DE102013021003B4 - Method for converting a speed and speed converter - Google Patents

Abstract

Method for converting at least one input speed in a speed converter (1) into at least one output speed using at least two series-connected differential gears (2, 3,), each of the differential gears (2, 3,) each having a basket (k), two Driving wheels (a, e) and at least one compensating wheel (c), wherein the differential gears (2, 3,) are brought into a power balance by the speed of the basket (k) of the differential gear (2) by a gear ratio (9.1) in the ratio 2: 1 is translated and at this speed the drive wheel (s) of the differential gear (3) is driven in the same direction, the speed of the basket (k) of the differential gear (3) by a transmission gear (9.2) in the ratio 2: 1 is translated and this speed on Drive wheel (s) of the differential gear (2) is applied and driven in the same direction, the drive wheels (a) of the two differential gear (2 and 3) miteinande r are coupled via a transmission gear (4), so that these drive wheels rotate in opposite directions and at equal speeds and by a translating control gear (5), in the power flow between a differential gear (2, 3) and a transmission gear (9.1) or (9.2 ) is coupled, or - can be coupled, - the power balance is disturbed by the control gear (5) in the ratio unequally 1: 1 translated, which at a ratio greater than 1 a steady increase in speed and at a ratio smaller than 1 a steady drop in speed of the output speed of Speed converter generates, or- a power balance is restored by the control gear (5) is switched to a gear ratio of 1: 1, which generates a constant output speed of the speed converter, so that speed characteristics can be realized.

Description

The invention relates to a speed converter, with which a constant speed or a steadily rising or constantly falling speed changes can be realized.

Speed converters using differential gears are known.

In the DE 26 35 946 A describes a torque converter in which two differentially differentiated differential gear are used to change the output speed regardless of the input speed.

In the GB 473 677 A Two differential gears are used to reduce the speed gradually and continuously.

The FR 2 631 899 uses three differential gears, one differential gear having a blocking function and another a braking function. Here, two planetary gears are used, which rotate in opposite directions.

Furthermore, couplings of differential gears and their influence by control gearbox are known:

The DE 727 962 A discloses a control gear in the form of a bevel gear in which the influence is realized via two power paths, wherein the two differential gears are connected by means of two transmission gear.

In the GB 473 677 A and the US 3,119,282 A. a transmission is controlled via a power path using two transmission gears.

In the DE 26 35 946 A1 and the DE 10 2008 029 282 A1 come differential gears in planetary design used.

Object of this invention is to generate a constant, steadily increasing or steadily decreasing output speed with a speed converter, regardless of an input speed, so as to control speed characteristics.

This object is achieved with the method claim 1. A speed converter describes claim 8. Advantageous embodiments are the subject of the dependent claims.

• - Übersetzungsverhältnis 1:1, um eine konstante Ausgangsdrehzahl des Drehzahlwandlers zu erreichen, oder
• - Übersetzungsverhältnis mit einem Wert größer 1, um einen stetigen Drehzahlanstieg der Ausgangsdrehzahl des Drehzahlwandlers zu erreichen, oder
• - Übersetzungsverhältnis mit einem Wert kleiner 1, um einen stetigen Drehzahlabfall der Ausgangsdrehzahl des Drehzahlwandlers zu erreichen.

The speed converter according to the invention, in which at least one input speed is converted into at least one constant, steadily increasing or constantly falling output speed, consists of
at least two series-arranged differential gears Master and Slave wherein each of the differential gear each has a basket k, two drive wheels a and e and at least one differential gear c, three transmission gears and a control gear,
wherein the basket of the differential gear master are coupled to a drive wheel e of the differential gear slave and the basket of the differential gear slave to a drive wheel e of the differential gear master via a transmission gear,
the drive wheels a of the two differential gears master and slave are coupled to each other via a transmission gear, so that these drive wheels in opposite directions and at the same speeds + 1: 1 and - 1: 1 turn and
the control gear is arranged in a coupling between a transmission gear and a differential gear (master or slave) or can be switched on and converts the coupling speed in the control gear in one of the three control stages:

• - Ratio 1: 1 to achieve a constant output speed of the speed converter, or
• - Ratio with a value greater than 1 to achieve a steady increase in speed of the output speed of the speed converter, or
• - Ratio with a value less than 1, to achieve a steady drop in speed of the output speed of the speed converter.

Such a speed converter is in the power balance, as long as by the control gear ratio of 1: 1 is realized, i. an existing output speed is maintained constant.

By switching the control gear to a gear ratio> 1 or <1, this balance is disturbed and realized a steady increase in speed or a steady speed descent.

If a balance is again established by switching the control gear to a transmission ratio of 1: 1, the speed reached will continue to be emitted continuously, regardless of fluctuations in the input speed, which may not assume the value zero.

In order to be able to realize various increases in the rotational speed, different ratios can be realized in one embodiment within the control stages> 1 and / or <1 close. Thereby, the increase in the speed curve over time from switching to another gear ratio within a control stage can become steeper or flatter.

• 1: den Aufbau des Drehzahlwandlers 1,
• 2: den Drehzahlwandler 1 mit dem Steuergetriebe 5 und
• 3: das Steuergetriebe 5.

The invention will be explained with reference to the drawings. Show it:

• 1 : the structure of the speed converter 1,
• 2 : the speed converter 1 with the control gear 5 and
• 3 : the steering gear 5.

1 shows the speed converter 1 with its terminals for an input speed coming from an engine N1, N2, or N3 and the connections to the load with the output speeds N1, N2, or N3 and that the control gear 5 in one of the speed couplings N1, N2 or N3 can be coupled.

The heart of the speed converter form two coupled and arranged in series differential gear 2 . 3 and the three transmission gears 9.1, 9.2 and 4, of which the transmission gear 4 The coupling speed N1 in this transmission gear +1: 1 and -1: 1 turns and translate the gear ratios 9.1 and 9.2 in the ratio of 2: 1.

The speed of the basket of the differential gear 2 is translated by the gear ratio 9.1 in the ratio of 2: 1 and this speed is located on the drive wheel e of the differential gear 3 on, wherein the drive wheel is driven in the same direction.

The speed of the basket of the differential gear 3 is translated by the transmission gear 9.2 in the ratio of 2: 1 and this speed is located on the drive wheel e of the differential gear 2 on, wherein the drive wheel is driven in the same direction.

It is also shown that the steering gear 5 the input / coupling speed from the engine or from a speed converter clutch ratio of 1: 1, <1 or> 1 translated and this translated speed via a shaft W1, W2, W3 or W4 to a drive wheel a or e of the differential gear 2 or 3 emits.

The brake 6 is placed at the couplings N3 or N2 to the undefined state of the speed converter 1 to define the brake 6 is switched on only once and briefly at the start of the input speed.

The brake 6 is through a connected load 13 replaced at the couplings N3 or N2.

For all possible engine, load and timing transmission connection configurations, all operating modes of constant, increasing and decreasing output speeds are always available on the speed converter.

For certain motor / load connection configurations, the factor of the increase angle / speed change of the speed converter therefore changes proportionally 1 : 1, 1: 2 and 2: 1 at the respective outputs depending on the basket or drive wheel connected there to the drive or output link to the differential gear.

The speed ratios (formula)
the speed converter 1 as follows, $$\begin{array}{l}\overline{\text{N1}=\left(\text{N3}-\text{N2}\right)*2}\hfill \\ \text{N2}=\text{N3}-\text{N1: 2}\hfill \\ \underset{\_}{\text{N3}=\text{N2}+\text{N1: 2}}\hfill \end{array}$$

2 shows the speed converter 1 with its connections for an input speed coming from an engine N1 and / or N3 and the connections to the load with the output speeds N2 and / or N3.

It is also shown that the steering gear 5 the input / coupling speed in the ratio of 1: 1, <1 or> 1 coming from the motor or from a speed converter coupling N3 and this translated speed via the shaft W4 to the drive wheel e of the differential gear 3 emits.

The heart of the speed converter form two coupled and arranged in series differential gear 2 . 3 and the three transmission gears 9.1, 9.2 and 4, of which the transmission gear 4 reverses the input / coupling speed in this transmission gear and translate the gear ratios 9.1 and 9.2 in the ratio of 2: 1.

• - das Leistungsgleichgewicht gestört wird, indem das Steuergetriebe 5 im Verhältnis ungleich 1:1 übersetzt, was bei einem Übersetzungsverhältnis größer 1 einen stetigen Drehzahlanstieg und bei einem Übersetzungsverhältnis kleiner 1 einen stetigen Drehzahlabfall der Ausgangsdrehzahl des Drehzahlwandlers generiert, oder
• - ein Leistungsgleichgewicht wieder hergestellt wird, indem das Steuergetriebe 5 auf ein Übersetzungsverhältnis von 1:1 umgeschaltet wird, was eine konstante Ausgangsdrehzahl des Drehzahlwandlers generiert.

The speed converter for converting at least one input speed to at least one output speed using at least two series-connected differential gears 2 and 3 each with a basket k for each of the differential gear 2 and 3 , two drive wheels a, e and at least one differential gear c, provides that the differential gear 2 and 3 be brought into a power balance by passing through the transmission gear 4 the coupling speed N1 in two equal and opposite speeds for the drive wheels a of the differential gear 2 and 3 is converted, the basket speed of the differential gear 2 on the drive wheel e of the differential gear 3 is transmitted with a 2: 1 ratio, the basket speed of the differential gear 3 on the Drive gear e of the differential gear 2 is transmitted with a 2: 1 ratio, whereby by a translating control gear 5 which is coupled into the power flow N3 or can be coupled in,

• - The power balance is disturbed by the tax revenue 5 in a ratio not equal to 1: 1 translated, which at a ratio greater than 1 generates a steady increase in speed and at a ratio smaller than 1, a steady drop in speed of the output speed of the speed converter, or
• - A power balance is restored by the control gear 5 is switched to a ratio of 1: 1, which generates a constant output speed of the speed converter.

For better understanding, in the following statements, the main input speed (internal combustion engine) should be applied to N1 and / or other auxiliary input speeds (electric motor) should be present at N3 and the main output speed (load) should be applied to N2 and / or additional auxiliary output speeds (electric generator) should be present at N3. The steering gear 5 is placed in the coupling to N3. Such a representation was in the 2 selected.

In the presentation of the 2 is the internal combustion engine as the main engine to the main input of the speed converter 1 in the coupling N1 of the drive wheels a of the differential gear 2 and 3 integrated. In this coupling is also the transmission gear 4 ,

The main load is sent to the main output of the speed converter 1 in the coupling N2 between the drive gear e of the differential gear 2 and the basket k of the differential gear 3 integrated. In this coupling is also the transmission gear 9.2.

The electric motor as an auxiliary motor and / or the electric generator as an auxiliary load to the auxiliary input / auxiliary output of the speed converter 1 in the coupling N3 between the drive wheel e of the differential gear 3 and the basket k of the differential gear 2 integrated.

In this coupling is also the transmission gear 9.1 and the control gear 5 ,

Operating mode: Internal combustion engine

Example 1: Performance balance

The control stage of the control gear 5 translated in the ratio 1: 1. The input speed N1 is 300.

The output speed N2, as well as the drive wheel e of the differential gear 2 is initially 0.

Then the drive wheel a of the differential gear rotates 2 at the speed 300 while the drive gear a of the differential gear 3 with the speed -300 rotates, because of the reversal of the coupling speed in the transmission gear 4 ,

The basket speed k of the differential gear 2 is compared to the basket speed of the differential gear 3 lead, because of the connected load on the coupling N2.

The speed of the drive wheel e of the differential gear 2 is connected to the load, therefore initially 0, while the basket k of the differential gear 2 and N3 at the speed (300 + 0): 2 = 150 turn.

Through the tax level 5 is the speed of the coupling N3 in the ratio of 1: 1 and converted by the transmission 9.1 in the ratio of 2: 1, so that the drive wheel e of the differential gear 3 with (150 * 2: 1 * 1: 1) = 300 turns while the drive gear a of the differential gear 3 continues to rotate with -300.

By the differential gear c of the differential gear 3 this difference is compensated by the basket k of the differential gear 3 and thus also the output speed N2 with (-300 + 300): 2 = 0 rotates.

This turns the basket k of the differential gear 3 not what N2 = 0 means constant, namely independent of the input speed N1.

But any other existing output speed N2 (+, -)> 0 is maintained constant, since the speed converter is in power balance.

Example 2: falling output speed

The control stage of the control gear 5 translated in the ratio (29:30) by a value <1.

The input speed N1 is 300. The output speed N2, as well as the drive wheel e of the differential gear 2 is initially 0.

Then the drive wheel a of the differential gear rotates 2 at the speed 300 while the drive gear a of the differential gear 3 with -300 turns, because of the reversal of the coupling speed in the transmission gear 4 ,

The speed of the drive wheel e of the differential gear 2 is first 0. This will turn N3, basket k and differential gear 2 with (300 + 0): 2 = 150. By the control stage 5 is the speed of the transmission coupling N3 in the ratio of 29:30 and by the transmission 9.1 in the ratio of 2: 1 converted so that the drive wheel e of the differential gear 3 with (150 * 2: 1 * 29:30) = 290 turns and the drive gear a of the differential gear 3 continues to rotate with -300.

By the differential gear c of the differential gear 3 this difference is compensated by the basket k of the differential gear 3 and thus also the output speed N2 with (-300 + 290): 2 = -5 turns.

This speed is through the transmission gear 9.2 in proportion 2 1 translates so that the output speed of the transmission 9.2 is equal to -10.

This speed is now but simultaneously and in the same direction to the drive wheel e of the differential gear 2 on, while on the drive gear a of the differential gear 2 continue to abut the above-mentioned speed of 300.

The compensation in the differential gear 2 causes the basket k of the differential gear 2 with N3 (-10 + 300): 2 = 145 turns and thus the drive wheel e of the differential gear 3 with (145 * 2: 1 * 29:30) = 280,4, while the drive wheel a continues to rotate at -300.

The compensation in the differential gear 3 is at (-300 + 280,4): 2 = -9,8, ie that the basket k of the differential gear 3 and thus also the output speed N2 with -9.8 turns.

This speed is in proportion 2 1 translates so that the output speed of the transmission 9.2 is equal to -19.6.

This speed is also at the same time and in the same direction on the drive wheel e of the differential gear 2 so that the speed change cycle continues until the speed of the transmission clutch N3 = 0, therefore, the output speed N2 can only fall down to half of the input speed (-150) to (-) below.

The descent of the speed to (-) below for this mode is limited by reaching the coupling speed N3 = 0.

Example 3: increasing output speed

The control stage of the control gear 5 translated in the ratio of 31:30 by a value> 1.

The input speed N1 is 300. The output speed N2, as well as the drive wheel e of the differential gear 2 is initially 0.

Then the drive wheel a of the differential gear rotates 2 with 300 while the drive gear a of the differential gear 3 with -300 turns because of the reversal of the coupling speed in the transmission gear 4 ,

The speed of the drive wheel e of the differential gear 2 is initially 0 while the drive gear a of the differential gear 2 with 300 turns. This turns the basket k of the differential gear 2 and N3 with (300 + 0) = 150. By the control stage 5 the speed of the transmission coupling N3 in the ratio of 31:30 and by the transmission 9.1 in the ratio of 2: 1 is converted.

Thus, the drive wheel e of the differential gear rotates 3 with (150 * 2: 1 * 31:30) = 310 while the drive gear a of the differential gear 3 with -300 turns.

By the differential gear c of the differential gear 3 this difference is compensated by the basket k of the differential gear 3 and thus also the output speed N2 with (-300 + 310): 2 = 5 rotates.

This speed is through the transmission gear 9.2 in proportion 2 : 1 translated, so that output speed of the transmission gear 9.2 is equal to 10.

This speed is now but simultaneously and in the same direction to the drive wheel e of the differential gear 2 on, while on the drive gear a of the differential gear 2 further the above-mentioned speed of 300 is applied.

The compensation in the differential gear 2 causes the basket k of the differential gear 2 with (300 + 10): 2 = 155 rotates and thus the drive wheel e of the differential gear 3 with (155 * 2: 1 * 31:30) = 320,4, while the drive wheel a continues to rotate at -300.

The compensation in the differential gear 3 is at (-300 + 320.4): 2 = 10.2, ie that the basket k of the differential gear 3 and thus the output speed N2 with 10.2 turns.

This speed is translated in the ratio of 2: 1, so that the output speed of the transmission gear 9.2 is equal to 20.4.

This speed is also at the same time and in the same direction to the drive wheels e of the differential gear 2 so that the speed change cycle continues.

The increase in the speed to (+) above is not limited for this mode so unrestricted.

The speed change curve of the load N2 will not be linear for this mode of operation because the control gear is not fed directly by the input speed N1 but by the (decreasing / increasing) coupling speed N3.

With this mode (V.Motor on N1) and with the gear ratios (31:30, 29:30), the load on N2 is up-converted or down-converted by 1:60 motor speed with each motor revolution at N1. So after 60 engine revolutions the load speed will reach the engine speed.

Operating mode: electric motor

Example 1: Performance balance

The control stage of the control gear 5 translated in the ratio 1: 1. The input speed N3 is 300.

The output speed N2, as well as the drive wheel e of the differential gear 2 is initially 0.

Then N3 turns and thus also the basket k of the differential gear 2 with the speeds 300 and the drive wheel e of the differential gear 3 with the speed 300 * 2: 1 * 1: 1 = 600, because of the translation of the coupling speed in the gearbox 9.1 and the control gear 5 ,

The basket k of the differential gear 2 and thus also N3 turn 300, with the drive gear e of the differential gear 2 connected to the load and initially 0, the drive wheel is a of the differential gear 2 at the speed (300 * 2) = 600.

This speed is now but simultaneously and in opposite directions on the drive gear a of the differential gear 3 at.

This means that the drive gear a of the differential gear 3 with -600 turns because of the reversal of the coupling speed N1 in the transmission gear 4 ,

The drive wheels a and e of the differential gear 3 turn a = -600 and e = 600, the differential in the differential gear 3 is (-300 + 300): 2 = 0 so that the basket k of the differential gear rotates 3 not what N2 = 0 means constant, namely independent of the input speed N3.

But any other existing output speed N2 (+, -)> 0 is maintained constant, since the speed converter is in power balance.

Example 2: falling output speed

The control stage of the control gear 5 translated in the ratio of (29:30) by a value <1.

The input speed N3 is 300. The output speed N2, as well as the drive wheel e of the differential gear 2 is initially 0.

This turns the basket k of the differential gear 2 and N3 at 300 while the drive gear e of the differential gear 2 first with the value 0 turns.

Then the drive wheel a of the differential gear rotates 2 with (300 * 2) = 600.

This speed is now but simultaneously and in opposite directions on the drive gear a of the differential gear 3 at.

This means that the drive gear a of the differential gear 3 with -600 turns, because of the reversal of the coupling speed N1 in the transmission gear 4 ,

Through the tax level 5 is the speed of the gear coupling N3 in the ratio 29:30 and by the gear ratio 9.1 in proportion 2 : 1 converted.

Thus, the drive wheel e of the differential gear rotates 3 with (300 * 2: 1 * 29:30) = 580 while the drive gear a of the differential gear 3 with -600 turns.

By the differential gear c of the differential gear 3 this difference is compensated by the basket k of the differential gear 3 and thus also the output speed N2 with (-600 + 580): 2 = -10 turns.

This speed is translated by the ratio gear 9.2 in the ratio of 2: 1, so that the output speed of the transmission gear 9.2 is equal to -20.

This speed is now but simultaneously and in the same direction on the drive wheel e of the differential gear 2 on while on the basket k of the differential gear 2 further the above-mentioned speed of 300 is applied.

The compensation in the differential gear 2 causes the respective drive wheel a to rotate at 620.

This speed is now but simultaneously and in opposite directions on the drive gear a of the differential gear 3 at.

This means that the drive gear a of the differential gear 3 with -620 rotates because of the reversal of the coupling speed N1 in the transmission gear 4 ,

The drive wheel a of the differential gear 3 rotates with -620 and the drive gear e of the differential gear 3 continues to turn 580.

The compensation in the differential gear 3 causes the basket k of the differential gear 3 with (-620 + 580): 2 = -20 and thus also the output speed N2 with -20 turn.

This speed is translated in the ratio of 2: 1 so that the output speed of the transmission 9.2 is equal to -40.

This speed is also at the same time and in the same direction to the drive wheels e of the differential gear 2 so that the speed change cycle continues.

The descent of the speed down is not limited for this mode so unrestricted.

Example 3: increasing output speed

The control stage of the control gear 5 translated in the ratio of 31:30 by a value> 1.

The input speed N3 is 300. The output speed N2, as well as the drive wheel e of the differential gear 2 is initially 0.

This turns the basket k of the differential gear 2 with 300 while the drive wheel e of the differential gear 2 initially 0 is.

Thereafter, the drive wheel a of the differential gear rotates 2 and N1 with (300 * 2) = 600

This speed is now but simultaneously and in opposite directions on the drive gear a of the differential gear 3 at.

The drive wheel a of the differential gear 3 turns with -600, because of the reversal of the coupling speed in the transmission gear 4 ,

Through the tax level 5 is the speed of the gear coupling N3 in the ratio of 31:30 and by the gear ratio 9.1 in proportion 2 : 1 converted.

Thus, the drive wheel e of the differential gear rotates 3 with (300 * 2: 1 * 31:30) = 620, while the drive gear a of the differential gear 3 with -600 turns.

By the differential gear c of the differential gear 3 this difference is compensated by the basket k of the differential gear 3 , and thus the output speed N2 with, (-600 + 620): 2 = 10 rotates.

This speed is translated by the transmission gear 9.2 in the ratio of 2: 1, so that output speed of the transmission gear 9.2 is 20.

This speed is now but simultaneously and in the same direction to the drive wheel e of the differential gear 2 on, while at N3 and also on the basket k of the differential gear 2 continue to abut the above-mentioned speed of 300.

The respective drive wheel e of the differential gear 2 turns with 20 and the basket k of the differential gear 3 with 300.

The compensation in the differential gear 2 causes the respective drive a of the differential gear 2 and N1 turns 580.

This speed is now but simultaneously and in opposite directions on the drive gear a of the differential gear 3 at.

And thus the drive wheel a of the differential gear rotates 3 with -580, while the drive wheel e of the differential gear 3 continues to rotate at 620.

The compensation in differential gears 3 causes the basket k of the differential gear 3 with (-580 + 620): 2 = 20 and thus also the output speed N2 with 20 turn.

This speed is translated in the ratio of 2: 1 so that the output speed of the transmission 9.2 equals 40.

This speed is also at the same time and in the same direction on the drive wheel e of the differential gear 2 so that the speed change cycle continues.

The increase in the speed up for this mode is not limited so unrestricted.

This steady change in speed can be changed by going to a control stage 1 : 1 is changed, which leads to a maintenance of the achieved output speed N2.

The change of the control stages is controlled in evaluation of the measured speeds, because a steady increase in speed are technical limits set by the material properties and the purpose of the speed conversion is yes to realize a certain speed or a specific speed curve over time.

With the magnitude of the value of the gear ratio <1 and> 1 of the control stage is decided on the increase in speed (the angle of rise, speed change at the output per input revolution of the rising and falling mode) and thus on the optimal adjustments to the proposed drive.

The output speed N2 is determined by the tachometer 10 measured and evaluated computationally to generate over the control stage circuit a designated speed curve over time.

The increase in the speed upwards is also limited by this way.

The speed change curve of the load N2 will be linear for this mode because the control gear is fed directly by the input speed N3.

This mode (E.Motor on N3) and gear ratios (31:30, 29:30) will cause the load on N2 to be up or down at 1:30 motor speed each time the engine rotates at N3. So after 30 engine revolutions the load speed will reach the engine speed.

3 shows the steering gear 5 , which is connected to the transmission coupling N3 between the drive wheel e of the differential gear 3 and the transmission gear 9.1 is arranged. This consists of two transmission gear pairs 7 respectively. 8th , These gear pairs 7 and 8th each consist of arranged in two rows translation gears a1, a2 and e1, e2. The gear ratios of the gear pairs a1 and a2 is <1, with the gear ratios of the gear pairs e1 and e2> 1. Through the three jaw clutches X . Y and Z become the desired speed ratios (> 1, = 1, <1) to the drive wheel e of the differential gear 3 issued.

The transmission gear pairs 7 . 8th have a gear ratio of a1 = 15:16 or a2 = 17:16 or ( X - 1 ): X and ( X +1): X, resulting in a total speed change of 255: 256, thus <1, but very close to 1.

In the translation gears 8th are the gear ratios e1 = 16:15 or e2 = 16:17 or X: (X-1). X: (X + 1), which results in a total speed change of 256: 255, thus> 1 and also close to 1.

By working with gear ratios for <1 and> 1, the value 1 : 1 are approached, the achievable increase in output speed N2 and / or N3 is very flat with respect to time. This is particularly important in drives of large loads z. As of cranes, ships, generators, tractors.

Through couplings X . Z and Y It is possible to set which of the transmission gear pairs 7 should be active as <1 or 8 as> 1 or W to W4 as = 1.

By a pulse operation, the clutches X . Y . Z the time of a speed change is influenced and thus again decided on the optimal adjustments to the intended drive / output.

LIST OF REFERENCE NUMBERS

1

Speed Converter

2

Differential gear (master)

3

Differential gear (slave)

4

Transmission (two outputs with (-1: 1 and +1: 1), in opposite directions)

5

control gear

6

brake

7

Transmission> 1

8th

Transmission gear <1

9

Transmission with 2: 1

10

Rev counter

11

E. Motor / E. Generator

12

V. engine

13

load

X, Y, Z.

clutches

Claims (12)

Method for converting at least one input speed in a speed converter (1) into at least one output speed using at least two series-connected differential gears (2, 3,), each of the differential gears (2, 3,) each having a basket (k), two Drive wheels (a, e) and at least one differential gear (c) wherein the differential gear (2, 3,) are brought into a power balance by the speed of the basket (k) of the differential gear (2) is translated by a ratio gear (9.1) in the ratio 2: 1 and at the same speed the drive wheel (e) of the differential gear (3) is driven in the same direction, the speed of the basket (k) of the differential gear (3) is translated by a ratio gear (9.2) in the ratio 2: 1 and this speed is applied to the drive wheel (s) of the differential gear (2) and is driven in the same direction, the drive wheels (a) of the two differential gear (2 and 3 ) are coupled to each other via a transmission gear (4), so that these drive wheels rotate in opposite directions and at equal speeds and by a translating control gear (5), in the power flow between a differential gear (2, 3) and a transmission gear (9.1) or (9.2) is coupled, or can be coupled, - the power balance is disturbed by the control gear (5) in proportion u equal to 1: 1 translates, which at a gear ratio greater than 1 generates a steady increase in speed and at a gear ratio smaller than 1 a steady drop in speed of the output speed of the speed converter, or - a power balance is restored by the control gear (5) to a gear ratio of 1: 1 is switched, which generates a constant output speed of the speed converter, so that speed characteristics can be realized. Method according to Claim 1 , characterized in that at the speed conversion in the control gear (5) a plurality of gear ratios in the control stages> 1, <1 are selectively adjustable. Method according to Claim 1 or 2 , characterized in that gear ratios for the control stages <1,> 1 are selected, which are approximated to the ratio 1: 1, to generate flat increases at the output speed. Method according to one of Claims 1 to 3 , characterized in that as the output speeds of the baskets (k) of the differential gear (2) (N3) and / or (3) (N2) are used. Method according to one of Claims 1 to 4 , characterized in that for the input speeds, the drive wheels (a) of the differential gear (2 and 3) (N1) and / or the basket (k) of the differential gear 2 (N3) are used. Method according to one of Claims 1 to 5 , characterized in that the input speed and the output speed are measured and processed to limit the speed increase or to check compliance with a predetermined speed curve. Method according to one of Claims 1 to 6 , characterized in that at least one output speed, preferably the input and the output speed are measured and the measurement results are used for control purposes for the control gear (5). Speed converter (1) for performing the method according to Claim 1 with at least one input speed and at least one output speed at least consisting of - two series-connected differential gears (2, 3,), each of the differential gears (2, 3,) each having a basket (k), two drive wheels (a, e) and at least a differential gear (c), - three transmission gears (9.1, 9.2, 4) and - a control gear (5), wherein the drive wheels (a) of the differential gear (2, 3) are coupled to each other via the transmission gear (4), so that The drive wheels (a) rotate in opposite directions and at the same speed, the speed of the basket (k) of the differential gear (2) by a transmission gear (9.1) in the ratio 2: 1 is translatable and at this speed the drive wheel (e) of the differential gear (3 ) can be driven in the same direction, the speed of the basket (k) of the differential gear (3) by a transmission gear (9.2) in the ratio 2: 1 is translatable and this speed on the drive wheel (e) of the dif rentialgetriebe (2) is applied and which is drivable in the same direction and wherein by a translating control gear (5), which is coupled into the power flow between a differential gear (2, 3) and a transmission gear (9.1) or (9.2), or can be coupled, the coupling speed in the control gear (5) is translated in one of the three control stages - gear ratio 1: 1 to achieve a constant output speed of the speed converter (1), or - gear ratio with a value greater than 1 to a steady speed increase of the output speed of To achieve speed converter (1), or - ratio with a value less than 1, to achieve a steady speed drop of the output speed of the speed converter (1). Speed converter to Claim 8 , characterized in that at least one output speed, preferably the input and the output speed can be measured and the measurement results for control purposes for the control gear (5) can be used. Speed converter to Claim 8 or 9 , characterized in that the from the control gear (5) to the drive wheel (e) of a differential gear (2 or 3) output speed ratios (> 1, = 1, <1) via switchable clutches (Z, Y, X) are controllable, wherein the clutches (Z, Y, X) work under software control. Speed converter after one of Claims 8 to 10 , characterized in that for the gear ratios (> 1, <1) in the control gear (5) arranged transmission gear (7) and / or (8) operate in gear ratios, which are approximated the value of 1: 1. Speed converter after one of Claims 8 to 10 , characterized in that the control gear (5) within the control stages <1 and> 1 has a plurality of adjustable transmission ratios.

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