WO2014026754A1 - Mécanisme de transmission à variation continue - Google Patents

Mécanisme de transmission à variation continue Download PDF

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Publication number
WO2014026754A1
WO2014026754A1 PCT/EP2013/002403 EP2013002403W WO2014026754A1 WO 2014026754 A1 WO2014026754 A1 WO 2014026754A1 EP 2013002403 W EP2013002403 W EP 2013002403W WO 2014026754 A1 WO2014026754 A1 WO 2014026754A1
Authority
WO
WIPO (PCT)
Prior art keywords
ring
web
small
friction ring
continuously variable
Prior art date
Application number
PCT/EP2013/002403
Other languages
German (de)
English (en)
Inventor
Peter Strauss
Original Assignee
Peter Strauss
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE201210022953 external-priority patent/DE102012022953A1/de
Priority claimed from DE102013012160.4A external-priority patent/DE102013012160B4/de
Application filed by Peter Strauss filed Critical Peter Strauss
Priority to EP13750508.7A priority Critical patent/EP2882980A1/fr
Publication of WO2014026754A1 publication Critical patent/WO2014026754A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/12—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with frictionally-engaging wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • B62M11/16—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the ground-wheel hub
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
    • F16H15/48—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members with members having orbital motion
    • F16H15/50—Gearings providing a continuous range of gear ratios
    • F16H15/52—Gearings providing a continuous range of gear ratios in which a member of uniform effective diameter mounted on a shaft may co-operate with different parts of another member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion

Definitions

  • the invention relates to a continuously variable transmission according to the features indicated in the preamble of patent claim 1.
  • the range of application is reduced to two variants in which the power flow takes place either from the small to the large friction ring or from the large to the small friction ring from one of the two shafts to the other shaft.
  • a reversal of direction takes place, which may be undesirable depending on the purpose.
  • the current state of the art knows various transmissions with infinitely variable transmission ratio, which operate non-positively or frictionally, also Called crizreibradgetriebe.
  • the drive power is transmitted by circumferential forces, which act between rotationally symmetrical friction bodies under a contact force in the radial direction of rotation of the friction body disposed contact surfaces.
  • the resulting flattening at the Reib redesignstellen under the contact force can be calculated according to Hertz or Stribeck and are point, elliptical or linear.
  • the realized friction gear designs have in common that they realize the stepless change of the translation by a stepless change of the effective radius of the contact surfaces relative to the Reib redesignrotationsachsen.
  • the friction bodies are essentially conical or spherical.
  • the change in radius is realized in Kugelreibgetrieben mostly by the tilting of the ball rotation axis relative to a drive / driven body and Kegelreibgetrieben essentially by the displacement of the friction surface along the cone surface line.
  • All technically relevant designs can be subdivided into three subassemblies. These are a driving friction body, one to several intermediate friction bodies and a driven friction body.
  • the invention has the object, the transmission of the type mentioned in such a way that today's requirements for high overall ratio and / or high efficiency and / or low weight and / or small size and / or high power requirement is met, namely especially with regard to use in bicycles, pedelecs and e-bikes.
  • a total ratio of up to 650%, and / or a total mass less than 3 kg and / or an efficiency greater than 90% can be achieved.
  • the effort required by the empirical validation should be kept low.
  • the transmission is to be designed and / or optimized in particular for bicycles with electric drive, wherein a cyclist is relieved by the support of the electric motor of the pedaling a bit far and is also able to achieve higher speeds and / or climb larger gradients .
  • the transmission should enable a low-emission drive for a light and small means of transportation, especially a bicycle, which combines muscle power as the lowest-emission driving force with electrical driving force.
  • the transmission with little kontruktiven effort in particular as a hub gear for bicycles, pedelecs or e-bikes, with or without automatic, allow the adaptation of the transmission ratio in particular to the driving speed.
  • an electric motor and the transmission when used preferably in a LEV, especially cost-effective design and / or low weight and / or high efficiency and / or robustness and / or low maintenance and maintenance.
  • a high efficiency of the drive unit is a special requirement to be able to achieve high ranges of the electric drive or to reduce the size and thus the cost and weight of the battery at a constant range.
  • the transmission should be designed so that the largest possible setting range (smallest to largest gear) is achieved to allow in any driving situation, be it on the mountain or in the plane, the driver and the electric motor a favorable speed or cadence range ,
  • Kegelreibradgetriebe is designed as a module, which can be used in different variants.
  • a modular approach results here according to the invention from the comparison with a classic planetary gear set, which consists of a sun gear, a bridge with one to several planetary gears and a ring gear.
  • This can be used as a module in six variants, which arise from the fact that one varies the power flow. This can be done by each of the three components, namely sun gear, web, ring gear to each other of the three components.
  • the smaller friction ring serves as the sun, the conical roller carrier carrying the double tapered rollers as a bridge, the double tapered rollers as the planet and the larger friction ring as the ring gear. It is by this approach, a continuously variable in his gear ratio planetary gear unit uniform size with three setting ranges available.
  • the planetary gearset module unitary size 7 further includes the two pressure rings, the pressure rollers, the springs between the pressure rings and friction rings and the Andruckrollenkarfige.
  • the planetary gear continuously variable transmission advantageously without any problems in rotary drives of vehicles, machinery or equipment, such as bicycles, pedelecs, e-bikes, mopeds or motorcycles integrated.
  • the continuously variable transmission as a planetary gear and / or module of uniform size, the use in such rotary actuators or in combination with rotary actuators is made possible in a simple manner.
  • only the interfaces must be clearly defined and adhered to, without any changes, new calculations, new design or even a new special construction of the gearbox being required.
  • the module is expediently arranged in a housing which, for example in the case of a bicycle, can be the bottom bracket shell or the hub shell or the hub.
  • the pressure rings associated with the inner small friction ring and the outer large friction ring advantageously have different diameters or inner diameters relative to the central axis, whereby a further reduction of the overall volume is expediently achieved.
  • said inner diameter is at least approximately the same size as the inner diameter of the associated friction rings, wherein the diameter of the large pressure ring is larger by a predetermined factor than the diameter of the small pressure ring.
  • the radially outer region of the web has an outer radius, which is related to the central axis and which corresponds at least approximately to the outer radius of the large friction ring.
  • the said outer region of the web projects beyond the small friction ring and / or the small pressure ring, wherein the axial end faces of the outer region of the web on the one hand and the axial end face of the small pressure ring are located substantially in the same radial plane, whereby the axial length of the continuously variable transmission and / or the module is reduced in a favorable manner.
  • the small pressure ring and / or the large pressure ring in their web facing away from the axial end faces a groove as a raceway for rolling elements of a thrust bearing, in particular an axial ball bearing.
  • a rotary drive power is coupled to one of the three components, namely large pressure ring (1 1), small pressure ring (10) or web (1), and puts them in rotation about a central axis (ZA).
  • large pressure ring (1 1) small pressure ring (10) or web (1)
  • ZA central axis
  • This torque in turn generates according to the above now an axial force on the small friction ring in the direction of the central axis (ZA), opposite to (FAX), by the rolling of pressure rollers (6) between ramps (RAMP) of the small pressure ring (10) and small friction rings (4) is created.
  • the small pressure ring (10), the small friction ring (4) and the pressure rollers (6) form a further, smaller expansion coupling.
  • the force acting axially on the small friction ring (4) generates a normally acting on the conical surfaces (conical surface lines) reaction force or contact force, which due to the wedge angle ( ⁇ ) is greater than the axial force.
  • This contact force allows frictional power transmission, the peripheral forces introduced by the drive torque, between the double tapered rollers (2) and the small friction ring (4) and is opposite (FAX).
  • a power, respectively torque, respectively circumferential force transmission takes place when driving a small friction ring (4) or web (1) mutatis mutandis.
  • the change in the transmission ratio is effected by displacement of the web (1) along the central axis (ZA).
  • the double cone rollers (2) travel along their bearing axis (3) and the effective radii (wR) with respect to the large or small friction ring (4 and 5) change in opposite directions.
  • any form of rotary drive power in particular that provided by an electric motor, can be used for speed control.
  • the variations of such a continuously variable planetary gear set can also be extended if you vary the location, which is particularly possible for bicycles with electric drive example.
  • the transmission can be combined in a housing with the electric motor, such that the electric motor uses the gear, so sitting in front of it, and such that the electric motor does not use the gear, so sitting behind it.
  • the transmission is additionally used by humans as a prime mover.
  • Fig. 1 shows the continuously variable planetary gear set with the mechanical contact force generating Sp Schwarzkupplept as a module (M) in a sectional view.
  • the large pressure ring (1 1), the small pressure ring (10) and the web (1) form the interfaces for the input and output.
  • the web (1) also forms the interface for its axial displacement relative to the friction rings (4 and 5), the pressure rings (10 and 1 1) additionally form the interface for supporting the torque generated by the Sp Schwarzkupplungen axial forces such that they pass through a back preferably ground groove (Ri) provide the track for the bearing balls of an axial ball bearing available and thus also act as part of an axial ball bearing.
  • the small expansion clutch consists of the components small pressure ring (10), small friction ring (4), a number of pinch rollers (6) the small Andruckrollenkarfig (7) and a number of springs, in particular compression springs, (F) (in Fig. 3) for static Pressing the small friction ring (4) on the conical surfaces of the double tapered rollers (2).
  • the large expansion clutch consists of the components large pressure ring (1 1), large friction ring (5), a number of pinch rollers (6) the large Andruckrollenhanfig (8) and a number of springs, in particular compression springs, (F) (in Fig. 3) static contact pressure of the large friction ring (5) on the conical surfaces of the double tapered rollers (2).
  • the geometric areas of the components large pressure ring (1 1), small pressure ring (10) and web (1), which are used for coupling to an input or output power, or to support the axial forces, or for axial adjustment of the web , are variably customizable.
  • the other geometry of these parts (1, 10 and 1 1) is the same for all variants and is determined in particular by the geometry of the other components and their number (number of double conical rollers).
  • double tapered rollers (2), double tapered roller bearing axle (3), small friction ring (4), large friction ring (5), pressure rollers (6), small pressure roller cage (7) and large An horrrollenkarfig (8) are geometrically the same for all variants. They are defined in particular by the friction ring radius (R and r) of the large and small friction rings (4 and 5) (FIG. 2), the crown (B and b) of the large and small friction rings (4 and 5), the cone angle (FIG.
  • the bearing (L) of the double tapered rollers (2) consists of standardized rolling bearings inside the same, which are held in place by spacer rollers (AR).
  • the axial securing of the double tapered roller bearing axles (3) is carried out by a standard locking ring (SR).
  • the bearings (L) in the web (1) are placed and the double tapered rollers (2) have pins (Z), which run in these camps.
  • the double-cone rollers (2) are in two parts (2a and 2b) and hollow inside.
  • a first embodiment according to the German patent application 10 2012 016 000.3 is shown.
  • the entire documents of this patent application are hereby made the subject of the present patent application.
  • the module (M) is integrated into the rear hub of a bicycle, wherein the large pressure ring (1 1) driven, the small pressure ring (10) driven off and the web (1) are mounted non-rotatably.
  • the pinion (100) driven tapered roller friction gear is a planetary stage (30) connected downstream, which offers the possibility of reduction (amount of i> 1) and thus the torque increase at a stationary web (30 b), whereby the Reibgetriebework respect to be transferred Torque is relieved.
  • the high torque (up to 250 Nm) to be output at the rear wheel of a bicycle is reduced by the planetary gear stage (30) connected between the rear wheel and the friction gear for the output side of the friction gear.
  • the direction of rotation of both transmissions by the series connection canceled.
  • the direction of rotation of the rear wheel is equal to the direction of rotation of the pedal, which is generally required for bicycles.
  • the tapered-roller friction gear (M) is connected to its outer, large friction ring (5) via a Sp Dahlkupplung, a driver ring (12), a hub (13) and a freewheel (14) with the pinion (100) and with its inner , small friction ring (4), via a Sp Schwarzkupplung and a cone (15) with the sun gear (30a) of the planetary stage (30).
  • the ring gear (30c) of the planetary stage (30) drives the gear housing (50) and thus the rear wheel of the bicycle.
  • the small expansion clutch axially supports on an axial ball bearing (1 OL) and a support plate (7) which is supported on the ring gear (30c) and thus in the hub shell (50).
  • the large expansion clutch supports axially on an axial ball bearing (1 1 L), which is supported on the gear housing cover (51), which is bolted to the transmission housing (50).
  • the axial adjustment of the web (1) - which causes a translation change - is performed by a trapezoidal nut (41) and a trapezoidal threaded spindle (40), which is driven outside of the gear housing and is slidably mounted on the hub main axis (18).
  • the axial drive of the web (1) by a recirculating ball nut and recirculating ball screw, which in turn on the hub main axis (18) is roller-mounted. This reduces the required torque due to the lower rolling friction compared to the sliding friction in the trapezoidal threaded spindle (40).
  • FIG. 6 shows a further embodiment variant according to German patent application 0 2012 022 953.4.
  • the module (M) is integrated into the rear hub of a bicycle, wherein the web (1) driven, the small pressure ring (10) driven off and the large pressure ring (1 1) are rotatably mounted.
  • the pinion (100) driven by the driver via chain or toothed belt drives the hollow shaft (19) via a freewheel (pawls or sprag freewheel) (14) which drives the internally toothed web (1) of the tapered-roller friction gear via its external toothing.
  • the web (1) is roller-mounted on a trapezoidal nut (41) and with this axially displaceable.
  • the trapezoidal nut (41) is moved by the trapezoidal threaded spindle (40) which can be operated on the outside of the gearbox.
  • the trapezoidal threaded spindle (40) is roller-mounted on the hub main axis (18) and axially slidably mounted between the Torsionshohlwelle (16) and an adjusting nut (1 10).
  • the trapezoidal nut (41) engages with its internal toothing on the externally toothed torsion hollow shaft (16) and is axially displaceable on this and rotatably connected thereto.
  • Both Sp Schwarzkupplept (the small and the large) are supported on a roller bearing axially (1 OL and 1 1 L) inside the gear housing (50) and the gear housing cover (51).
  • the pressure ring (1 1) of the large expansion clutch is rotatably connected via the internally toothed ring gear (12) with the externally toothed torsion hollow shaft (16) on which supported outside of the transmission by the Mit Strukturkranz (12) and by the trapezoidal nut (41) torque can be.
  • the pressure ring (10) rotates with the small friction ring (4).
  • the pressure ring (10) is externally toothed here and at the same time forms the sun gear (30a) of the planetary stage (30). In one embodiment, the sun gear (30a) is pressed onto the pressure ring (10).
  • the planet (30d) of the planetary stage (30) drive via their bearing pin (31) the gear housing cover (51) and thus the rear wheel of the bicycle, respectively, screwed to the hub shell cover gear housing (50).
  • the ring gear (30c) is rotatably and axially fixed to the inner housing (21), which is rotatably and axially fixed to the pressure ring (1 1) of the large expansion coupling and thus with the drive ring (12).
  • the planets (30d) of the planetary stage are two-stage.
  • the planets (30d) are mounted on a common web, which is connected to the hub shell cover (51).
  • the German patent application 0 2012 022 953.4 also shows how an electric motor, taking into account the installation space limits in the rear hub of a bicycle, can advantageously be combined with the module "continuously variable planetary gearset.”
  • the engine acts as a generator (recuperation) and thus as a brake.Also, a ride on an empty battery is possible Only the drag torque of the motor would have to be overcome
  • a freewheel (sprag or pawl freewheel) between rotor (20a) and pressure ring (10) could be installed in one embodiment.
  • a further embodiment according to the German patent application 10 20 3 012 160.4 is shown.
  • the entire documents of this patent application are hereby made the subject of the present patent application.
  • the module (M) is integrated into the rear hub of a bicycle, the large pressure ring (1 1) driven, the web (1) driven off and the small pressure ring (10) are rotatably mounted. Since in this application, in addition, the automated adjustment of the transmission ratio is shown, which is not discussed here, a simplified representation of the rear hub with manual change of the transmission ratio is shown in Figure 7.
  • the pinion driven by the driver via chain or toothed belt (100) drives the inner part (22) of a freewheel hub which carries the outer part (23) of the freewheel hub in one direction of rotation.
  • the outer part (23) is radially on the trapezoidal threaded spindle (40), and the inner part (22) radially and axially roller bearings.
  • the oil-filled gear housing (50 and 51) is sealed with sealing rings against escaping oil.
  • a driving ring (12) is mounted rotatably and axially fixed. He engages in radially mounted semi-circular grooves of the outer part (23) and is axially spring-loaded with a wave (WF) against a retaining ring (SR).
  • the large friction ring (5) is then pressed by the axial expansion force generated by the large expansion clutch proportional to the surfaces of the double tapered rollers (2), which are each mounted on a roller (3) radially.
  • the double-cone rollers (2) are in turn in frictional connection with the friction ring (4) of a small expansion clutch, the pressure ring (10) via a toothing rotatably connected to the transmission main shaft (18).
  • the small expansion clutch also generates a torque-proportional axial force from the over the double tapered rollers (2) frictionally introduced torque, with the small friction ring (4) and the pressure ring (10) in contrast to large friction (5) and pressure ring (1 1) do not turn continuously.
  • the axial contact force generated by the small expansion clutch is supported against the rotating transmission housing (50) via an axial ball bearing (10L), which is formed by pressure ring (10), small race (25) and rolling elements.
  • the on the bearing axles (3) radially roller bearing double cone rollers (2) are axially displaceable on these.
  • the axes (3) in turn are pressed into the web (1).
  • a sealing ring seals the trapezoidal threaded spindle (40) against the main transmission axis (18).
  • the trapezoidal nut (41) is rotatably connected via an internal toothing but axially displaceable with the main transmission axis (18). In the trapezoidal nut (4) axially into the thread pressed-in cylinder pins (Z) limit the axial range of motion of the web (1) and the travel of the trapezoidal nut (41).
  • Fig. 8 shows a further embodiment according to the German patent application 10 2013 010 130.1 shown.
  • the module (M) is integrated in the vicinity of the bottom bracket of a bicycle, the large pressure ring (1 1) driven, the small pressure ring (10) driven off and the web (1) is rotatably mounted.
  • the pedal crankshaft (26) rotatably driven by the driver via cranks drives the large gearwheel (27) of a spur gear stage, which drives a small gearwheel (28) which engages the large pressure ring (1) via a driver ring (12) rotatably and axially connected thereto 1) drives.
  • the pedal crankshaft (26) is mounted on the side of the large gear (27) in the gear housing (50) radially and axially roller bearings.
  • the large gear (27) of the Stimradnote is rotatably and axially fixed to the pedal crankshaft (26).
  • the small gear (28) of the spur gear is mounted on a torsion hollow shaft (16) radially rolling and axially slidably.
  • the web (1) is internally toothed and axially displaceable on the externally toothed torsion hollow shaft (6) and rotatably connected thereto.
  • the large expansion coupling is axially roller-mounted in the inner housing (21) via its race (24) (1 1 L) and is connected via its pressure ring (1 1) rotatably but axially displaceable via grooves and pins with the drive ring (12).
  • the small spreader coupling is mounted roller-mounted axially inside the gearbox housing (50) via its small race (25) (1 OL) and is roller-mounted with its pressure ring (10) radially in the gearbox housing (50).
  • the pressure ring (10) rotates with the friction ring (4).
  • the pressure ring (10) has an internal thread and is bolted via this with the pinion (100).
  • the German patent application 10 2013 010 130.1 also shows how an electric motor, taking into account the installation space limits in the bottom bracket region of a bicycle, can advantageously be combined with the module "continuously variable planetary gearset.”
  • the permanently excited rotor (20a) of the electric motor is over a freewheel (14) mounted on the shank of the gear (29) which drives the gear (32), which is rotatably and axially fixed to the drive ring (12) connected to the stator (20b) is rotationally and axially fixed to the transmission housing
  • the freewheel (14) allows driving without electromotive assistance and thereby decouples both the drag torque of the motor and the mass inertia forces of the rotor (20a)
  • the freewheel (14) is between gearwheel (32) and gearwheel (28)
  • the gearwheel (29) is mounted on the pedal crank axle (26) so as to be radially and axially roller-mounted.
  • the axial drive of the web (1) is realized by a recirculating ball screw nut and recirculating ball screw spindle, which in turn are roller-mounted.
  • a fine thread between trapezoidal nut (41) and web (1) which is coated with thread lock before the initial assembly allows the compensation of manufacturing tolerances in terms of the axial positioning of the web (1).
  • the initial assembly and not hardened thread lock can thus adjust the axial position of the web (1) and thus compensate for manufacturing and assembly tolerances.
  • After setting the thread lock hardens and the web (1) is rotatably and axially fixed to the trapezoidal nut (41) and can be moved with this axially.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Friction Gearing (AREA)

Abstract

L'invention concerne un mécanisme de transmission à variation continue lequel est basé sur une transmission à friction pourvue de rouleaux coniques et lequel est pourvu d'une petite bague de friction (4) intérieure, d'un support de rouleaux coniques portant au moins un rouleau biconique (2) ainsi que d'une grande bague de friction (5) extérieure, la grande bague de friction (5) présentant un rayon de bague de friction (R) supérieur au rayon de bague de friction (r) de la petite bague de friction (4) en se référant à un axe central (ZA), et lequel comporte en outre des embrayages qui sont associés audites bagues de friction (4, 5) et qui servent à générer des forces de pression entre les bagues de pression (4, 5) et l'au moins un rouleau biconique (2). Invention a pour but de perfectionner ledit mécanisme de transmission de manière à ce qu'il réponde aux exigences actuelles en ce qui concerne un taux de transmission global élevé et/ou un rendement élevé et/ou un faible poids et/ou un faible encombrement. A cet effet, le mecanisme de transmission selon l'invention est réalisé sous forme d'un module de train épicycloïdal dont la petite bague de friction (4) constitue le planétaire intérieur, le support de rouleaux coniques constitue le porte-satellites (1), le rouleau biconique ou les rouleaux biconiques (2) constituent les satellites et la grande bague de friction (5) constitue le planétaire extérieur. L'un des constituants mentionnés, à savoir le planétaire intérieur, le porte-satellites pourvu de satellites ainsi que le planétaire extérieur, permet d'introduire la puissance rotative d'entrée, les autres constituants permettant alors de fournir la puissance rotative de sortie.
PCT/EP2013/002403 2012-08-11 2013-08-09 Mécanisme de transmission à variation continue WO2014026754A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13750508.7A EP2882980A1 (fr) 2012-08-11 2013-08-09 Mécanisme de transmission à variation continue

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
DE102012016000 2012-08-11
DE102012016000.3 2012-08-11
DE201210022953 DE102012022953A1 (de) 2012-11-23 2012-11-23 Stufenloses Nabengetriebe für Fahrräder, Pedelecs und E-Bikes mit optional integrierbarem Elektromotor
DE102012022953.4 2012-11-23
DE102013010130.1 2013-06-15
DE102013010130 2013-06-15
DE102013012160.4 2013-07-20
DE102013012160.4A DE102013012160B4 (de) 2013-07-20 2013-07-20 Stufenloses Nabengetriebe für Fahrräder, Pedelecs und e-bikes, mit und ohne automatische Anpassung des Übersetzungsverhältnisses an die Fahrgeschwindigkeit.

Publications (1)

Publication Number Publication Date
WO2014026754A1 true WO2014026754A1 (fr) 2014-02-20

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Application Number Title Priority Date Filing Date
PCT/EP2013/002403 WO2014026754A1 (fr) 2012-08-11 2013-08-09 Mécanisme de transmission à variation continue

Country Status (2)

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EP (1) EP2882980A1 (fr)
WO (1) WO2014026754A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
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DE102014221514A1 (de) 2014-10-23 2016-04-28 Robert Bosch Gmbh Verstellbares Reibringgetriebe für ein mit Motorkraft und/oder Pedalkraft betreibbares Fahrzeug
DE102014221512A1 (de) 2014-10-23 2016-04-28 Robert Bosch Gmbh Koaxial angeordnetes Reibringgetriebe für ein mit Motorkraft und/oder Pedalkraft betreibbares Fahrzeug

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DE1132773B (de) * 1956-07-07 1962-07-05 Jean Ernst Kopp Kegelrollen-Reibungsgetriebe
GB2080452A (en) * 1980-07-17 1982-02-03 Franklin John Warrender Variable speed gear box
JPH037566U (fr) * 1989-06-10 1991-01-24
NL9101200A (nl) * 1991-07-09 1993-02-01 Lambertus Joseph Maria Van Den Overbrengingsmechanisme.
WO2010056090A2 (fr) * 2008-11-17 2010-05-20 Byun Donghwan Transmission à variation continue

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Publication number Priority date Publication date Assignee Title
DE1132773B (de) * 1956-07-07 1962-07-05 Jean Ernst Kopp Kegelrollen-Reibungsgetriebe
GB2080452A (en) * 1980-07-17 1982-02-03 Franklin John Warrender Variable speed gear box
JPH037566U (fr) * 1989-06-10 1991-01-24
NL9101200A (nl) * 1991-07-09 1993-02-01 Lambertus Joseph Maria Van Den Overbrengingsmechanisme.
WO2010056090A2 (fr) * 2008-11-17 2010-05-20 Byun Donghwan Transmission à variation continue

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014221514A1 (de) 2014-10-23 2016-04-28 Robert Bosch Gmbh Verstellbares Reibringgetriebe für ein mit Motorkraft und/oder Pedalkraft betreibbares Fahrzeug
DE102014221512A1 (de) 2014-10-23 2016-04-28 Robert Bosch Gmbh Koaxial angeordnetes Reibringgetriebe für ein mit Motorkraft und/oder Pedalkraft betreibbares Fahrzeug
WO2016062436A1 (fr) * 2014-10-23 2016-04-28 Robert Bosch Gmbh Transmission à anneau de friction disposé koaxialement pour un véhicule actionnable par une force motrice et/ou une force de pédales
WO2016062461A1 (fr) * 2014-10-23 2016-04-28 Robert Bosch Gmbh Mécanisme de transmission réglable à anneau de friction pour véhicule pouvant être mu par la force d'un moteur et/ou d'un pédalier
JP2017533855A (ja) * 2014-10-23 2017-11-16 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングＲｏｂｅｒｔ Ｂｏｓｃｈ Ｇｍｂｈ モータ力および／またはペダル力によって運転可能な車両用の調節可能な摩擦リング伝動装置
JP2018500219A (ja) * 2014-10-23 2018-01-11 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングＲｏｂｅｒｔ Ｂｏｓｃｈ Ｇｍｂｈ モータ力および／またはペダル力によって運転可能な車両用の、同軸に配置された摩擦リング伝動装置

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