BE554360A - - Google Patents

Description

       

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   The present invention relates to an improvement in speed changes for machines and vehicles, in particular for motorcycles, scooters and bicycle-engines in which the control of the individual ratios is effected by virtue of the fact that a

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 movable wedge is moved axially in the hollow shaft carrying the drive wheels, by means of which the locking members acting on the drive wheels are moved radially in such a way that the drive wheel concerned is coupled to the hollow tree.



   The movable wedge consists of a shaft with a widening which serves to push the locking members, for example balls located in axial passages of the hollow shaft, partially in corresponding pockets (recesses) of the wheel. control and thus effect the coupling between the hollow shaft and the control wheel where the head, acting on the balls, of the movable wedge has been brought. The free end of the movable wedge protrudes from the hollow shaft. At this free end is applied the force of displacement of the movable wedge. This movement was previously effected by means of hand operated levers or, for motorcycles, by a foot operated lever.



   The improvement according to the invention is characterized in that the displacement of the movable wedge is effected by electro-f mnts.



   The invention is also characterized in that advantageous improvements and modifications are made to the movable wedge system actuated by the electromagnets, as well as that the electromagnets are provided in advantageous arrangement, mounting and number.



   The essential characteristic of the intention is therefore the displacement of the movable wedge by electromagnets.



   The electromagnets act either directly on the free end of the moving wedge, or indirectly, in that they act on reciprocating slides or cylinders / control, or other means, which are connected with the movable wedge '.



   The control of the electromagnets can be carried out by

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 push buttons. During a direct actuation of the movable wedge by electromagnets it is advantageous that the coils of love, arranged in succession los one of the others act on a frame which is fixed to an extension of the movable wedge, the number of bo - matching bin. that of reports. There are, however, other possibilities also for the direct actuation of the movable wedge, which will be described below and which also form part of the object of the invention.



   The actuation of the electromagnets can be carried out by a series connection.



   It is also advantageous to provide inside the coil coils iron cores or rings, which retain a remanent magnetization after the current is cut off.



   The magnet coils can be arranged outside the gearshift. It is also possible to provide a mobile coil which actuates, by a rotation in stages, the mobile wedge, for example by means of a control cylinder or a rotating slide.



   It is advantageous, -and this is an object of the invention, that at least one magnet is provided for the neutral position.



   Another characteristic of the invention consists, for a gear change actuated 'according to the invention by electromagnets, in providing two or more mobile wedges, each moving wedge then being subjected to the influence of electromagnets (coils control ).



   Advantageous embodiments, with features forming part of the invention, will be described hereinafter and indeed for gear changes with two movable wedges, which can also be referred to as drive shafts.



   The speed change with several movable shafts and wedges actuated, according to the invention, by electromagnets, can also include trot movable wedges or control shafts. The advent

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 The stage of this gear change with several shafts according to the invention lies not only in that the actuation takes place electromagnetically but also in that the individual wheels of the transmission can be arranged with small deviations between axes and with a short construction method, the small deviations between axes being possible because, - in the desired ratios,

   two or less intermediate wheels can be used for forward gears and four intermediate wheels for rear gears.



   The driving and driven wheels can advantageously be arranged on a drive shaft. In such gear changes each movable wedge (control shaft) is subjected to two forces effecting the control, which exist in a neutral position laterally with respect to the two control members for the two ratios to be controlled by a movable wedge.



   In such a gear change, it is possible to shift directly from each gear to the neutral position and from the latter directly to each gear.



   The distribution of the pairs of wheels on three or more shafts, depending on whether one foresees, including the reverse gear (s), 6 or 8 gears, etc., offers the further advantage that the distribution of the various wheels can take place in such a way that the lowest relative speeds occur for the control wheels turning on the corresponding control shafts.



   Examples of embodiments according to the invention will be described below for gear changes with two and three shafts.



   In the speed changes mentioned above with two movable wedges (drive shafts), the individual movable wedges are actuated independently of each other by electromagnets, i.e. when a movable wedge is actuated, for example therefore from a neutral position towards a relation, the

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 other mobile corners then remain mobile. It has therefore been taken into account, according to another characteristic of the invention, that a locking device prevents an undesirable displacement of a second movable wedge. Such blocking devices will be described below.



   It is however also possible, according to another characteristic of the invention, that two movable corners (control shafts) move parallel to each other are rigidly connected and over part of their common movement, one of the movable corners performs the controls and on the other part of this movement the other coinmobile has the control. This embodiment has the advantage that the two movable wedges can be actuated by a set of electromagnets and that the diameter of the latter does not depend on. the distance between the axes of the toothed wheels.



   The group of magnets made up of magnets arranged in succession comprises a control coil for each report. A further control coil can be provided for the neutral position. It is naturally also possible to provide several control coils for neutral positions.



   The invention also relates to the electrical assembly of the magnets actuate the movable wedge or wedges (control shafts) and is characterized in that, thanks to an electrical control system, the stages of the gear change located between the position start and the desired one can be passed auto
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 mptically.



   For the transition to the neutral position, it is proposed according to another characteristic of the invention, to cut off the current when the core of love, which is in direct or indirect connection with the mobile -coin (control shaft), has reached exactly or approximately the middle position between two stages of the gear change.



   It is also proposed to put the control coils successively

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 cessionally or selectively in circuit by means of a manually operated contact pad and prevent by means of stops the simultaneous switching on of several coils.



   The contact plate is advantageously provided with a spring which returns it, resting against the housing of the control system, to the starting position.



   In addition to the control device, a no-load button actuated independently of the gear change control can be provided for commissioning the neutral position.



   Another feature of this embodiment of the gearshift according to the invention is the fact that between the control element and the iron core can be interposed an elastic intermediate element which allows a deflection. elastic in two directions.



   The invention is further characterized by the fact that instead of the aforementioned elastic intermediate element, which is interposed between the control element and the iron core, conductive blades are arranged on the coil body or the magnet core in order to increase the magnetic starting forpe.



   For the initiation of the control process, it is necessary to have a determined starting force, which is greater than the average force. Therefore, the magnet coils have to be calculated more widely. For gear changes for motor vehicles, and especially for small vehicles, motorcycles, scooters and bicycle motors, it is however - therefore it is necessary to use only gear change elements as small as possible, therefore also the power coils and with reduced current consumption.

   In order to increase the starting force, there is provided according to the present formed embodiment a spring which firstly gives a possibility of deflection to the core of love and only comes into contact with the control element after having traversed a distance. certain distance This mole

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 This embodiment will be described below with reference to the accompanying drawings, the starting force is increased by this system. During the angle bracket phase of the control movement, only the 'la. spring tension, which is insufficient under certain load conditions.



   According to the characteristic of the invention consisting, in order to increase the starting force, in arranging the conductive elements on the coil body or the core of the magnet, the distribution of the forces adapts even better to the demand than in the case of spring with mechanical action.



   Another characteristic of the invention relates to electromagnetically controlled speed changes with two or more control shafts, in which case a contactor connected to the mechanical blocking device already mentioned is removed, when a gear is put in. service, from its rest position and thereby connects two coils together in such a way that they are first switched on simultaneously. when pressing the idle button, such. so that they return the contactor to the rest position and are switched off again when the rest position is. reached.



   A characteristic of this magneto-electric arrangement, in which the gear change is effected by double-acting magnet coils arranged in succession and in which two or more control shafts are provided, is that a control member. blocking connected to a third control shaft can enter a recess of the blocking device located in connection with the other control shafts only when this device is in the rest position and no gear is in use.



     Provision is made that, as already mentioned above, by means of the engagement of the locking member of the third drive shaft, the other locking device for the two drive shafts is locked.

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   Other details and features of the invention will emerge from the description below, given without limitation and with reference to the accompanying drawings, in which:
Figure 1 is a schematic view of a gear change, in which the gears are controlled by a movable wedge (drive shaft), which is operated by magnets.



   Figure 2 is a schematic view of a speed change, in which the gears are controlled by several movable wedges (control shafts), which are controlled by magnets.
Figure 3 is a sectional view of a movable wedge and a grou-
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 magnet 'actuate it.



   Figure 4 is an elevational view of an arrangement in which the magnets acting perpendicular to the axis of the moving wedge actuate a control slide.



   Figures 5 and 6 are end and elevational views of an arrangement in which the magnets, placed perpendicular to the axis of the movable wedge, move a drive wheel attached to an extension of the movable wedge.



   FIG. 7 is an elevational view, partially in section, of a device with two magnets, arranged parallel to the axis of the movable wedge, the displacement of which is transmitted to a toothed extension of the movable wedge by means of clicks.



   Figure 8 is a sectional view of a gear change
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 with two trees due CO? ': î.r.îc ^ 27¯.8.



   Figure 9 is a partial elevation view in the direction exirl of the shafts.



   Figure 1C 'is a sectional view of the assembly for the rear pole.
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  FIG. 11 is a diagram of the locking mechanism for a shift-the speed at several movable corners, the first. and 4x>? ¯-r¯ ratios being laid out on a :: rbr corriun, the three ëièm6 and ÇL1. -trlC.aG reports as 1: f ".0 X4s" 'l oebe If works: "¯'1.'l: -

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Figure 12 is a sectional view of a gearshift with several movable wedges, the first and second gears being arranged on a common prbre, the third and fourth gears on a second common shaft and the rear gear separately, gears 1,2 and 3,4 can be mechanically locked.



   Figure 13 is a longitudinal sectional view of a gearshift with three movable wedges, the three control shafts being shown with these three movable wedges in a plane.



   Figure 14 is a schematic view of the arrangement of the three control shafts of Figure 13, in the axial direction.



   FIG. 15 is a schematic sectional view of the device for blocking the movable wedges, seen in the axial direction of the latter, taken along the line III-III of FIG. 13.



   FIG. 16 is a view in longitudinal section of a gear change with two movable wedges, the latter being rigidly connected to each other and actuated by a group of magnets.



   Figures 17 to 23 are schematic views of a control device with a movable wedge, with an intermediate element, for example a spring, interposed in the iron core actuating the control. This device comprises a system such that the intermediate stages of the gear change can be passed automatically and an automatic contactor which, upon actuation of a no-load button, connects in series the coils which are in operation. intermediate position and which cuts the current when the neutral position between first and second gears is reached.

   A manually operated contact plate is provided which successively or selectively connects the control coils and prevents the simultaneous switching on of several coils by means of stops, a spring returning the contact plate, resting on the housing, to the starting position. An idle button, located in the same control box, is actuated independently of the gearshift control.

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   Figures 24 to 29 show a magneto-electric assembly, in which conductive blades are arranged on the coil body or the zinc core to increase the starting magnetic force, figures in which:
Figure 24 is a longitudinal sectional view of the coil body and the love core.



   Figure 25 is a view. side corresponding to figure 24.



   Figure 26 is a sectional view along the line XXVI-XXVI of Figure 27 of an embodiment of the coil body with bilateral magnetic conductive blades.



   Figure 27 is a side view corresponding to Figure 26
Figure 28 is a partial sectional view along the line
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 "VI2T-¯'VIII of figure 27.



   Fig. 29 is a perspective view of the love core.



   Figures 30 to 35 show a gear change with two control shafts, in which the gear change is effected by double-acting magnet coils and a contactor connected to a mechanical blocking device is moved away from its position. idle when a gear is in use and it then connects two coils so that they are first put in the circuit together when the idle button is actuated, so that they return the contactor in the idle position and are switched off again when this idle position is reached.



   Among these figures:
FIG. 30 is a top view of the coils for the forward and reverse ratios. the fi jure 31 is a sectional view of the coils.



   Figure 32 is a sectional view along the pivot axis
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 the 1 ^) 16This osc-1llênte as well as contacts.

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   Figure 33 is a sectional view perpendicular to the pivot axis, above the contactor.



   FIG. 34 is a diagram corresponding to the rotation of the contactor in the direction opposite to that of the hands of a watch.



   Fig. 35 is a diagram corresponding to the rotation of the contactor clockwise.



   Figures 1 and 2 show changes of speed, the characteristics of which in accordance with the invention will be described below. They also represent the principle of the movable wedge system. Figure 1 shows a speed change with a movable wedge 2, which can be moved axially in a hollow control shaft 36 and the head 1 of which moves balls 30 act as locking members in such a way that the drive shaft is coupled to one of the drive wheels 32, 33, 34 and the drive shaft
35. The balls are guided in radial / control passages, 36.

   At the free end of the movable wedge 2 is arranged a magnet armature 3, which can be moved, together with the movable wedge, by the magnet coils in the axial direction.
FIG. 2 represents a change of speed with two movable wedges 38 and 39, each of them comprising two heads 38b,
38c and 39b, 39c. Figures 3 to 7 show the possibilities for actuating the movable wedge (s), firstly directly (Figure 3), as is also the case in the embodiments of Figures 1 and 3 and other figures . Secondly, Figures 3 to 7 show the possibility of indirect actuation of the movable wedge, or naturally also of several movable wedges, by electromagnets.

   Five coils of love L, I, II,
III and IV are provided next to each other concentrically with respect to the axis of the movable wedge 2. The width of the feed coils, which are arranged in close proximity to one another, is such that the distance between their centers corresponds to the displacement of the movable wedge for each control stage. The coil

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 L is intended for the neutral position. The movable wedge is attracted to the position which is determined by the particular electromagnetic field put into action. the can be carried out by means of push buttons; all the magnets can also be actuated one beside the other by a series connection.

   In addition, an electrical step-by-step control system can be provided which, when actuated, always controls the next gear in either direction.



   To block the reports, it is possible to provide inside the coils of small cores or iron rings, which even after the power is cut off a remanent magnetization which is sufficient for the purpose of fixing the report.



   So that the magnetism of the coils is not transmitted to the moving wedge, the connection between the armature .l'aiment 3 and the moving wedge 2 must be made of a non-magnetizable material.



   The coils of love can be arranged outside the gearshift. In the embodiment of FIG. 3, provision is made to place the coils. the outside of the controlled chain sprocket 4, the position of which is simply indicated.



   The embodiment according to figure 4 shows a guide sleeve 7, which can rotate coaxially with respect to the extension of the movable wedge, around the latter, and has recesses in the form of teeth in the saw, which, during rotation of this slide, - act on a bolt 5 at the free end of the movable wedge shaft 2 in such a way that this movable wedge is moved step by step in one or the other direction .

   the rotation can be effected by two peppers, one oscillating in one direction and the other in the other direction check impulse of the magnets carrying out an advance. one step, therefore the displacement of the bolt 5 in 1 'eagerly. toothed the next saw.

   a each of the magnets, not shown in Figure 4, also corresponds to a spring, which returns the slide 7 after the movement in posiè

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 median tion. The teeth of the slide 7 have a shape such that, during pivoting in one direction, the movable wedge is moved by a control step in one direction, the slide 7 then receiving, by means of a cam 6 which cooperates with a fixed bolt 8, a longitudinal movement, which passes the bolt 5 from the end of the movable wedge over the tips of the teeth.



     The electromagnetic actuation is limited in this example. with two contacts, ¯ so that one of the contacts performs the forward command and the other the reverse command. The locking of the reports can then be carried out either electromagnetically or mechanically. A combination with an idling system, as described in connection with figure 3, can also be realized.



   The exemplary embodiment according to Figures 5 and 6 likewise comprises two magnet coils 9 and 10 directed perpendicularly to the axis of the movable wedge; whose reinforcements 13 and 14 can be influenced against the force of the springs 11 and 12, carry articulated control pawls 15 and 16, which act on a control wheel 17,. of which the teeth of one half are directed in the direction opposite of that of the teeth of the other half.

   The drive wheel 17 is connected to a socket 18, which is rotatably supported on the movable wedge shaft 2, but which cannot be moved axially. The socket 18 comprises a cam groove 18 through which a perpendicular stud 20 passes. attached to the movable wedge shaft 2.

   The cam is set so that the rotation caused by a pulse of the magnet. control wheel 17 causes an advance or one step the control of the movable wedge. The installation of: contacts is the same for this mode,: the embodiment as for the case dscri-t with reference to 1p figure 4.



   Figure 7 shows the mounting of two magnet coils 21 and 22, which are arranged parallel to the movable wedge extension 23. The operation of the reinforcements 26 and 27 can

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 being attracted in the coils against the action of spring 24 and 25 is done in opposite sides.

   Said armatures carry articulated control pawls 28 and 29 which can engage in recesses 23 of the movable wedge shaft 2 and act so that the movable wedge shaft is moved to the right when the magnet 21 is energized and to the left when the magnet 22 acts in a control step. The installation of .contracts is equipped, in this exemplary embodiment, with two contacts as is the case for the two exemplary embodiments, following FIGS. 4 to 6.
In all / embodiments where the magnets cause movement;

   rotary of a means acting on the movable wedge shaft, as shown in Figure 4 or in Figures 5 and 6, it is also possible to provide instead of two magnets a movable coil, which, by its rotation in either direction, gives the desired effect.



   In the movable wedge gear changes described above all gears were controlled on a jackshaft. The drive wheels are freely arranged on the hollow drive shaft, in which the movable wedge is slidably supported and, thanks to its sliding, one wheel after the other is connected by drive elements. or locking, for example desmodromically, and the relevant gear is thus put into service. the sequence of commands is for example:

     L idling, I II, III, IV (as for example following fi jure 3 or I, L idling, II, III, IV or R reverse L idling, I, II, III, IV.



  This command succession is usual in particular for motorcycle transmissions. It is. however disadvantageous that no gear can be made with moving wedge gearshift laws. All reports should be put in

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 service in the indicated succession.



   According to the invention, this disadvantage is eliminated thanks to the fact that several mobile corners, and at least two, are provided, acting on several sets of wheels, and at least two. In this way, you can go directly from any gear to idling and therefore also to any other.



   According to the invention, an embodiment is provided which is characterized in that in each of the two shifting shafts .1 there is a movable wedge, by means of which two ratios can be controlled.



   The movable wedges are advantageously made and arranged with respect to one another so that they do not couple / in the middle position any wheel, so that all the wheels are idling. In this way, according to the invention, it is possible, in one control stroke, to switch from any gear to idling and from idling to any desired gear. The control can take place by means of levers either directly, - manually, or electrically, pneumatically or hydraulically
Examples of embodiments are shown in Figures 8 10 The gear change comprises two control shafts 212 213, with wheels 214, 215 (first report), 216,217 (third report), 218, 219 (second report), 220, 221 (fourth report).



   In each control shaft is guided, in a manner known per se, a movable wedge 20a and 201b. Each movable wedge performs, by means of locking or control members, in this case of the balls 222, the desired desmodromic connection between the control shaft and the gear change wheel.



  By means of other balls 223, the control positions of the movable corners are locked.



   In the case shown in the drawings, the first gear

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   (first report). is in service. Wheels 214 and 215 are engaged.



   A deflection plate 209 pivotable around a fixed bolt is connected to the movable wedges 210a and 201b in such a way that two gears cannot be controlled simultaneously at one time.



   In the case of an electric control of the movable corners, one provides coils, magnet 202, 203, 204 and 205 and actually two for each movable corner. If the coil of love corresponding to any ratio receives current through a push button assembly, an iron core 206 attached to the movable wedge is attracted to the center of the magnetic field and the ratio is thus activated. '
The control of the idle operation is effected by the fact that the adjacent coil receives current when the idle button is actuated, this current is cut off when the moving wedge e reaches its neutral position.

   This current control is effected by contacts 207, which are controlled mechanically as a function of the movement of the movable wedge, by means of control slides 208a and 208b. is
The reverse gear control (Fig. 10) / effected by one or two separately disposed magnet coils 210 which control the reverse gear intermediate wheel either from the wedge. mobile, or by a direct operated / caliper. order number 211.



   The arrangement of the control wheels on a control shaft, for example: as in the ces of figure 1, has the disadvantage that when starting the idle mode, one or more gears must be changed. and that the gear change wheels cannot exceed a minimum dimension determined by the control mechanism It follows that when a high gear is put into service, the wheels spinning in empty gears.

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 lower have high relative velocities.



   Thanks to the division into several shafts with several movable corners, it is possible to arrange the operating mechanism inside the larger wheels, so that it is not necessary, to account for the mechanism control, to give the wheels dimensions greater than what is necessary. The high relative speeds of idle gears are thus also avoided.



   The arrangement with several shafts also makes it possible to go directly from any gear to idling without having to go through one or more other gears. It is further possible; to control any report from idling, likewise without having to go through one or more other reports: In this embodiment, it is also possible to achieve the. reverse by means of a movable double wheel (not shown here), when two idling wheels are connected by engaging said double wheel; This embodiment is usual, but its use is not made. possible only by the separate arrangement of the controlled shafts. Reverse gear can then also be controlled by a spool arranged separately.



   In all these gear changes with several control shafts, it is essential to ensure the control so that several gears cannot be controlled at once, but on the contrary, care must be taken that the gear The previous gear will surely come into neutral before the next gear is engaged. This can be achieved not only with an electrical system, but also with a mechanical system or an electrical-mechanical combination.



     FIG. 11 represents an electric locking, in which the first / second reports are arranged on a common control shaft, the third and fourth reports and the reverse gear on a third shaft. Figure 12 shows

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 even a three-shaft shifting, with first and second gear together, third and fourth gears in. appears and the separate reverse gear, gears 1-2, 3-4 - ', both mechanically locked. Reverse gear can be locked in the same way.



   A contact 303 is disposed on the gearshift in such a way that it is actuated at the same time as the gear control, or alternatively the switch can pivot around a point 304 and then, whenever a report is put into service, contact 303 is necessarily closed.



   In addition to this contact, there are also four contact springs 305, 306, 307 and 308. These four contact springs have the same purpose as in the embodiment according to Figures 17 to 23, which will be described later. . The coils can be connected to ground both via the ratio switch and via the four contact springs 305, 306, .307 and 308 and thus receive current when the contact is made. 303 is operated simultaneously. So if a gear is turned on, the opposite coil is likewise turned on.

   This does not play any role in the operation, because the core of love has already been moved away from the middle position and the core. of magnet is at-. pulled by the coil in which the magnetic poles have come closest.



   It should be mentioned that it is possible to connect the opposite coils so that they block the action of the magnetic springs.



   If the first gear is therefore put into service, for example, contact 303 is first closed. The coil 301 is thereby connected to the positive pole of the battery and the core of love moves in the direction of the coil 1, the spring 305 contacts the mass before the final position and therefore the coil 2 is power on.

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     When the gear switch is released, it is essential that the contact 303 is first open and that the two coils are therefore switched off and then only the contact of the gear switch I. The gear control therefore remains in operation. positior. report I. Contact I is then open and therefore the supply of coils III / IV is xxxx cut. It is therefore not possible in this position to put these reports into service.



   If then the report II is commanded, the contact 303 is first closed again. Coil II thereby receives current through Contact-305 and thus leaves the blocked position.



   The movable wedge is then brought by the balls or the wheels rotating differently in the neutral position and the contact 302 of the ratio control is closed during the actuation, so that the coil II receives current through this contact and activate the report.



   Approximately during the last third of the control movement, contact spring 306 is grounded and coil 1 receives current. As a result of the opening of the contact 303, the two coils are again switched off and the gear II is activated. If the third gear is ordered, the contact 303 is closed again and the report coil I is energized through the contact 306. The contact 301 is first cut, so that no current does not circulate in the 'coil
III, although the gear switch 3 is closed. After the coil L has been energized, gear shaft 1 and
2 is brought to the neutral position and the contact 301 is closed.

   As a result, coil III is energized and gear 3 is put into service.



   The above is carried out in the same way when ordering the fourth gear or when returning their III, II and I gears. The gears are therefore always electrically blocked as long as the gear previously put into service has not. been put out of action.

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   If a reverse gear is also provided on a separate shaft, it must also be taken into account that the main gear cannot be actuated at the same time as another gear. According to the invention, the connection to the coils I , 11,111 and IV through contact 303 passes through a relay-300, the latter having the effect that when one of the four control coils is energized, contact 310 is cut and the coil reverse gear remains without current. On the other hand, the connection to coils I, II, III and IV goes through a contact 311.

   Therefore, if reverse gear is activated, coils I II, III and IV are switched off. Sufficient safety is therefore provided in this case as regards the fact that reverse gear cannot be put into operation in any way. at the same time as another report.



   The locking shown in figure 11, effected by means of contacts 311 and 312, can be replaced by a device shown in figure 12. Sets of sliding parts 314 and 315 present a recess 316 or an appendix 317, which then surely turns off the adjacent drive shaft ratio when the other movable wedge is moved in the opposite direction. At the lower part of this device is a bolt 318 fixed to the housing, and around which is rotatably supported an oscillating part 319 In the sliding parts 314 and 315 are also fixed studs 320 'and 321, which come in contact with the oscillating part 319 If therefore the.

   movable wedge is moved in the opposite direction, for example ratio 2 is in use and ratio 3 must be put into service, the oscillating part -ie then surely, by means of the pins 321 'and 320, the movable wedge out of gear position 1 and will bring it to the idle position. This device has the effect that the gear which has been put into service previously is deactivated by a mechanical means, regardless of the gear which must be put into service subsequently.



   Locking of the reverse gear can then take place.

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 by electrical means, as shown in Figure 11.



   The principle of electric locking does not change in any way when the four forward gears are arranged in common and the rear gear separately, or when the rear gear is arranged in common, lift gears 1 and 2 and gears 3 and 4 are arranged separately, etc.



   The principle of the invention also does not change in any way when the arrangement of the contacts for mutual locking takes place as described below, with reference to them in Figures 17 to 23.



   It should also be mentioned that the main contact 303 arranged on the gear switch simultaneously has the role that the idling contact fulfills in the case of figures 17 to 23. If then the switch is actuated without a new gear port is commanded, the command then takes place for idling.



   For the rear report, one can usefully arrange such that a spring 322 causes the automatic return of this. reverse gear to the neutral position when the contact button 323 is released.



   It is then necessary to keep the contact closed for reverse gear for the entire duration of the movement in reverse, but in this case an additional control coil is spared in this case. Gear indication is made possible in the simplest way by connecting the gear indicator indicator lamps with the idle contacts. We therefore connect the gear indicator I with the contact 305, the gear indicator II with the contact 306, the gear indicator III with the contact 307 and the gear indicator IV with the contact 308. .



   In the electromagnetically-controlled gear changes described, the? Idling is controlled by a suitable arrangement of contacts such that the magnet core is in a neutral position between two magnets. We must provide in this

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 goal, in the change of speed, a certain number of contacts or contactors. These parts are very prone to faults. When a fault occurs, troubleshooting and testing the electrical contact installation is difficult, by at least part of the gearshift must be dismantled. In addition, the necessary contacts lead, from a material and assembly point of view, to a significant increase in the cost price of the gear change.



   These drawbacks are eliminated according to a further feature of the present invention by providing at least one magnet for an idle position. As a result, contacts are eliminated '' in the. gear switch. They can then be. arranged at any desired location on the machine or vehicle, so that a test of their operation can be carried out without dismantling the gearshift.

   If, as according to the invention, a movable wedge is provided or also a further control member, for example a control cylinder, etc. which controls all the pps step-by-step ratios, one then has in the group of magnets provided for this assembly according to the invention or less one magnet for a neutral position. the control track of the movable wedge is increased by the presence of the neutral position magnet by the length of this magnet so that the two toothed wheels between which the neutral position is provided must be further apart for this control position than the pairs of toothed wheels between which there is no neutral position.



   It is of course also possible that each member performing the command is only intended for a gear command, so that each pepper performing a gear command is accompanied by an idling magnet. In most gear changes with cogwheels, however, in order to take from neutral to any other position, the

 <Desc / Clms Page number 23>

 gear, that each component carrying out -the command actuates .two gear commands and that between each, graze .. - gears there is an empty running position and that consequently there is a running magnet vacuum between each pair of gear control magnets.



   If it is then about changes of 'speed in which it is necessary to provide one or more directions of rotation opposite to the normal for various reports, - one can then provide one of the organs carrying out the control for the or the rear steps. The kind of these speed changes are such that, in the event that reverse gears are provided, at least three control members and therefore three control shafts are advantageously provided. This is particularly necessary when the control and the bypass always remain on the same shaft.

   If, however, the reverse gear can be obtained from a shaft other than that of the forward gear, then it is also possible for such speed changes to be satisfied with two members carrying out the control and two control shafts.



   In gear changes for motor vehicles, in which only one rear gear is usual, it is also sufficient, in addition to the two-shaft drive, to produce the intermediate wheel drive for the rear gear, which rotates on a third shaft, in a manner known per se, by means of a particular electro-magnet, thanks to a displacement of the intermediate wheel carrying out the rear report on its shaft. According to the principle of the present invention, an idling magnet is also added to the magnet producing this control movement, which attracts the intermediate wheel in neutral position when the reverse gear is to be put out. from sarvice.



   The control of the magnets can, as already mentioned, take place from any place, that is to say that the contacts can, because the magnets are provided for idling,

 <Desc / Clms Page number 24>

 be arranged in any desired location of the machine, in the case of vehicles for example on the dashboard, on the handlebars or on the steering wheel.

   If it is about a change of speed with several shafts, therefore of a change of speed in which several organs carrying out the control are present, there is then provided between each pair of ratio control contacts a idle market contact, these idling contacts always controlling all the magnets so that when changing from one gear to another, we are always sure that all the control members are in the off position. idling.



     The gear change according to the invention can, as already indicated, be used in all cases where various ratios are to be controlled step by step or in the case where it is necessary to shift from any gear position to any gear position which other, thus passing various reports. The gear change according to the invention
 EMI24.1
 can be used, besides for v3hibules, motorcycles, scooters and bicycle motors, also for machine tools, textile machines etc., in which a control
 EMI24.2
 electric by a lever actuated, by hand or by automatic cociflipnde devices, for example a Jacquard mechanism for textile machines, or else by an electronic control - is desired.
 EMI24.3
 



  The gear change in Figure 1 is a five-speed gear change, including a reverse gear. the raps
 EMI24.4
 ports are d3sicns ppr R, I, II, III and IV. Between the error gear and the first gear I, there is a no-load ratio L.

   The mobile wedge 2, with a head 1 which lifts the rsdislement of the balls 30 and consequently couples the idle wheels 31, 32 33
 EMI24.5
 34 and 35 to the control shaft 3i, carries at its free end an imant core 3, which moves in the group of distant beings.
 EMI24.6
 placed coaxially with respect to the control shaft 3b and to the movable wedge 2, the switching on of one of the various cements R, L, I, II, III and IV bringing the movable wedge to the coru position. , n "1E.

 <Desc / Clms Page number 25>

   desired, with this linear assembly, it is necessary that during the passage from one report to another, the intermediate reports are traversed.

   From each pepper, one end of the cable * goes to mass and the other them points of contact, the contact being indicated by an arrow. 37. Control buttons or levers are provided as a contact installation.



   The embodiment shown in FIG. 2 comprises, as the member performing the control, two movable wedges 38 and 39. each of these two movable wedges moves with one end in the corresponding control shaft 40 or 41 and the other end - mite, to which is fixed a core of love 39a or 38a in the corresponding group of love 42 or 43. Each movable wedge is provided for the control of two reports. Between, two control positions is the neutral position.



   According to the exemplary embodiment, the two movable wedges command four ratios I, II, III and IV. The movable wedge 39 controls the ratios I and II with. the magnets provided for this purpose, I and II. The movable wedge 38 controls the ratios III and IV with the magnets III and IV provided in ce.but. In each group of magnets
43 and 42 is located between magnets xxx 3 and 4 or xxx 1 and 2, a pepper 11 for the neutral position. Each movable wedge therefore comprises two heads 38b and 380 or 39c t 39b.

   Head 38b controls the fourth gear, Here head 38c the third,
39b from the other movable wedge controls the second gear and the head
His first report. For the rear gear, there is provided a countershaft 44 with an intermediate wheel 45, which is attracted by means of a claw 46 and by means of a pull 47 and the core 48 of the magnet. like R, in the command position. The intermediate wheel 45 is brought into neutral position at. means. the idling magnet L located next to the magnet R.



   The control shafts are shown in the accompanying drawings.
40, 41 and the countershaft 44 in a single plane.

 <Desc / Clms Page number 26>

 magnets is for example provided so that between each pair of contact points for a report, there is a contact position. When idling, these idling contact points switch on the three magnets. idling, so that when passing from one position to another, it is ensured that any change of speed is carried out starting from the neutral position of all the components carrying out the control and, in fact in this case,

   of the two movable wedges 38 and 39 and of the control claw 36., Thanks to this arrangement, it is possible to switch from any gear position to any other, by skipping the other intermediate gears .



   The bolts 49, 50 and 51 provided in the gear change according to FIG. 2 serve to block the members carrying out the control in the neutral position, when one of these members is in the command position. If, for example, the movable wedge 39 is brought to the control position of the ratio II, the two bolts 49 and 50 are driven out of the recess 52 of the movable wedge 39 and pushed into the fillets - 53 and 54 of the mobile wedge. 38 and the tie rod 47, so that these members can not; 'more leave the neutral position until the locking. by bolts or studs 49 and 50 is removed. The average 'contact is indicated in Figure 2' by an arrow 55. The establishment of contacts can take place by means of levers or pushbuttons.



   The gear change according to the invention shown in Figures 13 to 15 comprises three movable wedges, which can be moved parallel to each other st independently. one of the other movable wedges having three control positions, the middle position always being the neutral position. The distribution of the pairs of wheels over three or more shafts, depending on whether six or eight gears, etc., including the rear gear or gears, have the advantage, already mentioned, that the arrangement of the various wheels can take place such that

 <Desc / Clms Page number 27>

 the lowest relative speeds are obtained for the drive wheels rotating on the corresponding drive shafts.



   The control path of the movable wedge, namely its displacement from one ratio to the neutral position then to another ratio is independent of the distance from the control members, which may be, in a manner known per se, balls or other movable elements in the radial direction with respect to the axis of the movable wedge, because each movable wedge has two heads, which are located, in not neutral tion, laterally with respect to the two control members for the two reports.



   The driving distance of the movable wedge from the neutral position to the control position corresponds to the distance between the head of the movable wedge and the corresponding actuators. As a result, the head of the movable wedge can be kept longer, and therefore has a greater contact width. The conically shaped front surface of the head of the movable wedge, which effects the radial displacement of the control element during the axial displacement of the movable wedge, can also have any advantageous inclination in the direction. axial.



   Further advantages of the gear shifting of Figures 13 through
15 are a short construction method and the small axis deviations in pxe which are possible for the three or more drive shafts. Small axis-to-axis deviations are made possible because in the desired ratios one can put into operation or less two intermediate wheels, when it comes to report; before. In the case of a rear gear, four intermediate wheels can be put into service.



   The driven and driving wheels are advantageously located on a control shaft.
A blocking device is also provided which pssure that a control movement of the movable wedges located in position.

 <Desc / Clms Page number 28>

 Neutral keeping is not possible as long as a movable wedge is in the control position.



   A group of three magnets is added to each movable wedge, which are arranged one after the other in the axial direction of the movable wedge and in which moves a magnet core connected rigidly or desmodromically to the movable wedges. According to the principles of the invention, the middle magnet of each group of magnets is that which determines the neutral position of the movable wedge.



   The control of the magnets can be done by: means, control levers or a push button assembly /. Each gear command is then preceded by a no-load command, when a gear is ordered. This change to idling can also take place in such a way that, shortly before moving the control lever to the desired gear, the power is automatically switched on, therefore without any particular movement of the lever, control or. pushbutton, the idling magnets whose movable corners do not participate in the desired control movement towards the new gear.



   Another important advantage of the speed change according to the invention is that, for an electrical assembly, the control contacts must not be in the speed change but can on the contrary be arranged 'outside it, for example. example on the dashboard or any other appropriate place.



   It is thus possible to easily repair any damage to the contacts, without the gearshift having to be opened.



   The drive roller 401 (figure 13) carries the fixed wheels
413, 418 and 423 as well as the drive shaft 401a with the wheels
430 and 426 and the drive wheel 404. This driven wheel 404 can also be a toothed wheel or instead of the chain wheel shown. The movable wedge 450 influences the control elements,
411 and 412, which are considered in the exemplary embodiment under

 <Desc / Clms Page number 29>

 the shape of balls and which effect the coupling of the wheels 430 and 426 with the control shaft 401a.

   The movable wedge 450 has two heads 450a and 450b which lie, in a neutral position, laterally with respect to the control elements 411 and 412, the distance between each control head and the control element which it must actuate, that is to say the distance between the head 450b of the movable wedge and the control element 412, corresponds to the control path between the neutral position and the control position.

   The larger this path, the longer can be the corresponding control magnets described below, and the longer also - can be the head of the movable wedge itself and likewise the axial length of its conical end face, which performs the moving radish! control elements towards the coupling position. The second drive shaft 408 carries the fixed wheels 422 422 "and 415", and further the slug drive wheels 428 and 424. The drive is produced by a movable wedge 451 with two heads 45a and 451b. The actuators influenced by the movable wedge, namely balls, 'bears the references 407 and 410.



  The axial spacing of the two movable wedge heads 451a and 451b is determined, as for the movable wedge 450, by the idle control path and its axial length. It is the same for the third movable wedge 452 having heads 452a and 452b which act on control balls 403 and 413, which couple. the wheels, idlers 422 and 415 with the drive shaft 402. The drive shaft 402 comprises a fixed wheel 433, which is in mesh with the drive wheel 13.



   The references relating to the toothed wheels correspond to the number of teeth of each wheel (except for the first digit 4), in order to prove by the embodiment shown by way of example, that in this three-shaft gearshift for six gears including a rear gear, favorable relative speeds of the rotating wheels can be obtained

 <Desc / Clms Page number 30>

 inserts on the control shafts for drive and output speeds appearing in motor vehicles, for example. These low relative speeds are also very important when, as in the example of embodiment shown, biles are used as a control member,

   because the relative speeds can be kept so low that the balls are not subjected to any high centrifugal force.



   The movable wedges emerge from their drive shafts through a housing wall or bracket 453, in which is supported perpendicular to the axis of the movable wedges and so as to be able to move between each pcire of these movable wedges, a locking pin 460, 461 or 462, studs which can penetrate into a recess 450c 451c and 452c of each movable wedge, when their other end rests on the cylindrical part of a movable wedge.

   As can be seen from FIG. 15, two mobile wedges' are still blocked against axial displacement with this arrangement, when the third mobile wedge is moved away from the neutral position, therefore in the control position. report, and therefore the two locking pins which rest on it, for example the locking pins 405 and 469 are supported on the cylindrical part of the movable wedge 450. In this case, as shown in Figure 15, the movable wedge 452 is locked against axial displacement by the locking pin 405 and the movable wedge 451 by the locking pin 409.



   At the free end of each movable corner is a nucleus of magnet 450 451d and 452d. Each movable wedge-can move in either direction with its core in a group of magnets 471 LR, 475 L 474 or 473 L "472, The last digit of the reference of the magnets corresponds to the ratio interested, namely the first to fifth gear Magnet R corresponds to the reverse gear position. Magnets L, L ', L "correspond to neutral positions. The idling magnets are always located

 <Desc / Clms Page number 31>

 days between two ratio control magnets, depending on the shape given to the moving corners.



   Instead of an electromagnetic control, it is of course also possible to opt for a suitable mechanical or hydraulic control of the moving corners. Thanks to the particular shape and arrangement of the movable wedges with respect to their actuators, it is possible to switch from any gear position, via an idle position, to n any other desired gear position.



   The electrical control of the magnets can be performed by a lever or push button mounting, from any suitable location on the vehicle or machine in which the gearshift is mounted. The contact points are therefore outside the gear change and are therefore easily accessible.



   When changing from one gear position to another gear position, the existing gear position is brought to neutral. With an electromagnetic control according to the exemplary embodiment, this control can take place by means of the idle operation concerned by virtue of the position of the lever or of the push-buttons. The mounting can, however, also be provided in such a way that when changing from one gear to another, the existing gear position is automatically first brought to neutral.



   The force transmission of the individual ratios according to the example embodiment is as follows: First gear: the drive shaft 401 drives, via the fixed wheel 413, the wheel 433, which is rigidly connected. - ment to the shaft 402. After moving the movable wedge 452 to the left, the toothed wheel 415 is rigidly coupled, via the balls 403, to the shaft 402 and the latter then drives the toothed wheel 426 with the chain wheel 404.

   Therefore, the corners

 <Desc / Clms Page number 32>

 movable 450 and 451 are locked by the locking pins 460 and 461 Second gear: drive shaft 401, toothed wheel 418 toothed wheel 428, movable wedges 450 and 452 in the middle position, movable wedge 451 moved to the right. The wheel 428 is coupled to the shaft 408 by means of balls .407. then passes through the wheel 415 This drives the wheel 426 with the chpine wheel 404. The movable wedges 450 and 452 are locked by the locking pins 451 and 462.



  Third gear: drive shaft 401, toothed wheel 423, toothed wheel 424 '. Movable wedge 451 moved to the left, coupling the toothed wheel 424 to the shaft 408, via the balls 410. Then passes through the wheel 415 ', wheel 426, chain wheel 404. Locking as for second gear.



  Fourth gear: drive shaft 401, movable wedges 451 and 452 in the middle position, movable wedge 450 moved to the right, coupling the shaft 401 with the toothed wheel 430, via the balls 411. This toothed wheel drives , by means of the fixed wheel 422 ", the shaft 408 and thus the toothed wheel 415 ', the toothed wheel 426 and the chain wheel 404. The movable wedges 451 and 452 are locked by the locking pins 460 at 462.



  Fifth speed: drive shaft 401 movable wedge 450 moved to the left, the toothed wheel 426 and therefore the chain wheel 424 being coupled directly via the balls 412. Locking as for the fourth speed.



  Rear hip: 'drive shaft 401, toothed wheel 413, toothed wheel 433, -shaft 402. Movable wedges 450 and 451 in the middle position, movable wedge 452 moved to the right and coupling the shaft 402 with the wheel 422 ,. via the balls 413. This wheel drives, via the fixed wheel 422 ', the shaft 408 and therefore 12' toothed wheel 415 ', the toothed wheel 426 and the chain wheel-404 in the direction reverse rotation.

   In these, the corners

 <Desc / Clms Page number 33>

 mobiles 450 and 451 are locked, as for first gear, by locking pins 460 and 461
The gear change according to the invention can also be carried out for more than six gears, for example with four control shafts and four movable wedges for four gears, etc.



   Figure 16 shows a six-speed gearshift with two movable wedges, which are rigidly connected to each other. This gear change is particularly suitable for small - motor vehicles with high drive speeds. One of the six gears is a reverse gear. The forward gears are designated by I, II, III, IV and V and the rear ratio by R
The speed change has two control shafts 512 and 513, in each of which is guided a movable wedge 501a and 501b.

   Each movable wedge has a head 5128 and 5138, thanks to which the control or locking members, for example balls 522, couple the wheels freely rotating on the control shaft with the latter, when they are driven radially by the movable wedge head in the ball pockets of the idler wheels
On the control shaft 513 'are arranged the idler wheels which can be coupled by means of the balls 522, namely the wheel 525 for the rear report, 526 for the report 1 527 for the report II, the wheels 526 and 527 being directly in position. taken with the wheels 528 and 529 fixedly disposed on the control shaft 512.

   The wheel 525 for the rear ratio is in desmodromic connection thanks to an intermediate wheel, not shown, with the drive wheel 528 on the control shaft 512. On the control shaft 512 are arranged the idle wheels 530, 531 and 532 which are in direct drive, for the third, fourth and fifth gears, with the wheels 533, 534 and 535 fixed on the control shaft 513. The idlers 525,526 and 527 on the control shaft 513 and idle wheels 530,531, 532 on the drive shaft

 <Desc / Clms Page number 34>

 control 512 are arranged linearly one after the other. Movable wedges 501a and 501b have the same length, with heads 512a and 5138 at the end.

   The two movable wedges are rigidly connected to each other by means of a coupling piece 536. On the coupling piece 536 there is a hollow shaft 536a at the free end of which the magnet core 537 is arranged, which can be moved in either direction in the group of magnets, disposed coexially with respect to the axes of the movable wedges, driving the coupling part 53'6 and the movable wedges.



   The hollow shaft 536a of the coupling part 536, carrying the magnet core, is guided on a bolt 539, which is fixed at 540 and 541 to the housing 542 of the transmission. If the movable wedges are in the position shown in the drawings, then reverse is controlled by means of the toothed wheel 525. If, by the action of the peppers, the movable wedge 501b is brought into the vicinity of the wheel 526 , the I report is activated. By continuing to move the movable wedge, it is the ratio II which is controlled. At the next command step, it is no longer the movable wedge 501b but the movable wedge 501a which acts, activating the wheels 530,531, and 532 for the III, IV and V ratios.

   The position of part of the coupling part 536 for the ratio V is shown in dotted lines in the drawings.



   The magnetic force of the coils acts on the iron core in the starting position with only about 10% of the force that is available in the end position. Since when changing the gear in 1 transmission, one more often is transmitted. power, the magnetic force is not sufficient to initiate the control process or the coils must be calculated very widely. The conditions are very similar for the entry into service of the hostage immediately following the change of gear.

   Here too we must have a greater

 <Desc / Clms Page number 35>

 priming force than that necessary for driving the toothed wheels when commanded to the end position.



   Figures 17 to 23 show an arrangement which eliminates this drawback and which also makes the arrangement of a particular coil for the neutral position superfluous. The assembly shown is envisioned for motorcycles. It should however
 EMI35.1
 also for other. motor vehicles.



   The control switch, Fig. 17, consists of a contact plate 601, which is electrically connected, via a contact spring 604, to the housing 605.



  To the contact plate 601- is' attached. the, actuating lever 602. The contact plate is pushed by means of a spring 607 against. the switch housing 'and is returned, in this way to the starting position after each actuation.



   Below the contact plate is in an insulating piece 606 a number of electrical contacts 603 depending on the number of ratios. These contacts are connected to the control coils I, II III and IV
Protrusions 611 are found on the insulating part 606, which have the effect that only one contact-, and not several simultaneously, can be put into service..
 EMI35.2
 In the direction of the four corners, the contacts of the coils-1a zv can be selectively brought into action. It is obvious that the contact surface can also be arranged so inclined with respect to the axis: of the handlebar, 'or that the actuating lever may have a shape' more suitable for the control (figure 20).



   A special pushbutton 608 is provided for starting the idling operation. A combination of the idle control with the control lever 602, for example by pressing this lever, has been deliberately dispensed with in order to prevent unintentional activation of the idle operation.



   As can be seen from FIG. 19, provision has been made, in addition to the

 <Desc / Clms Page number 36>

 manual control by the hand switch, an automatic switch. This consists essentially of the contact surfaces 614, 613, 616, 617, which are controlled at the same time as the control of the gear change. These contact surfaces are electrically connected to each other. For example, coil III receives current, when the fourth gear is controlled, through the contact surface 614, as long as the position of the gear 3 is not reached. Through contact face 615, coil II receives current until gear position 2 is reached.

   By means of the contact surface 616, the coil 1 receives current until the idle position is reached, i.e. the middle position between gears' 2. and 1
The contact surface 617, finally, is in conjunction with the idle button (608). Current is supplied or collected by springs 618 on the contact surfaces. The spring sliding on the contact surface 617 has an appendage which penetrates a notch in the contact surface and prevents rotation thereof. At the same time, one or more of the contact springs can be used to lock the gears.



   If, for example, the speed change is in the 4- gear ratio, the idle button 608 is pressed, the contact surface 617 first receives current from it at the contact surface. contact 614 is therefore ¯ coil III. Immediately before the final gear position 3 is reached, coil II is switched on via contact surface 615 and coil III, when gear position '3 is reached is switched off. Coil II then brings the gearshift command to gear 2. Immediately before gear position 2 is reached, the coil I circuit is closed via contact surface 616.

   Coil II is switched off after the second stage of the change

 <Desc / Clms Page number 37>

 speed has been reached and coil I brings the gear control to the neutral position between gears 1 and 2. If, as a result of inertia, the neutral position is exceeded, coil II receives alois current. via the second surface of the contact strip 615 and returns the control to the neutral position. The same process occurs when, with the gearshift control in gear position 1, the idle button is actuated. You can therefore switch from any gear to idle by pressing the idle button.



   Besides this function, the contactor has yet another purpose.



  If the contact surface 615 is extended in the direction of the contact surface 614 (shown in dotted lines), coil III is simultaneously switched on, when the fourth gear is switched on and the switching coil is actuated. gear 2, without the third gear having to be previously put into service manually. The coil 603 is therefore switched off after the third gear has been reached, as already described.



   If gear 1 is to be switched on immediately after gear 4, this is possible by intermediate actuation of the second gear stage or the idle button.



   As already mentioned, the arrangement of the winder located next to each other has the disadvantage that when starting the control operation, only about 10% of the final force of the coils. This inconvenience in actuating the assembly is, as shown in Figure 21, eliminated by a spring 627 disposed in the magnet core. This spring is placed between two discs 628, which are adjacent by their outer faces to the magnet core and simultaneously to the actuating shaft of the control. If then the magnetic force acts on the iron core in any direction, the spring 627 is first compressed.

 <Desc / Clms Page number 38>

 



   The iron core moves to a fixed stop, for example the mutual contact of the windings duiessort, and only then drives the control rod. Thanks to the described displacement, the magnetic force has become greater, so that it is sufficient for the shutdown. As soon as the force circuit is established in the shifting, the stored spring force is sufficient to bring the control rod into the locked position. The spring deflection path depends on the shift control used and the magnitude of the on or off force.



   To complete the description, FIG. 21 also shows the change shaft, speed 624, the movable wedge 625 and the control rod 626. It is the same for the transmission wheels 620 ,, 621, 622 and 623 and of the driven chain wheel 619. The electromagnetic system is naturally not absolutely linked to this control mode and can also be used with other gearshift controls, which have not been represented here.



   The development of the contact surfaces of Figure 23 is chosen such that it begins: or ends- in the middle of the contact surface 617.



   The principle of the invention is not altered in any way when provision is made, instead of contact surfaces, of cams which establish or cut contacts by lifting. An electrical gear indicator device can be combined in a manner known per se with the electrical switch or contactor.



   In order to increase the starting force, it has been proposed, in the embodiment of FIGS. 17 to 23, a spring which first gives the magnet core a possibility of displacement and does not come into contact with it. the control element only after having traveled a certain distance. Thanks to this arrangement, the

 <Desc / Clms Page number 39>

 The tensile force is initially increased, but at the same time the drawback arises that during the last phase of the control movement, sufficient spring tension is no longer available for certain load conditions. Thanks to the embodiment of FIGS. 24 to 29, the problem is solved by magnetic means and it is obtained that the distribution of the forces is better adapted to the force demand during the control operation.

   This embodiment is also simpler and no moving part is necessary.



   On both sides of the magnet coils 701,702, and 703 and 704 are iron discs 705, 706, 70.7, 708 and 709. In the middle of the axis is the core 718, which is moved in both directions by magnetic forces. The magnet core is shown in the drawings in the position corresponding to the command of the second gear. If then either the coil 701 or the coil 703 is switched on, magnetic conductive blades 710, '711 712,713 and, on the iron core, 717 and 720 serve, according to the invention to allow part of the field magnetic to act more quickly and consequently to increase the starting force.



  It is thus possible to obtain a tensile force curve which takes into account the conditions existing at all times. One can for example, by suitably calculating the conductive blades obtain a starting force which after 20% of the control path decreases and after approximately 60 to 80%, for the commissioning of the stage following changes of speed, the optimum force is reached and after the last 20, in which the gear command has already taken place, the actuator only has to be brought down. blocked position, it decreases again. The tensile force is then available in each case where it is most needed.



   If sufficient space is available, it is sufficient to place the conductive blades only on the magnet core. The llama

 <Desc / Clms Page number 40>

 conductor 720 is then brought almost directly to the opposite pole. Special conductive blades are then no longer necessary in the discs.



   If, however, sufficient space is not available, so that conductive blades must be introduced on both sides into the discs 706, 707 and 708, the conducting blades are, according to the invention, mutually offset, in order to exclude as much as possible an influence of the magnetic field. This arrangement is. shown in Figures 26 to 29. The conductive blades 710, 711,712 and 713 are offset relative to the conductive blades 714, 715,716 and 717. The blades of the magnetic core 714 717 (Figure 20. must then also be arranged in a similar manner. In order to prevent rotation of the magnetic core, a rib 724 is provided in the socket 722 by means of which the core is guided by / recess.

   The gear locking can take place by means of a ball 725 with a spring 726, engaging in locking grooves of the guide sleeve 722. This gear locking can also be achieved so that the magnetic force decreases. blocking force or eliminates it altogether. For example; according to the invention (FIG. 24 the conductive plates 717,720 are arranged so as to be able to move axially in the magnet core 718. If the magnetic field then acts on the conductive plates, the ball is then out of the locking system and the blocking force is thus reduced or even completely eliminated.

   If the magnetic force ceases to act, the force of the spring 726, acting on the ball 725, returns the conductive blades 717/720 to the middle position,
The embodiment according to Figures 30 to 35 is an improvement of those described above. It makes it possible, by the simultaneous commissioning of two magnet coils, to increase the starting force, without the final force having to be reduced.

 <Desc / Clms Page number 41>

 



  This embodiment is particularly suitable for gear changes with two shafts, as shown in Figures 11 and 12.



   An oscillating part 319 is provided here for mutual locking, which is moved away from its rest position when a control operation takes place. According to the invention to this oscillating part 319 which is connected on a coaxial shaft, a contactor /, during oscillation, joins two coils together and in fact in such a way that it is always the coils which return the oscillating part 319 to the rest position. The dry run contact is connected to the contactor so that when the dry run is actuated both coils are energized. Whenever a magnet core has reached the middle position and is therefore already halfway in the magnetic field, the tensile force of this magnet core is much stronger.

   This coil then remains energized until the contactor has approximately reached the middle position and trips - automatically,
This advantage does not appear, however, only during the idling operation, but also whenever one of the two coils connected to the contact piece is energized, thus also during the normal control operation. . The coil is likewise switched off as soon as the oscillating part 319 has reached approximately the middle position. By means of this system, a mechanical locking of reverse gear is however also possible. According to the invention, the contactor has a slot, into which engages a locking pin connected to the reverse gear.

   If, for example, a gear is put into operation and the oscillating part 319 and therefore the contactor have rotated, the locking pin cannot penetrate into: the slot in the oscillating part 319 and the reverse gear is thus prevented can be put into service, -

 <Desc / Clms Page number 42>

 
If, however, the contactor is in the middle position and the locking pin is in the recess of this contactor, a rotation of the contactor and of the coaxially fixed oscillating part 319 is prevented so that none of the forward gears can be put into service.



   On an extension of the axes for the love cores, two sliding pieces 814 and 815 have been arranged (figure 31). The studs 821 and 820 connected to these sliding parts then engage in the oscillating part 319. According to the invention, the stud 818 is rigidly connected to the contactor 820, so that the latter is moved in same time as the oscillating part 319. On the upper and lower faces of the oontactor 319 there are contact blades 822 and 823, mounted so as to be isolated, these contact blades being connected to the idle button. If then a gear is put into service, the oscillating part 319 pivots and the contactor 821 leaves its rest position, the contact rails 824 and 825 or 826 and 827 are then connected to the contactor.

   If the ratio, for example / coil II is then put into operation, coils 1 and III are connected by the contactor. When actuating the idle button (L), these coils are energized until the oscillating part 319 and therefore the oontaotor 821 have moved a distance such that the contact rails 824 and 825 be without power again.



   However, when the gear is changed, it is also possible to increase the starting force to deactivate the gear or gearshift stage previously activated. If, for example, the ratio of coil II is turned on and the ratio of coil 801 is to be controlled, coil III is first energized by the contactor until the pivot lever 319 and therefore the contactor 821 t
 EMI42.1
 aiEP-t reaches the middle position and the eo # fc # ifo rail of the

 <Desc / Clms Page number 43>

 coil III is without current.

   For commissioning, only coil I is then still energized, which is completely sufficient, because the increase in the starting force is only necessary to put the previously controlled stage of the change of speed. It is only when the IV gear is to be put into operation in this case that the increase in starting force is not obtained. However, it is then possible to activate the idle operation first, in order to thus bring about an increase in the force of é [art and then to switch on the IV gear. Given that the traffic reports are generally conducted successively, this drawback rarely appears.



   According to another characteristic of the invention, the contactor 821 has a slot 828, in which engages a pin 829, which is controlled with the reverse gear ratio. If then, with a forward gear in use, the switch 821 pivots away from its rest position, the recess 828 is no longer aligned with the pin 829, and if the latter is moved in the direction of the arrow when switching on the reverse gear (figure 33) it butts against switch 821, ie the reverse gear cannot be controlled.



   If, however, the reverse gear is in use and the pin 829 is in engagement with the recess 828, then it is no longer possible to rotate the contactor 821 and therefore the oscillating part 319 and to put the switch into operation. 'one of the reports evant.



   The figures show the rear report coil below the coil for the front reports. The principle of the invention is not changed in any way when the reverse gear reel, for construction reasons, is arranged at another location and the locking is effected by any intermediate levers.


    

Claims (1)

CLAIMS. through 1. Controlled speed change / movable wedge for machinery: and motor vehicles, in particular for motorcycles, scooters and motor cycles, characterized in that the movement of the movable wedge is effected by electromagnets. 2. Gear change according to claim 1, characterized in that mechanical forces, for example the centrifugal force acting on the control member (ball), support the electromagnetic force. 3. Speed change according to either of claims 1 and 2, characterized in that the movable wedge is provided on its extension with a core, with a magnet which can be moved in a series of coils. of magnets arranged one after the other, the number of said coils corresponding to the number of control steps 4. Speed change according to one or the other of claims 1 and 2, characterized in that there is provided for each direction of control at least one electromagnet, which indirectly controls the control steps. thanks to the fact that it moves step by step the movable wedge carrying out the command. 5. Speed change according to claim 4, characterized in that it comprises a slide which can move or pivot perpendicular to the axis of the movable wedge by means of a second, said slide acting by means of teeth. on a transverse bolt of the extension of the movable wedge in such a way that, in one direction of movement the forward control and in the other direction the backward control is advanced by one step for each pulse of the magnet. 6. Speed change according to claim 5, characterized in that the slide comprises a cam curve coming into contact with a fixed bolt, giving the slide during its movement or pivoting in one and the other direction. a movement <Desc / Clms Page number 45> longitudinal thanks to which the bolt which it influences on the movable wedge is brought to advance on the tips of the teeth. 7. Speed change according to claim 4, charac- terized in that it comprises two armatures which can each be moved by means of an electromagnet, each of said armatures carrying a pawl provided with a traction edge, these ratchets. engaging diametrically opposed to the teeth of a control cylinder, the teeth of which are directed, on one half of the ring gear, in the opposite direction to that of the other half, - so that by a reciprocating actuation of the control cylinder and therefore of the member carrying out the control, for example the movable wedge ', the control is carried out in both directions. 8. Speed change according to claim 4, in which the member performing the control is a movable wedge, characterized in that it comprises two reinforcements whose axes are parallel and which can each be moved by means of. an electromagnet, one of the armartures carrying a pawl provided with a pulling edge and the other a pawl provided with a pushing edge, these pawls engaging with recesses of the movable wedge shaft and , by reciprocating actuation of the magnets, they move the movable wedge in both directions. 9. Speed change according to any one of the preceding claims, characterized in that the control of the electromagnets is effected by push buttons. 10. Speed change according to any one of the preceding claims characterized in that all the electromagnets are actuated successively by a series connection. 11. Speed change according to any one of the preceding claims, characterized in that there is provided inside the magnet coils iron cores or rings, which retain a residual magnetism even after the current is cut off. . <Desc / Clms Page number 46> 12. Speed change according to any one of the preceding claims, characterized in that the magnet coils are disposed outside the speed change. 13. Speed change according to claim 6, characterized in that a rotating reel is provided, which actuates the member performing the control of the speed change by means of a rotation in stages. 14. Movable wedge-controlled gear change according to either of claims 1 and 2, characterized in that there are several movable wedges, and at least two, which act on several sets of wheels, / at least two. 15. Gear change according to claim 14, charac- terized in that in each of the two speed change shafts there is a movable wedge with the aid of which two ratios can be controlled. 16. Gear change according to claim 15, characterized in that the movable wedges are made and adjusted so relative to one another that they do not couple any wheel in the middle position, so that all these wheels are in the idle position. 17. Speed change according to any one of claims 14 to 16, characterized in that the movable wedges are connected between them desmodromically by appropriate means, as regards their axial movement, in such a way that two reports cannot be ordered simultaneously at one time. 18. Gear change according to any one of claims 14 to 17, characterized in that it is controlled manually by means of a lever control system. 19. Speed change according to any one of claims 14 to 17, characterized in that it is hydraulically controlled. <Desc / Clms Page number 47> 20. Speed change according to any one of claims 13 to 16 characterized in that it is pneumatically controlled. 21. Speed change according to any one of income dications 13 to 20, characterized in that electromagnets are used for the control. 22. Gear change according to claim 21, characterized in that means are provided, for example contacts and control slides usefully disposed on the movable wedges acting during the control of the idling of a. such that the adjacent coil receives current upon actuation of the idle control button, this current being cut off when the movable wedge has reached its neutral position. 23. Gear shifting according to claim 21, characterized in that one or more special magnet coils are provided for controlling the reverse gear, which control the intermediate wheel for the reverse gear by means of a wedge. mobile or, directly, by a control bracket. 24. Magneto-electric speed change according to either of claims 1 and 2, characterized in that two or more control shafts are provided with control coils. 25. A gear change according to claim 24, characterized in that. that contacts mutually interrupt the current sent to other control coils and thus prevent two gears from engaging simultaneously. 26. Gear shifting according to claim 25, characterized in that, when the gear switch is actuated, a contact is first closed, this in fact simultaneously with the actuation of a gear switch. control contact for reports. 27. Speed change according to any one of claims 24 to 26, characterized in that a relay is interposed in the circuit of the control coils, so that each <Desc / Clms Page number 48> once the main ignition is switched on, the circuit for the reverse gear is cut off when one of the forward gears is commanded. 28. Gear change according to any one of claims 24 to 27, characterized in that a contact is arranged in connection with the rear gear in such a way that it cuts off the circuit to the control coils of the control coils. forward gears, when the reverse gear is switched on. 29. Speed change according to any one of claims 24 to 28, characterized in that, thanks to mechanical and electrical locking of the movable wedges arranged in parallel, by means of sliding parts with appendages and an oscillating part , 'the previous gear is put out of action when the next gear change stage is commanded and the reverse gear is electrically blocked. 30. Gear change according to any one of claims 24 to 29, characterized in that the control mechanism is arranged such that the wheels having the largest diameter of the shaft concerned are formed as wheels. control. 31. Gear change control device according to either of claims 1 and 2, wherein actuation of the control member, for example a movable wedge shaft or a control cylinder , is performed electromgnéti c, characterized in that there is at least one like for the neutral position. 32. Control device according to claim 31, characterized in that there is provided a control member, for example a movable wedge, which controls all the reports step by step, a magnet being provided for each report and a magnet. additional magnet for a neutral position of the moving wedge. <Desc / Clms Page number 49> 33. Gear change according to claim 32, characterized in that the toothed wheels between which the neutral position is provided have a spacing necessary for this control position greater than that of the toothed wheels between which it is not provided. neutral position. 34. Gear change according to claim 31 ', characterized in that there are provided several members carrying out the control and at least two, for example movable wedge shafts or control cylinders, each of these members producing at least one control step advantageously, however, two control steps and in that for each member performing the control, there is next to the ratio control magnets, or between two of these magnets, an idle magnet controlling the position - neutral tion. 35. A gear change according to claim 34, characterized in that it comprises two movable wedges, each of them controlling two ratios, a neutral position being 'provided between the two gear control positions of each corner. movable, a magnet being disposed between the two ratio control magnets of each movable wedge for this neutral position. 36 Gear change according to claim 35, characterized in that the intermediate wheels for the rear ratio are arranged on a third shaft, so as to be able to be displaced axially, these wheels being able to be displaced by means of a claw. , a pull rod and a magnet core, by a magnet to the reverse gear position and, by a magnet next to it, to the neutral position. 37. Gear change according to any one of claims 31 to 36; characterized in that 1 contact system for the control of the various magnets and arranged at any point of the machine or of the vehicle in which the gear change is placed. <Desc / Clms Page number 50> 38. Gear change according to claim 37, characterized in that levers or buttons are provided as control means for the contact points. 39. Gear change with movable wedges for six and more gears, including one or more rear gears, according to either of Claims 1 and 2, characterized in that at least three control shafts are provided, each comprising a movable corner, these movable corners, being able to be moved independently of one another parallel to each other, each movable corner having three control positions ,. the middle position always being the neutral position. 40. Next gear change. Claim 39, characterized in that each movable wedge has two control heads, which are located on either side of the two control elements or group in neutral position. 41. Change = speed according to either of claims 39 and 40 ,. characterized in that the drive and the branch are carried by a control shaft. 42. speed change according to any one of claims 39 to 41 characterized in. what, * in] the: case of six gears, the first and fourth gears are realized by the intermediary of two intermediate wheels each] The- fifth gear directly, and the reverse gear by the intermediary of . four intermediate wheels. 43. following speed change: one. any of. claims 39 to 42, characterized in that the pairs of control wheels are made in such a way and arranged so close to each other that their control elements are only slightly axially spaced. 44. Speed change according to any one of claims 39 to 43, characterized in that means are provided which block the two movable wedges against axial displacement, when <Desc / Clms Page number 51> that the third movable wedge is in the control position. 45 Speed change according to claim 44, characterized in that there are provided locking pins which can be moved perpendicular to the axis of the movable wedges and which slide into the locking position in a fillet of the movable wedge, when the other end rests against the cylindrical part of a cylindrical wedge in the control position. 46. Speed change according to any one of claims 40 to 43, characterized in that a group of magnets is provided for each movable wedge, each of these being formed by three magnets one after the other. others in the direction of the axis of the movable wedge, the magnets acting on the movable wedge interested indirectly or directly, for example by means of a magnet core fixed to the movable wedge. 47. A gear change according to claim 46, characterized in that the magnets are controlled by. constant points outside the gear change, by means of a lever or knob assembly. 48. Gear change according to either of claims 46 and 47, characterized in that the change from one gear position to another always takes place via the neutral position of the gear position. report 'existing. 49. Speed change according to either of claims 46 and 47, characterized in that when a contact is made, the movable wedge in the control position first comes to. the neutral position and the moving wedge then moves to the desired gear position. 50. Shifting gear with movable wedge according to either of claims 1 and 2, in which at least two movable wedges acting on at least two sets of wheels are provided, characterized in that the two movable wedges arranged parallel to each other are rigidly connected to each other and, on a part <Desc / Clms Page number 52> from their common path of movement, one of the movable corners acts and on the other part, it is the other movable corner (s) which act successively. 51. A gear change according to claim 50, characterized in that the movable wedges are interconnected by means of a coupling piece, which comprises a draw rod, to which the forces moving the wedges are applied. mobile. 52. A shifting gear according to claim 51, characterized in that the draw rod and, with it, the movable wedges are moved by a group of magnets, from any position in relation to any position. other position. 53. A gear change according to claim 52, characterized in that the. group of magnets consists of a set of magnets arranged coaxially one after the other, one magnet being provided for each report and an additional magnet being provided for idling. 54. Speed change according to claim 51, characterized in that the displacement of the movable wedges takes place hydraulically or pneumatically. 55. Magneto-electric control for speed change according to either of claims 1 and 2, characterized in that there is interposed in the de.fer core performing the control, a member, elastic intermediate, consisting of for example by a spring, and making possible an elastic deflection in both directions. 56. Speed change according to claim 55, characterized in that by means of an electric control system, the intermediate stages can be passed automatically. 57. Gear shifting according to claim 56, characterized in that by means of an automatic contactor, the coils which are connected in series, upon actuation of a no-load button, are connected. are in an intermediate position to reach <Desc / Clms Page number 53> the neutral position, the current being cut after the neutral position between the first and second gears has been reached. 58. Speed change according to any one of claims 55 to 57, characterized in that by means of a manually operated contact plate, the control coils are successively or selectively switched on, the switching on. service of several coils simultaneously being prevented by stops. 59. Gear change according to claim 58, characterized in that a spring returns, by resting on the housing, the contact plate in the starting position. 60. Speed change according to any one of claims 55 to 59, characterized in that the same control unit has an idle button actuated independently of the speed change control. / for speed change / 61. Electromagnetic control / according to either of claims 1 and 2, characterized in that conductive blades are arranged on the coil body or on the feed core in order to increase the magnetic starting force. 62. A gear change according to claim 61, characterized in that the conductive blades are disposed on the coil body as well as on the magnet core. 63. Speed change according to either of claims 61 and 62, characterized in that the conductive blades are offset with respect to one another. 64. Speed change according to either of claims 61 and 62, characterized in that the rotation of the magnetic core is prevented by a longitudinal guide, in a manner known per se. 65. Speed change according to any one of claims 61 to 64, characterized in that a ball arranged in a hole in the magnet core serves to lock the gears, thanks to <Desc / Clms Page number 54> the action of a spring. 66. Gear change according to claim 65, characterized in that the gear lock is reduced or eliminated under the action of the magnetic force. 67. Electromagnetic control for speed change according to either of claims 1 and 2, in which the speed change is effected by double-acting magnetic coils located one after the other , two or more control shafts being provided, characterized in that a contactor connected to the mechanical locking device is moved away from its rest position when a gear is put into service, this contactor then connecting two coils together such that they are first put into service simultaneously when the idling button is actuated, these coils therefore bringing the contactor into the rest position and ceasing to be energized when the rest position is reached . 68. Gear change ,. in which the change of ratio is effected by double-acting magnet coils located next to each other, two or more control shafts being provided, according to claim 67, characterized in that a connected locking member The third control shaft can only enter a recess in the locking system connected with the other two control shafts when this device is in the rest position and no gear is in use. 69. Gear change, in which the gear change is effected by double-acting coils of coils next to each other, two or more control shafts being provided, depending on one of them. or the other of claims 67 and 58, characterized in that the locking system of two control shafts is locked by the engagement of the locking member of the third control shaft. <Desc / Clms Page number 55> 70. Gear change, as described above or in accordance with the accompanying drawings.