FR2813368A1 - Variable ratio transmission system comprises first differential transmitting torque and speed from drive motor through second differential to drive driven shaft - Google Patents

Abstract

The variable ratio transmission system is composed of a differential (D1) receiving the torque and speed from a motor shaft (A1) which it transmits to another differential (D2) a gear train in order to drive a driven shaft (A2). Brakes controlled by a regulation system act on the gear train to modulate the torque and speed variation according to necessity.

Description

tels (L1) ou (L2) représente un handicap sur le plan de la simplicité d'utilisation, la capacité d'une bonne régulation, et la résistance mécanique, par rapport à un système où les engrenages restent toujours accouplés. D'autres inventeurs veulent créer une transmission variable et continue au moyen de pignons droits, de couronnes dentées et de freins. C'est le cas des brevets N 2678 340 du 2516/92, du N02702 814 du 1913193, N W091102910 du 1312190 et N WO 00I23727 du 271412000. De tels systèmes permettent une variation de transmission par l'action de freins qui commandent des jeux de pignons; la variation se fat généralement en 3 et même 5 étapes, mais un glisserrment impotent ce produit entre chaque étape. Ce sont les pt'oblèmes de pertes les plus fréquemment rencontrés avec les boîtes à vitesses automatiques. <Desc / Clms Page number 1>
The present invention relates to the variable and continuous transmission of the torque exerted on a motor shaft to a driven shaft. It is essentially based on the enslavement of two or more gear trains by one or more brakes. Gear trains have the possibility of always being coupled to each other and have very different relationships. Such a transmission mechanism is in particular used for drives in which the transmission ratio between motor and driven part must be changed frequently and gradually so as to allow the maximum efficiency of the torque exerted on a motor shaft by adapting to the torque resistant encountered on the driven shaft by means of a regulation device. By its simplicity and flexibility of use, this type of transmission can be adapted to any type of vehicle, as well as to the needs of industrial equipment. To obtain a variable and continuous transmission, reducers or differentials are generally used, some of which are controlled by a hydraulic, electromagnetic or mechanical regulator. This is the case of patent N 1 464 695 of 28/11/66 as well as of patent N 1 484 678 of 4/3/66 and of patent N 20 337435 of 23111170; in these inventions if there is variation a very poor yield remains. In order to improve this yield, the inventor of patent N 20 33735 made a request for addition, N 2426190 on 18/5178 in order to use a new method of balancing the reaction torque of the large sun gear (6) by the using a low-power hydraulic torque converter. If the increase in efficiency seems obvious, losses still remain, the use of torque converters. The use of liaison bodies

such (L1) or (L2) represents a handicap in terms of simplicity of use, the capacity for good regulation, and mechanical resistance, compared to a system where the gears always remain coupled. Other inventors want to create a variable and continuous transmission by means of spur gears, toothed rings and brakes. This is the case of patents N 2678 340 of 2516/92, of N02702 814 of 1913193, N W091102910 of 1312190 and N WO 00I23727 of 271412000. Such systems allow a variation of transmission by the action of brakes which control games pine nuts; the variation is usually fat in 3 and even 5 stages, but a sliding impotent this product between each stage. These are the most common loss problems encountered with automatic gearboxes.

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 Other inventors want to create a continuous speed transmission by means of differentials as in patents N 2581727 of 1114186, of N WO 90114531 of 13/2190. Such systems allow a variation of transmission with the help of either a coupler or a brake and a connecting element (19b), but the gear play systems do not allow a significant difference in torques. Patent 2,593,874 of 612,182 with its two additives of 24/6/86 and 20/11/86 proposes several transmission systems on the basis of the first system, but does not provide a satisfactory response to the needs of a transmission variable and continuous like those sought for example in the automobile.

Other inventions use hydrostatic variator systems composed of pumps and motors with variable flow rates, such as the patents N 1 489 674 of 12/6/67 and N 2 531 173 of 3I2 / 84. In these systems, the difference between the maximum and minimum ratios remains small, because these motors or pumps only work well at low speed, hence the need to use at least two ranges of gear ratios and therefore clutch or coupling systems. The passage of only a fraction of the total power by means of hydrostatic variators still generates losses.

The other known systems do not make it possible to fulfill all the conditions necessary for the realization of a variable and continuous transmission system, allowing - The obtaining of a wide range of variation, and a neutral point without uncoupling the gear trains.

- The removal of the clutch between the engine and the gearbox.

- Very good transfer of engine power to the driven shaft.

- Obtaining a driven torque well suited to the resistant cut through the assistance of regulation.

- Simple and inexpensive construction.

C'est pourquoi, le demandeur a étudié et mis au point un système nouveau de transmission à rapports variables et continus, qui permet à un arbre moteur de transmettre un couple ou une vitesse à un ou f ' arbres menés par l'intermédiaire deux ou plusieurs différentiels, de deux ou plusieurs trains d'engrer@aga@,, Icet, actérisé en ce qu'un p u pie ou la vitesse provenant de et yant des rapports très différents bne moteur sur un, Se,, riant sur, nnant (à l'arbre ou) aux arbres m% $ Vaction d'un ou plusieurs - An ability to adapt the system for different areas of use.

This is why, the applicant has studied and developed a new transmission system with variable and continuous ratios, which allows a motor shaft to transmit a torque or a speed to one or f 'shafts driven by two or several differentials, of two or more trains of gearing @ aga @ ,, Icet, activated in that a pu pie or the speed coming from and having very different reports good engine on one, Se ,, laughing on, nnant ( to the tree or) to the trees m% $ Vaction of one or more

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freins ayant pour fonction de favoriser ou de stopper un ou plusieurs trains d'engrenages ; ces freins sont commandés par une régulation appropriée, au besoin de l'utilisateur. Ils ont pour fonction principale de faire monter progressivement l'arbre mené en régime, tout en permettant à l'arbre moteur de tourner à la vitesse qui offre le meilleur rendement au moteur. Le système de transmission selon l'invention représente un net progrès dans le secteur de la transmission variable et continue ; il permet un très bon rendement, parce que les pertes dues aux frictions sont minimes d4 fait que la transmission se fait seulement au moyen d'un engrènement mécanique. Le ou les freins n'ont qu'un rôle de sélection afin de faire varier le couple ou la vitesse provenant de l'arbre moteur, et allant vers l'arbre mené. On ne trouve donc pas dans ce système les pertes rencontrées au travers des pompes hydrostatiques, ou des coupleurs signalés dans les inventions précédentes. Le système selon l'invention offre l'avantage 1'9) d'économiser de l'énergie et de diminuer l'usure mécanique parce qu'il permet d'utiliser continuellement le couple maximum que développe un moteur tout en faisant varier la vitesse de l'arbre mené, évitant ainsi les pertes de puissance rencontrées à bas et à très haut régime sur les différents types de moteur thermiques. Et, par le fait qu'il utilise la large plage de rapports qu'offrent les trains d'engrenages, il permet toutes les fois que cela est possible à l'arbre mené de tourner rapidement pendant que rarfire moteur tourne plus lentement. 2e) de dirhinuer l'usure mécanique parce que tous les trains d'engrenages restant accouplés, il

n'Y a pas d'usure due à l'utilisation d'éléments de jon ' , s tel que syncros, embrayages, crabots, etc. Le système selon l'invention permet en o une économie sur les coûts de fabrication, 1') parce que les pièces constituant c tèmes de transmissions sont peu nombreuses, de tailles réduites et leur usinage simple et courant; 2e) le système selon l'invention de par la disposition de ses trairsi d'engrenages permet dans la plupart des cas la suppreron d'un élément de liaison tel qu'un embrayage, car lorsque les freins sont libérés, Parbre moteur peut tourner sans faire tourner l'arbre mené. Dans le système selon l'invention, les organes annexes, tels que ventilateurs, alternateurs, pompes, etc. peuvent être momentanément accouplés aux freins, présentant aïnsi le double avantage de laisser au moteur toute sa puissance et d'au pefficacité des freins, lesquels par conséquence peuvent être d'une capacité Plus ré < . Le sysIlème selon l'invention permet d'utiliser différents types de freins, qui seront choisis en on des sources d'énergies disponibles et des exigences de la transmission. Ils PourMnt par exemple être électromagnétiques mécaniques, hydraulidues ou

brakes whose function is to promote or stop one or more gear trains; these brakes are controlled by appropriate regulation, according to the needs of the user. Their main function is to gradually raise the driven shaft in speed, while allowing the motor shaft to rotate at the speed that offers the best performance to the engine. The transmission system according to the invention represents a clear progress in the variable and continuous transmission sector; it allows a very good yield, because the losses due to friction are minimal d4 fact that the transmission is done only by means of a mechanical meshing. The brake or brakes have only a selection role in order to vary the torque or the speed coming from the motor shaft, and going towards the driven shaft. We therefore do not find in this system the losses encountered through hydrostatic pumps, or couplers reported in the previous inventions. The system according to the invention offers the advantage 1'9) of saving energy and reducing mechanical wear because it allows continuous use of the maximum torque developed by an engine while varying the speed. of the driven shaft, thus avoiding the power losses encountered at low and at very high speed on the various types of internal combustion engine. And, by the fact that it uses the wide range of ratios offered by the gear trains, it allows whenever possible the driven shaft to rotate quickly while rarfire motor rotates more slowly. 2e) to reduce mechanical wear because all the gear trains remaining coupled, it

There is no wear due to the use of connecting elements, such as syncros, clutches, dogs, etc. The system according to the invention allows in o a saving on the manufacturing costs, 1 ′) because the parts constituting these transmission heads are few, of reduced sizes and their simple and current machining; 2e) the system according to the invention by the arrangement of its gear trairsi allows in most cases the suppreron of a connecting element such as a clutch, because when the brakes are released, Parbre engine can turn without rotate the driven shaft. In the system according to the invention, the ancillary members, such as fans, alternators, pumps, etc. can be momentarily coupled to the brakes, thus presenting the double advantage of leaving the engine with all its power and of the efficiency of the brakes, which consequently can be of a More re <capacity. The system according to the invention makes it possible to use different types of brakes, which will be chosen on from available energy sources and transmission requirements. They can for example be electromagnetic mechanical, hydraulic or

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 tires with regulation that can be electronic, hydraulic mechanical or other.

The simultaneous use of these brakes creates a blockage of the driven shaft (s) producing a powerful engine brake effect.

In the event that they could generate an undesirable resistant torque because of their characteristics, some of these brakes could be uncoupled from their gear train.

The flexibility of the system according to the invention allows its use in numerous fields, as well for light as heavy vehicles, of road, agricultural, railway, maritime, public works machinery type, as for industrial needs, such as machines. -tools, or handling equipment.

If it is necessary to ensure regular movement in the face of an irregular resisting torque, using appropriate regulation, the system according to the invention makes it possible to obtain an angular speed of the driven driven shaft, while the angular speed and the engine torque varies.

In order to allow a better understanding of the advantages that this new system brings, several scenarios and system arrangements will be described. FIG. 1 represents the diagram of an embodiment of the invention, without limiting the scope of the invention, relating to a mechanical transmission with two differentials. It is the basic diagram allowing a good understanding of the system, other provisions will demonstrate the different possibilities. Exhibit A1 represents the drive shaft of the transmission system. It has, at its end, a planetary drive gear 2 of the first differential D1.

satellites 3 et 4 se mettent aussi en rotation, entraînant le porte satellite 5, ainsi que les pignons 6 ; 7 et 8 et les satellites 9 et 10 ainsi que le planétaire 11, lequel est relié à l'arbre mené A2. Ce circuit, de par la disposition de ses pignons et de leurs tailles, a pour fohction de réduire la vitesse de rotation et donc d'augmenter le couple se situant entre l'arbre A1 et l'arbre A2. La valeur de cette réducction ds vae et de cette augmentation d4 couple sera le résultat de choix des engrenageS Mi` été adoptés en fonction des r objectifs à atteindre. Dans le deuxième cas de figure, l'arbrO M lite par le frein F2 et par conséquence les pignons satellites 3 et 4 du ntr ` ". cent immobilisés; dès que In the first case, when the driven shaft A2 is immobilized by the brake F1 and the motor shaft A1, under the action of the motor M is rotated, the pinions

satellites 3 and 4 also rotate, driving the planet carrier 5, as well as the pinions 6; 7 and 8 and the satellites 9 and 10 as well as the sun gear 11, which is connected to the driven shaft A2. This circuit, by the arrangement of its pinions and their sizes, has the function of reducing the speed of rotation and therefore of increasing the torque lying between the shaft A1 and the shaft A2. The value of this reduction in vae and this increase in torque will be the result of the choice of gears that have been adopted according to the objectives to be achieved. In the second case, the shaft M lite by the brake F2 and consequently the planet gears 3 and 4 of the ntr `". Cent immobilized; as soon as

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 the shaft A1 is set in motion, it drives the pinions 12, 13, 14 and 15, the planet carrier 16 as well as the planet gears 9 and 10 of the differential D2, and finally the sun gear 11 which is connected to the driven shaft A2. By the arrangement of its pinions and their sizes, this second circuit has the function of maintaining or increasing the speed of rotation of the shaft A1 and therefore of maintaining or reducing the torque existing between the shaft A1 and l tree A2.

Between these two cases which represent the extreme arrangements, there is a whole range of intermediate uses. Indeed, the brakes F1 and F2 having a progressive action, thanks to the regulation systems to which they are controlled, can create the transfer from one figure to another by partially or totally releasing the train of gears which they brake, or, conversely, partially or totally brake the free gear train. Thus, the speed and the torque can vary and adapt, according to the requirement of the moment.

 The following explanation describes this transfer of torque from one gear train to another. The motor shaft A1 being in motion, the brake F1 acts on the gear train which it controls, in order to create the first scenario. This time corresponds to that where the torque is highest on the driven shaft. Then, the regulation will activate the brake F2, while releasing the brake F1 in order to slow down more and more the rotation of the satellite carrier 5 and thus allow the satellite carrier 16 and the shaft A2 to increase in speed, up to to reach the 2nd scenario.

A fourth case allows, when the shaft A2 must remain stationary while the shaft A1 is in motion, that all of the gears and the planet carriers can rotate except for the 11. This is achieved when the brakes F1 and F2 do not act on the gear trains; This scenario is commonly called neutral since no movement from tree A1 has an effect on tree A2. Thus, in the case of a motor vehicle the use of the clutch system is no longer necessary.

l'intérieur des trains d'engrenages compris entre les différentiels, soit à l'extérieur de ces trains d'engrenages comme par exemple avant l'arbre moteur ou après l'arbre mené. Un cinquième cas de figure permet d'utiliser avasement la compression existant dans un moteur thermique afin de ralentir la d'un véhicule en faisant varier le rapport entre l'arbre A1 et l'arbre A2 de sorte > dernier tourne beaucoup plus lentement que l'arbre A1. Pour cela, la régulation d ,,@ ner le frein F1 afin que le train d'engrenage que régule le frein F2 permette d' r le régime du moteur thermique et donc, en ' ant de l'arbre A2 (ce cas même temps, d'augmenter le cou It is obvious that a rotation reversal device can be installed either at

inside the gear trains between the differentials, or outside these gear trains such as before the drive shaft or after the driven shaft. A fifth scenario makes it possible to use the compression existing in a heat engine in order to slow down the speed of a vehicle by varying the ratio between the shaft A1 and the shaft A2 so that the latter rotates much more slowly than the tree A1. For this, the regulation of the brake F1 so that the gear train which regulates the brake F2 allows the engine speed to be r and therefore, by the shaft A2 (this case same time , to increase the neck

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 figure is commonly called engine brake). All these cases also exist in the variants corresponding to Figures 2; 4; 5 and 7.

FIG. 2 represents the diagram of an embodiment of the invention which does not limit the scope of the invention, relating to a mechanical transmission with three differentials, which offers an additional possibility compared to the transmission with two differentials. It is indeed possible, according to this case, to drive two driven shafts which can each rotate at different speeds, but dependent on each other. Thus, the shaft A5 will increase in speed when the shaft A6 decreases in speed, the two driven shafts can be regulated by a brake (F3) and each develop a different torque.

It is quite conceivable to have more gear trains, differentials and brakes, to drive more shafts driven at different speeds or torques from each other and which can be installed as in the Figure 2 where a succession of assemblies of Figure 1 being connected to each other by a driven shaft identical to the shaft A2 which would cause a new drive shaft identical to the shaft A1, each driven shaft can therefore have a speed and a torque different from the other, as well as several gear trains and differentials, regulated by several brakes driving a single driven shaft, if the variation in speed and torque must be the result of several factors, under the conditions of work in which the vehicle or equipment is located: for example, on multi-wheel drive vehicles and performing a mechanical task while traveling.

To allow the variable and continuous transmission system according to the invention to operate correctly, the brakes used in the present invention must be controlled by a regulation system.

d'engrenage, partant du porte satellite 5 jusqu'au planétaire 8 par l'intermédiaire de l'arbre A4. Ainsi, pour permettre à ces deux trains d'engrenage, accomplir correctement leur rôle, deux vannes 17 et 18 règlent le passage d'un e hydraulique circulant à t,. l'intérieur de circuits fermés 19 et 20. Le vérin 21 est ,' par la pédale de variation a d'embrayage 22, ou par le levier de sélection 23, ou pw pe 24 installée sur l'arbre moteur A1, ou encore par la pédale de frein 25, ou b @Imm Guve de dépression 26 ; il 300 ialw va, soit couper le circuit fermé 19 lorsque par exemples de frein 25 est enfoncée, r de sélection est mis dans la soit ouvrir le circuit fermé 19 lorsque par exemple le position A et donc créer, dans un cas le freinage, dgo l'autre cas la libre rotation de Thus, FIG. 3 represents the diagram of an embodiment of the invention which does not limit the scope of the invention, concerning a type of hydrostatic regulation acting on hydraulic brakes. As indicated in the previous cases, the brake F1 acts on the gear train from the sun gear 12 to the planet carrier 16, via the shaft A3. Brake F2 acts on the train

gear, from the satellite carrier 5 to the planet 8 by means of the tree A4. Thus, to allow these two gear trains to properly fulfill their role, two valves 17 and 18 regulate the passage of a hydraulic e flowing at t ,. inside closed circuits 19 and 20. The jack 21 is, 'by the clutch variation pedal 22, or by the selection lever 23, or pw pe 24 installed on the motor shaft A1, or also by the brake pedal 25, or b @Ive depression vacuum 26; il 300 ialw will either cut the closed circuit 19 when for example the brake 25 is pressed, the selection r is put in or open the closed circuit 19 when for example the position A and therefore create, in a case braking, dgo the other case the free rotation of

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 tree A3. Likewise, the jacks 27 and 28 are actuated either by a brake pedal 25 or by the selection lever 23 or the accelerator 29 or by the pump 30 installed on the driven shaft A2, and the pump 24 installed on the motor shaft A1, and will either cut the closed circuit 20 when for example the selection lever 23 is in position B and the pump 30 being in rotation emits pressure, or open it when for example the brake pedal 25 is pressed. When the valve 17 cuts the circuit 19 while the brake F1 is in rotation, a pressure is created upstream of the circuit 19, which can be recovered to actuate the clutch 31 and thus drive auxiliary members and reinforce the action of the brake F1.

All of these regulating and selection organs acting alternately or sinnultaneously in addition to or in opposition on the calibrated cylinders and springs, allow the valves 17 and 18 to regulate, by means of the brakes F1 and F2 the rotation gear trains and, therefore, to give the driven shaft or shafts the speed of rotation or the desired torque. It is obvious that this type of regulation is not necessarily hydraulic, but that it can also make room for either electronic or pneumatic or mechanical regulation, which would operate in the same spirit.

moteur très élevé sur les deux demi-arbres menés, lorsque l'autre train d'engrenage est ralLnti puis stoppé par l'action du frein F1. Pour ce faire, le frein F2 ne doit pas être en aqion. En actionnant progressivement le frein F2 et en relàchant le frein F1 on permet à "ar'bre moteur A2 de faire monter la vitesse de rotation cl" arbres menés A2 et A3 ceci ,23, des P'111- l'intermédiaire du planétaire 1 et des satellites des pignons 22 ; satellites 9 et 10, de la couronne à double denture 11 ' nons 13114115 de la grande co 4 Pèlément de liaison 20 ainsi lrronne 16, du différentiel D17, et des satellites 18 qui du planétaire 21 relié aux demi-arbres de r et A3. Ce deuxième train d'% ngrenages permet l'augmentation de la vites ati n des deux demi-arbres FIG. 4 represents the non-limiting diagram of the scope of the invention, relating to a different arrangement of the gear trains in that the motor shaft A1 connected to the sun gear 1, drives the half-shafts driven A2 and A3 by the intermediate of the satellites 2; 3 and of the double-toothed crown 4 of the differential D5, of the gear 6, of the shaft 7, of the sun gear 8, of the satellites 9 and 10, of the double-toothed crown 11 of the differential D12 , gears 13, 14, 15 for reversing the direction of rotation, the large double-toothed crown 16, the wheel differential D17, and the satellites 18 and 19, the connecting element 20 and the sun gear 21 connected to the wheel shafts A2 and A3. This first gear train allows a very slow rotation speed or a couple

very high engine on the two driven half-shafts, when the other gear train is slowed down and then stopped by the action of the brake F1. To do this, brake F2 must not be in action. By gradually activating the brake F2 and releasing the brake F1, it is possible for "motor shaft A2 to raise the speed of rotation cl" driven shafts A2 and A3 this, 23, of P'111- via the sun gear 1 and pinion satellites 22; satellites 9 and 10, of the double-toothed crown 11 'nons 13114115 of the large co 4 connecting element 20 thus lrronne 16, of the differential D17, and of the satellites 18 which of the sun gear 21 connected to the half-shafts of r and A3. This second train of% ngrenages allows the increase of the speed ati n of the two half-shafts

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 compared to the first gear train and consequently a reduction in torque.

The position of the gears 13; 14; 15 between the differentials D12 and D17 was chosen in order to create the reversal of rotation between the crowns with double teeth 11 and 16. This arrangement allows the driven half-shafts A2 and A3 to rotate in both directions with normally identical speeds and torques.

La figure 6 représente le schéma d'un mode de réalisation de l'invention non limitatif de la portée de l'invention concernant une autre disposition du système de transmission en ce que l'arbre moteur A1 entraîne l'arbre mené A2 par l'intermédiaire des pI9nons 1 ;2 ;3, des satellites 4 et 5, du porte satellite 6, des pignons 7 et 8, de l'arbre creux 9, de la couronne dentée du différentiel/réducteur 010, des pignons satellites 11 et 12 et du porte satellites 13 relié à l'arbre A2. Ce train d'engrenages permet d'obtenir la vitesse de rotation la plus élevée. L'arbre moteur A1, pour entraîner l'arbre mené A2 vers uhe vitesse de rotation lente, utilisera le 2` train d'en . qui comprend les pignons 1 ' 2 ;14, l'arbre 15, les pignons 16,17;18 du différenti ; eue D10, le porte satellites les pignons 11 porte satellites 13 fi arbre A2. Pour passer de la ;12 ;20 et le vitesse de rotation lente à la rapide, le frein F doit pr . cent ralentir puis arrêter le pignon 21 du différentiel D22 : lorsque le pignon 21 @le pignon 4 du différentiel FIG. 5 represents the diagram of an embodiment of the invention which does not limit the scope of the invention concerning another arrangement of the transmission system in that the motor shaft A1 drives the driven shaft A2, firstly by through the gears 1; 2; 3 and the toothed planet carrier 4, which are part of the first gear reducer D5, then by the gears 6; 7; 8 and the planet carrier 9 which are part of the second gear reducer D10, thus the driven shaft A2 is driven by the planet carrier 9. This gear train makes it possible to obtain the slowest speed of rotation, the brake F2 not being in action. The motor shaft A1 to drive the driven shaft A2 towards a higher speed of rotation, will use the 2nd 'gear train which starting from the motor shaft A1 comprises the pinions 1; 2; 3 and the double crown toothing 11, the double pinion 12, the other toothed wheel 10, the pinions 7 and 8, and the planet carrier 9 which is connected to the driven shaft A2. This dull gear train must be controlled by the brake F2 because its function is to slow down and then stop the pinion connecting the two differentials 4 via the pinion 13, thus forcing the 2nd gear train to set in motion, the brake F1 not being in action. 12 has a double toothing, it makes it possible to increase the speed of rotation of the toothed crown 10 relative to the crown 5. This arrangement makes it possible to increase the difference between the slow and fast speeds.

FIG. 6 represents the diagram of an embodiment of the invention which does not limit the scope of the invention concerning another arrangement of the transmission system in that the motor shaft A1 drives the driven shaft A2 by the intermediate pins 1; 2; 3, planet wheels 4 and 5, planet carrier 6, pinions 7 and 8, hollow shaft 9, gear ring of differential / reducer 010, planet pinions 11 and 12 and of the planet carrier 13 connected to the shaft A2. This gear train provides the highest rotational speed. The motor shaft A1, to drive the driven shaft A2 towards a slow speed of rotation, will use the 2nd drive train. which includes the pinions 1 '2; 14, the shaft 15, the pinions 16,17; 18 of the differential; eue D10, the planet carrier pinions 11 planet carrier 13 fi shaft A2. To change from; 12; 20 and the slow rotation speed to the rapid, the brake F must pr. hundred slow down then stop the pinion 21 of the differential D22: when the pinion 21 @ the pinion 4 of the differential

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 D22 turns twice as slowly which the pinion 3 and the shaft 15 rotates at the same speed as the hollow shaft 9, so that the differential / reduction gear D10 and the output shaft A2 also rotate at the same speed. This is the situation of fast speed and low torque. To obtain this it is necessary that the ratio of teeth between the pinions 7 and 8 allows to rebalance the reduction in half speed of the pinion 3 when the pinion 21 is stopped. This device only needs a brake but does not create the engine brake effect.

FIG. 7 represents the diagram of an embodiment of the invention which does not limit the scope of the invention concerning another arrangement of the transmission system in that the motor shaft A1 drives the shaft A2 1e) by l '' through the axis 1, the satellites 2 and 3, the sun gear 4 which is one with the large double-toothed crown 5, satellites 6 and 7, the satellite carrier 8 which is one with the pinion 9, and the pinion 10 which is connected to the driven axis A2. This first gear train thanks to the action of the brake F1 which slows down and then stops the sun gear 11 by means of the shaft 12, the pinions 13; 14 and the hollow axis 15, has the function of increasing the speed of rotation of the driven shaft A2 relative to the motor shaft A1 and therefore of reducing the torque.

 2a) by means of the shaft 1, the satellites 2 and 3, the sun gear 11, which by its double toothing drives the satellites 6 and 7, the planet carrier 8 which is integral with the pinion 9 which drives the pinion 10 connected to the driven shaft A2. This drive of the 2nd gear train owing to the action of the brake F2 slows down then stops the double-toothed crown 5 by means of the shaft 16 and of the pinion 17 which has the function of reducing the speed of rotation. of the driven shaft A2 relative to the motor shaft A1 and therefore of increasing the torque thereof. The shaft A1 being through, it can be actuated on both sides such as for example the pedals of a motorcycle; and, the sprocket 9 could receive a chain instead of sprocket 10.

L'invention n'est évidemment pas limitée aux modes de réalisation décrits et représentés; d'autres variantes sont possibles, accessibles à fhornme de l'art, suivant les applications envisagées et sans s'écarter pour cela de l'esprit de l'invention. The layout of this system allows for more compact manufacturing.

The invention is obviously not limited to the embodiments described and shown; other variants are possible, accessible in the art, depending on the applications envisaged and without departing from the spirit of the invention.

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Claims (1)

CLAIMS 1- New transmission system with variable and continuous ratios, in that a motor transmits a torque and a speed to one or more driven shafts, by means of two or more gear trains comprising two or more differentials, characterized in that a first differential distributes the torque or the speed of the motor shaft, through two or more gear trains always remaining coupled and having very different gear ratios, to one or more other differentials which recover all or part of the torque and transmit it to one or more driven shafts, with ratios that may be equal or very different, this thanks to the action of one or more brakes which generally are subject to a regulation system , and have the function of promoting, slowing down, or stopping one or more gear trains, which produces a difference in torque or speed that is inf either equal or greater between the motor shaft and the driven shaft or shafts. 2- New transmission system according to claim 1, characterized in that, from the minimum ratio variation to the maximum ratio variation, from the engine to the driven shaft, there is no need to use an element of junction such as a clutch, nor to couple or uncoupled the gear trains, because they can always remain geared. 3- new transmission system according to any one of claims 1 or 2 characterized in that the gear variations are achieved by the action of one or more brakes which generally can be; hydraulic, pneumatic, electromagnetic or mechanical, and each connected to a pinion chosen from each of the gear trains corresponding to the appropriate torque or speed. 4- New transmission system according to any one of claims 1, 2 or 3, characterized in that all of the gear trains and differentials can rotate, either under the action of the motor shaft while the driven shaft remains stationary, either under the action of the driven shaft while the motor shaft remains stationary, without uncoupling the gears. 5- New transmission system according to any one of claims 1, 2 or 3, characterized in that the brakes acting on all of the gear trains <Desc / Clms Page number 11>  can generally be controlled by hydraulic, electromagnetic, electronic, pneumatic or mechanical control devices. 6- New transmission system according to any one of claims 1, 2, 3, 4 or 5 characterized in that one or more brakes can be actuated separately in order to allow variations in ratios between the different driven shafts, or simultaneously for create a slowdown, or immobilization of the driven tree. 7- New transmission system according to any one of claims 1, 3 or 5 characterized in that a coupling device can be mounted on one or more brakes in order to drive auxiliary members which generally are driven directly by the motor; and thus, to reinforce the action of the brakes on which they are installed. 8- New transmission system according to any one of claims 1, 2, 3, 4, 5 or 6 characterized in that it is possible to install a reversing device of the direction of rotation, either inside the trains gears included between the differentials, either upstream or downstream of these gear trains. 9- New transmission system according to any one of claims 1 and 3, characterized in that it is possible, in the case of the use of hydraulic or pneumatic brakes, to recover the oil or air pressure for additional use.