Planetary gear transmission systems or components – Nonplanetary variable speed or direction transmission... – Nonplanetary transmission is friction gearing
Patent
1999-07-08
2000-12-05
Marmor, Charles A.
Planetary gear transmission systems or components
Nonplanetary variable speed or direction transmission...
Nonplanetary transmission is friction gearing
475207, F16H 3702
Patent
active
061559512
DESCRIPTION:
BRIEF SUMMARY
The invention relates to a transmission in which the input power either is directly transmitted by an input shaft to an output shaft or is transmitted via a continuously variable transmission, especially a transmission having toroidal races that work together in pairs and between which rotate rolling bodies and a planetary gear.
BACKGROUND OF THE INVENTION
Continuously variable transmissions, having an input and an output shaft and a variator consisting of at least two toroidal discs with toroidal races between which rolling bodies run on, are to be understood as being known from the literature in multiple embodiments.
DE-A 28 07 971 shows a simply designed toroidal drive having one input and one output shaft and two discs which accommodate between them rolling bodies. The rolling bodies are mounted in supports and can be tilted via an axially movable drum. In this manner the reduction ratio is changed.
Examples of continuously variable transmissions having two power ranges or operation systems are known from European patents 0 043 184 and 0 078 124. In the transmission of EP-A 0 078 124, the input power is conveyed in a first ratio range, via a wave train and a variator, to a summarizing transmission in the form of a planetary gear. Depending on the prevalent speed ratios, the transmission is in a geared neutral state or reduction ratios of the whole transmission are produced for reverse and low forward speeds. In a second ratio range, the input power is directly transmitted via a variator to the output shaft. This transmission has the disadvantage that the variator is operated with power distribution in the first power range so that the total effectiveness deteriorates.
SUMMARY OF THE INVENTION
The problem, on which this invention is based, is to improve, with regard to the total effectiveness attained, a transmission of the above mentioned type which is operated in two power ranges. More than that, with fundamentally the same basic design, the transmission must be adaptable to different installation conditions.
By virtue of the multiplicity of possible arrangements, especially of the variator and of the planetary gear, the transmission, according to the invention, is adequate for use in practically all vehicles.
BRIEF DESCRIPTION OF THE DRAWING(S)
Other features essential to the invention and the advantages resulting therefrom are to be understood from the explanation that follows of several embodiments the transmission according to the invention. In the drawings:
FIG. 1 is a diagram of a transmission operable in several power ranges; and
FIGS. 2 to 8 present transmission diagrams showing different arrangements of a variator and of a planetary gear in relation to the input and output of the transmission.
DESCRIPTION OF THE PREFERRED EMBODIMENT(S)
A motor 1 indicated in FIG. 1 drives an input shaft 2 which can be connected, via a starting element 3, with a main shaft 4 of a continuously variable transmission, hereinafter called variator 5.
The starting element can be designed, e.g. as dry disc clutch. It is also possible to use a regulatable clutch which can be designed, e.g. as wet operating multi-disc clutch.
The variator 5 is a toroidal drive and has two outer toroidal discs 6 and 7 at its disposal, which work together in pairs with inner toroidal discs 8 and 9. Between the diagrammatically plotted toroidal races rotate several rolling bodies 10 of which only two are indicated in the drawing.
While the two outer toroidal discs 6 and 7 are non-rotatably connected with the main shaft 4, the two inner toroidal discs 8 and 9 are rotatably supported relative to the main shaft and non-rotatably connected with a sprocket wheel 11. The latter, via an input chain 12, is in driving connection with one other sprocket wheel 13 upon a lateral shaft 14. A gear 15 is non-rotatably situated at the end (to the right in the drawing) of the lateral shaft 14. Said gear 15 meshes with a gear 16 which is rotatably disposed in relation to an output shaft 17. The gear 16 is nonrotatably connected with a transmiss
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Grumbach Martin
Kuhn Walter
Wafzig Jurgen
Marmor Charles A.
Pang Roger
ZF Friedrichshafen AG
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