Description:TOROIDAL-TYPE CONTINUOUS VARIABLE TRANSMISSION SYSTEM FOR ELECTRIC VEHICLE
TECHNICAL FIELD
The present disclosure generally relates to transmission systems. Particularly, the present disclosure relates to a toroidal-type continuous variable transmission (CVT) system.
BACKGROUND
In the domain of mechanical engineering, significant advancements have been made in the design and operation of transmission systems. These systems are crucial for transmitting power from an engine to the drive mechanism in various types of machinery, including automobiles, heavy equipment, and industrial machinery. Among the diverse types of transmission systems, the continuous variable transmission (CVT) has gained prominence due to its ability to provide seamless acceleration without discrete gear ratios, enhancing the driving experience and operational efficiency.
Continuous variable transmissions, particularly of the toroidal type, represent a sophisticated CVT systems that employ a unique mechanism for power transmission. The CVT systems are design aims to optimize power delivery and efficiency across a wide range of operating conditions. However, conventional toroidal CVT systems encounter several challenges. The complexity of their design and the precision required in the manufacture and assembly of components contribute to high production costs. Furthermore, the durability and reliability of these systems can be compromised under high torque and load conditions, leading to frequent maintenance requirements and reduced lifespan.
Moreover, another aspect of toroidal CVT systems that has been the focus of improvement efforts is the control and variability of the transmission ratio. The ability to smoothly and accurately adjust the transmission ratio is critical for achieving optimal performance and fuel efficiency. Traditional systems often struggle with achieving fine control over the transmission ratio, especially under varying load and speed conditions. This limitation can result in suboptimal power transmission, increased fuel consumption, and decreased responsiveness.
Additionally, the efficiency of toroidal CVT systems is another area that poses significant challenges. Losses due to friction between the moving parts and the hydraulic systems used for adjusting the rollers can lead to reduced overall efficiency. These losses not only affect the performance and fuel economy of the vehicle but also contribute to increased wear and tear on the components, further impacting the system's durability and reliability.
In light of the above discussion, there exists an urgent need for solutions that overcome the challenges associated with conventional systems and/or techniques for transmitting power in a continuous variable manner, specifically addressing issues of complexity, cost, control and variability of the transmission ratio, and overall efficiency and durability.
SUMMARY
An object of the present disclosure is to provide a a toroidal-type continuous variable transmission (CVT) for an electric vehicle with improved efficiency and adaptability to different driving conditions.
In an aspect, the present disclosure provides a toroidal-type continuous variable transmission (CVT) system comprising a driving toroid for receiving rotational motion associated with a first curved surface, and a driven toroid associated with a second curved surface. A roller is disposed to simultaneously engage both the first and second curved surfaces, facilitating the transmission of rotational motion from the driving toroid to the driven toroid. Furthermore, a slider is included, on which the roller is mounted, enabling the displacement of the roller to adjust its engagement with the curved surfaces, thereby modifying the transmission ratio of the rotational motion.
The present disclosure provides toroidal CVT system to provide smooth, stepless gear ratio changes such that the engine/motor can operate at optimal power range for a variety of speeds, improving the vehicle's performance and fuel/energy efficiency. Advantageously, the disclosed system allows high efficiency, with minimal slippage between the driving and driven toroid by direct contact between the roller and the toroidal surfaces for efficient transmission of power, minimizing energy loss and enhancing overall system efficiency. Furthermore, the transmission system is advantageous in terms of handling of a wide range of torque outputs, for applications requiring high torque transmission especially in heavy-duty vehicles and industrial machinery.
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 describes a schematic view a toroidal-type continuous variable transmission (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 motor of 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 vehicles 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 term “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 “transmission system” refers to a mechanism or assembly in an electric vehicle designed to transmit mechanical power from the motor to the drive axle. This system typically includes various gears and gear-changing mechanisms to adapt the output power for efficient driving under varying conditions.
As used herein, the term "toroidal continuous variable transmission" or "CVT system" 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 "driving toroid" refers to the primary component within a toroidal CVT system responsible for receiving and transmitting rotational motion originating from the engine or power source. This component is characterized by its toroidal (doughnut-shaped) geometry and is equipped with a curved surface, known as the first curved surface, that plays a critical role in facilitating power transfer to the driven toroid through mechanical contact.
As used herein, the term "driven toroid" designates the component within the toroidal CVT system that receives rotational motion from the driving toroid. Similar to the driving toroid, it features a toroidal shape and is distinguished by a second curved surface. The interaction between the driven toroid and the driving toroid facilitates the onward transmission of power and torque to the vehicle's wheels or machinery.
As used herein, the term "curved surface" pertains to the specifically designed surface area on both the driving toroid and driven toroid. These surfaces are integral to the operation of the toroidal CVT system, enabling the roller to make contact and thus transmit rotational motion from the driving toroid to the driven toroid. The curvature of these surfaces is engineered to optimize the transfer of power while allowing for variable transmission ratios.
As used herein, the term "roller" describes a cylindrical component strategically positioned between the driving toroid and driven toroid curved surfaces. The roller facilitates the transfer of rotational motion by engaging simultaneously with both curved surfaces. By adjusting position and orientation relative to the toroid, the roller allows for variation in the transmission ratio.
As used herein, the term "engage" refers to the action of establishing a mechanical connection or contact between components within the toroidal CVT system, specifically between the roller and the curved surfaces of the driving toroid and driven toroid. Engagement enables transmission of rotational motion and is dynamically adjustable to alter the transmission ratio based on operational demands.
As used herein, the term "slider" denotes the mechanism or assembly that supports and positions the roller within the toroidal CVT system. The slider facilitates the precise and controlled displacement of the roller, enabling it to engage effectively with the curved surfaces of the driving toroid and driven toroid. This component is essential for adjusting the contact points between the roller and each toroid, thereby varying the transmission ratio.
As used herein, the term "displacement of the roller" refers to the movement or adjustment of the roller's position relative to the curved surfaces of the driving toroid and driven toroid. The roller movement across the length (i.e., axial displacements) of either the driving toroid or the driven toroid, effectively altering the contact points between the roller and the curved surfaces to adjust the transmission ratio.
As used herein, the term "change the transmission" refers the process of altering the gear ratio within the toroidal CVT system. This is achieved through the dynamic adjustment of the roller's position and orientation relative to the curved surfaces of the driving toroid and driven toroid. Changing the transmission allows the CVT system to continuously adapt to varying operational demands, ensuring optimal performance, fuel/energy efficiency, and driving experience.
Figure 1, in accordance with an embodiment describes a schematic view a toroidal-type continuous variable transmission (CVT) system (100), in accordance with embodiment of present disclosure. The CVT system (100) enables continuous variability in the transmission ratio without discrete steps. The CVT system (100) comprises a driving toroid (102) to receive rotational motion and act as the primary source of rotational input within the CVT system (100), wherein the driving toroid (102) is associated with a first curved surface (104). The driving toroid (102) is designed to transmit rotational motion to a driven toroid (106) to facilitate transfer of power within the CVT system (100), wherein driven toroid (106) is associated with a second curved surface (108).
In an embodiment, a roller (110) is disposed to simultaneously engage the first curved surface (104) of the driving toroid (102) and the second curved surface (108) of the driven toroid (106). The simultaneous engagement of the roller (110) with both curved surfaces enables the transmission of rotational motion from the driving toroid (102) to the driven toroid (106). The roller (110) is mounted on a slider (112), which enables axial displacement (i.e., across length of either of driving toroid (102) or driven toroid (106)) of the roller (110) to modify the engagement of the roller (110) with respect to the first curved surface (104) and the second curved surface (108). The displacement capability of the slider (112) enables change or vary transmission ratio, thereby allowing for a continuous variability in the speed and torque output from the CVT system (100). The operational efficiency and flexibility of the CVT system (100) are enhanced by the ability to adjust the position of the roller (110), thereby optimizing the transmission of rotational motion according to the varying demands of the vehicle or machinery in which the CVT system (100). Optionally, the CVT system (100) may associated with additional components such as sensors and actuators to automate the adjustment process based on real-time performance data.
In an embodiment, the slider mechanism (112) can utilize a hydraulic actuator to control the position of the roller (110) between the driving toroid (102) and the driven toroid (106). The hydraulic actuator adjusts the engagement of roller (110) with the first curved surface (104) and second curve surface (108) to alter transmission ratio in response to varying operational demands such as acceleration or cruising. As the vehicle accelerates from a stop, the hydraulic actuator positions the roller (110) for a low gear ratio to provide maximum torque. As speed increases, the hydraulic actuator gradually adjusts the roller (110) to higher gear ratios, enabling the vehicle to speed up smoothly without manual gear changes. By controlling position of roller (110), hydraulic actuator enables smooth transition of gear ratios, minimizing slippage, and maximizing the efficiency and performance of the vehicle. Further, the slider mechanism (112) may integrate sensors and electronic controls to refine adjustment of roller (110) to enable the CVT system (100) dynamically adapts to provide optimal performance based on real-time driving conditions and motor load to enhance the driving experience by delivering smooth acceleration and efficient power transmission. The slider mechanism (112) comprising position sensors to track location/position of roller (110) to fine-tune the engagement of roller (110) with the first curved surface (104), and the second curved surface (108). The ECU/VCU may processes sensor data to dynamically control the hydraulic actuator to reposition roller (110), thereby adjusting the transmission ratio for optimal performance and efficiency.
In an embodiment, the slider mechanism (112) enables displacement of the roller (110) in an axial direction that is parallel to the longitudinal axes of the driving toroid (102) and/or the driven toroid (106) to facilitate change in transmission ratios. Based on input form VCU/ECU, the slider mechanism (112) enables movement/displacement of roller (110) moves in axial direction changes the contact point on the first curved surface (104) and the second curved surface (108). Axial movement of roller (110) towards first end (at which input shaft is connected) of the driving toroid (102) to "upshift" in gear ratio to allow motor/engine to operate at lower revolutions per minute (RPM) for a given wheel speed. Conversely, if roller (110) moves towards send end (i.e., opposite end of the first end) of the driving toroid (102), that decreased the contact area diameter to "downshift" gear ratio to providing more power/torque. Similarly, when the roller (110) moves axially towards the end of the driven toroid, roller (110) modifies the engagement in such a way that could increase the diameter of the contact area on the driven toroid (106) to enable "upshift" of gear ratio, in which vehicle can maintain or increase its speed.
An exemplary operation can be illustrated for the CVT system (100) deployed in electric vehicle (e.g., scooter, car) for driving in hilly terrain. In such scenarios, the demand of torque or speed by powertrain vary significantly due to the continuous change in slope of driving surface. As the vehicle begins to ascend a hill, the requirement for torque increases to maintain speed while climbing. In response to changing demands, the CVT system (100) adjusts the transmission ratio to optimize power delivery. Adjustment is facilitated by the slider (112), which moves the roller (110) to alter its engagement between the first curved surface (104) of the driving toroid (102) and the second curved surface (108) of the driven toroid (106). If an increase in torque is required to maintain speed during the ascent, the slider (112) displaces the roller (110) in such a manner (in first position) that roller (110) engages with the driving toroid (102) at higher diameter region, while simultaneously engaging with driven toroid (106) at region at lower diameter region. The aforesaid adjustment lowers the transmission ratio, increasing the torque output to the wheels without necessitating an increase in motor speed. Conversely, when descending a hill, the demand for torque decreases, and the vehicle can maintain or increase speed with less power. The slider (112) then adjusts the roller (110) in second position to decrease the engagement diameter on the driving toroid (102) and increase engagement diameter region of driven toroid (106), thereby increasing the transmission ratio. The transformation of roller in second position can reduce motor speed, contributing to battery efficiency and minimizing wear on the motor and transmission system. By controlling position of roller (110) by the slider (112), the CVT system (100) enables operation of the vehicle at the optimal condition, regardless of changing driving conditions. The ability to continuously vary the transmission ratio without fixed gear ratios allows the CVT system (100) to provide seamless acceleration and efficient power utilization.
In this scenario, as the driver presses the accelerator pedal, the vehicle control unit (VCU) triggers a signal to adjust the position of the slider (112) to cause the roller (110) to change point of contact along the first curved surface (104) of the driving toroid (102) and the second curved surface (108) of the driven toroid (106). By moving the roller (110) towards the outer edge of the driving toroid (102) and simultaneously towards the inner edge of the driven toroid (106), the transmission ratio is increased, resulting in a higher output speed from the driven toroid (106) relative to the input speed of the driving toroid (102) to accelerate the vehicle. Conversely, when the driver reduces pressure on the accelerator pedal, VCU triggers signal to the slider (112) to adjusts to moves the roller (110) towards the inner edge of the driving toroid (102) and towards the outer edge of the driven toroid (106), effectively decreasing the transmission ratio. As a result, the output speed from the driven toroid (106) decreases relative to the input speed of the driving toroid (102), allowing the vehicle to decelerate. Thus, VCU can smoothly adjust the transmission ratio through the positioning of the roller (110) by the slider (112) to optimize operation of vehicle by seamless acceleration and deceleration without the perceptible shifts in gears. Thus, VCU can smoother driving experience and improving fuel efficiency by ensuring the motor operates within its most efficient range.
In an embodiment, at least one of the roller (110), the first curved surface (104), and the second curved surface (108) comprises a frictional coating disposed on an external layer thereof. The frictional coating enhances the grip between the roller (110) and the curved surfaces, thereby improving the transfer efficiency of

rotational motion from the driving toroid (102) to the driven toroid (106). The frictional coating can reduce slippage and increase the operational efficiency of the toroidal-type CVT system (100). Optionally, the frictional coating may be composed e.g., polymers composite of ceramic or metal particles. The frictional coating can enhance the engagement between the roller (110) and the toroid surfaces for efficient transmission of rotational motion due to increased friction, which reduces slippage (by improving grip) between the contacting surfaces. Additionally, the improved grip facilitated by the frictional coating allows for a finer and more responsive adjustment of the transmission ratios to control power output.
In another embodiment, the roller (110) is mounted on the slider (112) using a ball bearing assembly that facilitates smoother movement of the roller (110) along the slider (112), reducing friction and wear. The friction reduction enables longevity of the roller (110) and consistent transmission performance over time. Optionally, the ball bearing assembly may be associated with sealed or shielded configurations to protect against contamination and facilitate maintenance. The roller (110) positioning by slider (112) (through ball bearing) relation to the curved surfaces of the driving toroid (102) and driven toroid (106), can enable seamless modification of gear ratios and also reduced rotational resistance, facilitating smoother and more efficient power transmission. The reduction in resistance enables the CVT system (100) to operate without producing noise and vibration, enhancing the comfort level of driver/occupant. The repositioning of roller (110) (through slider (112)) can enable dynamic and flexible control over the transmission ratios based on to the vehicle operating parameter (e.g., speed, required torque, weight/load etc.).
In a further embodiment, the ball bearing assembly comprises a lubrication mechanism to lubricate the ball bearing. Lubrication reduces friction and the risk of overheating during operation to extend service life of the ball bearing assembly, thereby contributing to the overall reliability of the toroidal-type CVT system (100). Optionally, the lubrication mechanism could include automatic lubrication unit that deliver lubricant at predetermined intervals or condition-based unit that adjust lubrication based on real-time operational parameters. The lubrication mechanism enables consistent and smooth engagement of roller (110) with the curved surfaces of the driving toroid (102) and driven toroid (106) to enable effective transmission of power. Further lubrication reduces the resistance encountered during adjustments, allowing for more precise and fluid movement of the roller (110).
In an additional embodiment, the slider (112) comprises a spring mechanism that provides a controlled force to control positioning of the roller (110), enabling fine adjustments to the transmission ratio by modulating the engagement between the roller (110) and the curved surfaces to vary operational demands, enhancing the dynamic response of the toroidal-type CVT system (100). Optionally, the spring mechanism could incorporate adjustable tension settings, allowing for customization of the force applied based on specific application requirements. The spring mechanism facilitates automatic adjustment and tensioning of the roller's (110) position, enabling more responsive adaptation to changes in torque and speed. The spring mechanism aids (through application of constant tension) in maintaining constant contact between the roller (110) and the toroidal surfaces for the uninterrupted transmission of power. Additionally, by exerting optimal tension onto the roller (110), present disclosure enable reduction in risk of slippage, vibration and misalignment of roller (110).
In a subsequent embodiment, the first curved surface (104) and/or the second curved surface (108) comprise multiple ridges, which increases the surface area for contact with the roller (110) and also improv the mechanical grip and transmission efficiency. The improvement in mechanical grip can enhance torque transmission capacity of the CVT system (100), enabling it to handle higher loads with reduced slippage. The design/formfactor of the ridges may vary in terms of profile, spacing, and height to optimize the balance between grip and smoothness of operation. Furthermore, the ridges also facilitate controlled and precise variation of the transmission ratio, allowing for smoother acceleration and deceleration responses in the vehicle.
In another embodiment, the roller (110) comprises multiple annular grooves, wherein an annular groove of the multiple annular grooves engages with a corresponding ridge of the multiple ridges associated with the first curved surface (104) and/or the second curved surface (108). The engagement of annular grooves with corresponding ridges enables secure and controlled mechanical interface between the roller (110) and the driving toroid (102) and driven toroid (106) can facilitate efficient transfer of rotational motion. The engagement of annular grooves with corresponding ridges can enable high degree of control over the transmission ratio for a more responsive and efficient CVT system.
In a further embodiment, the roller (110) comprises a varying diameter along the third rotational axis. The varying diameter of the roller (110) enables a broader range of transmission ratios to be achieved, enhancing the versatility of the CVT system (100) in adapting to different speeds and load conditions. The varying diameter can enable to achieve diverse operational requirements of vehicles or machinery equipped with the CVT system (100), providing a more efficient and responsive power delivery. Optionally, the variation in diameter could be implemented through a tapered design or by incorporating adjustable segments that alter the effective diameter based on the position of the roller (110). The varying diameter allows for dynamic adjustment of the contact patch of roller (110) with the driving toroid (102) and driven toroid (106) to facilitate efficient power transmission.
In an additional embodiment, the toroidal-type CVT system (100) comprises a cooling arrangement, and the cooling arrangement comprises multiple coolant circulation channels disposed within the driving toroid (102), the driven toroid (106), and/or the roller (110). The cooling arrangement mitigates the heat generated during operation, maintaining the components within optimal temperature ranges. Temperature regulation prevents thermal degradation of the system components and preserving the efficiency and reliability of the CVT system (100). Optionally, the coolant circulation channels could be arranged to maximize heat dissipation from the area’s most susceptible to overheating. Efficient heat management (through cooling arrangement) can assist to maintain the mechanical properties of the components, reducing thermal expansion, and preventing thermal degradation of lubricants.
In a subsequent embodiment, the cooling arrangement comprises a pump to circulate a coolant through the coolant circulation channels. The pump enables a consistent flow of coolant, effectively distributing the cooling effect throughout the CVT system (100). The consistent coolant flow can enable maintenance of uniform temperature control, thereby minimizing the risk of localized overheating and potential damage to the various components. Optionally, the pump could be equipped with variable speed controls to adjust the cooling intensity based on real-time thermal loads, optimizing the cooling efficiency and energy consumption of the CVT system (100).
The roller (110), by engaging simultaneously with the first and second curved surfaces of the driving toroid (102) and driven toroid (106), acts as the key mediator of power transmission within the CVT system (100). Simultaneous engagement allows for the precise control and variation of the transmission ratio, directly influencing the performance characteristics of vehicle. The slider (112), by enabling the displacement of the roller (110), introduces a mechanism for adjusting the engagement between the roller (110) and the curved surfaces of each toroid. Repositioning of roller (110) can allow dynamic modification of the transmission gear ratio, providing vehicle to adapt to varying driving conditions instantaneously.
Applying a frictional coating to the first and second curved surfaces of the driving toroid (102) and driven toroid (106) respectively, ensures a more secure and effective contact with the roller (110). Secure contact is crucial for the seamless transfer of power within the CVT system (100), minimizing energy loss due to slippage. Moreover, the enhanced friction at these interfaces allows for the system to operate more efficiently under a wider range of loads and speeds, offering improved adaptability and performance. The protective aspect of the frictional coating also serves to reduce surface wear, thereby extending the operational longevity of driving toroid (102) and driven toroid (106).
By introducing a frictional coating to at least one of the roller (110), the first curved surface (104), and the second curved surface (108), as discloses in disclosure, is multifaceted. Primarily, it enhances the operational efficiency of the CVT system (100) by ensuring a more reliable and effective power transmission through increased friction, which reduces the potential for slippage. The increased efficiency directly translates into better fuel economy and smoother acceleration for the vehicle. Additionally, the inclusion of a frictional coating extends the lifespan of the components by providing a protective layer against wear, contributing to a more durable and low-maintenance CVT system (100). Overall, the specification of a frictional coating introduces significant improvements in the performance, reliability, and longevity of the toroidal-type CVT system (100).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.

WE CLAIM:
1. A toroidal-type continuous variable transmission (CVT) system (100), the CVT system (100) comprising:
- a driving toroid (102) to receive rotational motion, wherein the driving toroid (102) is associated with a first curved surface (104);
- a driven toroid (106), wherein the driven toroid (106) is associated with a second curved surface (108);
- a roller (110) disposed to simultaneously engage the first curved surface (104) of the driving toroid (102) and the second curved surface (108) of the driven toroid (106), wherein the simultaneous engagement of the roller (110) with the first curved surface (104) and the second curved surface (108) enables to transmit the rotational motion from the driving toroid (102) to the driven toroid (106); and
- a slider (112), wherein the roller (110) is mounted on the slider (112) and wherein the slider (112) enables displacement of the roller (110) to modify the engagement of the roller (110) with respect to the first curved surface (104) and the second curved surface (108) to change the transmission of the rotational motion from the driving toroid (102) to the driven toroid (106).
2. The toroidal-type CVT system (100) as claimed in claim 1, wherein at least one of the roller (110), the first curved surface (104) and the second curved surface (108) comprises a frictional coating disposed on an external layer thereof.
3. The toroidal-type CVT system (100) as claimed in claim 1, wherein the roller (110) is mounted on the slider (112) using a ball bearing assembly.
4. The toroidal-type CVT system (100) as claimed in claim 1, wherein the slider (112) comprises a spring mechanism.
5. The toroidal-type CVT system (100) as claimed in claim 1, wherein the first curved surface (104) and/or the second curved surface (108) comprise multiple ridges.
6. The toroidal-type CVT system (100) as claimed in claim 1, wherein the roller (110) comprises a varying diameter along the third rotational axis, wherein displacement of the roller (110) occurs in an axial direction that is parallel to a longitudinal axes of the driving toroid (102) and the driven toroid (106).
7. The toroidal-type CVT system (100) as claimed in claim 1, wherein the toroidal-type CVT system (100) comprises a cooling arrangement and wherein the cooling arrangement comprises multiple coolant circulation channels disposed within the driving toroid (102), the driven toroid (106) and/or the roller (110).
8. The toroidal-type CVT system (100) as claimed in claim 3, wherein the ball bearing assembly comprises a lubrication mechanism.
9. The toroidal-type CVT system (100) as claimed in claim 6, wherein the roller (110) comprises multiple annular grooves, wherein an annular groove of the multiple annular grooves engages with a corresponding ridge of the multiple ridges associated with the first curved surface (104) and/or the second curved surface (108).
10. The toroidal-type CVT system (100) as claimed in claim 7, wherein the cooling arrangement comprises a pump to circulate a coolant through the coolant circulation channels.

ABSTRACT
TOROIDAL-TYPE CONTINUOUS VARIABLE TRANSMISSION SYSTEM FOR ELECTRIC VEHICLE
The present disclosure provides a toroidal-type continuous variable transmission (CVT) system (100), comprising a driving toroid (102) to receive rotational motion, wherein the driving toroid (102) is associated with a first curved surface (104); a driven toroid (106) that is associated with a second curved surface (108); a roller (110) simultaneously engages first curved surface (104) and the second curved surface (108), wherein the simultaneous engagement of the roller (110) with first curved surface (104) and second curved surface (108) enables to transmit rotational motion from driving toroid (102) to driven toroid (106); and a slider (112), wherein roller (110) is mounted on the slider (112) to enable displacement of roller (110) to modify the engagement of the roller (110) with respect to the first curved surface (104) and second curved surface (108) to change the transmission of rotational motion from driving toroid (102) to driven toroid (106).
FIG. 1
, Claims:WE CLAIM:
1. A toroidal-type continuous variable transmission (CVT) system (100), the CVT system (100) comprising:
- a driving toroid (102) to receive rotational motion, wherein the driving toroid (102) is associated with a first curved surface (104);
- a driven toroid (106), wherein the driven toroid (106) is associated with a second curved surface (108);
- a roller (110) disposed to simultaneously engage the first curved surface (104) of the driving toroid (102) and the second curved surface (108) of the driven toroid (106), wherein the simultaneous engagement of the roller (110) with the first curved surface (104) and the second curved surface (108) enables to transmit the rotational motion from the driving toroid (102) to the driven toroid (106); and
- a slider (112), wherein the roller (110) is mounted on the slider (112) and wherein the slider (112) enables displacement of the roller (110) to modify the engagement of the roller (110) with respect to the first curved surface (104) and the second curved surface (108) to change the transmission of the rotational motion from the driving toroid (102) to the driven toroid (106).
2. The toroidal-type CVT system (100) as claimed in claim 1, wherein at least one of the roller (110), the first curved surface (104) and the second curved surface (108) comprises a frictional coating disposed on an external layer thereof.
3. The toroidal-type CVT system (100) as claimed in claim 1, wherein the roller (110) is mounted on the slider (112) using a ball bearing assembly.
4. The toroidal-type CVT system (100) as claimed in claim 1, wherein the slider (112) comprises a spring mechanism.
5. The toroidal-type CVT system (100) as claimed in claim 1, wherein the first curved surface (104) and/or the second curved surface (108) comprise multiple ridges.
6. The toroidal-type CVT system (100) as claimed in claim 1, wherein the roller (110) comprises a varying diameter along the third rotational axis, wherein displacement of the roller (110) occurs in an axial direction that is parallel to a longitudinal axes of the driving toroid (102) and the driven toroid (106).
7. The toroidal-type CVT system (100) as claimed in claim 1, wherein the toroidal-type CVT system (100) comprises a cooling arrangement and wherein the cooling arrangement comprises multiple coolant circulation channels disposed within the driving toroid (102), the driven toroid (106) and/or the roller (110).
8. The toroidal-type CVT system (100) as claimed in claim 3, wherein the ball bearing assembly comprises a lubrication mechanism.
9. The toroidal-type CVT system (100) as claimed in claim 6, wherein the roller (110) comprises multiple annular grooves, wherein an annular groove of the multiple annular grooves engages with a corresponding ridge of the multiple ridges associated with the first curved surface (104) and/or the second curved surface (108).
10. The toroidal-type CVT system (100) as claimed in claim 7, wherein the cooling arrangement comprises a pump to circulate a coolant through the coolant circulation channels.