DESC:CONTINUOUS VARIABLE TRANSMISSION SYSTEM FOR ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202321012246 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) drive for an electric vehicle.
BACKGROUND
The development of electric vehicles has significantly advanced over recent years, with such vehicles being recognized for their environmental benefits and efficiency compared to internal combustion engine (ICE)-based vehicles. Further, among the critical components of electric vehicles, the transmission system plays a vital role in determining the performance and efficiency of the vehicle. Traditional transmission systems have been designed to match the output of the engine to the speed and torque requirements of the wheels of the vehicle. However, the advent of continuous variable transmission (CVT) systems has introduced improved efficiency by providing seamless gear ratio changes and optimizing engine performance across a wide range of speeds.
In conventional CVT systems, the challenge is associated with the limitation of fixed gear ratios and the mechanical complexity of achieving a broad range of adjustments in the transmission ratio. Such systems frequently employ belts and pulleys to vary the transmission ratio and therefore have various drawbacks. For example, the reliance on physical components that may be subject to wear and tear can lead to decreased reliability and increased maintenance requirements. Furthermore, the efficiency of such systems can be compromised under high torque and power conditions, which are crucial for electric vehicles that demand instant torque delivery and efficient power utilization.
Moreover, the integration of CVT systems into electric vehicles necessitates mechanisms that accommodate the unique characteristics of electric powertrains, such as the need for high torque at low speeds and smooth acceleration without perceptible gear shifts. Traditional CVT systems often struggle to meet such demands due to their inherent mechanical limitations and the inefficiencies associated with power transmission using belts and pulleys.
In light of the above discussion, there exists an urgent need for solutions that overcome the various limitations associated with conventional CVT systems for electric vehicles. Such solutions should offer enhanced adaptability and efficiency, enabling electric vehicles to meet the demands of modern transportation without compromising on performance or environmental sustainability.
SUMMARY
An object of the present disclosure is to provide a toroidal continuous variable transmission (CVT) drive for an electric vehicle with improved efficiency and compact size.
In accordance with first aspect of the present disclosure, there is provided a a toroidal continuous variable transmission (CVT) drive for an electric vehicle. The CVT drive comprises an input cone mounted on an input shaft for receiving rotational input, an output cone mounted on an output shaft, and a roller configured to simultaneously engage with both the input cone and the output cone. The roller transmits the rotational input from the input cone to the output cone. Further, at least one of the input cone or the output cone is deformable for providing a variable cone angle to adjust the transmitted rotational input. Such a configuration enables precise control over the transmission ratio, thereby enhancing the efficiency and performance of electric vehicles.
The present disclosure provides a toroidal 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 front view of a continuous variable transmission (CVT) drive, in accordance with an embodiment of the present disclosure.
FIG. 2 illustrates another front view of the CVT drive, in accordance with an embodiment of the present disclosure.
FIG. 3 illustrates yet another front view of the CVT drive, 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 toroidal 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 "input cone" refers to a conical component of the toroidal continuous variable transmission (CVT) drive, which is mounted on an input shaft. The primary function of the input cone is to receive rotational input from the power source of the vehicle, such as an electric motor. The input cone 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 input cone with other components, such as rollers, the input cone 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 input cone is mounted within the CVT drive. This shaft is a critical component for transferring rotational input from the power source to the input cone. 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 "output cone" refers to a conical component within the CVT drive, which is mounted on an output shaft. The primary role of the output cone is to receive the rotational input transmitted by the roller from the input cone and to transfer this input to the drivetrain of the vehicle. The output cone 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 output cone is mounted within the CVT drive. This shaft plays a pivotal role in conveying the adjusted rotational input from the output cone 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 "roller" refers to a component within the CVT drive that is configured to engage simultaneously with both the input cone and the output cone. The roller is essential for transmitting the rotational input from the input cone to the output cone. Further, by engaging with the surfaces of both the input cone and the output cone, the roller enables the continuous variability in the gear ratios of the transmission. The ability of the roller to adjust its position relative to the input cone and output cone allows for the fine-tuning of the gear ratio, which is central to the functionality of the CVT. The design and operation of the roller are crucial for the efficient and smooth transmission of power within the CVT drive.
Figure 1, in accordance with an embodiment describes a front view of a CVT drive 100. The CVT drive 100 comprises an input cone 102, an output cone 106, and a roller 110. The input cone 102 is mounted on an input shaft 104 and is responsible for receiving rotational input from a power source of the electric vehicle. The output cone 106 is mounted on an output shaft 108 and transmits the received rotational input to the vehicle drivetrain. The roller 110 engages simultaneously with both the input cone 102 and the output cone 106, enabling the transmission of rotational input from the input cone 102 to the output cone 106.
Figure 2, in accordance with an embodiment describes another front view of the CVT drive 100. The input cone 102 and the output cone 106 are deformable in nature, which permits variation of a corresponding cone angle. As shown, the output cone 106 has been deformed. Such an adjustability of the cone angle enables to modulate the rotational input transmitted by the roller 110, thereby enabling the CVT drive 100 to alter the transmission ratio according to the operational requirements of the vehicle. The adaptability provided by the deformable cone further enhances efficiency and responsiveness to different driving conditions of the CVT drive 100.
Figure 3, in accordance with an embodiment describes yetanother front view of the CVT drive 100. As shown, the output cone 106 has been restored to an original shape thereof but the input cone 102 has been deformed. It will be appreciated that, without limitation, both the input cone 102 and the output cone 106 can be simultaneously deformed. The implementation of a deformable cone in the CVT drive 100 significantly improves flexibility and efficiency of the CVT drive 100. For example, providing the variable cone angle enables to seamlessly adjust the transmission ratio. The resulting variable transmission ratio ensures optimal power delivery and improves fuel efficiency by accurately matching an output of the motor with speed requirements of the vehicle. Furthermore, the capability to adjust the cone angle enhances the performance of the electric vehicle by ensuring smoother acceleration and deceleration, thus contributing to a more responsive driving experience. The integration of the input cone 102 and the output cone 106 having variable cone angles into the drivetrain of the electric vehicle therefore offers improvements in efficiency, performance, and adaptability of the electric vehicle.
In an embodiment, the CVT drive 100 incorporates sensors and control units for automated adjustment of the cone angle based on real-time driving conditions of the vehicle, thereby further enhancing adaptability and performance of the electric vehicle. For example, the CVT drive 100 automatically adjusts the cone angle in response to changes in vehicle speed, load, and/or road gradient to optimize power transmission for varying driving scenarios.
In an embodiment, the CVT drive 100 further comprises a deformation mechanism associated with at least one of the input cone 102 and the output cone 106. The deformation mechanism comprises a hollow shaft that is rotationally disposed co-cylindrically with the input shaft 104 and another hollow shaft that is rotationally disposed co-cylindrically with the output shaft 108. The corresponding hollow shaft applies force on the input cone 102 and the output cone 106, respectively, enabling the increase or decrease of the respective cone diameters. Such an adjustment of the respective cone diameters enables to control the variable transmission ratio as the increase/decrease in the cone diameter directly influences a contact surface area between the input cone 102 and/or the output cone 106 and the roller 110. Further, by varying the diameter of the input cone 102 and/or the output cone 106, the CVT drive 100 enables fine control of the transmission ratio, thereby allowing precise management of the power output and efficiency of the vehicle.
The inclusion of the deformation mechanism employing the hollow shafts enables a dynamic and responsive adjustment of the cone diameters, thereby enabling to adapt the transmission ratio to the changing driving conditions. Such an ability to quickly modify the cone diameters enables the CVT drive 100 to optimize power transmission across a wider range of speeds and loads, improving fuel efficiency and performance of the vehicle. Moreover, the precise control over the cone diameters contributes to a smoother transition between different transmission ratios, enhancing the driving experience by reducing jerks and providing seamless acceleration.
In an embodiment, the deformation mechanism comprises a control mechanism that automatically adjusts the cone diameters based on sensors that monitor various parameters such as vehicle speed, engine load and driving mode. For example, the CVT drive 100 automatically increases the input cone diameter to lower the transmission ratio for higher torque output during uphill driving, and conversely, decreases the cone diameter for a higher transmission ratio during high-speed cruising, thereby ensuring optimal performance and efficiency under varying driving conditions.
In another embodiment, the CVT drive 100 comprises multiple corrugations that enhance the deformability of the input cone 102 and the output cone 106. The multiple corrugations upon being deformed enable the deformation of the input cone 102 and the output cone 106, thereby enabling to adjust the operational dynamics of the CVT drive 100 and facilitating the modification of the transmission ratio through changes in the cone diameters.
The presence of the multiple corrugations on the input cone 102 and/or the output cone 106 increases the surface area available for deformation. Such an increase in the surface area allows for accurate adjustments of the cone diameters and consequently, the transmission ratio. The deformation of the multple corrugations, therefore improves an ability of the CVT drive 100 to adapt performance characteristics thereof to varying driving conditions, thereby enhancing the overall efficiency and responsiveness of the vehicle drivetrain.
The multiple corrugations provide improved precision in control of the transmission ratio of the CVT drive 100. The corrugations allow refined adjustment, leading to smoother transitions between gear ratios and a more customizable driving experience. Furthermore, the adaptability provided by the corrugations contributes to the longevity and durability of the CVT drive 100 by distributing the stresses encountered during operation more evenly across surfaces of the input cone 102 and the output cone 106.
In an embodiment, the CVT drive 100 comprises sensors and actuators for automatically adjusting the corrugations in response to real-time driving conditions. For example, the CVT drive 100 actively alters the deformation of the multiple corrugations to optimize power transmission during acceleration, deceleration, and steady-state cruising, thereby maximizing the performance and fuel efficiency of the vehicle under diverse operating conditions.
In an embodiment, the deformation mechanism associated with both the input cone 102 and the output cone 106 comprises a hydraulic actuator or a pneumatic actuator. Such actuators apply force to deform the input cone 102 and the output cone 106, thereby enabling a precise adjustment of the corresponding cone diameters. The hydraulic actuator utilizes fluid pressure to exert force, whereas the pneumatic actuator employs air pressure. Further, both types of actuators operate in a co-cylindrical arrangement with the input shaft 104 and the output shaft 108, respectively, enabling an effective application of force on the input cone 102 and the output cone 106.
The integration of the hydraulic actuator or the pneumatic actuator into the deformation mechanism provides a versatile and efficient means of adjusting the cone diameters. Such a versatility enables a broad range of adjustments to the transmission ratio to cater to various driving conditions and requirements. The use of hydraulic actuators ensures robust and smooth adjustments due to the incompressible nature of the hydraulic fluid, while pneumatic actuators offer quick response times and ease of integration owing to the compressibility and availability of air.
In an embodiment, the CVT drive 100 incorporates control algorithms to selectively engage the hydraulic actuator or the pneumatic actuator based on specific operational criteria, such as speed, torque demand, and efficiency requirements. For example, the CVT drive 100 employs the hydraulic actuator or the pneumatic actuator for deformation based on real-time driving conditions, thereby ensuring optimal power transmission and enhancing the driving experience through improved fuel economy and performance.
In a further embodiment, the CVT drive 100 comprises a deformation mechanism comprises multiple tensioning springs. The tensioning springs exert a counteracting force against the deformation force applied by the deformation mechanism. Such an interaction enables to maintain the structural integrity and operational efficiency of the CVT drive 100 by ensuring that the input cone 102 and the ouput cone 106 are deformed in a controlled manner, thus preventing over-deformation and potential damage.
The implementation of the multiple tensioning springs within the deformation mechanism enhances the precision with which the deformation of the input cone 102 and the output cone 106 can be managed. Such a precision is important for achieving an optimal balance between the deformation force applied to alter the cone diameters and the counteracting force that ensures that the input cone 102 and the output cone 106 return to their original or desired shape once the applied force is removed or adjusted. The strategic placement and strength of the tensioning springs are matched to the specific requirements of the CVT drive 100, ensuring that the CVT drive 100 can adapt to a wide range of operational conditions without compromising performance or durability.
The tensioning springs provide increased reliability and responsiveness of the CVT drive 100 by allowing for a more dynamic response to changes in the deformation forces, thus enabling quicker adjustments to the transmission ratio and enhancing the overall control over the vehicle drivetrain. Additionally, the presence of the tensioning springs contributes to the longevity of the CVT drive 100 by reducing the wear and tear associated with repeated deformation, thereby ensuring improved performance over time.
In an embodiment, the deformation mechanism comprises an adjustable feature for the tensioning springs, allowing for customization of the counteracting force based on specific driving conditions or driver preferences. For example, the CVT drive 100 automatically adjusts the tension of the springs in response to variations in vehicle speed, load, or road incline, optimizing the performance of the deformation mechanism for enhanced efficiency and driving experience.
In another embodiment, the roller 110 comprises a traction coating disposed on an external surface thereof. The traction coating augments the engagement between the roller 110 and both the input cone 102 and the output cone 106, enabling efficient transmission of rotational input from the input cone 102 to the output cone 106 and ensuring that the power transfer is both smooth and effective. The incorporation of the traction coating on the roller 110 increases the frictional interface between the roller 110 and the input cone 102 as well as the output cone 106. Such an increase in the friction prevents slippage between the components, such as, under high torque or variable load conditions. Such prevention of slippage provides more reliable and consistent performance of the CVT drive 100, thus directly contributing to the overall efficiency and durability of the CVT drive 100. The traction coating is specifically formulated to withstand the operational stresses encountered during functioning of the CVT drive 100, including high rotational speeds and temperature variations, thereby ensuring longevity and effectiveness of the CVT drive 100.
The traction coating enhances the contact quality between the roller 110, the input cones 102 and the output cone 106, providing a more efficient transfer of rotational input and reducing the risk of component damage due to slippage. Such reduction of slippage leads to a smoother operation of the CVT drive 100, contributing to a better driving experience with optimal fuel efficiency and reduced maintenance requirements.
In an embodiment, the CVT drive 100 incorporates various types of traction coatings, such that each type of traction coating is designed to cater to different operational demands or vehicle specifications. For example, the traction coating on the roller 110 is selected based on performance criteria of the vehicle, thus ensuring that the CVT drive 100 delivers optimal efficiency across a wide range of driving conditions.
In yet another embodiment, the roller 110 is mounted on a roller carrier. The roller carrier enables radial movement of the roller 110 with respect to the input cone 102 and the output cone 106. Such a radial movement capability allows for the adjustment of position of the roller 110 to optimize engagement with the input cone 102 and output cone 106, thereby facilitating efficient transmission of power through the CVT drive 100.
The function of the roller carrier of enabling radial movement significantly enhances operational flexibility of the CVT drive 100. It will be appreciated that by allowing the roller 110 to move radially, the CVT drive 100 can seamlessly adapt to changes in the transmission ratio, thereby ensuring that the roller 110 maintains optimal contact with the input cone 102 and the output cone 106 under various operational conditions. Such an adaptability is important for maintaining the efficiency of power transmission across a wide range of speeds and loads, contributing to the overall performance and responsiveness of the vehicle drivetrain.
The ability of radial adjustment of the roller 110 position ensures that the contact between the roller and the input cone 102 as well as the output cone 106 is maintained in the most effective manner possible, minimizing slippage and enhancing the transfer of torque. Additionally, the precise control of the roller 110 position helps to distribute wear and tear more evenly across the input cone 102, the output cone 106 and the roller 110, thus extending lifespan of the CVT drive 100 and reducing maintenance requirements.
In an embodiment, the CVT drive 100 incorporates sensors and control mechanisms to automate the radial movement of the roller 110 based on real-time feedback from performance metrics of the CVT drive 100. For example, the CVT drive automatically adjusts the roller 110 position in response to variations in vehicle speed or torque demands, ensuring that the CVT drive 100 operates at peak efficiency under a broad spectrum of driving conditions.
In a further embodiment, the roller carrier is connected to either a hydraulic actuator or a pneumatic actuator. Such a connection is important for enabling the radial movement of the roller 110 by providing a controlled and precise means of adjusting the roller 110 position to optimize engagement with the input cone 102 and output cone 106. The hydraulic actuator or pneumatic actuator exerts the necessary force to cause the radial movement of the roller 110, allowing for seamless adjustments in the transmission ratio by altering the contact points between the roller 110, the input cone 102 and the output cone 106.
The inclusion of the hydraulic actuator or pneumatic actuator ensures that the CVT drive 100 can quickly and accurately position the roller 110, enhancing ability of the CVT drive 100 to adapt to changing driving conditions without compromising efficiency or performance. The actuator-assisted movement of the roller 110 ensures that adjustments to the roller 110 position are both quick and accurate, enabling optimal power transmission and improving the fuel efficiency of the vehicle. Moreover, the use of hydraulic or pneumatic actuators contributes to the durability of the CVT drive 100 by providing a smooth and consistent means of adjustment that reduces mechanical stress on the components.
In an embodiment, the CVT drive 100 comprises a control mechanism having sensors to automate the adjustment of the roller 110 position in real-time based on feedback from the performance parameters of the vehicle. For example, the CVT drive 100 automatically modulates the pressure within the hydraulic or pneumatic actuator to cause the radial movement of the roller 110, ensuring maximum efficiency and performance across a wide range of speeds and operational conditions.
In an additional embodiment, the CVT drive 100 comprises a deformable roller 110. The deformable roller 110 undergoes deformation upon the application of axial force, allowing for an increase or decrease in the roller 110 diameter. Such deformability enables the adjustment of the contact between the roller 110 and both the input cone 102 and the output cone 106, thereby enabling to modulate the transmission ratio and allowing the CVT drive 100 to adapt an output of the CVT drive 100 in response to varying power demands and driving conditions.
The capability of the roller 110 to alter the roller 110 diameter through deformation enables a more precise control over the transmission of power, ensuring that the CVT drive 100 can efficiently respond to changes in torque and speed requirements. Further, the CVT drive 100 can modify the operation of the input cone 102 and the output cone 106 by adjusting the diameter of the roller 110, thus seamlessly altering the transmission ratio without the need for mechanical adjustments or the engagement of different gears.
The deformable nature of the roller 110 allows for a continuous and smooth adjustment of the transmission ratio, leading to optimal power delivery across various operating conditions. Furthermore, the deformable nature of the roller 110 contributes to the durability of the CVT drive 100 by reducing mechanical stress on the components, thereby extending the operational lifespan and reducing maintenance requirements of the CVT drive 100.
In an embodiment, the CVT drive 100 incorporates sensors and control mechanisms to automatically regulate the axial force applied to the roller 110, thus adjusting the roller 110 diameter based on real-time operational data. For example, the CVT drive 100 automatically modifies the roller 110 diameter in response to changes in vehicle speed, acceleration demands, or torque requirements, optimizing the efficiency and performance of the vehicle drivetrain under diverse driving scenarios.
In a subsequent embodiment, the CVT drive 100 comprises a lubrication arrangement. The lubrication arrangement delivers lubricant at the engagement points of the roller 110 with both the input cone 102 and the output cone 106. The primary function of the lubrication arrangement is to ensure the continuous and efficient lubrication at these critical engagement points, thereby reducing friction and wear while enhancing the smooth operation of the CVT drive 100.
The inclusion of a lubrication arrangement within the CVT drive 100 provides a consistent supply of lubricant to the engagement points, thereby minimizing potential for heat build-up and wear, which are common issues in high-friction environments. Such a reduction in friction extends the lifespan of the CVT drive 100 while also contributing to a more efficient transmission of power as less energy is lost to heat and resistance. Furthermore, the lubrication ensures that the CVT drive 100 operates more quietly, enhancing the overall driving experience.
The lubrication arrangement reduces the adverse effects of friction, allowing for smoother and more reliable power transmission. Additionally, the lubrication arrangement supports the maintenance of optimal performance of the CVT drive 100 over time, reducing the frequency and necessity for repair or replacement of components.
In an embodiment, the lubrication arrangement comprises sensors and automated control mechanisms to adjust the flow rate and type of lubricant based on the operating conditions of the CVT drive 100. For example, the CVT drive 100 automatically varies the lubrication parameters in response to changes in vehicle speed, load, or environmental conditions, ensuring optimal lubrication and protection of the engagement points under all circumstances.
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 toroidal continuous variable transmission (CVT) drive (100) for an electric vehicle, the CVT drive (100) comprising:
- an input cone (102) mounted on an input shaft (104) for receiving rotational input;
- an output cone (106) mounted on an output shaft (108); and
- a roller (110) configured to simultaneously engage with the input cone (102) and the output cone (106), wherein the roller (110) transmits the rotational input from the input cone (102) to the output cone (106),
wherein at least one of the input cone (102) and the output cone (106) is deformable for providing a variable cone angle to adjust the rotational input transmitted from the input cone (102) to the output cone (106) by the at least one roller (110).
2. The CVT drive (100) as claimed in claim 1, wherein at least one of the input cone (102) and the output cone (106) comprises a deformation mechanism and wherein the deformation mechanism comprises a hollow shaft rotationally disposed co-cylindrically with the input shaft (104) and the output shaft (108) respectively to apply force on the input cone (102) to increase or decrease an input cone (102) diameter and the output cone (106) to increase or decrease an output cone (106) diameter.
3. The CVT drive (100) as claimed in claim 2, wherein the deformation mechanism associated with the input cone (102) and the output cone (106) comprises: a hydraulic actuator; a pneumatic actuator.
4. The CVT drive (100) as claimed in claim 2, wherein the deformation mechanism comprises multiple tensioning springs to provide a counteracting force against a deformation force applied by the deformation mechanism.
5. The CVT drive (100) as claimed in claim 1, wherein at least one of the input cone (102) and the output cone (106) comprises multiple corrugations and wherein the multiple corrugations are deformed to deform the input rotor and the output rotor.
6. The CVT drive (100) as claimed in claim 1, wherein the roller (110) comprises a traction coating disposed on an external surface of the roller (110) to increase engagement of the roller (110) with the input cone (102) and the output cone (106).
7. The CVT drive (100) as claimed in claim 6, wherein the roller (110) carrier is connected to a hydraulic actuator or pneumatic actuator for allowing the radial movement of the at least one roller (110).
8. The CVT drive (100) as claimed in claim 1, wherein the roller (110) is mounted on a roller (110) carrier and wherein the roller (110) carrier enables radial movement of the roller (110) with respect to the input cone (102) and the output cone (106).
9. The CVT drive (100) as claimed in claim 1, wherein the roller (110) is deformable upon application of axial force to increase or decrease a roller (110) diameter.
10. The CVT drive (100) as claimed in claim 1, wherein the CVT drive (100) comprises a lubrication arrangement to deliver a lubricant at engagement point of the roller (110) with the input cone (102) and the output cone (106).