DE9010321U1 - Multiple continuously variable transmission combination for vehicle drive - Google Patents

Description

Walter Schopf

G 90 10 521.1 Saalburgstr. 3o .

637o Oberursel 148oo22

_ 8 - GM 96.90 VI

Multiple continuously variable transmission combination for vehicle drive

Multiple continuously variable transmission combination for vehicle propulsion, preferably for hybrid drives with an internal combustion engine and a gyro storage unit for recovering and storing braking energy, consisting of continuously variable transmission components arranged between the drive motor and the chassis and between the gyro storage unit and the chassis, or respectively and between the drive motor and the gyro storage unit.

The preferred areas of application are commercial vehicles with highly intermittent operation (frequent braking and acceleration phases) such as city buses, feeder vehicles and taxis. But vehicles powered electrically using solar energy, where efficient energy transformation is an essential requirement, are also favorable areas of application.

The continuously variable transmission components of the present inventive motor vehicle drive consist of continuously variable conical pulley belt drives. Such transmissions have proven themselves worldwide in many development projects of motor vehicle manufacturers and also in some series vehicles. Their advantages in motor vehicle use are:

- real ratio-reciprocal torque conversion

- the drive motor can be operated optimally, either minimising fuel consumption or maximising performance1,

with optimal combustion low in pollutants,

- good efficiency

- large translation spread

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G¥ 9690 VI - 9 -

Continuously adjustable gear ratios _/ functionally inexpensive and optimally functioning electronic, connected gear and engine management possible.

Concrete details of these advantages are given, for example, in VDI report 579. Examples of such gears are illustrated in the patent literature of the International Class F 16 H, and the most recent filing activities particularly demonstrate the topicality of the use of such components.

In connection with gyro storage systems in vehicles, e.g. for recovering and utilizing braking energy, such transmissions not only enable optimal coordination and adjustment of the speeds between them and the chassis drive or the drive engine, but they also easily cause any flow of kinetic energy for storage or propulsion by appropriately changing the gear ratio in such paths.

The general advantage of such regenerative energy storage devices is, as is well known, that

- the installed power of the internal combustion engine can be reduced by up to 3o % . This makes the drive unit lighter and more fuel-efficient

- the current peak power is increased by a factor of 2

up to 2.5. This results in higher acceleration when starting and better vehicle economy by reducing the load on the combustion engine ine

- the fuel savings for comparable driving performance are 15 to 35 % depending on the storage system

- brake wear is practically avoided by storing braking energy

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- pollutant emissions are reduced

- the noise emission is reduced (this is an important criterion, especially when starting in urban areas where noise is a problem).

In known, BMFT-funded study objects with brake energy recovery in city buses, which mostly use hydraulic transmission components and the form of energy is changed in the transmission paths and in the storage method (sometimes several times), the units and devices are relatively complex and the energy transfer is less efficient, especially in the partial load range. Separate and separate transmission devices and transmission components between the engine and the chassis drive and the energy storage and chassis drive again require greater construction effort, even if only continuously variable mechanical control transmissions and mechanical storage (which have a higher specific storage capacity than hydraulic storage) are used. A disadvantage for the design of such transmission and transmission components (in terms of investment and loss minimization) is the characteristic that in the transmission path between a storage device for brake energy recovery and the chassis drive, the power applied during braking or storage can be 2.5 times the driving operating state. This requires an oversized design of the converters in relation to the driving operating conditions. If a converter were to be used for these different tasks, which is used in several transmission paths and is switched over, e.g. alternately in the transmission paths drive motor-chassis, gyro storage-chassis or drive motor-gyro storage, it causes relatively high losses in its longest operating time, when it is only partially loaded. Separate converters in individual over-

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transmission paths, &zgr;. B. for braking energy transfer again require high (additional) investment expenditure .

The very advantageous drive (especially when starting) using drive energy from such energy storage devices in terms of noise and pollutant emissions requires a relatively large control range of the transmission components.

When using variable speed transmissions connected in series for the motorized chassis drive, the disadvantage in this case is that the downstream converter can be overloaded, at least in comparison to the first, as a result of the real torque conversion at full torque at the drive base and the converter setting to "slow". Uniform converter arrangements and combinations therefore lead to uneven utilization and uneven service life of these transmission components when connected in series. This is a particularly important criterion in commercial vehicle construction, since the service life of drive units and other components is expected to be several times longer than that in passenger car use and is taken as a basis. Torque ratios of various transmission combinations, from which the relevant disadvantages of conventional single or multiple transmission arrangements compared to the solutions according to the invention can be seen, are shown in Fig. 9 or can be seen from the description.

Known hybrid drive concepts with continuously variable transmission components are largely covered by the patent literature of Int. Class B 60. For example, the published patent application

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DE 32 24 9 82 A 1 such a solution in which a conical pulley belt transmission is arranged in the chassis drive and a hydraulic converter is arranged towards the gyro accumulator. In the case of the transmission components connected in series, the ü-reciprocal M. conversion - especially with the high power application in braking operation - proves to be very uneven and therefore unfavorable.

In DE33oo416 A 1, for example, two continuously variable transmission components are used with a superposition gear and various clutches, in which a connection to the gyro storage device can also be created. Here too, the load on the transmission is very uneven, so that on the one hand service life and on the other hand loss minimization are two facts that cannot or only with difficulty be reconciled.

In general, the space and weight requirements of such known concepts are relatively high, particularly because the gear components are arranged in a fragmented manner in the individual transmission paths. There are also areas of application in mobile drives, e.g. in

y«r<u«farm«

Vehicles with solar-electric drive, where the ^conversion of a minimum amount of energy is an essential requirement. In operating phases with low power supply, minimal losses are therefore expected from the transmission and gear systems. This is offset by the requirement for a certain level of performance of the systems when the energy supply is high, where normal power losses are acceptable.

The task and aim of the present inventive concept is to provide for the applications and conditions described above

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operating conditions to create drive and transmission concepts that require minimal construction and investment expenditure suitable for mobile use, taking into account the following aspects:

- Minimize losses during transfer and storage
of braking energy,

- uniform utilization and service life maximization
of the drive components

- simple, secure and practical control management.

The solution consists of the design features described in the claims and resulting from the embodiments.

The specific advantages of the individual solution variants are listed under the descriptions of the implementation examples.

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Schematic examples

Fig.1:

Schematic representation of a vehicle hybrid drive with a multiple transmission combination of three conical pulley belt transmissions arranged in one plane with clutches for any individual or multiple operation of these transmissions in the transmission paths between the engine and the chassis drive, between the engine gyro storage or the chassis gyro storage.

Fig 2a to 2d:

Power flow diagrams for various switching combinations and operating modes of the multiple transmission combination according to Fig. 1.

Fig. 3:

Schematic representation of a multiple gear combination according to the invention for driving a motor vehicle, consisting of three conical pulley belt drives arranged in one plane on two axes and clutches for any individual or multiple arrangement of these gears in the drive path between the engine and the chassis drive.

Fig. 4a to 4e:

Power flow diagrams for various switching combinations and operating modes of the multiple transmission combination according to Fig.

Fig. 5 and 6 :

Schematic embodiment of a multiple conical pulley belt transmission combination with conical friction disks on a central axis and axes arranged coaxially thereto, with a flywheel that partially encloses the coaxially designed transmission housing.

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Figs. 7 and 8:

Schematic example of a multiple conical friction disk belt transmission combination with a flywheel that partially encloses the transmission housing and a differential integrated in the common housing for use on non-motor-driven vehicle axles for the regenerative utilization of braking energy.

Fig.9:

A diagram showing the torque conversion ratio of conical pulley belt drives both in individual and in multiple combinations according to the invention as a function of different converter locations and assignments as well as gear ratio settings, and comparing and illustrating their loads.

Fig. 1o to 17:

Schematic representation of various other arrangements of multiple conical pulley belt drives, showing in detail:

Fig. 1o and 11 show several gears arranged on one level on 2 axes, whereby, as an alternative to Fig. 1 and 3, the input or output connection is arranged between the gear axes ;

Fig. 12 and 13 several pairs of conical friction disks arranged largely on concentrically assigned axes, wherein only the pairs of conical disks of two adjacent axes are connected via traction chain strands or thrust link belts;

Fig. 14 and 15 several pairs of conical disks arranged largely on concentrically assigned axes, whereby these are aligned to both adjacent

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Sides are connected to one another via pull chain strands or push link belts; Fig. 16 and 17 several conical friction disks located on an axis arranged in the center and largely coaxial with it, which are connected via pull chain strands or push link belts.

Fig. 18 Schematic representation of a control and

Control devices, corresponding sensors for detecting various operating states and other operating elements used for transmission management modified multiple continuously variable transmission combination according to Fig. 1

* · r- C t

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Descriptions:
to Fig 1 and 2

The drive motor 1 with a (preferably hydraulic) clutch 2 represents the motor drive basis of the gear combination 3, which is connected on the output side to the chassis 19 of a motor vehicle in a rotary connection. Inside the gear housing 3, conical friction disk pairs 4a - 4b, 5a - 5b, 6a - 6b are arranged on parallel axes in a plane. 4a is rotatably mounted on a shaft extending from clutch 2 to clutch 9 and can be fixed to it in a rotationally fixed manner using clutch 7. A further rotational connection can be made with an axially adjacent shaft via clutch 9, on which the conical disk pair 5a is rotatably mounted and the conical friction disk pair 6a is rotatably mounted or can be locked using clutch 10. The pair of conical friction disks 6b is located on the output shaft 16, which is assigned to the latter, and can be locked in place by means of a coupling 11. The pair of conical friction disks 5b is located on the same shaft 16 in a rotationally fixed manner. Shaft 16 can be connected to an axially adjacent, coaxially assigned shaft with the rotationally fixed pair of conical friction disks 4b by means of a coupling 12, which can also be connected on the other side to a gear unit 15 that converts into high-speed gears via a coupling 14. This is in rotational connection with a flywheel 17 (gyro accumulator).

This allows the following gear combinations to be created and advantageous functions and load types to be achieved:

GH 9t $0 V/

■■» y * *

Motor drive;

Fig. 2a:

Converter 5 alone Converter 5, 4 parallel

Converter 5, 4, 3 in parallel for partial load operation
for medium load operation

for high load operation

low losses low losses, protection of gear components protection of gear components

Fig. 2b: Converter 4 in series with parallel converters 5 and 6.

Drive and brake using gyro to start
Creeper

large control range, favorable converter utilization

Fig. 2c:

Converter 4 in series with parallel converters 5 and 6

Reverse driving

Fig. 2d by motor

Fig. 2e using gyro

Arbitrary propulsion using gyro and motor

Fig. 2f Random reloading of the gyro

by engine or braking to start moving,

large control range, economical and ecological^ favorable

for mixed driving and
Braking operation

&bull; * egg

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GM 96 90 VI - 19 -

Regarding Fig. 3 and 4:

The drive motor 20 drives a continuous gear shaft 22 via the starting clutch 21, which is mounted in a gear housing 23 with another shaft 24. Conical pulley belt drives are located on these shafts 22, 24

25, 26, 27 with their input and output friction disk pairs 25a, 26a, 27a, and 25b, 26b, 27b. Adjacent friction disks can be coupled to one another by means of clutches 28 to 33 or can be coupled to the shafts 22, 24 in a force-locking manner by means of clutches 34 - 37. A countershaft or reversing gear transmission 39 can be connected as required by clutches 38, 35, 30.

The associated power flow diagrams show:

Fig.4 a for lower driving speed range (starting, crawling)

Fig.4 b for medium driving speed range (high load, long-term use)

Fig.4 c for extended upper driving speed range (overdrive, economy gear)

Fig.4 d for medium speed range (economy gear) Fig.^ e for reverse gear

Advantages of this transmission design are:

- Converter use can be adjusted to the power requirement, thus favourable utilisation and longevity of the transmission components

- by connecting transmission components in series, control range extension particularly advantageous for starting,

- when connecting transmission components in series in groups, load distribution based on torque or even utilization of the individual transmission components,

- flat design, e.g. suitable for underground use

- low losses at partial load through the use of fewer or one transmission component.

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Regarding Fig 5 and 6:

In the common housing 41 are the conical pulley belt transmissions 42, 43, 44, with their input and output pulley pairs 42 a, 43a, 44 a and

42 b , 43 b , 44 b . The housing 41 also has bearing bases 45 for the pot-shaped flywheel mass 46 . Its cylinder consists of composite material, a metal cylinder 47 and a bandage made of high-strength, specifically lighter laminate 48 . The drive shaft 49 assigned to the drive motor is connected to a planetary gear

5o, which serves to increase the flywheel speed. Planetary gear 5o is in engagement with gears 53, 54, 55 via gear 52, which are connected by clutches 56, 57, 58 to the shafts of the conical friction disk sets 42 a,

43 a and 44 a can be connected. The motor-driven drive shaft 49 extends over gear

56 engages with the gears 59, 6o, 61, which in turn can be coupled with the conical friction disk sets 42a, 43a, 44a by means of the clutches 62, 63, 64. The driven disk sets 43b and 44b are rigidly located on the output shaft 65, which is in frictional connection with the chassis drive. The driven disk set 42b can be coupled to this by means of clutch 66, which can be coupled to the shaft of the friction disk 42b by means of clutch 68 and in turn is in engagement with the gears 69, 7o of the friction disk sets 43a and 44a. The friction disk pair

42 b, the gear 72 can also be coupled by means of coupling 71, which is in engagement with an intermediate gear 73 and is used to reverse the direction of rotation of the gears 69 and 7o, thus of the friction disk pairs

43 a and 43 b, is intended as a power path for the reverse operation. The connection base 74 is

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GM 96 90 VI - 21 -

intended for flanging to the drive motor.

The advantages are:

- short compact design,

- Integration of the gyro storage into the transmission design provides extremely favorable structural advantages of a hybrid drive,

- a wide range of possible combinations of the transmission components enable the resulting advantages as described in Fig. 2,

- pot-shaped flywheel shape enclosing the gearbox compartment is a space-saving arrangement with an extremely favorable power-to-weight ratio,

the

- Energy flow through appropriate ratio variation between the storage unit and the chassis or drive motor of the conical pulley belt transmission without additional components and units, therefore very efficient energy transfer,

- Separating device on the flywheel (clutch 51) reduces idling losses.

Regarding Fig. 7 and 8 :

■This combination is used to store and return braking energy to the chassis drive, e.g. for city buses, especially for multi-unit buses or truck trailers, on non-motor-driven drive axles.

In the common housing 75 there are 2 conical pulley belt drives 76, 77 with the conical pulley sets 76a and 77a and 77a and 77b, the differential gear 78 with its

- &idiag; ns <> is .. &eegr;

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GM 96 90 VI - 22 -

drive axle, as well as the flywheel 81. For example, braking energy can be fed from the differential gear 78 into a transmission path via the bevel gears 82, 83 to individually or parallel-connected converters via the central gear 84 and then to the gears 85, 86, which are connected to the disc pairs 76a and 77a by the clutches 87, 88. The power flow extends further via the friction disc pairs 75b and 76b via the clutches 89, 90 and the gears 91, 92 to the planetary transmission gear.

93 , which serves to increase the speed, via the clutch 94 to the shaft 95 of the flywheel 81 . Alternatively, when connecting the gears in series

75 and 76 the power flow through gears 96, 97, 98 of the clutch 99 to the conical disk pair 77a, which then leads analogously to 90, 91, to the planetary transmission gear 93. Energy flows from the flywheel storage unit 81 to the chassis drive 79, 80 occur in the opposite direction. The fastening devices 101 are intended for attachment to the vehicle frame. The control and operation of the clutches, i.e. the adjustment of the gears, is carried out by a central control and regulating device.

The main advantages of this gear combination are:

- the possibility of capturing braking energy on multi-axle or multi-articulated vehicles and using it regeneratively,

- cost-effective solution in terms of efficiency and investment costs.

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To Fig. 9:

The abscissa represents the conversion ratio ü = n&rdquor; /n &ldquor;

^a ft An

of a conical pulley belt transmission, the coordinate the associated torque ratio Mt _Ab /Mt _An . The efficiency, which lies between 86 and 96% in the nominal load range for such transmissions, has not been taken into account.

In this representation, which is intended for comparing the loading and utilization of different converter combinations, a constant drive torque application as curve 1 ϳ 1 -1o2-1o3 is to be regarded as any reference and comparison basis.

Curve 1o4-1o2-1o5 shows the reciprocal to ü converted torque ratio of the output base. From this it is clear, for example, to what extent a second transmission connected downstream of a first converter is subjected to different loads;

Curve 1o6-1o7-1o8 illustrates the 3-fold load capacity of three parallel arranged converters, whereby the

A h j" r*i &rgr;&Tgr;&lgr;&ogr; _

Curve 1o9-1o7-11o thus achievable "moments and thus

The increase in driving power of such a transmission combination is illustrated;

Curve 112-1o4-1o2-1o5 illustrates the extended over-

ration and M.-Wand 1ation ratio of two converters connected in series. If, for example, the first converter were operated at ü ·, the input torque of the second would already correspond to point 1o4, i.e. it would be opposite the points 1 ω 1 , 1o2, 1o3, which correspond to the nominal input torque

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correspond to, are overloaded by about 2.2 times. A significant advantage of the inventive variability of the converter combinations is that they can also be connected in series in different groups. Thus, for the above operating case, it is advantageous to use downstream converters with the "slow" setting as a parallel operated group, e.g. for the operating range 1 o4-112. In the fast, overdrive operating range, on the other hand, it is sensible to arrange a first group of two with the permissible input load 113-114, which causes an output torque conversion 113-1o3-115 and thus does not overload a downstream individual converter.

With converters or groups connected in series, it can be advantageous not to run the control and adjustment program or scheme in accordance with ü in order to achieve more favorable gear loads. As can be seen from previous contrary examples, it can also be useful to change the group arrangement over a large control range during an acceleration phase with converters connected in series. For this, it is again advantageous to adjust and design the adjustment program in such a way that ü=1:1 is approached as the changeover or activation point and is predetermined and used as the synchronization and changeover operating point.

Claims (25)

Walter Schopf Saalburgstr. 3o ^ 90 10 321.1 637o Oberursel 148 oo 22 GM 96 90 VI Multiple continuously variable transmission combination for vehicle drive requirements 1. Multiple continuously variable transmission combination for vehicle propulsion, preferably for hybrid drives with an internal combustion engine and a gyro storage unit for recovering and storing braking energy, consisting of continuously variable transmission components arranged between the drive motor and the chassis and between the gyro storage unit and the chassis, or respectively and between the drive motor and the gyro storage unit characterized in that the continuously variable transmission components (4, 5, 6) are arranged in a common housing (3), the transmission paths (14, 15, 16) between the drive motor (1), gyro storage (17) and chassis (19) are guided through the housing (3), the continuously variable transmission components (4, 5, 6) are assigned clutches (7 to 13) and are arranged in the transmission paths in such a way that the continuously variable transmission components (4, 5, 6) are alternately arranged in the transmission paths between the drive motor (1) and chassis (19), gyro storage (17) and chassis (19), drive motor (1) and gyro storage (17), or also distributed in several of these transmission paths, such that the continuously variable transmission components in these transmission paths are arranged individually, in parallel in groups, individually one behind the other, or also individually and in parallel groups can be coupled one after the other, and the paths can also be interrupted. oo22 GM 96 90 VI - 2 - 2. Multiple continuously variable transmission combination for motor vehicle drive, preferably for motor vehicle hybrid drives consisting of a drive motor and a gyro storage device with several drive axles, of which at least one is driven by a drive motor or also by a drive motor and a gyro storage device and at least one drive axle which is in a transmission connection with a gyro storage device alone via a continuously variable transmission, characterized in that the continuously variable transmission arranged between a gyro storage device and a drive axle consists of at least two individual continuously variable transmission components (42, 43, 44, 76, 77), shift clutches (87 - 92) are assigned to these continuously variable transmission components or are arranged in the transmission path in such a way that the continuously variable transmission components can be operated individually, in parallel in groups, individually one behind the other, or also individually and parallel groups one behind the other can be coupled and the paths can also be interrupted. 3. Multiple continuously variable transmission combination according to claim 1 and 2, characterized in that the continuously variable transmissions or transmission components are conical pulley belt transmissions. 4. Multiple continuously variable transmission combination according to claim 1 and 2, characterized in that several conical pulley belt transmissions (4, 5, 6, 123 - 124, 125 - 126) are arranged parallel in one plane. 5. Multiple continuously variable transmission combination according to claim 1 to 4, characterized in that several conical pulley transmissions on more than 2 adjacent axes (121, 122) are arranged in one plane. OO 22 '" " '■■■' - 3 - 6. Multiple continuously variable transmission combination according to claim 1, 2 and 3, characterized in that the axes (131 - 134 and 141 - 144) of the friction disc pairs are positioned in a coaxial arrangement. 7. Multiple continuously variable transmission combination according to claim 1, 2, 3 and 6, characterized in that conical friction disk pairs (135-136 and 137-138) of two adjacent axles (131-132 and 133-134) are connected to one another via tension belts or thrust belts. 8. Multiple continuously variable transmission combination according to claim 1, 2, 3 and 6, characterized in that conical friction disk pairs (145-146, 147-148) of three adjacent axles (141, 142, 143) are connected to one another via tension or thrust link belts. 9. Multiple continuously variable transmission combination according to claim 1, 2 and 3, characterized in that several pairs of friction disks (164-165, 166-167, 168-169) connected via tension or thrust belts are arranged on a central axis (16o) and several axes (161, 162, 163) arranged coaxially thereto. ■1o. Multiple stepless transmission combination according to claims 1 to 9, characterized in that the input and/or output bases of the transmission combination are arranged coaxially to an axis (22, 24, 121, 122, 14o, 153, 16o, 17o) of the conical disk pairs. 11. Multiple continuously variable transmission combination according to claims 1 to 9, characterized in that the input and/or output bases are arranged between the axes (121, 122, 131,-132, 136-138) of the conical disk pairs. oo 22 - 4 - CtM 96 90 VI
G' 90 10 3 21.1 12. Multiple continuously variable transmission combination according to claim 1, 2 and 11, characterized in that between the Gears are arranged on input and output bases offset from the conical disk pairs. 13. Multiple continuously variable transmission combination according to claim 1, 2 and 3, characterized in that several concentrically arranged friction disc pairs (25,26,27, 123-124, 125-126) are hollow and penetrated by a shaft. 14. Multiple continuously variable transmission combination according to claim 1, 2, 3 and 13, characterized in that clutches (28, 29, 30, 34, 31, 32, 36) are arranged between the friction disk pairs (25, 26, 27, 123-124, 125-126) and the shafts (22, , 121, 122) passing through them. 15. Multiple continuously variable transmission combination according to claim 1 to 12, characterized in that clutches (7-13) are arranged axially of the friction disk pairs in the input or output path or on both sides. 16. Multiple continuously variable transmission combination according to claim 1 to 15, characterized in that Clutches (7, 10, 11) are integrated in conical disk pairs (4, 5, 6). 17. Multiple continuously variable transmission combination according to claim 1 to 16, characterized in that clutches within a contact pressure of the oo 22 .·:::;.·::: GM 96 90 VI '■-* "-** - ··* '"' - 5 - The hydraulic cylinder that causes the conical disk pair is integrated. 18. Multiple continuously variable transmission combination according to claim 1 to 17, characterized in that the clutches are hydraulically pressed friction clutches and are acted upon by the pressure medium of the associated friction disk pair to be switched, the pressing elements of which are coordinated in such a way that when the continuously variable transmission is in active operation, the associated clutch connection is ensured by frictional engagement. 19. Multiple continuously variable transmission combination according to claim 1, 2 and 3, characterized in that the common transmission housing (41, 75) has a bearing base (45) for a gyro accumulator (48, 81). 20. Multiple continuously variable transmission combination according to claim 1 to 5, characterized in that a flywheel (17) is mounted axially on a transmission shaft (22) in or on the transmission housing (1). 21. Multiple continuously variable transmission combination according to claim 1, 2, 3, 6, 8 and 9, characterized in that the transmission housing (41, 75) has at least one third of a coaxial shape and this housing part is enclosed by a pot-shaped flywheel (46-48, 81). 22. Multiple continuously variable transmission combination according to claim 2 and 3, characterized in that it has a differential gear (78) and shaft connections (79, 80) to drive wheels and the gear path is designed so that it is exclusively for the connection oo 22 '■· . : -■■■ ■ \.:r : GM 96 90 VI and power transmission from the chassis (79, 80) and gyro storage (81). 23. Multiple continuously variable transmission combination according to claim 1 and 3, characterized in that the continuously variable transmission components (1o9, 11 γ) consist of units with different power levels and are arranged or combined in such a way that when connected in series and driven by the engine, the transmission component facing the chassis, the stronger transmission component, is arranged between the gyro storage unit and the chassis. 24. Multiple continuously variable transmission combination according to claim 1 to 23, characterized in that the switching and connection algorithms of the conical pulley belt transmissions are such that at least two of the following combination and arrangement times are present: a) all conical pulley belt drives (4, 5, 6) take over the transmission in parallel between the drive motor and the chassis drive (19), b) Conical pulley belt transmissions are connected in series between the drive motor (1) or accumulator and the chassis drive. If more than two such components are available, the others are arranged in parallel groups after a first transmission when connected in series. c) only part of the conical pulley belt transmissions are in rotary connection in the transmission path between the drive motor and the chassis drive. oo 22 : , : - : .;■ ■ ■ ^: ? i GM 9690 VI - 7 &tgr; d) the clutches and conical pulley belt transmissions are arranged and assigned in such a way that the gyro storage unit replaces the drive motor in features a) to c) even in hybrid drive concepts. e) In hybrid drive concepts, there is a connection between the drive motor and the chassis drive and between the gyro storage unit and the chassis drive via at least one conical pulley belt transmission. 25. Multiple continuously variable transmission combination according to claim 1, 2 and 3, characterized in that it is assigned a microprocessor-controlled control and regulating device (13o) with at least one of the following sensor combinations: a) the flywheel (17), its supply transmission connection beyond a separating clutch (14), as well as other useful bases for detecting the gear ratio of all gears (4, 5, 6) have speed sensors (131 to 138) ' b) in the connection path from the gyro storage (17) a torque sensor (1^0j) is arranged; C) a signal generator (154) is arranged on a conventionally designed accelerator pedal (153) 4) A signal transmitter (157) is arranged on the brake pedal (155) &bgr;) in city buses there is a signal connection (161) from the stop button (162) to the control and regulation device (13o)