Abstract:
The system is comprised of three sub-systems. The first sub-system has an actuation lever (P) which can rotate about an axis (E 1 ) to displace excentrically the Second Sub-system with respect to the Third by a predetermined angle circumferentially about a toothed wheel (R 1 ), a toothed fluted wheel (R 2 ) or fluted cross or cross with sliding torkes, and gear carrying shafts passing therethrough. The grooved wheel (R 2 ) rotates a fixed transmission relationship with respect to the rotation of the input shaft. The second sub-system transforms and divides the input power for the primary shaft into powers which are transmitted to various secondary shafts (E 3 , E 4 ) characterized by oscillating angular speeds and torkes. The third sub-system composes the powers transmitted by the secondary shafts by means of a epicyclic train (T 1 ) into an output power. The resulting output motion is proportional to the eccentricity angle of the first sub-system with respect to the third sub-system. Application to the automotion industry and to any other industry which requires a continuous regulation of the speed and of the torke provided by a power unit.

Description:
DESCRIPTION 
     The present invention is a new prototype of a continuously variable transmission system. It will be used as the gear box in automobiles, motorcycles or any other self-propelled vehicle requiring a variable transmission ratio between the power plant and the live axle. 
     This system offers noteworthy improvements in the theoretical concept and practical undertaking of existing transmission systems based on the same mechanical principles. These improvements consist in a simplified design and a broader generalization of the kinematics design. 
     This invention has practical applications in all systems requiring continuous regulation of rotational speed and torque supplied by a power plant. 
     This invention pertains to section F. Mechanics, in accordance to C.I.P. 
     BACKGROUND 
     Internal combustion engines are the most widely used power plant for automobiles and in self propelled vehicles in general. Their main advantage is the high specific power (power per unit weight) which they are capable of supplying, as well as their high autonomy. They do, however, have one disadvantage: the limited range of speeds at which they are able to produce high enough power. In general, they only produce sufficient power for automotive use between approximately 1000 and 6000 rpm. Moreover, the power output differs from one regime to another, the maximum power being five or six times that found at idle speeds. 
     If the transmission ratio between the engine and the wheels of the vehicle were fixed, the whole range of speeds required by the vehicle would not be encompassed. In fact, a relation which provides an adequate minimal speed (e.g. 10 km/hour) yields an inappropriate maximum speed (60 km/hour). Analogously, a fixed relation which provides a commercially acceptable maximum speed (e.g. 210 km/hour) would yield an unacceptable minimum speed (35 km/hour). This was the main reason leading to the incorporation of a variable ratio transmission system, generally known as a gear box. 
     Conventional gear boxes allow for selection among a discrete range of transmission ratios, usually between 4 and 6 for passenger vehicles, a few more for commercial and 4-wheel drive vehicles and buses, and double and triple for agricultural and construction vehicles. Better use is made of the engine with these boxes. Any value of vehicle speed can be reached while maintaining relatively high power output, within an appropriate range of speeds. However, these transmissions are not ideal, since they are only capable of providing maximum engine power for certain values of vehicle speed. Continuously variable transmission appeared in an attempt to evade this inconvenience; this technical solution being capable of providing any ratio between vehicle speed and engine angular speed. In this way the engine could be kept rotating in the most convenient regime no matter what speed the vehicle were traveling at. In principle, this regime could be the one of maximum power, but the maximum torque regime, and the minimal specific fuel consumption regime, are also of interest. 
     The present development of transmission systems can be classified as follows: 
     Fixed ratios. These use sets of spur gears which mesh giving way to a transmission ratio which depends on the diameters of the gears involved. The ratios vary depending upon the wheels which mesh and intervene in the transmission chain. This system requires clutches in order to carry out the ratio selection. These selections can be made manually or automatically, the second case requiring a hydraulic system, called a hydraulic torque converter, as well as planetary gear sets. Electromechanical clutch systems have also been used for this purpose. 
     Continually variable ratio. In this scope there are a wide variety of ideas and practical developments. The different types over time can be classified as: 
     Hydraulic systems. They use variable displacement pumps. 
     Systems based on belt transmissions. From a practical point of view, the Transmatic Van Doorne system is one of the most widely used. It is based on a belt transmission between pulleys which can vary their effective diameter, thus changing the transmission ratio. Some of the drawbacks of this type of system lie in its excessive volume and low capacity of power transmission. The latter is due to the system being based on friction. Other configurations worth mention are those developed from the work of Fouillarion, the Kumm mechanism, the PIV -Reimers, Variomatic, etc. 
     Systems based on wheels in contact. Known as traction drives. They basically consist of two wheels in contact with their perpendicular axis which vary the transmission ratio as one wheel moves away from the axis of the other. This system is also based on friction and it requires pure rolling contact. The most noteworthy mechanisms are NTD (Nutating Traction Drive) by Vadetec, Vadetec NT-XA2, Hayes CVT toroidal, Perbury/BTG toroidal CVT, the developments by Excelermatic, Forster, Epicyclic by Jaguar and Torotrak, among others. 
     Oscillating systems. These are completely mechanical transmissions which transform a rotating movement into an oscillating one. This is latter rectified in the kinematic chain by converting it back to a rotational motion. They are known as ratcheting drives. They have a few advantages: they do not involve friction elements, they do not need clutches, the transmission ratio can be varied with a simple linear actuator without transmission interruptions and they are smaller, lighter and cheaper to manufacture than an automatic gear box. Some of the first inventions of this type of mechanism were the R. V. R, Dietrich and LCB systems. One of the most recent practical realizations is the system developed by Epilogics Inc. Called infinitely variable transmission (IVT), it is the object of the P. Pires patent. 
     ADVANTAGES OF THE INVENTION 
     The advantages of the system which is the object of this patent can be synthesized as follows: 
     Completely mechanical transmission and, therefore, high mechanical efficiency. 
     Absence of friction elements which reduce the efficiency of torque transmission. 
     The transmission ratio continuously varies linearly from 0 to 1. This ratio may be varied with an extra multiplying or dividing system. 
     There is no need to interrupt the power flow (via a clutch) to vary the transmission ratio from a null value to a non-null value or from a non-null value to zero. 
     The above characteristics make the system especially interesting from an industrial and commercial point of view. It has an immediate application in the automobile industry, as well is in industrial applications requiring speed and torque variations 
     The main differences between this system and the system which is technologically closest to it, the IVT mechanism by Epilogics U.S. Pat. No. 4,983,151 A), are: 
     There are no elbow members to transform the rotating input into oscillating motion. 
     There is one sole epicyclical mechanism and, therefore, there is no direct transmission through a secondary axis from the power plant to be added to the output of the rectifying mechanism. 
     TECHNICAL DESCRIPTION 
     The aim of this patent is the design of a torque-velocity converter which improves upon current oscillating systems which conform the state of the art up to the present. The system, an outline of which appears in FIG. 1, allows for the transformation of the input torque (Me) at angular input speed ωe into another output torque (D) at angular speed ωs. This transmits the power entering through the input axle to the output axle, this transmission of power being affected by the mechanical efficiency of the system. 
     The system is made up of three sub-systems which will be described below: 
     Torque-Speed Variation Sub-system. Its aim is to vary the relative position of the Transformation and Division Sub-system with respect to the Compounding Sub-system. 
     Transformation and Division Sub-system. This mechanism transforms and divides the power entering through the primary axle, characterized by torque Me and angular speed ωe, at power transmitted to various secondary axles, characterized by oscillating torques and angular speeds. 
     Compounding Sub-system. This mechanism compounds the power transmitted by the secondary axles, using an epicyclic gear train, into an output power characterized by torque Ms and angular speed ωs. 
    
    
     DESCRIPTION AND WORKING PRINCIPLE OF AN ACTUAL MODEL 
     Description 
     The invention will now be described based on preferred actual model and making reference to the adjoined technical drawings in which: 
     FIG. 1 is a sectioned view of the mechanism without its housing in order to get a better understanding of its inner workings. 
     FIG. 2 is a three-dimensional blow-up of the mechanism showing its main components. 
     FIG. 3 is a three-dimensional blow-up of one of the sub-systems, particularly the one labeled T 1  in FIG.  2 . 
    
    
     The system consists of an axle (E 1 ) which transmits the rotational motion originating from a power plant, unrelated to this invention, through spur gear R 1  to spur gear R 2 . Spur gear R 2  is concentric and fixed to axle E 2 . It has slots which are crossed by axles E 3  and E 4 . There may be a few units like these (four of each type in the model being described). Axles E 3  and E 4  necessarily follow a fixed circular path, the center of which coincides with the center of crown C 1 . The gears R 3 , each of which is fixed on to its axle, are permanently meshed with crown C 1 . In order for axles E 3  and E 4  to maintain this path, their ends are forced to move inside the grooves of rings A 1  and A 2 . An alternative configuration would be to place geared crown C 1  with external teeth. Crown C 1  is fixed to the housing of the mechanism (not shown in FIGS.  1  and  2 ). 
     Axles E 3  and E 4 , on the opposite end from spur gears R 3 , have spur gears R 4  and R 5  mounted on free wheels. This may be done directly, as in the case of the E 4  type axles, or with intermediate axles (E 5 ), as in the case of the E 3  type axles. The free wheel labeled L 1  and L 2  are mounted so as to work in opposite directions: L 1  transmits torque in opposite direction than L 2  and vice versa. 
     The motions generated by the R 4  and R 5  type gears are transmitted to spur gears R 6  and R 7 , respectively, and are driven to an epicyclic gear train T 1  (blown up in FIG. 3) through axles E 6  and E 7 . The compounding of both motions, and the torques transmitted, are extracted by axle E 8 . An actual model of the epicyclic gear train, represented in FIG. 3, is composed of the input axle fixed to planet spur gear R 8 , which meshes with the planet carrier axles that hold spur gears R 9  and R 10 . These axles, positioned on the housing of epicyclic gear train B, transmit the motion of the housing which is fixed to axle E 7 . The motion transmitted by spur gear R 10  to spur gear is R 11  is extracted by axle E 8 . 
     Part P, called the control lever, revolves concentrically around axle E 1  thereby displacing axle E 2 . This makes it eccentric with respect to axle E 6 , therefore they are no longer coaxial. This displacement also pulls along spur gear R 2 , thereby modifying the relative position between axles E 3  and E 4 . The position of axle E 1  with respect to the housing is fixed, only allowing for rotation. 
     The whole system is lubricated and enclosed within its housing. Although they are not described, there are ball bearings, needle bearings, and brass bushings which minimize possible friction. 
     Working principle 
     The working principle of the mechanism will be described below. 
     The transmission ratio between output axle E 8  and input axle E 1  depends on, among other geometric factors of the mechanism, the angle formed by the planes defined by the centers of the E 1 -E 2  and E 1 -E 6  axles. Therefore, when this angle is zero, the transmission ratio is proportional to said angle, achieved by circumferentially rotating the lever P with respect to axis E 1 . 
     Power, characterized by input torque Me and angular speed ωe, coming from an external source or power plant, is transferred to the system through axle E 1  which transmits it to spur gear R 2  through spur gear R 1 . Spur gear R 2  pulls along the E 3  and E 4  type axles, which cross through the grooves designed for this purpose. Axles E 3  and E 4 , when revolving around axle E 2 , since they have fixed spur gears (R 3 ) on their ends which mesh with the gear fixed to the housing C 1 , rotate around their own axis. These rotations are transmitted to spur gears R 6  and R 7 . 
     When lever P is displaced, forcing axle E 2  not to be concentric to axles E 6  and E 7 , the movement of axles E 3  and E 4  consists in revolutions around its axis, rotation around axle E 2 , and displacements along the slots in wheel R 2 . The compounding of these motions gives rise to sinusoidal rotations of axles E 3  and E 4  (with part of the cycle being clockwise and part counterclockwise). 
     The presence of free wheels on the ends of axles E 3  and E 4  allows only the desired part of the cycle to be transmitted to gears R 6  and R 7 . These gears (R 6  and R 7 ) are driven by axles E 3  and E 5 , respectively, with the higher eccentricity with respect to the axis of the epicyclic train which is coaxial to the axis defined as E 6 -E 7 . The higher the eccentricity the higher the velocity transmitted to gears R 6  and R 7 . 
     The compounding of previous rotations in the epicyclic gear train T 1  allows for a net rotation ωs in the output axle, as well as a net output torque Ms. The higher the eccentricity of the grooved wheel R 2 , the higher the output velocity with respect to the epicyclic train axis. 
     The output torque as well as the output angular velocity are proportionally related to the angle which defines the eccentricity between axis E 2  and E 6 -E 7 , which are caused by the displacement of lever P. This occurs in such a way that when these axis are concentric, the transmission ratio is zero and increases as the eccentricity increases. This working principle gives the whole system its character of a continuously variable transmission mechanism. 
     Outline 
     A schematic outline of the previous development is presented in FIG.  4 . Standard symbols are used for the outlines of geared mechanisms, except for the case of the double arrow which represents a free wheel that transmits torque and rotation in one direction (clockwise/counterclockwise ) and not in the other (counterclockwise/clockwise) depending on how they are oriented (left-right/right-left) In FIG. 4, S 1  identifies the Torque-Speed variation Subsystem, S 2  identifies the Transformation and Division Subsystem and S 3  the Compounding Subsystem. 
     ALTERNATIVE SYSTEMS 
     The actual model described in this report may be modified to obtain different designs of the three subsystems based on the same working principles. The different designs of the three subsystems are described below. 
     Alternatives for the Torque-Speed Variation Subsystem 
     S 1 R: Control via a slotted wheel. Mechanism composed of a crown with external teeth and slots which guide axles with spur gears. FIG. 5 shows the slotted wheel and the axles that cross it. 
     S 1 C: Control via a cross member. Mechanism composed of a crown with internal teeth, FIG. 6, or external teeth, which meshes with the spur gears of the axles which are guided by the cross member, or slide on the outside of the cross member via sliding pairs which are joined to the axles through revolute pairs, FIG.  7 . 
     Alternatives for the Transformation and Division Subsystem 
     S 2 S: Simple Subsystem. Its schematic representation is shown in FIG.  8 . It is composed of one or more axles (E 3 ) which hold spur gears (R 4 ) mounted on free wheels which transmit torque when rotate in one direction but not the other and that mesh with a spur gear (R 6 ); the mechanism also transmits the input motion to a third spur gear (R 7 ) through the primary axle (E 1 ). 
     S 2 A: Re-used Subsystem. A schematic representation is shown in FIG.  9 . It consists of a few axles (E 3 ) (two or more) which hold two spur gears (R 4  and R 5 ) mounted on additional free wheels. One of them transmits torque when rotating in one direction and the other one when rotating in the opposite direction. 
     S 2 AI: Re-used Subsystem with Inversor. A schematic representation is shown in FIG.  10 . It is similar to the mechanism called Re-used Subsystem, but differs from it in that there are spur gears (R) which work as motion inversors. 
     Compounding Subsystem. The components of this mechanism (FIGS. 11,  12  or  13 ) are a set of axles with an even or odd number of axles (E 3 ) which mesh with spur gear R 6  through spur gears mounted on free wheels, and a second set of axles (E 4 ), with the same number of axles as the previous set, which mesh with a second spur gear (R 7 ). The axles of the first set hold spur gears mounted on free wheels which transmit torque when rotating in a given direction, direction which may be the same or the opposite depending on the following two configurations: 
     S 2 CP. With free wheels which transmit torque in the same direction. A schematic representation is shown in FIG.  11 . 
     S 2 CN: With free wheels which transmit torque in the opposite direction. A schematic representation is shown in FIG.  12 . 
     S 2 CI: Compounded Subsystem with Inversor. A schematic representation is shown in FIG.  13 . It is similar to the mechanism called Compounded Subsystem, it differs from it in that there are spur gears (R) which work as motion inversors. 
     Alternatives for the Compounding Subsystem 
     S 3 D: Direct Epicyclic Gear Train. The rotational input motions are those of the crown and the planet carrier, the rotational output motion is that of the sun gear. Two descriptions of this configuration are shown in FIG.  14 . 
     S 3 I: Inverted Epicyclic Gear Train. The rotational input motions are those of the crown and the sun gear, the rotational output motion is that of the planet carrier. Two descriptions of this configuration are shown in FIG.  15 . 
     S 3 F. Differential train. It is a particular case of the epicyclic gear train. The rotational input motions are those of the two sun gears, the rotational output motion is that of the axis of its housing, FIG.  16 . 
     Alternative Systems 
     Connecting all possible combinations of different subsystems results in different alternative systems. These combinations follow: 
     
       
         (S 1 R or S 1 C)+(S 2 S or S 2 A or S 2 AI or S 2 CP or S 2 CN or S 2 CI)+(S 3 D or S 3 I or S 3 F) 
       
     
     with an even or odd number of type E 3  or type E 4  secondary axles. 
     FIG. 17 shows the schematics of all possible combinations of the subsystems described in this document. These are the different variations of the invention for which a patent is requested. The nomenclature used throughout for the subsystems corresponds to the initials of the names (in Spanish) given to each subsystem in the preceding section. In the last column of the table, for each of the combinations described, the notation E, O, E/O has been used to indicate whether the number of axles type E 3  or E 4  is even (E) or odd (O). 
     The actual model represented in FIG. 1 represents the following combination of subsystems: 
     
       
         S 1 R+S 2 CP+S 3 I 
       
     
     with 4 secondary axles of type E 3  and 4 of type E 4 . 
     SUMMARY 
     Continuously Variable Transmission System 
     It is composed of three subsystems: 
     The First Subsystem: Consists of a control lever (P), which by revolving around and axle (E 1 ) eccentrically displaces the Second Subsystem (with respect to the Third) a given angle circumferentially around a spur gear (R 1 ), a grooved wheel (R 2 ) or a slotted cross member or cross member with translational pairs, and the axles which cross through it. The grooved wheel (R 2 ) revolves with a fixed transmission ratio with respect to the rotational motion of the input axle. 
     The Second Subsystem: Transforms and divides the power entering through the primary axle into power transmitted to various secondary axles (E 3 , E 4 ), characterized by oscillating torque and angular speeds. 
     The Third Subsystem: Compounds the power transmitted by the secondary axles, using an epicyclic gear train (T 1 ), into output power. The resulting output motion is proportional to the eccentricity angle of the First Subsystem with respect to the Third. 
     It has applications in the automobile industry and in any other system requiring continuous regulation of the speed and torque supplied by a power plant.