DESC:BELT-TYPE CONTINUOUS VARIABLE TRANSMISSION SYSTEM FOR ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202321012848 filed on 25-02-2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to transmission systems. Particularly, the present disclosure relates to a belt-type continuous variable transmission (CVT) drive.
BACKGROUND
Generally, mechanical engineering has focused on the development and optimization of power transmission systems. Among these, continuous variable transmission (CVT) systems have attracted significant attention to provide seamless acceleration without the need for shifting gears in conventional manner. CVTs are particularly advantageous in automotive and machinery applications, offering improved fuel efficiency and a smoother driving experience compared to traditional transmissions.
One of the pivotal components of CVT systems is the belt-driven mechanism, which relies on the interaction between a driving belt and variable-diameter drums or pulleys to achieve variable gear ratios. The conventional belt-type CVT systems incorporate fixed or limitedly adjustable drums around which a driving belt is looped. Such configurations allow for a certain degree of variability in transmission ratios but are often limited by the physical characteristics of the drums and the belt. Problems associated with these systems include inefficiencies in power transmission, reduced durability of the components due to mechanical stress, and limitations in the range of achievable gear ratios. These issues can adversely affect the overall performance and efficiency of the CVT, leading to increased maintenance and operational costs.
In light of the above discussion, there exists an urgent need for solutions that overcome the problems associated with conventional systems and techniques for optimizing the efficiency and range of belt-type continuous variable transmissions.
SUMMARY
An object of the present disclosure is to provide a a belt-type continuous variable transmission (CVT) drive for an electric vehicle with improved efficiency and compact size.
In accordance with first aspect of the present disclosure, the present disclosure aims to provide a belt-type continuous variable transmission (CVT) drive that includes a first drum designed to receive rotational motion and capable of deformation to alter its associated radius. Additionally, a second drum, also deformable to modify its associated radius, and a driving belt, looped around both drums, facilitate the transfer of rotational motion from the first to the second drum while allowing adjustment of its effective length. A belt tensioning mechanism, connected to the driving belt, enables the modification of the driving belt's effective length in response to changes in the radius of either drum. The adjustment mechanism ensures efficient transmission of power with variable gear ratios, enhancing the adaptability and performance of the CVT system under varying operational conditions.
The present disclosure a belt-type continuous variable transmission (CVT) drive for electric vehicles with increased efficiency and performance. Advantageously, the disclosed CVT drive allows for precise control over the transmission ratio, enhancing the adaptability and responsiveness of the vehicle to various driving conditions. Furthermore, the CVT drive is advantageous in terms of compact design and reduced weight, contributing to the overall efficiency and performance of electric vehicles. Additionally, the deformability of at least one of the cones for variable cone angle adjustment further optimizes power delivery, improving acceleration and fuel efficiency. Moreover, the unique roller mechanism ensures a smooth and continuous power transmission, reducing mechanical losses and enhancing the driving experience.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a belt-type continuous variable transmission (CVT) drive (100), in accordance with embodiment of present disclosure.
FIG. 2 illustrates a cross sectional view of belt-type CVT drive (100), in accordance with embodiment of present disclosure.
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FIG. 3 illustrates the first drum is depicted in a deformed state (e.g., transformation from initial configuration as seen in Figure 2), in accordance with embodiment of present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a belt-type continuous variable transmission for an electric vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “electric vehicle” is used to refer to any vehicle having stored electrical energy, including the vehicle capable of being charged from an external electrical power source. This may include vehicles having batteries which are exclusively charged from an external power source, as well as hybrid-vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the “electric vehicle” as used herein includes electric two-wheeler, electric three-wheeler, electric four-wheeler, electric pickup trucks, electric trucks and so forth.
As used herein, the term "toroidal continuous variable transmission" or "CVT drive" refers to a specific type of transmission system that allows for a seamless change in the gear ratio between the engine and wheels in real-time, without perceptible steps or shifts. This system employs a toroidal (doughnut- or cone-shaped) design to facilitate the variable transmission of power and torque from the engine to the wheels. Unlike traditional transmissions with fixed gear ratios, the toroidal CVT drive adjusts the gear ratio continuously based on driving conditions, enhancing vehicle performance, fuel efficiency, and the driving experience.
As used herein, the term "first drum" or “input drum” refers to a conical component of the continuous variable transmission (CVT) drive, which is mounted on an input shaft. The primary function of the first drum is to receive rotational input from the power source of the vehicle, such as an electric motor. The first drum plays a crucial role in the initial stage of power transmission, acting as the interface between the power source and the CVT drive mechanism. Further, through the engagement of the first drum with other components, such as rollers, the first drum enables the transmission of power to the output cone, contributing to the variable adjustment of gear ratios.
As used herein, the term "input shaft" denotes a shaft on which the first drum is mounted within the CVT drive. This shaft is a critical component for transferring rotational input from the power source to the first drum. The input shaft serves as the primary conduit for mechanical power, connecting the source of the power directly to the transmission system. The design and construction of the input shaft are essential for ensuring the efficient and reliable transmission of power within the CVT drive, contributing to the overall performance of the electric vehicle.
As used herein, the term "second drum" or “output drum” refers to a conical component within the CVT drive, which is mounted on an output shaft. The primary role of the second drum is to receive the rotational input transmitted by the roller from the first drum and to transfer this input to the drivetrain of the vehicle. The second drum is integral to the CVT mechanism, allowing for the continuous variability in gear ratios by altering its engagement with the roller. This component is crucial for adapting the power output to match driving conditions, thereby enhancing vehicle efficiency and performance.
As used herein, the term "output shaft" denotes a shaft on which the second drum is mounted within the CVT drive. This shaft plays a pivotal role in conveying the adjusted rotational input from the second drum to the drivetrain. The output shaft is fundamental to the operation of the CVT drive, facilitating the final stage of power transmission and ensuring that the variable gear ratios generated by the CVT drive are effectively applied to the wheels of the vehicle. The design of the output shaft is critical for maintaining the integrity and responsiveness of the transmission system.
As used herein, the term "driving belt" denotes a flexible, durable band looped around both the first and second drums within the CVT drive, responsible for the transmission of rotational motion from the first drum to the second drum. This belt allows transfer of power with variable gear ratios through ability to adjust in effective length. The adaptability of the driving belt to changes in the radius of either drum underpins the CVT's capacity to offer seamless, continuous changes in gear ratios, optimizing vehicle performance across a wide range of operating conditions.
As used herein, the term "belt tensioning mechanism" refers to a component connected to the driving belt within the CVT drive, designed to adjust the belt's tension in response to changes in the radius of the first and/or second drums. The belt tensioning mechanism enables maintenance of optimal engagement between the driving belt and the drums, ensuring efficient power transmission and preventing belt slippage. The belt tensioning mechanism dynamically modifies the effective length of the driving belt, facilitating the CVT drive's ability to change gear ratios smoothly without the need for discrete gears.
As used herein, the term "deformation" of the first drum or second drum refers to the alteration in the shape, specifically the diameter, of the respected drum of belt type CVT drive. The deformation can be achieved through the radial displacement of components (e.g., curved segments) surrounding the central hub. The process of deformation allows for the dynamic adjustment of the effective diameter of drum, to alter gear ratio of belt type CVT drive. Deformation can modulate gear ratio, which controls the speed or torque output of the vehicle's drivetrain. When the diameter of the drum is increased through deformation can increase the gear ratio, typically resulting in higher speed and torque reduction. Conversely, decreasing the diameter of the drum can cause reduction of the gear ratio and increasing torque. Thus, dynamic adjustment mechanism enables the belt type CVT drive can be provided with variable range of gear ratios without the need for traditional gear changes, allowing for optimized vehicle performance across various driving conditions. The capability to deform the drums and thereby adjust their diameters can enable control of speed and torque, for efficient power delivery and enhancing the driving experience.
Figure 1, in accordance with an embodiment describes belt-type continuous variable transmission (CVT) drive (100), in accordance with embodiment of present disclosure. The belt-type CVT drive (100) comprises a first drum (102), a second drum (104), driving belt (106) and belt tensioning mechanism (108). The first drum (102) is deformable to change associated radius, such deformability enables the belt-type CVT drive (100) to adapt the gear ratio dynamically, thereby enhancing efficient power transmission. The minimum radius of the first drum (102) can range from 30 mm to 100 mm in smallest configuration, The radius of first drum (102) can increase to twice of smallest configuration depending on the design, allowing for a wide range of gear ratios.
Additionally, the belt-type CVT drive (100) comprises second drum (104), which is also deformable to change associated radius, such deformability of first drum (102) and second drum (104) allows for a control over the transmission's gear ratio, thereby enhancing the drive's efficiency across various operating conditions. The radius of the second drum (104) often can be larger than the drive pulley to facilitate a higher gear ratio for acceleration and efficiency at lower speeds. Its radius might range from 40 mm to 140 mm in its smallest configuration, and like the drive pulley, to adjust to larger sizes for different gear ratios.
A driving belt (106) is simultaneously looped around both of the first drum (102) and the second drum (104). The driving belt (106) transfers the rotational motion from the first drum (102) to the second drum (104). The alteration of the effective length associated with the driving belt (106) allows adjustment of the gear ratio in response to changing operational demands.
A belt tensioning mechanism (108) connected to the driving belt (106) modifies the effective length of the driving belt (106) according to the change in the radius associated with the first drum (102) and/or the second drum (104). The belt tensioning mechanism (108) ensures that the belt maintains optimal tension for efficient power transmission while allowing for the continuous variation of the gear ratio. The length of the driving belt (106) can be based on distance between the first drum (102), second drum (104) and corresponding diameters thereof. For two-wheeled EV, the driving belt (106) can be long enough to accommodate the largest radius settings of first drum (102), second drum (104) while allowing for tension adjustment.
Figure 2, in accordance with an embodiment illustrates a cross sectional view of belt-type CVT drive (100), in accordance with embodiment of present disclosure. In an embodiment, the first drum (102) comprises a first set of multiple curved segments (202B) pivotally connected to a first central hub (202A) to enable deformation of the first drum (102). The pivotal connection of the curved segments (202B) to the first central hub (202A) facilitates the dynamic adjustment of the radius of first drum (102) by allowing the segments (202B) to move relative to one another and the first central hub (202A). The movable arrangement of segments (202B) enhances the adaptability of the belt-type CVT drive (100) to varying operational conditions by enabling control over the transmission's gear ratio through deformation of the first drum (102). The pivotal connection of the curved segments (202B) to the first central hub (202A) allows for even distribution of mechanical stresses during the deformation process to reduce the risk of structural failure and wear over time, thus increasing the lifespan of the first drum (102).
In another embodiment, the second drum (104) comprises a second set of multiple curved segments (204B) pivotally connected to a second central hub (204A) to enable deformation of the second drum (104). The multiple curved segments (204B) are pivotally attached to second central hub (204A) allows for a controlled deformation process to tune the gear ratio, thereby optimizing the efficiency and performance of the belt-type CVT drive (100) under different loads and speeds.
Further, in an embodiment, each curved segment (202B) of the first set of curved segments (202B) is radially displaced symmetrically with respect to the first central hub (202A) to deform the first drum (102). The symmetrical radial displacement of the curved segments (202B) enables a uniform deformation of the first drum (102), to enable balanced distribution of forces and contributing to the smooth operation of the belt-type CVT drive (100). The deformable feature of first drum (102) allows for the effective management of the transmission's mechanical stress, thereby enhancing the longevity and reliability of the belt-type CVT drive (100).
In another embodiment, each curved segment (204B) of the second set of curved segments (204B) is radially displaced symmetrically with respect to the second central hub (204A) to deform the second drum (104). The symmetry in the radial displacement of the segments (204B) around the second central hub (204A) enable even deformation of the second drum (104) to maintain the stability and efficiency of the belt-type CVT drive (100) during operation, providing consistent performance across a range of conditions.
In an embodiment, the driving belt (106) comprises multiple links interconnected by joints, and the joints enable adjustment of a gap between each pair of links to modify the effective length of the driving belt (106). The adjustable joints between the links of the driving belt (106) allows control of the tension and length of driving belt (106) and maintain optimal power transmission efficiency by adapting the length to the changing diameters of the deformed first drum (102) or second drum (104).
Figure 3, in accordance with an embodiment the first drum (102) is depicted in a deformed state (e.g., transformation from initial configuration as seen in Figure 2), in accordance with embodiment of present disclosure. The deformation can be achieved through a symmetrical radial displacement of each curved segment (202B) with respect to the first central hub (202A). The displacement of each curved segment (202B) can cause alteration the overall radius of the first drum (102), effectively modifying the contact surface for the driving belt (106) that loops around both the first drum (102) and second drum (104). As the curved segments (202B) move radially outward from the first central hub (202A), the effective diameter of the first drum (102) increases. This enlargement/deformation of the first drum 102 can cause increment of diameter to a change in the gear ratio. For an instance, the first drum (102) of Figure 2 has a radius of 40 mm, wherein the driving belt (106) loop around the second drum (104) has a radius of 40 mm. The initial equal diameter can be resulted in gear ratio suited for lower speed but higher torque. The radial displacement of the curved segments (202B) increases the radius of first drum (102) to 50 mm. As a result of deformation of the first drum (102), the gear ratio is altered to shift towards a higher gear ratio. This means that for each rotation of the first drum (102), the second drum (104) would turn fewer times than before, translating higher speed with increased torque.
In another embodiment, the belt tensioning mechanism (108) comprises tensioner pulley (108A and 108B) connected to the driving belt (106). The tensioner pulley (108A and 108B) can apply required tension to the driving belt to ensure that the driving belt (106) remains engaged with the first drum (102) and second drum (104) without slipping, thereby maintaining efficient power transmission between the first drum (102) and second drum (104).
In an embodiment, the tensioner pulley (108A and 108B) can be disposed on a slidable bracket, and the slidable bracket can move in response to the deformation of the first drum (102) and/or the second drum (104). The slidable bracket facilitates automatic adjustment in position of the tensioner pulley (108A and 108B), compensating for changes in the radius of the deformed first drum (102) and/or the deformed second drum (104). This adaptive mechanism enables that the driving belt (106) is consistently tensioned correctly, optimizing the performance and efficiency of belt-type CVT drive (100).
In yet another embodiment, the slidable bracket can be arranged by a track aligned parallel to a direction of deformation of the first drum (102) and the second drum (104). The alignment of the slidable bracket along a track parallel to the deformation direction of first drum (102) and/or second drum (104) to allow smooth adjustment in position of the tensioner pulley (108A and 108B) to enable the belt tensioning mechanism (108) responds to changes in the geometry of first drum (102) and/or second drum (104), maintaining optimal belt tension throughout the operational range of the belt-type CVT drive (100).
In an embodiment, the belt tensioning mechanism (108) comprises an adjustable spring to apply tension to the driving belt (106). The adjustability of the spring allows for tuning of the tension applied to the driving belt (106), accommodating different operational conditions and ensuring the efficient transmission of power. In an embodiment, the adjustable spring can be a torsion spring that provides a reliable and consistent means of applying tension to the driving belt (106).
The deformability of the first drum (102) to change its radius can allow for a seamless adjustment of the transmission ratio, enhancing the efficiency of power transfer under varying load conditions. Furthermore, the variable radius of the first drum (102) facilitates the optimization of the contact area of driving belt (106), reducing slippage and wear, thereby increasing the durability and performance.
Similar to the first drum (102) the second drum (104)'s radius deformability complements the radius deformability of first drum (102) to modify the transmission ratio dynamically. The deformation of second drum (104) enables that the belt-type CVT drive (100) can adapt to different torque requirements, improving vehicle acceleration and battery efficiency.
The belt-type CVT drive (100) comprises these interconnected components such as first drum (102), second drum (104), driving belt (106) and belt tensioning mechanism (108) for transmitting power with variable ratios. The deformable first drum (102) and/or second drum (104), and modifiable belt length of driving belt (106) enable efficient and smooth transition across different speeds without the need for discrete gear changes, and also improves energy economy and increase battery charging life to provide a more responsive and adaptable power delivery system suitable for various driving conditions.
The proposed disclosure significantly enhances the adaptability and efficiency of the belt-type CVT drive (100) by introducing tensioner pulley (108A and 108B) mounted on a slidable bracket. This design ensures that the CVT system maintains optimal belt tension dynamically, adapting to changes in the transmission's operational parameters. The automatic adjustment capability of the slidable bracket in response to drum deformation optimizes power transmission, improves vehicle performance, and extends the durability of the transmission components. Moreover, this simplifies the maintenance process, and contributes to the reliability and cost-effectiveness of the CVT system.
In an embodiment, the arrangement of the slidable bracket by a track can be aligned parallel to the direction of deformation of the first drum (102) and/or second drum (104). This design consideration enhances the operational efficiency and reliability of the belt-type CVT drive.
The alignment of the slidable bracket's track parallel to the deformation direction ensures that movement of tensioner pulley (108A and 108B) is correlated with changes in the radius of first drum (102) and/or second drum (104). This allows for a more accurate adjustment of the driving belt's tension, ensuring optimal performance and efficiency of the CVT system.
By aligning the movement of the slidable bracket with the natural deformation path minimizes mechanical stress and strain on the tensioner mechanism. This reduction in stress contributes to the longevity of the tensioner pulley (108A and 108B) and slidable bracket, enhancing the overall durability of the CVT dive (100).
Moreover, the slidable bracket enables that movement (of bracket) is directly and efficiently correlated with the deformation of the first drum (102) and/or second drum (104) to optimize the dynamic tension adjustment of the driving belt, thereby improving the CVT's performance, durability, and energy efficiency.
The adjustable spring allows for continuous and automatic adjustment of the driving belt's tension to ensure that the belt maintains optimal tension throughout the CVT's operation to enhance efficiency of power transmission and preventing slippage between the diving belt (106) and the first drum (102) and/or second drum (104).
The spring's adjustability enables the tensioning mechanism to respond dynamically to changes in load and operational conditions. This adaptability ensures that the CVT can provide consistent performance and efficient power delivery under a wide range of driving scenarios, from low-speed torque requirements to high-speed cruising.
By maintaining consistent tension on the driving belt, the adjustable spring reduces wear and tear on both the belt and the pulleys. This contributes to an extended lifespan of these components, reducing maintenance needs and operational costs over time.
The adjustable spring facilitates easier manufacturing and reduces the complexity of maintenance and adjustment procedures, making the system more accessible for service and repair.
Additionally, the operational efficiency, reliability, and maintenance can be optimized through the inclusion of an adjustable spring in the belt tensioning mechanism (108). This design ensures optimal tension management of the driving belt, crucial for maintaining efficient power transmission and preventing mechanical issues. By adapting dynamically to changing operational demands and reducing wear on critical components, the adjustable spring contributes to improved vehicle performance, extended component lifespan, and reduced maintenance costs.
Imagine a driver accelerating an electric vehicle equipped with a belt-type CVT drive (100) of present disclosure. As the driver presses the accelerator, the onboard Vehicle Control Unit (VCU) signals the CVT to optimize for torque to enable quick and responsive start. The VCU commands the first drum (102), which receives rotational motion from the electric motor, to decrease radius. Simultaneously, VCU may trigger signal to increase radius of the second drum (104). The alteration in radius (i.e., deformation) of first drum (102) and second drum (104) can increase the gear ratio and maximizing torque. Further, as the vehicle reaches higher speeds, VCU directs a reversal of the initial deformation process (i.e., increases the radius of the first drum (102) and decreases the radius of the second drum (104)) to reduce gear ratio to achieve higher speeds with lower engine RPM, enhancing energy efficiency and reducing wear. The VCU continuously monitors vehicle speed, acceleration demands, and other driving conditions to manage deformation of the first drum (102) and second drum (104) in real-time to ensure the optimal gear ratio can be achieved by expanding or contracting the first drum (102) and/or second drum (104).
In an exemplary embodiment, first set of set of multiple curved segments (202B) are pivotally connected to first central hub (202A) to allow each curved segment (202B) to move relative to the first central hub (202A), enabling first drum to (102) deform (i.e., expand or contract in diameter). Upon receiving a command from the VCU, a first motor associated with the first drum (102) initiates rotation in either direction—clockwise or anticlockwise. The direction and extent of the rotation determine the movement of the curved segments (202B). As the first motor rotates, the curved segments (202B) can pivot around connections to the first central hub (202A) to alter diameter of first drum (102). Clockwise rotation might contract the first drum (102) for a higher gear ratio, while anticlockwise rotation could expand first drum (102) for lower gear ratio. Similar to the first drum (102), the second drum (104) mirrors the functionality of the first drum (102) (i.e., second set of multiple curved segments (204B) pivotally connected to second central hub (204A)), enabling second drum (104) to independently adjust diameter through deformation. The second drum (104) can be associated with a second motor, which is controlled by the VCU. Based on the demanded speed, torque requirements, or other parameters, the VCU control the second motor to rotate in a specific manner. The rotation of second motor affects the pivotal connections of the curved segments (204B) to the second central hub (204A), altering the diameter of the second drum (104). The clockwise or anticlockwise of rotation of second motor and magnitude thereof can influence how much the drum deforms—either increasing or decreasing diameter of second drum (104) to adjust the gear ratio of belt-type CVT drive (100). The VCU monitors various parameters, such as vehicle speed, acceleration, load, and driver inputs to calculate the optimal gear ratio needed at any given moment. To achieve the calculated gear ratio, the VCU triggers commands precise commands to the first motor associated with the first drum (102) and second motor of second drum (104). The triggered commands include the direction and amount of rotation necessary to adjust the diameter of first drum (102) and the second drum (104) to enable efficient vehicle operation by achieving smooth acceleration and deceleration and optimizing energy consumption.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.

,CLAIMS:WE CLAIM:
1. A belt-type continuous variable transmission (CVT) drive (100), the belt-type CVT drive (100) comprising:
- a first drum (102) to receive rotational motion, wherein the first drum (102) is deformable to change a radius associated with the first drum (102);
- a second drum (104), wherein the second drum (104) is deformable to change a radius associated with the second drum (104);
- a driving belt (106) simultaneously looped around both of the first drum (102) and the second drum (104), wherein the driving belt (106) transfers the rotational motion from the first drum (102) to the second drum (104) and, wherein an effective length associated with the driving belt (106) is modifiable; and
- a belt tensioning mechanism (108) connected to the driving belt (106), wherein the belt tensioning mechanism (108) enables to modify the effective length of the driving belt (106) according to the change in the radius associated with the first drum (102) and/or the second drum (104).

2. The belt-type CVT drive (100) as claimed in claim 1, wherein the first drum (102) comprises a first set of multiple curved segments (202B) pivotally connected to a first central hub (202A) to enable deformation of the first drum (102).

3. The belt-type CVT drive (100) as claimed in claim 2, wherein each curved segment (202B) of the first set of curved segments (202B) is radially displaced symmetrically with respect to the first central hub (202A) to deform the first drum (102).

4. The belt-type CVT drive (100) as claimed in claim 1, wherein the second drum (104) comprises a second set of multiple curved segments (204B) pivotally connected to a second central hub (204A) to enable deformation of the second drum (104).
5. The belt-type CVT drive (100) as claimed in claim 4, wherein each curved segment (204B) of the second set of curved segments (204B) is radially displaced symmetrically with respect to the second central hub (204A) to deform the second drum (104).

6. The belt-type CVT drive (100) as claimed in claim 1, wherein the driving belt (106) comprises multiple links interconnected by joints and, wherein the joints enable adjustment of a gap between each pair of links to modify the effective length of the driving belt (106).
7. The belt-type CVT drive (100) as claimed in claim 1, wherein the driving belt (106) comprises multiple links interconnected by joints and, wherein the joints enable adjustment of a gap between each pair of links to modify the effective length of the driving belt (106).

8. The belt-type CVT drive (100) as claimed in claim 1, wherein the belt tensioning mechanism (108) comprises an adjustable spring.

9. The belt-type CVT drive (100) as claimed in claim 1, wherein the belt tensioning mechanism (108) comprises a tensioner pulley connected to the driving belt (106).

10. The belt-type CVT drive (100) as claimed in claim 9, wherein the tensioner pulley is disposed on a slidable bracket and, wherein the slidable bracket is moved in response to the deformation of the first drum (102) and/or the second drum (104).

11. The belt-type CVT drive (100) as claimed in claim 10, wherein the slidable bracket is arranged by a track aligned substantially parallelly to a direction of deformation of the first drum (102) and the second drum (104).

12. The belt-type CVT drive (100) as claimed in claim 10, wherein the adjustable spring is a torsion spring.