gear convex 33 to drive the sector gear plate 32 to push the driving push wheel closer to the output cone wheel axis.
  • the push wheel 20 pushes the output cone wheels 14 and 22 around. separation to achieve a shift to a high position.
  • the cone wheel hydraulic cylinders 23 and 15 are incoming oil, the output cone wheels 14 and 22 will be close.
  • the arc-shaped two-way piston hydraulic cylinder 29 has one end of the oil inlet and the other end of the oil outlet to retract the piston.
  • the push wheel and the output cone wheel axis are far away from each other to realize the shift to low gear.
  • the diameter of the working cone rings at both ends of the push pulley 20 can be 1/15 of the diameter of the output cone pulleys 14 and 22, thereby achieving a wide range of transmission ratio changes from 5 to 15.
  • the thrust CVT mechanical continuously variable transmission includes: input part, active push wheel part, control part of the active push wheel not to rotate, active push wheel radial displacement control part, output cone wheel (inner cone wheel or outer cone wheel) and its left and right cones
  • the wheel separation is composed of six parts including the control part and the planetary gear output part.
  • the input part consists of an input shaft and a drive plate on one side that is fixedly connected to it and on the other side that is installed on the central fixed control gear sleeve. It consists of a drive plate.
  • the left and right drive plates are fixedly connected at both ends of at least two middle idler shafts.
  • the left and right drive plates are processed with arc-shaped guide notches corresponding to the number of active push wheels, and the center of the notch is the axis of the middle idler shaft. center; the active push wheel part is composed of a push wheel and a push wheel gear set on it and is fixedly connected and installed between the left and right drive plates. The two ends of the push wheel are chamfered to form a working cone ring.
  • the central fixed control gear is fixed on the transmission housing and does not rotate, and the intermediate idler gear on the drive plate idler shaft limits the rotation of the push wheel gear.
  • the active push wheel does not rotate while revolving;
  • the radial displacement control part of the active push wheel consists of a sector gear plate, a circumferential ring gear, and a bidirectional piston It consists of a hydraulic control part, in which two sector-shaped gear plates are set on both ends of the middle idler shaft and can rotate. There is a round hole near the edge of the sector-shaped gear plate, and can be freely set on the push wheel through the round hole.
  • the sector-shaped gear plate is composed of a circle Driven by the ring gear, only two sides of the circumferential ring gear are processed with internal teeth, which mesh with the sector gear plates respectively.
  • the hydraulic cylinder is installed between the left and right drive plates and is fixedly connected to the drive plates.
  • the hydraulic cylinder works, the piston will drive the circumferential ring gear to rotate relative to the drive plate.
  • the circumferential ring gear drives the sector gear plate to rotate to drive the push wheel gear.
  • the output cone wheel and its left and right cone wheels are separated and close to the control part by the output cone wheel frame, the left and right cone wheel hydraulic cylinders fixedly connected to the frame, and the left and right cone wheels that are integrated with the hydraulic cylinder piston.
  • the left and right cone wheels that are integrated with the piston are also The relative rotation of the cone wheel, the hydraulic cylinder and the frame is limited by the spline teeth meshing with the spline teeth on the hydraulic cylinder.
  • the hydraulic cylinder and the cone wheel on one side are set on the sleeve of the central fixed control gear, and the hydraulic cylinder on the other side
  • the cone wheel is set on the input shaft of the transmission. Because the left and right hydraulic cylinders are fixedly connected through the frame, when the hydraulic cylinder works in and out of oil, the left and right cone wheels will approach or separate, and at the same time, the active push wheel will move away from or approach the axis of the output cone wheel.
  • the planetary gear output part is composed of the first output planetary row, the control planetary row, and the second output planetary row, and the tooth numbers of the ring gear, planetary wheel, and center wheel of the three planetary rows are indexed The diameters of the circles are the same respectively.
  • the center gear of the control planet row is fixed.
  • the planet carrier of the first output planet row and the control planet row are shared.
  • the center gears of the first and second output planet rows are formed by passing through the center gear of the control planet row.
  • the shaft is fixedly connected, in which the input shaft of the transmission is connected to the ring gear that controls the planetary row and drives the planet carrier to revolve around the fixed sun gear through the planetary gear that controls the planetary row.
  • the speed of the planet carrier is completely controlled by the input shaft of the transmission.
  • the output cone wheel of the transmission is connected to the ring gear of the first output planet row and also drives the planet carrier to revolve around the sun gear through the planet wheel. Assuming that the input shaft and output cone wheel rotate at the same speed, then The first output planetary row and the planetary wheel of the control planetary row only drive the planet carrier to revolve around the center gear, and do not drive the first output planetary row center gear to rotate.
  • the transmission is installed transversely on the vehicle, and the transmission input shaft is arranged parallel to the planetary gear output part: then the sun gears of the first and second output planetary rows must pass through the hollow shaft Fixed connection, so that the half shaft drives the wheel through the hollow shaft, and the ring gears of the first output planetary row and the control planetary row, in addition to the internal gears, are also processed with external gears, and are respectively fixed on the output cone wheel hydraulic cylinder.
  • Gear and gear drive fixed on the input shaft if the transmission input shaft and the planetary gear output part are coaxially arranged: At this time, the planetary gear controlling the planetary row needs to be extended to the first output planetary row through a hollow shaft set on the planet carrier on the other side, and set the planetary gear of the first output planetary row in the middle of the hollow shaft, so that the ring gear controlling the planetary row can be moved from the right side of the first output planetary row to the left to facilitate input
  • the connection of the shaft is the situation shown in Figure 3b).
  • the high-pressure oil in the hydraulic cylinder can be supplied by a mechanical oil pump built into a traditional AT gearbox, or by a flexibly arranged electronic oil pump.
  • the invention is applied to electric vehicles and can replace the single-stage or double-stage reducer on existing vehicles, giving full play to the greater efficiency of the motor, making full use of battery energy, and keeping the electric vehicle in an efficient and reasonable area within all working conditions. Inside.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Friction Gearing (AREA)
  • Transmission Devices (AREA)

Abstract

一种电动汽车用传动比5至15推力式CVT机械无级变速器，包括主动推轮和输出锥轮，主动推轮两侧的工作锥面环分别与输出锥轮的锥面相切接触，主动推轮围绕输出锥轮轴心公转但不自转，通过改变主动推轮工作锥面环与输出锥轮相切的径向位置，来改变输出锥轮转速，实现无级调速，并通过行星齿轮输出机构实现5至15的传动比变化。

Description

电动汽车用传动比5至15推力式CVT机械无级变速器 技术领域
本发明涉及一种机械无级变速器，尤其是新能源电动汽车用CVT机械无级变速器。
 背景技术
目前的电动汽车为了满足各种工况的需要,大多采用传动比为9左右的单级减速器,也有采用传动比6左右和10左右的双级减速变速器，也有尝试采用多级减速变速器，还有尝试采用传统燃油车辆用的钢带或钢链式CVT机械无级变速器来满足车辆各种工况需要，还有采用两个电机分别匹配单级或双级减速器来满足车辆高低速需要的也很多。
 技术问题
使用单级减速器虽然使电机与各种工况匹配不是最佳，但是能使电机在大电流高转速多耗能的条件下满足大多常用工况需要,其前提必须是使用体积大耗能多的大功率电机大功率控制器,并且车速越高电机转速也必须越高,并伴随耗电量大幅增高,缩短了续航里程，且电机高转速下效率扭矩下降噪音增大，还有电池输出电流在不同工况转换下变化幅度大，影响电池电机控制器等的使用寿命。双级、多级变速器及采用不同模式两个电机虽然能更好的匹配工况，但也只是在部分工况处于合理的效率区域内，且双级、多级变速器的各档位的传动比差别幅度大，无论采用何种换档方式，都将不可避免的产生换档冲击。另外经过重新设计应用于电动汽车的钢带或钢链式CVT无级变速器也只是部分传动比范围适应电机的部分工况需要。
 技术解决方案
本发明解决其技术问题所采用的技术方案是：与电机连接的输入轴带动两个或多个主动推轮（其左右两端加工的倒角为工作锥面环）以输出锥轮轴心为圆心，环形均匀布置在输出锥轮（外锥轮或内锥轮）的锥面上，主动推轮两端的工作锥面环分别与输出锥轮左右两个工作锥轮的锥面相切接触并保持一定的径向压力，主动推轮围绕输出锥轮轴心做圆周运动，但是主动推轮“不自转”，只可以围绕输出锥轮轴心“公转”，并推动输出锥轮转动，输出锥轮左右两个工作锥轮可以靠近或分离，主动推轮可以同时向输出锥轮轴心靠拢或远离，当主动推轮向输出锥轮轴心靠拢到极限位置，同时输出锥轮两个工作锥轮配合主动推轮向左右分离，这时为高速档位置，反之为低速档位置，并且可以在高低档之间任何位置变换档位，也就是通过改变主动推轮工作锥面环与输出锥轮锥面相切的径向位置来改变输出转速，最后通过行星齿轮输出机构实现传动比范围为5‑15的有效的无级传动，从而在全速范围内满足电动汽车各种工况需要。
 下面结合图1、图2、图3 说明其工作原理：在图1、图2中，圆心为0的圆为从动轮，大从动轮直径是小从动轮直径的2倍，并且大从动轮圆周上相邻两点间的弧长与小从动轮圆周上相邻两点间弧长相等，并且AB、弧AB、弧12三者长度相等，在图1中从动轮圆周上对称布置有沿着直线运动的主动推块与其相切接触并推动其旋转（就如同我们用双手搓动一支笔转动一样），图1上图中主动推块运动AB距离推动大从动轮转过1和2之间弧长，既1/16圆周弧长，对应转动圆周角度为360°/16＝22 .5°，图1下图中小从动轮直径是大从动轮的1/2，所以周长也是其1/2，因为大小从动轮圆周上相邻两点弧长相等，既大从动轮上弧12=小从动轮上弧12，且AB、弧12两者长度相等，所以相同的主动推块运动AB距离，推动小从动轮转过其上的1和2之间弧长，既1/8圆周弧长，对应的转动圆周角度为360°/8＝45°，所以当主动推块条件不变，改变从动轮大小就可以改变从动轮输出转速，在图2中，把作直线运动的主动推块改为作圆周运动且不自转的主动推轮，就可以使从动轮连续不断的转动，当从动轮直径任意改变时，输出转速也就可以无级的变化，在图2上图中主动推轮绕从动轮转过90°并在合力F作用下推动从动轮旋转了90°+22 .5°＝112 .5°，图2下图中主动推轮绕从动轮转过90°在合力F作用下推动从动轮旋转了90°+45°＝135°，从中可以看出主动推轮公转90°推动从动轮旋转时，都要一起经过一个共同角度90°，共同角度之外的从动轮绕过的弧12对应的角度22 .5°和45°，也就是从动轮转动角度与主动推轮公转角度的差值才是和图1一样需要的转动角度，要想得到需要的连续不断的转动角度，就得需要图3所展示的行星齿轮输出机构的配合，图3a)中：3个行星排中的中心齿轮、行星齿轮、齿圈的齿数分度圆直径都分别相同，齿圈8(与主动推轮相连)和齿圈9(与从动轮相连)分别通过行星轮2、行星轮1一起带动行星架6围绕中心齿轮7和中心齿轮10公转，从图2可知，主动推轮推动从动轮旋转时，都要一起绕过一个共同角度，共同角度之外的从动轮绕过的角度才是需要的转动角度，也就是说齿圈9转速大于齿圈8的这个差值就是所需要的转动角度，且由于中心齿轮7固定不动，所以齿圈8只是控制行星架转动，所以在转动的同时齿圈9转速大于齿圈8的这个差值还要通过行星轮1带动中心齿轮10反向转动，然后再通过中心齿轮4、行星轮3、齿圈5把这个差值正向输出。图2、图3a)的结合就形成了完整的推力式CVT无级变速器。
 有益效果
本发明的有益效果是：结构简单,采用只围绕输出锥轮轴心公转却不自转的主动推轮推动输出锥轮旋转，并通过改变主动推轮工作锥面环与输出锥轮锥面相切的径向位置，来改变输出锥轮转速，从而实现无级调速，且在正常合理尺寸的变速器体积下可以做到主动推轮工作锥面环直径是输出锥轮直径的1/15 ,并通过其后的行星齿轮输出机构实现5至15宽范围的传动比变化，从而使电动汽车电机转速在全部工况范围内保持在高效合理区域，从而高效利用电池电能延长车辆续航里程，还减小了各种工况转换下电池输出电流变化的幅度，延长电池电机控制器等设备的使用寿命，并且在同等车况条件下使用相应小体积小功率电机就能达到相应大体积大功率电机所能达到的效果，并在车辆高速状态下大幅降低电机转速，减少了耗电，避免了电机在高转速下效率扭矩下降和噪音增大的弊端，调速过程平稳,在变速过程中动力不中断，所以不存在换挡冲击。
 附图说明
下面结合附图和实施例对本发明进一步说明：
图1、图2为本发明原理图；
图3为变速器行星齿轮输出部分示意图；
图4为变速器的结构示意图以及与电机、差速器连接示意图；
 图5为变速器实施例的模型；
图6为变速器实施例的高低档位置示意图，其中a)为最低速档位置，b)为最高速档位置；
 图7为变速器实施例的主动推轮部分、控制主动推轮不自转部分、主动推轮径向位移控制部分工作示意图，其中a)为最低速档位置，b)为最高速档位置；
 图8为变速器实施例的模型爆炸图；
 图9为变速器实施例的输出锥轮及控制液压缸结构图；
 图10为变速器实施例的输入部分、主动推轮部分、控制主动推轮不自转部分、主动推轮径向位移控制部分结构爆炸图；
 图11为变速器实施例的行星齿轮输出部分结构爆炸图；
 图中：1 .第一输出行星排行星齿轮，2 .控制行星排行星齿轮，3 .第二输出行星排行星齿轮，4 .第二输出行星排中心齿轮，5 .输出齿圈，6 .第一输出行星排和控制行星排共用行星架，7 .固定于壳体的控制行星排中心齿轮，8 .与变速器输入轴连接的控制行星排齿圈，9 .与变速器输出锥轮连接的第一输出行星排齿圈，10 .第一输出行星排中心齿轮，11 .控制行星排延伸行星齿轮，12 .第一输出行星排内外齿齿圈，13 .控制行星排内外齿齿圈，14 .右侧锥轮，15 .右侧锥轮液压缸，16 .变速器输入轴，17 .变速器输入轴齿轮，18 .与输出锥轮部分固接的输出齿轮，19 .与变速器输入轴固接的右侧驱动盘，20 .推轮，21 .套装在中心固定控制齿轮套筒上的左侧驱动盘，22 .左侧锥轮，23 .左侧锥轮液压缸，24 .通过套筒固定于壳体的中心固定控制齿轮，25 .中间惰轮轴，26 .中间惰轮，27 .推轮齿轮，28 .输出锥轮框架，29 .一端输出的弧形双向活塞液压缸，30 .圆周齿圈，31 .壳体隔板，32 .扇形齿轮片，33 .圆周齿圈凸块，34 .差速器，35 .电动机，36 .花键齿。
 本发明的最佳实施方式
电动汽车用传动比5至15推力式CVT机械无级变速器包括：输入部分、主动推轮部分、控制主动推轮不自转部分、主动推轮径向位移控制部分、输出锥轮及其左右锥轮分离靠近控制部分、行星齿轮输出部分等6部分组成。如图5、图6、图7、图8、图9、图10、图11所示：输入部分由输入轴16、与输入轴固接的右侧驱动盘19、套装在中心固定控制齿轮24的套筒上的左侧驱动盘21组成，并且驱动盘上加工有和主动推轮数量一致的弧形导向槽口，驱动盘19和21由中间惰轮轴25的两端固定连接；主动推轮部分由推轮20与套装在其上并固接的推轮齿轮27组成，安装在驱动盘19和21之间，推轮20的两端插入驱动盘上的弧形导向槽口内，推轮20的两端加工有倒角形成工作锥面环与输出锥轮14和22相切接触并推动其旋转；控制主动推轮不自转部分由通过套筒固定于壳体的中心固定控制齿轮24、安装在中间惰轮轴25上的中间惰轮26、以及推轮齿轮27组成，其中中心固定控制齿轮24与推轮齿轮27的齿数分度圆直径相同保证推轮齿轮27及推轮20只围绕输出锥轮轴心公转而不发生自转；主动推轮径向位移控制部分由扇形齿轮片32、圆周齿圈30、一端输出的弧形双向活塞液压缸29等组成，其中两片扇形齿轮片32通过其圆心孔套装在中间惰轮轴25的两端，通过其边缘附近圆孔套装在推轮20的两端，圆周齿圈30两侧的内齿圈分别与两片扇形齿轮片32啮合，弧形双向活塞液压缸29安装在两片驱动盘19和21之间并与驱动盘固接，其中弧形活塞的尾部加工有圆柱凸台，把液压缸分为前后两个液压工作腔，活塞输出端与圆周齿圈30内部的凸块33相连接，当液压缸进油工作时弧形活塞就会带动圆周齿圈30相对驱动盘19和21转动，从而带动扇形齿轮片32推动推轮20沿着驱动盘上的弧形导向槽口移动并带动推轮齿轮27围绕中间惰轮26转动，实现主动推轮径向位移，并且液压缸机构始终使主动推轮对输出锥轮保持一定的径向压力，其中推轮齿轮27与中心固定控制齿轮24的齿轮厚度是中间惰轮26厚度的1/2 ,并分别布置在中间惰轮26的轴向中心的两侧与中间惰轮26啮合，是为增大主动推轮径向移动距离，并防止最高档位时中心固定控制齿轮24与推轮齿轮27碰撞；输出锥轮及其左右锥轮分离靠近控制部分由锥轮框架28、与锥轮框架固接的左右侧锥轮液压缸23和15、与活塞为一体的左右侧锥轮22和14组成，其中锥轮液压缸和与活塞为一体的输出锥轮还通过各自上面的花键齿36啮合，结合为可以左右相互移动不可相互转动的活塞液压缸机构，并且左侧锥轮液压缸23和左侧锥轮22套装在中心固定控制齿轮24的套筒上，右侧锥轮液压缸15和右侧锥轮14套装在变速器输入轴16的右半部分，因为左右侧锥轮液压缸23和15都和锥轮框架28固定连接为一体，所以当液压缸进油工作时，左右锥轮将靠近，当推轮20向左右锥轮22和14的轴心靠近时将推动输出锥轮左右分离；行星齿轮输出部分由第一、第二输出行星排和控制行星排三部分组成：第一输出行星排由内外齿齿圈12、行星齿轮1、中心齿轮10组成，控制行星排由内外齿齿圈13、行星齿轮2、固定于壳体隔板31的中心齿轮7组成，第二输出行星排由行星齿轮3(其行星架固定在壳体隔板31上)、中心齿轮4、输出齿圈5组成，其中第一输出行星排和控制行星排共用行星架6，中心齿轮10和中心齿轮4由穿过中心齿轮7的空心轴固定连接成一体，行星齿轮2带动并控制行星架6围绕固定于壳体隔板31的中心齿轮7公转，与输出锥轮部分固接的输出齿轮18带动第一输出行星排内外齿齿圈12旋转，然后通过第一输出行星排行星齿轮1带动行星架6转动的同时驱动中心齿轮10反向旋转，然后通过中心齿轮4、行星齿轮3带动输出齿圈5正向旋转，从而完成动力输出。
其工作过程为：电动机35带动由输入轴16、驱动盘19、21组成的输入部分转动→输入部分带动由推轮齿轮27、推轮20组成的主动推轮部分围绕输出锥轮14、22转动并推动输出锥轮14、22及锥轮框架28旋转→与输出锥轮部分固接的输出齿轮18驱动第一输出行星排内外齿齿圈12转动，与此同时变速器输入轴齿轮17带动控制行星排内外齿齿圈13转动→控制行星排内外齿齿圈13通过行星齿轮2带动并控制行星架6围绕固定于壳体隔板31的中心齿轮7公转，第一输出行星排内外齿齿圈12带动行星齿轮1围绕中心齿轮10公转的同时带动中心齿轮10反向旋转→中心齿轮10带动中心齿轮4同步转动→最后中心齿轮4通过行星齿轮3带动输出齿圈5正向旋转输出转速。其间驱动盘19、21带动中间惰轮26围绕中心固定控制齿轮24旋转，以确保中心固定控制齿轮24通过中间惰轮26 ,控制主动推轮不发生自转，当一端输出的弧形双向活塞液压缸29的活塞伸出时，将通过圆周齿圈凸块33推动圆周齿圈30带动扇形齿轮片32推动主动推轮向输出锥轮轴心靠拢，与此同时推轮20推动输出锥轮14、22左右分离，实现向高档位变换，反之锥轮液压缸23、15进油工作时，输出锥轮14、22将靠近，同时弧形双向活塞液压缸29一端进油一端出油使活塞缩回，主动推轮与输出锥轮轴心远离，实现向低档位变换。
 在正常合理尺寸的变速器体积下可以做到推轮20两端的工作锥面环直径是输出锥轮14、22直径的1/15 ,从而实现5至15宽范围的传动比变化。
本发明的实施方式
推力式CVT机械无级变速器包括：输入部分、主动推轮部分、控制主动推轮不自转部分、主动推轮径向位移控制部分、输出锥轮（内锥轮或外锥轮）及其左右锥轮分离靠近控制部分、行星齿轮输出部分等6部分组成，所述的输入部分由输入轴与套装在其上并固定连接的一侧驱动盘和套装在中心固定控制齿轮套筒上的另一侧驱动盘组成，左右驱动盘通过至少两个中间惰轮轴的两端固定连接，左右驱动盘上加工有与主动推轮数量对应的弧形导向槽口，并且槽口的圆心是中间惰轮轴的轴心；主动推轮部分由推轮与套装在其上的推轮齿轮固定连接组成并安装在左右驱动盘之间，推轮的两端加工有倒角形成工作锥面环，推轮的两端插入左右驱动盘的弧形导向槽口内且可以沿着槽口移动，并由驱动盘带动主动推轮围绕输出锥轮轴心公转并推动输出锥轮旋转；控制主动推轮不自转部分由中心固定控制齿轮、安装在驱动盘惰轮轴上的中间惰轮、推轮齿轮组成，其中中心固定控制齿轮固定于变速器壳体上固定不转，并通过驱动盘惰轮轴上的中间惰轮限制推轮齿轮的自转，因为中心固定控制齿轮与推轮齿轮的齿数分度圆直径相等，所以主动推轮在公转的同时不发生自转；主动推轮径向位移控制部分由扇形齿轮片、圆周齿圈、双向活塞液压控制部分组成，其中两片扇形齿轮片套装在中间惰轮轴的两端并可以转动，扇形齿轮片的边缘附近开有圆孔，并通过圆孔自由套装在推轮上，扇形齿轮片由圆周齿圈带动，圆周齿圈只有两侧加工有内轮齿，分别与扇形齿轮片啮合，圆周齿圈中间无齿防止与推轮齿轮碰撞，圆周齿圈的内部加工有凸块与液压缸活塞连接，液压缸安装在左右驱动盘之间并与驱动盘固定连接，当液压缸工作时，活塞就会带动圆周齿圈相对驱动盘转动，同时圆周齿圈驱动扇形齿轮片转动就可以带动推轮齿轮围绕中间惰轮旋转并带动推轮沿着驱动盘上的弧形导向槽口移动，实现主动推轮径向位移，并且在液压缸作用下主动推轮始终保持对输出锥轮的径向压力；输出锥轮及其左右锥轮分离靠近控制部分由输出锥轮框架、与框架固定连接的左右锥轮液压缸、与液压缸活塞为一体的左右锥轮、其中与活塞为一体的左右锥轮还通过花键齿与液压缸上的花键齿啮合限制锥轮与液压缸及框架的相对转动，一侧的液压缸与锥轮套装在中心固定控制齿轮的套筒上，另一侧的液压缸与锥轮套装在变速器输入轴上，因为左右液压缸通过框架固定连接为一体，所以当液压缸进出油工作时，左右锥轮将靠近或分离，同时主动推轮远离或靠近输出锥轮轴心，从而实现高低档之间无级变换；行星齿轮输出部分由第一输出行星排、控制行星排、第二输出行星排组成，并且3个行星排的齿圈、行星轮、中心轮的齿数分度圆直径分别相同，其中控制行星排的中心齿轮为固定不动，第一输出行星排和控制行星排的行星架共用，第一第二输出行星排的中心齿轮是由穿过控制行星排中心齿轮的轴固定连接，其中变速器的输入轴与控制行星排的齿圈连接并通过控制行星排的行星轮带动行星架围绕固定不动的中心齿轮公转，因为控制行星排的中心齿轮固定不动，所以行星架的转速完全由变速器输入轴控制，变速器的输出锥轮与第一输出行星排的齿圈连接并也通过行星轮带动行星架围绕中心齿轮公转，假设输入轴和输出锥轮转速相同，则第一输出行星排和控制行星排的行星轮只是共同带动行星架围绕中心齿轮公转，并不带动第一输出行星排中心齿轮旋转，实际当中因为输出锥轮与输入轴转速不同，且控制行星排的中心齿轮固定不动使行星架的转速受控于输入轴，所以输出锥轮与输入轴转速的差值还将通过第一输出行星排的行星轮带动第一行星排中心齿轮旋转，然后通过第二输出行星排中心齿轮、行星轮、输出齿圈输出的转速就是需要的输出转速。上述6部分的结合就形成了完整的推力式CVT机械无级变速器。
在此特别说明行星齿轮输出部分，如图4所示：变速器在车上横置安装，且变速器输入轴与行星齿轮输出部分平行布置：则第一第二输出行星排的中心齿轮要通过空心轴固定连接，以便于半轴通过空心轴驱动车轮，且第一输出行星排和控制行星排的齿圈除了内齿轮外，还要加工有外齿轮，并分别由固定在输出锥轮液压缸上的齿轮和固定在输入轴上的齿轮驱动，如果变速器输入轴与行星齿轮输出部分同轴心布置：这时控制行星排的行星齿轮需要通过套装在行星架上的空心轴延伸到第一输出行星排的另一侧，并把第一输出行星排的行星齿轮套装在这个空心轴的中间位置，这样，控制行星排的齿圈就可以从第一输出行星排的右侧移到左侧，便于输入轴的连接，也就是图3b)所示情形。
 通过上述叙述的变速器方案就实现了推力式CVT机械无级变速器的构成方案。其中液压缸高压油液可采用类似传统AT变速箱内置的机械油泵供油，也可以采用灵活布置的电子油泵供油。
 工业实用性
本发明应用在电动汽车上，可以取代现有车辆上的单级或双级减速器，充分发挥电机更大效能，充分利用电池电能，使电动汽车在全部工况范围内保持在高效合理的区域内。

Claims (8)

  1. 一种电动汽车用传动比5至15推力式CVT机械无级变速器，其特征在于包括输入部分、主动推轮部分、控制主动推轮不自转部分、主动推轮径向位移控制部分、输出锥轮及其左右锥轮分离靠近控制部分、行星齿轮输出部分等6部分组成，其中与电机连接的输入部分带动的两个或多个主动推轮均匀布置在输出锥轮轴心的周围并对输出锥轮始终保持一定的径向压力，主动推轮两端的工作锥面环分别与输出锥轮左右两个工作锥轮保持相切接触,主动推轮围绕输出锥轮轴心做圆周运动,但是主动推轮“不自转”,只可以围绕输出锥轮轴心“公转”，并推动输出锥轮旋转，主动推轮可以向输出锥轮轴心靠拢到极限位置，同时输出锥轮两个工作锥轮配合主动推轮向左右分离，为最高速档位置，反之主动推轮向输出锥轮边缘分离到极限位置，同时输出锥轮两个工作锥轮配合主动推轮左右靠近，为最低速档位置，并且可以在高低档之间任何位置变换档位，也就是通过改变主动推轮工作锥面环与输出锥轮相切的径向位置来改变输出转速，且在合理的变速器尺寸下可以做到主动推轮工作锥面环直径是输出锥轮直径的1/15 ,并通过行星齿轮输出部分实现5至15宽范围的传动比变化。
  2. 根据权利要求1所述的电动汽车用传动比5至15推力式CVT机械无级变速器的输入部分，其特征在于：输入轴(16)与右侧驱动盘(19)固接，左侧驱动盘(21)套装在中心固定控制齿轮(24)的套筒上，左右驱动盘(19) (21)通过中间惰轮轴(25)的两端固定连接，并且左右驱动盘(19) (21)上还加工有主动推轮的弧形导向槽口。
  3. 根据权利要求1所述的电动汽车用传动比5至15推力式CVT机械无级变速器的主动推轮部分，其特征在于：推轮齿轮(27)套装在推轮(20)上固定连接组成主动推轮，安装在左右驱动盘(19) (21)之间，推轮(20)两端插入驱动盘的弧形导向槽口内，推轮(20)的两端加工有倒角形成工作锥面环与输出锥轮(14) (22)相切接触，并推动输出锥轮(14) (22)转动。
  4. 根据权利要求1所述的电动汽车用传动比5至15推力式CVT机械无级变速器的控制主动推轮不自转部分，其特征在于：由通过套筒固定于壳体的中心固定控制齿轮(24)通过安装在中间惰轮轴(25)上的中间惰轮(26)控制推轮齿轮(27)的自传，其中中心固定控制齿轮(24)与推轮齿轮(27)的齿数和分度圆直径相同，保证了主动推轮只围绕输出锥轮公转不发生自转。
  5. 根据权利要求1所述的电动汽车用传动比5至15推力式CVT机械无级变速器的主动推轮径向位移控制部分，其特征在于：由两片扇形齿轮片(32)、圆周齿圈(30)、一端输出的弧形双向活塞液压缸(29)组成，其中两片扇形齿轮片(32)通过其圆心孔套装在中间惰轮轴(25)的两端，通过其边缘附近圆孔套装在推轮(20)的两端，圆周齿圈(30)两侧的内齿圈分别与两片扇形齿轮片(32)啮合，一端输出的弧形双向活塞液压缸(29)安装在驱动盘(19)和(21)之间并与驱动盘固接，其中弧形活塞的尾部加工有圆柱凸台，把液压缸分为前后两个液压工作腔，活塞输出端与圆周齿圈(30)内部的凸块(33)相连接，液压缸进油工作时弧形活塞就会带动圆周齿圈(30)相对驱动盘(19)和(21)转动，从而带动扇形齿轮片(32)推动推轮(20)沿着驱动盘上的弧形导向槽口移动并带动推轮齿轮(27)围绕中间惰轮(26)转动，实现主动推轮径向位移，并且液压缸机构始终使主动推轮对输出锥轮保持一定的径向压力，其中推轮齿轮(27)与中心固定控制齿轮(24)的齿轮厚度是中间惰轮(26)厚度的1/2 ,并分别布置在中间惰轮(26)的轴向中心的两侧与中间惰轮(26)啮合，是为增大主动推轮径向移动距离，并防止最高档位时中心固定控制齿轮(24)与推轮齿轮(27)碰撞。
  6. 根据权利要求1所述的电动汽车用传动比5至15推力式CVT机械无级变速器的输出锥轮及其左右锥轮分离靠近控制部分，其特征在于：由锥轮框架(28)、与锥轮框架固接的左右侧锥轮液压缸(23)和(15)、与活塞为一体的左右侧锥轮(22)和(14)组成，其中锥轮液压缸和与活塞为一体的输出锥轮还通过各自上面的花键齿(36)啮合，结合为可以左右相互移动不可相互转动的活塞液压缸机构，并且左侧锥轮液压缸(23)和左侧锥轮(22)套装在中心固定控制齿轮(24)的套筒上，右侧锥轮液压缸(15)和右侧锥轮(14)套装在变速器输入轴(16)的右半部分，因为左右侧锥轮液压缸(23)和(15)都和锥轮框架(28)固定连接为一体，所以当液压缸进油工作时，左右锥轮将靠近，当推轮轴(20)向左右锥轮(22)和(14)的轴心靠近时将推动输出锥轮左右分离。
  7. 根据权利要求1所述的电动汽车用传动比5至15推力式CVT机械无级变速器的行星齿轮输出部分，其特征在于：行星齿轮输出部分由第一、第二输出行星排和控制行星排三部分组成，第一输出行星排由与变速器输出锥轮连接的齿圈(9)、行星齿轮(1)、中心齿轮(10)组成，控制行星排由与变速器输入轴连接的齿圈(8)、行星齿轮(2)、固定于壳体的中心齿轮(7)组成，第二输出行星排由行星齿轮(3) (其行星架固定在壳体隔板上)、中心齿轮(4)、输出齿圈(5)组成，其中第一输出行星排和控制行星排共用行星架(6)，第一、第二输出行星排的中心齿轮(10)和中心齿轮(4)由穿过中心齿轮(7)的轴固定连接成一体，变速器输入轴带动控制行星排齿圈(8)旋转，通过行星齿轮(2)控制行星架(6)围绕固定于壳体的中心齿轮(7)公转，变速器输出锥轮带动第一输出行星排齿圈(9)旋转，然后通过行星齿轮(1)带动行星架(6)转动的同时驱动中心齿轮(10)反向旋转，然后通过中心齿轮(4)、行星齿轮(3)带动输出齿圈(5)正向旋转，从而完成动力输出。
  8. 根据权利要求7所述的行星齿轮输出部分，其特征在于：当变速器在车上横置安装时，且变速器输入轴与行星齿轮输出部分平行布置，则第一第二输出行星排的中心齿轮(10)和(4)要通过空心轴固定连接，以便于半轴通过空心轴驱动车轮，且第一输出行星排和控制行星排的齿圈除了内齿轮外，还要加工有外齿轮，形成第一输出行星排内外齿齿圈(12)和控制行星排内外齿齿圈(13)，并分别由固定在输出锥轮部分上的输出齿轮(18)和固定在输入轴上的变速器输入轴齿轮(17)驱动，如果变速器输入轴与行星齿轮输出部分同轴心布置，这时控制行星排的行星齿轮(2)需要通过套装在行星架(6)上的空心轴与第一输出行星排的另一侧延伸行星齿轮(11)固定连接，并把第一输出行星排的行星齿轮(1)套装在这个空心轴的中间位置，同时控制行星排的齿圈(8)从第一输出行星排的右侧移到左侧与延伸行星齿轮(11)啮合，便于变速器输入轴与控制行星排齿圈(8)的连接。
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CN103697125A (zh) * 2013-12-31 2014-04-02 胥祥朋 一种无级变速装置
CN108591381A (zh) * 2018-04-12 2018-09-28 江苏理工学院 一种新型锥轮传动无级变速系统
CN114857230A (zh) * 2022-03-29 2022-08-05 仇延鹏 电动汽车用传动比5至15推力式cvt机械无级变速器

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