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WO2001061213A2 - Liaison variable simple, infinie et continue - Google Patents

Liaison variable simple, infinie et continue Download PDF

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Publication number
WO2001061213A2
WO2001061213A2 PCT/US2001/005383 US0105383W WO0161213A2 WO 2001061213 A2 WO2001061213 A2 WO 2001061213A2 US 0105383 W US0105383 W US 0105383W WO 0161213 A2 WO0161213 A2 WO 0161213A2
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WIPO (PCT)
Prior art keywords
gear
input
gears
output
power
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PCT/US2001/005383
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WO2001061213A3 (fr
Inventor
Legrande Brian Boyette
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Individual
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Individual
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Priority to AU2001238532A priority Critical patent/AU2001238532A1/en
Publication of WO2001061213A2 publication Critical patent/WO2001061213A2/fr
Publication of WO2001061213A3 publication Critical patent/WO2001061213A3/fr
Anticipated expiration legal-status Critical
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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
    • 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
    • F16H3/74—Complexes, not using actuatable speed-changing or regulating members, e.g. with gear ratio determined by free play of frictional or other forces
    • 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
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously

Definitions

  • This invention relates to a family of infinitely and continuously variable gear-to-gear linkage mechanisms, especially as used for, but not limited to:
  • CVTs Infinitely or continuously variable transmissions (CVTs). CVTs are currently the most popular application of this technology. There are three major classes of CVTs: friction, hybrid, and gear-to-gear. These will be discussed below.
  • transmissions provide an interface between a power source (e.g., a motor or an engine) and a load (e.g., wheels in a vehicle).
  • a power source e.g., a motor or an engine
  • a load e.g., wheels in a vehicle.
  • Vehicle engines have optimum operating speeds (angular velocities) and wheel speeds are dependent on operator demand. Engines typically operate best in a single, but narrow speed range. Wheels are required to not move (i.e., zero speed) or to operate at some positive (forward) or negative (reverse) speed. Engine and load operating requirements are significantly independent.
  • a transmission provides linkage between the two to accommodate the differences for a successful marriage.
  • a transmission handles in a vehicle allows the engine to operate within its speed range while providing the speed range required by the wheels.
  • shifting i.e., changing
  • the gear ratio can be changed as needed. This was done manually in the early “manual” transmissions. A driver would interrupt the power path with a clutch and then shift gears for a better ratio. This manual process was later automated in the "automatic" transmission. It was the same process, only the transmission automatically did the shifting.
  • CVT continuously variable transmission
  • CVTs come in three basic categories, friction, hybrid, and geared. Some of the main disadvantages of each are as follows:
  • Friction CVTs Because of relative simplicity, friction based CVTs were the first to be developed. From what is found in industry, the most successful CVTs are friction-based devices. The most popular friction based CVTs use belts and pulleys, or power transfer rollers. These types of CVTs have the following disadvantages: a. Have loose, imprecise or "slippy" coupling from input to output. b. Significantly limited in amount of power that can be transferred. c. Many are noisy d. Have high rate of wear e. Limited ratio range f. Limited rotational speed range (many require multiple modes or phases) g. Require clutches for operational modes to achieve a "geared neutral" (engaged, but zero output).
  • Clutches are also needed to expand operating range to make the transmission practical. h. Significantly limited in maximum rotational speed. i. Many designs require inefficient high-pressure hydraulics to operate. Some use rotatable hydraulic seals. These limit hydraulic pressure, reducing power transfer.
  • the pulleys are adjustable and can change the radius at which the belt is held. Changing the radius of the pulleys change the ratio of the transmission. As pointed out above, this design has numerous disadvantages. To be adjustable, the pulleys as well as the belt must be smooth. Because of this, the coupling from input to output is loose and slippy. This limits the amount of power that can be transferred.
  • the material that the belt is made of also limits power. If it can be stretched, too much power will stretch it. To overcome this, some designs use metal belts, but these belts are noisy. The metal of the belts also rub against the metal pulley surfaces, causing significant wear.
  • a more recent improvement in friction CVTs is a design that uses solid metal power rollers instead of belts.
  • This approach is seen in US patents 6,155,951 to Kuhn (2000), 6,152,850 to Inoue (2000), and EPO patent EP 1 061 288 A2 to Schmidt (2000).
  • the metal rollers are pinched between two curved (toroidal) surfaces. One surface is for power input and the other is for power output. The ratio of the transmission is determined by the angle of the roller between the surfaces.
  • Using a solid metal roller carries more power than a belt design. But since power is still cou- pled using friction, it is still limited. While not as noisy, the roller still has the same basic disadvantages of friction design.
  • gear-to-gear CVTs A true and practical gear-to-gear CVT is the "Holy Grail" of the transmission industry. The main difficulty with developing a gear-to-gear CVT is that gears are rigid elements. It appears to be a complete contradiction to use only rigid gears in a power train and still have variability. The seemingly impossible challenge in developing a gear-to-gear device that has variability has fought all practical efforts until the invention of this current application.
  • Friction is thus designed into any worm gear assembly by the angle of the gear helix.
  • the intent of the design is to have a sufficiently high enough ratio that most of the wheel gear force is nearly perpendicular to the worm surface.
  • the remaining force, which is directed "down the hill (slant)" of the worm is then very small. The force is so small that, because of friction, it cannot cause the wheel to slide along (down) the worm gear's slanted surface.
  • a worm and wheel gear can continuously hold or support a load during all operations. Friction and ratio performance issues, though, are major failings. These failings prevent this approach from being practical in many applications (see SUMMARY and OBJECTS and ADVANTAGES). b) Ratchet mechanisms. These are also time-tested devices, but are definitely compromises in design. Any position advance or retreat of a load is piecemeal. Reversing methods and techniques are often cumbersome and/or difficult.
  • ratchets With ratchets, the operator, operational mechanism or motor must carry the load during position changes. This is an unnecessary (with this invention) and an often-tedious burden as can be experienced with ratchet jacks for automobiles.
  • the structure of ratchet mechanisms only holds or supports a load at discrete points. All the rest of the time, the load must be born by the operator. This is specifically true when the load must be raised or lowered.
  • Sliding brakes and unidirectional clutches These devices are also compromise designs and have all of the failings of the above designs. They are essentially variations of the ratchet mechanism, with undefined or nonspecific steps. As with ratchets, the load is held by the structure only when the operator allows the load to settle into a holding state.
  • gear arrangements there are number of gear arrangements identified in this application that allow gear-to-gear linkages, with multiple simultaneous ratios, to exist.
  • the arrangements further allow the influence of one or more of these ratios to be variable. This variability of influence of one or more ratios, can modulate the overall ratio of the linkage.
  • physical ratios are not changed, only the influence of ratios in an overall mix of ratios is changed. This gives a range of ratios, not limited by physical size of components.
  • Such a geared arrangement has application in many fields, and especially as a high performance, infinitely and continuously variable, gear-to-gear transmission.
  • This invention overcomes many of the problems that existed before. This invention allows a power source to operate at peak performance with speed regulation being an independent function. No friction coupling of power is needed to provide variability. This eliminates friction related problems.
  • This invention provides a direct geared link between the input and the output.
  • the main "input” is tied to the frame or housing. All input power is applied through the "control” path.
  • the output is thus tied, by a geared link to the housing. No amount of load (within design limits) can cause the link to move. The load is thus continuously supported by the structure. The load can only change position when there is a control input to make such a change.
  • a number of applications can use such a concept. Some of these are: a. Automobile jacks, come alongs, belt tighteners, etc. The benefits should be obvious. The structure holds the load at all times and it is a relatively simple, less tiresome and safer to raise, lower or tighten a load. b. In elevators, escalators, aerial trams, etc. this invention would provide a greater degree of safety. The invention could be used to provide position changes, but always support the load. c. Steering assemblies and components of a similar nature. The structure holds the load of keeping the wheels positioned, but the operator has full control of position.
  • CVT continuously variable transmission
  • the linkage essentially is a method for providing a rigid link between input and output, but one that allows a difference in speed to exist between the two.
  • a rigid shaft with the input side running at whatever fixed or variable input speed and the output side of the "rigid” shaft running at whatever speed is desired (within design limits). Because of this rigidity, in the preferred embodiments, regardless of input or output shaft speeds, two things happen: power is transferred to the output at a 1 :1 ratio and load is carried the power source at a 1 :1 ratio.
  • the CVT technology offers the benefits of fuel savings and reduction of smog.
  • This CVT uses only gears in the power train and does not require friction, hybrid configuration or high-pressure hydraulics to operate. Further, the design is not size constrained for ratio. Ratio in this invention is a result of a mathematical combination(s) of inputs and is not limited to variation of limited physical features. The combination of these benefits, make this CVT design extremely efficient.
  • this transmission can be made relatively compact to carry large amounts of power and have practical ratio variation. This makes the design simple to manufacture at relatively low cost while maintaining a high profitability.
  • the power tap should produce regulated usable power, almost without regard to the speed of the main power source.
  • Fig. 1 is a side view of one embodiment of my invention. This embodiment, beyond input and output, shows side view of three major planes: a speed or ratio control, power transfer gears, and torque control/neutralization gears.
  • Fig. 2 is a sectional view indicated by the section lines 2-2 in Fig. 1. This shows one possible configuration for power transfer gears.
  • Fig 3 is a sectional view indicated by the section lines 3-3 in Fig. 1. This shows one possible configuration for torque control/neutralization gears.
  • Fig 4 is a sectional view indicated by the section lines 4-4 in Fig. 1. This shows one possible configuration having multiple "floating" assemblies that include the power transfer gears and torque control/neutralization gears. This embodiment allows for one or more assemblies.
  • Fig 5 is a sectional view indicated by the section lines 5-5 in Fig. 1. This figure shows one possible configuration of components for implementing a speed or ratio control input to this embodiment.
  • Fig. 6 is a side view of a variation of the embodiment shown in Fig. 1. This figure shows another possible implementation of a speed or ratio control input.
  • Fig. 7 is a sectional view indicated by the section lines 7-7 in Fig. 6.
  • Figure 7 does double duty. It is also referred to by the section lines 7-7 in Fig. 8.
  • the structure is almost identical.
  • the reference numeral for one component is different between the two references.
  • the correct reference numeral for each figure is noted in the view.
  • Fig 8 is a side view of a variation of the embodiment shown in Fig 6. It shows another method for inputting rotational speed or ratio control to the transmission.
  • Fig 9 is a side view of significant variation in operation. The same basic concepts are still the same, but there are a number of input and output changes. Significantly, power input comes in through the speed or ratio control path. Relative to earlier figures, the main "power input” shaft becomes a speed-regulated shaft and the “output” disappears as such and becomes part of the housing.
  • Fig 10 is a side view of a variation of fig 9, but with the speed or ratio control that was shown in Fig 1 and 5.
  • this version there is no "power input" side as such.
  • This version is used as a shaft speed-control regulator.
  • An interesting consideration of this version is that if the housing were allowed to rotate, this version would essentially be the same as the one described in Fig 1.
  • Fig 11 is a 3-D depiction of an implementation that used single gear bridge assemblies. While this depiction shows all the power transfer gears (each a single gear power transfer bridge) tilted, this is not a requirement. These gears could be mounted radially.
  • Fig 12 is a 3-D depiction of an embodiment that uses three power transfer gears, no torque control gears. It also shows another method of achieving mechanical balance and gear-to-gear variability.
  • Fig 13-15 are side views of other methods of achieving the identified goals of gear-to-gear linkage multiple physical ratios existing at the same. And, where the influence of one or more of those ratios can be changed to produce an overall geared linkage ratio change.
  • FIG. 1 A preferred embodiment for the infinitely and continuously variable geared linkage of the present invention is illustrated in Fig 1 through 5. Looking at Fig 1, this embodiment is basically divided into six parts. One is a housing 150. Next is a rotational power input source 10 and a power input shaft 12. These are shown to the left of the figure along a centerline 152 of the transmission. Next to the right is a ratio or speed control section with components 58, 62, 66, 74, 80, and 82. Next to the right between section lines 4-4 and 2-2 are power transfer gears 16, 110, 112, and 180.
  • CVT continuously variable transmission
  • This design is bi-directional.
  • the designation, of which side of the transmission is an input side and which is an output side, is a design consideration.
  • power and load flow through the power transfer gears 110 and 112 from 16 to 180, or vice versa.
  • Gears 1 10 and 112 as a pair, transfer power and load, to and from, input and output gears 16 and 180.
  • Gears 1 10 and 112 act as a power-load transfer "bridge" between 16 and 180.
  • Gears 110 and 1 12 are mounted in a rotatable bridging assembly frame 100 shown in Fig 1, 4, and 5.
  • gears 16 and 180 are greater than 1 :1.
  • gears HO and 1 12 have a l :l ratio.
  • gears 110 and 112 together provide a direct geared link between gears that have a ratio greater than 1 : 1. The significance and benefit of this will be shown below. These are not design restrictions. Other design options with different gear and ratio combinations are possible.
  • the power source 10 inputs rotational power to the input power shaft 12. This causes an input power frame 14 to rotate. Attached to 14 is an internal gear 16 that is rotated by said power input.
  • gear 16 is continuously meshed with a planetary gear 110.
  • Gear 110 in series, is continuously meshed with a second planetary gear 112.
  • Gear 112 is continuously meshed with power output sun gear 180. This is the complete power path. It is a very simple gear-to-gear linkage and the gears are always meshed. It can be scaled to whatever size for which gears can be made. No additional power input, hydraulics, friction, etc., are needed to make it work.
  • Planetary gears 110 and 1 12 are freely rotatable about their respective spindle axes, 134 and 130. Being meshed, forces these gears to rotate in opposite directions if they rotate about their respective axes.
  • the bridging assembly frame 100 shown in Fig 1, 4, and 5, holds these two gears together. Assembly 100 is freely rotatable about centerline 152 of the transmission in the annulus between gears 16 and 180.
  • the bridging assembly 100 is mounted on spindles or axles 104 and 108. Assembly 100 has restricted rotation about the axis of 104 and 108. This is because the bridging assembly 100 also includes torque control gears 114, 116, 118, 120, andl22 as shown in Fig 3 as well as in Fig 1 , 4, and 5. These torque control gears prevent assembly 100 from rotating about its 104 - 108 spindle axis.
  • Torque control gears 114 and 122 shown in Fig 1 , are attached together by way of a shaft 184 and a torque control frame 124. Note that 184 and 124 are attached together. Torque control gears 1 14, 1 16, 118, and 120 are held in the bridging assembly 100 as shown in Fig 1 , 3, 4, and 5. As shown, they are also meshed between 114 and 122. The net ratio of the group of torque control gears 1 14, 116, 1 18, and 120 is the same as that between 114 and 122. In this embodiment, this ratio is established by the ratio of gear 118 to gear 120. As a consequence, even though assembly 100 is freely rotatable about centerline 152 in the annulus, the assembly will maintain its angular orientation relative to centerline 152.
  • Input power rotates gear 16.
  • Gear 16 attempts to rotate the 110 - 1 12 gear pair in their respective directions about their individual axes.
  • the load, driving the power output gear 180 also attempts to rotate the 110 - 112 gear-pair in their respective directions.
  • the power output gear 180 by way of the 110 - 112 gear pair, opposes the power input gear 16.
  • the combined forces on gears 110 and 112 create torque on bridging assembly 100.
  • This torque attempts to rotate the assembly about its 104 - 108 spindle axis. As stated above, this torque is completely nullified in place by the torque control gears. This leaves no net forces to rotate assembly 100 about centerline 152 relative to the input-output gears.
  • bridging assembly 100 is free to rotate relative to the input-out gears 16 and 180, it can be rotated by some force. If some force causes this relative rotation, the ratio between gears 16 and 180 comes into play. If the assembly 100 is rotated relative to gear 16, gear 180 can be made to rotate in the same or opposite direction relative to gear 16. The relative rotational speed of the assembly 100 can increase or decrease the rotational speed of gear 180 relative to gear 16. In fact, even when gear 16 is rotating, the relative rotational speed of gear 180 can be forced to be zero. This is a "geared neutral" condition.
  • the overall rotational speed ratio of the geared linkage of this invention is infinitely and continuously variable. Since the rate of rotation of bridging assembly 100 is not dependent on the physical size of some component, it is not restricted function or operation. Specific details of speed control input to bridge assembly 100 and net ratio results for the transmission are discussed in the theory of operation section.
  • Gears 114 and 122 are locked together, so they prevent assembly 100 from rotating about its axis (spindles 104 - 108). This creates a counter torque.
  • the 110 - 112 gear torque is centered about spindle axis 104 - 108 and the neutralizing torque from gears 116, 118, 120 is along the same axis. Everything is in balance and no net lateral forces exist to cause assembly to rotate relative to the input-output gears 16 and 180.
  • a torque control lever 80 is attached to assembly 100 as shown in Fig 1 and 5.
  • One end of lever 80 attaches to assembly 100 and the other end has a beveled cavity 82.
  • Beveled cavity 82 encircles and is generally centered about centerline 152.
  • Spindle 104 acts as a pivot axis for lever 82. This is the same axis as for assembly 100.
  • assembly 100 tends to tilt some because of the forces and play in gears. This tilt causes the center of cavity 82 at the end of the lever 80 to move away from centerline 152.
  • Lever 80 has a counter balance 90 that prevents other dynamics of motion to cause the lever to tilt. All torque forces in this tilted condition are still balanced and a 100 percent power transfer takes place.
  • a conical shaped component 74 is also located about centerline 152. This cone can be pushed into cavity 82 by the associated components of control input shaft 58, a displacement beam 62, a thrust bearing 224, and cone actuator pistons 66 and 68. A retraction spring 78 pulls the cone back once input pressure on input shaft 58 is released. Input pressure on shaft 58, causes centering cone 74 to move into cavity 82. If cavity 82 is not perfectly centered about centerline 152, it will be forced to move toward the centerline. Once cone 74 is sufficiently within cavity 82, the cavity will be sufficiently centered.
  • An implementation variation of this embodiment is to sandwich power transfer gears between two sets of torque control gears.
  • Each set or torque control gears could be lighter by half and provide greater distribution of forces.
  • Still another variation could be multiple layers of gears for even greater force distribution. This type of multiple layers can apply to most of the embodiments covered by this patent application.
  • the infinitely and infinitely variable geared linkage of this invention has a value application as an infinitely and continuously variable transmission (CVT).
  • CVT continuously variable transmission
  • power from a motor or engine can be input on the power input side of the transmission and the output side could be connected to the wheels of a vehicle.
  • multiple copies of this CVT could be used to independently control each wheel. This would provide an extremely positive control over say, for track, two and four (or more) wheel vehicles. It would also provide excellent operation for single drive sport vehicles such as snowmobiles and water vehicles.
  • This transmission would operate from zero to design speed as shown.
  • One of the simplest methods would be to split the power source, providing a reverse shaft rotation for reverse and feed this along with the output of this CVT into a differential. When the CVT output was zero the system overall would output full reverse. As the CVT output increased, this would gradually shift the output from reverse ultimately to full forward.
  • Another method would be to parallel two CVTs, one with a reverse feed and one with a forward feed, again combining the outputs to provide the desired result.
  • This type of CVT can be scaled from the very small to the very large. It is not unreasonable that this CVT could be used to drive the largest ships afloat.
  • control input from manual, to solenoid to motor or hydraulic operation.
  • a bicycle might use a roll knob on the steering wheel to operate a screw advance or retraction of the speed control cone or its equivalent.
  • hydraulics might be used.
  • the control input can be a continuous pressure or it can be intermittent or pulsed or some combination thereof.
  • the default or startup mode can be set to free wheeling or full power transfer. Specific details for application of input for speed or ratio control are a design consideration. This transmission is extremely efficient as it uses only a few gears for the power train and does not require inefficient friction of high-pressure hydraulics to operate
  • Fig 8 is essentially the same as for Fig 6, except an induction motor 40 is shown
  • Fig 7 shows one possible method for connecting gear 46 or induction disk 48 to bridge structure 50 in order to rotate b ⁇ dge assembly 100 relative to input-output gears 16 and 180
  • the embodiment shown in Fig 9 is a significant variation of that shown in Fig 6 It just as easily could be a variation of that shown in Fig 8 or any other general approach variation
  • the significant aspect of this embodiment is that the "load output" side of the earlier embodiments disappears Also, all power input is through what was, in the Fig 6 embodiment, the speed or ratio control input path
  • gear 192 is fixed to housing 152 by way of shaft 194 and cannot rotate As a consequence, the frame supports load 186 forces on shaft 184, frame 188, and gear 180 This is because load forces on gear 180 transfer to gears 1 10 and 112, as in other embodiments Gear 112, though meshes with gear 192 that cannot rotate The load is therefore supported by a gear train that cannot rotate It cannot rotate as explained for the same reasons as for the Fig 1 - 5 embodiment It cannot rotate unless there is power input from power source 10 to rotate bridge assembly 100
  • Fig 10 is another variation, but uses some of Fig 9 and Fig 1
  • This uses embodiment uses the control lever for speed control, but as with Fig 9, there is only a load shaft In this embodiment, there also is no input power source
  • This embodiment basically acts as a variable speed load control and requires no other power than that from the load ALTERNATIVE EMBODIMENTS - FIG 11
  • Fig 1 1 The most significant aspect of the embodiment shown in Fig 1 1 is that there is a single power transfer gear 110 bridge assembly that works. It also shows that torque control gears (shown in Fig 1, 3, 4, 6, etc.) are not needed in all implementations. This design uses physical structure and force matching within the gearing to achieve balance.
  • a power transfer gear in this embodiment is an elongated gear (teeth not shown) or a "dumbbell" shaped gear that straddles the space between an input gear 16 and an output 180.
  • the input and output gears have a ratio that is not 1 : 1 and the power transfer gear must have the same radius at both ends for mechanical balance. Specifically, if the radius at one end is different from that at the other end, the power transfer gear 110 will rotate about its own axis. This is not a restriction for all such design, but it is for the one shown.
  • mechanical balance can be influenced by dynamically the radius of contact of gear(s) 110 relative to either gear 16 or 180.
  • the shift in contact radius creates an imbalance causing the bridging assembly to rotate.
  • Fig 11 shows still another method for creating mechanical balance and having all the characteristics needed for this geared linkage.
  • Fig 1 1 shows the input-output gears 16 and 180 to be of equal size and the bridging gears having a ratio that is not 1 :1.
  • a bridging assembly comprising of gears 110, 112, and an internal-external gear 1 14, is engaged with input-output gears of equal size.
  • Mechanical balance is achieved by having the radius of input-output gears 16 and 180 equal in combination with having the radius of gear 110 equal to the combined radius of gear 1 12 + that portion of 1 14 sandwiched between gears 112 and 180. Because of all of these equalities, all torques are equal and opposite and mechanical is achieved.
  • gear 180 When gear 16 rotates, gear 180 having the load resists this rotation and has an equal and opposite torque. These equal, but opposing torques are felt in the bridging assembly gears 110, 112, and 114, but there is no net force to cause the bridging assembly to rotate about centerline 152 relative to the input-output gears 16 and 180. If power input on gear 16 overcomes static conditions, this configuration will drive gear 180 at the same rate as itself. It is then possible to have some additional rotational force, caused by a Fig 1 type lever or a Fig 6 or 8 type of input. This rotational force could cause bridging assembly (gears 110, 112, and 114) to rotate about centerline 152 relative to input-output gears 16 and 180. This would cause variability of speed ratio, increasing or decreasing gear 180 rotational speed relative to gear 16. This gives all the characteristics of the infinitely and continuously variable geared linkage claimed by this invention.
  • gear 1 14 encircle gear 180 A variation of this would be to have gear 1 14 encircle gear 180.
  • gear 1 14 encircle gear 180 There are advantages and disadvantages to both approaches. With the depiction, multiple bridge assemblies can be used in the same plane, but with gear 114 encircling gear 180, multiple planes would be needed for multiple bridge assemblies.
  • gears 112 and 114 could be adjustable so as to shift the effective radius of this pair relative to gear 110. This would modify the mechanical balance and cause to assembly (gears 110, 1 12, and 114) to rotate around centerline 152 relative to input-output gears 16 and 180.
  • Figs 13 to 15 show additional methods of achieving the claims of this invention. Namely there are a number of methods to have gear-to-gear linkage with simultaneous ratios. Those methods also include the ability to change the influence of one or more of those ratios to affect an overall system ratio change.
  • abridging assembly 100 that includes compound gears 110 and 1 12.
  • Compound gear 1 10 has two gears attached together and these gears have a ratio that is not 1 :1.
  • Compound gear 112 has two gears attached together, but for simplicity, these gears have a 1 :1 ratio.
  • Gears 110a and 1 10b being the gears of the compound gear 110, are tilted such that, relative to a pivot axis 154, the radius of 110a to gear 16 is the same as the radius of 1 10b to gear 112b. This relative radius is the same as the radii of the gears 112a and 1 12b.
  • the radii equality creates mechanical balance when input power and load are applied to gears 16 and 180.
  • the radii of gears 16 and 180 are equal in this implementation for balance also.
  • Fig 14 uses a tiltable disk gear 110 that is phase locked to the housing via a shaft.
  • the freedom of motion and the phase lock is achieved by the use of a number of quarter section gimbals.
  • Gear 112 is connected to a power output frame 188 which retains power transfer idler gears 196a and 196b.
  • variable speed input 40 that can rotate assembly 100 causing the mesh point of gear 110 to gear 112 to change.
  • Spinning assembly 100 causes gear 112 to rotate relative to the housing 150. This in turn, rotates housing 188, rotating idler gears 196 increasing or decreasing the output gear 180 speed relative to the input gear 16.
  • Fig 15 is a side view of another approach to achieving claimed functionality.
  • a conic section with two gears 110 and 1 12 attached to the cone wall.
  • This cone is rigidly held in to the housing on the left side by a U- joint like structure, but the other end is free to be spun around centerline 152.
  • gears that have a ratio that is not 1 : 1 can be linked by gears in such a way that multiple physical ratios can exist.
  • gears with a 1 : 1 ratio can be linked with gears that have a ratio that is not 1: 1 can be linked where multiple physical ratios exist.
  • a combination of the two is also valid.
  • the influence of one or more of the ratios can be variable. The designs shown do not use variable physical ratios, they vary the influence of physical ratios. By this technique, an infinitely wider ratio range is possible.
  • bridge assemblies span a change in the radius.
  • the bridge assembly acts somewhat as a lever.
  • the physics of levers must then be used to compute forces involved. That is, force X distance (torque) formulas must be used. For example, with a wheelbarrow, a man can lift a 20- pound weight with a 10-pound lift if the weight is half way between the lift point and the wheel. This same math applies to the calculations of bridge assembly gears that span a radius change.
  • the end of the bridge that has the shortest radius can have a larger force than one at a larger radius and balance is still maintained.
  • power transfer is always at 1 • 1.
  • Phase shifts only modify output shaft RPM and are dependent on motion of the Bridge relative to the reference (nominally the Power Input Gear). If there is no Bridge motion relative to the reference, the input and output gears rotate at 1 1 Bridge relative motion adds to or subtracts from input RPM to produce output RPM For simplicity and clarity, only one Bridge is depicted.
  • a 4:1 ratio will have 3 times the performance as a 2:1 ratio (for up-speed or down-speed of the output).
  • Small Gear Reference i.e., Power is input on the Small Gear
  • the "tooth effect” is subtracted from the rotation of the Bridge to give the net output rotation.
  • the "tooth effect” becomes smaller and smaller with the result that the output lags the Bridge rotation by smaller and smaller amounts (with the lag, of course, never going to completely to zero).
  • the Large gear rotation lags the Bridge rotation (relative to the Small gear) by 50 percent.
  • the lag is only 25 percent and at 1 :8, the lag is only 12.5 percent.

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

Abstract

L'invention concerne une liaison engrenage-à-engrenage convenant spécialement aux transmissions à variation continue (CVTs) ainsi qu'à plusieurs applications variables de support à charge continue telles que celles requises dans la robotique, les outils, les équipements, les élévateurs, les treuils, etc. L'élément de base de cette liaison est un mécanisme à rapports multiples permettant à la puissance et à la charge de s'écouler de manière bidirectionnelle, mais dans lequel la position rotative et la vitesse de la sortie peuvent être, indépendamment, commandées de manière infinie ou continue, afin de répondre aux exigences de fonctionnement. La présente invention se caractérise surtout par sa simplicité, les propriétés directes de la liaison et la possibilité d'être échelonnée d'une dimension très petite à très grande pour répondre aux besoins pratiques pour lesquels l'engrenage est construit.
PCT/US2001/005383 2000-02-18 2001-02-20 Liaison variable simple, infinie et continue Ceased WO2001061213A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2001238532A AU2001238532A1 (en) 2000-02-18 2001-02-20 Simple infinitely and continuously variable geared linkage

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US18368000P 2000-02-18 2000-02-18
US60/183,680 2000-02-18

Publications (2)

Publication Number Publication Date
WO2001061213A2 true WO2001061213A2 (fr) 2001-08-23
WO2001061213A3 WO2001061213A3 (fr) 2002-01-17

Family

ID=22673861

Family Applications (2)

Application Number Title Priority Date Filing Date
PCT/US2001/005159 Ceased WO2001061211A2 (fr) 2000-02-18 2001-02-16 Systeme simple de liaison mecanique a roues, variable a l'infini et en continu
PCT/US2001/005383 Ceased WO2001061213A2 (fr) 2000-02-18 2001-02-20 Liaison variable simple, infinie et continue

Family Applications Before (1)

Application Number Title Priority Date Filing Date
PCT/US2001/005159 Ceased WO2001061211A2 (fr) 2000-02-18 2001-02-16 Systeme simple de liaison mecanique a roues, variable a l'infini et en continu

Country Status (2)

Country Link
AU (2) AU2001243183A1 (fr)
WO (2) WO2001061211A2 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SK9962002A3 (en) * 2002-07-08 2004-07-07 Konstantin Machala Gearless vehicle gearing

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB8429823D0 (en) * 1984-11-26 1985-01-03 Leyland Vehicles Continuously variable transmission
US4981050A (en) * 1987-07-27 1991-01-01 Kurtossy Csaba G Continuously variable power converter
US4957474A (en) * 1988-11-14 1990-09-18 Tractiontec Corporation Traction drive transmission system

Also Published As

Publication number Publication date
WO2001061213A3 (fr) 2002-01-17
AU2001238532A1 (en) 2001-08-27
WO2001061211A2 (fr) 2001-08-23
AU2001243183A1 (en) 2001-08-27
WO2001061211A3 (fr) 2002-04-25

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