JP4739018B2 - transmission - Google Patents

Description

The present invention relates to a transmission and in particular to two rotary transmissions each having at least one transmission surface for a rotary coupling element that couples the two rotary transmission elements. The transmission surface of the at least one two rotary transmission elements preferably has at least two transmission paths for connecting elements with different transmission radii, so that a continuous or nearly continuous variable transmission can be realized. It becomes possible. The connecting element according to the invention comprises an adjusting device comprising a drive for applying the force or torque required for adjustment. In particular, the present invention relates to a conical friction ring transmission having a transmission path comprising at least one cone and one friction ring and a corresponding friction ring adjustment device.

Such conical friction ring transmissions are known, for example, EP0878641A1, EP0980993A2, US1,709,346 and US2,205,031, etc., but these adjusting devices are each provided with a forced adjusting means on one friction ring respectively. Or a free-running friction ring that can be adjusted by changing the angular position of the adjustment bridge carrying the friction ring on the other side. These devices all require a separate drive, which each actuates an adjustment device, whereby each friction ring can be shifted in the desired manner. US 5,575,734 also describes cones as rotating transmission elements, which are connected to each other by balls. Other devices such as rotating belts or chains can also be used as connecting elements. Furthermore, there are transmissions with the most diverse rotary transmission elements, so such transmissions are not limited to the cones known as rotary transmission elements, as an example DE 38 35 0 52 A2, US 2, 205, 031 and EP 0 657. 663A1. The plurality of cones or one cone also comprises a plurality of rings which are used as connecting elements as disclosed, for example, in US 5,601,509. Furthermore, these disclosed inventions include transmissions having two or more rotating transmission elements operably connected in a manner corresponding to one or more connecting elements, rather than a transmission incorporating only two transmission elements. Is also provided.

All these transmissions have in common at least two operating paths for corresponding connecting elements in which at least one transmission surface of the rotary transmission element has a different transmission radius, so that by changing the transmission path the transmission The ratio can be changed. In particular, it is generally possible to change the transmission ratio almost continuously by adjusting the corresponding connecting element over the most variable, continuous and adjacently arranged transmission paths, where the transmission element or connecting element Obviously, it does not make any difference whether it is adjusted according to this.

In order to carry out the corresponding adjustments, the transmission has adjusting means consisting of a drive adjusting device such as a motor drive device. It is possible to set a desired transmission without any problems.

The object of the invention is to provide a corresponding transmission, in particular to provide a conical friction ring transmission with the energy required to drive the adjusting device in a particularly advantageous manner.

The solution proposed by the present invention is a gear transmission in which the drive is energized from a power source that powers the transmission path of the transmission. In such a device, therefore, individual energy sources do not need to be provided for driving purposes, so that the construction of the transmission itself is relatively inexpensive. As a result, the construction of such a transmission mechanism is inexpensive as a whole. On the other hand, it should be appreciated that energy can be drawn from the transmission path of an actual series of drives or transmissions, or otherwise impossible with such a mechanism. However, it has been found that the resulting loss, on the one hand, does not exceed the extra costs required.

The transmission is small and stand-alone when the drive for adapting the force or torque required to adjust the coupling element or friction ring is powered by the transmission element in the transmission path of the transmission. In this way, drive energy for driving purposes is drawn into the same component unit that also houses such components or transmission elements that provide such drive device energy. In such a configuration, the corresponding transmission is provided as a configuration unit and mounted accordingly.

The transmission path of the transmission and the drive for applying the force or torque required for adjustment are connected to one another by a rotating transmission element. Such a rotary transmission element may in particular be a drive shaft. Such a rotary transmission element ensures an operatively safe screw stand with the required drive energy in a structurally easy manner.

An adjustment control element for operating the drive device is preferably provided between the drive device and the transmission path for applying the force or torque required for adjustment. Such a configuration makes it particularly easy to realize separate operation of the drive device. The advantage of this is that very low force, torque, or energy is required in operation, and can be adapted without any problems, for example by electronic control or similar devices, and comparison to adjust the friction ring High power, torque, or energy may be withdrawn separately via drive from the drive or transmission path in the overall configuration.

As is known from EB0 980 993 A2 and EP0 878 641, the connecting element designed as a rotating friction ring can change its transmission path under its own power source, in particular as a function of the set adjustment angle. The angle of the connecting element for each transmission path is preferably adjusted and set. Since this angle is important with respect to the adjustment or stability of a precisely selected transmission path, a corresponding device for adjusting the angular position of a holding device or a particular holding device itself can be pre-stressed, for example a spring. It is advantageous to design without backlash through the hung. This pre-stress is of course also advantageous regardless of the type of angle adjustment of the connecting element, in particular irrespective of the further features of the transmission of the invention.

In particular, a forced adjustment means for the connecting element may be provided as disclosed, for example, in DE 38 35 052 A1. Regardless of the further features of the transmission, the transmission proves that in such a configuration it is advantageous for the coupling element to contact and guide the holding device only in the inlet region. Induction of the coupling element in the outlet region has been demonstrated to induce instability in the system, which in addition to the torsion of the coupling element, for example a coupling element such as a friction ring, the forced guiding means also This is because the system stability is destroyed when the inside of the outlet area becomes effective. This suggests that the rotary coupling element contacts the holding device only in the inlet region, but this can prevent this type of instability.

It is also understood that the term “friction ring” in this context includes a coupling element, but the contact of the friction ring with the corresponding transmission element is not due to direct friction, but rather hydraulic power deviating from the friction coupling. Retained as a result of interactions such as power generation, magnetic or electromagnetic interactions.

In such a shape, the degree of freedom of rotation about the axis perpendicular to the plane of rotation of the rotation axis of the connecting element is preferably held between, for example, a spindle or rod member and the adjusting device for the holding device realized by the connecting element. . This makes it possible to minimize the influence of adjusting the forcible guiding means, and it is possible for the friction ring or the connecting element to assume a corresponding position almost by itself. Particularly in such a shape, a very cost-effective holding device can be realized, but this is because the minimal design shows adjacent pieces directed to the connecting element and aligns perpendicularly to the plane of rotation of the connecting element Because we need only that. In other shapes, the holding device can hold the connecting element mainly without backlash and a corresponding rotational degree of freedom, for example a hinge, can be provided between the holding device and the adjusting device. On the other hand, the holding device holds the connecting element with play with sufficient rotational freedom.

Alternatively or cumulatively, the fixed holding device may be provided with a connecting element having a connecting element that may optionally be held within a defined transmission path. Such a fixed holding device can realize a continuous operation mode, for example, an operation mode used only in a special state such as at the time of start-up, at the time of acceleration, or when the motor brake is applied.

It is also advantageous to provide a sensor, in particular an electrical sensor to obtain the end position of the sensor element. It is possible to obtain a specific operating state, for example a transmission failure, in a manner that is fast and operatively reliable. The transmission preferably has at least one mechanical end stop in the inlet region of the connecting element, the connecting element is activated when the transmission path is changed and the connecting element operates one of the end stops In this case, the stop portion is arranged so that the rotation shaft of the connecting element is at a fixed position. This solution is also based on the recognition that stable ring guidance is best achieved in the inlet region in terms of operational reliability. For this reason, the end stop related to this can effectively influence the adjustment angle of the connecting element, and hence the transfer from one transmission path to the other transmission path, for example if the holding device falls off To prevent overall transmission damage.

The features of the holding device described above are also advantageous independently of further features of the transmission, in particular in that the number of modules is greatly reduced and thus the overall transmission cost is reduced. In particular, such a holding device is easier to construct, and therefore the required sequence of movement is also faster and requires fewer motorized drive units. An advantage of the holding device that adjusts with the force seen by the sensor is that the position of the connecting element is determined directly based on the position of the holding device, thus eliminating the need for additional sensors.

Cumulatively or alternatively, the transmission is provided with two rotary transmission elements, these elements having at least one transmission surface for the rotary coupling element, at least one transmission surface having a different transmission radius. Having at least two transmission paths for the coupling element, the two transmission elements being held by a reinforcing device comprising a connecting element, the reinforcing device being connected to the connecting element with variable contact pressure Clamp. In this transmission, the contact pressure is applied more reliably or reproducibly as a function of torque or as another operating parameter. In transmissions which have been proposed mainly for this purpose, the reinforcing device comprises a pressure device, one of which connects one transmission surface of the two transmission elements with a variable contact pressure. The element is pressurized and the other is mounted on a reinforced bearing and also includes a spring element coupled in series with the pressure device.

In this regard, such a reinforcing device includes all modules of the transmission in the present invention, ensuring sufficient contact pressure and thereby being exposed to pressure fragments, while the pressurizing device according to the present invention comprises: It has a module that reacts to variable contact pressure. By connecting the spring element and the pressurizing device in series, the pressurizing device has a greater freedom of movement at the same contact pressure point, which is also found in the prior art as a constant spring on the spring element. The same range as a functioning pressure device is inevitably achieved, which makes it possible to realize a substantially uniform movement of the pressure device. In particular, as a result of this, the reproducibility of each contact pressure was enhanced. The present invention can also alter the nature of the force or torque contact pressure, such as changing the slope of the path curve of the crank, roll barrel, or the like, thereby counteracting tolerances.

Secondly, in such a second transmission, the spring element is cumulative or alternatively between the transmission surface of the first transmission element and the reinforcing device, or between the transmission surface of the first transmission element and the pressure device. It is preferred to transmit both variable contact pressure and torque in between.

In this way, the pressurizing device can at least partly escape the double addition, and the torque is transmitted directly to the transmission surface of the first transmission element or to a module connected to this transmission surface. And simultaneously shifted relative to this module. This also makes it possible to achieve the object of applying as much reproduction as possible of the variable contact pressure described above. This configuration is cumulative or alternatively advantageous over the above-described solution of the universal transmission in this regard, and only EP0 980 993 A2 discloses a spring element, which is not applied to the pressurizing device. They are connected in parallel to each other and do not transmit torque.

Thirdly, a transmission has been proposed, but the transmission reinforcement includes two pressure elements and at least one rotating element, which functions as a function of torque on at least one rotating element path. When the rotating element rotates and changes its position on the rotating element as a function of torque, the first pressurizing element is shifted in the direction of the contact pressure proportional to the second pressurizing element.

In such an embodiment, the torque-induced shift of the second pressurizing element is ensured at relatively low friction, and this solution also ensures a high reproducibility of the torque-dependent or torque-induced contact pressure. To do.

These transmissions are different from similar transmissions known for example in EP0 878 641 Al and EP0 980 993 A2. Both of these disclosures relate to conical friction ring transmissions, in which two cones with opposing cone angles are rotatably mounted with a constant gap between the cones, in which the ring Has a cone as a connecting element and rotates around one of these. Both of these published patents disclose hydrostatic or hydroelectric pressurizers, with a mechanical pressurizer, whereby at least one cone is in a manner that reduces the gap width. It may be shifted. In this way, the connecting elements of these published patents can press against both sides of the cone transmission surface, and the contact pressure provides sufficient force transfer in this manner. In hydrostatic or hydroelectric solutions, fluctuations can be easily obtained by changing the hydraulic state or hydrostatic or hydroelectric state, but the provided mechanical solution is transmitted by two torques. In conjunction with the test run lamps of the modules to be operated, so that these two modules twist relative to each other as a function of torque and expand the corresponding pressurizing device in the axial direction or axial expansion as a function of torque Is attenuated. In this way higher contact forces are also easily achieved at higher torques, but these forces are counteracted by suitable reinforcing bearings such as Taber roller bearings, which ultimately produce a higher reinforcing force on the connecting element or friction ring. . Furthermore, it is characterized by the advantages described with respect to the transmission proposed above with respect to the transmission disclosed herein.

In a preferred embodiment, a torque sensor may be provided on the drive and / or output side, and the contact pressure of the pressure device is then selected as a function of the calculated torque. In this way, contact pressure, and thus contact force or frictional force, occurs between the coupling element and one of the transmission elements, but these forces may be adjusted for prevailing torque conditions. It should be understood that such sensors may also be used advantageously regardless of the additional features of this transmission. In particular, continuous transmissions or transmissions operating via friction or hydraulic action, in particular transmissions that adjust the special contact pressure to the dominant state, for example to prevent deviations with the lowest loss, or for example to select the transmission ratio appropriately. can give. Possible sensors include an expansion measurement strip, a voltage meter or a torsion meter, or similar measurement device.

The last-described device is particularly advantageous when the pressurizing device is operated externally, particularly as in the case of hydrostatic or hydroelectric bearings. The present invention, on the other hand, allows a pressure device, in particular a pressure device having an essentially mechanical design, to operate internally as a torque function, for example by a torque acting on the pressure device. In particular in such embodiments, torque-induced contact pressure or torque-induced pressure device component shift may be used for torque measurement. In this way, the torque may be measured in a particularly cost-effective manner, since no additional cost-intensive torque sensor need be used. In a particularly advantageous embodiment with such a configuration, the pressurization device may be provided in the output transmission element of the transmission. Such an arrangement provides a cost-effective solution away from further features of the transmission.

Regardless of the further features of the invention, the two transmission elements are separated by adapting the device and opening the third transmission element, or closing the third transmission element with these two transmission elements It is advantageous to provide a coupling element that connects by means of which each transmission path can be selectively connected to the entire transmission. In such a configuration, the pressure device advantageously applies the required force to close the coupling element. In this respect, it is advantageous for the connecting element to be configured in the force path of the contact pressure.

In this type of configuration, the connection can be opened simply by compensating the contact pressure at the appropriate position, so that the corresponding connection is not exposed to the contact pressure. The corresponding connection is opened in this manner, and the two transmission elements are correspondingly separated. Especially when the pressurizer is operated as a torque function, the torque is no longer delivered as a result of the open coupling, so it is directly generated by reducing the contact pressure. The force applied to open in this way is reduced directly to a significant extent. Furthermore, the reduction in contact pressure eliminates losses that may be caused by any transmission element that is still rotating freely. Only by reducing the corresponding opposite force, the connection is closed, whereby the pressure device is activated. Thus no further modules are required to close the connection.

In a particularly preferred embodiment, a gap is provided in at least one between the rotary transmission element and the coupling element during operation. Such non-contact operation makes the transmission very low wear, regardless of the further features of the transmission of the present invention, and an optimal interaction mechanism is provided between the corresponding transmission element and the coupling element to force and moment To communicate. The connection is preferably provided by a fluid or liquid so that a gap exists regardless of the contact pressure and transmits the necessary forces and moments. On the other hand, other interaction mechanisms such as electrostatic or magnetic devices may also be provided.

Such a gap is particularly suitable for conical friction ring transmissions, in which the gap or liquid is located between each cone and the friction ring at least during operation. As a result, the ring is also easily placed at the desired transmission ratio. However, such a gap is also suitable for other continuously adjustable transmissions, and these transmission elements interact by friction.

In this context, the term “friction interaction” between transmission elements describes any interaction, in which there is no push-in engagement between these transmission elements for this purpose, Torque is transmitted from one transmission element to the other transmission element. Generally, at least at relatively high limiting torques, there is a specific shift in frictional interactions, but such shifts are often not catastrophic and the corresponding transmissions are generally It is operated with the limit torque.

Alternatively or cumulatively in the gaps described above, the liquid that wets at least one of the rotary transmission elements such as friction rings and / or coupling elements may be, for example, methylsiloxanes, dimethyldiphenylsiloxanes, and / or methylphenylsiloxanes It may be a liquid such as silicone oil containing a ferryl group containing. In particular, dimethylpolysiloxanes containing a phenylalkyl group or a fluoroalkyl group may be used. In particular, the dimethylsiloxy group may be replaced with the diphenylsiloxy group individually or based on whether the siloxane is closed.

Such liquids are generally known as “silicone oils”, but are generally disclosed as non-singular terms as liquids that wet the rotating transmission elements of a continuously adjustable transmission in EP0 878 641 Al. Has been.

Silicone oils have relatively low lubrication properties, which have proved to be disadvantageous in practical tests, especially with regard to interaction with rolling coupling elements such as coupled rolling or friction rings. Urges the assumption that the liquid film is torn during operation using known silicone oils. However, silicone oils have particularly high temperature stability characteristics compared to other liquids.

Especially when diphenylsiloxane blocks are added to the polymethylsiloxanes, for example, the proposed liquids containing phenylsiloxane-containing methylsiloxanes, dimethyldiphenylsiloxanes and / or methylphenylsiloxanes, etc. will cause the membrane to rupture. Compared to other liquids that are supposed to be prevented from being opened, they have high compression characteristics. This makes it possible to create oils in which the transmission of the rolling coupling element behaves favorably in terms of temperature / viscosity or temperature / compressibility behavior, but because of this configuration the transmission advantageously uses liquids. It has been found that it is generally possible to do this, and all these liquids are those whose viscosity or compressibility varies with a temperature-dependent viscosity gradient or compressive gradient, which is a mineral oil Exists between the viscosity gradient or compressibility gradient of the polymer and the viscosity gradient or compressibility gradient of the dimethylsiloxane. As a result of these properties, liquids or oils on the one hand do not reach excessive operating temperatures in order to sufficiently lubricate the corresponding transmission. On the other hand, since the lubrication is not so strong, it does not prevent a proper coupling between the connecting element and the corresponding transmission element. Furthermore, the described compressible window ensures sufficient stability of the liquid film enclosing the component without disturbing the uniform distribution of the liquid even under pressure.

In particular, liquids having phenyl groups may be used, including polydimethylsiloxanes, polydimethyldiphenylsiloxanes and / or polymethylphenylsiloxanes and / or alkyl-substituted γ-trifluoropropyl-substituted polydimethylsiloxanes. The polydimethylsiloxanes used can also be “silicones” which are organic substitutions, eg substituted with 10% to 25% phenyl groups or γ-trifluoropropyl groups or other alkyl groups.

Furthermore, cumulatively or alternatively, it is particularly advantageous if possible that the corresponding liquid is stable in terms of temperature and that the degree of change is less than that of mineral oils in terms of its properties. It is. In this way, the corresponding liquid has a low degree of degradation, thus ensuring a long transmission life. Furthermore, the physical properties of the liquid try to remain as constant as possible, even under various operating conditions, such as peak loads at maximum speed or during the start-up process in winter, for example.

For phenylsiloxane units in polydimethylsiloxanes or phenylsiloxane units in siloxanes, the latter may generally be used in both pairs or blocks to achieve the desired result. On the other hand, the compressibility described above interacts in a special way in which a gap remains between the coupling element and the rotary transmission element, is filled with the corresponding liquid and is stably cross-linked by the liquid even at high pressure. In this case, the liquid transmission force, i.e. the shear force generated here, can loosely link the connecting element and the corresponding transmission element. On the other hand, a high compressive force ensures that such a transmission can occur at high or higher torques, but only a small gap can achieve a sufficiently high shear force and an unbroken liquid film. On the other hand, the gap can only be maintained by a high contact pressure and a high resistance of the liquid to such contact pressure.

The foregoing considerations regarding gaps and / or liquids in the present invention are independent of their temperature stability, compressive force or viscosity, especially in transmissions with two transmission elements that are continuous individually or together, in particular one rolling to the other. It should be understood that this is advantageous regardless of the additional features of the transmission.

Transmissions for coupling elements, especially in the case of transmission elements coupled by frictional connection, or hydraulic, hydrostatic or hydroelectric, magnetic or other non-contact interaction or other interaction not including push-fit In transmissions with two transmission paths of elements, the provision of different surfaces in these transmission paths allows adjustment of the appropriate shape or surface pressure or the like interaction. In this case, grooves or protrusions with different widths or various surface structures or surface treatments may be provided along at least one rotating transmission element. In this way, for example, the surface pressure may be adjusted for different radii of the transmission element.

It should be understood that such surface diversity is also advantageous for the transmission path on the transmission element, regardless of the further features of the transmission in the present invention.

The surface of the coupling element may also be configured for interaction configured independently of the transmission path. In particular, such surface portions may have grooves or the like, thereby affecting the shear and compression forces in an appropriate manner during the hydraulic interaction. Furthermore, the coupling element may have different surfaces of the various transmission elements with which the coupling element contacts.

In order to ensure that the shear force is well distributed without tearing the liquid film, especially in the interaction with the liquid that wets the transmission surface of the coupling element or the corresponding transmission surface of the corresponding transmission element. Relatedly, the connecting element may have at least one transmission surface with a cross-section deviating from a straight line, preferably a cross-section with a convex shape, or a spherical cross-section. As a result, it is possible to maintain a continuous liquid film that transmits the appropriate shear force, even at high contact pressures. Here, the selection of the cross section is preferably adapted to the liquid. Cumulatively or alternatively, the cross-section of the connecting element deviates properly from a straight line, and in particular, only one side is held by a holding device, as will be described later, but this is only a relatively large number of holding devices. Regardless of whether the coupling element is provided with a degree of freedom, and in a stable manner with the coupling element made relatively unstable because the transmission surface deviates from a straight line, the entire system is In particular, even if there is a change in the transmission path, it is possible to operate with minimal power consumption.

The surface shape of such a coupling element or rotating transmission element is advantageously used to design the interaction between the transmission element and the coupling element irrespective of the features of the other transmission elements of the present invention. I want you to understand.

As is known from EP0 980 993 A2 and EP0 878 641, the coupling element changes its transmission path under its own motive force, particularly as a function of the set adjustment angle, especially when designed as a rotating friction ring. Is possible. The angle of the connecting element is preferably correlated and set for each transmission path. Exactly this angle is crucial for adjusting or stabilizing the selected transmission path, and the corresponding adjustment device of the angular position of the holding device or the holding device itself is a backlash, such as a preloaded spring. Is advantageously designed to be zero. Such preloading is advantageously not particularly related to the further features of the transmission herein and not to the type of angle adjustment of the connecting element.

In particular, the means for forcibly adjusting the connecting element may be provided as disclosed in DE 38 35 052 A1, for example. Regardless of the further properties of the transmission, it has proved advantageous, especially in such a shape, for the connecting element to contact the holding device only in the input area and to guide it accordingly. Guiding the connecting element in the output region makes the system unstable and therefore, in addition to twisting the connecting element, for example a friction ring, for example, the forced guiding means are also connected when activated in the outer region It has been found to shift elements and make the entire system unstable. For this purpose, proposals have been made that allow the rotating coupling element to be brought into contact with the holding device only in the input region, thereby preventing this type of instability.

In this context, it is understood that the “friction ring” itself also includes a coupling element and that the friction ring interacts away from the positive connection, rather than being held in direct contact with the corresponding transmission element. I want to be.

In such a configuration, the degree of freedom of rotation about an axis perpendicular to the plane of rotation of the rotation axis of the coupling element is between the coupling device and the adjusting device of the holding device, which can realize, for example, a spindle or rod assembly. It is preferable. This makes it possible to minimize the influence of the forced guiding means, so that the friction ring or the connecting element can almost assume its corresponding position on its own. In particular, such a shape is very cost-effective to realize a holding device, but this requires only a minimal design to show adjacent pieces facing the connecting element, perpendicular to the plane of rotation of the connecting element. It is because it is matched to. In other shapes, the holding device can hold the connecting element substantially without backlash, and a corresponding degree of rotational freedom, such as a hinge, can be provided between the holding device and the adjusting device. As an alternative to this, the holding device holds the connecting element with sufficient play for rotational freedom.

Alternatively or cumulatively, a stationary holding device may be provided for the connecting element, which may be selectively held in the transmission path in which the connecting element is defined. Such a fixed holding device makes it possible to realize a continuous operation mode, and it may be used only in a special state, for example, at the time of starting, at the time of acceleration, or when the motor brake is applied.

Transmissions with two rotary transmission elements have also been proposed, each rotary transmission element having at least one transmission surface for the rotary coupling element, the at least one transmission surface having different transmission radii. Having at least two transmission paths for the connecting element having an adjustment means provided with an adjustment means provided with a shift from one of the two transmission paths to the other transmission path. The transmission adjusting means includes a safety device that shifts the connecting element to the safety transmission path when a malfunction occurs in the operable adjusting device.

Cumulatively or alternatively, the safety device has been proposed to shift the coupling element at a defined speed, but it is preferable to shift it into the safety transmission path.

Furthermore, cumulatively or alternatively, the safety device has a compressive stress means for an additional module of the at least one adjusting means.

The above measures ensure that the transmission is maintained in a controlled operating state even when a system failure such as a malfunction of the control device occurs. In this case, for example, an adjustment bridge, cage or similar module compressive stress means to ensure that the module is moved to the desired position by the compressive stress means even if the adjustment force from the actuated adjustment device fails. , The connecting elements shift in an appropriate manner. In particular, shifting the coupling element to the safety transmission path ensures a vehicle or driving line that indicates that the transmission can be operated and does not leave the transmission surface due to a system error. It is preferred that the safety transmission path select a transmission ratio at which the engine can perform the starting process. This guarantees that the vehicle can still move very slowly until reaching the parking space. However, if the transmission exhibits other transmission ratio control transmission elements other than, for example, a rotating transmission element such as the first gear and a coupling element, a transmission path capable of faster traveling may also be selected as a safety transmission path. . The starting process can then be replaced by such a first gear when a safety transmission path is used for faster travel.

It is preferred that the coupling element is shifted to a safe transmission path at a defined speed, because this transmission configuration allows the coupling element to be in all possible transmission paths while the corresponding transmission element rotates slowly. Alternatively, it is possible to shift to all transmission surfaces. In such a configuration, the uncontrolled adjustment under unfavorable operating conditions proceeds too quickly to the next stage, so that the drive engine cannot adapt to the changed operating conditions. This can immediately lead to engine shut-down, engine failure or transmission failure, resulting in, for example, a suddenly uncontrollable vehicle. The defined adjustment speed ensures that the operating state will not change uncontrollably quickly, especially even during system faults including, for example, electronic control, thereby allowing the motor to respond to changes. . Such defined speed adjustment can be ensured, for example, by suitable compressive stress means. The safety transmission path can be defined by a corresponding stop, for example potentially equipped with a spring. It is also possible to provide two spring devices, one of which greatly controls at least the adjustment speed in one adjustment direction and the other which at least greatly controls the adjustment speed in the other adjustment direction. Therefore, the corresponding connecting element can be guided from any operating position to the safety transmission path without sudden stop due to the interaction between the configurations of these two springs.

Instead of a fixed stop or a fixed but spring-loaded stop, the safety device may comprise an adjustable stop or an adjustable and spring-loaded stop, which is further adjustable. It may be shifted by the device. As a result, there is no safety transmission path defined that cannot be directly changed. The latter may rather be defined by a further adjustment device.

Furthermore, it is advantageous to provide a sensor, in particular an electronic sensor, to obtain the end position of the connecting element. As a result, for example, it is possible to obtain a special operation state such as a malfunction of the transmission in an early and operatively reliable manner. The transmission is also preferably provided with at least one mechanical end stop in the input area of the connecting element, the connecting element being able to travel when a change in the transmission path occurs and the connecting element being While traveling through one of the end stops, the rotational axis of the connecting element is arranged to be in a fixed position. This solution is also based on the recognition that stable ring guidance is best implemented in the input area in terms of operational reliability. Therefore, in this respect, the end stop can effectively affect the adjustment angle of the connecting element, and therefore the holding device is temporarily dropped due to the transfer from one transmission path to the other transmission path. The features of the retaining devices described above that prevent overall transmission damage, such as in some cases, are also advantageous regardless of the further features of the transmission, especially the reduction of the overall transmission cost due to the significant reduction in the number of modules. is there. In particular, it is easier to build the holding device itself in such a holding device, but the required sequence of movement may also be realized with a faster and fewer motorized drive. Furthermore, it is advantageous compared to a force-adjusted holding device in this case that the position of the coupling element can be determined directly on the basis of the position of the holding device, thereby eliminating the need for additional sensors.

In order to reliably reduce the degree of problems in special driving conditions such as slow running, reverse running, constant and unchanged roads, etc. within the transmission with a continuously adjustable transmission part, continuously A transmission with an adjustable partial transmission has been proposed, which is characterized by two parallel connected transmission paths, the continuously adjustable partial transmission being the first of the two transmission paths. Is provided in the route.

With such a configuration, it is possible to achieve special driving or road conditions on the second transmission path while the first transmission path provides advantages over a continuously adjustable transmission. In this context, “parallel connection of two transmission paths” means that the two transmission paths have a shared input transmission part, for example the drive shaft of an engine or clutch disk or the like, It means having a shared output side transmission section, such as a primary differential. The two transmission paths between the input-side shared transmission part and the output-side transmission part may be operated simultaneously in an alternating manner and / or may be made in different ways, thus satisfying various requirements It is something to be made. It should be understood that such a configuration is advantageous regardless of the further features of the present invention.

In this regard, it is advantageous to provide a reverse gear, a first gear and / or an overdrive in the second drive device of the two transmission paths. In these situations, continuously adjustable transmissions are only used conditionally and tend to be relatively expensive, especially for overdrive with high RPM and low torque, which is a significant loss It's a problem.

If at least one freewheel clutch is provided between two transmission paths, these transmission paths can be combined without any complicated switch costs or any troublesome circuitry or automatic control.

Cumulatively or alternatively, a partial transmission inside the transmission can be placed between two power dividers, for example between a differential gear and a planetary gear, and continuously adjusted Effectively connecting at least one input of the possible partial transmission to at least one output of the input power divider and effectively connecting at least one output of the continuously adjustable partial transmission to the output power divider To at least one input. This type of configuration allows the design of the torque transmission to be expanded and can be configured to expand the setting range of continuously adjustable partial transmissions. You have to sacrifice sex. This is generally due to the loss of the two dividers with such a configuration, but on the other hand, this configuration can greatly increase the coverage of continuous transmissions. Furthermore, since the torque produced by the continuously adjustable partial transmission itself can be eliminated as a result, the loss is kept within limits in a suitable configuration. This is because for low torque inside the continuously adjustable transmission, especially low torque including conical friction ring transmission, the loss is kept low, which reduces the loss reduction of the power divider accordingly.

Cumulatively or alternatively, a transmission having at least one forward gear and at least one reverse gear, with or without a continuous transmission, may be provided with a differential gear, by means of this differential gear. Backward movement is realized and at least one module of the differential gear transmission part may optionally be set with a casing and / or other modules of the differential gear transmission part. In this way, it is possible to realize a very small transmission having forward gears and reverse gears, where the differential module of the differential transmission is used as an input, for example. Then, if the differential central module is connected to the second differential module, the direction of rotation can be realized. On the other hand, if the differential second differential module or the central module is connected to the casing and set in this manner, the other modules not set change the rotation direction and Gear reversal can be realized. This makes it possible to realize a particularly small transmission having forward and reverse gears.

Also, a cumulative or alternative proposal is a transmission having at least two transmission stages, including a stage that is selectively switched within the transmission path by a shift transmission section, wherein the first two transmission stages are Has a continuously adjustable partial transmission. One such configuration apparently does not appear to be compatible with the system at first glance because a continuous transmission is provided to eliminate the need for any switches. However, such a configuration allows the use of only a continuous transmission if such advantages are in fact dominant. For example, a relatively high torque is provided at start-up, which places a significant load on the continuous transmission or requires a large configuration for the continuous transmission. In this connection, it is advantageous, for example, to implement the first gear separately and connect it only to a partial transmission which can be adjusted continuously, for example after starting. In this case, in particular, the continuously adjustable partial transmission is connected to the first transmission via a transmission in which the speed of the second transmission stage can be continuously adjusted before the process of switching from one of the two transmission stages to the other. Adjusted to the stage speed, may be dimensioned so that a continuous transition is made essentially from the first transmission stage to the second transmission stage and from the second transmission stage to the first transmission stage. . Thereby, for example, it is possible to selectively use the advantages of the continuous partial transmission without being troubled by the disadvantages encountered at start-up.

The same is true for situations with essentially constant power or essentially constant torque. Since the speed change can be changed by changing the engine RPM, a continuously adjustable partial transmission is not absolutely necessary per se. Under such operating conditions, continuously adjustable partial transmissions typically result in high losses caused by misalignment etc., but this can be avoided by adding a transmission stage, and such stage changes It is possible to switch that can also realize operating points that are hardly noticed by passengers. Particularly for this purpose, a continuously adjustable transmission may be incorporated into the appropriate driving situation. For example, such a transmission stage can be started and stopped by a freewheel clutch.

The transmission stage having a continuously adjustable partial transmission further includes a differential transmission element used to switch between the drive and the reverse gear and the start gear using the connectable transmission stage. Is possible. Particularly in such a configuration, it is advantageous to fix the module of the differential transmission element, which is required to switch between the drive and the reverse gear, and to switch as much as possible using frictional coupling. Smooth and uniform.

In a transmission with two transmission stages, it is selectively connected to the transmission path via a shift transmission section, and the first two transmission stages have a continuously adjustable partial transmission and are continuously adjustable. The shift transmission section of a simple partial transmission may be coupled to a Trilok converter vane or other module directly connected to the motor output shaft, and the second transmission stage may be a Trilok converter turbine wheel, or other connectable It may be connected to a motor output module. As a result, particularly under normal operating conditions, the engine power may be relayed directly to the continuously adjustable partial transmission, while high torque is being transmitted to the second transmission stage, especially during the starting process. In this respect, the load is removed from the continuously adjustable partial transmission. The same is true for the turbine wheel of a Trilok converter, but of course excessive torque is generated, which places a heavy load on the continuously adjustable partial transmission.

Especially with respect to electric engines, a continuously adjustable partial transmission with a coaxially arranged drive and output also minimizes the torque applied to the casing in a particularly compact manner by such an arrangement. This is advantageous regardless of the further features of the transmission. The output section provided in the coaxial direction preferably takes in a differential transmission section which is itself powered by a continuous transmission output section. This arrangement is particularly compact, since the continuous transmission output acts on the differential transmission without having an additional middle stage that must be provided especially in automobiles. In addition, the differential transmission section does not require any other modules, since a geared wheel or other transmission element is generally required to provide a coaxial drive and output section. The above configuration is particularly relevant for electric motor drives, and it appears at first glance that the electronic engine is connected to a continuously adjustable transmission, but the findings are not compatible with the system at first glance. This is because the engine speed can be set to a desired value. On the other hand, a continuously adjustable transmission allows the electric engine to run at speeds with a favorable torque / current strength ratio. In this way, it is possible to improve the overall efficiency of the corresponding drive, especially at low speeds, or to reduce the amount of current required.

The transmission in the present invention, or other continuously adjustable transmission, may be effectively connected at operating points such as a drive or output start coupling, transformer, friction disc, wet coupling or synchronizer. Is possible. The advantage of such an arrangement is the opposite of a continuously adjustable transmission, but the continuous transmission or drive is protected during the starting process, thus extending the product life. The separation point provided on the start coupling or on the output side is particularly advantageous because such an arrangement allows for idling adjustment of engine operation. On the other hand, it is possible to connect other transmission elements when required by the drive side start coupling or the separation point.

The two partial transmissions are preferably meshed at the output of the drive unit of the subsequent transmission path and refocused in this way. The transmission has a particularly compact design when the drive unit of the subsequent transmission path is a main differential part, for example a differential junction, and supplies power to the drive shaft of the vehicle. In such a compact design, on the one hand, the number of components can be reduced, thereby reducing costs. On the other hand, this type of small design can reduce the overall volume of the car by keeping the volume of the construction low.

According to a particular conversion, one of the two partial transmissions comprises a reverse gear, including the first gear if necessary, while the second partial transmission is a continuously adjustable transmission, in particular a conical friction Having a ring transmission can be advantageous. In particular, if the first of these partial transmissions excludes the separated first gear, a particularly compact design with such advantages as described above is obtained.

The two partial transmissions are advantageously started and stopped. This may be done in particular by interfering with the respective partial transmission path by coupling. In this case, there is no difference in the first approximation in which the cut is introduced, but it can occur either on the drive side or on the output side, and the transmission element located on the other side of the separation part is simultaneously It is possible to travel without load, so that the two partial transmission paths do not have to be provided with two couplings each. However, several couplings may be provided in the partial transmission path in order to prevent losses because the transmission elements operate simultaneously without load. However, this will increase the number of components this time, and will require a construction area, which in turn will affect the cost.

It should be understood that such a construction of a continuous transmission with a parallel partial transmission is also advantageous regardless of the further features of the present invention. This is especially true for the conical friction ring transmission as a continuous transmission, which makes it very efficient to reverse the direction of rotation caused by a conical friction ring transmission having other partial transmissions in a compact manner. This is to realize the above.

Further proposed to improve the compact design is a continuously adjustable transmission, in particular a conical friction ring transmission, used to start and stop the transmission path and continuously adjust A connecting element containing possible transmissions is provided inside one of the continuously adjustable transmission elements, for example inside the cone of each continuously adjustable transmission. Within a continuously adjustable transmission, a relatively large interaction surface must be provided on the essential transmission element in order to ensure the corresponding diversity. By placing such a connecting element inside a transmission element with a large interaction surface, it is possible to save a lot of construction space, but this means that unused construction space inside the transmission element is different. Because it is occupied. It should be understood that such a configuration of the coupling element represents a corresponding advantage of a continuously adjustable transmission regardless of further features of the present invention.

In addition, a continuously adjustable transmission, in particular a conical friction ring transmission with a reverse gear provided on the back of the output in series with the rest of the transmission, is proposed cumulatively or alternatively. On the one hand, a feature of such an arrangement is that the transmission may be operated in a constant direction of rotation, so that a continuously adjustable transmission is advantageous for starting or friction ring adjustments. Furthermore, the reverse gear can be continuously changed by such a configuration.

When the words “in series”, “forward” or “rearward” are used with respect to the reverse gear arrangement, they relate to the force flow of a drive train with a continuous transmission. In accordance with the present invention, the reverse gear is provided in series with a continuously adjustable transmission engine facing away from the drive train.

The reverse gear preferably has a rotating transmission with at least one rotating transmission frame, which has at least one transmission element of the rotating transmission and may be selectively fixed to the casing or the rotating transmission element. Such a configuration provides a reverse gear, which can be switched even when the drive rotates, for example when a conical friction ring transmission or a continuously adjustable transmission rotates. This switching is possible by selectively locking the rotating transmission element in a corresponding manner, but this locking process may be done through appropriate coupling or synchronization with a corresponding loose response. This switching capability may be specially adapted to the particular need of a conical friction ring transmission and is not only diversified with respect to the transmission ratio in the rotating state by itself.

In particular, the reverse gear includes a planetary gear having a planetary part, a sun wheel, and an external wheel. These first transmission elements are connected to the output of the actively continuously adjustable transmission, and the second transmission element is an overall having an effectively continuously adjustable transmission and a reverse gear. Connected to the output of the configuration. On the other hand, the third transmission element may be fixed with respect to the casing at least with respect to the degree of freedom. An advantageous feature of planetary gears is that, for example, one of the transmission elements such as the outer wheel part, the sun wheel part, the planetary part must advantageously retain its essential ability to rotate, but it is fixed However, the other transmission elements can continue to rotate and interact with each other based on the resulting transmission ratio. In particular, fixing the transmission element in such a manner can cause a substantial relative speed change in terms of degrees of freedom between the two remaining transmission elements, so that this relative speed change can be used to operate the reverse gear. It becomes possible.

The latter can be ensured in particular by using the planetary part as the third transmission element. If the planetary part of the planetary gear is fixed around the corresponding sun wheel part with its degree of freedom of rotation, the direction of rotation is directly reversed between the external wheel and the sun wheel. Is recognized by the corresponding rotating planetary part, the corresponding reverse gear can be switched, and the planetary gear may be used as necessary to properly select the transmission ratio. .

The overall configuration includes a continuously adjustable transmission, particularly a conical friction ring transmission. The reverse gear is particularly compact in design if a pinion rotating with a conical friction ring transmission drives the first transmission element. Such a configuration ensures a quick and direct flow of force or torque between the conical friction ring and the reverse gear, thereby making the overall configuration very compact and thereby particularly modern. Manufacturing is cheaper in a simple car.

With regard to the latter requirement, it is cumulatively or alternatively advantageous for the second transmission element to rotate in connection with the rotating frame part of the differential part. In particular for the use of automobiles, the main differential can be used advantageously, and by incorporating the reverse gear quickly and directly into the differential, the connection of the reverse gear in connection with the conical friction ring transmission A small structural design is especially made regardless of the drive device configuration.

This is particularly advantageous for normal operation in which the first transmission element and the second transmission element are fixed to each other. Depending on the particular configuration of the switching process associated with the reverse gear, such adjustment may also be advantageously made in different ways to fix the desired differential state of the planetary gear. One of the first transmission element and the second transmission element is secured to the other to ensure a direct flow of the planetary gear forces, so that the planetary gears suffer losses in the essential operating state. And the overall configuration is operated at a particularly high efficiency level, especially with respect to the drive. The third transmission and the two first transmission elements are preferably selectively fixed and connected so that the planetary transmission operates in a more reliable manner in the operating state. In this respect, it is particularly advantageous for the first transmission element and the second transmission element to be formed by an outer or sun wheel of a planetary gear and for the third transmission element to be formed by a planetary part. This is because the required interaction between the transmission elements can be realized in a very simple and compact manner. This is when the second transmission element is connected directly to the rotating actuating frame or formed as a single piece with the latter and / or when the pinion operating with the output cone drives the first transmission element. Especially true. In such a configuration, the overall configuration results in a very compact and thus low-cost transmission, which can then be used even for smaller vehicles, especially with a large number of components and complementary It may be used in a conventional automobile drive unit equipped with a unidirectional drive unit because of the variety of automobile classes.

In order to fix the rotating transmission frame or planetary part or the third transmission element with respect to the degree of freedom, it is advantageous to use, for example, the most variable type of friction or positive connection for such a fixing process In some cases. While frictional connections have proven to be particularly advantageous, this connection allows flow transitions and allows the reverse gear to be actuated during rotation according to a specific configuration. However, the latter is not advantageous in all applications. This is due to relatively high forces and friction losses, which can be advantageous, especially in cases where the engine part and the conical friction ring transmission are coupled at start-up. Depending on the particular application, similar devices commonly found for couplings, main brakes, synchronizers, and off-the-shelf transmissions are suitable for securing.

It should be understood that such a reverse gear configuration may be cumulative or alternatively advantageous over the features of the present invention to provide a transmission having the various advantages correspondingly listed above. In this case, it is particularly important to emphasize its small size, which in turn reduces the number of modules used and on the one hand costs to a minimum, and on the other hand results in the direction of rotation of the engine part.

In order to provide an adjustable transmission that is operatively reliable and capable of transmitting higher torque with low losses, such transmissions are cumulative or Alternatively, at least two continuously adjustable partial transmissions are provided and arranged in series in the transmission path, the two continuously adjustable partial transmissions being connected to the input element or output element by a pick-off gear Yes. The advantage over using pick-off gears, also called superposition gears, is that the prior art required that the same or precisely set speed be applied to one of the transmission elements of the partial transmission, but this is not necessary It is that. Rather, both partial transmissions contribute separately to the resulting speed of the pickoff gear as a function of speed. Thus, the arrangement according to the invention makes it possible to operate and control both partial transmissions separately, resulting from the division of the continuously adjustable transmission into two continuously adjustable partial transmissions. Advantages are used. This includes delivering torque to the two partial transmissions without incurring the disadvantages resulting from acceleration, such as increased friction loss or control expenditure.

Switching between two partial transmissions via a pick-off gear that is symmetric and therefore free provides an unexpected advantage in terms of transmission conceptualization and use. This is particularly related to efficiency and requirements for the control device, and is not possible if similar symmetry is achieved by coupling the planetary parts of the planetary gears.

As a typical example of a pick-off gear according to the present invention, two planetary gears (planet part, sun wheel part, external wheel part) of the three transmission configurations are connected to two partial transmissions to form a third transmission. The element is used as an output unit or a drive unit, the planetary unit is used as a transmission element or a differential unit, and the two partial transmissions are each connected to one of the differential elements of the differential unit.

Two continuously adjustable partial transmissions share opposing transmission elements spaced from the pick-off gear. This may also be, for example, a shared input shaft or output shaft. Furthermore, this may in particular be a direct transmission element of two continuously adjustable transmissions used in a connected manner by two partial transmissions. For this purpose, for example, in a conical friction ring transmission, one of the cones is suitable as a shared transmission element. This type of configuration makes such transmissions relatively small and cost-effective because the use of two allows the overall number of corresponding transmission elements to be minimized. is there.

In this regard, it is the direction of the transmission path that indicates "opposite away from the pick-off gear" and is defined by the force flow through the transmission and must absolutely meet geometric or spatial conditions. Absent.

Many continuously adjustable transmissions have a main transmission level and incorporate essential modules such as input or output shafts, input and output cones or similar rotating symmetric elements, and thereby transmission Define a surface. According to the transmission according to the invention, the design is particularly compact when the main transmission surfaces of the two partial transmissions are arranged parallel to each other. A particularly flat structure may in particular be achieved by making the two partial transmission surfaces the same. According to the transmission configured in this manner in the present invention, the design is extremely flat, and even a relatively high torque can be resisted. In addition to these, such transmissions are suitable for small diesel engine trucks, which are particularly well positioned with respect to the construction area or loading surface of the mounting means and can be easily counter-rotated at the high torques of modern diesel engines Because.

Still other adjustable partial transmissions, such as in particular shift transmissions or reverse gears, may be provided between the at least one continuously adjustable partial transmission and the pick-off gear. This type of configuration makes it possible to realize a transmission having extremely wide driving characteristics, in particular a continuous forward drive device and a reverse drive device. In particular, such a transmission may also be connected at its rear part to the transmission itself, even when the output part of the drive device is operated to run idle without torque.

Even though the present invention significantly increases the overall transmission efficiency compared to conventional transmissions, continuously adjustable transmissions are particularly well-suited after the starting process or relatively constant, such as on country roads and highways. Shows relatively high loss under operating conditions. In order to avoid such losses under operating conditions that do not absolutely require a continuously adjustable transmission, it is advantageous if at least one continuously adjustable partial transmission can be bridged. In this way, a continuously adjustable partial transmission with a relatively high loss can be bridged, for example, in the aforementioned operating state, thereby increasing the efficiency under such an operating state. It should be understood that the use of two continuously adjustable partial transmissions in this manner is advantageous regardless of the further features of the present invention.

Further advantages, objects, and features of the present invention are explained in the following and accompanying description including examples of respective transmissions.

The transmission shown in FIGS. 1 to 10 consists essentially of two transmission stages 1 and 2 and is selectively connected in the drive train via a synchronous shift transmission 3.

In this case, the first transmission stage 1 has two opposing cones 4, 5 arranged to leave a gap between the cone 4 and the cone 5, which actuates the friction ring 7 and encloses the cone 5. Conical friction ring transmission. In order to transmit the torque to the conical friction ring transmission, the cone 4 is an additive that holds the two cones 4 and 5 between the reinforcing bearing 9 and the reinforcing bearing 10 under the application of variable contact pressure. A pressure device 8;

The cone 4 has a transmission surface 12 on one side and a reinforcing element 11 on the other side, in which the pressure device 8 is in an active state, and the pressure device 8 reinforces the transmission surface 12. The element 11 is shifted axially, so that the reinforcing element 11 is on the one hand adjacent to the reinforcing bearing 9 and on the other hand presses the transmission surface 12 against the friction ring 7, this pressure being the second cone. It is counteracted by the body 4 and the complementary reinforcing bearing 10.

In detail, the pressure device 8 comprises two spring washers 13, 14 and two elements 15, 16 along two rolling elements arranged between the pressure elements. As is clear from FIG. 9, the spring washers 13 and 14 and the pressure elements 15 and 16 are arranged in series with respect to the contact pressure part, and when there is a torque change, the pressure element 15 is compared with the prior art. This provides a setting that allows more accurate reproduction of contact pressure because it provides more space for movement.

Furthermore, the spring washer 13 has radial recesses 18, 19 (see FIG. 10) that mesh with corresponding projections of the module part having the transmission surface 12 or the pressure element 15. In this way, the spring washer 13 transmits torque between the modules having the transmission surface 12 and the pressure element 15, so that the pressure element 15 is mitigated by a torque-loaded sliding with respect to the module containing the transmission surface 12. Resulting in a higher reproducibility of the resulting torque dependent contact pressure. In these exemplary embodiments, the rolling elements 17 travel in the path of their respective pressure elements 15, 16, which vary in depth. This makes it possible to realize a torque-dependent distance between the pressure elements, and the rolling element 17 has a high reproduction of the resulting contact pressure when the pressure elements 15, 16 are torqued and shifted in the circumferential direction. Ensure sex. It should be understood that the above-described features advantageously enable reliable reproducibility of contact forces that occur independently of each other.

It is also clear that other rolling elements may be used at the position of the sphere 17 such as rolling elements that are fixedly affixed to the rollers or pressure elements. It will be further understood that a pressure device for the drive cone 5 is provided.

However, in other embodiments, the mechanical arrangement may be replaced by an electric actuator as a pressure device, which is actuated on the basis of the measured torque and is just hydroelectric or hydrostatic. Realizes torque-dependent contact pressure as well as bearings.

On the other hand, the torque generated on the other side is only by shifting the pressure elements 15, 16, or only by moving the components including the transmission surface 12 and the reinforcing element 11 in the peripheral direction, or on the reinforcing bearings 9, 10. It may be determined only by using directional force.

The exemplary embodiment shown in FIGS. 1 to 10 for a continuously adjustable conical friction ring transmission 2 further includes a drive side starting connection, which is implemented as a Trilok converter. In this case, the transmission stage including the conical friction ring transmission 1 is shifted via the shift transmission 3 or the drive toothed wheel 35 and the synchronization while being started via the turbine wheel 22 and the differential transmission part 23 of the Trilok converter. It may be directly connected to the pump wheel 21 of the Trilok converter 20 via a toothed gear. The latter differential transmission portion 23 is rigidly connected to one of the differential side portions 24 having the turbine wheel 22, and the second differential side portion 25 is used as an output of such a transmission stage and is entirely connected via a toothed wheel 26. The main drive shaft 28 of a typical transmission is connected to a toothed wheel 27, while the toothed wheel 27 meshes with the output of the conical friction ring transmission part 1. The output pinion 33 may mesh with, for example, a main differential portion of an automobile. The differential transmission unit 23 includes two friction coupling portions 30 and 31, which can selectively fix the main input portion of the differential transmission unit 23 to the casing 32 or the output unit 25. As is apparent, this makes it possible to change the rotation direction of the output section, and to easily realize the forward gear and the reverse gear. Since the differential wheel and the turbine wheel 22 rotate freely with the joints 30 and 31 open, a conical friction ring transmission can be used regardless of the coupling of the output part.

The advantage of this configuration is that the advantage of the Trilok converter 20 can be used at start-up or reverse. Further, the differential unit 23 realizes a forward gear or a reverse gear in a very small manner. On the other hand, the switching unit 3 can avoid the inconvenience of the Trilok converter 20 such as a shift occurring during normal operation due to main power loss and excessive torque. This is because the conical friction ring transmission unit 1 is directly driven via the pump wheel 21. Due to the output side coupling of the two transmission stages 1 and 2, the conical shape is preceded by a switching process between the two transmission stages 1 and 2 where the two transmission stages 1 and 2 are almost synchronized even on the input side. The friction ring transmission unit 1 can be set with respect to the transmission. It is possible to perform the remaining synchronization with the parallel transmission 3 itself, where the Trilok converter 20 can also assist.

In such an exemplary embodiment, the friction ring 7 may be moved and held in its respective desired position via the adjusting device 13 (see FIG. 3) and between the cones 4 and 5 In this manner, a desired transmission ratio can be realized. The adjusting device 13 includes a spindle 14, but with this spindle the carriage 15 may be shifted in parallel to a conical axis (B, C) which places the ring on the two rollers 16. In this case, since the carriage 15 is arranged on the input side, when the ring 7 rotates around the cone 5, it first passes through the carriage 15, and then before turning around the cone 5, Directly enters the gap between the cones 4 and 5.

The adjusting device 13 has a driving device 18 on which the carriage 15 is appropriately arranged. The drive unit 18 has a drive unit wheel 41 on one side and a drive unit shaft 42 on the other side. Mesh with. In this way, the drive 18 is connected to the transmission path of the conical friction ring transmission and is therefore driven by the transmission path.

A plate cam 45 is attached to the shaft 42 in a manner that is movable but less distorted. This cam is adjacent to a drive disk 46 that is connected in a manner that is less distorted by a spring 47 having a plate cam 41 and a spindle 14. . The control element 48 may be used to shift the plate cam in the axial direction so that rotation of the shaft 42 is imparted to the spindle 14 with variable rotational speed and direction of rotation. The convex disk 46 coupled to the spring 47 further enables a variable contact pressure between the plate cam 45 and the disk 46 to be achieved.

Such an arrangement utilizes the energy required to adjust the ring 7 via the overall transmission, so that no cost and additional energy source need be supplied. The only requirement for low control energy or force is to adjust the plate cam 45.

Although another adjustability 97 is shown in FIG. 4, such a variant is also a very cost effective design. In this embodiment too, the ring 7 is only guided on the side by the holding device 98. Since the ring is provided on the input side, in the selected drawing, the ring 7 first passes through the gap between the cones 4 and 5 and then advances from the holding device 98 and then back to the holding device 98 again. Around the cone 5. Since the holding device 98 is mounted at 99 on the spindle and is wrapped in a ring with sufficient play, the holding device can shift the angular position of the rotation axis from the plane formed by the conical shaft, and thus The movement of the holding device 98 is moved and tracked to be self-propelled. As an alternative to the play of the holding device 98, with respect to the adjusting device 99 designed as a spindle and guiding the ring essentially without backlash, the latter may be provided with the degree of freedom of rotation of the drawing of FIG.

If the ring 7 is designed to have a torque perpendicular to the axis of rotation, a holding device may be provided that guides the ring 7 only on one side of the adjacent piece 100 so that the torque can be adjusted according to the desired shift. In order to react and leave the ring, the latter axis of rotation starts to move separately out of the plane formed by the conical axis until it reaches the guide device. Gradually realigning or turning towards the ring twists the axis of rotation of the ring, so that the latter moves away from the guide device until it no longer tracks and turns the axis of rotation under its own torque until it reaches the guide device Rotate again.

With the latter configuration, the ring 7 has a particularly high tolerance, which makes it possible for it to move very independently, stabilizing itself and minimizing friction losses.

The friction ring 7 in these exemplary embodiments may also be held essentially in a known manner in the cage portion 90, which is fitted with an adjustment bridge 91 as shown in FIG. Turn around. The adjustment bridge 91 of the exemplary embodiment of the present invention relative to the prior art cannot be freely actuated when the angle of the cage part 90 changes, but is a spindle that pivots the casing 32 via the actuator 93. Limited to 94. In this case, sufficient play is provided between the actuator 93 and the adjustment bridge 91. However, when the actuator 93 is shifted by this, the angular position of the cage 90 first changes, and the ring 7 corresponds to the rotation axis accordingly. And then the movement of the actuator 93 is tracked.

Since the angular position of the ring 7 that shifts by self-induction is important, a spring 95 is provided between the casing 32 and the cage part 90 for the purpose of applying a compressive stress to the angular position of the cage part 90. This prevents the play between the adjustment bridge 91 and the actuator 93 from causing an undesirable angular position change in the cage portion 90 as schematically shown in FIG.

Furthermore, the casing 32 has end stops 96 (see example in FIG. 7) against which the adjustment bridge 91 hits, which end stops align the ring 7 parallel to the conical axis with respect to the axis of rotation. Arranged to prevent further movement. As a result, if there is a malfunction in the ring position device, it is possible to cope with the overall destruction of the transmission. In this regard, a sensor may also be provided to display the corresponding position of the adjustment bridge 91.

The transmission arrangement of FIG. 11 also has two rotating, opposing, coaxially arranged cones 91, 92 that are operatively coupled by a friction ring 93, but between the exterior surfaces of the cones 91, 92. May be shifted along the gap left behind to achieve various transmission ratios. In such a configuration, both the drive cone 91 and the output cone 92 may be coupled to the main output shaft 95 via a synchronizer 94, which itself is connected to the main differential of the vehicle via a pinion 96. Mesh with 97. In such a configuration, the drive cone 91 and the output cone 92 are coupled to the main output shaft 95 when the number of inversions in the rotational direction is the same, so that the synchronizer 94 directly ensures the number of inversions in the rotational direction. Can be. With this configuration, it is possible to realize forward and reverse gears in a manner that minimizes the number of modules and thus is extremely cost effective. Reversal in the direction of rotation can be selectively achieved by engaging a toothed wheel or rotating belt between one of the cones 91, 92 and the synchronizer 94, so that such a configuration is necessary. Sometimes it is possible to establish reversal in a cost-effective manner using a first gear or overdrive. Depending on the direction of rotation of the drive, the pinion 91a or 92a and the wheels 91b and 92b are directly connected via a belt arrangement or intermeshing. It should be further understood that a rotational direction changing toothed wheel is provided between the pinion 96 and the main differential 97.

The synchronizer is preferably in the starting position or in the central position, so that the cones 91, 92 are freely operable. As a result, the friction ring 93 or other connecting element can be adjusted even when the vehicle is idling.

The configuration shown in FIG. 11 provides forward and reverse gears in a cost-effective manner, particularly using reversal of the rotational direction of the conical friction ring transmission. In this respect, it is suitable for all other continuously adjustable transmissions that reverse the direction of rotation.

Further, the configuration shown in FIG. 11 has respective drive units and output side transmission elements in the same manner as the configuration according to FIGS. 1 to 10, whereby the friction ring transmissions 91, 92, 93 having a conical torque. It may be relayed around.

The drive train shown in FIG. 12 also has a continuously adjustable transmission section in the form of a conical friction ring transmission 40, similar to the exemplary embodiment according to FIGS. The power divider 41 is distributed to the drive device side, and the power divider 42 is distributed to the output side. In this case, the first gear 43 is connected in parallel to the conical friction ring transmission 40 via power dividers 41 and 42, the latter being synchronized on the drive side as already described above and selected Alternatively, the friction couplers 44 and 45 may be connected in the drive device row between the drive device 45 and the output unit 47.

The exemplary embodiment shown in FIG. 13 illustrates a coaxial arrangement of the drive and output, but achieves the coaxial output of both the conical friction ring transmission in a continuous transmission. This results in a relatively low casing load on the one hand and allows for a compact design on the other hand, but in particular in such exemplary embodiments the output shaft 50 is driven by a conical friction ring transmission 52. It is preferable to press down via the cone 51. This configuration is also preferred for other continuous transmission types, particularly electronic engines, and the output shaft may also penetrate the rotor shaft of the electronic engine in the latter.

In this regard, the engine (not shown) of the exemplary embodiment uses the drive 53 to power the drive cone 51, which itself affects the output cone 55 by the friction ring 54. The latter is effectively mounted on the output shaft 50 by the pinion 56 and connected to the output wheel 57.

The transmission shown in FIG. 14 is similar in design, but its casing 60 is located in the casing 61 of the electronic engine. The rotor shaft 53 is also hollow in such an exemplary embodiment, but the output shaft 50 passes therethrough. However, the output pinion 56 meshes with the drive wheel 58 of the differential 59 and is itself connected to the two-part drive shaft [sic] 50. Since the toothed wheel has to be provided at this location anyway, this configuration is very small.

In addition, this arrangement also has a planetary gear 62 between the motor and the continuous transmission to reduce the torque and not overload the continuously adjustable transmission.

In particular, the conical friction ring 80 is shown in FIG. 15 with respect to the configuration according to FIGS. 12, 13 and 14, which realizes a very small reverse gear, but the transmission 80 interacts with the ring 83. Have two cones 81 and 82. Further, the normal cone region (D), the cone 82 has a counter-rotating region, which in this exemplary embodiment is converted by a conical ring 83 that operates around the planet 85, and then the interior of the transmission casing 86. The inner side of which rotates the conical shaft 87 of the cone 82. In this way, the conical ring 84 rotates in the opposite direction as the rest of the cone 82. Furthermore, the cone 82 has a neutral region (N) with a ring portion 88, which itself pivots freely on the conical shaft 87.

In such a configuration, the friction ring 83 may first be shifted from the main region (D) of the cone 82 to the neutral region (N), and the conical ring 88 is rotated by the main cone 82 and the friction ring 83. May be adapted. When the friction ring 83 is further shifted toward the counteracting region (R), the other region exits from the main region (D), so the rotational direction of the neutral region (N) adjusts the rotating direction of the counteracting ring 84 Is possible. In this way, a very small reverse gear is realized.

Such a reverse gear 80, or a device equipped in a known manner in the opposite direction of rotation, may be particularly advantageous in the exemplary embodiment illustrated in FIG. This causes the output shaft 47 to stop via the conical friction ring transmission 40 when the power source and / or speed divider 41 or adder 42 are properly coupled and the correct transmission ratio is selected, and the shaft This is because 43 can be rotated. In this way all driving states in the vehicle, such as reverse, forward, and neutral, are realized without any conversion device or further coupler, but the coupler or other conversion stage is actually, for example, full load or continuous Provided for further driving situations such as driving.

Two transmission paths 101, 102 selectively connected to the drive train via a synchronized shift transmission 123 or cone coupler 134 are provided in the configuration shown in FIGS. Essentially corresponds to the configuration according to FIGS. 1 to 10 and therefore need not be repeated. The first transmission path 101 again has a conical friction ring transmission with two opposingly arranged cones 104, 105, with a gap 106 between the cones 104 and 105. The friction ring 107 is operated to enclose the cone 105. In order to allow the transmission of torque by the conical friction ring transmission, the cone 104 has a pressurizing device 108 and the two cones 104 and 105 are connected to the reinforced bearing 109 under the application of variable contact pressure. 110 in a known or previously described manner. For this purpose, the pressure device has two rolling elements 117 and guide elements 118 and 119, which are reinforced with plate springs 120 and expand as a function of torque, as will be described later, and correspondingly the bearings 109, 110. Torque-dependent contact pressure is applied as a result of the pressure device 108 adjacent to.

As is particularly apparent from FIG. 16, the reverse gear includes a drive wheel 124 with which the transmission path 102 branches off from the main transmission path. The intermediate wheel portions 130 and 133 may be connected by supplying power to the control gear 125 and synchronizing the shift transmission 123 with the pinion 126, and directly mesh with the external wheel 127 of the main differential portion 115. The overall configuration is very small in design, and in order to make it even smaller, a synchronous shift transmission allows the drive wheel 124 to be coupled to the drive shaft 121 and directly meshes with the external wheel 127.

In addition to the reverse gear 102, the configuration includes a forward gear realized by the continuous transmission 101. The forward gear is connected to the outer wheel 127 by a pinion 129, and thereby connected to the reverse gear 102, and is engaged and released via the connecting portion 134. As is evident directly, the partial transmission paths 101 and 102 rotate freely even when the respective transmission elements are not coupled.

As already mentioned above, the pressure device 108 acts on the coupler 134. The mode of operation is best tracked based on FIGS. As illustrated in FIGS. 20 and 21, the pressure device 108 can be expanded as a function of the transmitted torque. In this case, FIG. 20 shows a configuration with high torque and thus high contact pressure, while FIG. 21 shows a configuration with low contact pressure. Torque-dependent contact pressure occurs essentially when the holding element 119 is adjacent to the reinforced bearing 109 via the counter element 150 and the drive shaft 151. The output pinion 129 is also placed on the shaft 151. Furthermore, the shaft 151 is mounted radially on the centering element 153 by means of needle bearings 152. The output cone 104 transmits torque to the output pinion 129 by means of a toothed wheelwork 154 (see FIG. 22) and 155.

In the pressurizing device 108, these torques shift the sphere 117, so that the contact pressure can be varied in a desired manner, as is apparent in FIGS. As can be seen directly from FIGS. 20 to 22, the two elements 119 and 150 are adjacent to each other via conical surfaces 156 and 157, respectively. (See FIG. 22) The two conical surfaces 156, 157 ultimately form an effective coupler 134 that is sealed by the pressure device 108. To open the coupler 134, the overall configuration has a casing sealing cylinder 158 that includes a piston 159 that can be compressed by a hydraulic line 160. The piston 159 is attached to the holding element 119 via an axial bearing 161 and a holding element 162. If the piston 159 is compressed, the element 150 of the coupler 134 releases the pressure device 108 from exposure to contact pressure. This is because when the coupler 134 is opened, torque is no longer transmitted and thus the pressure device 108 is released, i.e. this is the pressure used to open or open the coupler 134. Means it can be very weak. When the coupler 134 is in an open state, the gap 163 remains between the conical surface portions 156 and 157 as is apparent from FIG. It should be understood that other means including piston 159 and hydraulic pressure 160 may be used to release element 119 and open coupler 134. In particular, any means for adjoining the element 119 to the overall transmission casing may be made where the enclosure of the coupler 134 is appropriate.

The arrangement shown in FIGS. 20-22 is particularly characterized in that the piston 159 does not rotate as well, allowing for a cost-effective seal.

The feature of the arrangement is in particular that no further device is required to close the coupler. Furthermore, the closing force is dependent on the transmitted torque and increases with the latter, since the pressurization device is correspondingly attached.

Each of the configurations shown in FIGS. 23 and 24 includes a conical friction ring transmission 201 connected in series to a reverse gear 202. In these exemplary embodiments, the conical friction ring transmission 201 is essentially similar in terms of structural design, each having an input cone 203 and an output cone 204 arranged axially. ing. These cones are parallel to each other in the axial direction and face each other, and between the two cones the friction ring 205 shifts in the gap 206 so that the variable transmission ratio is a function of the position of the friction ring 205. It may be set. The friction ring 205 wraps the drive cone 203 in these exemplary embodiments, while the output cone 204 holds the output pinion 207. It should be understood that the conical friction ring transmission also has a different design according to the particular configuration.

In the exemplary embodiment of FIG. 23, output pinion 207 directly engages module 208, which pinion holds sun wheel 209 of planetary gear 210. In FIG. 24, the illustrated configuration also includes a planetary gear 211 having a sun wheel 212 that is powered by an output pinion 207. Supply is by a wheel 214 that rotates with the belt 213 and the sun wheel 212. Any known belt or chain configuration that can permanently secure a fully reliable power transmission may be used as the belt 213.

Planetary gears 210 and 211 have planetary wheels 215 and 216, respectively, which are meshed on the one hand with the respective sun wheel 209 or 212 and on the other hand with the respective outer end 217 or 218.

In the embodiment according to FIG. 23, the outer wheel 217 is directly connected to the rotating frame 219 of the differential section 220. In such a configuration, the planetary gear 210 and thus the reverse gear 202 are placed directly on the differential section 220. As a result, the number of transmission elements in the drive unit is minimized, so that the design is much smaller and the efficiency is very high. It should be understood that the reverse gear 202 disposed directly on the differential 220 is advantageous for its compact design, regardless of the further features of the present invention. Further, the configuration in which the output pinion 207 is directly meshed with the input wheel of the reverse gear, and the output wheel of the reverse gear is directly connected to the rotating frame of the differential unit is advantageous for a conventional automobile engine. However, this is because the direction produced by the conical friction ring transmission is reversed, and such a configuration requires only a minimal number of transmission elements, which makes it extremely efficient.

On the contrary, the outer wheel 218 in the embodiment according to FIG. 24 is connected to the output wheel 221, rotates with the latter, and meshes with the frame 222 of the differential section 223. The direction reversal caused by this is offset by the belt arrangement 213, but the reverse gear is arranged on or around the intermediate shaft 224 in the exemplary embodiment according to FIG. The advantage of the configuration of the intermediate shaft 224 compared to the configuration direction on the differential 220 proposed in FIG. 23 is that the overall configuration according to FIG. 24 is more flexible in terms of spatial configuration. It can be configured as follows. This is particularly advantageous in an environment where the third module limits the spatial situation in close proximity to the differential section. It should be understood that the placement of the reverse gear on the intermediate shaft 224 is particularly advantageous regardless of the further features of the present invention for reversing the resulting direction. The latter is especially true when using conical friction ring transmissions for overseas engines with opposite rotation directions. In such a case, the belt configuration 213 need not be used and the pinion 207 can mesh with the rim 214. Furthermore, it is advantageous for the output cone 204 to be configured directly with the shaft 224, so that the output pinion 207 and the belt configuration 213 are completely omitted.

Further, as those skilled in the art will appreciate, the propulsive force from the conical friction ring transmission 201 is also the other of the reverse gears in place of the outer wheels 217 and 218 or the sun wheels 209 or 212. The transmission element may be used. Further, the reverse gear output need not necessarily be made via the outer wheels 217 and 218. Rather, a sun wheel or other transmission element may also be used for this purpose.

In order to ensure that the “advance” and “retract” states in the exemplary embodiment shown in FIGS. 23 and 24 are operatively reliable, a respective locking system is provided, whereby the transmission Elements, in particular the planets 215 and 216, are held, and in these exemplary embodiments the frame 225 or 226 that rotates with the planets may be held firmly. A locking system is also provided to allow the two transmission elements of planetary gears 210 and 211 to be positioned relative to each other. In this case, the sun wheel 209 and the outer wheel 217 are selectively fixed to each other in the exemplary embodiment according to FIG. 19, and the outer wheel 218 and the rotating frame 226 of the planetary part 216 are shown in FIG. Thus, in the exemplary embodiment, they are selectively secured to each other.

Variable fixing systems such as couplers, main brake parts or synchronizers may be used to fix the transmission elements on the casing or against each other. In the illustrated exemplary embodiment, three have been described by way of example, but these may be modified without any problems based on specific requirements.

In the exemplary embodiment according to FIG. 23, the frame 225 of the planetary part 215 is fixed by an electromagnetic brake 227 that can selectively decelerate the brake pinion 228 and mesh with the frame 225 of the planetary part 215. Therefore, the brake is activated to change the direction of rotation in this configuration, and the distance or speed of movement of the outer taper is relative to the sun wheel 209 and the outer wheel 217 until it finally stops and then changes direction. This is consistent with the deceleration of the frame portion 225.

Although the outer wheel 217 and the sun wheel 209 are fixed by a brake, they also fix the planetary wheel 215 facing the outer wheel 217 and the sun wheel 209. In this state, the planetary gear 210 operates with very low loss, so it is preferable to select this state as the forward gear. It is clear that within the forward gear a brake part corresponding to the brake 229 may also be provided between the frame 225 and the sun wheel 209 and / or for example on the outer wheel 217. It is also sufficient to prevent only the rotating part of the planetary part 215 facing the frame 225 and stop the planetary gear 210 itself so that it can rotate as a whole.

In the exemplary embodiment according to FIG. 24, selective locking with the synchronizer 230 is made, which is used to hold the planet 216 and selectively use the outer wheel 218 or the exemplary implementation. In the form, it may be used to synchronize the frame 226 that rotates together with the fixed wheel 231 held in the casing 232. The mechanism that occurs here corresponds to the mechanism already described in the exemplary embodiment according to FIG. 23, and the frame 226 may also be synchronized with the sun wheel 212 instead of the outer wheel 128. Please understand that.

The continuously adjustable transmission shown in FIG. 25 has an input cone 301 along two output cones 302, 303, which cones each have an input cone 301, They are connected by friction rings 304, 305 that rotate around each of 303. Continuous shifting of the partial transmissions 306 and 307 formed by the cones 301 and 302 or 301 and 303 by shifting the friction rings 304 and 305 along the two gaps existing between the cones 301, 302 and 303 Can be adjusted.

The two partial transmissions 306 and 307 or the two output cones 302 and 303 are connected to the output shaft 309 from the output side by a pick-off gear 308. In the exemplary embodiment according to FIG. 25, the pick-off gear 308 comprises a planetary gear having an external rim 311, a planetary wheel 312 and a sun wheel 313. The outer rim 311 is firmly held by the other rim 314 and meshes with a pinion 315 disposed on the output shaft 316 of the cone 303. The sun wheel 313 is also held firmly on the wheel 317 and rotates with the latter, but meshes with a pinion 318 disposed on the output shaft 319 of the cone 302.
The planetary wheel 312 is further attached to a frame 320 that is coupled to the output shaft 309 and rotates with the output shaft 309 and the planetary wheel 312. Thus, the pick-off gear 308, where the speeds of the pinions 315, 318 or the output cones 302, 303 are summed, calculates the overall speed of the shaft 309 according to the transmission ratio and the position of the friction rings 304, 305. Assuming that the friction rings 304, 305 are in the same position, for example, the output cones 302, 303 are at the same speed, the planetary wheel 312 performs its natural rotation in the frame 320 and the outer rim 311 and the sun wheel 313. It is preferable to select the transmission ratio so that it only rotates with it. According to such an embodiment just during continuous operation, it is possible to minimize losses. A coupler 321 is also used to minimize losses, but this coupler allows the output shaft 309 to be directly coupled to the drive cone 301 by a transmission in certain embodiments, for this reason 2 The two partial transmissions 306, 307 are particularly high and can be bridged at a relatively uniform speed. However, this not only makes it impossible to take advantage of the continuously adjustable transmission, but such a continuously adjustable transmission results in unnecessary losses.

As will be readily apparent, the pick-off gear 308 accelerates the two cones 302, 303 and functions as a torque scale for the torque applied to the cones 302, 303.

Since the exemplary embodiment according to FIG. 26 essentially corresponds to the exemplary embodiment according to FIG. 25, modules that operate in the same way are also similarly numbered and similar Functionality is not repeated. To expand the exemplary embodiment according to FIG. 25, the exemplary embodiment according to FIG. 26 has a fixed coupling 322 on one side, but with this coupling the rotating frame of the planetary wheel 312. 320 is fixed to the outer rim 311, and one has a fixed coupler 323, which has a frame 320 and an output shaft 309 fixed to a fixed coupler casing (details not shown). Also good. The first coupler 322 is used to stop its original rotation of the planetary wheel 312 under certain driving conditions, thus avoiding losses due to the planetary wheel 312 and against the outer rim 311 and the sun wheel 313. The casing 320 rotates along the shaft 309. A second coupler 323 is used to secure the planetary wheel 312 in place but to ensure that it can rotate about its axis. This arrangement is specifically provided for interaction with the transmission, where the transmission is also designed in such a way that the outer rim and the sun wheel 313 can rotate in opposite directions or actually rotate. . This can also be achieved, for example, with a further inserted toothed wheel or a separate reverse gear in the transmission path between at least one of the partial transmissions 306, 307 and the pickoff gear 308. In such a configuration, the pick-off gear 308 may be actuated via the two partial transmissions 306, 307 in such a way that zero speed is provided to the shaft 309 as the drive cone 301 rotates. In such a state, the transmission may be fixed at a desired position using the coupler 323. In such a configuration, the output shaft 309 can be started by simply shifting the friction rings 304, 305 or adjusting the partial transmissions 306, 307.

The configuration shown in FIG. 27 also essentially corresponds to the configuration according to FIG. In this regard, the partial transmissions 306, 307 in both configurations are the same. Only the pick-off gear 308 has a different design in the configuration according to FIG. 27 than in the configuration according to FIG. For this reason, neither detailed description of the component match nor the operating modes herein is given.

In the continuously adjustable transmission shown in FIG. 27, the output shaft 309 is directly connected to the outer rim 324 of the planetary gear and rotates together. Further, the planetary wheel 312 is mounted on a frame 325 that rotates simultaneously with the planetary wheel 312 and the wheel 326, where the wheel 326 meshes with a pinion 315 on the output shaft 306 of the cone 303. Conversely, the sun wheel 313 is coupled to the wheel 317 and meshes with a pinion 318 on the output shaft 319 of the cone 2 as in the exemplary embodiment according to FIGS.

The transmission 308 shown in FIG. 27 thus acts as a pick-off gear, and accelerates or decelerates the two partial transmissions 306 and 307.

The configuration shown in FIG. 28 also corresponds to the configuration shown in FIGS. 25 to 27 in the partial transmissions 306 and 307. Basically, only the design of the gear 308 is different. In this case, the pick-off gear 308 is driven by conical wheels 327 and 328, which are located on the output shafts 316 and 319 of the cones 303 and 302, respectively. For this purpose, the conical wheels 327 and 328 mesh with the conical wheels 329 and 330, which in turn are differentially fixed conical wheels 331 and 332 that rotate around their own axes. Connected. The output of the transmission according to FIG. 28 is via a toothed wheel 310, which is connected to the axial bearings of the rotating conical wheels 333 and 334 of the differential part, and then to the differential part. It meshes with a conical wheel 331 or 332. As will be readily apparent, such an arrangement also provides a pick-off gear.

In the basic configuration, the exemplary embodiment according to FIG. 29 corresponds to the exemplary embodiment according to FIG. 28, so that the pick-off gear 308 is again formed essentially by the differential 335. This differential, however, drives an output shaft 309 having an output wheel 336 via a conical wheel 337. Further, the output wheel 336 meshes with a conical wheel 338, which may then be coupled by a synchronous coupler 339 having a drive cone 301 so that both partial transmissions 306, 307 are required when necessary. May be bridged. Further, the output shafts 316, 319 of the output cones 302, 303 may be selectively coupled in this arrangement to the conical wheels 342, 343, 344, 345 via synchronous couplers 340 and 341, and then the cone. Meshed with a shaped wheel 346 or 347, each connected to a conical wheel with a differential section rotating around a fixed axis. The couplers 340 and 341 make it possible for this reason to easily change the direction of rotation of the partial transmissions 306, 307, so that the transmission according to FIG. 29 has a highly variable transmission behavior.

It is understood that continuously adjustable transmissions other than the illustrated conical friction ring transmissions 306, 307 may also be advantageously used as partial transmissions for continuously adjustable transmissions according to the present invention. I want you to understand. As can be seen directly from FIGS. 25-29, the partial transmissions 306, 307 defined by the respective conical axes 348, 349, 350, each aligned parallel to one another, are shown in the partial transmission plane in the drawing. Have In this way, these transmissions can be provided, for example, under the load surface, so that they have a very flat design and are particularly suitable for use on ordinary or light trucks. This suitability is further enhanced when the transmission of the present invention is operated with good efficiency, since extremely high contact pressure is avoided by using two partial transmissions. This is because two partial transmissions are used at a similar higher torque with a modern diesel engine.

As already shown on the basis of the exemplary embodiment according to FIGS. 25 to 28 and illustrated by the example with reference to the exemplary embodiment according to FIG. The transmission of the partial transmissions 306, 307 acts on the pick-off gear 308. In particular, a reverse gear or a transmission part that changes the direction of rotation is advantageous in this respect. A related alternative method of partial transmission 80 has already been outlined above by way of example in FIG.

The force flow may be reversed in the transmission, shown in FIGS. 25-29, so that output elements 309, 310 function as input elements and input cone 301 functions as an output cone. I want you to understand.

As can be seen from FIGS. 1, 9, 13, 14 and 19 to 22, the continuously adjustable transmissions illustrated therein are sealed against their bearings by gaskets 70. Has been. (Only numbered in the example). As already known from the prior art, this creates a separate fluid space in which the cones and connecting elements are arranged. In these exemplary embodiments, “silicone oil” is preferably used as the fluid, and the phenyl group is a polydimethylsiloxane having a viscosity of about 10 mol% to 30 mol% and a viscosity of about 200 mm 2 / S at 250 degrees. The methyl group is substituted in a preferred manner. On the other hand, for use, any fluid that is stable in terms of temperature dependence of physical and chemical parameters with respect to temperature dependence of mineral oils may be used and / or temperature dependent pressure gradient or temperature dependent. A viscosity gradient can be found between the gradient of mineral oils and the gradient of silicone oils.

In FIG. 30, the temperature dependence of the exemplary fluid or the aforementioned fluid is shown in logarithmic form, where white line 89a means mineral oils and white line 89b means silicon oils. is doing. Under operating conditions, these fluids ensure the formation of gaps, but these gaps are conical 4, 5; 51, 55; 81, 82, 91, 92, 104, 105, 203, 204, 301, 302, 303 and the connecting element 7; 54, 83, 93, 107, 205, 304, 305, which are bridged by the fluid. The presence of such a gap, for example in the case of metal elements, may be detected by an electrical pressure gauge, and experience has confirmed that the gap is only formed after several rotations, ie after the fluid has been dispensed. Therefore, appropriate compressibility and viscosity should be selected in relation to the gap size. In this case, the reinforcing device or pressurizing device is dimensioned to maintain the corresponding gap under operating conditions.

Ensure uniform surface pressure in different transmission paths and thus variable radii of cones 4, 5; 51, 55; 81, 82, 91, 92, 104, 105, 203, 204, 301, 302, 303 For this purpose, the transmission surfaces 12 of both cones are preferably provided with a variable axial configuration. In these exemplary embodiments, the configuration is realized using grooves (not shown) of different widths. Alternatively, an axial variable surface roughness or the like may be used.

In the same manner, the surface of the friction ring 7 illustrated by taking FIG. 31 as an example based on the friction ring 71; 54, 83, 93, 107, 205, 304, 305 are provided with grooves, and the cone 4 5; 51, 55; 81, 82, 91, 92, 104, 105, 203, 204, 301, 302, 303 and friction ring 7; 54, 83, 93, 107, 205, 304, 305 It is preferable to influence the shearing force of the fluid remaining in the gap. The friction ring 71 has two rotating surfaces 72, 73, each of which has a cone 4, 5; 51, 55; 81, 82, 91, 92, 104 as described on the basis of the friction ring 7; 54. , 105, 203, 204, 301, 302, 303 interact. The surface portions 72, 73 here have different surface shapes. For example, the trapezoidal mesh 74 of the ring 71 (see FIG. 31 b) is particularly advantageous because it can be held particularly well on the rest of the ring 71. Cumulatively or alternatively, a spherical groove input (see FIGS. 31b and 31c) may be provided to avoid inward brim formation on opposing surfaces. Such a spherical groove input portion 75 also appears to be advantageous in terms of oil film or surface pressure distribution. Conversely, the spherical groove base (see 76, FIGS. 31b, 31c and 31d) allows a notch effect under load in the groove base. An essentially square mesh 77 (compare FIG. 31c) may also be provided. As shown in FIGS. 31d and 31e, a spherical cross-section outward projection 79 may also be used. In this case, a different groove configuration is also advantageous irrespective of the further features of the present invention.

Such grooves may be used on both the cone and the friction ring surface in a similar or variable manner, according to certain embodiments. In particular, the distribution of the groove portion or the net portion may be changed with respect to the surface portion, particularly in the axial direction. Thus, for example, the surface pressure or surface pressure distribution along the cone may also be varied or appropriately adjusted and / or the oil film thickness may be adapted. In particular, the groove cross section determines the amount of oil spillage from the contact zone of each transmission element.

Furthermore, the friction ring has a spherical cross section, so that as large a contact surface as possible can be realized, regardless of the presence of gaps under Hertz stress.

The conical friction ring transmission shown in FIGS. 32 and 33 has two conical friction wheels 403, 404, which are radially spaced apart and arranged on two parallel axes 401, 402 opposite each other. And have the same cone angle. A friction ring 405 is placed between the conical friction wheels 403 and 404 to fill the gap, and the conical friction wheel 403 is wrapped and held in the cage portion 46.

The cage portion 406 includes a frame configured by two cross heads that take in two parallel shafts 409 and 410. These shafts 409, 410 are arranged in parallel to the shafts 401, 402 and at the same time in parallel to the generatrix of the frictional conical wheels 403, 404 which are inclined to the cone angle, each having two opposing rollers with guide rollers 413. An adjustment bridge 411 having a shaft neck 412 is held. Guide rollers 413 engage the friction ring 405 on both sides and provide the axial guidance required by the ring.

The central part of the cross beam 407 has a vertical rotation axis 414 around which the entire cage part 406 can pivot. For this purpose, the lower transverse girder 408 is connected to an engaging transverse feed drive 415 and an adjustment drive 416 such as an adjustment motor or an adjustment drive according to FIG.

In such exemplary embodiments and the remaining described exemplary embodiments, the axis of rotation 414 lies in the plane determined by the axis of rotation of the conical friction wheels 403, 404. The axis may also be placed in a plane parallel to this plane, or it may intersect at an acute angle with the plane described first.

As the cage portion 406 pivots at multiple angles, the friction drive induces an axial shift of the adjustment bridge 411 and thus a change in the transmission ratio of the conical friction wheel. For this, a very low energy consumption is sufficient.

To introduce compressive stress, the lateral drive 415 has a spring 417 that exposes the cage portion 406 to compressive stress. The compressive stress is generated when the malfunction occurs in the adjustment drive device 416 or the electronic device that supplies power to the adjustment drive device 416 causes the cage portion 406 to rotate around the rotation shafts of the conical friction wheels 403 and 404. Rotate reliably at an adjustment angle defined with respect to the plane determined by. As is well known, the rotation of the two conical friction wheels 403, 404 caused by this turning causes the friction ring to move around the conical surface.

The spring 417 is set to ensure a defined angle, and thus a defined travel speed or adjustment speed, so that the drive motor is not overloaded in the event of a system failure with respect to the adjustment drive 416.

In such an exemplary embodiment, the adjustment bridge 411 is also provided with a commissioning gradient 418 corresponding to a wedge 419 held by a spring 420 in the transmission casing. The spring 420 exerts a reaction force against the force of the spring 417 so that if an element in the adjustment drive 416 or other adjustment device fails, the friction ring is in a defined safety transmission path. Hold. This configuration or spring 417 may be omitted in other embodiments.

The springs 417, 420 of the exemplary embodiment are selected so that the friction force of the adjustment drive 416 or conical friction wheels 403, 404 can overcome the springs without problems.

The transmission shown in FIG. 34 essentially corresponds to the transmission according to FIGS. 32 and 33 and does not require any detailed description. Such a transmission also has two conical friction wheels, only one of which is shown in dashed lines as a conical friction wheel 421. Such a transmission also includes a cage portion 422 that holds an adjustment bridge (not shown) for a friction ring (not shown) and pivots about a rotating shaft 423. In such an exemplary embodiment, the axis of rotation 423 is disposed at a height that is approximately the same as the conical center point of the conical conical friction wheel 421.

This arrangement also includes an adjusting device having adjusting means and operable with a safety device in the form of an adjusting motor or hydraulic actuator or similar drive. In this case, the safety device has a spring 424 on one side, but this spring is retained in the transmission casing 425, and if no power is supplied to the other operable adjustment device for any reason, the conical friction wheel 421. A compressive stress is applied to the cage portion 422 so as to shift at an obtuse angle with respect to the axis. As a result, this causes the cage portion 422 to be under compressive stress in normal operating conditions.

Starting from the exemplary embodiment shown in FIGS. 32 and 33, such a configuration has a stop 427 attached to a spring 426. When the friction ring is actuated against the stop 427, the spring 426 generates a reaction force so that the cage portion 422 is set against the force of the spring 424 so that the friction ring does not deviate the defined safety transmission path. Move.

The configuration according to FIG. 35 essentially corresponds to the configuration according to FIG. 34 except that the stop 427 is omitted. For this reason, similar numbers are also used in this exemplary embodiment.

With the particular configuration of such exemplary embodiments, the cage portion 422 can, on the other hand, function as a stop. On the other hand, this cage part rotates the friction ring around an axis mounted on a plane determined by the rotational axis of the conical friction wheel by the rotational movement of the two conical friction wheels. At the same time, it has been found that torque is applied through appropriate adjustment of the ring surface of the friction ring arranged perpendicular to the gap between the conical friction wheels. Torque is obviously caused by the variable contact surface between the friction ring and the respective conical friction wheel and the different radii of these contact surfaces, the direction of rotation depending on the direction of rotation of the conical friction wheel Is.

As a result of the torque, the unguided friction ring tends to move in a particular direction along the gap between the two conical friction wheels. This is especially true for friction rings guided through the cage part or adjustment bridge, but only if the cage part or adjustment bridge operates sufficiently smoothly or is mounted without exposure to forces. .

According to the particular configuration of the friction ring surface, this moment varies with the strength along the adjustment path.

In the embodiment shown in FIG. 35, the spring 424 is selected such that the force applied to the spring cancels out the speed torque defined on the particular transmission path and is then used as a safety transmission path. Also good. Since the torque applied by the friction ring is dominant in force over the opposite safety transmission path, the friction ring moves toward the safety transmission path, while the force applied by the spring 424 is dominant over the other side. Therefore, also in this point, the friction ring moves toward the safety transmission path. FIG. 35 shows an example of the safety transmission path 428.

FIG. 36 shows a specific conversion of the exemplary embodiment schematically shown in FIG. This case relates to a corresponding transmission of the kind used in the rear wheel drive of a motor vehicle. A fluid coupling or hydraulic converter 430 is disposed in front of the actual conical friction ring drive 429, and a planetary gear 431 is disposed behind the conical friction ring transmission 429. The output shaft 432 simultaneously forms the shaft of the drive conical friction wheel 433, which uses the friction ring 434 to drive the output conical friction wheel 435, which output shaft 436 is on the transmission output shaft 439. Engage with a freely rotating toothed wheel 440 mounted. The transmission output shaft 439 is incorporated into the latter in a freely rotatable manner in alignment with the same plane of the shaft 432.

The pinion 441 joined as a single piece with the toothed wheel 440 forms the sun wheel of the planetary gear 431. The latter meshes with a planetary toothed wheel 442 that is held by a planetary support 443 capable of operating around a transmission output shaft 439. The planetary support 453 has a cylindrical shoulder that takes in the field spider 444, which spider meshes with the planetary toothed wheel 442 and is held firmly on the transmission output shaft 439 by the longitudinal toothed wheel device 445. Yes.

The planetary gear 431 is also provided with a layered coupler 446 to couple the transmission output shaft 439 with the hollow wheel 444. Finally, the brake 446 is assigned to the cylindrical shoulder of the planetary support 443. When the laminar coupler is activated, the coupler triggers the front drive. When the brake 446 is engaged, the planetary support 443 is held, and the direction of the transmission output shaft 439 such as reverse drive is changed.

As is apparent from FIG. 36, the drive cone-shaped friction wheel 433 is encased in the friction ring 434, and its internal surface frictionally engages the transmission surface 415 of the drive cone-shaped friction wheel 433, and Its outer surface is frictionally engaged with the transmission surface 451 of the output conical friction wheel 435.

The two conical friction wheels 433, 435 may vary in diameter as shown, which can save one conversion stage during subsequent output when required. In other words, the two conical friction wheels 433 and 435 may be hollow for weight because only the outer surface is necessary.

The friction ring 434 is held by a cage portion 422 that rotates around a rotation shaft 423 at a point 452. The cage part 422 takes in two parallel axes 453 and the gradient angle thereof is equal to the conical angle of the conical friction wheels 433 and 435. The adjustment bridge 454 is guided on these shafts 453 and takes in the sliding friction ring 434.

The adjustment cage portion 422 is provided with an adjustment spindle 425 attached to the casing, and is connected to an adjustment motor or a magnet (not shown) as an operable adjustment device, and engages with the cage portion 422. The spring 424 is provided at the end of the cage portion 422 spaced from the adjustment spindle 455.

It should be understood that the adjustment bridge need not be designed as a bridge. Rather, respective modules that can shift parallel to the conical axis and guide the friction ring may be used in this respect. The same is true for the cage part which may be replaced by any other module holding the adjustment bridge. In other cases, the transmission also has a gasket 70 to separate the fluid space. Further gaps are provided between the cones 433 and 435 and in the friction ring 434 in this configuration and in this operating state.

As described above, the stop supported by the spring may not be used. For example, a rigid stop may be used instead, as illustrated based on the exemplary embodiment of FIG. In other cases, the structural design of such an exemplary embodiment essentially corresponds to the transmission design described above, and thus a detailed description in this regard is omitted. Again, the friction ring 460 encloses a conical friction wheel 461 and is attached by a cage portion having an adjustment bridge 462 and two shafts 463, which, like the exemplary embodiment described above, are rotating shafts 464. You may rotate around. The operating state and structural design of the transmission are essentially the same as the transmission shown in FIGS. 1-10, 32, 33, and 36. In contrast to the exemplary embodiment shown in FIG. 34, the transmission according to FIG. 37 does not have a stop to support the spring. In such an exemplary embodiment, a fixed stop 466 provided in the casing 465 is used to define a safety transmission path. In this case, the safety arrangement has means (not shown) for applying torque to the cage about the axis of rotation 464 in the direction of arrow 467. This may be a spring corresponding to the spring 424 shown in the exemplary embodiment of FIG. 30, or it may be a torque induced by a conical friction wheel or friction ring 460. When the stop 466 is reached, the torque 467 reacts so that the friction ring 460 is aligned at the correct angle with respect to the plane formed by the conical axis. If the reaction moment exceeds the torque 467, the friction ring 460 exceeds the torque 467, and the friction ring 460 comes out of the safety transmission path, so the reaction moment is reduced to zero and the friction ring 460 moves to the safety transmission path. The torque 467 to be activated becomes effective again.

The structure shown in FIG. 38 essentially corresponds to the structure according to FIG. 37, so that like reference numerals are used accordingly. However, the transmission of FIG. 38 has a stop portion 469 that can be adjusted by the spindle 468, which makes it possible to freely select a safety transmission path. As shown in FIG. 39, the stop 469 may be replaced by a support 470 that freely tracks the friction ring 460 that shifts during normal operation, and this stop 469 is only used for safety purposes. The friction ring 460 is adjusted or arranged. Such a support 470 may also be used as an additional holding device during normal operation to secure the friction ring 460 in a desired position in certain operating conditions. This makes it possible to set and maintain a constant transmission ratio in an operatively reliable manner, which is advantageous, for example, for an overdrive (high speed) or starting process.

It should be understood that such a stop is advantageous whether it is rigidly fixed to the casing or adjustable, or whether it is such an additional adjustment device or a holding device, irrespective of the further features of the present invention. . In addition, sensors, in particular electrical sensors, may be provided to obtain the final position of the coupling element. These sensors make it possible to obtain specific operating conditions, for example a transmission failure, in a fast and operatively reliable manner.

In particular, such a stop can interact with a cage portion or similar configuration instead of a friction ring or adjustment bridge. In particular, for example, such stops may also be used to define other transmission paths. Additionally, the exemplary embodiment adjustment bridge 462 according to FIGS. 38 and 39 can be guided in a limited manner along the corresponding stops and supports 469 and 470 via the spindle 468. In this case, sufficient play is provided between the actuators 469, 460 and the adjustment bridge 462, respectively, to shift the actuators 469, 470, first causing a change in the angular position of the cage portion, above which the ring 460 is placed. Shifts correspondingly on the rotation axis, and then follows the movement of the actuators 469 and 470.

Since the angular position for adjusting the ring 460 under its own force is very important, the compressive stress relative to the angular position of the cage part 463 is caused by the spring, for example between the casing and the cage part according to the configuration of FIG. So that play between the adjustment bridge 463 and the actuators 469, 470 does not result in unintentional changes in the angular position of the cage portion 463.

Further, in accordance with the configuration of FIG. 37, the casing 465 may be provided at end stops, which end stop is also against the conical axis relative to the axis of rotation of the ring 460 in the exemplary embodiment. So that they are aligned in parallel, so that no further movement occurs. Thereby, even if the ring positioning device fails, it becomes possible to cope with the failure of the entire transmission. At this junction, a sensor may also be provided to indicate the corresponding position of the adjustment bridge 462.

FIG. 40 illustrates another adjustment method for a cost-effective embodiment of the design. In such an embodiment, the ring 480 is only held on one side by the holding device 481. Since the latter is provided on the input side, in the selected figure the ring 480 starts with the holding device 481 and first passes through the gap between the cones 82 and 483 and then again around the cone 482 again with the holding device. Rotate until 481 is reached. Since the holding device 481 is mounted inside the spindle 484 and is encased in the ring with sufficient play, the latter can be shifted from the plane formed by the conical shaft to the angular position of the rotating shaft, thereby moving Thus, the movement of the holding device 481 can be naturally followed. As an alternative to the play of the holding device 481, with respect to the adjusting device 484 designed as a spindle and guiding the ring essentially without backlash, the latter may be provided with the degree of freedom of rotation of the drawing of FIG.

If the ring 480 is designed to have a torque perpendicular to the axis of rotation, a holding device may be provided that guides the ring 480 only on one side of the adjacent piece 485, so that the torque is adjusted according to the desired shift. To react and move away from the ring, the latter axis of rotation rotates separately out of the plane formed by the conical axis and begins to move until it reaches the guide device, but is gradually realigned or aligned with the ring. Heading twists the axis of rotation of the ring, so that it moves away from the guide device until the latter no longer tracks and rotates the axis of rotation again under its own torque until it reaches the guide device.

The latter configuration allows the ring 480 to have a particularly high tolerance, but this allows the latter to move very independently, stabilizing itself and minimizing friction losses.

FIG. 3 is a cross-sectional view of the first transmission taken along line IA-B-C-D-I in FIG. 2. Fig. 2 shows a schematic side view of the transmission according to Fig. 1. Fig. 3 shows a transmission adjusting device according to Figs. Fig. 4 shows another adjusting device. Yet another adjustment device is shown. Fig. 6 shows a schematic view of the preloading means of the adjusting device according to Fig. 5; FIG. 7 shows a schematic view of the end stop of the holding device according to FIGS. 5 and 6. Fig. 2 shows a schematic diagram of a transmission according to Fig. 1; 9 shows an enlarged view of the output cone of the transmission according to FIGS. FIG. 10 shows a plan view of the spring element of the pressure device of the transmission according to FIGS. Fig. 9 shows a schematic diagram of another transmission similar to Fig. 8; Fig. 9 shows a schematic diagram of another transmission similar to Fig. 8; Figure 2 shows a schematic diagram of another possible transmission with a coaxial drive and an output. FIG. 6 shows a schematic view of yet another transmission with a friction ring shown in two operating positions, with a coaxial drive and an output. Fig. 5 shows a possible reverse gear inside the transmission according to the invention. FIG. 9 shows a schematic diagram of another transmission illustrated in a manner similar to FIG. 8. FIG. 17 shows a cross-sectional view through the transmission differential, reverse gear, and output cone according to FIG. 16. FIG. 18 shows a cross-sectional view through the transmission differential, reverse gear, and output cone according to FIGS. 16 and 17; FIG. 19 shows a transmission according to FIGS. 16 to 18 illustrated in a manner similar to FIG. FIG. 20 shows an enlarged cross-sectional view of FIG. 19 with an enlarged pressure device. FIG. 21 shows the configuration of FIG. 20 with a shortened pressure device. FIGS. 20 and 21 show a configuration according to FIGS. 20 and 21 with the cone combination open, and FIG. 22i shows a cross-sectional enlarged view of XXI in FIG. Figure 2 shows a schematic view of a complementary or alternative reverse gear. Fig. 4 shows a schematic view of another complementary or alternative reverse gear. Fig. 4 shows a schematic view of a possible division of a continuously adjustable transmission into two partial transmissions. Fig. 26 shows a transmission according to Fig. 25 with further switching capability. FIG. 27 shows a schematic view of another possible division of a continuously adjustable transmission into two partial transmissions, illustrated in a manner similar to FIGS. 25 and 26; FIG. 28 shows a schematic view of another possible division of a continuously adjustable transmission into two partial transmissions, illustrated in a manner similar to FIGS. 25-27. FIG. 28 shows a shift transmission according to FIG. 28 with further switching capability. For example, the viscosity of silicon oil as a function of temperature. FIG. 31b is a schematic cross-sectional view through a coupling element or friction ring, and FIGS. 31b-e show various surface shapes of the enlarged portion of cross-section A according to FIG. FIG. 34 is a schematic view of the transmission according to the present invention taken along the line II of FIG. It is a top view of FIG. FIG. 34 shows a schematic view of another conical friction ring transmission illustrated in a manner similar to FIG. FIG. 35 shows a schematic diagram of another transmission of the present invention illustrated in a manner similar to FIGS. 33 and 34. FIG. 36 is a diagram obtained by converting the cross-sectional view through the transmission in the present invention into the schematic diagram of FIG. FIG. 36 shows a schematic diagram of another transmission of the present invention illustrated in a manner similar to FIGS. 34 and 35. FIG. 38 shows a schematic diagram of another transmission of the present invention illustrated in a manner similar to FIGS. 34, 35 and 37. FIG. 39 shows a schematic diagram of another transmission of the present invention illustrated in a manner similar to FIGS. 34, 35, 37 and 38; FIG. 40 shows a schematic diagram of another transmission of the present invention illustrated in a manner similar to FIGS. 34, 35, and 37-39.

Claims (4)

Two rotating transmission elements (4, 5; 403, 404), each of the two rotating transmission elements connecting at least one of the two rotating transmission elements (7; 405, 460, 480) at least one working surface (12), and at least one of the working surfaces has at least two working paths for the friction ring (7; 405) having different working radii. And an adjustment device (91; 406; 462) for the friction ring (7; 405, 460, 480), the adjustment device comprising a drive device for applying the force or torque required for adjustment, the adjusting device has rotating shaft (92,464) in the plane defined by the axes of the two said rotation transmission element, The friction ring (7; 405, 460, 480) has an input area and an output area arranged in the rotational direction at the front or rear of the contact area, and the friction ring (7; 405, 460, 480) A transmission in contact with at least one of the transmission elements (4, 5; 403, 404),
An end stop (96, 466) is provided in the input region, and the friction ring (7; 405, 460, 480) is configured to move the end stop (96, 466) when there is a change in the operating path. ) And the friction ring stops one of the end stops, the friction ring stops and the center axis of the friction ring is parallel to the axis of the rotary transmission element, Transmission according to claim 1, characterized in that the end stop is arranged such that the stop applies a torque around the rotating shaft (92, 464) to the friction ring (7; 405, 460, 480). Transmission according to claim 1, characterized in that the end stop (96, 466) defines a safe working path. Transmission according to claim 1 or 2, wherein the end stop (96, 466) is a fixed holding device for the friction ring (7; 405, 460, 480), and the friction ring ( 7; 405, 460, 480) are selectively retained within a defined operating path. A transmission according to any of claims 1-3, the holding device (98,481), said friction ring along with directed to said friction ring (7,405,460,480) (7,405,460 480) adjacent pieces (100, 485) aligned perpendicular to the plane of rotation.

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