DE10206204A1 - Toroidal variator system for transmission of road vehicle has ball and roller bearings for intermediate shaft carrying disks for toroidal drive and accommodating input shaft on further roller bearings - Google Patents

Abstract

The input shaft (5) of the variable transmission (7) runs on needle bearings (50,85) inside an intermediate shaft (14) with a gearwheel (19) integrally formed at one end. An annular space (58) between the drive and intermediate shafts is filled with lubricating oil which can pass through an angled oil channel (75) to a bearing for a central bearing (60) for the intermediate shaft.

Description

The invention relates to a motor vehicle transmission with a Toroidvariator according to the preamble of claim 1 .

Such a motor vehicle transmission with a Toroidvariator is already known from US 6,251,039 B1. This Motor vehicle transmission is power split and has a coaxial construction on. The toroidal variator has two Torus chambers on whose central driven pulley rotatably with connected as a hollow shaft output shaft is connected. On the other hand, it is concentric within the hollow shaft arranged drive shaft rotatably with two outer Connected output sheaves.

Furthermore, from DE 199 47 851 A1 already a Toroidvariator known.

The object of the invention is to supply the lubricant a motor vehicle transmission with a Toroidvariator sure.

The explained object is according to the invention with the Characteristics of claim 1 solved in an advantageous manner.

An advantage of the invention is that a ring channel, which forms between coaxial waves, a relatively has large flow cross-section, so that a corresponding large volume flow to be lubricated components of the Toroid variator can supply with lubricant. There a large flow cross-section also low flow losses is the efficiency of the overall gearbox especially good. It accounts for particularly kostengünsitger Way elaborate edits - especially cutting Machining - to make a separate Lubricant channel in one of the waves.

Through the annular channel is the most advantageous Embodiment of the invention according to claim 2 possible, in which the radially inner of the two waves as a solid shaft can be executed. The daduch achieved high rigidity in the area of the wave in which this of the Toroidvariator is highly loaded, it allows the shaft relatively thin to construct. This goes with cost, space and Associated with weight advantages.

Claim 4 shows a particularly advantageous Embodiment of the invention, in which in particular the thermally and vigorously highly loaded bearings fail-safe supplied with lubricant or coolant.

Claim 5 shows a particularly cost-effective Embodiment of the invention, in which with little effort a partial flow of the lubricant flow from the annulus is directed.

Claim 7 shows a particularly advantageous Embodiment of the invention, in which the rolling contacts between drive and driven pulley and scooter safe with Lubricants are supplied.

Claim 8 shows a particularly advantageous Embodiment of the invention, in which a bearing for Recording of the bearing reaction forces of one shaft safely supplied with lubricant.

Claims 9 to 12 show particularly advantageous constructive embodiments of the invention which are in particular concentric power split Obtain transmission concepts.

• - Volumenstrom bzw.
• - Austrittsgeschwindigkeit aus dem Ringraum

mittels einer Drossel an die Erfordernisse des jeweiligen Kraftfahrzeuggetriebes anzupassen. Claim 13 shows one way, the partial flows of lubricants or coolant to be supplied bearings of the motor vehicle transmission with respect to the parameters

• - Volume flow or
• - Exit velocity from the annulus

to adapt by means of a throttle to the requirements of the respective motor vehicle transmission.

Claim 14 shows a particularly advantageous constructive design of a concentric Motor vehicle transmission concept a way that one Drive disc lubricated against the output shaft to to store.

In general, an advantage of power split Automobile transmissions with toroidal variator that the Toroidal variator as a result of using a constant translating power path in wide operating ranges is relieved. This relief is especially at torque-strong drive motors advantageous in which the Output torque of the drive motor significantly above the maximum permissible input torque of the toroidal variator is and thus a reduction of the variator torque alone by upstream a translation stage "fast" would not be sufficient. The said high-torque drive motors are usually installed longitudinally in drive trains.

The relief of Toroidvariators causes at corresponding Design of the motor vehicle transmission also in an advantageous Way an improvement of the overall efficiency of the Motor vehicle transmission in the corresponding driving range, since the power in the constantly translated power path with higher Efficiency can be transmitted as in stepless translated variably.

Another benefit of toroidal variator relief is that that thereby the contact pressure on the input / output discs can be lowered, resulting in a reduction of Frictional losses leads. As a result of the reduction of Frictional losses also less heat must be dissipated.

Furthermore, by relieving the toroidal variator its life can be increased in an advantageous manner.

An advantage of the distribution of the gear ratio at least two driving ranges is that thereby the Spreading of the motor vehicle transmission is increased. Gear spreads larger than that Toroidal variator spread are thus possible.

Both driving ranges are advantageously in Power split executable to increase the efficiency increase.

By means of a geared-neutral function can in vorteilhaftrer Way a starting element, such as a hydrodynamic torque converter can be saved. The Implementing a geared neutral mode allows one Operation in which solely by adjusting the Toroidvariators the driving states forward drive, reverse drive and standstill can be achieved. Furthermore, there is no reversing unit, such as For example, a reversible kit with associated couplings or Brakes, required, which is also beneficial Weight, space and costs affects.

The motor vehicle transmission is particularly advantageous Way application in a powertrain with front Drive motor and rear axle drive. Furthermore, that finds Motor vehicle transmission in a particularly advantageous manner Application in a four-wheel drive, which consists of a modified powertrain with front-drive engine and Hinterachsantrieb emerges. Such a drive train shows the unpublished DE 101 33 118.5.

Further advantages of the invention will become apparent from the others Claims, the description and the drawings.

The invention is described below with reference to a Embodiment of the entire motor vehicle transmission and explained two design alternatives of trunnions.

Show it

Fig. 1 in a schematic axial section of a motor vehicle transmission comprising a toroidal continuously variable transmission, a planetary wheel intermediate gear and a planet wheel end gear,

Fig. 2 shows a detailed sectioned view of a detail II of the transmission scheme of Fig. 1, this comprises among others located radially outwardly extending webs,

FIG. 3 shows in a detail a section through one of the webs from FIG. 2, FIG.

Fig. 4 shows a schematic principle view for explaining the function of the scooter from the toroidal variator according to Fig. 1,

Fig. 5 in a first alternative embodiment of a scooter this and its trunnions in detail in a sectional view and

Fig. 6 in a second embodiment alternative of a scooter this and its trunnions in detail in a sectional view.

Fig. 1 shows a schematic axial section of a motor vehicle transmission, which comprises a continuously variable Toroidvariator 7 , a planetary gears intermediate gear 8 and a planet gears final gearbox 9 .

The motor vehicle transmission is used in a drive train with front drive motor and rear axle drive. The motor vehicle transmission is thus arranged in the power flow between the not shown front drive motor and a rear axle, by means of which rear drive shafts and consequently driving wheels are driven. The front drive motor is coupled to an input shaft 5 of the motor vehicle transmission and the Hinterachsgetriebe is rotatably connected by means of a propeller shaft with an output shaft 6 of the motor vehicle transmission.

By means of a arranged at the rear end of the motor vehicle transmission friction clutch K3, the input shaft 5 with the output shaft 6 frictionally coupled, so that a direct drive from the drive motor to the rear axle can be produced.

The input shaft 5 is rotatably supported at its two end regions by means of two rolling bearings 135 and 136 with respect to a non-rotating housing part 26 of the Kraftfahrezuggetriebes. The two rolling bearings 135 and 136 are designed as a fixed bearing floating bearing pairing. The input shaft 5 is immovably connected to an adjacent first toroidal central drive pulley 11 of the Toroidvariators 7 and the coaxial central input shaft 5 with a two-pronged planetary carrier 18 of the intermediate gear 8 . This planet carrier 18 is rotatably connected to the adjacently arranged to this second central toroidal drive pulley 12 of the Toroidvariators 7 . Thus, the two drive disks 11 and 12 are connected in parallel in the power flow or rotationally fixed to each other. A coaxial to the input shaft 5 and interspersed with this play clearance concentric intermediate shaft 14 is rotatably configured with an axially central driven pulley 10 . In this driven pulley 10 , the two concave toroidal output surfaces 16 and 17 are incorporated on the axially opposite sides thereof. The driven pulley 10 is immovably connected to an inner central wheel 19 of the intermediate gear 8 .

A drive pulley 11 or 12 is with its associated output surface 16 or 17 via two planets, so-called scooter 13 a, 13 b and 15 a, 15 b, in frictional contact. Two scooters 13 a, 13 b and 15 a, 15 b are assigned to one of two torque chambers 93 , 94 . The rollers 13 a, 13 b and 15 a, 15 b are - as explained below in more detail to Fig. 4 - both about its own axis of rotation 95 a, 95 b and 96 a, 96 b rotatable and one to their own axis of rotation 95 a, 95 b pivoting vertical pivot axis.

The inner central gear 19 of the intermediate gear 8 has a drive connection 20 with an inner central gear 21 as a first gear member of the final gear 9 .

This drive connection 20 includes at the one web of the planet carrier 18 of the intermediate gear 8 mounted main planetary 46 with both sides of a radial drive ridge of the planet carrier 18 arranged sprockets 43 a, 43 b, of which a sprocket 43 a with the concentric intermediate shaft 14 connected inner central wheel 19 and the other ring gear 43 b with an axially disposed on the other side of the radial drive ridge second inner central gear 48 meshes, which in turn one - a clutch and disengageable clutch K2 containing - drive connection 50 with the first gear member of the final gear 9 forming inner Central wheel 21 has.

The meshing with the one inner central wheel 19 of the intermediate gear 8 sprocket 43 a of the main planetary 46 is also in mesh with a minor planet 63 , which is mounted on the second web of the planet carrier 18 and in turn meshes with an outer central wheel 22 , which via a cup-shaped drive connection 23 is rotatably connected to a coupling half of a clutch and disengageable friction clutch K1. A second coupling half of this friction clutch K1 is rotatably connected to a second gear member of the final gear 9 forming outer central gear 24 .

The final gear 9 has a third gear member in the form of a planet carrier 25 which is rotatably connected by means of a radial Abstützsteges 36 with the non-rotating housing part 26 of the motor vehicle transmission and planet gears 34 a, 34 b with two sprockets 37 a, 37 b equal number of teeth superimposed, which Both sides of the Abstützsteges 36 are arranged, and of which the one, the intermediate gear 8 adjacent toothed ring 37 a meshes with both the inner and with the outer gear 21 and 24 respectively.

The final gear 9 has a fourth gear member in the form of a second outer central wheel 27 , which meshes with the other sprocket 37 b of the planetary gears 34 b and has a drive connection 28 with the output shaft 6 .

On the outer circumference of the outer central wheel 27 , a parking lock wheel 33 is arranged concentrically and immovably.

In the lower driving range, the clutch K1 are engaged in the forward drive mode and the clutch K2 disengaged, so that the power is branched at the intermediate gear 8 , wherein a first part of the power to the output shaft 6 and a second part of the power via the Toroidvariator 7 flows into the drive shaft 5 ,

Fig. 2 shows a detailed sectional view of a detail II of the transmission diagram of Fig. 1, but wherein the rollers 13 b, 15 b of FIG. 1 are not shown.

• - das innere Zentralrad 19,
• - den Zahnkranz 43a und
• - den Nebenplaneten 63

umfasst. The input shaft 5 has a first axial region 54 , in which also the Toroidvariator 7 and the input and output disks 10 , 11 , 12 are located. This first axial region 54 is designed as a solid shaft, whereby its diameter is very small. This first axial region 54 is adjoined by a second axial region 34 , in which also a first Radsatzebene of the intermediate gear 8 is located, among others

• the inner central wheel 19 ,
• - the ring gear 43 a and
• - the minor planet 63

includes.

• a) ein erstes Nadellager 50 zur drehbaren Abstützung der Abtriebsscheibe 10 gegenüber der Eingangswelle 5,
• b) ein einreihiges Rillenkugellager 60 zur Axial- und Radiallagerung der Zwischenwelle 14 gegenüber einem Gehäuseteil 62 des Kraftfahrzeuggetriebes,
• c) ein zweites Nadellager 61 zur drehbaren Abstützung der zweiten zentralen toroidalen Antriebsscheibe 12 gegenüber der Zwischenwelle 14 und
• d) ein drittes Nadellager 85 zur radialen Abstützung des Zentralrades 19 gegenüber der Eingangswelle 5 im zweiten Bereich 34.

In this second axial region 34 , two oil channels 56 a, 56 b are drilled obliquely into the solid shaft. These oil channels 56 a, 56 b open on the one hand in an annular space 58 and on the other hand in a central bore 57 of the input shaft 5 , which is located substantially in a third axial region 55 . Thus, the two oil channels 56 a, 56 b make a flow connection between the oil pressure under standing central bore 57 and the annular space 58 , which lies substantially in the first axial region 54 . While the radially inner wall of the annular space 58 is formed by the input shaft 5 , the radially outer boundary of the annular space 58 is formed by the concentric designed as a hollow shaft intermediate shaft 14 . Openings for the discharge of lubricating oil from the annular space 58 are located at bearings, which are designed as the following rolling bearings:

• a) a first needle bearing 50 for rotatably supporting the driven pulley 10 with respect to the input shaft 5 ,
• b) a single-row deep groove ball bearing 60 for the axial and radial bearing of the intermediate shaft 14 with respect to a housing part 62 of the motor vehicle transmission,
• c) a second needle bearing 61 for rotatably supporting the second central toroidal drive pulley 12 relative to the intermediate shaft 14 and
• d) a third needle bearing 85 for the radial support of the central wheel 19 with respect to the input shaft 5 in the second region 34th

• a) Das erste Nadellager 50 umfasst Wälzkörper, welche innerhalb eines Käfigs 64 angeordnet sind und sich auf der Eingangswelle 5 in einem Bereich abwälzen, in welchem diese als Vollwelle ausgestaltet ist. Der Käfig 64 ist in eine zentrale Bohrung der Abtriebsscheibe 10 eingesetzt und liegt axial einerseits an einer Stirnfläche 65 eines Endes 70 der Zwischenwelle 14 an. Andererseits liegt der Käfig 64 axial an einem Axialsicherungsring 66 an, welcher in eine Innennut an dem einen axialen Ende der Abtriebsscheibe 10 eingesetzt ist. An dem anderen axialen Ende der Abtriebsscheibe 10 ist diese mit einer Außengewindehülse 68 verschraubt, deren radial nach außen kragender Endbund axial an einer Stirnfläche der Abtriebsscheibe 10 anliegt. Axial zwischen dem ersten Nadellager 50 und der Außengewindehülse 68 ist die Abtriebsscheibe 10 mittels einer Keilwellenverzahnung 67 drehfest mit der Zwischenwelle 14 verbunden. Dabei wird ein geringes Axialspiel zwischen dem Käfig 64 und der Stirnfläche 65 bzw. zwischen der Außengewindehülse 68 und einer der Keilwellenverzahnung 67 zugehörigen Außenverzahnung 69 der Eingangswelle 5 zugelassen.
  Die Schmierung des großen Nadellagers 50 erfolgt mittels Schmieröl, welches an einem als quasi-Drossel fungierenden Dichtring 190 vorbei aus dem Ringraum 58 am Ende 70 der Zwischenwelle 14 austritt.
• b) Das Rillenkugellager 60 weist einen Lageraußenring auf, welcher in axialer Richtung gegenüber dem Gehäuseteil 62 einerseits an einem Absatz 71 und andererseits an einem Axialsicherungsring 72, welcher in eine Innennut des Gehäuseteils 62 eingesetzt ist, festgelegt ist.
  Ähnlich ist ein Lagerinnenring des Rillenkugellagers 60 in axialer Richtung gegenüber der Zwischenwelle 14 einerseits an einem Absatz 73 und andererseits an einem Axialsicherungsring 74, welcher in eine Umfangsnut der Zwischenwelle 14 eingesetzt ist, festgelegt.
  Die Schmierung des Rillenkugellagers 60 erfolgt mittels Schmieröl, welches durch ein schräge Bohrung 75 in der Zwischenwelle 14 aus dem Ringraum 58 austritt. Diese Bohrung 75 ist axial neben dem Rillenkugellager 60 angeordnet und auf dessen Wälzkörper gerichtet.
• c) Das zweite Nadellager 61 umfasst Wälzkörper, welche innerhalb eines Käfigs 76 angeordnet sind und sich auf der Zwischenwelle 14 abwälzen. Der Käfig 76 ist in eine zentrale Bohrung der Abtriebsscheibe 12 eingepresst und liegt axial an einer Stirnfläche 77 eines Bohrungsgrundes dieser zentralen Bohrung an.

In the following, a) to c) are explained in more detail.

• a) The first needle bearing 50 includes rolling elements, which are arranged within a cage 64 and roll on the input shaft 5 in a region in which it is configured as a solid shaft. The cage 64 is inserted into a central bore of the driven pulley 10 and abuts axially on the one hand on an end face 65 of an end 70 of the intermediate shaft 14 . On the other hand, the cage 64 abuts axially on an axial securing ring 66 , which is inserted into an inner groove on the one axial end of the driven pulley 10 . At the other axial end of the driven pulley 10 , this is screwed to an externally threaded sleeve 68 , the radially outwardly cantilever end collar rests axially on an end face of the driven pulley 10 . Axially between the first needle bearing 50 and the outer threaded sleeve 68 , the driven pulley 10 is rotatably connected by means of a spline 67 with the intermediate shaft 14 . In this case, a slight axial clearance between the cage 64 and the end face 65 or between the externally threaded sleeve 68 and one of the spline teeth 67 associated external teeth 69 of the input shaft 5 is allowed.
  The lubrication of the large needle bearing 50 takes place by means of lubricating oil, which exits past a sealing ring 190 functioning as a quasi-throttle, out of the annular space 58 at the end 70 of the intermediate shaft 14 .
• b) The deep groove ball bearing 60 has a bearing outer ring which is fixed in the axial direction relative to the housing part 62, on the one hand on a shoulder 71 and on the other hand on an axial securing ring 72 , which is inserted into an inner groove 62 of the housing part.
  Similarly, a bearing inner ring of the deep groove ball bearing 60 in the axial direction relative to the intermediate shaft 14 on the one hand on a shoulder 73 and on the other hand on an axial securing ring 74 , which is inserted into a circumferential groove 14 of the intermediate shaft fixed.
  The lubrication of the deep groove ball bearing 60 by means of lubricating oil, which exits through an oblique bore 75 in the intermediate shaft 14 from the annular space 58 . This bore 75 is disposed axially adjacent to the deep groove ball bearing 60 and directed to the rolling elements.
• c) The second needle bearing 61 includes rolling elements, which are arranged within a cage 76 and roll on the intermediate shaft 14 . The cage 76 is pressed into a central bore of the driven pulley 12 and abuts axially on an end face 77 of a bore bottom of this central bore.

Radially within the driven pulley 12 and axially adjacent to the second needle bearing 61 , an oblique bore 79 is bored in the intermediate shaft 14 , which supplies the second needle bearing 61 with lubricating oil.

The driven pulley 12 is system-fixed by means of an axial toothing 82 and a plate spring 81 rotatably and axially biased against a planet carrier pin receptacle 80 of the planet carrier 18th

The annular space 58 is sealed on its side facing the intermediate gear 8 side with a sealing ring 83 which is inserted into a concentric bore of the integral with the intermediate shaft 14 designed central wheel 19 and acts as a quasi-throttle by the sealing ring 83 allows a defined leakage. The sealing ring 83 is secured by means of a cage 84 of the third needle bearing 85 . The sealing ring 83 rests with the inside of the input shaft 5 axially adjacent to the two oil channels 56 a, 56 b and allows the defined leakage flow to the lubricant supply of the third needle bearing 85 while maintaining a lubricant pressure in the annular space 58 .

In the third area 55 extends axially next to the central wheel 19, a Planetenträgerarm 86 radially outward. This Planetenträgerarm 86 has radially outwardly extending webs 87 , which are circumferentially interrupted by recesses 88 . These recesses 88 are penetrated by the main planetary 46 , so that the sprockets 43 a, 43 b the Planetenträgerarm 86 are adjacent on both sides.

Fig. 3 shows in a detail a section through one of the radially outwardly extending webs 87th The webs 87 are configured identically, which is why in the following only one of the three webs 87 distributed uniformly around the circumference will be explained.

The web 87 has radially on the outside an aligned parallel to an apparent also in FIG. 1 and FIG. 2 central axis 52 of the motor vehicle transmission bore 89, into which a planet carrier stud 90 of the auxiliary planet 63 press-fitted. This press fit is located centrally on the planet carrier bolt 90 so that it projects axially with an end region 91 facing the toroidal variator 7 and an end region 92 facing away from the latter. The planetary carrier pin 90 has at the opposite end portion 92 radially inwardly a slot, which opens into a central concentric blind hole. This blind hole is closed at the access opening by means of a ball. At the bottom of the blind hole, which is located in the other end portion 91 , is a transverse bore in the planet carrier pin 90 , which produces a flow connection from the blind hole to a needle bearing of the minor planetary 63 .

• - das Langloch,
• - die Sacklochbohrung und
• - die Querbohrung

zur Nadellagerung des Nebenplaneten 63 gelangt, so dass diese stets reibungsarm und ausfallsicher geschmiert und gekühlt ist. Radially inside of the planet carrier bolt 90 , the second inner central wheel 48 is arranged, which meshes with the not visible in the drawing plane of Fig. 3 sprocket 43 b. This rotating in driving central wheel 48 hurls due to the centrifugal lubricating oil radially outward, of which a share

• - the slot,
• - the blind hole and
• - the cross hole

for needle bearing of the subordinate planet 63 passes, so that it is always lubricated and cooled with low friction and fail-safe.

Fig. 4 shows a schematic principle section of the rollers 13 a, 13 b of the first Toruskammer 93 and the scooter 15 a, 15 b of the second Toruskammer 94 from Toroidvariator 7 of FIG. 1. For a better overview, the drive pulleys and driven pulley are not shown. The schematic principle section is shown in the actual installation position of the motor vehicle transmission, so that in the installation position below components located below as "down" arranged and in installation position overhead components are referred to as "top" arranged.

Since the four rollers 13 a, 13 b, 15 a, 15 b of the two torque chambers 93 , 94 are configured substantially similar and have similar function, the similarities based on the scooter 13 a, 13 b of a Toruskammer 93 will be explained in the following ,

The two rollers 13 a, 13 b are both about its own axis of rotation 95 a, 95 b rotatable and pivotable about its own axis of rotation 95 a, 95 b pivot axis 97 a, 97 b. For this purpose, each of the rollers 13 a, 13 b by means of two bearings 98 a and 98 b and 99 a and 99 b rotatably about its own axis of rotation 95 a, 95 b mounted on an eccentric pin 100 a and 100 b, which by means of a Schubnadellagers 101 a and 101 b slightly pivotable about a parallel offset from the rotation axis 95 a and 95 b arranged further pivot axis 102 a and 102 b is arranged. In this case, the eccentric pin 100 a and 100 b to this further pivot axis 102 a and 102 b is pivotally mounted roller bearings in a trunnion 103 a and 103 b added. This trunnion 103 a and 103 b extends perpendicular to the axis of rotation 95 a, 95 b and the other pivot axis 102 a and 102 b and has at its two ends 104 a, 105 a and 104 b, 105 b bearings with spherical configured bearing outer rings on. These bearing outer rings or ends 104 a, 105 a and 104 b, 105 b are on the one hand in bores 107 a and 107 b of a support plate 106 made of steel and on the other hand in bores 108 a and 108 b of a rocker 109 added. Both the support plate 106 and a central rocker bearing 110 of the rocker 109 are immovably connected to a light metal gear housing 111 of the motor vehicle transmission.

The lower ends 108 a and 108 b of the support pins 103 a, 103 b are axially against pistons of hydraulic Axialstellgliedern 112 a, 112 b supported, which are arranged below the support pins 103 a, 103 b. The cylinders of the hydraulic Axialstellglieder 112 a, 112 b are axially supported in a manner not shown relative to the said light metal gear housing 111 . Below the hydraulic Axialstellglieder 112 a, 112 b, a non-illustrated electro-hydraulic control plate of the motor vehicle transmission is arranged. This control plate has solenoid valves and spool for controlling the clutches K1. K2, K3 and the axial actuators 112 a, 112 b.

The torque transmission of Toroidvariators 7 is carried out by rotation of the rollers 13 a, 13 b about their own axis of rotation 95 a, 95 b. By contrast, the transmission ratio of the Toroidvariators 7 by pivoting about the pivot axis 97 a, 97 b adjusted.

In the following, reference is again made to both torque chambers 93 and 94 .

To initiate the aforementioned pivoting about the pivot axes 97 a, 97 b, 113 a, 113 b, the axial actuators 112 a and 114 a and 112 b and 114 b applied with hydraulic pressure. In each case, the piston located on the same side are pressurized. In this pressurization, all four rollers 13 a, 15 a, 13 b, 15 b - due to the at the rolling points between the rollers 13 a and 15 a and 13 b and 15 b and drive / driven pulley 10 , 11 , 12 of the Toroidvariators 7 acting forces - about their pivot axes 97 a, 97 b, to the scooters 13 a, 15 a, 13 b, 15 b and Axialstellgliedern 112 a, 114 a, 112 b, 114 b has set a balance of forces again. By means of the new pivoting angle position about the pivot axes 97 a, 97 b, 113 a, 113 b, a new transmission ratio of the toroidal variator 7 is thus adjusted continuously and traction interruption free.

As a result of the same hydraulic support forces and similar frictional forces and thus similar forces in rolling contact all four rollers 13 a, 13 b, 15 a, 15 b with respect to their four pivot axes 97 a, 97 b, 113 a, 113 b from the amount in the same pivot angle position, wherein the arrangement is symmetrical to each other. This alignment of the swivel angle position of the scooters with one another in this way is referred to as so-called "force synchronization".

In the aforementioned hydraulic Druckäanderung on the two axial actuators 112 a, 114 a and 112 b, 114 b one side pivots the rocker 109 , since the two support pins 103 a, 116 a and 103 b, 116 b with respect to the pivot axis 97 a, 113th a and 97 b, 113 b are axially displaced and between the lower bearing outer rings and the rocker 109 in the region of the bores 108 a, 118 a and 108 b, 118 b friction occurs. Due to the - articulated - spherical recording, the angle between the rocker 109 and the support pins 103 a, 103 b, 116 a, 116 b changes. Due to these changed geometric conditions all four scooters 13 a, 13 b, 15 a, 15 b imposed a path that leads to a pivot angle position in which the rollers 13 a, 13 b, 15 a, 15 b are arranged symmetrically to each other. This second synchronization, which ensures additional "force synchronization", is referred to as so-called "path synchronization".

The Toroidvariator 7 has, in addition to these two synchronizers on a third synchronization, the even with stationary input shaft 5, the aforementioned symmetrical arrangement of all trunnions 103 a, 103 b, 116 a, 116 b of the scooter 13 a, 13 b, 15 a, 15 b ensures each other. This so-called "Winekelsynchronisierung" called synchronization is done with four bands 119 , 120 , 121 , 122 , which on the one hand, the two of a Toruskammer 93 and 94 associated trunnions 103 a and 103 b and 116 a and 116 b and the other two on the respective side - ie right or left - arranged trunnions 103 a and 116 a and 103 b and 116 b connects to each other. The four bands 119 , 120 , 121 , 122 are each simply looped over to effect a reversal of rotation when pivoting the support pins 103 a, 103 b, 116 a, 116 b. The four support pins 103 a, 103 b, 116 a, 116 b have between the upper ends and the central region in which the rollers 13 a, 13 b, 15 a, 15 b are arranged, two with respect to the pivot axes 97 a, 97th B, 113 a, 113 b axially adjacent arranged driving discs 123 , 124 , 125 , 126 , 127 , 128 , 129 , 130 on. The two bands 119 , 120 , 121 , 122 are looped around each of these two retaining disks, the two bands 119 , 120 belonging to the individual torque chambers 93 and 94 being in a lower plane and the two being the supporting pins 103 a, 103 b, 116 a, 116 b of the two torque chambers 93 and 94 connecting bands 121 , 122 are arranged in an upper plane.

Fig. 5 shows in a first alternative embodiment of a scooter 1013 a this detail in a sectional view.

The scooter 1013 a is both about its own axis of rotation 1095 a rotatable and pivotable about its own axis of rotation 1095 a vertical pivot axis 1097 a. For this purpose, the roller 1013a by means of two bearings 1098 a and 1099 a rotatably mounted about its own axis of rotation 1095 a on an eccentric 1100 a, which by means of a Schubnadellagers 1101 a slightly pivotable about a parallel offset from the axis of rotation 1095 a arranged further pivot axis 1102 a arranged is. In this case, the eccentric pin 1100 a is pivotally mounted about this further pivot axis 1102 a roller-mounted in a trunnion 1103 a. This trunnion 1103 a is in a central area bulged. In this central area of the scooter 1013 a is arranged. The support pin 1103 a extends substantially perpendicular to the axis of rotation 1095 a or to the other pivot axis 1102 a and has at its two ends 1104 a, 1105 a needle bearing with outer spherically configured bearing outer rings 1140 , 1141 on. The upper bearing outer ring 1140 is in a bores 1107 a of a support plate 1106 made of steel and the lower bearing outer ring 1141 is received in a bore 1108 a of a rocker 1109 . Both the support plate 1106 and a bearing receptacle of the rocker 1109 , not shown, are immovably connected to a non-illustrated light metal gear housing of the motor vehicle transmission.

The support pin 1103 a is above the upper needle bearing with a coaxial with the pivot axis 1097 a designed pin 1150 provided which is rotatably connected by means of a splined shaft and a shaft lock ring and axially immovable with a driving plate 1151 . To this drive plate 1151 a toothed belt 1153 is wound, which connects the illustrated support pin 1103 a with a not visible in Fig. 5 trunnions of the same Toruskammer. The band 1153 is simply looped over so that the unillustrated trunnion of the same torus chamber always rotates in opposite directions.

Between the lower needle bearing and the scooter 1013 a of the support pin 1103 a one-piece to a driving plate 1154 configured. To this drive plate 1154 a band 1155 is simply wound over the cross, which connects the illustrated trunnion 1103 a with a not visible in Fig. 5 trunnions a second Toruskammer such that the trunnions of the second torus always rotates in opposite directions.

The support pin 1103 a is provided below the lower needle bearing with a coaxial with the pivot axis 1097 a designed pin 1152 which is axially supported on a hydraulic axial actuator, not shown. Below this hydraulic Axialstellgliedes an unspecified electro-hydraulic control plate for controlling the Axialstellgliedes, further Axialstellglieder and clutches of FIG. 1 is arranged.

Fig. 6 shows in a second embodiment alternative of a scooter this detail in a sectional view.

The scooter 2013 a and the trunnion 2103 a are designed in many parts similar to the scooter of the first design alternative, which is why in the following only addresses the essential differences.

Instead of a arranged above an upper needle bearing driving plate of the support pin 2103 a in one area between the upper needle roller bearing and a roller 2013 a in one piece to a driving plate 2151 configured. To this drive plate 2151 a belt 2153 is wound, which connects the illustrated support pin 2103 a with a not visible in Fig. 6 trunnions of the same Toruskammer. The belt 2153 is simply looped over so that the unillustrated trunnion of the same torus chamber always rotates in opposite directions.

The bearings for supporting the trunnion can also as Barrel be configured, in which case on a convex Bearing outer ring is omitted and the barrel-shaped Rolling elements directly in the holes of the rocker and the Holes of the support plate are arranged.

Furthermore, instead of the holes for receiving the Bearing outer rings both in the support plate and in the Be provided rocker linear bearing.

The driving discs or the bands which the trunnions connect together, fulfill the function of a Achsversatzgetriebes. Accordingly, the trunnions for same-way torque transmission in the transmission ratio 1: 1 also over a ungrade number of gears, by means Timing belt, by means of rods or by means of Slotted linkages be connected.

Instead of the two oil channels, any number of circumference, Angular or radially offset oil channels in the solid shaft be bored. Optionally, a single oil channel be enough.

Instead of the oblique bore shown in Fig. 1 in the intermediate shaft for lubricating oil supply of the deep groove ball bearing and a bore aligned transversely to the central axis may be provided, which is directed to an oil collecting plate of the deep groove ball bearing.

Instead of the dagestellten two in Fig. 2 acting as a quasi-throttle sealing rings designed as a hollow shaft intermediate shaft and the angoerdnete within this input shaft may be provided with a fit. The fit then acts as a quasi-throttle instead of the sealing rings.

The illustrated couplings for selecting the driving range can be used both as a friction clutch, as a form-locking coupling, such as a dog clutch, or as a combined Friction and form-fitting coupling, such as a Synchronizer, be executed.

In particular, the at the rear end of the Motor vehicle transmission arranged clutch for the purpose of direct drive as a friction clutch or as Positive coupling or alternatively as a combined form and Friction clutch be configured.

The illustrated coaxial automotive transmission with a stepless Toroidvariator and Geared-neutral feature offers Furthermore, for a four-wheel drive, as this in the DE 101 33 118.5 is shown. This can be the Transmission output shaft a transfer case for the Connect the four-wheel drive.

Depending on the in the axial direction of the drive train to Available space can the motor vehicle transmission have any number of driving ranges. It can a driving range be designed as a direct gear, in which the drive motor speed without meshing engagement of Gears are routed directly to the transmission output shaft, so that a particularly good efficiency is created. In particular, such a direct gear is at Vehicles with a flat consumption map, d. H. Low consumption over a wide speed range, to. There are further power-split driving ranges, which have additional planetary gear sets and clutches.

The motor vehicle transmission may have an input transmission stage but optionally a translation in quick or slow.

The parking lock wheel shown in Fig. 1 may be arranged in alternative embodiments at an arbitrary position of the output shaft.

The described embodiments are only exemplary embodiments. A combination of described features for different embodiments is also possible. Others, especially not described features of the invention Device parts are those shown in the drawings To take geometries of the device parts.

Claims (14)

1. Motor vehicle transmission with a Toroidvariator ( 7 ), which has an input shaft ( 5 ) and a concentrically arranged output shaft (intermediate shaft 14 ), wherein at least one drive pulley ( 11 or 12 ) with one of the two said shafts (input shaft 5 or intermediate shaft 14 ) and at least one output disk ( 10 ) with the other of the two said shafts (intermediate shaft 14 and input shaft 5 ) is rotatably connected, characterized in that the Toroidvariator ( 7 ) by an annular space ( 58 ) between the two concentric shafts (intermediate shaft 14 and input shaft 5 ) is supplied with lubricant. 2. Motor vehicle transmission with a Toroidvariator according to claim 1, characterized in that the radially inner shaft (input shaft 5 ) of the two shafts has a first axial region ( 54 ), in which also the drive and driven pulleys ( 10 , 11 , 12 ) of Toroid ( 7 ) lie, said radially inner shaft (input shaft 5 ) in the first axial region ( 54 ) is designed as a solid shaft. 3. Motor vehicle transmission with a Toroidvariator according to claim 1 or 2, characterized in that the Toridvariator ( 7 ) an intermediate gear ( 8 ) is connected downstream, which flows back part of the power in the Toroidvariator ( 7 ), wherein a second axial region ( 34 ) has a recess, of which at least one opening into the annular space ( 58 ) channel (oil channels 56 a, 56 b) extends. 4. Motor vehicle transmission with a Toroidvariator according to one of the preceding claims, characterized in that at least a partial stream of a lubricant flow in a range of at least one bearing (first needle bearing 50 , deep groove ball bearing 60 , second needle bearing 61 , third needle bearing 85 ) of the Toroidvariators ( 7 ) passed becomes. 5. Motor vehicle transmission with a Toroidvariator according to one of the preceding claims, characterized in that the one shaft (intermediate shaft 14 ) is designed as a hollow shaft and at least a partial flow at the end ( 70 ) of this shaft (intermediate shaft 14 ) emerges. 6. Motor vehicle transmission with a Toroidvariator according to one of the preceding claims, characterized in that the one shaft (intermediate shaft 14 ) is designed as a hollow shaft and at least one recess (bore 75 , bore 79 ) in the wall thereof. 7. Motor vehicle transmission with a Toroidvariator according to claim 6, characterized in that the recess (bore 75 ) opens into a torus chamber ( 94 ). 8. motor vehicle transmission with a Toroidvariator according to claim 7, characterized in that the recess (bore 75 ) in a region of a bearing (deep groove ball bearing 60 ) opens, which supports the hollow shaft radially and axially against a transmission housing (housing part 62 ). 9. motor vehicle transmission with a Toroidvariator after a of the preceding claims, characterized, that the motor vehicle transmission is power-split and has a coaxial construction. 10. Motor vehicle transmission with a Toroidvariator according to claim 9, characterized in that the Toroidvariator ( 7 ) has two torque chambers ( 93 , 94 ) whose central driven pulley ( 10 ) rotatably connected to the output shaft designed as a hollow shaft (intermediate shaft 14 ), whereas the concentrically arranged within the hollow shaft drive shaft (intermediate shaft 14 ) rotatably connected to two axially outer output disks ( 11 , 12 ) is connected. 11. motor vehicle transmission with a Toroidvariator according to claim 5, characterized in that the central driven pulley ( 10 ) by means of a in the region of the end ( 70 ) arranged bearing (first needle bearing 50 ) radially against the input shaft ( 5 ) is supported and the said hollow shaft opposite the input shaft ( 5 ) by means of another bearing (third needle bearing 85 ) is supported, wherein the annular channel ( 58 ) between the two bearings (first needle bearing 50 and third needle bearing 85 ) extends. 12. Motor vehicle transmission with a Toroidvariator according to claim 11, characterized in that the Toridvariator ( 7 ) an intermediate gear ( 8 ) is connected downstream, which returns a portion of the power in the Toroidvariator ( 7 ), wherein the hollow shaft in the region of the further bearing (third Needle bearing 85 ) rotatably connected to a central gear ( 19 ) of the intermediate gear ( 8 ) is connected. 13. Motor vehicle transmission with a Toroidvariator according to claim 11 or 12, characterized in that between the two bearings (first needle bearing 50 and third needle bearing 85 ) and the annular channel ( 58 ) means (sealing rings 190 , 83 ) are arranged for throttling the lubricant flow. 14. Motor vehicle transmission with a Toroidvariator according to claim 10, characterized
in that one of the two drive disks ( 12 ) is supported by means of a bearing (third needle bearing 85 )
rotatably disposed opposite ( 61 ) of the hollow shaft and
is supported radially relative to the hollow shaft,
wherein a channel (bore 79 ) in the hollow shaft supplies this bearing (third needle bearing 85 ) with lubricant.