DE102017108458A1 - CVT - Google Patents

Abstract

It is a continuously variable transmission (10) for substantially continuously varying a gear ratio in a drive train of a motor vehicle provided with an input cone pulley pair (12) for introducing a torque, wherein the input cone pulley pair (12) has an input counter-disc (18) and a relative to the input counter-disc (18). axially displaceable Eingangsverstellscheibe (20), a Ausgangskegelscheibenpaar (14) for discharging the torque and the Eingangsglgelscheibenpaar (12) with the Ausgangskegelscheibenpaar (14) coupling Umschlingungsmittel (16), in particular V-belt, wherein a at the Eingangskegelscheibenpaar (12) attacking torque sensor ( 46) is provided for changing the distance of the Eingangsverstellscheibe (20) to the input counter-disc (18) in response to an input into the input cone pulley pair (12) torque and / or in response to a change in the time of the torque introduced t. By acting on the input side of the input cone pulley pair (12) torque sensor (42) can be selected for a mountain ride and / or a downhill automatically a favorable gear ratio with a favorable efficiency, whereby an alternative continuously variable transmission (10) is possible, in particular a high Efficiency has.

Description

The invention relates to a continuously variable transmission, with the help of which in a drive train of a motor vehicle, a torque and a speed can be continuously changed.

For example DE 2 104 546 A1 is a continuously variable transmission with two coupled via a V-belt conical disk pairs known, the conical disks of conical disk pairs can be displaced in the axial direction against each other so that the V-belt can act on a changing radius of the respective cone pulley pair, whereby the transmission ratio can be changed continuously. The conical disks of the respective cone pulley pair are biased towards each other by means of a helical spring, so that the conical disks can rest against the belt with a sufficient frictional force. At the input side conical disk pair a speed sensor with centrifugal masses is provided, which exerts a centrifugal force-increasing contact pressure on the belt at an increasing speed and thereby displaces the V-belt at a rising input speed to a larger radius, whereby the translation as a function of the attacking speed Automatically change continuously.

A comparable known under the name "Variomatic" continuously variable transmission is in 1 shown schematically. This in 1 illustrated continuously variable transmission 10 has an input cone pulley pair 12 and an output cone pulley pair 14 on, via a designed as a V belt straps 16 coupled together. The input cone pulley pair 12 has an input counter-disc rotatably coupled to a drive shaft of an automotive engine 18 on, at an input disc 20 rotatably but axially slidably connected. The input adjusting disc 20 has a ramp 22 on, due to centrifugal force a spherical or cylindrical centrifugal mass 24 a speed sensor 26 can attack. If the input counter-disc 18 is driven by the vehicle engine and the Eingangsverstellscheibe 20 takes along, is also the speed sensor 26 rotated, so that the centrifugal mass 24 Due to centrifugal force can be moved radially outward. The centrifugal mass 24 can against the ramp 22 Press and thereby the Eingangsverstellscheibe 20 on the entrance counter-pane 18 to move. As a result, the contact pressure of the input counter-disk 18 and the Eingangsverstellscheibe 20 on the belt 16 be increased and finally the belt 16 to a larger effective radius of the input cone pulley pair 12 be shifted, which is dependent on the on the input cone pulley pair 12 acting speed, the gear ratio of the continuously variable transmission 10 can change. The output cone pulley pair 14 has a starting counter-disc 28 and one relative to the original counter-disk 28 axially displaceable Ausgangsverstellscheibe 30 on. At the exit counter-pane 28 and at the Ausgangsverstellscheibe 30 engages an output biasing spring 32 through which the original counter-plate 28 and the Ausgangsverstellscheibe 30 pressed against each other and thereby a contact pressure of the output cone pulley pair 14 on the belt 16 is imprinted. With the original counter-pane 28 is a centrifugal clutch 34 connected, which above a limit speed a frictional engagement with a bell 36 manufactures. The bell 36 is non-rotatable with an output shaft 38 connected, which can drive a drive wheel of the motor vehicle.

There is a constant need for alternative continuously variable transmissions, which in particular have a high efficiency.

It is the object of the invention to show measures that allow an alternative continuously variable transmission, which in particular has a high efficiency.

The object is achieved by a continuously variable transmission with the features of claim 1, a continuously variable transmission with the features of claim 6 and a continuously variable transmission with the features of claim 10. Preferred embodiments of the invention are set forth in the dependent claims and the following description, each individually or in combination may represent an aspect of the invention.

One aspect of the invention relates to a continuously variable transmission for substantially continuously varying a transmission ratio in a powertrain of a motor vehicle with an input cone pulley pair for introducing a torque, wherein the input cone pulley pair has an input counter-pulley and an input shift pulley axially displaceable relative to the input counter-pulley, an output conical pulley pair for discharging the torque the output cone pulley pair having an output counter-disc and an output shift disc axially displaceable Ausgangsverstellscheibe, and a pair of input gear pair with the Ausgangskegelscheibenpaar coupling Umschlingungsmittel, in particular V-belt, wherein an engaging on the pair of input bevel gear torque sensor for changing the distance of the Eingangsverstellscheibe to the input counter-disc depending on a in the input cone pair of slices Torque u nd / or depending on a temporal Change the introduced torque is provided.

The continuously variable transmission, also referred to as continuously variable transmission (CVT) transmission, by changing the axial distance of the Eingangsverstellscheibe to the input counter-disc and a corresponding change in the axial distance of Ausgangsverstellscheibe to the original counter-gear ratio, and thus the transmitted torque and continuously change the transmitted speed. The minimum and maximum ratio of the continuously variable transmission are defined by the minimum and maximum effective diameters of the cone pulley pairs on the belt means. The torque sensor provided on the input side can be used to change the distance of the input adjusting pulley to the input counter-pulley in the event of a sudden change in the introduced torque, as a result of which the transmission ratio of the continuously variable transmission can change. For example, upon a sudden increase in the torque introduced into the pair of input bevel gears, the torque sensor may cause a shorter distance between the input shift pulley and the input counter-pulley, such that the belt means engages a larger radius on the input shift pulley and on the input counter-pulley. At the same time, this causes the wrapping means to engage at a smaller radius on the output adjusting disk and on the output counter disk, so that the ratio of the continuously variable transmission increases. The continuously variable transmission can be used, in particular, as an automatic motor vehicle transmission for two-wheeled vehicles, for example scooters, smaller four-wheelers, for example quad-bikes, or snowmobiles, which usually require a lower power spread compared to passenger cars. If the driver of the motor vehicle suddenly gives off gas on a hill-start, and as a result an increased torque is suddenly introduced into the pair of input bevel gears, the continuously variable transmission automatically reacts in a manner corresponding to a downshift in a manual transmission. The continuously variable transmission can thereby automatically select a suitable translation for a hill start. If on a downhill, the driver suddenly takes off gas and this suddenly a reduced torque is introduced into the input cone pulley pair, the continuously variable transmission automatically reacts in a manner that corresponds to an upshift in a manual transmission. The continuously variable transmission can thereby automatically select a suitable translation for a downhill. An unfavorable transmission ratio with an unfavorable efficiency can be avoided. By acting on the input side of the input cone pulley torque sensor can be selected for example at a hill and / or downhill automatically a favorable ratio for this with a low efficiency, creating an alternative continuously variable transmission is possible, which in particular has a high efficiency.

In particular, the Eingangsverstellscheibe is biased by means of an input biasing spring with a biasing force on the input counter-plate. By the Eingangsvorspannfeder a certain contact pressure of the input counter-disc can be specified to the belt and the input counter-disc to the belt means. Preferably, the torque sensor is adapted to manipulate the biasing force of the input biasing spring in response to the inputted torque and / or in response to a time variation of the input torque by generating an axial force in the direction or opposite to the biasing force direction of the input biasing spring.

Preferably, the Eingangsverstellscheibe is coupled in a helical motion coupled to the input counter-disc, the Eingangsverstellscheibe is on a passing of the input counter-disc to the input counter-disc to be displaced.

If the input counter-disk is rotated relative to the Eingangsverstellscheibe, this movement can be converted by the helical motion coupling in an axial relative movement of the Eingangsverstellscheibe to the input counter-plate. For example, in the case of a sudden increase in the torque introduced, the input counter-disk slips slippage on the belt, so that the input counter-disk overruns the input adjusting disk in the direction of rotation. The input shift pulley is thereby moved towards the input counter-pulley so that the belt means engages a larger radius on the input counter-pulley and the input shift pulley. As a result, the transmission ratio is increased comparable to a downshift in a manual transmission. In a sudden decrease in the torque introduced, the Eingangsverstellscheibe slip slipping on the belt means, so that the Eingangsverstellscheibe overtakes the input counter-disk in the direction of rotation. The Eingangsverstellscheibe is thereby moved away from the input counter-disc, so that the belt means engages a smaller radius on the input counter-plate and the Eingangsverstellscheibe. As a result, the transmission ratio is reduced comparable to an upshift in a manual transmission. For the helical movement coupling can For example, a coupled to the input counter-bolt in a helical groove of the Eingangsverstellscheibe and / or coupled to the Eingangsverstellscheibe be guided in a helically extending groove of the input counter-plate.

Particularly preferably, the Ausgangverstellscheibe is biased by means of an output biasing spring with a biasing force to the output counter-disc. By the Ausgangsvorspannfeder a certain contact pressure of the original counter-disc can be specified to the belt and the original counter-disc to the belt means. Preferably, the torque sensor is adapted to manipulate the biasing force of the output biasing spring in response to the introduced torque and / or in response to a time change of the introduced torque via the belt means indirectly via the belt means an axial force in the direction or opposite to the biasing force of the output biasing spring can be generated.

In particular, a speed sensor acting on the output conical disk pair for changing the distance of the output adjusting disk to the output counter disk is provided as a function of a speed introduced into the output conical disk pair and / or as a function of a time change of the introduced speed. This makes it possible to adapt the transmission ratio of the continuously variable transmission to the vehicle speed. In particular, at a high vehicle speed, which corresponds to a high output-side speed of the continuously variable transmission, a lower ratio can be provided, whereby an optimized in terms of low fuel consumption gear ratio can be achieved. At a rising speed of the output cone pulley pair, the transmission ratio of the continuously variable transmission can be changed to a more favorable in terms of fuel consumption lower gear ratio comparable to an upshift in a manual transmission, so that an alternative continuously variable transmission is possible, which in particular has a high efficiency. The speed sensor acting on the output side of the output conical disc pair represents an independent embodiment that solves the problem underlying the invention without the torque sensor acting on the input conical disk pair on the input side.

A further aspect of the invention relates to a continuously variable transmission for substantially continuously varying a transmission ratio in a drive train of a motor vehicle having an input cone pulley pair for introducing a torque, wherein the input cone pulley pair has an input counter-plate and an input shift disc axially displaceable relative to the input counter-plate, an output cone pulley pair for discharging the torque, wherein the Ausgangskegelscheibenpaar has an output counter-disc and a relative to the output counter-plate axially displaceable Ausgangsverstellscheibe, and a pair of Eingangsglgelscheibenpaar with the Ausgangskegelscheibenpaar coupling Umschlingungsmittel, in particular V-belt, wherein an attacking on the Ausgangskegelscheibenpaar speed sensor for changing the distance of Ausgangsverstellscheibe to the original counterpart disc depending on a in the Ausgangskegelscheibenpaar initiated Drehza hl and / or is provided in response to a change over time of the introduced speed. This makes it possible to adapt the transmission ratio of the continuously variable transmission to the vehicle speed. In particular, at a high vehicle speed, which corresponds to a high output-side speed of the continuously variable transmission, a lower ratio can be provided, whereby an optimized in terms of low fuel consumption gear ratio can be achieved. At a rising speed of the output cone pulley pair, the transmission ratio of the continuously variable transmission can be changed to a more favorable in terms of fuel consumption lower gear ratio comparable to an upshift in a manual transmission, so that an alternative continuously variable transmission is possible, which in particular has a high efficiency. The features described below are possible for all embodiments of the invention described above.

Preferably, the speed sensor moves at a rising speed, in particular against a biasing force acting on the Ausgangsverstellscheibe Ausgangsvorspannfeder, the Ausgangsverstellscheibe away from the original counter-disc. At an increasing speed, the gear ratio can be reduced and increased at a decreasing speed. As a result, low fuel consumption can be achieved at high vehicle speeds, while at low vehicle speeds, high torque can be achieved for better acceleration performance and / or better hill climbing.

Particularly preferably, the speed sensor on a centrifugal mass to provide a speed-dependent axial force on the Ausgangsverstellscheibe on. The centrifugal mass can under centrifugal force at one with the Output ramp coupled ramp and / or press on a coupled to the output counter-ramp and thereby convert the centrifugal centrifugal force in an axially directed axial force. Depending on the current speed, the centrifugal force and thus the axial force can change, so that a particularly simple coupling of the impressed by the speed sensor axial force in dependence on the current output speed can be achieved.

In particular, the input cone pulley pair can be coupled via a centrifugal clutch to a drive shaft of an automobile engine. Due to the input-side Ankoppelungsmöglichkeit of the continuously variable transmission to the drive shaft using the centrifugal clutch, the input cone pulley pair and the Ausgangskegelscheibenpaar not rotate, if at a particularly low input side speed, for example, idle the motor vehicle engine, a power transmission via the continuously variable transmission is not needed. Unnecessary friction losses are thereby avoided, so that a better fuel efficiency is possible with respect to the fuel consumption. In addition, an unnecessarily long slip operation of the continuously variable transmission is avoided when a high torque is required and the output side prevails a correspondingly low speed. The engine power provided by the motor vehicle engine can thus be better utilized, so that it is not necessary to provide a high output-side speed for transmitting a high torque or to transmit an unnecessarily high torque at a desired high speed. By provided on the input side of the input cone pulley connection of the continuously variable transmission to the drive shaft by means of the centrifugal clutch, the engine power provided by the motor vehicle engine can be better used, so that an alternative continuously variable transmission is possible, which in particular has a high efficiency. The input side provided on the pair of input cone pulley centrifugal clutch here represents an independent embodiment, which solves the problem underlying the invention even without the output side attacking on the output cone pulley speed sensor and / or without the input side on the input cone pulley attacking torque sensor.

A further aspect of the invention relates to a continuously variable transmission for substantially continuously varying a transmission ratio in a drive train of a motor vehicle having an input cone pulley pair for introducing a torque, wherein the input cone pulley pair has an input counter-plate and an input shift disc axially displaceable relative to the input counter-plate, an output cone pulley pair for discharging the torque, wherein the Ausgangskegelscheibenpaar has an output counter-disc and a relative to the output counter-plate axially displaceable Ausgangsverstellscheibe, and the input cone pulley pair with the Ausgangskegelscheibenpaar coupling Umschlingungsmittel, in particular V-belt, wherein the input cone pulley pair can be coupled via a centrifugal clutch to a drive shaft of an automotive engine. Due to the input-side Ankoppelungsmöglichkeit of the continuously variable transmission to the drive shaft using the centrifugal clutch, the input cone pulley pair and the Ausgangskegelscheibenpaar not rotate, if at a particularly low input side speed, for example, idle the motor vehicle engine, a power transmission via the continuously variable transmission is not needed. Unnecessary friction losses are thereby avoided, so that a better fuel efficiency is possible with respect to the fuel consumption. In addition, an unnecessarily long slip operation of the continuously variable transmission is avoided when a high torque is required and the output side prevails a correspondingly low speed. The engine power provided by the motor vehicle engine can thus be better utilized, so that it is not necessary to provide a high output-side speed for transmitting a high torque or to transmit an unnecessarily high torque at a desired high speed. By provided on the input side of the input cone pulley connection of the continuously variable transmission to the drive shaft by means of the centrifugal clutch, the engine power provided by the motor vehicle engine can be better used, so that an alternative continuously variable transmission is possible, which in particular has a high efficiency. The features described below are possible for all embodiments of the invention described above.

In particular, the input counter-disc is mounted on a coaxially through the input counter-plate extending drive shaft of an automotive engine. The input cone pulley pair can thus easily be mounted tilt-safe on the drive shaft. In addition, the centrifugal clutch can be easily provided on the facing away from the motor vehicle side of the input cone pulley pair.

The invention will now be described by way of example with reference to the accompanying drawings with reference to preferred embodiments, wherein the features shown below, both individually and in combination may represent an aspect of the invention. Show it:

1 : A schematic sectional view of a prior art continuously variable transmission according to the prior art and

2 : A schematic sectional view of a continuously variable transmission according to the invention.

This in 2 illustrated continuously variable transmission according to the invention 10 has an input cone pulley pair 12 and an output cone pulley pair 14 on, via a designed as a V belt straps 16 coupled together. The input cone pulley pair 12 has one over a first camp 40 and one to the first camp 40 axially spaced second bearing 42 on a drive shaft 44 a motor vehicle engine tilt-mounted input counter-plate 18 on, which has one with the drive shaft 44 directly connected centrifugal clutch 34 above an idling speed of the motor vehicle engine with the drive shaft 44 can be coupled. Because the centrifugal clutch 34 directly on a suitably shaped portion of the input counter-disc 18 can attack is compared to the in 1 illustrated continuously variable transmission 10 a separate bell 36 saved.

The input cone pulley pair 12 also has one to the input counter-plate 18 via a torque sensor 46 along an helical relative movement axially displaceable Eingangsverstellscheibe 20 on. For this purpose, the torque sensor 46 a radially extending bolt 48 on that with the input counter-disc 18 connected and in a helical groove of the Eingangsverstellscheibe 20 can be guided or with the Eingangsverstellscheibe 20 connected and in a helical groove of the input counter-disc 18 can be guided. If the input counter-disc 18 at a rising introduced torque, the Eingangsverstellscheibe 20 overhauled, causes the torque sensor 46 in that the input adjusting disc 20 along the helical motion to the input counter-disc 18 relatively twisted and on the input counter-plate 18 is moved to, in this case one on the input counter-disc 18 and the Eingangsverstellscheibe 20 supported input bias spring 50 is relaxed. The input bias spring 50 provides an axial force with which the input counter-disc 18 and the input disc 20 towards each other against the belt 16 be pressed. If the input adjusting disc 20 at a decreasing introduced torque, the input counter-disc 18 overhauled, causes the torque sensor 46 in that the input adjusting disc 20 along the helical motion to the input counter-disc 18 relatively twisted and from the input counter-plate 18 is moved away, in which case the input bias spring 50 becomes more tight.

The output cone pulley pair 14 has a starting counter-disc 28 and one relative to the original counter-disk 28 axially displaceable Ausgangsverstellscheibe 30 on. At the exit counter-pane 28 and at the Ausgangsverstellscheibe 30 engages an output biasing spring 32 through which the original counter-plate 28 and the Ausgangsverstellscheibe 30 pressed against each other and thereby a contact force of the output cone pulley pair 14 on the belt 16 is imprinted. The original counter-pane 28 and the Ausgangsverstellscheibe 30 are non-rotatable with an output shaft 38 connected, which can drive a drive wheel of the motor vehicle. Alternatively, the starting counter-disc 28 and the Ausgangsverstellscheibe 30 via a constant gear ratio with the output shaft 38 be coupled.

At the output cone pulley pair 14 engages a speed sensor 26 on, the counterpart disc at an increasing speed 28 and the Ausgangsverstellscheibe 30 towards each other and at a decreasing speed the output counter-disc 28 and the Ausgangsverstellscheibe 30 moved away from each other. This is with the original counter-plate 28 an axially spaced first support flange 52 and with the Ausgangsverstellscheibe 30 an axially spaced second support flange 54 connected. The first support flange 52 and the second support flange 54 are tapered towards each other, so that the first support flange 52 and the second support flange 54 one ramp each 22 train against which a centrifugal mass 24 of the speed sensor 26 can press under the influence of centrifugal force. This allows the centrifugal mass 24 as a function of the output-side speed, an axial force on the output counter-disc 28 and the Ausgangsverstellscheibe 30 exercise to the original counterpart 28 and the Ausgangsverstellscheibe 30 against the biasing force of the output biasing spring 32 to push apart. At a low speed, that is from the speed sensor 26 applied axial force less than at a high speed, so that at a low speed, a lesser proportion of the biasing force of the Ausgangsvorspannfeder 32 is compensated as at a higher speed.

Basically, the transmission ratio of the continuously variable transmission 10 due to a balance of forces between the input biasing spring 50 and the output bias spring 32 one. Through the with the help of the torque sensor 46 on the input side of the input cone pulley pair 12 influenced force conditions on the belt 16 and with the help of Speed sensor 26 on the output side of the Ausgangskegelscheibenpaar 14 influenced force conditions on the belt 16 However, can be adapted to the current driving situation gear ratio for the continuously variable transmission 10 adjust, resulting in an improved overall efficiency for the continuously variable transmission 10 can be achieved.

LIST OF REFERENCE NUMBERS

10

 CVT

12

 Input conical pulley

14

 Output conical pulley

16

 endless

18

 Input counter disc

20

 Eingangsverstellscheibe

22

 ramp

24

 centrifugal mass

26

 Speed sensor

28

 Output counter disc

30

 Ausgangsverstellscheibe

32

 Output biasing spring

34

 centrifugal clutch

36

 Bell jar

38

 output shaft

40

 first camp

42

 second camp

44

 drive shaft

46

 torque sensor

48

 bolt

50

 Input bias spring

52

 first support flange

54

 second support flange

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 2104546 A1 [0002]

Claims (10)

Continuously variable transmission for substantially continuous variation of a transmission ratio in a drive train of a motor vehicle, with an input cone pulley pair ( 12 ) for introducing a torque, wherein the input cone pulley pair ( 12 ) an input counterpart disc ( 18 ) and one relative to the input counter-disk ( 18 ) axially displaceable input adjusting disc ( 20 ), a Ausgangskegelscheibenpaar ( 14 ) for deriving the torque, where in the output cone pulley pair ( 14 ) a starting counter-disk ( 28 ) and one relative to the original counterpart disc ( 28 ) axially displaceable output adjusting disc ( 30 ) and the input cone pulley pair ( 12 ) with the output cone washers ( 14 ) coupling means ( 16 ), in particular V-belts, one on the input cone pulley pair ( 12 ) engaging torque sensors ( 46 ) for changing the distance of the Eingangsverstellscheibe ( 20 ) to the entrance counter-pane ( 18 ) depending on one in the input cone disc pair ( 12 ) introduced torque and / or in response to a change over time of the introduced torque is provided. Continuously variable transmission according to claim 1, characterized in that the A gangsverstellscheibe ( 20 ) by means of an input biasing spring ( 50 ) with a biasing force on the input counter-disk ( 18 ) is too biased. Continuously variable transmission according to claim 1 or 2, characterized in that the Eingangsverstellscheibe ( 20 ) with the input counter-disk ( 18 ) is screw-coupled, wherein the input adjusting disc ( 20 ) in an overtaking of the input counter-disk ( 18 ) on the input counter-disk ( 18 ) is relocatable. Continuously variable transmission according to one of claims 1 to 3, characterized in that the Ausgangsverstellscheibe ( 30 ) by means of an output biasing spring ( 32 ) with a biasing force on the original counter-disc ( 28 ) is biased to pre. Continuously variable transmission according to one of claims 1 to 4, characterized in that a on the Ausgangskegelscheibenpaar ( 14 ) attacking speed sensor ( 26 ) for changing the distance of the Ausgangsverstellscheibe ( 30 ) on the counterpart disc ( 28 ) depending on one in the output cone disc pair ( 14 ) introduced speed and / or is provided in response to a change over time of the introduced speed. Continuously variable transmission for substantially continuous variation of a transmission ratio in a drive train of a motor vehicle, with an input cone pulley pair ( 12 ) for introducing a torque, wherein the input cone pulley pair ( 12 ) an input counterpart disc ( 18 ) and one relative to the input counter-disk ( 18 ) axially displaceable input adjusting disc ( 20 ), a Ausgangskegelscheibenpaar ( 14 ) for deriving the torque, where in the output cone pulley pair ( 14 ) a starting counter-disk ( 28 ) and one relative to the original counterpart disc ( 28 ) axially displaceable output adjusting disc ( 30 ) and the input cone pulley pair ( 12 ) with the output cone washers ( 14 ) coupling means ( 16 ), in particular V-belts, one on the output cone pulley pair ( 14 ) attacking speed sensor ( 26 ) for changing the distance of the Ausgangsverstellscheibe ( 30 ) on the counterpart disc ( 28 ) depending on one in the output cone disc pair ( 14 ) introduced speed and / or in response to a change over time of the introduced speed. Continuously variable transmission according to claim 5 or 6, characterized in that the speed sensor ( 26 ) at a rising speed, in particular against a biasing force of a at the Ausgangsverstellscheibe ( 30 ) starting output spring ( 32 ), the Ausgangsverstellscheibe ( 30 ) from the main counterpart ( 28 ) shifts away. Continuously variable transmission according to one of claims 5 to 7, characterized in that the speed sensor ( 26 ) a centrifugal mass ( 24 ) for providing a speed-dependent axial force on the Ausgangsverstellscheibe ( 30 ) having. Continuously variable transmission according to one of claims 1 to 8, characterized in that the input cone pulley pair ( 12 ) via a centrifugal clutch ( 34 ) to a drive shaft ( 44 ) of a motor vehicle engine can be coupled. Continuously variable transmission for substantially continuous variation of a transmission ratio in a drive train of a motor vehicle, with an input cone pulley pair ( 12 ) for introducing a torque, wherein the input cone pulley pair ( 12 ) an input counterpart disc ( 18 ) and one relative to the input counter-disk ( 18 ) axially displaceable input adjusting disc ( 20 ), a Ausgangskegelscheibenpaar ( 14 ) for deriving the torque, where in the output cone pulley pair ( 14 ) a starting counter-disk ( 28 ) and one relative to the original counterpart disc ( 28 ) axially displaceable output adjusting disc ( 30 ), and one the input cone pulley pair ( 12 ) with the output cone washers ( 14 ) coupling means ( 16 ), in particular V-belts, wherein the input cone pulley pair ( 12 ) via a centrifugal clutch ( 34 ) to a drive shaft ( 44 ) of a motor vehicle engine can be coupled.

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