DESC:CONTINUOUS VARIABLE TRANSMISSION FOR ELECTRIC VEHICLES
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202321012247 filed on 23-02-2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to transmission systems for electric vehicles. Particularly, the present disclosure relates to a toroidal continuous variable transmission (CVT) system for an electric vehicle.
BACKGROUND
In electric vehicle technology, the efficiency and adaptability of power transmission systems are important for optimizing vehicle performance and energy consumption. Transmission systems such as those enabling continuous adjustment of gear ratios are critical in achieving seamless power delivery and operational efficiency. Continuous variable transmission CVT systems have emerged as a solution to such requirements, offering the ability to change gear ratios continuously with varying speeds and loads.
Current developments in CVT technology have focused on enhancing the adaptability and efficiency of transmission systems in electric vehicles. Traditional CVT systems that utilize belts and pulleys or other mechanical components face challenges in terms of their durability, efficiency under high torque scenarios and limited range of ratio adjustment. Such challenges are particularly pronounced in electric vehicles where the instant torque delivery characteristic necessitates robust and flexible transmission solutions.
In light of the above discussion, there exists an urgent need for solutions that overcome the limitations associated with conventional transmission systems in electric vehicles.
SUMMARY
An object of the present disclosure is to provide a toroidal continuous variable transmission (CVT) system for an electric vehicle with improved efficiency and compact size.
In accordance with first aspect of the present disclosure, there is provided a continuous variable transmission (CVT) system for an electric vehicle. The system includes a first cone rotatably disposed on a first rotary shaft, wherein the first cone receives rotational motion. A second cone is also rotatably disposed on a second rotary shaft, receiving rotational motion from the first cone. A drive mechanism is configured to simultaneously engage the first and second cones. Modification of the rotational motion transmitted to the second cone from the first cone is achieved through changing a cone angle associated with at least one of the cones with respect to the drive mechanism. The disclosed system enhances the efficiency of power transmission in electric vehicles by allowing for adjustments in the transmission ratio without interrupting the flow of power.
The present disclosure introduces the CVT system for electric vehicles, significantly enhancing efficiency and performance associated therewith. The CVT system advantageously allows for precise control over the transmission ratio, improving the adaptability and responsiveness of the vehicle across a wide range of driving conditions. Advantageously, a compact design and reduced weight of the CVT system are crucial factors that contribute to the overall efficiency and performance of electric vehicles, offering a substantial improvement over traditional transmission systems. Furthermore, the capability of the system to adjust the cone angle of at least one of the cones enables variable power delivery optimization. Such a feature is important for enhancing acceleration and fuel efficiency, ensuring optimal performance under varying driving demands. Additionally, the CVT system incorporates a unique drive mechanism that ensures smooth and continuous power transmission. The mechanism effectively reduces mechanical losses, thereby enhancing the driving experience with smoother acceleration and greater energy efficiency.
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 top view of a continuous variable transmission system, in accordance with an embodiment of the present disclosure.
FIG. 2 illustrates another top view of the CVT system, in accordance with an embodiment of the present disclosure.
FIG. 3 illustrates yet another front view of the CVT system, in accordance with an embodiment of the 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 continuous variable transmission system 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 term "Continuous Variable Transmission (CVT) system" refers to a type of transmission that can change seamlessly through an infinite number of effective gear ratios between maximum and minimum values. This system eliminates the need for gear shifts and provides a smooth acceleration experience. The CVT system is designed to improve the efficiency and performance of a vehicle by automatically selecting the optimal gear ratio for any driving condition.
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 "first cone" denotes a component of the CVT system, characterized by its conical shape and designed to receive rotational motion. This cone is mounted on a rotary shaft and plays a crucial role in the transmission of power within the CVT system by interacting with a corresponding second cone.
As used herein, the term "first rotary shaft" refers to a cylindrical component that supports and allows for the rotation of the first cone. The first rotary shaft is a critical part of the CVT system, providing the axis around which the first cone rotates and facilitates the transfer of rotational motion.
As used herein, the term "second cone" signifies a component of the CVT system, similar in function and form to the first cone but positioned to receive rotational motion from the first cone. This second cone is also rotatably mounted on a corresponding rotary shaft and is integral to the process of adjusting the transmission ratio within the CVT system.
As used herein, the term "second rotary shaft" indicates a cylindrical component designed to support and enable the rotation of the second cone. The second rotary shaft functions similarly to the first rotary shaft but is associated with the second cone, providing the necessary axis for rotation thereof.
As used herein, the term "drive mechanism" refers to a component or assembly within the CVT system responsible for engaging both the first and second cones. This mechanism is crucial for transmitting rotational motion from the first cone to the second cone and adjusting the transmission ratio by altering the engagement between the cones.
As used herein, the term "cone angle" relates to the angle formed by the surface of the cone with respect to the central axis of the rotary shaft on which the cone is mounted. In the context of a CVT system, the cone angle is a variable parameter that can be adjusted to modify the transmission ratio, affecting the rotational motion transmitted between the cones.
As used herein, the term "rotational motion" refers to the movement of a body around a centre or axis. In the context of the CVT system, the rotational motion denotes the motion transferred from one component to another, specifically from the first cone to the second cone, facilitating the transmission of power within the vehicle.
Figure 1, in accordance with an embodiment describes a top view of a CVT system 100. The CVT system 100 comprises a first cone 102 rotatably disposed on a first rotary shaft 104. The first cone 102 is designed to receive rotational motion, facilitating the transfer of power with variable ratios. The rotational motion is received by the first cone 102 from an electric motor or any other power source within the electric vehicle, enabling the vehicle to adapt a speed of the vehicle efficiently without a need for manual gear changes.
Additionally, the CVT system 100 comprises a second cone 106 rotatably disposed on a second rotary shaft 108. The second cone 106 receives rotational motion from the first cone 102 through a drive mechanism 110. The interaction between the first cone 102 and the second cone 106 allows for the transmission of power to the wheels, contributing to an ability of the vehicle to maintain optimal engine performance across a range of speeds.
The drive mechanism 110 is configured to simultaneously engage the first cone 102 and the second cone 106. Such a simultaneous engagement is essential for the continuous variation of the gear ratio, ensuring smooth acceleration and efficiency in power transmission. The drive mechanism 110 operates by altering the cone angle associated with at least one of the first cone 102 and the second cone 106. The changing of the cone angle with respect to the drive mechanism 110 enables to change the rotational motion transmitted to the second cone 106 from the first cone 102. Such a capability enables the CVT system 100 to adjust the speed and torque output of the vehicle in a seamless manner, thereby providing a smooth driving experience and enhanced fuel efficiency.
Figure 2, in accordance with an embodiment describes another top view of the CVT system 100. The ability to change the cone angle associated with at least one of the first cone 102 and the second cone 106 with respect to the drive mechanism 110 for modifying the transmitted rotational motion allows for an infinite number of gear ratios between the minimum and maximum limits, offering improved control over the speed and power output of the vehicle compared to traditional transmission systems. The adjustment of the cone angle enables optimal matching of engine speed to vehicle speed, thereby optimizing performance and fuel economy. In one example, the CVT system 100 enables the vehicle to accelerate from a standstill to highway speeds without noticeable shift points associated with traditional transmission systems. In another example, the CVT system 100 enables to adjust the gear ratio in real-time during uphill driving to maintain optimal engine performance and efficiency.
In an embodiment, the CVT system 100 comprises sensors and control units for automatic adjustment of the cone angles based on vehicle speed, acceleration demands, and other driving conditions. Such an automation enhances driving experience by providing smoother acceleration and deceleration, as well as improving the overall efficiency of the electric vehicle.
Figure 3, in accordance with an embodiment describes yet another top view of the CVT system 100. In an embodiment, the drive mechanism 110 is designed to slide on both the first cone 102 and the second cone 106. Such a sliding action is critical for adjusting the gear ratio seamlessly, thereby optimizing the performance of the electric vehicle across various speeds and conditions. The ability of the drive mechanism to slide ensures that the CVT system 100 can accommodate a wide range of speed and torque demands, thus providing flexibility to the electric vehicle to meet varying power delivery demands.
The CVT system 100 enables smooth and efficient transmission of power within electric vehicles, thereby enhancing fuel efficiency and driving experience. The adjustability of the cone angle and the sliding capability of the drive mechanism 110 provide a versatile and adaptable system capable of meeting diverse vehicle performance requirements.
In an embodiment, the drive mechanism 110 is associated with a tensioning arrangement. The tensioning arrangement ensures that the drive mechanism 110 maintains optimal tension during operation, preventing slippage and enhancing the efficiency of power transmission between the input cone 102 and second cone 106. The tensioning arrangement plays a vital role in maintaining the integrity and reliability of the CVT system 100, especially under varying load conditions as the tensioning arrangement automatically adjusts to maintain consistent performance, thereby extending lifespan of the CVT system 100 and reducing maintenance requirements. The inclusion of the tensioning arrangement with the drive mechanism 110 provides improved reliability and efficiency to the CVT system 100 as the tensioning arrangement ensures that the CVT system 100 can handle a wide range of operational demands without compromising on performance, thereby making the CVT system 100 having the tensioning arrangement an ideal solution for electric vehicles that require a high degree of adaptability and efficiency in power transmission.
In an example, the CVT system 100 dynamically adjusts to changing driving conditions, such as acceleration and deceleration, by modifying the cone angles and the position of the drive mechanism 110 on the input cone 102 and the second cone 106. In such an example, the tensioning arrangement ensures that such adjustments are made smoothly and without loss of power transmission efficiency, thus providing a seamless driving experience.
In an embodiment, the external surface associated with at least one of the first cone 102 and the second cone 106 comprises high friction material, a textured surface, multiple teeth, or multiple grooves. The high friction material, a textured surface, multiple teeth, or multiple grooves disposed on the external surface enables enhancement of mechanical interface between the input cone 102, the second cone 106 and the drive mechanism 110. The utilization of the high friction material or the textured surface increases traction between the drive mechanism 110, the first cone 102 and the output cone 106, thereby enabling a more effective power transfer. The incorporation of multiple teeth or grooves on the external surface of the first cone 102 and the second cone 106 provides physical interlocking mechanisms that significantly reduce the potential for slippage under high torque conditions. Such an arrangement ensures that the CVT system 100 can deliver consistent performance across a wide range of operational scenarios, thereby improving the driving experience in electric vehicles. Further, the enhancement of the external surface of the first cone 102 and the second cone 106 enables to provide increased transmission efficiency, reduced wear and tear on system components, and the ability to handle higher torque demands without compromising system integrity or performance. The incorporation of the external surfaces on the first cone 102 and the second cone 106 further enhances durability, enables improved energy efficiency and provides a broader operational range for the CVT system 100. Such enhancements contribute to delivering a superior driving experience in electric vehicles by ensuring smooth, reliable, and adaptable power transmission.
In a further embodiment, the drive mechanism 110 comprises multiple interconnected links designed to adjust a length of the drive mechanism 110 during operation of the CVT system 100. The multiple interconnected links allow for dynamic adjustments in a length of the drive mechanism 110 to accommodate changes in a distance between the first cone 102 and the second cone 106 as the corresponding cone angles are modified. The interconnected links enable the drive mechanism 110 to maintain optimal tension and engagement with the input cone 102 and second cone 106 irrespective of the operational state of the CVT system 100. Such adjustability is important for maintaining efficient power transmission between the first cone 102 and second cone 106, thus ensuring that the vehicle can respond swiftly to changes in driving conditions with minimal loss of efficiency or performance.
The multiple interconnected links in the drive mechanism 110 enable enhanced adaptability and responsiveness of the CVT system 100 as the interconnected links enable the CVT system 100 to automatically adjust a mechanical configuration thereof in real-time, optimizing power delivery and transmission efficiency under varying conditions. Moreover, the inclusion of the interconnected links contributes to a more robust and reliable CVT system 100 that is capable of withstanding the demands of electric vehicle operation without significant maintenance or adjustment. The incorporation of multiple interconnected links within the drive mechanism 110 also significantly improves the functionality of the CVT system 100 to offer advantages such as increased transmission efficiency, enhanced system durability and improved vehicle performance across a wide range of operating conditions.
In an embodiment, the interconnected links can be designed with advanced materials or coatings to reduce wear and increase a lifespan thereof. Additionally, the CVT system 100 may comprise sensors and control units to precisely control the adjustment of the length of the drive mechanism 110, thereby further enhancing the performance and reliability of the CVT system 100.
In one example, the CVT system 100 adjusts the length of the drive mechanism 110 when the electric vehicle experiences changes in load or terrain to maintain efficient power transmission. Consequently, the CVT system 100 dynamically adapts to needs of the vehicle to providing a smooth and efficient driving experience.
In an embodiment, the CVT system 100 further comprises a cone angle adjustment mechanism associated with at least one of the first cone 102 and the second cone 106. The cone adjustment mechanism comprises a hollow shaft rotationally disposed co-cylindrically with the first rotary shaft 104 and the second rotary shaft 108, respectively. The hollow shaft applies force on the input cone 102 and/or the second cone 106 to increase or decrease a corresponding diameter thereof. Further, by adjusting the diameter of the first cone 102 and/or the second cone 106, the cone angle adjustment mechanism directly influences the gear ratio, enabling fine-tuning of the speed and torque output of the vehicle. The cone adjustment mechanism is beneficial for electric vehicles by allowing precise control over the power delivery, enhancing both efficiency and performance of the vehicle. The incorporation of the cone angle adjustment mechanism into the CVT system 100 enables improved adaptability to driving conditions, enhanced control over performance characteristics of the vehicle and increased efficiency in power transmission. Consequently, the cone adjustment mechanism significantly contributes to the overall effectiveness of the CVT system 100, offering a versatile and practical solution for achieving superior performance in electric vehicles.
In an embodiment, the cone angle adjustment mechanism may incorporates high-strength alloys for the hollow shaft or integrates electronic control units to automate the adjustment process based on real-time vehicle performance data.
In one example, the electric vehicle encounters different terrain or load conditions, necessitating adjustments to the cone angles for optimal performance. The cone angle adjustment mechanism facilitates such adjustments in a seamless manner, thus ensuring that the vehicle maintains efficient operation by dynamically modifying the gear ratio for enhanced power delivery and fuel efficiency.
In an embodiment, the cone angle adjustment mechanism associated with the first cone 102 and/or the second cone 106 comprises a hydraulic actuator or a pneumatic actuator. Such an actuator is employed to apply force on the first cone 102 and/or the second cone 106 to increase or decrease the corresponding diameters, thus enabling precise control over the cone angle and consequently the gear ratio of the transmission. The use of the hydraulic actuator or the pneumatic actuator offers a robust and efficient means of adjusting the cone angles by leveraging fluid dynamics to achieve smooth and responsive modulation of the transmission system. The integration of such actuators into the cone angle adjustment mechanism significantly enhances the capability of the CVT system 100 to adapt to varying driving conditions by providing a mechanism for rapid and precise adjustments to the gear ratio.
Furthermore, the hydraulic actuator or the pneumatic actuator comprises a pressure adjustment mechanism. The pressure adjustment mechanism allows for the control of the force applied to change the cone angle, offering a high degree of precision in the modulation in the performance of the CVT system 100. The pressure adjustment mechanism enables fine-tuning of the force exerted by the hydraulic actuator or the pneumatic actuator, enabling the CVT system 100 to adapt seamlessly to the specific requirements of the vehicle operation. Further, by controlling the pressure within the actuators, the CVT system 100 can ensure optimal engagement between the first cone 102, the second cone 106 and the drive mechanism 110, thereby optimizing the efficiency and responsiveness of the power transmission. The incorporation of the pressure adjustment mechanism with the hydraulic actuator or pneumatic actuator enables enhanced precision in the control of the gear ratio of the CVT system 100, improved adaptability to driving conditions and increased efficiency in power transmission. Such a pressure adjustment mechanism further ensures that the CVT system 100 delivers superior performance and fuel efficiency, thereby making the CVT system 100 ideal for electric vehicles requiring dynamic and efficient transmission systems.
In an embodiment, the CVT system 100 incorporates advanced sensors to monitor the pressure levels within the actuator and automatically adjust the pressure adjustment mechanism as needed. Such an enhancement allows real-time optimization of the force applied to the first cone 102 and the second cone 106, thus improving the adaptability and performance of the CVT system 100.
In an example, the load or speed requirements of the vehicle change abruptly, necessitating quick adjustments to the cone angle for maintaining optimal performance. The hydraulic actuator and/or pneumatic actuator equipped with pressure adjustment mechanisms enable the CVT system 100 to respond swiftly and effectively to such changes, thus ensuring that the vehicle operates efficiently under a wide range of conditions.
In another embodiment, the CVT system 100 further comprises multiple corrugations on at least one of the first cone 102 and the second cone 106. The corrugations are designed to be modified to change the cone angles associated with the first cone 102 and/or the second cone 106. The introduction of corrugations provides improved control over the gear ratio of the transmission, allowing for an even more nuanced adjustment of the speed and power output of the vehicle. The ability to modify the corrugations enables the CVT system 100 to alter the contact surface between the input cone 102, the output cone 106 and the drive mechanism 110, thereby adjusting the mechanical advantage and effectively changing the gear ratio without necessitating a physical alteration in dimensions of the first cone 102 and/or the second cone 106.
The modification of the multiple corrugations allows for a dynamic adjustment of the operational characteristics of transmission, thus providing the vehicle with the ability to adapt quickly to varying driving conditions. Further, by altering the profile of the corrugations, the CVT system 100 can fine-tune the interaction between the first cone 102, the second cone 106 and the drive mechanism 110, resulting in a more efficient and responsive power delivery. Such an adaptability is important for electric vehicles that benefit from precise control over power transmission to optimize performance and energy consumption. The incorporation of the multiple corrugations into the CVT system 100 provides enhanced flexibility in gear ratio adjustment, improved efficiency in power transmission and increased adaptability to changing driving conditions, thereby contributing to the overall performance and efficiency of the CVT system 100.
In an embodiment, the CVT system 100 comprises a mechanism for automatic adjustment of the corrugations based on real-time vehicle performance data. Such a mechanism could comprise electronic controls or mechanical actuators designed to alter the corrugation profile in response to changes in speed, torque requirements or other operational parameters.
In an example, the vehicle experiences changes in terrain or load, requiring adjustments to the gear ratio for optimal efficiency. Further, the ability to modify the corrugations on the first cone 102 and the second cone 106 allows the CVT system 100 to respond effectively to such changes, ensuring that the vehicle maintains optimal performance across a wide range of conditions.
In an embodiment, the drive mechanism 110 comprises either a chain or a belt, along with an alignment mechanism. The alignment mechanism is specifically designed to enable the precise positioning of the chain or belt with respect to both the first cone 102 and the second cone 106. The inclusion of a chain or belt as part of the drive mechanism introduces a robust and efficient manner of transmitting power from the first cone 102 to the second cone 106. The chain or belt is selected based on an ability thereof to withstand the operational demands of the CVT system 100, including variations in torque and speed that are typical in electric vehicle applications.
The alignment mechanism plays a critical role in ensuring the optimal performance of the CVT system 100 by enabling precise positioning of the chain or belt, thereby ensuring that the power transmission between the first cone 102 and the second cone 106 is both smooth and efficient. The alignment mechanism is particularly important in maintaining the longevity and reliability of the CVT system 100 as proper alignment reduces wear on the components and minimizes the risk of mechanical failures. The alignment mechanism can comprise adjustable guides, tensioners, or sensors that work in conjunction to maintain the correct position of the chain or belt throughout the range of operational conditions. The incorporation of the chain or belt with the alignment mechanism into the CVT system 100 enables improved reliability and efficiency in power transmission, enhanced system durability and greater adaptability to the operational demands of electric vehicles. Such a configuration provides a significant contribution to the overall functionality and performance of the CVT system 100, offering a versatile and practical solution for achieving superior drivability and efficiency.
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 continuous variable transmission (CVT) system (100) for an electric vehicle, the CVT system (100) comprising:
- a first cone (102) rotatably disposed on a first rotary shaft (104), wherein the first cone (102) receives rotational motion;
- a second cone (106) rotatably disposed on a second rotary shaft (108), wherein the second cone (106) receives rotational motion from the first cone (102); and
- a drive mechanism (110) configured to simultaneously engage the first cone (102) and the second cone (106),
wherein a cone angle associated with at least one of the first cone (102) and the second cone (106) is changed with respect to the drive mechanism (110) to modify the rotational motion transmitted to the second cone (106) from the first cone (102) via the drive mechanism (110).
2. The CVT system (100) as claimed in claim 1, wherein the drive mechanism (110) simultaneously engages with each of the first cone (102) and the second cone (106) and wherein the drive mechanism (110) is configured to slide on the first cone (102) and the second cone (106).
3. The CVT system (100) as claimed in claim 2, wherein the drive mechanism (110) is associated with a tensioning arrangement.
4. The CVT system (100) as claimed in claim 1, wherein an external surface associated with at least one of the first cone (102) and the second cone (106) comprises: high friction material, textured surface, multiple teeth, multiple grooves.
5. The CVT system (100) as claimed in claim 2, wherein the drive mechanism (110) comprises multiple interconnected links to adjust a length of the drive mechanism (110) during operation thereof.
6. The CVT system (100) as claimed in claim 1, wherein at least one of the first cone (102) and the second cone (106) comprises a cone angle adjustment mechanism and wherein the cone angle adjustment mechanism comprises a hollow shaft rotationally disposed co-cylindrically with the first rotary shaft (104) and the second rotary shaft (108) respectively to apply force on the first cone (102) to increase or decrease a first cone (102) diameter and the second cone (106) to increase or decrease a second cone (106) diameter.
7. The CVT system (100) as claimed in claim 6, wherein the cone angle adjustment mechanism associated with the first cone (102) and the second cone (106) comprises: a hydraulic actuator; a pneumatic actuator.
8. The CVT system (100) as claimed in claim 7, wherein the hydraulic actuator or the pneumatic actuator comprises a pressure adjustment mechanism to control a force applied for changing the cone angle.
9. The CVT system (100) as claimed in claim 1, wherein at least one of the first cone (102) and the second cone (106) comprises multiple corrugations and wherein the multiple corrugations are modified to change the first cone (102) angle associated the first cone (102) and the second cone (106) angle associated with the second cone (106).
10. The CVT system (100) as claimed in claim 1, wherein the wherein the drive mechanism (110) comprises a chain or a belt and an alignment mechanism to enable positioning of the chain or belt with respect to the first cone (102) and the second cone (106).