EA007706B1 - Transmission - Google Patents

Abstract

The invention relates to a transmission comprising two rotating transmission elements which have at least one running surface for a rotating coupling element. At least one running surface has at least two bearing surfaces with different bearing radiuses. Both transmission elements and the coupling element are braced by a bracing device which presses both transmission elements to the coupling element with variable contact force. The transmission according to the invention is characterized in that the bracing device comprises a pressing device that is connected in series with a spring element.

Description

The technical field to which the invention relates

The present invention relates to transmission devices, in particular, to such transmission devices that have two rotational transmission elements, each of which has at least one running surface for contact with a rotational coupling element, with which the above-mentioned two rotational transmission elements are connected. At least one of the above-mentioned running surfaces of the two rotational transmission elements preferably has at least two working paths for contact with the rotational coupling element, which in this case has different working radii, so that a change in the gear ratio is possible and / or close to smooth. In a transfer device of this type, the two rotational transmission elements, when using a rotational coupling element, can be implemented by means of a tightening mechanism, by means of which the two rotational transmission elements are pressed against the rotational coupling element with variable pressure. In this case, it is possible to create acting between the rotational transfer elements and the rotational connecting element of variable and therefore allowing the regulation of pressure forces.

Background of the invention

Transfer devices of this type are known, for example, from European Patent Nos. 0878641 A1 and 0980993 A2. Both of the above publications refer to conical friction-ring gears in which two conical friction wheels (which play the role of the above-mentioned rotational transmission elements) with opposite taper angles are arranged so that when they rotate, there remains some constant clearance between them. ring (which plays the role of the above rotational coupling element), covering one of the conical friction wheels as a connector element. In these two publications, both hydrostatic and hydrodynamic tightening mechanisms are disclosed, or they are mixed hydrostatic and hydrodynamic types, as well as mechanical tightening mechanisms, by which it is possible to displace at least one cone in such a way that it reduces the above-mentioned clearance. In this case, the connecting element can be pressed against both running surfaces of the cone in such a way that under the action of this pressure sufficient force is transmitted. When solving this technical problem with the help of hydrostatic and / or hydrodynamic tightening mechanisms, the change in the gear ratio can be carried out without any additional means by changing the hydraulic coefficients and / or hydrostatic or hydrodynamic coefficients, and when solving this technical problem using mechanical tightening mechanisms, the ramps approach interlocked from each other, out of two nodes, made with the possibility of transmitting torque t Kim way that it is possible to twist the two assemblies towards each other depending on the aforementioned torque, under the action of which enables the axial extension corresponding to the pressure mechanism and / or decrease its axial dimension, depending on the magnitude of the torque. In this case, at higher torque values, without any additional means, a higher pressure can also be provided, and the application of pressure forces can be provided through suitable tightening bearings, for example, roller angular contact bearings, so that an increase in traction force is ensured. acting on the connecting element and / or on the friction ring.

The purpose of the invention

The aim of the invention is to create a transfer device having two rotational transfer elements, each of which has at least one running surface for contact with a rotating connecting element, at least one of the above mentioned running surfaces has at least two working paths for contact with a rotational connecting element, having different working radii, and a tightening of two rotational transmission elements, when used as part of a transmission device of the rotational coupling element, implemented by means of a tightening mechanism, by means of which these two rotational transmission elements are pressed against the rotational coupling element with a variable pressure, while it is possible to apply pressure as a function of torque, as well as depending on other operating parameters reliability and / or with greater reproducibility.

Brief description of the invention.

To achieve this, the invention provides for the creation of a transfer device of the type in which the tightening mechanism includes a pressure mechanism configured to press one or two transfer elements to the connecting element, as well as to hold the pressure bearing on the tension bearing, and spring follow-up element

- 1 007706 but with pressure mechanism.

In this case, the tightening mechanism, thus, covers all those nodes of the transfer device according to the invention, which provide sufficient pressure and respectively loaded at least with its part, and the pressure mechanism according to the invention contains nodes that are responsible for the pressure variation. With the series connection of the spring element and the pressure mechanism at the same pressure value, which depends, naturally, on the stiffness of the spring element, the same dimensions as in the pressure mechanisms of the prior art can be achieved, while greater free play, so that a substantially uniform movement of the pressure mechanism can be ensured. The result is, in particular, an increase in the reproducibility of specific pressure values. In addition, when using the present invention, it is possible to vary the characteristics of force-pressure and / or torque - pressure, which is ensured by changing the slopes of the trajectories of cranks and similar rotating parts to ensure tolerance compensation.

In yet another (second) preferred technical solution that achieves the goal of the invention, the spring element alternatively, or in addition, participates in the transfer between the running surface of the first transmission element and the tightening mechanism, and / or between the running surface of the first transmission element and pressure mechanism as a variable pressure and torque.

Thus, the pressure mechanism, at least partially, can be unloaded from a double load by transmitting torque both directly to the running surface of the first transmission element and / or to the node connected to this running surface with simultaneous pressure to shift relative to this node . The aforementioned goal of applying varying pressure with as accurate reproducibility as possible can also be achieved with this technical solution. Thus, the considered embodiment of the present invention provides an advantage from the point of view of the purpose described above for the transmission mechanism according to European patent No. 0980993 A2, in which there is a simple spring element, which, however, is connected to the pressure mechanism in parallel and does not participate in the transmission of torque or the considered embodiment of the invention can be used as an alternative to the specified technical solution.

Another (third) technical solution to achieve the goal of the present invention proposes a transfer device in which the tightening mechanism comprises a pressure mechanism having two pressure elements and at least one rolling element configured to roll along a rolling path (at least one ), depending on the magnitude of the torque, which is implemented in such a way that the first pressure element is displaced relative to the second pressure element in the direction of this of the pressure when changing the rolling element of its position on the rolling path, depending on the magnitude of the torque.

With this technical solution, the displacement of the second pressure element under the action of torque can be achieved with relatively low friction, so that the achievement of the objective of the present invention is ensured with high reproducibility of pressure as a function of the torque value and / or depending on the torque value.

In one of the preferred embodiments of the invention, a torque sensor may be placed on the drive side and / or on the output side, and the pressure exerted by the pressure mechanism is selected as a function of the measured torque value. Thus, the magnitude of pressure, and hence the contact force and / or friction force between the connecting element and one of the transmission elements can be made dependent on the existing torque ratios. It seems obvious that a sensor of this type can also be provided with an advantage independently of the other features of the transfer device according to the invention, in particular, in continuous transmission and / or in a transmission operating through friction or hydraulic interactions, in particular, to reduce pressure depending on existing gear ratios and, for example, to prevent slip with minimal losses, or, for example, to properly select gear ratios y. As such sensors, strain sensors, and / or tension sensors, or torsometers (torsional dynamometers), and / or other similar measuring devices can be used.

The last described technical solution presents particular advantages in cases where the pressure mechanism is externally actuated, as is the case with hydrostatic or hydrodynamic bearings. In addition, the pressure mechanism, especially if it is implemented by means of mechanics, can also be actuated from the inside, depending on the torque, for example, by directly acting on the torque. In the present embodiment of the present invention, the pressure caused by the torque and / or shift of the components of the pressure mechanism caused by the torque can be used to measure this torque. With this technical solution, the measurement of torque can be carried out particularly effectively from the point of view of cost, since it is possible to do without expensive torque sensors. This technical solution provides particular advantages in cases where the pressure mechanism is located on the driven gear element of the transfer device. It seems obvious that with such a technical solution, the costs associated with achieving the objective of the invention are reduced, regardless of the other features of the transfer device of the invention.

It may be an advantage, regardless of the other features of the invention, to use a coupling coupling element in the pressure mechanism, which in the alternating mode provides for disconnection of these two transmission elements from the third transmission element, disengaging them with this third transmission element when in the open state and / or coupling them with him when making a closed state, so that coupling with the entire transmission device of a particular transmission can be ensured trajectories in alternating mode. With this technical solution, it seems preferable that the application of the forces required to bring the clutch element into a closed state is provided by means of a pressure mechanism. Thus, it is an advantage to position the clutch element on the pressure action line.

With this technical solution, to compensate for pressure at a suitable point, it is enough to bring the clutch element into the open state so that the pressure no longer loads the corresponding clutch element. Thus, the corresponding clutch element comes to an open state, as a result of which the two transmission elements are disengaged. In particular, if the pressure mechanism is actuated depending on the magnitude of the torque, then the result is an immediate decrease in pressure, since, due to the presence of the clutch element in the open state, the torque is not transmitted. Thus, the forces that need to be applied for the opening are directly reduced to a great extent. In addition, a decrease in pressure also leads to a reduction in losses, which may occur in transmission elements, which may also be in a free-wheeling state. To bring the clutch element into a closed state, you just need to reduce the corresponding opposing force, so that the pressure mechanism is activated again. Therefore, to bring the clutch element in the closed state does not require any additional structural components.

In one of the particularly preferred embodiments of the present invention, a gap is provided between at least one of the transmission elements, on the one hand, and the connecting element, on the other hand, during operation. With such contactless operation, even independently of the remaining features of the present invention, an extremely low wear property of a transfer device of this type can be provided, while a suitable interaction mechanism is introduced between the respective transfer elements and the connecting element, through which force and / or torque is transmitted. In preferred embodiments, the implementation of the clutch is provided through a fluidized and / or liquid medium, which remains in the space of the gap, despite the pressure, and ensures the transmission of forces and / or torques. In addition, other interaction mechanisms may be introduced, such as electrostatic or magnetic devices.

Such a gap is a suitable solution, in particular, in the case of conical friction-ring gears, in which a gap and / or fluid is provided between the conical friction wheel and the friction ring, at least during operation. With this technical solution without any additional means, by choosing the location of the friction wheel can be provided with the desired gear ratio. However, such a gap is a suitable solution also for other transmission devices with smooth regulation of the gear ratio, in which the interaction of the transmission elements is ensured by friction.

In the context of this description, the expression "friction interaction" between the transmission elements means such an interaction in which the torques are transmitted from one transmission element to another without the aid of mutually adapted profiles made on these transmission elements for this purpose. Typically, there is some slip during frictional engagement, at least at some relatively high torque limits, such slip often occurs without structural failure, and the corresponding transmission devices usually operate at torques below these limit values.

As an alternative to the above-described technical solution, consisting in providing a gap, or in addition to it, as a liquid medium with which wetting of at least one of the rotational transmission elements and / or a connecting element (for example, such as a friction ring) can be used liquid medium formed in particular

- 3 007706 liquids such as silicone oils, which include methylsiloxanes, dimethyldiphenylsiloxanes, and / or methylphenylsiloxanes having phenyl groups. In particular, dimethylpolysiloxanes, which contain, for example, phenylalkyl groups or fluoroalkyl groups, can also be used as a suitable liquid medium. In this case, the dimethylsiloxy groups can alternate in them individually or in the form of siloxane blocks with diphenylsiloxy groups.

Fluids of this type are known under the generic name "silicone oils" or "silicone fluids", they are generally also referred to as not the subject matter of the invention in European patent 0878641 A1 as liquids for wetting rotational transmission elements of transmission gears with a smoothly controlled transmission ratio.

Silicone oils have relatively weak lubricating properties, which in practice is a disadvantage, in particular, when interacting with rolling connecting elements, such as coupling rollers or friction rings, as it is assumed that when working with some silicone oils, the liquid film is destroyed. However, a distinctive feature of silicone oils in comparison with other liquids of a similar purpose is their ability to maintain their properties at high temperatures.

The proposed liquids, namely methylsiloxanes, dimethyldiphenylsiloxanes and / or methylphenylsiloxanes having phenyl groups, especially if, for example, diphenylsiloxane blocks are included in polymethylsiloxane, differ from other liquids of similar purpose by high compressibility, which, as can be expected, prevents the destruction of the liquid film. Thus, such liquids can be provided, the use of which is an advantage for transfer devices having rolling connecting elements with respect to their temperature-viscosity and / or temperature-compressibility characteristics, while it has been established that for systems of this type, while ensuring transmission in very a wide range with the provision of benefits can be used any liquid whose viscosity and / or compressibility vary with temperature-dependent gradient of viscosity and / or with a gradient compressible bridges, which is in the range between gradients of viscosity and / or gradients of compressibility of mineral oils and gradients of viscosity and / or gradients of compressibility of dimethylsiloxanes. With such properties, the liquid and / or oil provides sufficient lubrication of the respective transfer device, so that operating temperatures do not reach too high values. However, the lubrication is not so strong that there is not enough adhesion between the connecting element and the corresponding transmission element. In addition, the compressibility window described above ensures sufficient stability of the liquid film, which covers the details of the structure even under pressure, without interfering with the even distribution of the liquid.

In particular, liquids containing polydimethylsiloxanes, polydimethyldiphenylsiloxanes, and / or polymethylphenylsiloxanes containing phenyl groups, and / or alkyl-substituted γ-trifluoropropyl-substituted polydimethylsiloxanes can be used. So-called “silicones” can also be used, which contain from 10 to 25% organic substituents as substituents in the polydimethylsiloxanes used, such as phenyl groups or γ trifluoropropyl groups.

In addition, in addition and / or as an alternative, a particular advantage is provided if the corresponding liquid is temperature stable and changes its properties depending on temperature to the least extent possible as compared to mineral oils. With this solution, a long service life of the transfer device can be ensured, since fluid degradation occurs slowly. In addition, the physical properties of the fluid remain almost constant in different modes of operation - as with extremely high loads or extremely high speeds, or even, for example, when running in winter.

As regards phenylsiloxane blocks in polydimethylsiloxanes and / or phenylsiloxane blocks in siloxanes as a whole, they can be used both in pairs and in blocks to achieve the desired result. In addition, the aforementioned compressibility is of particular advantage in combination with the gap remaining between the connecting element and the rotational transfer element, which is filled with the appropriate fluid and is stably covered by it even at high pressures. In this case, the fluid is used to transfer the force, so that the transverse forces arising in it can in a non-positive way provide a connection between the connecting element and the corresponding transmission element. In addition, due to the high degree of compressibility of the liquid, it is possible to use such a transfer device even at high and / or higher torque values, at which sufficiently large transverse forces and an indestructible liquid film can be provided only in the case of a small gap, otherwise the gap can be maintained only at high pressures and high force of resistance of the liquid to such high pressures.

It is obvious that the above considerations with respect to the gap and / or fluid, related to their temperature stability, compressibility and / or viscosity, indicate

- 4 007706 advantages even independently of the other features of the transfer device according to the invention, individually or together, for a transfer device with smooth adjustment of the transfer ratio, in particular, for a transfer device having two transfer elements, which during operation roll over each other.

In particular, for transfer elements, the coupling between which is ensured through a frictional gate or even through hydraulic, hydrostatic, hydrodynamic, magnetic or other contactless interaction and / or non-positive interaction of another type, it would be an advantage if in a transfer device containing two working paths of the transmission element for the connecting element They were properly provided with different surfaces, for example, a pressure surface or something similar. For this purpose, for example, along at least one of the rotational transmission elements, grooves or protrusions of various sizes in width, and / or surface areas with varying texture, and / or surface areas with a different type of treatment could be made.

With this solution, for example, the pressure surface could be adapted to different radii of the transmission element. It seems obvious that such changes in the character of the surface of the working tracks of the transmission elements are an advantage even independently of the other features of the transmission device according to the invention.

For an interaction that would be independent of the work paths, the surface of the connecting element can also be textured. In particular, in order to ensure proper influence, in the case of hydraulic interaction, on the lateral and compressive forces, this surface can be provided with grooves or something similar. In addition, the connecting element can also be provided with different surfaces for different transmission elements with which it is in contact.

To ensure the required qualitative distribution of transverse forces, especially when interacting with a liquid medium wetting the running surface of the connecting element and / or the corresponding running surface of the corresponding transfer element without destroying the liquid film, the connecting element can be provided with at least one running surface whose transverse profile is preferably It is not a straight line, but has the form of a convex curve and / or is crown. A continuous liquid film capable of transmitting sufficient lateral forces can thus be ensured even at high pressures. The choice of the transverse profile of the running surface is preferably adapted in this case to the type of wetting fluid. In addition or alternatively, for a connecting element that is only held on one side by a holding mechanism, in particular, as described below, the transverse profile may be appropriately distinguished from a straight line, since the one-sided holding mechanism of this type, which, although and leaves enough freedom for a connecting element, can also provide with a connecting element, which, due to the indirect transverse profile of the tread surface, is relatively o unstable, stabilizing interaction, so that the entire system as a whole, in particular, in the event of a change in the working path, can also be activated with a small expenditure of force.

It seems obvious that when designing the interaction between the transfer elements and the connecting element, such a technical solution with respect to the transverse profile of the running surface for the connecting element of this type and / or the rotational transfer elements can also be used to provide advantages independently of the other features of the transfer device according to the invention.

As already known from European patent No. 0980993 A2 and / or from European patent No. 0878641 A1, the connecting element, in particular, if it is made in the form of a rotating friction ring, can independently change the working path depending on the set angle. In this case, the installation angle of the connecting element is preferably set to regulate the specific working track. It is this angle that plays a decisive role in terms of tuning and / or in terms of the stability of the chosen working path, therefore, the solution is advantageous when the corresponding actuator of the angle of the holding mechanism and / or the holding mechanism itself is made without a gap by creating a pre-voltage, for example, using springs. It seems obvious that the prestressing of this type is an advantage even regardless of the type of angular adjustment of the connecting element, in particular, even independently of the other features of the transfer device according to the invention.

In particular, a forced adjustment of the connecting element can be ensured, as disclosed, for example, in German Patent No. 3835052 A1. In particular, it is shown that with the technical solution of this type, this is an advantage, regardless of the other features of the transfer device according to the invention, if the connecting element is simply in contact with the holding mechanism in the area of the approach, and guiding is provided for it

- 5 007706 impact with an appropriate guiding device. It is shown that the guide device in the waste area introduces instability in the system, because due to volume regulation, in addition to twisting the coupling element, such as a friction ring, the coupling element also displaces, which causes destabilization of the entire system as a whole. The fixture operates in the waste area. For this reason, it is recommended that the rotational coupling element in the approach region is simply in contact with the holding mechanism, thereby avoiding instability.

It is obvious that in the context of the present application the term "friction ring" also includes connecting elements in which the friction ring does not participate in direct friction interaction, and its contact with the corresponding transmission elements is ensured through an interaction that is different from a positive connection.

With this type of technical solution, the degree of freedom of rotational motion around an axis perpendicular to the plane of rotation of the axis of the connecting element preferably remains between the actuating element for the holding mechanism, which can be performed, for example, in the form of a spindle or even a rod assembly, and the connecting element. Thus, the influence of the tuning volume control can be minimized so that the friction ring and / or the coupling element can assume the proper position almost automatically. In particular, with this technical solution, it is possible to implement a holding mechanism with high economic efficiency, since in some minimal embodiment it simply has to have a support oriented perpendicular to the plane of rotation of the connecting element, directed towards the connecting element. In one alternative embodiment of the invention, the retention mechanism may be configured to retain the coupling element substantially without a gap, and a corresponding degree of freedom of rotational motion provided, for example, by means of a hinge, may be provided between the retaining mechanism and the actuating mechanism. Alternatively, such a technical solution can also be implemented in which the holding mechanism has a gap sufficient to ensure the degree of freedom of the rotational movement of the connecting element.

Alternatively, and / or in addition to the connecting element, a stationary holding mechanism may be provided, by means of which the holding of the connecting element in a selected position on a certain working track can be ensured. When using a holding mechanism of this type, a continuous operating state can be provided, for example, in which rapid acceleration or deceleration is possible, carried out by the engine in special situations, for example during starting.

In addition, a transfer device is proposed having two rotational transmission elements, each of which has at least one running surface for contact with a rotating coupling element, wherein at least one running surface has at least two working paths for contacting with a rotating connecting element with different working radii, and there is an actuator, through which it is possible to rebuild the connecting from one to another of the two p working paths, and which includes an activating actuator, while the transfer device is characterized in that the actuating means includes safety means adapted to switch the connecting element to a safe (emergency) working path in the event of an actuator failure.

In addition and / or as an alternative, it is proposed that the switching of the connecting element to the emergency work path is provided with a means of safety at a certain speed.

In addition, in addition and / or alternatively, it is proposed that the safety means provide the prestressing of at least one additional actuating means assembly.

Due to the above measures, the condition is ensured in which the transfer device according to the invention remains in controlled operating conditions even in the event of a system failure, in particular, in the event of a breakdown of the control device (controller). Thus, by prestressing an additional node, such as an executive bridge, a yoke, or something like that, such a state can be provided in which, in the event that the adjusting ability of the actuator is lost, this node reaches the desired position due to this preliminary voltage, so that proper adjustment of the coupling element is ensured. In particular, if the connecting element switches to the emergency working path, then the condition is ensured that the vehicle on which the transfer device of the invention is installed and / or the transmission drive associated with it remains in working condition and the connecting element does not come off running surface due to system error. In preferred embodiments of the present invention, an emergency

- 6 007706 working path is adjusted to such a gear ratio, in which the engine provides the ability to perform a start procedure. Thus, a state is provided in which the vehicle can still be delivered to the desired point, for example, before parking, albeit at low speed. Otherwise, the vehicle could not move independently after a temporary stop. However, if the transfer device has, in addition to the rotational transmission elements and the connecting element, additional transmission elements with which it is possible to adjust the transmission ratios, such as first gear, then a working lane having a gear ratio can be selected as an emergency working path. higher movement speed. In this case, the launch procedure can take over this first gear, and the emergency work path can be used to drive at a higher speed.

In preferred embodiments of the invention, the connecting element is set to an emergency working path at a certain speed, since in transfer devices of this type such technical solutions are possible in which the connecting element can be adjusted higher than all possible working paths and / or higher than the entire running surface turns the corresponding transmission element. With such technical solutions, uncontrolled adjustment in adverse operating conditions would occur so quickly that the drive motor would be unable to adapt to the changed operating conditions. This can lead to an immediate stop of the engine, its destruction and / or destruction of the transmission (transmission device), as a result of which the power-driven vehicle may, for example, suddenly become uncontrollable. Due to a certain adjusted speed, a condition is ensured in which an uncontrolled change in operating conditions does not occur, in particular, they do not change too quickly even if the system breaks down, for example, if a control device (controller) fails. A certain adjusted speed can be provided, for example, by using a suitable pre-voltage. An emergency working path can be limited, for example, by a suitable stop element, which can be fitted with a spring. Two spring mechanisms can also be introduced, of which one is responsible for at least the adjusted speed in one direction of adjustment, and the other is responsible for at least the adjusted speed in the other direction of adjustment, so that the corresponding connecting element can be transferred to emergency working path from any working position without firm stop through the interaction of these two abnormal conditions.

Instead of a fixed stop and / or instead of a fixed but spring-loaded stop, the safety means can be equipped with an adjustable stop and / or an adjustable and spring-loaded stop, which is designed to be displaced by means of an additional actuator. With this technical solution, there is no directly and invariably defined emergency working path. Instead, the emergency working path is installed by an additional actuator.

In addition, such a technical solution is an advantage when the detection of the end positions of the connecting element is ensured with the help of some sensitive element, in particular, operating from electricity. With this solution, it is possible to quickly and reliably determine special conditions, such as a defect in the operation of the transfer device. In preferred embodiments, the implementation of the transfer device according to the invention in the area of approach of the connecting element is additionally equipped with mechanical end stops (at least one), on which the connecting element can get in case of change of the working path, and which are arranged in such a way that they can be used to bring the axis of rotation of the connecting element in a fixed position, if the connecting element falls on one of these end stops. This way of achieving the goal of the present invention is also based on the knowledge that stable ring wiring is carried out in the approach area in the most reliable way, so that in this respect end stops can actively influence the setting angle of the connecting element and therefore move it from one working track to another in order to prevent damage to the transmission device, for example, in the event of a breakdown of the holding mechanism.

The above-described features relating to the retention mechanism are also advantageous, independently of the other features of the transfer device of the invention, in particular for significantly reducing the number of nodes and therefore reducing the cost of the transfer device as a whole. In particular, with regard to a holding mechanism of this type, the holding mechanism itself can be constructed easier, so that it is also possible to carry out the necessary motion sequences with a higher speed and / or using fewer motorized drives. In this regard, the force-adjustable holding mechanism has the additional advantage that the position of the connecting element can be determined directly on the basis of the position of the holding mechanism, so that no additional sensing elements can be dispensed with.

- 7 007706

In order to reduce the problems associated with the reliability of a transmission device that has a partial transmission with a smooth change in the transmission ratio, in particular driving situations, such as driving at low speed or in reverse, and / or at a constant stable load, a transmission device is proposed that has a partial transmission with a smooth change in gear ratio, characterized by two transmission paths connected in parallel, with a partial transmission with a smooth change in gear the relationship is provided on one (first) of the above two transmission paths.

With this type of technical solution, it is possible to implement special driving and / or load modes when the second transmission path is operating, while the first transmission path provides the advantages of a transmission with a smooth change of the gear ratio. It should be noted that in this context the term "parallel connection of transmission paths" means that these two transmission paths have between the common part of the transmission device on the input side (this could be, for example, a drive shaft of a motor, or a clutch disc, or something like that ), on the one hand, and the common part of the transfer device on the output side (this could be, for example, the main differential of a motor vehicle), on the other. Between the aforementioned common part of the transfer device on the input side and the common part of the transfer device on the output side, the two above mentioned transmission paths can be operated simultaneously alternately, additively and / or differentially, in order to satisfy various requirements. It seems obvious that a technical solution of this type provides an advantage even independently of the other features of the invention.

Thus, an advantage can be provided if reversing, at first speed, or at accelerating gear is carried out by operating the second of the two transmission paths. For such situations, transfer devices with a smooth change of the gear ratio find only limited application and with relatively high costs and / or their use is fraught with great losses, especially with accelerating gear, i.e. at high speeds and low torque values.

Between the two transmission paths there is at least one one-way clutch, and these two transmission paths can be operated together without the expense of a complex switching mechanism and / or without complex switching technology and regulation.

In addition and / or alternatively, in a gear unit having a partial transmission with partially smooth control of the gear ratio, the latter may be located between two power dividers, such as part of a differential mechanism or part of a planetary gear mechanism, with at least one input partial transmission with a smooth adjustment of the gear ratio is mechanically connected to at least one output of the power divider on the input side, and at least one Exit partial transmission with continuously variable gear ratio is coupled mechanically with at least one input power divider on the output side. Thanks to this technical solution, the transmission of torque is ensured in such a way that it can be increased and / or the range of setting a partial transmission can be extended with smooth control of the gear ratio, which is ensured by existing ideas at the expense of efficiency, since two power dividers naturally lead to losses. However, with this technical solution provides a significant expansion of the scope of transmissions with a smooth regulation of the gear ratio. In addition, the torque that must be transmitted through the transmission itself with a smooth adjustment of the gear ratio can be reduced, so that in a suitable embodiment, the losses can be kept within acceptable limits, because at lower torque values in transmissions with a smooth gear ratio control, especially if it is a conical friction-ring transmission, there are lower values of losses, which, accordingly, can reduce losses in power dividers.

In addition and / or alternatively, in a transfer device that also contains at least one front-wheel drive mechanism and at least one reverse gear mechanism, regardless of the presence of a continuously variable transmission ratio transmission, a differential mechanism can be used by which the aforementioned front gear and reverse gear mechanism are implemented, with at least one node of said differential mechanism being configured to be fixed I alternate with the body and / or with another node of the specified differential mechanism. With this technical solution, a transfer device having a front gear and a reverse gear can be made very small, and in it, for example, a differential node of a differential mechanism can be used as an input. If the central assembly of the differential mechanism is then connected to the second differential assembly, then one direction of rotation can be implemented. In contrast, if the second differential node and / or the central node of the differential mechanism is connected to the housing and is fixed in this state, then another node that is not fixed changes its direction of rotation to the opposite, so that

- 8 007706 The above-mentioned reverse gear mechanism can be implemented. With this technical solution, a transfer device having a front-wheel drive mechanism and a reverse gear mechanism can be implemented in a particularly compact manner.

In addition, in addition and / or alternatively, a transfer device is proposed that has at least two gear stages that can alternately connect to the transmission path through a switching mechanism, with one (first) of these two gear stages having a partial transmission with smooth regulation of the gear ratio. Such a technical solution at first may seem counterintuitive to common sense, since a transmission with a smooth adjustment of the transmission ratio is introduced so that you can do without switching mechanisms of any type. However, this technical solution allows the use of the transmission with a smooth adjustment of the gear ratio only in cases where it represents a real advantage. For example, torque often takes relatively high values during start-up, while the transmission with a smooth adjustment of the gear ratio is a significant load and / or the design of the transmission with a smooth regulation of the gear ratio is required to have extremely large dimensions. Thus, it is an advantage to have such a technical solution, in which, for example, one (first) transmission is carried out separately, and the transmission is connected with a smooth regulation of the gear ratio only after starting. In this case, the size of the transmission with a smooth adjustment of the gear ratio can be chosen so that before the procedure of switching from one gear level to another, the speed of the second gear level is adjusted to the speed of the first gear stage by means of a smooth gear transmission so that the possibility as such of a smooth transition from the first gear stage to the second gear stage and / or even from the second gear stage to the first gear stage. With this technical solution, it is possible to take advantage of partial transmissions with a smooth gear ratio in an optimal way, without having to accept its drawbacks, which manifest themselves, for example, during startup.

This is also true for operating conditions in which there are substantially constant values of output power and / or substantially constant values of torque when there is no absolute need for a partial transmission with a smooth gear ratio change as such, since the speed change can be made by changing the engine speed . Under such operating conditions, the use of partial transmissions with a smooth gear ratio is usually associated with high losses, due, for example, slippage, which can be avoided with the help of the connected gear stage, while switching can also be carried out at such operating points where this level change the transfer to the passengers of the vehicle is imperceptible or noticeable to a very small extent. In particular, for this purpose, in a suitable situation, a smooth-shift transmission can be put into operation. In this case, it seems permissible, for example, to carry out this kind of coupling and / or uncoupling with the gear stage also through the overrunning clutch.

In addition, a gear stage that can be connected in addition to a gear stage containing a smooth shift transmission ratio may contain an element of the differential mechanism, which is used, for example, to switch between the front and rear gears and for the start mechanism. In particular, in such an embodiment, the advantage is such a technical solution, in which the nodes of the differential mechanism element required for switching between the gears of the front and rear gears are fixed through friction clutches, through which the most precise and smooth adjustment can be carried out.

In a transmission device having two gear stages, which are made with the possibility of alternately being included in the transmission path through a switching mechanism, when one (first) of these two gear stages contains a partial transmission with a smooth gear ratio control, the switching mechanism can connect this partial transmission with smooth adjustment of the gear ratio to the pump wheel of the Trilok converter (Tgjok) or another node that is connected directly to the output element of the engine, and the second stage of the transmission can be connected to the turbine wheel of the Trilok converter, or to another connecting node at the engine output. With this technical solution, the output power of the engine, in particular, in normal operating conditions, can be sent directly to the partial transmission with smooth control of the gear ratio, while arising, in particular, during the start-up procedure, high values of torque can be transmitted to the second gear stage, so that in relation to the partial transmission with a smooth regulation of the gear ratio, it is not loaded. This is especially true in the case of interaction with the turbine wheel of the Trilok converter, in which torque overload occurs naturally, which otherwise would give a significant load to the partial trans

- 9 007706 mission with a smooth regulation of the gear ratio.

Partial transmission with a smooth adjustment of the gear ratio, having coaxially located drive and output elements, is an advantage, especially in combination with an electric motor, even independently of the other signs of the transfer device according to the invention, since with this technical solution the torques acting on the body, can be minimized in a particularly compact way. In preferred embodiments of the invention, the differential mechanism is provided with a coaxial output element, which, in turn, is driven from the output element of the transmission with a smooth adjustment of the gear ratio. This technical solution is especially small-sized, since the output element of the transmission with smooth regulation of the gear ratio acts on the differential mechanism without further intermediate stages, which should in any case be provided, especially in motor vehicles. In addition, to ensure the alignment of the drive and output elements in one form or another, gear or other kind of transmission mechanisms are usually required, so that thanks to the differential mechanism there is no need for any additional elements. The above-described technical solutions are particularly suitable for use with an electric motor drive, although initially it may seem that connecting an electric motor with a transmission with a smooth adjustment of the gear ratio is contrary to common sense, since the speed of the electric motor is in any case adjustable to almost no limits. However, in the presence of a transmission with a smooth adjustment of the gear ratio for the electric motor, it is possible to operate at such speeds at which it has favorable values of the ratio of torque to the value of electric current. With such a technical solution, an increase in the overall transmission efficiency can be achieved and / or the magnitude of the electric current can be reduced, especially necessary at low speeds.

The transfer device according to the invention, as well as another transfer device with a smooth adjustment of the gear ratio, can be mechanically from the drive side or from the output side connected to the release point, which can be provided, for example, using a starting clutch, Trilok converter, friction-disk unit , hydraulic clutch and / or synchronization unit. Such a solution, which at first glance contradicts the idea of a transmission with a smooth regulation of the gear ratio as such, has the advantage that this ensures a sparing mode of operation of the transmission with a smooth regulation of the gear ratio and / or drive, which contributes to the extension of their service life. A particular advantage is provided when the starting clutch and / or the release point is located on the exit side, since with this technical solution it is possible to control the delay when the engine is running. In addition, when placing the start-up clutch and / or the trip point on the drive side, it is possible to connect other elements of the transfer device if necessary.

In preferred embodiments, the implementation of the clutch output of two partial transmissions is carried out with the drive of the next transmission path, and the partial transmissions are thus brought together again.

The transfer device can be made especially small-sized, if this drive of the next transmission path is the main differential, i.e. the differential by which the two wheels of the drive axle of the motor vehicle are connected and driven. The compact design of this type is reflected in a reduced number of components, so that costs can be reduced. In addition, due to such a compact design, the total volume is reduced, which may result in additional cost savings.

Depending on the particular embodiment, this technical solution may be of advantage, in which one of the two partial transmissions contains a reverse gear mechanism and, possibly, a first gear mechanism, and the second partial transmission has a gear mechanism with smoothly controlled gear ratio, in particular, a conical friction-ring gear gear mechanism. In particular, if the first of these partial transmissions dispenses with a separate first gear, then the result is a particularly compact design with the above advantages.

In preferred embodiments, the implementation of each of the two partial transmissions may be in the clutch and / or to be uncoupled. Such disengagement and engagement can be accomplished by interrupting and restoring a particular transmission path with a clutch. As a first approximation for this purpose, it does not matter at what point this transmission path interruption takes place; it can be carried out both on the drive side and on the output side, while for transfer elements located beyond this release point, it is possible to continue working at free wheeling, so there is no need to supply each of the transmission paths of partial transmissions with two clutches. However, in order to avoid losses caused by the free running of the transmission elements, in specific transmission paths

- 10 007706 more than one. This, however, increases the number of components and necessitates additional space for their installation, which, in turn, affects the cost.

It seems obvious that the design of this type of transfer device with a smooth regulation of the gear ratio, having a parallel partial transmission, is an advantage even independently of the other features of the invention. This is especially true in the case of a conical friction-ring transmission mechanism used as a transmission with a smooth adjustment of the gear ratio, since with this technical solution the advantages of changing the direction of rotation to the opposite, provided by the conical friction-ring transmission mechanism, can be used very effectively in combination with another partial transmission.

Regarding the compact design, it is additionally proposed to introduce into the transfer device with a smooth adjustment of the gear ratio, in particular, in a conical friction-ring transmission, a clutch element, which is used for coupling and disengaging the transmission path containing the transmission with a smooth gear ratio control, inside one of the transmission gear elements with smooth regulation of the gear ratio, for example, inside the conical friction wheel of a particular tra smissii with continuously variable transmission ratio. In a transmission with a smooth adjustment of the gear ratio on the essential transmission elements, relatively large interaction surfaces must be provided so that appropriate variability can be ensured. With such a technical solution, including the presence of such an element of adhesion inside the transmission elements, which contain such large interaction surfaces, general space savings can be achieved, since the space inside these transmission elements is used, which otherwise would remain unused. It seems obvious that such a technical solution, in which such a clutch element is included in the transmission with smooth adjustment of the gear ratio, provides corresponding advantages regardless of the remaining features of the invention.

In addition, in addition to or alternatively, a transfer device with a smooth adjustment of the gear ratio is proposed, in particular, a conical friction-ring transmission with a reverse gear mechanism, which is located behind the output element in series with the rest of the transmission. This technical solution has the advantage that the transmission can be operated with a constant direction of rotation, which for the transmission with a smooth adjustment of the gear ratio is an advantage in terms of bringing it into action and / or in the regulation of the friction ring. In addition, with this technical solution is also provided smooth regulation of the reverse gear.

It should be noted that in relation to the arrangement of the reverse gear mechanism, the terms “sequentially”, “in front of”, and / or “behind” refer to the sequence of force transmission in a motion transmission system forming a continuous transmission path. Thus, according to the proposed invention, the reverse gear mechanism must be located sequentially on that side of the transmission with a smooth regulation of the gear ratio, which is opposite to the engine in the motion transmission system.

In preferred embodiments of the invention, the reverse gear mechanism includes a toothed planetary mechanism having at least one support for rotating gears, with which support is provided for at least one transmission element of the planetary mechanism, and which can be fixed alternately with the housing and / or with a rotational transmission element. Thanks to this technical solution, a reverse gear mechanism is provided, which can be switched, if necessary, even during the rotation of the drive, i.e. even when rotating a conical friction-ring drive and / or transmission with a smooth adjustment of the gear ratio by appropriately alternating fixing of the rotational transmission element, such fixation can be carried out with proper accuracy through suitable clutches and / or synchronization systems. The ability to switch with this technical solution is especially adapted to the conditions of a conical friction-ring transmission, in which the gear ratio can change only in the state of rotation.

The reverse gear mechanism may include, in particular, a planetary gear mechanism having such gear elements as a group of planetary gears (satellites), a central gear wheel and an external gear wheel, with one (first) gear element mechanically connected to the output of the transmission with a smooth adjustment of the gear ratio , and the second transmission element is mechanically connected to the common output of the structural unit, including the transmission with a smooth adjustment of the gear ratio and the mechanism back in front chi, while the third transmission element may be attached, with the restriction of the at least one degree of freedom, to the housing. The planetary gear mechanism has the advantage that when one of the gear elements is fixed, an external gear, a central gear or a group of planetary gears

- 11 007706 gears (satellites), so that the inherent ability of rotation is preserved behind the last transmission element - for the remaining transmission elements, the possibility of rotation and interaction with each other is maintained with the provision of corresponding gear ratios. In particular, the corresponding fixation of any transmission element, in particular with a limited degree of freedom, leads to a significant change in the relative speeds between the other two transmission elements, so that such a change in relative speed can be used to actuate the reverse gear.

The latter can be ensured, in particular, if the third transmission element is a group of planetary gears (satellites). If the planetary gears (satellites) as such are fixed with deprivation of the possibility of rotation around the corresponding central gear in the planetary gear, the direction of movement will immediately change to the opposite between the external gear and the central gear, so that the corresponding forward gear can be made with appropriate movement of a group of planetary gears (satellites), while the gear ratios, if necessary, can ybiratsya properly through a planetary gear mechanism.

The entire structural unit, consisting of a transmission with a smooth adjustment of the gear ratio and / or, in particular, of a conical friction-ring transmission and a reverse gear mechanism, is especially compact if the drive of the first transmission element is carried out with the help of a gear wheel friction wheel conical friction ring transmission. With this technical solution, it is possible to immediately and directly transfer power and / or torque between the bevel friction-ring transmission and the reverse gear, so that the entire structural unit can be extremely compact and therefore extremely cost-effective especially for modern motor vehicles.

Regarding the latter requirement, it may, in addition or alternatively, be advantageous if the rotation of the second transmission element occurs in conjunction with a rotating carrier of the differential mechanism. In particular, with respect to use for a power-driven vehicle, the main differential can thus be used to provide an advantage, so that the reverse gear is immediately and directly integrated into the differential gear, using, in particular, a conical friction-ring transmission to obtain compact design, regardless of the implementation of the reverse gear mechanism from the drive.

In particular, as regards normal operation, an advantage is such a technical solution, in which the first and second transmission elements can be fixed relative to each other. Depending on the particular implementation of the switching process with respect to the reverse gear, this type of adjustment can also be used to provide the advantage in a different way to fix the desired operating state of the planetary gear mechanism. Due to the fact that the first and second transmission elements can be fixed relative to each other, direct transmission of power through the planetary transmission mechanism is ensured, so that the planetary transmission mechanism is practically lossless in this working condition and the entire construction unit is operated with extreme efficiency, particularly with regard to the front gear. It is preferable to properly couple in pairs with alternating fixation of the third transmission element and the two first transmission elements, so that reliable rotation of the planetary gear (satellite) in any operating mode is ensured. In this regard, it is particularly preferable to have such a technical solution, in which the first and second transmission elements are formed by the outer gear and the central gear of the planetary gear mechanism, respectively, and the third gear element is formed by a group of planetary gears (satellites), so with this technical solution the necessary interaction between the gears elements can be implemented in a very simple and compact way. This is especially true in cases where the second transmission element is connected directly to the rotating carrier of the differential mechanism, and / or made integral with it, and / or in cases where the first transmission element is directly driven by a gear that moves with an output conical friction wheel. This technical solution leads to the fact that the entire construction unit, in particular, when used in conventional drives of motor vehicles, which, due to the large number of parts and differences in additional classes of motor vehicles, are equipped with unidirectional drives, becomes extremely compact and, therefore, economically effective and can be used even in very small vehicles.

Very different types of fixation, such as friction-gate connections or form-fit connections, can be advantageously applied to fix a rotating carrier and / or planetary gears (satellites) or the third transmission element relative to the body with a degree of freedom restriction, for example. Especially the good side

- 12 007706 proved to be friction-shutter connections, providing smooth transitions and, depending on the specific implementation, even providing the ability to switch to the rear gear during rotation. However, their use does not provide advantages in every application, the reason for which are large values of force and friction losses, so with this technical solution it may be useful, in particular, the introduction of a start-up clutch between the engine and the conical friction-ring transmission. Depending on the particular application, technical solutions such as couplings, inclined brake elements, synchronizers and other elements of this kind, well known in connection with such transfer devices, may be suitable for fixing.

It seems obvious that such a technical solution of the reverse gear mechanism when creating a transmission device having the above described advantages, in addition to the features of the present invention or alternatively to some of them, provides an advantage. In this case, the degree of compactness and, consequently, the number of nodes used, and / or the economic efficiency resulting from this, and / or the direction of rotation of the engine, come to the forefront.

To create a smoothly adjustable transmission ratio capable of transmitting higher torque values reliably and with low losses, it is proposed that this type of transmission be equipped with, in addition to the above features, or as an alternative to some of them, at least two partial transmissions located in the transmission path in parallel, while the switching of these two partial transmissions with a smoothly controlled gear ratio is ensured through su miruyuschego mechanism at the input and / or output member.

The use of a summing mechanism, also called a superposition mechanism, has the advantage that identical speeds and / or precisely fixed speeds are not required, as is necessary in transmission devices of the prior art. Instead, each of the two partial transmissions contributes its own speed-dependent contribution to the resulting speed of the summing mechanism. Thus, according to the technical solution according to the invention, it is possible to actuate as well as regulate both partial transmissions separately, and therefore benefit is derived from the benefits resulting from splitting the transmission with a smooth adjustment of the gear ratio to two partial transmissions with smooth regulation gear ratio in such a way that ensures the separation of torque into these two partial transmissions without the need for peace tsya such disadvantages associated with increased speed as the friction loss or consequential increased costs of regulation.

Thus, switching two partial transmissions through a summing mechanism, which is asymmetric and therefore free of itself, provides unexpected advantages in terms of the concept and / or use of transmission, in particular in terms of efficiency and control requirements, which is impossible in the case of symmetry, as is required when coupling the planetary gears (satellites) of the planetary mechanism.

Typical representatives of the summing mechanism according to the invention are, for example, planetary mechanisms in which two of the three gear components (a group of planetary gears (satellites), the central gear and the outer gear) are connected to two partial transmissions, and the third gear component is used as an output and or a drive element, whereby the planetary gears (satellites) are used together as gear components and / or a differential mechanism in which Waiting for two partial transmissions connected to one of the elements of the differential mechanism.

Two partial transmissions with a smooth adjustment of the gear ratio may have a common gear element on the side that faces away from the summing mechanism. This may be, for example, a common input shaft or a common output shaft. This can also be, in particular, a direct transmission element of these two partial transmissions with a smoothly controlled transmission ratio, which is used in both of these partial transmissions. For this purpose, in conical friction-ring transmissions, for example, one of the conical friction wheels serves as a common transmission element. Thanks to this technical solution, a relatively compact and cost-effective transfer device is created, since dual use of the component ensures a reduction in the total number of components.

In the context of the present description, the expression "the side that faces away from the summing mechanism" denotes the direction in the transmission path defined by the transmission of forces through the transfer device, and it is absolutely not necessary to have a correspondence with the geometric and / or spatial relative arrangement of the components.

Modular gear units with a smooth regulation of the gear ratio have the main transmission plane, and in this main transmission plane there are significant nodes,

- 13 007706 such as input and output shafts, input and output conical friction wheels, or similar bodies with rotary symmetry of the body, which define this main transmission plane. The design of the transfer device according to the invention can be made particularly compact, if the two main transmission planes of two partial transmissions are arranged in parallel. In the case when these two planes merge together, it is possible to obtain a particularly flat design of the transfer device according to the invention. The transfer device according to the invention, implemented in accordance with this technical solution, has an extremely flat design and, in addition, has the ability to withstand torque, reaching relatively high values. Among other things, such a transfer device is particularly suitable for use in small trucks with a diesel engine, since its design is particularly well suited to the requirements for the total volume, and it can be placed, for example, under the loading surface, and besides, it is without any additional solutions capable of withstanding high values of torque developed by modern diesel engines.

In addition, between the at least one of the partial transmissions with a smooth adjustment of the gear ratio and the summing mechanism, an additional adjustable partial transmission can be introduced, such as a shifting gear and / or a reversible gear. Thanks to this technical solution, transfer devices can be created, which are characterized by a very wide-range drive behavior, in particular, with the possibility of a direct and reverse drive. In particular, it is possible to introduce such a transmission into feedback, even when the drive is running, so that the output element stops without torque.

Even if the proposed invention significantly increases the efficiency of the transmission device as a whole compared to the transmission devices known from the prior art, a transmission with smooth adjustment of the transmission ratio, in particular, in relatively constant operating conditions, for example, after the start-up procedure, or on the highway or speed freeway, the losses are still high. In order to avoid losses, in particular, in such operating conditions, when the use of a transfer device with a smooth control of the gear ratio is not an absolute necessity, the advantage would be provided if we were able to work around at least one of the partial transmissions with smooth control. gear ratio. With such a technical solution, for example, in the above operating conditions, it would be possible to work bypassing a partial transmission with a smooth adjustment of the gear ratio, which has large losses, so that an increase in efficiency is ensured in these operating conditions. It seems obvious that the use of two such partial transmissions with smooth adjustment of the gear ratio is an advantage even independently of the rest of the features of the present invention.

Other advantages, objectives and properties of the invention will be further explained with reference to the accompanying drawings, which illustrate examples of the implementation of the transfer device according to the invention.

A brief description of the attached drawings

FIG. 1 shows one of the embodiments (the first embodiment) of the transfer device according to the invention, in section along the contour 1-A-B-C-E-1, indicated in FIG. 2;

in fig. 2 shows the transfer device illustrated in FIG. 1 is schematically shown in side view;

in fig. 3 is a kinematic diagram of the transfer device shown in FIG. one;

in fig. 4 shows on an enlarged scale the output conical friction wheel;

in fig. 5 is a top view showing the spring element of the pressure mechanism relating to the transfer device illustrated in FIG. 1-4;

in fig. 6 schematically illustrates another variant of the transfer device; in fig. 7 schematically illustrates another variant of the transfer device;

in fig. 8 schematically illustrates another possible variant of a transfer device, in which the drive and output elements are aligned;

in fig. 9 schematically illustrates an alternative transfer device, in which the drive and output elements are coaxially, with a friction ring shown in two operating positions;

in fig. 10 illustrates one of the possible technical solutions of the reverse gear mechanism in a transmission device according to the invention;

in fig. 11 schematically illustrates another embodiment of a transfer device of the same type as the transfer device illustrated in FIG. 3;

in fig. 12, the transfer device illustrated in FIG. 11, shown in section through a differential mechanism, a reverse gear mechanism and a support for the output conical friction

- 14 007706 wheels;

in fig. 13, the transfer device illustrated in FIG. 11 and 12, shown in section through the differential mechanism, the reverse gear mechanism and the output element of the output conical friction wheel;

in fig. 14, the transfer device illustrated in FIG. 11-13, is shown in section as in FIG. one;

in fig. 15 is an enlarged view of a portion of the illustration of FIG. 14, wherein the pressure mechanism is shown in a stretched state;

in fig. 16 shows the same construction as in FIG. 15, wherein the pressure mechanism is shown in a compressed state;

in fig. 17 shows the same construction as in FIG. 15 and at the same time the conic coupling is open;

in fig. 18 shows in enlarged scale region XVIII, indicated in FIG. 17;

in fig. 19 schematically illustrates an additional and / or alternative reverse gear;

in fig. 20 schematically illustrates an additive and / or alternative reverse gear mechanism in another embodiment;

in fig. 21 schematically illustrates the splitting (one of the possible variants) of a transmission device with a smooth regulation of the gear ratio into two partial transmissions;

in fig. 22 shows the gear ratio illustrated in FIG. 21, provided with additional switching capabilities;

in fig. 23 schematically, in a manner similar to that done in FIG. 21 and 22, a splitting is illustrated (another possible option than that illustrated in FIG. 21) of a transmission device with a smooth adjustment of the transmission ratio into two partial transmissions;

in fig. 24 schematically, similarly to how it is done in FIG. 21-23, the splitting (another possible variant) of a transmission device with smooth regulation of the gear ratio into two partial transmissions is illustrated;

in fig. 25 illustrates a gear shift system similar to that illustrated in FIG. 24, but provided with additional switching capabilities;

in fig. 26 shows graphs of viscosity versus temperature for some silicone oils;

in fig. 27a shows a schematic section through a coupling element and / or a friction ring;

in fig. 27B on an enlarged scale is illustrated the profile of the surface of the clutch in the area A, indicated in FIG. 27a;

in fig. 27c on an enlarged scale is illustrated the surface profile (another version) of the adhesion in the area A, indicated in FIG. 27a;

in fig. 276 illustrates in enlarged scale the surface profile (another version) of the adhesion in the area A, indicated in FIG. 27a;

in fig. 27e illustrates in enlarged scale the surface profile (another variant) of the adhesion in the area A, indicated in FIG. 27a;

in fig. 28 schematically shows in a plan view the executive bridge of the transfer device illustrated in FIG. one;

in fig. 29 schematically shows the prestress of the actuating bridge illustrated in FIG. 1 and 28;

in fig. 30 schematically shows an end stop for a holding mechanism incorporated in the structure illustrated in FIG. 28 and 29;

in fig. 31 illustrates another embodiment of the end stop for the retention mechanism included in the structure illustrated in FIG. 28 and 29;

in fig. 32 shows a specific embodiment of a transfer device according to the invention in accordance with the technical solution schematically illustrated in FIG. 31;

in fig. 33 schematically illustrates a technical solution using a rigid stopper;

in fig. 34 schematically shows the illustrated technical solution, essentially similar to the technical solution, schematically depicted in FIG. 33;

in fig. 35 illustrates an embodiment of a transfer device according to the invention;

in fig. 36 depicts an alternative option for adjusting the position of the friction ring, which is extremely cost-effective.

Detailed description of the invention

The transmission device illustrated in FIG. 1-3, contains two gear stages: the first gear stage 1 and the second gear stage 2, which are made with the possibility of alternately connecting to the transmission drive using a synchronized valve.

- 00 007706 mechanism 3.

In this case, the first gear stage 1 is equipped with a conical friction-ring transmission, which has two conical friction wheels: the first conical friction wheel 4 and the second conical friction wheel 5, which are opposite each other in such a way that between these first conical friction wheel 4 and the second the conical friction wheel 5 remains a gap 6, in the space of which is provided the opportunity for the passage of the friction ring 7, which is located covering the second conical freak ion wheel 5. The friction ring 7 is configured to transmit torque, while the first conical friction wheel 4 includes a pressure mechanism 8, which presses the first conical friction wheel 4 to the pressure bearing 9 and presses the second conical friction wheel 5 to the pressure bearing 10 by applying a variable pressure.

As is especially clearly seen in FIG. 1-4, the first conical friction wheel 4 has a running surface 12, and in addition, is provided with a clamping element 11, and between the running surface 12 and the clamping element 11, it is possible to operate a pressure mechanism 8, which is designed to bias the clamping element 11 relative to the running surface 12 in the axial direction, so that the clamping element 11 is maintained on the pressure bearing 9, as well as pressing the running surface 12 against the friction ring 7, so that this pressure is perceived by the second end cal friction wheel 5 and the respective presser bearing 10.

If described in detail, the pressure mechanism 8 includes two disk springs 13 and 14 and two pressure elements 15 and 16, as well as two rolling elements 17, which are located between these pressure elements. As clearly seen in FIG. 2, the disc springs 13 and 14 and the pressure elements 15 and 16 are arranged in series in the pressure path, so that in the event of a change in the torque for the pressure element 15, a significantly larger stroke is possible than in devices known from the prior art, thereby allowing pressure settings with greater accuracy and repeatability. In addition, the disk spring 13 is provided with radial grooves 18 and 19, which are designed to interact with the corresponding protrusions in the design of the node containing the running surface 12 and / or pressure element 15. This technical solution ensures that the disk spring 13 transfers the torque between the node containing a running surface 12 and a pressure element 15, thereby providing unloading of the pressure element 15 from the sliding movement created by the torque relative to the node containing The bottom surface 12, due to which, in turn, provides a higher degree of reproducibility of the resulting pressure, depending on the torque. For rolling elements 17, which in the illustrative example under consideration are made in the form of balls, it is possible to roll along tracks made in pressure elements 15 and 16, the depth of which is variable in the illustrative example under consideration. With this technical solution, a distance depending on the torque can be provided between the pressure elements, and thanks to the roller elements 17 a high degree of reproducibility of the resulting pressure is provided when the pressure elements 15 and 16 are displaced along the periphery under the action of the torque. It is obvious that the above features may be an advantage in ensuring the reproducibility of the resulting pressure independently of each other.

In addition, it seems obvious that the rolling elements 17 may not have the shape of balls, but the shape of another rolling body, for example, they can be made in the form of rollers mounted at fixed places on the pressure element. In addition, it is possible to provide a pressure mechanism of this type also to the second conical friction wheel 5.

Alternatively, instead of a purely mechanical technical solution, it is possible to use a motorized actuator in the pressure mechanism, which, to provide pressure dependent on torque, could operate like hydrodynamic or hydrostatic thrust bearings based on the measured torque value.

In addition, it seems obvious that only the displacement of pressure elements 15 and 16 and / or the peripheral displacement of the component containing the running surface 12 and the pressure element 11, or, for example, the axial force acting on the pressure elements, can be used to determine the effective torque. bearings 9 and 10.

Illustrated in FIG. 1-5 an embodiment of a transfer device according to the invention includes a start-up clutch, which is made in the form of a Trilok converter on the drive side with respect to the second gear stage 2, which is made in the form of a conical friction-ring transmission with a smoothly controlled gear ratio. For this purpose, the first gear stage 1, which is made in the form of a conical friction-ring transmission, is made with the ability to connect, via the distribution mechanism 3, and / or the driving gear 35 and the synchronized gear 34, directly to the pump wheel 21 of the Trilok converter 20 , while the launch can be carried out through the turbine

- 16 007706 the wheel 22 of the Trilok 20 converter and through a partial differential 23. The side 24 of the aforementioned partial differential 23 is rigidly fastened to the turbine wheel 22, while its other side (side 25) is used from the output element of this transmission stage the wheel 26 and with the gear wheel 27 of the main output shaft 28, containing gear 33, of the transmission device as a whole, while the gear wheel 27 is also included in interaction with the output element 29 of the first transmission stage 1, pre resents a partial conical friction-ring transmission. Output gear 33 may be included in the interaction, for example, with the main differential of the vehicle. Partial differential 23 contains two friction clutches 30 and 31, which are made with the possibility of variable fixation of the main input element of the partial differential 23 on the housing 32 or on the output element 25. It seems absolutely obvious that with this technical solution it is possible to change the direction of rotation of the output element That without any additional funds can be implemented mechanisms of the front and rear gears. When couplings 30 and 31 are in the open state, the differential mechanism and with it the turbine wheel 22, so that the conical friction-ring coupling can be used despite the coupling of the output elements.

This technical solution has the advantage that the advantages of the Trilok 20 converter can be used for starting and / or in reverse gear. In addition, the gears of the front and rear gears are made in an extremely compact manner using the differential 23. Moreover, due to the presence of the distribution mechanism 3 get rid of such disadvantages of the Trilok converter as high output losses and excessive torque due to slip during normal operation, since the turbine wheel 22 can be bypassed but with the help of the distribution mechanism 3, and the first gear stage 1, which is a conical friction-ring partial transmission, is driven directly from the impeller 21. Due to the coupling of the gear stages 1 and 2 on the output side, it is possible to install a conical friction-ring transmission of the first gear stage 1 in relation to its gear ratio before the procedure for switching between gear stages 1 and 2 so that these gear stages 1 and 2 are in a state close to the synchronized one, also from the entrance side. The residual synchronization can be performed using the distribution mechanism 3 itself, while the Trilok 20 converter can also act as a support.

In a transmission device schematically illustrated in FIG. 6, two made with the possibility of rotation of the conical friction wheels 91 and 92, located coaxially opposite each other, are mechanically interconnected also with the help of a friction ring 93, which is made with the possibility of displacement along the gap existing between the outer surfaces of the conical friction wheels 91 and 92, in such a way that it is possible to obtain different values of the gear ratio. With this technical solution, it is possible to connect, through the synchronization mechanism 94, both the drive conical friction wheel 91 and the output conical friction wheel 92 to the main output shaft 95, for which, in turn, the possibility of coupling is provided by means of gear 96 with a differential mechanism 97 motor vehicle. With this technical solution, the drive conical friction wheel 91 and the output conical friction wheel 92 are connected to the main output shaft 95 with an identical number of changes in the direction of rotation to the opposite, so that using the synchronization mechanism 94 the change in the direction of rotation to the opposite can be achieved immediately. With this technical solution, it is possible to implement the mechanisms of rear and front gears with a minimum number of nodes, and therefore it is extremely cost-effective. In this case, the direction of rotation can be reversed alternately between only one of the conical friction wheels 91 or 92 and the synchronization mechanism 94 with the involvement of gear wheels or drive belts, so that the first gear or accelerator can, if necessary, also be provided with this technical solution in a cost effective manner. Depending on the direction of rotation of the drive, a connection of the gears 91a and / or 92a and the wheels 91b and 92b can be provided directly through the design with a belt drive or directly. In addition, it is possible such a solution in which the change of the direction of rotation between the gear 96 and the differential mechanism 97 on the opposite is carried out using a gear.

In preferred embodiments, the synchronization is provided in the position of the original installation and / or in the middle position, so that the conical friction wheels 91 and 92 can be in a free wheeling state. This makes it possible to control the friction ring 93 and / or another clutch element even when the vehicle is standing.

In the construction illustrated in FIG. 6, in particular, the change of rotation of the conical friction-ring transmission to the opposite is used to implement the mechanisms of the front and rear gears in a cost-effective manner. This technical solution is appropriate.

- 17 007706 also for other transmission devices with a smooth regulation of the gear ratio, in which the direction of rotation is reversed.

In addition, the structure schematically illustrated in FIG. 6, as well as the structures illustrated in FIG. 1-5, is equipped with a transmission element both on the output side and on the drive side, and with the help of such a transmission element, torque is transmitted around the circumference of a conical friction-ring transmission, including conical friction wheels 91 and 92 and a friction ring 93.

The transmission device schematically illustrated in FIG. 7 also includes, as a transmission with a smooth adjustment of the transmission ratio, a conical friction-ring transmission 40, which, as in the illustrative embodiments shown in FIG. 1-5 is provided on the drive side with a power divider 41, and on the output side with a power divider 42. In this case, one (first) gear wheel 43 is connected in parallel with a conical friction ring-ring transmission 40 through power dividers 41 and 42, which can be synchronized on the drive side, as described above, with the possibility of alternately included in the transmission path between the drive shaft 46 and the output shaft 47 through friction clutches 44 and 45.

FIG. 8, as an illustrative example of the invention, a coaxial drive and output design is shown, with which, with the provision of an advantage, coaxial output on both sides is achieved in a transmission with smooth control of the gear ratio, in particular, in a conical friction-ring transmission. With this technical solution, a relative reduction in body loads and, in addition, an extremely compact arrangement of parts is ensured, while in preferred embodiments, in particular, in the illustrative example under consideration, the output shaft 50 is disposed through a conical friction-wheel friction wheel 51 52. With this technical solution, there is also an advantage when it is used in other types of transmissions with smooth adjustment The ratio, in particular, in combination with electric motors, in the latter case, the output shaft can also be located with the passage through the armature shaft of the electric motor.

In this illustrative embodiment of the present invention, the engine (not shown) provides the ability to drive, through the drive shaft 53, the drive conical friction wheel 51, which, in turn, is designed to affect the output conical friction wheel 55 through through the friction ring 54. The output conical friction wheel 55 through the output gear 56 has a connection with the output friction wheel 57, which is fixed Leno on the output shaft 50.

A similar structure has a transfer device illustrated in FIG. 9. The housing 60 of this transfer device is located on the housing 61 of an electric motor. In this illustrative example, the armature shaft of the electric motor is also made hollow, with the possibility of positioning the output shaft 50 with passing through it. The output gear 56, however, is in engagement with the drive wheel 58 of the differential mechanism 59, which, in turn, is made in conjunction with a two-part drive shaft 50. Since a gear can be introduced at one point or another, extremely compact.

In addition, this technical solution includes, as an additional node between the engine and the transmission with a smoothly controlled transmission ratio, a planetary mechanism 62, designed to reduce torque, so that the transmission with a smooth regulation of the transmission ratio is not overloaded.

FIG. 10 illustrates a conical friction ring mechanism 80, which can be used, in particular, in combination with the transfer devices illustrated in FIG. 7, 8 and 9, and represents one of the options for implementing the reverse gear mechanism, which is extremely compact, the conical friction-ring mechanism 80 includes two conical friction wheels: a conical friction wheel 81 and a conical friction wheel 82, which interact through through the friction ring 83. The conical friction wheel 82, in addition to the main conical region (Ό), has a reversible region (K), which is rotatable in opposite direction In this illustrative embodiment, the possibility of this direction is implemented using a conical ring 84 installed with coverage of the planetary gears (satellites) 85 with the possibility of rotation when interacting with them, and the planetary gears (satellites) 85, in turn, are installed in the housing 86 and are in engagement with the circumference of the shaft 87 of the conical friction wheel 82. With this technical solution, the reversing conical ring 84 is rotated in the opposite direction to the rotation of the main region of the conical friction wheel 82. In addition, the conical friction wheel 82 has a neutral region

- 18 007706 (Ν), which contains a ring 88 mounted on the shaft 87 of the conical friction wheel 82 with the possibility of free rotation.

With this technical solution, the friction ring 83 can first be shifted from the main conical area (Ό) of the conical friction wheel 82 to its neutral area (Ν), while the conical ring 88 adapts to the rotation specified by the main area of the conical friction wheel 82 and the friction ring 83. With further displacement of the friction ring in the direction of the reversing region (K), it leaves the interaction with the main conical region (Ό), so that it is possible to adjust the rotations of the neutral region (Ν) to the direction of rotation of the reversing conical ring 84. With this technical solution, the reverse gear is implemented in an extremely compact manner.

This type of reverse gear, based on a conical friction ring mechanism 80, and / or even a mechanism that reverses the direction of rotation, implemented as such in a known manner, may be advantageous in combination with a transmission device schematically illustrated in FIG. 7, since in such a combination, with proper switching of dividers and / or adders of power and / or speed 41 or 42 and with proper gear ratios, it is possible to ensure that the output shaft 47 is in a stopped state with continuous rotation of the conical friction-ring transmission 40 and shaft 43. This technical solution provides the possibility of implementing any modes of driving a vehicle, i.e. reversing, moving forward and stopping without jumps and without additional clutch elements, although additional clutch elements or additional transmission levels may, of course, be provided for additional vehicle driving modes, such as full load mode or continuous load.

FIG. 11-18 illustrate a technical solution, which essentially corresponds to the technical solution, which is illustrated in FIG. 1-5, so that you can do without repeated explanations. The design includes two transmission paths: the first transmission path 101 and the second transmission path 102, which are designed to be alternately put into operation using a synchronized switching gear mechanism 123 and / or a tapered coupling 134 (which plays the role of a clutch element). In this example, the first transmission path 101, again, contains a conical friction-ring transmission that has two conical friction wheels: the first conical friction wheel 104 and the second conical friction wheel 105, which are located opposite each other in such a way that a gap 106 remains between them , in the space of which is provided the opportunity for the passage of the friction ring 107, which is located covering the second conical friction wheel 105. In order to ensure the possibility of transmission from the power of the considered conical friction-ring transmission of torques, the first conical friction wheel 104 is equipped with a pressure mechanism 108, which is designed to press the first conical friction wheel 104 to the second conical friction wheel 105 according to the method known from the prior art, or, as described above by applying a variable pressure between the clamping bearing 109 of the first conical friction wheel 104 and the clamping bearing 110 of the second conical f rolling wheels 105. For this purpose, the pressure mechanism 108 is provided with two rolling elements 117 and guide elements 118 and 119, which are pressed through the aid of the disc springs 120, and through which, as will be explained later, pressure is applied as a function of torque, so that there is an expansion of the pressure mechanism 108 depending on the magnitude of the torque with its corresponding bearing on the pressure bearings 109 and 110.

As is especially clearly seen in FIG. 11, the reverse gear mechanism in question includes a drive wheel 124, through which the second transmission path 102 is disconnected from the main transmission path. Through the intermediate wheels 130 and 133, the switching wheel 125 is driven, which through the synchronized switching gear mechanism 123 can be brought into engagement with gear 126, which, in turn, is in direct interaction with the outer wheel 127 of the main differential 115. The design under consideration On the whole, it is made in an extremely compact manner and can be made even more compact if the drive wheel 124 is connected by connecting to the drive shaft 121 some synchronized switching gear and which are in direct interaction with the outer wheel 127.

In addition to this reverse gear mechanism, implemented through the second transmission path 102, the design in question includes a front transmission mechanism, which is implemented through the first transmission path 101, which is a smoothly controlled transmission ratio. Through the output gear 129, this front-gear mechanism is brought into engagement with the outer wheel 127 and, thus, with the second transmission path 102 implementing the reverse gear mechanism, while bringing into a concatenated and disengaged state

- 19 007706 is carried out by the clutch 134. As is evidently shown in the attached drawings, in the disengaged position there is a state of idling for the transmission elements of both partial transmissions, i.e. as the first transmission path 101, and the second transmission path 102.

As mentioned above, with this technical solution, the operation of the pressure mechanism 108 together with the coupling 134 is ensured. This work is best illustrated in FIG. 15 and 16. As can be seen in FIG. 15 and 16, the pressure mechanism 108 is configured to move to the stretched state, wherein the degree of its stretching is a function of the transmitted torque. FIG. 15 illustrates the state of the system at a high torque value, and therefore at high pressure, and FIG. 16 illustrates the state of the system at low pressure. The pressure manifests itself as a function of torque essentially in that the carrier 119 is supported on the pressure bearing 109 through the complementary element 150 and through the output shaft 151. In addition, the output shaft 151 is mounted on the centering element 153 through the needle bearing 152. Torque is transmitted to output gear 129 from the first conical friction wheel 104 (output) through the teeth 154 (see Fig. 18) and 155.

In the pressure mechanism 108, under the action of these torques, the rolling member 117 is displaced, so that it is possible to vary the pressure in the desired manner, as can be seen from FIG. 15 and 16. As is evident from FIG. 15-18, the pressure on each other of the carrier 119 and the complementary element 150 is carried out through the conical surfaces 156 and 157 (see FIG. 18). Finally, these two conical surfaces 156 and 157 form an active coupling 134, which is brought into a bonded state by means of a pressure mechanism 108. To bring the coupling 134 into a disengaged state, a cylinder 158 is provided in the system, which is fixed to the housing. with the possibility of making a reciprocating movement of the piston 159 and the application of pressure to it through the hydraulic line 160. The piston 159 is installed on the carrier 119 through the axial bearing 161 and drove 162. When applied pressure to the piston 159 under its action unloads the complementary element 150 of the coupling 134 from the pressure created by the pressure mechanism 108. When the coupling 134 accepts the uncoupled state, the transfer of torque ceases, so that the pressure mechanism 108 is in a state of relaxation, and disengaged state or to keep it in disengaged state requires a very small pressure. When clutch 134 is in a disengaged state, between conical surfaces 156 and 157, as can be seen in FIG. 18, there is a gap 163. It should be clear that, instead of the piston 159 and the hydraulic line 160, another technical solution can be applied to unload the carrier 119 and bring the coupling 134 to a disengaged state. Especially suitable should be considered any technical solution, which provides support drove 119 on the common body of the transfer device during operation, bypassing the coupling 134.

The technical solution illustrated in FIG. 15-18, differs, in particular, in that it does not have to be forced to rotate the piston 159, so that its sealing can be carried out in a relatively cost-effective manner.

The technical solution under consideration has the specific advantage that no additional devices are required to bring the clutch into a locked state. In addition, the magnitude of the adhesion forces is a function of the transmitted torque and increases with its increase, since the pressure mechanism in this regard is in any case appropriately equipped.

FIG. 19 and 20 schematically illustrate transmission devices, each of which contains a conical friction-ring transmission 201 and a reverse transmission mechanism connected in series with it 202. In these illustrative embodiments of the invention, the conical friction-ring transmissions 201 have a substantially identical design, each of them equipped with a driving conical friction wheel 203 and an output conical friction wheel 204, which are oriented with their tapering parts relative to each other They are opposed and their axes are parallel, while there is a friction ring 205 between them, which is installed with the possibility of displacement along the gap 206, which makes it possible to vary the gear ratio as a function of the position of this friction ring 205. In the considered illustrative examples of the invention, the friction ring 205 is located with the coverage of the drive conical friction wheel 203, and on the output conical friction wheel 204 installed output gear 207. It should be clear that, depending on the specific embodiment of the invention, the design of a conical friction-ring transmission may have a different technical solution.

In the illustrative embodiment of the invention shown in FIG. 19, the output gear 207 is mounted to provide direct interaction with the assembly 208, on which the central gear 209 of the planetary gear 210 is mounted. The transmission device schematically illustrated in FIG. 20 also includes a planetary mechanism 211, having a central gear 212, which is brought into rotation by an output

- 20 007706 gears 207. This is done through the belt 213 and the wheel 214, which is rotated along with the rotation of the central gear 212. Instead of a belt drive using the belt 213, any belt and / or chain mechanism can be used that provides a sufficiently reliable power transmission in continuous mode.

Both planetary mechanisms: the planetary mechanism 210 and the planetary mechanism 211 have planetary gears (satellites) 215 and 216, respectively, which are interoperable, on the one hand, with the central gear 209 or 212, respectively, and on the other, with the external gear 217 or 218 respectively.

In the illustrative embodiment of the invention shown in FIG. 19, the external gear 217 is made with the connection directly to the rotating frame 219 of the differential mechanism 220. With this technical solution, the planetary mechanism 210 and therefore the reverse gear 202 are located directly on the differential mechanism 220. It has been shown that this technical solution provides an extremely compact design and for this reason, extremely high efficiency, since minimized the number of transmission elements in the transmission path. It should be clear that the arrangement of the reverse gear mechanism 202 directly on the differential mechanism 220 is an advantage even independently of the remaining features of the invention due to the compactness of the design. In an alternative embodiment, this technical solution design, when the interaction of the output gear 207 directly with the drive wheel of the reverse gear mechanism and the connection of the output wheel of the reverse gear mechanism directly with the rotating frame of the differential mechanism is advantageous for engines of modern motor vehicles, due to the fact that the direction changes with the help of a conical friction ring transmission, since The technical solution requires only a minimum number of transmission elements and, therefore, extremely high efficiency is ensured.

In contrast, in the illustrative embodiment of the invention shown in FIG. 20, the external gear 218 is made with the connection with the output wheel 221, with which its rotation is ensured, and which, in turn, is in engagement with the rotating frame 222 of the differential mechanism 223. The change in the direction of rotation taking place in such a pattern is reversed to using a belt drive in which the belt 213 is used, while in the illustrative embodiment of the invention shown in FIG. 20, the reverse gear mechanism is located on the intermediate shaft 224, and / or around this intermediate shaft 224. The technical solution in which the reverse gear mechanism is located on the intermediate shaft 224 has the advantage over the technical solution in which the reverse gear mechanism is located directly on the differential mechanism 220, as is the case in the embodiment schematically illustrated in FIG. 19, that the overall spatial arrangement of the components in the embodiment schematically illustrated in FIG. 20 may be decided more flexibly. This is of particular advantage in cases where the space in the immediate vicinity of the differential mechanism is limited due to the presence of nodes of other systems. It should be clear that the technical solution in which the reverse gear mechanism is located on the intermediate shaft 224 - in particular, also because of the provided change of the direction of rotation to the opposite - is an advantage even independently of the other features of the invention. The latter is especially true for those cases when conical friction clutch rings are intended for use in combination with foreign engines that have the opposite direction of rotation. In such cases, the belt transmission 213 carried out using the belt 213 can be dispensed with, and the output gear 207 can be coupled with the wheel 214. In addition, there can be an advantage of such a technical solution in which the output conical friction wheel 204 is located directly on the intermediate shaft 224, in this case, it is possible to dispense with the belt drive 213 carried out using the belt 213 and without the output gear 207.

In addition, it should be obvious to specialists of the appropriate profile that the drive, originating from a conical friction-ring transmission 201, may be carried out not through the central gears 209 and / or 212, but also instead through external gears 217 and / or 218 and / or other transmission elements of the reverse gear. The output of the reverse gear mechanism may also be carried out not through the external gears 217 and / or 218. Instead, central gears 209 and / or 212 and / or other transmission elements of the reverse gear may be used for this purpose.

To ensure reliable operation, the illustrative examples shown in FIG. 19 and 20 transfer devices, from the point of view of maintaining the “forward or backward movement” operating modes, in each of these options, fixation systems are provided, using which a rigid fixation of the transfer element is provided, in the considered examples - drove 225 and / or 226, on which the planetary gears (satellites) 215 and / or 216 and

- 21 007706 which are installed with the possibility of rotation together with these planetary gears (satellites). In addition, such fixation systems are provided by which the fixing of the two transmission elements of the specific planetary mechanism 210 and / or 211 with each other is ensured. With this technical solution in the case of the variant schematically illustrated in FIG. 19, alternating fixation of the central gear 209 and the external gear 217 with each other is carried out, and in the case of the variant schematically illustrated in FIG. 20, the external gear 218 and the rotating carrier 226 of the group of planetary gears (satellites) 216 are alternately fixed with each other.

For fixing the transfer elements with the housing and / or with each other, various fixation systems can be used, for example, systems using clutch elements, inclined brake elements, and / or synchronizers. Three such fixation systems are shown as examples in the embodiments of the invention presented to illustrate, said fixation systems being interchangeable without any additional conditions.

In the illustrative embodiment of the invention shown in FIG. 19, the fixation of the carrier 225 of the group of planetary gears (satellites) 215 is carried out using an electromagnetic braking element 227, which is adapted to varying interaction with the brake gear 228, which, in turn, interacts with the carrier 225 of the group of planetary gears (satellites) 215 With this technical solution, if necessary, changing the direction of rotation to the opposite brake element 225 is actuated in such a way that this degree of braking of the reference element 225 relative to the central gear 209 and external gear 217, in which the mileage and / or rotational speed of the output shaft is reduced to a complete stop, followed by changing the direction of rotation to the opposite.

The external gear 217 and the central gear 209 are fixed through the brake element 229, while the planetary gears (satellites) 215 are also fixed to the external gear 217 and the central gear 209. Since in this mode of operation the planetary mechanism 210 is operated with extremely low losses, This mode of operation in the preferred embodiment is selected as the front gear, while it seems obvious that there may also be a brake element, corresponding to brake element 229, for example, between the planet carrier 225 and the central gear 209 and / or the external gear 217. Alternatively, it may be sufficient to take measures to prevent the rotation of the planetary gears (satellites) 215 relative to the carrier 225 in order to ensure a stop the planetary mechanism 210 as such with the possibility of its rotation as a whole.

In an illustrative embodiment of the invention, schematically shown in FIG. 20, the alternate fixation is performed by the synchronizer 230, with which the carrier 226, which is the supporting element for the planetary gears (satellites) 216 and which is rotated together with them, is arranged to alternately synchronize with the external gear 218 or relative to the fixed gear 231, which in the illustrative example under consideration, it is fixed on the housing 232. The mechanism that is formed in this case is equivalent to the mechanism, the explanations of which are already given above in describing yustrativnogo embodiment of the invention shown in FIG. 19, it seems obvious that instead of the external gear 218, the synchronization of the carrier 226 can also be carried out with the central gear 212.

In a continuously variable ratio transmission device, schematically illustrated in FIG. 21, there is a driving conical friction wheel 301 and two output conical friction wheels 302 and 303, each of which is connected to the driving conical friction wheel 301 by means of a friction ring 304 or 305, respectively, mounted to the corresponding output conical friction wheel and carried along by its rotation. When the friction ring 304 or 305 is displaced along the gap between the working surfaces of the driving conical friction wheel 301 and the output conical friction wheel 302 or the driving conical friction wheel 301 and the output conical friction wheel 303, respectively, the partial transmission 306 formed by the driving conical friction wheel 301 is smoothly controlled and an output conical friction wheel 302, and a partial transmission 307, formed by a driving conical friction clutch th wheel 301 and the output bevel friction wheel 303.

On the output side, through a gear mechanism 308 configured to perform the function of a summing mechanism, the partial transmissions 306 and 307 and / or the output bevel friction wheels 302 and 303 are connected to the output shaft 309. In the illustrative embodiment of the invention shown in FIG. 21, configured to perform the function of a summing mechanism gear mechanism 308 contains plan

- 22 007706 tare mechanism having an external gear 311, a group of planetary gears (satellites) 312 and a central gear 313. The external gear 311 is rigidly connected to an additional coronal gear 314, which, in turn, is in mesh with the gear 315 located on the output the output shaft 316 of the conical friction wheel 303. The central gear 313 is rigidly connected to the gear 317, and its rotation is carried out together with it, and the gear 317, in turn, is engaged with the gear 318, which is located at The output shaft 319 of the output conical friction wheel 302. In addition, the planetary gears (satellites) 312 are mounted on a carrier 320, which is connected to the output shaft 309, and which rotates together the rotation of the output shaft 309 and the planetary gears (satellites) 312. Therefore, the designed with the ability to perform the function of a summing mechanism toothed mechanism 308, in which the summation of the speeds of rotation of the gears 315 and 318 and / or the output of the conical friction wheels 302 and 303 with a common speed of rotation output shaft 309, depending on the gear ratio and the position of the friction rings 304 and 305. The gear ratios are preferably chosen in such a way that with the identical arrangement of the friction rings 304 and 305, i.e. at the same rotational speeds of the output bevel friction wheels 302 and 303, the planetary gears (satellites) 312 are at rest with respect to their own rotation on the carrier 320, and they simply rotate with the external gear 311 and the central gear 313. With this technical solution it is possible to minimize losses during continuous operation of the transfer device. In addition, to minimize losses, a clutch element 321 is used, through which the output shaft 309 can be connected, directly or through the gearshift mechanism, depending on the particular embodiment, to the driven conical friction wheel 301, so that, in particular, high and relatively uniform speeds, when the advantages of a transfer device with a smooth regulation of the gear ratio may not appear and when the use of this type of transfer device with by direct regulation of the gear ratio, it can lead to unnecessary losses, bypassing the partial transmissions 306 and 307 can be carried out.

It is obvious that in a gear mechanism 308 configured to perform the function of a summing mechanism, the rotational speeds of the two output bevel friction wheels 302 and 303 are summed up, and in addition, the gear mechanism 308 configured to perform the function of a summing mechanism is used to balance the torques applied to this output tapered friction wheels 302 and 303.

An illustrative embodiment of the invention, schematically shown in FIG. 22 is substantially similar to an illustrative embodiment of the invention, schematically shown in FIG. 21, so that the structural units of the same purpose are assigned the same numerical designations of positions and the explanations of the operation of such similar structural units are omitted. In addition to the features inherent in the transmission device, schematically illustrated in FIG. 21, an illustrative embodiment of the present invention, schematically shown in FIG. 22 has a locking clutch element 322, with which the rotating carrier 320 of the planetary gears (satellites) 312 can be fixed with an external gear 311, and a clutch element 323 with which the carrier 320 and the output shaft 309 can be fixed with the body of the fixing element clutch (not shown in detail). The locking element of the clutch 322 (first element of the clutch) is used to ensure the stop of the own rotation of the planetary gears (satellites) 312 in certain modes of operation, so that it is possible to avoid losses in the planetary gears (satellites) 312 and allows the body 320 and the output shaft 309 to rotate together with an external gear 311 and a central gear 313. The clutch element 323 (the second clutch element) is used to keep the planetary gears (satellites) 312 in a fixed position, but with ensuring the possibility of their rotation around their own axes. Such a technical solution is particularly suitable for interacting with a transmission device in which the transmission mechanism is arranged in such a way that the external gear 311 and the central gear 313 are made to rotate in opposite directions. This can be accomplished, for example, by introducing an additional gear or even using a separate transfer mechanism installed in the transmission path between at least one of the partial transmissions 306 or 307 on one side and configured to perform the function of the summing mechanism 308 other. With this technical solution, the actuation of the gear mechanism 308 capable of performing the function of the summing mechanism can be carried out through two partial transmissions 306 and 307 so that the resulting speed on the output shaft 309 is zero even when the driving conical friction wheel 301 rotates. In this mode of operation, a clutch element 323 can be used to fix the transmission. With this technical solution, it is then possible to provide The output shaft 309 is rotated by simply adjusting the position of the friction rings 304 and 305 and / or adjusting the partial transmissions 306 and 307.

- 23 007706

The technical solution schematically illustrated in FIG. 23, also substantially similar to the technical solution, schematically illustrated in FIG. 21. In particular, in both of these technical solutions, the partial transmissions 306 and 307 are identical. Only the gear mechanism 308 configured to perform the function of the summing mechanism in the transmission device schematically illustrated in FIG. 23, differs from the toothed mechanism configured to perform the function of a summing mechanism in a transmission device, schematically illustrated in FIG. 21. Therefore, it is possible to do without a detailed description of the similar components of both transmission devices and their operation.

In a continuously variable ratio transmission device, schematically illustrated in FIG. 23, the output shaft 309 is connected directly to the external gear 324 of the planetary gear and is rotatably coupled therewith. In addition, the planetary gears (satellites) 312 are mounted on a carrier 325, which is made to rotate together with the planetary gears (satellites) 312 and a gear wheel 326, while the gear wheel 326 is in engagement with the gear wheel 315 mounted on the output shaft 316 of the output of the conical friction wheel 303. As for the central gear 313, in contrast to the technical solutions schematically illustrated in FIG. 21 and FIG. 22, is configured with a gear wheel 317, which is engaged with gears 318 mounted on the output shaft 319 of the output conical friction wheel 302.

Shown in FIG. 23, the gear mechanism 308 is also operable as a summing mechanism, with which the summation and / or subtraction of rotational speeds of two partial transmissions 306 and 307 is performed.

The technical solution schematically illustrated in FIG. 24 also, with regard to the partial transmissions 306 and 307, essentially similar to the technical solutions illustrated schematically in FIG. 21-23. The only significant difference is in a different embodiment of the gear mechanism 308. In the present embodiment of the invention, the drive mechanism configured to perform the function of the summing mechanism 308 is carried out through the bevel gears 327 and 328, which are located on the output shafts 316 and 319. wheels 303 and 302 respectively. For this purpose, bevel gears 327 and 328 are in engagement with bevel gears 329 and 330, respectively, which, in turn, are connected respectively to fixed bevel gears 331 and 332 of the differential mechanism, which are mounted for rotation around their own axes. The removal of the output power from the transmission device, schematically illustrated in FIG. 24, is carried out through the gears 310, which is connected to the axial bearings of the rotating bevel gears 333 and 334 of the differential mechanism, which, in turn, are engaged with the bevel gears 331 and 332, respectively, of the differential mechanism. It seems obvious that in the technical solution under consideration, the function of the summing mechanism is also provided.

An illustrative embodiment of the transfer device according to the invention, shown in FIG. 25 is similar to an illustrative embodiment of a transfer device according to the invention, shown in FIG. 24, so that in this technical solution the summing mechanism, implemented on the basis of the gear mechanism 308, is also essentially formed by a differential mechanism 335, configured to drive the output shaft 309 through the bevel gear 337 using the output gear 336. Except in addition, the output gear 336 is engaged with a bevel gear 338, which, in turn, is designed to be connected, through a synchronized coupling element 339, drive conical friction wheel 301, so that, if necessary, the possibility of bypassing both partial transmissions 306 and 307 can be implemented. In addition, with this technical solution, the output shaft 316 of the output conical friction wheel 303 is designed to be alternately connected, through synchronized coupling element 340, to the bevel gears 342 and 343, and the output shaft 319 of the output conical friction wheel 302 is configured to be alternately connected, through the mechanism of the synchronized clutch element 341, to the bevel gears 344 and 345, wherein the bevel gears 342 and 343 are engaged with the bevel gear 346, and the bevel gears 344 and 345 are engaged with the bevel gear 347, and the bevel gears the wheels 346 and 347 are connected to the bevel gears of the differential mechanism mounted for rotation around fixed axes. With this technical solution, it is easy to change the working direction of rotation of the partial transmissions 306 and 307 with the help of coupling elements 340 and / or 341, due to which the transfer device schematically illustrated in FIG. 25 has extremely diverse torque transmission capabilities.

It seems obvious that instead of schematically illustrated on just considered

- 24 007706 rented drawings of conical friction-ring partial transmissions 306 and 307 as partial transmissions with smooth adjustment of the gear ratio in the transmission device according to the invention can be, with the provision of advantages, various other transmissions with smooth adjustment of the gear ratio are used. As is evident from FIG. 21-25, the partial transmissions 306 and 307 have transfer planes defined by the axes of rotation 348, 349 and 350 of the driving conical friction wheel 301, the output conical friction wheel 303 and the output conical friction wheel 302, respectively, the indicated axes of rotation are parallel and all lie in plane drawing.

With this technical solution, these transfer devices can be made extremely flattened and particularly suitable for use in trucks and / or small trucks, since they can be placed, for example, under the loading surface. This is all the more advisable for the reason that the transfer device according to the invention is highly efficient when using two partial transmissions even at higher torque values than those provided by modern diesel engines, since excessively high pressures can be avoided by using two partial transmissions. .

As already indicated on the basis of the description and when considering the embodiments of the present invention, schematically illustrated in FIG. 21-24, and has been explained for illustrative purposes when considering an embodiment of the present invention, schematically illustrated in FIG. 25, the characteristic of the transfer device as a whole can be significantly influenced by choosing the directions of rotation in which the partial transmissions 306 and 307 operate on the gear mechanism 308, which can perform the function of a summing mechanism. In particular, translation mechanisms of this type and / or partial transmissions made with the possibility of changing the direction of rotation to the opposite. An alternative technical solution in this respect is illustrated in FIG. 10, where an example of the above-mentioned partial transmission 80 is discussed.

It seems obvious that the transfer devices, schematically illustrated in FIG. 21-25 are reversible, i.e. the reverse direction of power transmission can be chosen, so that the output shafts 309 and 310 will be used as drive shafts, and the drive cone friction wheel 301 will be used as the output cone friction wheel.

As can be inferred from consideration of the embodiments of the invention illustrated in FIG. 1, 4, 8 and 9, as well as in FIG. 14-17, each of the transfer devices shown in the above drawings with a smooth adjustment of the gear ratio is sealed in the direction of its bearings by means of seals 70 (shown for example only). With this technical solution, as is known from this industry, there is a separate fluid-filled chamber in which conical friction wheels and a connecting element are placed. In the embodiments of the invention considered here for illustrative purposes, preferably "silicone oil" is used as the above liquid, in which preferably from about 10 to 30 mol.% Of the methyl groups in the polydimethylsiloxane molecule are replaced by phenyl groups and whose viscosity at 25 ° C is preferably approximately 200 mm ² / s. However, any other liquid can also be used, in which the curve of dependence of its physical and chemical parameters on temperature is stable relative to the respective temperature characteristics of mineral oils and / or is located between gradients of mineral oils and gradients of silicone oil with respect to temperature-dependent gradients of compression and / or temperature. dependent viscosity gradients.

The temperature characteristics of the liquids taken as an example and / or the liquids described above are shown in FIG. 26 in a logarithmic representation, with the dashed line 89a showing the characteristic of mineral oils, and the dashed line 89B showing the characteristic of silicone oil. When using these fluids, the formation of a liquid jumper in the gap between the running surfaces of the conical friction wheels 4, 5 is guaranteed; 51, 55, 81, 82, 91, 92, 104, 105, 203, 204, 301, 302 and 303 and the surfaces of the friction rings 7 used as connecting elements; 54, 83, 93, 107, 205, 304 and 305. The existence of such a gap, when the components are made of metal, can be detected, for example, by electrical measurements. It was experimentally established that this gap is formed only after a few turns, i.e. after the distribution of the liquid, so that the compressibility and viscosity of the liquid must be chosen appropriately in accordance with the size of the gap. In such a case, the dimensions of the components of the tightening mechanisms and / or pressure mechanisms are chosen in such a way that the working gap is maintained at an appropriate level.

In order to ensure uniform surface pressure for different working tracks and, therefore, for different radii of the conical friction wheels 4, 5; 51, 55, 81, 82, 91, 92, 104, 105, 203, 204, 301, 302 and 303 the running surface 12 of each of the above-mentioned conical friction wheels is preferably performed having properties that vary in the axial direction. In the illustrative embodiments of the invention described herein,

- 25 007706 this condition is realized by the creation of grooves of different widths (not shown in the drawings). In alternative embodiments of the invention, the running surfaces of the conical friction wheels can be performed, for example, with an axially varying roughness.

The surfaces of the friction rings 7, 54, 83, 93, 107, 205, 304 and 305 used as fasteners in preferred embodiments of the invention, in order to control the lateral forces exerted by the fluid in the gaps between the running surfaces of the conical friction wheels 4, 5; 51, 55, 81, 82, 91, 92, 104, 105 203, 204, 301, 302 and 303 and the surfaces used as connecting elements of the friction rings 7, 54, 83, 93, 107, 205, 304 and 305, as this is shown for illustrative purposes in FIG. 27a-e for the friction ring 71, also provided with grooves. The friction ring has two running surfaces: the running surface 72 and the running surface 73, which, as explained for the friction rings 7 and 54, are designed to interact with the surfaces of the conical friction wheels 4, 5; 51, 55, 81, 82, 91, 92, 104, 105, 203, 204, 301, 302, and 303. In this case, the running surfaces 72 and 73 may have a different structure. For example, special advantages are provided when using scars 74 of a trapezoidal section (see FIG. 27b), since they are particularly well supported on the rest of the material of the friction ring 71. In addition to this, or alternatively, rounded grooves (see Fig. 27b and Fig. 27c) can also be used, due to which inwardly directed edges can be avoided in a diametrically opposite surface. The rounded edges 75 also appear to be components of an advantage in terms of distribution of the oil film and / or surface pressure. The rounded corners of the grooves 76 (see Figs. 27b-6), on the contrary, help to avoid nicks at the bottom of the groove under load. Practically square-cut hems can also be used (see Fig. 27c). In addition, convex circular cutters 79, shown in FIG. 276 and e.

The grooves of this type on the surfaces of the conical friction wheels and the surfaces of the friction rings, depending on the specific embodiment of the invention, can be made identical and / or different. In particular, the density of distribution of grooves and / or scars can vary over the surface, in particular in the axial direction. Surface pressure and / or distribution of surface pressure can vary and / or be set properly even along a conical surface, and / or the thickness of the oil film can be properly adjusted. In particular, the cross-sectional shape of the groove in this case is a factor that largely determines the amount of oil flowing from the contact zone of specific components of the transfer device.

In addition, in preferred embodiments, the implementation of the friction ring has a cross section of a convex profile, so that despite the presence of a gap, the maximum contact area can be achieved by Hertz tension.

The conical friction-ring transfer device illustrated in FIG. 28 and 29, includes two conical friction wheels 403 and 404, which are arranged on parallel axes 401 and 402, respectively, with a certain radial distance and opposite orientation of the cones having the same angles at the apex. With the coverage of the conical friction wheel 403 and with the passage through the gap between the running surfaces of the conical friction wheels 403 and 404 and the filling of this gap is located the friction ring 405, which is held in the holder 406.

The clip 406 includes a frame which is formed by two crossheads 407 and 408 and two parallel rods 409 and 410 fixed to them. These rods 409 and 410 are arranged parallel to the axes 401 and 402 and at the same time forming conical friction wheels 403 and 404 inclined at an angle of taper, and are supporting elements for the actuating bridge 411, having two studs 412, which are oriented towards each other, with each of them being mounted along the guide roller 413. These guide rollers 413 are designed to interoperate Ia with the friction ring 405 on both sides, and with their help to ensure axial direction.

Crosshead 407 has a vertically oriented axis of rotation 114, which passes through its middle, while it is possible to rotate the entire cage 406 around this axis. For this purpose, another crosshead 408 is in conjunction with a transverse drive 415 (details of its device are not shown) and an executive engine 416.

The axis of rotation 414 lies — in the considered illustrative embodiment of the invention and in the examples considered further — in the plane defined by the axes of rotation of the conical friction wheels 403 and 404. In addition, it may also lie in a plane parallel to it or in a plane intersecting with her at a sharp angle.

When the cage 406 is rotated at small angles, the friction drive produces axial adjustment of the actuating bridge 411, and, therefore, produces a change in the gear ratio of the conical friction wheels. This operation requires very little power consumption.

To provide pre-tensioning, a spring 417 is provided, which is located on the transverse drive 415, with which pre-tensioning is ensured to the holder

- 26 007706

406. Due to such pre-tensioning, a position is provided in which in case of failure of the executive engine 416 and / or failure of the electronics, from which this executive engine 416 gains control, the holder 406 is rotated by a given angle relative to the plane defined by the axes of rotation conical friction wheels 403 and 404. As already known, this ensures the movement of the friction ring along the conical surfaces due to the rotation of the conical friction wheels 403 and 404.

In this case, the installation of the spring 417 is carried out in such a way that a predetermined angle is provided, and, consequently, a predetermined moving speed and / or regulation speed, so that the drive motor does not overload with respect to the executive engine 416 even in the event of system failure .

In addition, in the illustrative embodiment of the present invention, on the actuating bridge 411, an inclined platform 418 is provided, which is the reciprocal element for the wedge-shaped element 419 attached to the body of the transfer device by means of the spring 420. The spring 417 is counteracted by the spring so that the friction ring is held on a certain working path in case of failure of the executive engine 416 and / or another component of the actuator. In other embodiments of the invention, this assembly and / or spring 417 can be dispensed with.

In this illustrative embodiment of the present invention, the springs 417 and 420 are chosen so that the forces developed by the executive engine 416 and / or the friction forces in the conical friction wheels 403 and 404 are, without any additional means, greater than the forces of these springs.

The transfer device shown in FIG. 30, substantially similar to the transfer devices illustrated in FIG. 28 and 29, so that you can do without a more detailed explanation. This transfer device also includes two conical friction wheels, of which it is shown, with a dashed line, only one — a conical friction wheel 421. This transfer device also has a holder — a holder 422, configured to hold an actuating bridge (not shown) for the friction ring ( not shown) and the possibility of rotation around the axis of rotation 423. In the considered illustrative embodiment of the present invention, the axis of rotation 423 is located approximately at the level of the middle to Onus conical friction wheel 421.

With this technical solution, there are also executive means, which include an activated executive body in the form of an executive electric motor and / or a hydraulic working body or other executive driving means and protection device. In this case, the protection device has a spring 424, which is attached to the housing 425 of the transfer device and configured to pre-tension the yoke 422 in such a way that when the actuator to be activated is for some reason not activated, it is configured with some small angle to the axis conical friction wheel 421. With this technical solution, thus, in normal operation modes, the holder 422 is held with some pre-set tension.

In contrast to the illustrative embodiments of the invention shown in FIG. 28 and 29, in this design there is a stopper 427, spring-loaded using a spring 426. Spring 426 develops a reaction force when the friction ring protrudes on the stopper 427, so that the holder 422 is adjusted to the force of the spring 424, and the rolling of the friction ring is carried out at a predetermined safety (emergency ) working path.

The transfer device shown in FIG. 30, substantially similar to a transfer device, schematically illustrated in FIG. 30, although the stopper 427 is excluded from this variant of the transfer device. Therefore, the descriptions of this illustrative example use the same numerical designations of the positions for similar components.

Depending on the specific embodiment of the considered illustrative embodiment of the invention, the holder 422 can be used as a stopper. However, it has been experimentally established that as a result of proper adaptation of the surfaces of the friction ring, the friction ring experiences a torque caused by the rotational movement of two conical friction wheels, and this torque tends to twist the friction ring around the axis, which lies in the plane defined by the axes and the rotation of the two conical friction wheels, and is oriented perpendicular to the gap between the running surfaces of these two conical friction wheels. This torque is obviously caused by the unequal areas of the contact pads between the working surface of the friction ring and the running surface of each of the two conical friction wheels, as well as the different radii of these contact pads, and the direction of its rotation depends on the direction of rotation of the conical friction wheels.

Under the influence of such a torque, the non-directional friction ring tends to

- 27 007706 in a certain direction along the gap between the running surfaces of two conical friction wheels. This is also true in the case of a friction ring, guided by a clip and / or an executive bridge, provided that the holder and / or executive bridge is installed with the possibility of smooth movement, and in the absence of other forces acting on them.

The magnitude of this torque varies along the adjustable track depending on the specific design of the surface of the friction ring.

In an embodiment of the invention, schematically illustrated in FIG. 31, a spring 424 is used, which can be chosen in such a way that its force compensates for the torque at a certain speed on a particular work path, which is then used as a safe (emergency) work path. Outside this safe working path, the friction-induced torque prevails, so that the friction ring moves toward the safe working track, while on the other hand the spring force 424 prevails, so that this condition is also provided at which the friction ring is displaced towards the safe working track. FIG. Figure 31 shows a safe work path 428 as an example.

FIG. 32 shows a specific embodiment of a transfer device according to the invention in accordance with the technical solution schematically illustrated in FIG. 31. This transfer device is used to drive the rear wheels of the vehicle. There is a clutch hydraulic element or a hydraulic transducer 430, which is located on one side (front) relative to the conical friction-ring transmission device 429 as such, and a planetary mechanism 431, which is located on the other side (rear) relative to the conical friction-ring transfer device 429 as such. The output shaft 432 at the same time is the shaft of the drive conical friction wheel 433, with which the drive is carried out through the friction ring 434, the output conical friction wheel 435, on the output shaft 436 of which gear 437 is installed, which is in engagement with the freely rotating gear wheel 440, which is installed on the output shaft 439 transmissions. This output shaft 439 of the transmission is oriented coaxially with the output shaft 432 and installed with the entrance into it with the possibility of free rotation.

There is a gear 441, which is made integral with the gear and forms the central gear of the planetary mechanism 431. The central gear 441 is engaged with a group of planetary gears (satellites) 442, which are mounted on a carrier 443, which is rotatably mounted around the output shaft 439 of the transmission. Drove 443 has a protrusion that forms the inner space in the form of a cylindrical region, which covers the magnetic wheel 444, which engages with a group of planetary gears (satellites) 442 and fixed on the output shaft 439 transmission by longitudinal teeth 445.

In addition, a planar clutch element 446 is provided in the planetary mechanism 431, configured to couple the output shaft 439 of the transmission to the internal gear 444. Finally, there is a braking element 446 that is designed to apply braking to the protrusion 443 that forms the cylindrical area. When casting the action of the plate clutch element is the inclusion of the drive for movement in the forward direction. If the brake element 446 is actuated, the carrier 443 is fixed, resulting in a change in the direction of rotation of the output shaft 439 of the transmission to the opposite, i.e., activating the drive to move in the rear direction.

As is evidently shown in FIG. 32, the driving conical friction wheel 433 is enclosed by a friction ring 434, in which the inner working surface is in friction engagement with the running surface 415 of the driving conical friction wheel 433, and the outer working surface in friction interaction with the running surface 451 of the output conical friction wheel 435.

Two conical friction wheels: the drive conical friction wheel 433 and the output conical friction wheel 435 can have, as is the case in this example, different diameters, so that, if necessary, the transmission stage can be saved in the subsequent output. For reasons of a lighter construction, the drive cone friction wheel 433 and the output cone friction wheel 435 can be made hollow, i.e. it is sufficient that their design ensures the availability of running surfaces 415 and 451, respectively.

In the construction under consideration, the friction ring 434 is retained in the holder 422, which is installed rotatably around the axis of rotation 423 at point 452. In the holder 422, two parallel rods 453 are held, whose angle of inclination is equal to the taper angle of the conical friction wheels 433 and 435. These rods 453 are guiding elements for the actuating bridge 454, in which the fractional ring 434 is slidably mounted.

On the casing 425 of the transfer device, an executive roller 455 is installed to regulate the casing 422, which is in conjunction with the executive engine or

- 28 007706 an optional electromagnet (not shown in the drawing) as an actuator to be activated and is in contact with the holder 422. An executive spring 424 is installed at the end of the holder 422 opposite to the executive roller 455.

It seems obvious that the executive bridge 454 does not necessarily have to be structurally implemented as a bridge. It can have any structural solution, ensuring its location parallel to the axes of the conical friction wheels and the ability to perform the function of a guide element for the friction ring 434. A similar statement is also true for the cage 422, which instead of the cage as such can be any other design providing retention Executive Executive 454. In addition, the design of the considered transmission device 429 includes sealing e elements 70, through which the sealing of cavities containing liquid. It should also be added that when the considered transfer device 429 is in operation between the running surfaces of the conical friction wheels 433 and 435 and the working surfaces of the friction ring 434, there is a gap.

As mentioned above, technical solutions are possible without a spring-loaded stopper. Instead, a hard stop can be used, for example, as with the technical solution schematically illustrated in FIG. 33. In other aspects, this technical solution is essentially similar to the illustrative examples of the implementation of the transfer device according to the invention discussed above, therefore a more detailed explanation of the essence of this technical solution is not necessary. As in the previously discussed examples, in the considered transmission device there is a friction ring 460 located with a conical friction wheel 461 coverage and installed to ensure interaction with the executive bridge 462 and a yoke including two rods 463 and made rotatable around the axis of rotation 464, as schematically illustrated in FIG. 33. Otherwise, the principle of operation and / or the structural solution of the considered transmission device is essentially identical to the principle of operation and / or the structural solution of any of the transmission devices illustrated in FIG. 1-5, 28 and 29 and / or FIG. 32. In contrast to the transfer device schematically illustrated in FIG. 30, the transfer device schematically shown in FIG. 33, does not include a spring-loaded stopper. In this illustrative embodiment of the transfer device according to the invention, a fixed end stop 466 is provided, which is located on the body 465 and is intended to limit the safe treadmill. In this case, the security tool is provided with a body (not shown) made with the possibility of applying to the holder the torque directed to rotate around the axis of rotation 464 in the direction shown by the arrow 467. This body can be performed, for example, in the form of a spring, similar to the spring 424 in the illustrative embodiment of the transfer device according to the invention, schematically illustrated in FIG. 30, or the proper torque can be provided when the working pair of conical friction wheels and / or friction ring 460 rotates. When the friction ring 460 reaches the fixed end stopper 466, there is an opposition to the torque acting on the rotation of the yoke in the direction of the arrow 467, so that orientation occurs friction ring 460 perpendicular to the plane formed by the axes of the conical friction wheels. If the magnitude of this counter torque exceeds the magnitude of the torque acting on the rotation of the yoke in the direction of the arrow 467, then this causes the friction ring 460 to leave this safe working track, resulting in a reduction in the counter torque to zero, resulting in a resumption the action of the torque acting on the rotation of the cage in the direction of the arrow 467, and with such a rotation of the cage there is a return of the friction wheel 460 to its asnuyu working track.

The technical solution schematically illustrated in FIG. 34, substantially similar to the technical solution schematically illustrated in FIG. 33, and similar components are assigned the same numerical designation of positions. The difference of the transfer device, schematically illustrated in FIG. 34, from the previously discussed transmission device, schematically illustrated in FIG. 33 is that it includes a stopper 469, which is adapted to adjust its position by means of a roller 468, so that it is possible to freely select a safe working track. Instead of the stopper 469, it can be used, as shown in the embodiment schematically illustrated in FIG. 35, a holder 470, which is adapted to freely follow the displacement of the friction ring 460 during normal operation and is used only when safety is necessary to regulate and / or set the position of the friction ring 460. Such a holder 470 can also be used as an additional holding means for fixing the friction ring 460 in the desired position in certain modes of operation. With this technical solution, a reliable installation and maintenance of a constant gear ratio is ensured, which may be an advantage, for example, in acceleration modes (until high speed is achieved) and / or start-up.

- 29 007706

It is obvious that the use of stoppers of the types considered above, regardless of whether they are fixed on the case or made with the possibility of displacement, and / or additional executive bodies of the types considered above, and / or additional holding means of the types considered above also has the advantage regardless of the rest of the features of the invention. In addition, the determination of the end positions of the coupling element and / or the friction ring can be carried out by means of a sensing element, in particular electric. With this technical solution, a quick and reliable determination of some abnormal operating conditions, in particular, transmission defects, is provided. In particular, the stoppers of the types discussed above can be made to interact with a yoke or similar structural assembly, and not with a friction ring or an executive bridge. In addition, it is possible to use the stoppers of the types discussed above, in particular, for specifying other work tracks. In addition, it is possible to direct the actuator 462 used in the above illustrative embodiment of the transfer device according to the invention shown in FIG. 34 and 35, through the roller 468 and / or the relevant executive body — stopper 469 or holder 470. For this purpose, in each case, a sufficient clearance is provided between the corresponding executive body — stopper 469 or holder 470 on the one hand and executive bridge 462 , so that as a result of the displacement of the corresponding executive body, the stopper 469 or the holder 470, the angle of the casing 463 would first change, and then the corresponding displacement of the axis of rotation of the friction ring 460 would occur, then, the corresponding executive body should be moved - a stopper 469 or a holder 470.

Since the angle of adjustment of the friction ring 460 without external intervention is important, in this illustrative embodiment of the invention, it is an advantage, from the point of view of setting the angle of the clip 463, to pre-tension with a spring installed between the housing and the clip 463, as shown, for example in FIG. 31, so that the backlash between the executive bridge 463, on the one hand, and the corresponding executive body, the stopper 469 or the holder 470, on the other hand, did not cause an unintentional change in the installation angle of the casing 463.

In addition, final locking elements may be provided on housing 465, as is the case for the illustrative embodiment of the transfer device of the invention illustrated in FIG. 33, while the above-mentioned end locking elements are arranged in such a way that the axis of rotation of the friction ring 460 is oriented parallel to the axes of rotation of the conical friction wheels, resulting in the termination of further movement of the friction ring 460. With this technical solution, the transmission device is completely prevented from collapsing building positioning means friction ring. In addition, sensors can be installed at these locations to provide an indication of the corresponding position of the actuating bridge 462.

FIG. 36 illustrates an alternative option for adjusting the position of a friction ring, which is extremely cost effective. In the considered embodiment, the guiding effect on the friction ring 480 is provided only on one side by means of the retaining element 481. It is located on the approach side, so that in the state schematically illustrated in the drawing, a certain cross section of the friction ring 480 after the retaining element 481 first falls into the gap between the running surfaces of the conical friction wheels 482 and 483, then makes a partial running around the conical friction wheel 482, after which it returns to hold The supporting element 481 is mounted on the roller 484, while the friction ring 480 is held in the recess of the holding element 481 with a sufficient clearance, so that the axis of rotation of the friction ring 480 is angularly displaced beyond the plane defined by the axes of rotation of the conical friction wheels, whereby it is possible to displace and move, following movement of the retaining element 481 without external intervention. Alternatively, the backlash can be dispensed with at the interface between the friction ring 480 and the retaining element 481: instead, the latter can be made having a degree of freedom of rotational motion in the plane of the drawing of FIG. 36 relative to the Executive body, made in the form of a roller 484, resulting in the possibility of directing the friction ring 480, essentially without a backlash in the place of its interaction with the retaining element 481.

If the friction ring 480 is designed in such a way that it experiences a torque acting perpendicular to its axis of rotation, then a position can be ensured when the retaining element exerts a directing influence on the friction ring 480 on one side only by means of the stop 485, which counteracts this torque and depending on the desired displacement moves away from the friction ring 480, so that the rotational movement of the friction ring 480 without external interference occurs t around the axis passing through the plane defined by the axes of rotation of the conical friction wheels 482 and 483, and it

- 30 007706 is shifted until it reaches the guide element, and in this position the proper orientation of the friction ring 480 again occurs, or the axis of rotation of the friction ring 480 rotates in such a way that it moves towards it, so that the friction ring 480 is displaced away from the guide until it starts following him again, and the friction ring 480 reverses toward its axis of rotation under its own torque, until it reaches no guide member.

In the last considered technical solution, the friction ring 480 is provided with a particularly large backlash, so that it is provided with a wide possibility of self-regulation and movement without external intervention, thereby minimizing friction losses.

Claims (73)

CLAIM 1. A transmission device for transmitting rotational motion, having at least two rotational transmission elements configured to frictionally transmit torque via the connecting element, wherein the connecting element is arranged to cover at least one of the rotational transmission elements, characterized in that a gap is provided between at least one of the rotational transmission elements and the connecting element, at least during operation it is transmitted device. 2. The transmission device according to claim 1, characterized in that the gap is filled with liquid. 3. A transmission device according to any one of claims 1 or 2, characterized in that the wetting of at least one of the rotational transmission elements and / or the connecting element located between the transmission elements, a liquid containing methylsiloxanes, dimethyl diphenylsiloxanes, and / or methylphenylsiloxanes, having phenyl groups and / or alkyl substituted γ-trifluoropropyl substituted methylsiloxanes. 4. The transmission device according to claim 3, characterized in that the wetting of at least one of the rotational transmission elements and / or the connecting element with a liquid containing polydimethylsiloxanes, polydimethyldiphenylsiloxanes and / or polymethylphenylsiloxanes containing phenyl groups and / or which are alkyl-substituted γ-trifluoropropyl substituted . 5. A transmission device according to any one of claims 3 or 4, characterized in that the wetting liquid contains components having organic substituent groups. 6. A transmission device according to any one of claims 1 to 5, characterized in that it is possible to wet at least one of the rotational transmission elements and / or the connecting element with a liquid whose viscosity is stable with respect to temperature effects. 7. A transmission device according to any one of claims 1 to 6, characterized in that at least one of the rotational transmission elements and / or the connecting element is wetted with a liquid whose viscosity change with a temperature-dependent viscosity gradient takes place in the range between the viscosity gradient (80 ) mineral oils and viscosity gradients (81) of dimethylsiloxanes. 8. A transmission device according to any one of claims 1 to 7, characterized in that at least one of the rotational transmission elements and / or the connecting element is wetted with a liquid, the change in the compressibility of which with a temperature-dependent compressibility gradient takes place in the range between the compressibility gradient of mineral oils and compressibility gradients of dimethylsiloxanes. 9. A transmission device for transmitting rotational motion, having at least two rotational transmission elements configured to frictionally transmit torque, characterized in that it is wetted at least one of the rotational transmission elements and / or the connecting element located between the transmission elements , a liquid containing methylsiloxanes, dimethyldiphenylsiloxanes and / or methylphenylsiloxanes having phenyl groups and / or alkyl-substituted γ-trifluoropropylza eschennye methylsiloxane. 10. The transmission device according to claim 9, characterized in that the wetting of at least one of the rotational transmission elements and / or the connecting element with a liquid containing polydimethylsiloxanes, polydimethyl diphenylsiloxanes and / or polymethylphenylsiloxanes containing phenyl groups and / or which are γ-substituted trifluoropropyl substituted. 11. A transmission device for transmitting rotational motion, comprising at least two rotational transmission elements configured to frictionally transmit torque, characterized in that at least one of the rotational transmission elements and / or the connecting element is wetted with a fluid whose viscosity varies with a temperature-dependent viscosity gradient takes place in the range between the viscosity gradient (80) of mineral oils and the viscosity gradients (81) of dimethylsiloxanes. 12. Transmission device for transmitting rotational motion, comprising at least two rotational transmission elements made with the possibility of friction transmission - 31 007706 torque, characterized in that the wetting of at least one of the rotational transmission elements and / or the connecting element with a liquid, a change in the compressibility of which with a temperature-dependent compressibility gradient takes place in the range between the compressibility gradient of mineral oils and compressibility gradients of dimethylsiloxanes. 13. The transmission device according to any one of claims 1 to 12, comprising two rotational transmission elements, each of which contains at least one running surface for contact with the rotational connecting element, wherein said running surface is provided with at least two working paths for contact with a rotational connecting element, which have different working radii, while securing the tightening of two rotational transmission elements together with the connecting element by means of a tightening m a mechanism configured to tighten two rotational transmission elements with a connecting element with variable pressure, characterized in that the tightening mechanism includes a pressure mechanism (8), configured to press the running surface (12) of the first of the two transmission elements (4, 5) to a connecting element (7) with variable pressure and mounted with support on the clamping bearing (9), and a spring element (13, 14), mounted with the possibility of providing action in series with the pressure mechanism tions. 14. The transmission device according to any one of claims 1 to 13, comprising two rotational transmission elements, each of which contains at least one running surface for contact with the rotational connecting element, said running surface comprising at least two working tracks for contacting rotational connecting element, which have different working radii, while ensuring the contraction of two rotational transmission elements together with the connecting element by means of a tightening mechanism a, made with the possibility of tightening two rotational transmission elements with a connecting element with variable pressure, characterized in that the tightening mechanism includes a spring element (14), configured to transmit both variable pressure and torque between the running surface (12) of the first rotational the transmission element (4) and the tightening mechanism and / or between the running surface (12) of the first rotational transmission element (4) and the pressure mechanism (8). 15. The transmission device according to any one of claims 1 to 14, comprising two rotational transmission elements, each of which contains at least one running surface for contact with the rotational connecting element, wherein said running surface includes at least two working tracks for contact with a rotational connecting element, which have different working radii, while securing the contraction of two rotational transmission elements together with the connecting element by means of a tightening mechanism a cage configured to tighten two rotational transmission elements with a variable pressure connecting element, characterized in that the tightening mechanism includes a pressure mechanism (8) comprising two pressure elements (15, 16) and at least one rolling element (17), installed with the possibility of rolling along the track of the rolling element depending on the torque so that when the position of the rolling element (17) changes on the track of the rolling element depending ing on the torque provided by the offset of the first pressure element (15) relative to the second pressure element (16) in the direction of the pressure forces exerted. 16. A transmission device according to any one of paragraphs.13-15, characterized in that a torque sensor is located on the drive side and / or on the output side, and the pressure exerted by the pressure mechanism (8) is selected as a function of the measured torque value . 17. The transmission device according to any one of paragraphs.13-16, characterized in that the pressure caused by the torque and / or the displacement of the components (4, 11, 13, 14, 15, 16) of the pressure mechanism caused by torque. 18. The transmission device according to any one of claims 1 to 17, characterized in that on the output side there is a trip point provided by a start-up clutch, a transducer (Trilock transducer), a friction-disk assembly, a hydraulic coupling and / or a synchronization assembly. 19. A transmission device according to any one of claims 1 to 18, characterized in that on the drive side there is a trip point provided by a start-up clutch, a transducer (20) (Triloc transducer), a friction-disk assembly, a hydraulic coupling and / or a synchronization assembly (3). 20. The transmission device according to any one of claims 1 to 19, characterized in that on the drive (27; 127) of the subsequent transmission path (15, 115) are connected to one point and / or are coupled to their output element (26 , 126; 29; 129) two partial transmissions (1.2; 101, 102). 21. The transmission device according to claim 20, characterized in that the drive (127) of the subsequent transmission path is the main differential (115) of the power-driven vehicle. 22. The transmission device according to any one of paragraphs.20 or 21, characterized in that each of the two partial transmissions (1, 2; 101, 102) is configured to bring into engagement and - 32 007706 trip state. 23. The transmission device according to any one of claims 1 to 22, characterized in that between the two power dividers (41, 42), such as part of the differential mechanism or part of the planetary mechanism, there is a partial transmission with smooth adjustment of the gear ratio, while at least at least one input of said partial transmission with smoothly controlled gear ratio is in mechanical connection with at least one output of the power divider on the input side, and at least one output of this partial trans missions with infinitely variable gear ratio are in mechanical connection with at least one input of the power divider on the output side. 24. A transmission device according to any one of claims 1 to 23, characterized in that at least one forward gear and at least one reverse gear are implemented by a part of a differential mechanism (23), at least one node of this part the differential mechanism is made with the possibility of alternating fixation with the housing and / or with another node of this part of the differential mechanism. 25. A transmission device according to any one of claims 1 to 24, characterized in that it includes at least two stages of transmission (1, 2), made with the possibility of alternating inclusion in the transmission path through a distribution mechanism (3). 26. The transmission device according A.25, characterized in that the coupling of the outputs of the two transmission stages is carried out in such a way that before switching from one transmission stage to another speed, it is possible to bring the speed value of the second transmission stage using a transmission with smooth adjustment of the gear ratio to the value first gear speed. 27. The transmission device according to any one of paragraphs.25 or 26, characterized in that the second transmission stage contains an element of a differential mechanism (23). 28. The transmission device according to any one of paragraphs.25-27, characterized in that it contains a third gear stage, made with the possibility of bringing it into engagement through the second distribution mechanism and / or freewheel. 29. The transmission device according to any one of paragraphs.25-28, characterized in that the distribution mechanism (3) is configured to provide clutch partial transmission (1) with smooth adjustment of the gear ratio with the pump wheel (21) of the Triloc converter (20), and the second gear stage (2) is in engagement with the turbine wheel (22) of the Trilock converter (20). 30. A transmission device having a partial transmission with continuously variable gear ratio according to one of claims 1 to 29, characterized in that its drive element (53) and the output element (50) are aligned. 31. A transmission device according to claim 30, characterized in that a part of the differential mechanism (59) is installed on its output element (50) coaxially with the drive element (53) with the possibility of receiving a drive from the transmission output element (56) with smooth adjustment of the gear ratio. 32. A transmission device according to any one of claims 1 to 31, characterized in that the partial transmission drive with continuously variable gear ratio is implemented from an electric motor. 33. The transmission device according to any one of claims 1 to 32, characterized in that the working paths of at least one rotational transmission element have a different surface character. 34. The transmission device according to p. 33, characterized in that in the axial direction along at least one rotational transmission element, grooves or protrusions of different widths are made and / or surface sections of a different texture and / or different nature of processing are provided. 35. The transmission device according to any one of claims 1 to 34, characterized in that the connecting element includes at least one running surface having a textured portion, in particular at least one running surface provided with grooves. 36. The transmission device according to any one of claims 1 to 35, characterized in that the connecting element, in particular in combination with a liquid, by means of which the running surfaces of the connecting element and / or the corresponding running surfaces of the respective transmission elements are wetted and / or in combination with a one-sided holder of the connecting element has at least one running surface having a profile different from a straight line, preferably concave and / or convex. 37. The transmission device according to any one of claims 1 to 36, the rotational connecting element of which includes a distinct approach area and a retreat area located on the periphery of the rotational connecting element respectively in front of the contact area and beyond the contact area of this rotational connecting element with at least one rotational transmission ele - 33 007706 cop, characterized in that in the area of approach the rotational connecting element is in contact only with the holding element (481). 38. The transmission device according to clause 37, wherein a degree of freedom of rotational movement about an axis perpendicular to the plane of rotation of the axis of rotation of the connecting element is provided between the actuator (484) of the holding element (481) and the connecting element (480). 39. The transmission device according to § 38, wherein the retaining of the connecting element by means of the retaining element is essentially free of play, and a degree of freedom of rotational movement is also provided between the holding element and the actuator. 40. The transmission device according to § 38, characterized in that the holding of the connecting element (480) by means of the holding element (481) is carried out with a play sufficient to provide a degree of freedom of rotational movement. 41. A transmission device according to claim 38, characterized in that the holding element (481) includes a stop (485) oriented towards the connecting element (480) and configured to act in a direction perpendicular to the plane of rotation of the connecting element. 42. The transmission device according to paragraph 41, characterized in that it contains an actuator (463; 481) and / or a retaining element (462; 481), which are installed without play due to pre-tensioning. 43. The transmission device according to any one of claims 1 to 42, characterized in that it comprises a fixed holding element for the connecting element, through which it is possible to alternately hold the connecting element on a given work path. 44. The transmission device according to any one of claims 1 to 43, characterized in that the determination of the end positions of the connecting element by means of a sensing element (sensor), in particular electric. 45. The transmission device according to any one of claims 1 to 44, the rotational connecting element of which includes a distinguishable approach area and a departure area located on the periphery of the rotational connecting element, respectively, in front of the contact area and beyond the contact area of this rotational connecting element with at least one rotational transmission an element, characterized in that in the approach area end stoppers (466) are made, installed in such a way that in the event of a change in the work path venie contact between the connection element and the end stopper, and possible to bring the axis of rotation connecting position to a fixed position in case of contact between the connection element and the end stop. 46. The transmission device according to any one of claims 1 to 45, containing two rotational transmission elements (50, 51), each of which includes at least one running surface for contact with the rotational connecting element, while this running surface contains at least two working paths for contact with the rotational connecting element, which have different working radii, and also the availability of executive means is provided, by means of which it is possible to transfer the connecting element from one to d the other of two working tracks, and which includes an activated executive body (415, 416; 455), characterized in that the executive means comprises safety means configured to switch the connecting element to a safe (emergency) working track in case of breakdown of the activated executive body. 47. The transmission device according to any one of claims 1 to 46, comprising two rotational transmission elements (50, 51), each of which includes at least one running surface for contact with the rotational connecting element, wherein said running surface is provided with at least two working tracks for contact with the rotational connecting element, which have different working radii, and also the availability of actuating means is provided, by means of which it is possible to translate the connecting element from one to the other of two working tracks, and which includes an activated executive body (415, 416; 455), characterized in that the safety tool is configured to switch the connecting element to a safe (emergency) working track at a given speed. 48. The transmission device according to any one of claims 1 to 47, comprising two rotational transmission elements (50, 51), each of which includes at least one running surface for contact with the rotational connecting element, wherein said running surface includes at least two working paths for contact with the rotational connecting element, which have different working radii, and also the availability of executive means is provided, by means of which it is possible to transfer the connecting element from one which is on the other of the two work tracks, and which includes an activated actuator (415, 416; 455), characterized in that the safety means includes a means of pre-tensioning at least one more component of the actuating means. - 34 007706 49. The transmission device according to any one of paragraphs.46-48, characterized in that the safety tool includes at least one spring. 50. The transmission device according to any one of paragraphs 46-49, characterized in that the safety tool includes a stopper for fixing a safe (emergency) work track. 51. The transmission device according to p. 50, characterized in that the stopper is equipped with a spring. 52. The transmission device according to any one of paragraphs 46-51, characterized in that the safety tool includes an additional actuator. 53. The transmission device according to any one of claims 1 to 52, comprising a partial transmission with smooth gear ratio control, characterized in that two transmission paths are provided in parallel, while a partial transmission with smooth gear ratio control is installed with the possibility of working in one (first) of these two transmission paths. 54. The transmission device according to item 53, wherein the other (second) of the two transmission paths are implemented reverse gear mechanism, the first gear mechanism and / or the mechanism of accelerating (up) transmission. 55. A transmission device according to any one of paragraphs 53 or 54, characterized in that at least one freewheel is installed between the two transmission paths. 56. The transmission device according to any one of claims 1 to 55, in which constriction is provided with pressing against each other by means of a pressure mechanism of at least two rotational transmission elements mounted on different axes, characterized in that the clutch element is provided (134 ), by means of which it is possible to alternately disengage the two rotational transmission elements (104, 105) with the third transmission element (115, 129) when the clutch element (134) is brought into the open position and engage with the third gear the transfer element (115, 129) when the clutch element (134) is brought into the closed position, while the clutch element (134) is brought into the closed position when pressure is applied from the pressure mechanism (108). 57. The transmission device according to item 56, wherein the clutch element (134) contains a conical clutch (156, 157). 58. A transmission device according to any one of claims 1 to 57, including a reverse gear mechanism (202) located behind the output element (204) in series with a transmission with continuously variable gear ratio. 59. The transmission device according to claim 58, wherein the reverse gear mechanism comprises a planetary mechanism including at least one carrier (225, 226) rotatably serving as a supporting element for at least one transmission element (215, 216) of the planetary mechanism, while it is possible to alternately fix the carrier with a fixed component (227, 232) and / or with a rotary transmission element (209, 217; 212, 218). 60. A transmission device according to any one of claims 58 or 59, wherein the reverse gear (202) comprises a planetary gear (210, 211) including planetary gears (215, 216), a central gear (209, 212) and an external gear (217, 218), of which the first transmission element (209, 212) is mechanically connected to the output element (297) of the conical friction ring transmission (201), and the second transmission element (217, 218) is mechanically connected to the output element (220, 223 ) the entire structure, consisting of a conical friction-ring transmission (201) and fur ism rear transmission (202) is provided with the possibility of fixing the third transmission element (215, 216) with respect to at least one degree of freedom relative to the support member or housing (227, 232). 61. The transmission device according to claim 60, wherein the third transmission element is planetary gears. 62. The transmission device according to any one of paragraphs 60 or 61, characterized in that the first transmission element is driven by a gear (207) rotatably with the output bevel wheel. 63. The transmission device according to any one of paragraphs 60-62, characterized in that the rotation of the second transmission element is provided in conjunction with a rotating frame (219) of the differential mechanism (220). 64. The transmission device according to any one of paragraphs 60-63, characterized in that of the transmission elements two, preferably the first and second transmission elements, are made with the possibility of fixing with each other. 65. A transmission device according to any one of claims 60-64, characterized in that the clutch element (229), the inclined brake element (227, 228) and / or the synchronizer (230) are used for fixing. 66. The transmission device according to any one of claims 1 to 65, characterized in that it is equipped with two partial transmissions with smooth gear ratio (306, 307), configured to connect to the drive and / or output element (309, 310) through through - 35 007706 in the summing mechanism (308). 67. The transmission device according to claim 66, characterized in that the two partial transmissions with continuously variable gear ratio (306, 307) have a common transmission element (301) located on the side opposite from the summing mechanism (308). 68. The transmission device according to any one of paragraphs.66 or 67, characterized in that each of the two partial transmissions with smooth adjustment of the gear ratio (306, 307) includes a drive shaft (349) and an output shaft (348, 350), the rotation axis of which located essentially parallel to the plane of the partial transmissions, while the plane of the partial transmissions are parallel. 69. The transmission device according to p, characterized in that the two planes of partial transmissions are the same. 70. The transmission device according to any one of p-69, characterized in that the two partial transmissions include a common drive shaft (301, 349) or a common output shaft (309). 71. The transmission device according to any one of paragraphs.66-70, characterized in that between the at least one of the partial transmissions with continuously variable gear ratio (306, 307) and the summing mechanism (308) there is an additional adjustable partial transmission (321, 339 , 340, 341), in particular, a shifting mechanism and / or a reverse gear mechanism. 72. The transmission device according to any one of paragraphs.66-71, characterized in that by means of the clutch elements (321, 339), it is possible to bypass at least one of the partial transmissions with continuously variable gear ratio (306, 307). 73. The transmission device according to any one of paragraphs.66-72, characterized in that the summing element (308) is equipped with at least one fixed transmission element (312, 320).