阅读说明：本技术 纵置无级变速器 (Longitudinal stepless speed variator ) 是由 曾华庆 汪邦勇 于 2021-09-07 设计创作，主要内容包括：本发明公开了一种纵置无级变速器,包括输出轴、无级变速机构、与所述无级变速机构连接的第一离合器和第二离合器、与第一离合器连接的齿轮变速机构以及与第二离合器和齿轮变速机构连接的减速齿轮机构,减速齿轮机构与所述输出轴连接。本发明的纵置无级变速器,采用无级变速机构与齿轮变速器机构组合的方式,可以实现更大的变速范围,可以实现低速工况下更高的扭矩承载能力及更高的传递效率；而且还可以提高布置结构紧凑性,降低重量和成本。(The invention discloses a longitudinally-arranged continuously variable transmission which comprises an output shaft, a continuously variable transmission mechanism, a first clutch, a second clutch, a gear speed change mechanism and a reduction gear mechanism, wherein the first clutch and the second clutch are connected with the continuously variable transmission mechanism, the gear speed change mechanism is connected with the first clutch, the reduction gear mechanism is connected with the second clutch and the gear speed change mechanism, and the reduction gear mechanism is connected with the output shaft. The longitudinally-arranged continuously variable transmission adopts a mode of combining the continuously variable transmission mechanism and the gear transmission mechanism, can realize a larger speed change range, and can realize higher torque bearing capacity and higher transmission efficiency under a low-speed working condition; but also can improve the compactness of the arrangement structure and reduce the weight and the cost.)

1. Indulge and put buncher, including output shaft and infinitely variable speed mechanism, its characterized in that: the stepless speed change mechanism is characterized by further comprising a first clutch and a second clutch which are connected with the stepless speed change mechanism, a gear speed change mechanism connected with the first clutch, and a reduction gear mechanism connected with the second clutch and the gear speed change mechanism, wherein the reduction gear mechanism is connected with the output shaft, and the forward gear transmission ratio of the gear speed change mechanism is larger than 1.

2. The tandem continuously variable transmission according to claim 1, wherein: the speed reduction gear mechanism comprises an intermediate shaft, a first-stage speed reduction driving gear connected with the second clutch, a first-stage speed reduction driven gear arranged on the intermediate shaft and meshed with the first-stage speed reduction driving gear, a second-stage speed reduction driving gear arranged on the intermediate shaft and a second-stage speed reduction driven gear meshed with the second-stage speed reduction driving gear, and the second-stage speed reduction driven gear is connected with the output shaft.

3. The tandem continuously variable transmission according to claim 2, wherein: the gear speed change mechanism comprises a gear shift input shaft connected with the first clutch, a first shift driving gear arranged on the gear shift input shaft and a first shift driven gear which is rotatably arranged on the intermediate shaft and meshed with the first shift driving gear, and the intermediate shaft is provided with a synchronizer used for controlling the first shift driven gear to be jointed and separated with the intermediate shaft.

4. The tandem continuously variable transmission according to claim 3, wherein: the gear speed change mechanism further comprises a reverse gear driving gear arranged on the gear input shaft, a reverse gear idle gear meshed with the reverse gear driven gear and a reverse gear driven gear rotatably arranged on the intermediate shaft and meshed with the reverse gear idle gear, and the synchronizer controls the reverse gear driven gear to be connected with and separated from the intermediate shaft.

5. The tandem continuously variable transmission according to claim 4, wherein: the synchronizer is located between the first-gear driven gear and the reverse-gear driven gear.

6. The tandem continuously variable transmission according to claim 3 or 4, wherein: the synchronizer is provided with an engaging gear sleeve, the engaging gear sleeve is provided with three working state positions, the three working state positions are respectively a middle position, a first engaging position and a second engaging position, and the middle position is positioned between the first engaging position and the second engaging position; when the engaging gear sleeve is at the first engaging position, the engaging gear sleeve is engaged with the reverse driven gear; when the engaging gear sleeve is in the second engaging position, the engaging gear sleeve is engaged with the first-gear driven gear.

7. The tandem continuously variable transmission according to any one of claims 1 to 6, wherein: the continuously variable transmission mechanism is located between the torsion damping component and the first clutch.

8. The tandem continuously variable transmission according to claim 7, wherein: the stepless speed change mechanism comprises an input cone pulley and an output cone pulley, the input cone pulley is positioned between the torsion vibration damping component and the first clutch, the input cone pulley is connected with the torsion vibration damping component and the first clutch, the first clutch is positioned between the input belt pulley and the gear speed change mechanism, the output cone pulley is connected with the second clutch, and the second clutch is positioned between the output belt pulley and the gear speed reduction mechanism.

9. The tandem continuously variable transmission according to claim 7, wherein: the torsional vibration damping component is a hydraulic torque converter, a dual-mass flywheel or a torsional vibration damper.

Technical Field

The invention belongs to the technical field of transmissions, and particularly relates to a longitudinally-arranged continuously variable transmission.

Background

The value of the maximum total transmission ratio divided by the minimum total transmission ratio of the transmission is called the speed change range of the transmission, the speed change range represents the speed change capacity of the transmission, the larger the speed change range is, the higher the power performance and the economic performance of the whole vehicle and the reduction of the noise of the high-speed cruising working condition of the whole vehicle are facilitated, the speed change range of the stepless speed change mechanism depends on the maximum running radius and the minimum running radius of the input bevel wheel and the output bevel wheel, and is limited by the aspects of bearing torque, structure, size and the like, and the speed change range of the longitudinally-arranged stepless speed change mechanism with the existing structure is greatly limited.

Another need for improvement of the longitudinally-arranged continuously variable transmission with the existing structure is that when the transmission is in a low vehicle speed working condition, the transmission ratio of the continuously variable transmission mechanism is in a large transmission ratio position, the torque of the power input by the power source can be greatly amplified, a transmission part bears a great load under a maximum large torque working condition, the bearing capacity of the continuously variable transmission mechanism under the large transmission ratio working condition is insufficient, a method of limiting the maximum input torque or reducing the maximum transmission ratio is usually adopted in design, but the negative effects of insufficient power or reduction of the speed ratio range and the like can be brought.

The transmission efficiency of the stepless speed change mechanism is low under the working condition of large transmission ratio under the influence of the efficiency characteristic of the stepless speed change mechanism, and in addition, a hydraulic system for pushing the conical disc to clamp needs hydraulic support with enough large pressure under the working condition of large transmission ratio and large torque, so that the increase of the load consumption of an oil pump for providing hydraulic pressure is brought; therefore, the conditions that the efficiency of the existing continuously variable transmission is low under the working condition of large transmission ratio and large torque are caused together.

In addition, the conventional continuously variable transmission is provided with a planetary gear type reverse gear mechanism, and the mechanism is limited by the aspects of structure, manufacturing process and the like, so that the problem of large noise of reverse gear noise is generally existed.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a longitudinally-arranged continuously variable transmission, aiming at improving the speed change range and the compactness of the arrangement structure.

In order to achieve the purpose, the invention adopts the technical scheme that: the longitudinally-arranged continuously variable transmission comprises an output shaft, a continuously variable transmission mechanism, a first clutch and a second clutch which are connected with the continuously variable transmission mechanism, a gear transmission mechanism connected with the first clutch and a reduction gear mechanism connected with the second clutch and the gear transmission mechanism, wherein the reduction gear mechanism is connected with the output shaft, and the forward gear transmission ratio of the gear transmission mechanism is greater than 1.

The speed reduction gear mechanism comprises an intermediate shaft, a first-stage speed reduction driving gear connected with the second clutch, a first-stage speed reduction driven gear arranged on the intermediate shaft and meshed with the first-stage speed reduction driving gear, a second-stage speed reduction driving gear arranged on the intermediate shaft and a second-stage speed reduction driven gear meshed with the second-stage speed reduction driving gear, and the second-stage speed reduction driven gear is connected with the output shaft.

The gear speed change mechanism comprises a gear shift input shaft connected with the first clutch, a first shift driving gear arranged on the gear shift input shaft and a first shift driven gear which is rotatably arranged on the intermediate shaft and meshed with the first shift driving gear, and the intermediate shaft is provided with a synchronizer used for controlling the first shift driven gear to be jointed and separated with the intermediate shaft.

The gear speed change mechanism further comprises a reverse gear driving gear arranged on the gear input shaft, a reverse gear idle gear meshed with the reverse gear driven gear and a reverse gear driven gear rotatably arranged on the intermediate shaft and meshed with the reverse gear idle gear, and the synchronizer controls the reverse gear driven gear to be connected with and separated from the intermediate shaft.

The synchronizer is located between the first-gear driven gear and the reverse-gear driven gear.

The synchronizer is provided with an engaging gear sleeve, the engaging gear sleeve is provided with three working state positions, the three working state positions are respectively a middle position, a first engaging position and a second engaging position, and the middle position is positioned between the first engaging position and the second engaging position; when the engaging gear sleeve is at the first engaging position, the engaging gear sleeve is engaged with the reverse driven gear; when the engaging gear sleeve is in the second engaging position, the engaging gear sleeve is engaged with the first-gear driven gear.

The longitudinally-arranged continuously variable transmission further comprises a torsion damping component, and the continuously variable transmission mechanism is located between the torsion damping component and the first clutch.

The stepless speed change mechanism comprises an input cone pulley and an output cone pulley, the input cone pulley is positioned between the torsion vibration damping component and the first clutch, the input cone pulley is connected with the torsion vibration damping component and the first clutch, the first clutch is positioned between the input belt pulley and the gear speed change mechanism, the output cone pulley is connected with the second clutch, and the second clutch is positioned between the output belt pulley and the gear speed reduction mechanism.

The torsional vibration damping component is a hydraulic torque converter, a dual-mass flywheel or a torsional vibration damper.

The longitudinally-arranged continuously variable transmission adopts a mode of combining the continuously variable transmission mechanism and the gear transmission mechanism, can realize a larger speed change range, and can realize higher torque bearing capacity and higher transmission efficiency under a low-speed working condition; but also can improve the compactness of the arrangement structure and reduce the weight and the cost.

Drawings

The description includes the following figures, the contents shown are respectively:

FIG. 1 is a schematic structural view of a longitudinal continuously variable transmission of the present invention;

labeled as: 1. a hydraulic torque converter; 1a, a pump impeller; 1b, a turbine; 1c, a guide wheel; 2. a transmission housing; 3. an input shaft; 4. a transmission belt; 5. an output cone pulley; 5a, a first output conical disc; 5b, a second output conical disc; 6. inputting a cone pulley; 6a, a first input conical disc; 6b, a second input conical disc; 7. a second clutch; 8. a first clutch; 9. a primary reduction drive gear; 10. a primary reduction driven gear; 11. a gear guard input shaft; 12. a reverse gear idler wheel; 13. a reverse drive gear; 14. a reverse driven gear; 15. a synchronizer; 16. a first-gear driven gear; 17. a first gear driving gear; 18. a secondary reduction driven gear; 19. an output shaft; 20. and a secondary speed reduction driving gear.

Detailed Description

Reference will now be made in detail to the present preferred embodiments of the present invention, examples of which are illustrated in the accompanying drawings, so as to provide those skilled in the art with a more complete, accurate and thorough understanding of the principles and aspects of the present invention, and to facilitate its implementation.

As shown in fig. 1, the present invention provides a longitudinally-arranged continuously variable transmission, which includes an output shaft 19, a torsional vibration damping member, a continuously variable transmission mechanism, a first clutch 8 and a second clutch 7 connected to the continuously variable transmission mechanism, a gear shift mechanism connected to the first clutch 8, and a reduction gear mechanism connected to the second clutch 7 and the gear shift mechanism, wherein the reduction gear mechanism is connected to the output shaft 19, and the forward gear transmission ratio of the gear shift mechanism is greater than 1.

Specifically, as shown in fig. 1, the continuously variable transmission mechanism is located between the first clutch 8 and a torsion damping member, which is connected to the power source. The stepless speed change mechanism mainly comprises an input cone pulley 6, an output cone pulley 5 and a transmission belt 4 matched with the input cone pulley 6 and the output cone pulley 5, wherein the central shaft of the input cone pulley 6 is connected with an input shaft 3, the input shaft 3 is connected with a torsional vibration damping component, the input cone pulley 6 is composed of a first input cone disk 6a and a second input cone disk 6b, the first input cone disk 6a and the second input cone disk 6b are connected without relative rotation and can move relatively and axially within a certain range, the output cone pulley 5 is composed of a first output cone disk 5a and a second output cone disk 5b, the first output cone disk 5a and the second output cone disk 5b are connected without relative rotation and can move relatively and axially within a certain range, the transmission belt 4 is wound between the input cone pulley 6 and the output cone pulley 5, the transmission belt 4 is controllably clamped axially by the first input cone disk 6a and the second input cone disk 6b, the drive belt 4 is simultaneously controllably axially clamped by a first output cone disc 5a and a second output cone disc 5 b.

As shown in fig. 1, input cone pulley 6 is located between the torsional vibration damping member and first clutch 8, the central axis of input cone pulley 6 is connected to first clutch 8, and the central axis of output cone pulley 5 is connected to second clutch 7. The first clutch 8 and the input cone pulley 6 are coaxially arranged, and the input end of the first clutch 8 is connected with the input cone pulley 6 in a non-relative-rotation mode. The second clutch 7 and the output cone pulley 5 are coaxially arranged, and the input end of the second clutch 7 is connected with the output cone pulley 5 in a non-relative-rotation mode.

As shown in fig. 1, the reduction gear mechanism includes an intermediate shaft 21, a first reduction driving gear 9 fixedly connected to an output end of the second clutch 7, a first reduction driven gear 10 provided on the intermediate shaft and engaged with the first reduction driving gear 9, a second reduction driving gear 20 provided on the intermediate shaft, and a second reduction driven gear 18 engaged with the second reduction driving gear 20, and the second reduction driven gear 18 is connected to an output shaft 19. The second clutch 7 is used for controlling the transmission and the interruption of power between the reduction gear mechanism and the stepless speed change mechanism, the second clutch 7 is positioned between the first-stage reduction driving gear 9 and the output bevel wheel 5, the first-stage reduction driven gear 10 is coaxially and fixedly connected with the intermediate shaft, the second-stage reduction driving gear 20 is coaxially and fixedly connected with the intermediate shaft, the second-stage reduction driven gear 18 is coaxially and fixedly connected with the output shaft 19, the axis of the output shaft 19 is parallel to the axes of the intermediate shaft and the input shaft 3, and the output shaft 19 is a power output part of the longitudinal stepless speed change device.

As shown in fig. 1, the gear shift mechanism includes a gear input shaft 11 connected to the first clutch 8, a first gear driving gear 17 provided on the gear input shaft 11, a first gear driven gear 16 rotatably provided on the counter shaft and engaged with the first gear driving gear 17, a reverse gear driving gear 13 provided on the gear input shaft 11, a reverse gear idler gear 12 engaged with the reverse gear driven gear 14, and a reverse gear driven gear 14 rotatably provided on the counter shaft and engaged with the reverse gear idler gear 12, wherein a synchronizer 15 for controlling the first gear driven gear 16 to engage with and disengage from the counter shaft is provided on the counter shaft, and the synchronizer 15 is used for controlling the reverse gear driven gear 14 to engage with and disengage from the counter shaft. The first clutch 8 is used for controlling the transmission and the interruption of power between the gear speed change mechanism and the stepless speed change mechanism, the gear shift input shaft 11 is fixedly connected with the output end of the first clutch 8, the first clutch 8 is positioned between the gear shift input shaft 11 and the input bevel wheel 6, the axis of the gear shift input shaft 11 is parallel to the axis of the intermediate shaft, and the gear shift input shaft 11 is parallel to the axes of the input shaft 3 and the output shaft 19. The gear-stage input shaft 11 is provided with a first-stage driving gear 17 which is connected without relative rotation, the intermediate shaft is provided with a synchronizer 15 which is connected without relative rotation, the intermediate shaft is also provided with a first-stage driven gear 16 and a reverse-stage driven gear 14 which can rotate freely relative to the intermediate shaft, the reverse-stage driven gear 14, the first-stage driven gear 16 and the synchronizer 15 are positioned between the first-stage reduction driven gear 10 and the second-stage reduction driving gear 20, and the diameter of the first-stage driving gear 17 is smaller than that of the first-stage driven gear 16. The synchronizer 15 is disposed between the first-gear driven gear 16 and the reverse-gear driven gear 14. The reverse idler gear 12 is rotatably disposed in the transmission housing 2, a reverse drive gear 13 without relative rotation connection is disposed on the gear input shaft 11, and the reverse idler gear 12 is respectively engaged with the reverse drive gear 13 and the reverse driven gear 14.

The synchronizer 15 has an engagement sleeve which is connected in rotationally fixed manner to the countershaft and can be moved axially, which has three operating position positions, respectively a middle position, a first engagement position and a second engagement position, between which the middle position is situated. When the engagement gear sleeve is in the first engagement position, the engagement gear sleeve is engaged with the reverse driven gear 14, after the engagement gear sleeve is engaged with the reverse driven gear 14, the synchronizer 15 connects the reverse driven gear 14 and the intermediate shaft into a whole, the reverse driven gear 14 and the intermediate shaft can synchronously rotate, and at the moment, the first-gear driven gear 16 is sleeved on the intermediate shaft in an empty way; when the engaging gear sleeve is in the second engaging position, the engaging gear sleeve is engaged with the first-gear driven gear 16, and after the engaging gear sleeve is engaged with the first-gear driven gear 16, the synchronizer 15 connects the first-gear driven gear 16 and the intermediate shaft into a whole, the first-gear driven gear 16 and the intermediate shaft can synchronously rotate, and the reverse-gear driven gear 14 is freely sleeved on the intermediate shaft. When the engagement gear sleeve is in the middle position, the engagement gear sleeve is not engaged with the reverse driven gear 14 and the first driven gear 16, the engagement gear sleeve is in a separated state with the reverse driven gear 14 and the first driven gear 16, the reverse driven gear 14 and the first driven gear 16 cannot synchronously rotate with the intermediate shaft, and the reverse driven gear 14 and the first driven gear 16 are sleeved on the intermediate shaft in an empty mode.

As shown in fig. 1, the longitudinally-arranged continuously variable transmission of the present invention has two power transmission paths, which are a first power transmission path and a second power transmission path, through the two clutches, the continuously variable transmission mechanism, the gear transmission mechanism, and the reduction gear mechanism. The first power transmission path is a path through which power of the power source is transmitted via the center shaft of the input bevel wheel 6, the first clutch 8, the gear shift mechanism, the intermediate shaft 21, the secondary reduction drive gear 20, the secondary reduction driven gear 18, and the output shaft 19; the second power transmission path is a path through which the power of the power source is transmitted via the continuously variable transmission mechanism, the second clutch 7, the reduction gear mechanism, and the output shaft 19; the two transmission paths are switched by the cooperation of the first clutch 8 and the second clutch 7, so that the power of the power source can be selectively transmitted through the first power transmission path and the second power transmission path. When the power of the longitudinally-arranged continuously variable transmission is transmitted along the first power transmission path, the first clutch 8 is in an engaged state, and the second clutch 7 is in a disengaged state; when the power of the vertically disposed continuously variable transmission is transmitted along the second power transmission path, the first clutch 8 is in a disengaged state and the second clutch 7 is in an engaged state.

The torsional vibration damping means may be a torque converter, a dual mass flywheel or a torsional vibration damper. As shown in fig. 1, in the present embodiment, the torsion damping member is a torque converter 1.

The longitudinally-arranged continuously variable transmission has three actual working gears, namely a reverse gear, a forward gear and a continuously variable transmission.

When the vertical continuously variable transmission is in a reverse gear position, the first clutch 8 is in an engaged state, the second clutch 7 is in a disengaged state, the engaging gear sleeve of the synchronizer 15 is in a first engaged position, the engaging gear sleeve is engaged with the reverse driven gear 14, the power of a power source is transmitted to the output shaft 19 through the torsion vibration reduction component, the input shaft 3, the central shaft of the input bevel wheel 6, the first clutch 8, the gear input shaft 11, the reverse driving gear 13, the reverse idler gear 12, the reverse driven gear 14, the synchronizer 15, the intermediate shaft 21, the secondary reduction driving gear 20 and the secondary reduction driven gear 18 in sequence, and the power of the output shaft 19 is transmitted to the wheels of the vehicle, so that the reverse gear function is realized.

When the longitudinally-arranged continuously variable transmission is in a forward gear position, the first clutch 8 is in an engaged state, the second clutch 7 is in a disengaged state, the power of a power source is transmitted to the output shaft 19 through the torsion vibration reduction component, the input shaft 3, the central shaft of the input bevel wheel 6, the first clutch 8, the gear input shaft 11, the first gear driving gear 17, the first gear driven gear 16, the synchronizer 15, the intermediate shaft 21, the second gear driving gear 20 and the second gear driven gear 18 in sequence, and the power of the output shaft 19 is transmitted to the wheels of a vehicle, so that a forward gear position function is realized, and the forward gear position is usually used as a first gear position for starting the vehicle.

When the vertically-mounted continuously variable transmission is in a continuously variable transmission gear position, the first clutch 8 is in a disengaged state, the second clutch 7 is in an engaged state, the power of the power source is transmitted to the output shaft 19 through the torsion damping member, the input shaft 3, the continuously variable transmission mechanism, the second clutch 7 and the reduction gear mechanism in sequence, and the power of the output shaft 19 is transmitted to the wheels of the vehicle. The input cone pulley 6 and the output cone pulley 5 of the stepless speed change mechanism are respectively provided with a hydraulic piston clamping mechanism, the clamping force of two cone disks on the input cone pulley 6 to the transmission belt 4 is adjusted by adjusting the hydraulic pressure of the hydraulic piston clamping mechanism filled on the input cone pulley 6, the clamping force of two cone disks on the output cone pulley 5 to the transmission belt 4 is adjusted by adjusting the hydraulic pressure of the hydraulic piston clamping mechanism filled on the input cone pulley 6, the transmission belt 4 is kept in a 'tight' state under the combined action of the clamping forces exerted on the input cone pulley 6 and the output cone pulley 5 by the input cone pulley 6 and the output cone pulley 5 to transmit power, the running radius of the transmission belt 4 on the input cone pulley 6 and the output cone pulley 5 is divided by the running radius of the transmission belt 4 on the input cone pulley 6 to be called as a transmission ratio, and the running radii of the transmission belt 4 on the input cone pulley 6 and the output cone pulley 5 can be adjusted by respectively adjusting the hydraulic pressure of the hydraulic piston clamping mechanisms filled on the input cone pulley 6 and the output cone pulley 5, the transmission ratio of the continuously variable transmission mechanism can be adjusted, and the transmission ratio is continuously adjustable, thereby realizing the function of 'continuously variable transmission'.

The longitudinal continuously variable transmission is provided with a forward gear, the forward gear transmission ratio of a gear speed change mechanism of the longitudinal continuously variable transmission is larger than 1, and the total transmission ratio of the forward gear of the gear speed change mechanism can be set to be larger than the maximum total transmission ratio of a step speed change mechanism of a generally known continuously variable transmission, so that the value of the total transmission ratio of the forward gear of the longitudinal continuously variable transmission divided by the minimum total transmission ratio of the continuously variable transmission mechanism in the longitudinal continuously variable transmission is larger than the value of the maximum total transmission ratio of the continuously variable transmission mechanism divided by the minimum total transmission ratio of the continuously variable transmission mechanism of other generally known continuously variable transmissions, and the longitudinal continuously variable transmission has a larger transmission range compared with the conventional continuously variable transmission.

On the other hand, the vertically disposed continuously variable transmission of the present invention can be designed to have a larger shift range than the vertically disposed continuously variable transmission known in the art while appropriately reducing the shift range of the continuously variable transmission mechanism therein, and reducing the shift range of the continuously variable transmission mechanism brings about an advantage that the size and weight of the input cone pulley 6, the output cone pulley 5, and the support housing thereof of the continuously variable transmission mechanism can be relatively reduced and reduced.

The gear shifting mechanism provided by the longitudinally-arranged continuously variable transmission has another advantage that the gear gears of the longitudinally-arranged continuously variable transmission are usually set as starting gears, namely a first gear and a reverse gear, so as to be used for starting and low-vehicle-speed working conditions, the first gear and the reverse gear usually have large transmission ratio, under the condition of the large transmission ratio, the torque value of power input by a power source can be greatly amplified, so that a transmission part bears large load, and under the low-vehicle-speed working condition, the power is transmitted by the gear shifting mechanism, and the continuously variable transmission does not transmit the power. The gear speed change mechanism is obviously superior to the stepless speed change mechanism in the aspects of bearing capacity and transmission efficiency, so that the transmission has the advantages of higher torque bearing capacity and higher transmission efficiency compared with the known longitudinally-arranged stepless transmission under the working condition of low vehicle speed.

The gear shift input shaft 11 forming the reverse gear of the longitudinally-arranged stepless transmission, the rotating shaft of the driving gear arranged on the gear shift input shaft, the rotating shaft of the reverse idle gear 12 and the rotating shaft of the reverse driven gear 14 are arranged in parallel, the reverse gear structure adopting the parallel shaft gear arrangement replaces a reverse gear structure of a 'planet wheel' type of the existing transmission, and accordingly a reverse gear brake of a 'planet wheel' type reverse gear mechanism for switching a reverse gear path is correspondingly cancelled, so that the manufacturing cost is relatively reduced. On the other hand, the planetary gear type reverse gear mechanism is limited by the aspects of structure, manufacturing process and the like, the problem of high reverse gear noise is generally existed, and the reverse gear adopting the transmission structure can realize excellent reverse gear noise level under the conventional manufacturing process condition.

One of the features of the longitudinally-arranged continuously variable transmission of the present invention is that at least one synchronizer 15 without relative rotation coupling is provided on the counter shaft for realizing gear shift, and at least two 'free-sleeve' gears which can rotate freely relative to the counter shaft are provided, and the 'free-sleeve' gears are driven gears of the gear speed change mechanism, and the design has the advantage that the first power transmission path and the second power transmission path can share a plurality of parts without additional arrangement, and the shared parts comprise the counter shaft 21 and supporting bearings thereof, the secondary speed reduction driving gear 20 and the secondary speed reduction driven gear 18, thereby saving the number of parts and the arrangement space, and reducing the weight and the cost.

Based on the above description of the embodiments of the longitudinally-arranged continuously variable transmission according to the present invention, it can be seen that the non-limiting innovation and advantage of the present invention is that a compact, low-weight, low-cost longitudinally-arranged continuously variable transmission structure is realized on the premise of achieving a larger transmission range, achieving higher torque-carrying capacity and higher transmission efficiency at low speed, and achieving a better noise level for reverse operation.

The invention is described above with reference to the accompanying drawings. It is to be understood that the specific implementations of the invention are not limited in this respect. Various insubstantial improvements are made by adopting the method conception and the technical scheme of the invention; the present invention is not limited to the above embodiments, and can be modified in various ways.