Control system infinitely-variable transmission

 

(57) Abstract:

Proposed control system for multi-mode infinitely-variable transmission containing coupling regime change, which are managed independently of the variator. The technical result is a smooth change of the operation mode. 4 C. and 12 C. p. F.-ly, 4 Il.

The present invention relates to a continuously variable speed gear boxes (BRCP) used, for example, driven by the engine of the vehicle, and hydraulic control systems for such (BRCP).

Known transmission using type variator traction rolling with a toroidal groove to implement functions of infinitely-variable transmission and a clutch to transfer the transmission to one or the other of the two operating modes.

Usually this clutch design with alternating friction discs, driven by hydraulic plungers. To prevent excessive resistance when the clutch discs are forcibly separated by the built-in clutch "repelling" springs.

When the low coupling regime is in a state with the small velocities, transfer of control from the regulator to the output shaft of the transmission is made through the transformative planetary gear transmission, in which the planetary carrier moves the input shaft, the output disk of the variator drives the Central wheel of the planetary gear and ring gear of the planetary transmission is connected with the output shaft of the transmission.

When the rollers mounted in position gear ratio the higher the speed, the influence of the Central wheel of the planetary transmission dominates, causing the output shaft of the gearbox in movement in the opposite direction. When the displacement of the rollers from these provisions, they pass through the neutral position of the gearing, in which equal and oppositely directed effects of the Central wheel and the planetary carrier offset each other, yielding a zero drive impact. Further, as the rollers move for the operation of the variator with gear ratio gradually decreasing speed, direct drive movement from the planetary carrier prevails in increasing degree. As a result, when the gear ratio of the variator dosign is about and its gear - all revolve completely consistently. This leads to the fact that the two components of the coupling to high also rotate with the same speed, they say that the transmission operates at synchronous ratio.

Obviously, when you establish the latest status of the low coupling regime can be split in the same time (or later), when the coupling is increased the mode enters the clutch to provide a mode change with minimal slippage, shock impact or wear and tear.

When working in elevated mode output shaft gear is driven through a chain fixed gear ratio from the output disk of the variator, and the movement of the variator rollers back to their position gear ratio higher speed allows the gearbox to achieve higher and higher gear ratios of the speed of forward movement up to the highest gear. Obviously, in these known systems the synchronous mode change can only take place when one particular value of gear ratio transmission, because only when this value is shown in a working condition muftak any shock load switch. This is true both for the transition from low mode to high mode, as was disclosed above and reverse directions. However, since in practice the coupling requires a finite time to fill and clutch, to ensure through BRK smooth and continuous change of gear ratio the filling process should be initiated accordingly in advance.

Currently used for this purpose, the strategy in these systems provides traction couplings in two stages.

In the first phase when approaching the gearbox to a synchronous ratio for "soft fill" clutch to pressure, barely providing bridging efforts created "repulsive" springs, and information of the friction discs. Required for this purpose, a limited flow of oil comes from the flow of lubricating fluid downstream after regulating valve system for providing fluid flow of large volume and low pressure to the plungers that operate the clutch. As applied to the clutch low pressure sufficient to create significant capacity clutch, soft filling of the clutch can be started at any under the Oia clutch.

In the second stage, once the gear ratio of the gearbox is within the valid values synchronous gear ratio clutch and gently filled as described above, the hydraulic system goes into "hard to fill" clutch at much higher pressure and for a full clutch of the clutch and transfer the transmission to work in elevated mode. This second phase of the process requires very little oil flow and therefore is fast and has no rupture pressure control.

As noted above, if the sequence was correct, provide an ideal regime change, as, for example, when the filling process is previously completed, because then the system could be expected of synchronism. However, if the filling is delayed, as sometimes happens, the transmission will have state of the synchronous gear ratio before taken any action, resulting in a situation whereby a satisfactory regime change almost impossible. In the latter case, hard filling coupling will occur when a significant error ratio gearbox, resulting in the CLASS="ptx2">

The aim of the present invention is to reduce the impact, and if possible exception of the problems associated with the above layout.

Accordingly, the present invention provides a control system for multi-mode infinitely-variable transmission having a primary drive motor and providing an output drive movement, the control system includes first and second coupling regime change and a means for initiating clutch clutch, otherwise in the clutch, during the mode change, the control system further comprises:

the first means of adjustment for regulating the pressure of application of one or the other clutch, and

the second means of adjustment for regulating roller variator, wherein the first and second control devices are acting independently from each other, thereby achieving active control change mode.

Preferably the first and second coupling mode contain hydraulically actuated clutch that uses absolute pressure in the control loop, and control of the variator uses differ the active clutch, through coupling with pressure lag in the control loop, and a stage full of coupling provided by the coupling to the pressure ahead of the contour.

In the operation of each clutch operationally connected to the smaller of the two pressures used to control the variable-speed drive, and at least initially managed by them.

Preferably, each coupling operationally connected to the greater of the two pressures used to control the variator, followed by being connected with the lower pressure used here. The control system further comprises a means of supply for the supply of working fluid to each of the clutch to change between the two pressures in the control loop.

Mainly the control system also includes a means of setting the sequence to call the function and end stage active management before the beginning of full clutch.

Preferably the control system also includes an electronic management tool for initiating operation of the clutch to change the range.

In a particular preferred embodiment, sistemazioni with the operation of the variator, to determine through this, to achieve variable speed drive synchronous gear ratio that you need a change of gear ratio and the corresponding signaling email management tool.

Preferably the said means for controlling includes one or more control device for controlling one or more of the motor speed, gear ratio of the variator, time, gear ratio transmission, time of completion of a clutch and speed change change one or the other of them.

The present invention also provides a multi-infinitely-adjustable transmission containing the above-described control system.

In addition to the above, the present invention also provides a method of actuating a control system for multi-mode infinitely-variable transmission having first and second coupling regime change, this method comprises the steps:

initial, during a change of mode, initiating clutch clutch, otherwise in the clutch, until the variator synchronous gear ratio so that the load changes of the engine, POPs is in operation mode by means of disengagement of the clutch, associated with the regime, which has been modified to transfer and complete clutch clutch running clutch.

Preferably clutches contain hydraulically controlled clutches, each clutch has an active stage clutch and the stage of complete clutch, with the active phase coupler is operationally connected to the pressure lag in the control loop, and at the stage of full clutch clutch operationally connected to the pressure ahead of the control loop, and additionally trigger clutch coupling through the initial coupling with pressure lag and complete clutch by means of its connection with the pressure ahead.

Preferably variable contains the rollers change gear ratios, each of which is associated with the corresponding plunger cylinder, and the method further comprises the step of feeding the working fluid to the piston cylinder so that the rollers responsive to differential pressure.

Mainly the method includes a step of monitoring one or more parameters associated with the control system, transmission, or related components to determine through this, Konya proposed hydraulic control system for multi-mode infinitely-variable transmission, having as a primary drive motor and providing an output drive movement, and the transmission is hydraulically driven by the first and second coupling regime change and a variator having rollers that changes the gear ratio, each of which is associated with the corresponding plunger of the hydraulic cylinder, the system is at any given point in time, the source of high and low hydraulic pressure, means for supplying fluid to the working fluid supply to each of the coupling for the transition from liquid under high pressure to the fluid under low pressure, and feeding the working fluid to the piston cylinder so that that rollers respond to differential pressure.

Below embodiments of the present invention, a purely illustrative details disclosed with reference to the drawings, in which

Fig. 1 is a circuit diagram of a hydraulic control system in accordance with the present invention;

Fig. 2 - scheme BRK subject to control by the system shown in Fig. 1;

Fig. 3 is a schematic representation of a drive system containing aspects of the present invention; and

Fig. 4 is a simplified which presents BRK 8, containing the variator 10 thrust bearings with a toroidal groove containing two input disk 12, 13 (the latter is bonded with keyway with the shaft of the variator 15 to limit axial displacement along the shaft), the Central output disk 17 and two sets of rollers, adjustable plungers and coupled with the input and output discs to transmit torque between the discs in response to the load torque of the variator. For simplicity in Fig. 2 shows only one of the six mentioned rollers, the so-called leading roller 19.

As is known from UK patent 2227287, it is essential that the plungers rollers were aligned so that they are directed essentially tangentially to the Central circumference of the imaginary tori 21, which gives the rotor part of the form, but with a slight angle known as the angle of deflection or angle of the movie.

The input shaft of the variator 15 one of its end 23 perceives drive motion from the motor (not shown) of the vehicle, while the input disk on the other end of the shaft of the variator is applied axial load generated by the pressure chamber 25 is filled with the working fluid of high pressure coming from with is how the control pressure or the pressure of the timing fluid plunger roller 29. Fluid pressure gap for plunger 29 is supplied from the line, 67, 68, which has a lower pressure. Thus, it should be noted that the roller reacts to the value it is the differential pressure acting on its regulatory plunger, and not on the absolute values of the pressures in lines 67 and 68.

To work in elevated mode output shaft 33 of the transmission is driven by the input shaft of the variator through gears 35, low coupling regime 37 and the planetary gears 39 a known type.

To work in degraded mode the shaft 33 is additionally driven by the output disk 17 of the variator through the drive chain 41 and the clutch 43 to high.

Figure 45 in this case marked the outer end of the shaft 33, for example, for communication with the differential mounts and wheels.

The leading roller 19 and five "slave" rollers 47-51, and their respective regulatory plungers and cylinders, are also presented in Fig. 1, along with two clutches 37 and 43 of the modes, both of which are equipped with repulsive springs, designed to withstand reducing drives the pressure up to 3 bar.

Ka is of 55. This plunger is made from the opposite piston head 56, 57, who have the ability under the influence of hydraulic loading to slide freely in the coaxial cylindrical caps 58, 59 and rotatable about the longitudinal axis of the shaft 54. The plunger 55 and the caps 58, 59 together form a plunger of the hydraulic cylinder 71 associated with each roller. It is obvious that this figure is extremely sketchy.

In the modification component 55 is replaced by a double-acting plunger with one head, such, for example, described in patent UK 2227287 and are presented solely for the purpose of greater clarity in structure design, schematically shown in Fig. 2.

Let us return again to the structure of the two heads is shown in Fig. 1, the holes 61, 62 to enter the working fluid and outlet openings 64, 65 for driving the plunger is made in the end and side walls of the respective caps 58, 59 of the cylinder and lines 67, 68 is a pressure that ensures that the various slave plungers will behave exactly the same as leading the plunger 29 so that all six of the variator rollers are constantly maintained at the same pressure.

Contact apercu fluid from the reservoir 75 in the above line 67, 68. Additional communication line 77 provides the connection of these lines 67, 68 based on the use of two check valves 79 and 80, operating on the principle of "bandwidth from more pressure", line 27 of the flow in Fig. 2.

Pin holes 64, 65, made in the end caps 58, 59 master plunger, provide access to, respectively, the left and right lines 82, 83 pressure. They are transversely connected by a line 85, which provides usage-based structures 87, 88 link on the principle of "bandwidth from larger pressure circuit 90 full clutch for coupling 37 and 43. The second cross-connecting line 92 provides communication based on the use of design 94, 95 on the principle of "bandwidth from less pressure with active contour clutch 97 for the two clutches.

Position 99, 100 denotes two of the hydraulic valve to control pressure, which when combined form the first and second control devices for regulating the pressure of application of the coupling, and also to regulate in detail below by way of the variator rollers.

Lines 82, 83 are at the point 102 downstream beyond these two valves, the exhaust from this point is.

Referring now to the circuits 90, 97 clutches control, it should be noted that each contains two electrically controlled solenoid valve 106, 107, 109, 110, which can be switched to connect each of the coupling 37, 43 for active fill" or "fill-in for full clutch depending on the needs. In accordance with the situation shown in Fig. 1, for example, the switching valve 106 connects the clutch 37-down mode to the active contour clutch 97, while the switching valve 107, on the contrary, will provide connection of the clutch 37 low mode with the full path of the clutch 90. Valves 109 and 110 are similar to the valves 106 and 107, but in regard to the coupling 43 to high.

System complete two restrictive (pressure 1 bar) disk 112, 113, installed in lines 82, 83 between the two transversal lines 85, 92.

To explain the principle of operation described above of a variant of implementation of the present invention, given solely for illustrative purposes, assume that initially involved the coupling 37, and the clutch 43 is actuated instead of the clutch 37 to ensure regime change. Then compared with the situation is the fact that to connect the coupling 37 with the full path of the clutch 90.

Let us now turn to the valve pressure regulating 99, 100, in a typical situation on the valve 99 control pressure is not supplied electric current to the valve 100, the pressure regulating electrical current of 1/2 ampere. This means that the pressure in the line upstream immediately before the valve 99 to approximately match the amount of back pressure (2 bar), the next step is switching valve 109 to fill the line between the valve 109 and the clutch 43 low oil pressure.

To fill the clutch 43 and information clutch plates in readiness for the active control mode change in electrical current in the valves 99, 100 increased to 0.1 and 0.6 ampere ampere respectively to increase the pressure in the adjacent lines is usually from 2 bar up to 3.6 bar (line 82) and from 10 bar to 11.6 bar (line 83). Now the pressure in line 82 is sufficient to fill the clutch 43 to high speed, which is determined by the control electric current for valves 99, 100. After a set time, usually 1/2 seconds, the control electronics, indicated schematically as 220 in Fig. 3, can say, sleduushii stage is implemented when the control electronics increases the current to the valves 99, 100, respectively, up to 1 amp, 1.5 amp, whereby increasing pressure in the adjacent lines of up to 18 bar (line 82) and up to 26 bar (line 83). The pressure in line 82 is now enough for the clutch to high developed capacity, and it puts the transmission in synchronous transmission ratio. The initial stage of the change process mode ends when the control electronics measures, what gear ratio is synchronous.

It should be noted that all the above-discussed situations working electric currents for the two valves control the pressure increase at almost the same value, so the value of the pressure difference between the two lines 82, 83 remains at 8 bars. This means that the provisions regulating roller plungers in the variator remain unaffected by what is happening in clutch mode.

As noted above in this application, the input of both coupling regime change in full action ensures that the transmission operates at synchronous ratio, and it is at this point, the control electronics must "make a decision" based on the information selnau the throttle (gas pedal), whether to return the transmission to a lower mode or go to high mode. The decision about returning to the low mode will require just to do all the above steps in reverse order (maintaining at all times the pressure difference between lines 82, 83 corresponding to 8 bar). It should be noted however, that if decided to move the transmission from one mode to another, when this transition, performance variator is reversed, i.e., the side of the control pressure for regulating plunger roller will now side pressure lag and Vice versa. Such a change in the functional load of the parties provides that in the transition point of the operating cycle of the variator of the above-mentioned "control" pressure and the pressure of the "lag" would be temporarily on the same value.

Thus, if there is evidence that the regime change is still relevant by maintaining clutch 43 in the coupling and uncoupling of the coupling 37, the first necessary step for this is to increase the electric currents of the valves to the same value, usually 2 amps, so that the temporal. and thereby to uncouple the clutch 37. Before the subsequent disengagement of the clutch 37 electric current in the valve 100 is reduced to zero (2 bars), whereas in the valve 99 electric current is reduced to 1/2 ampere (10 bar) in such a way as to establish a pressure difference in the variator needed to work in the following mode. Subsequent changes to the regime for any of the couplings are carried out similarly to those that were described above.

It should be noted that when the valves 99, 100 have zero current, and the magnitude of the pressure difference in the variable is equal to zero, the presence of restrictive disks 112, 113 (or their functional equivalents) are very important because they ensure the maintenance of a differential pressure of one bar between the two fill lines 90, 97. This means that holding the clutch in a state of complete clutch can be performed at a sufficiently high pressure, whereas during active clutch clutch can be maintained at a pressure sufficient to prevent the connection of the clutch plates together in overcoming the reverse repulsive spring. In addition, it should be noted that in a situation of emergency overload pressure surges resulting from the regional hydraulic AI and the chamber 25 of the end load of the variator. However, since these short-term pressure peaks will not occur in lines 82, 83 downstream, which control the coupling mode, these latter will not be affected and can slip if necessary to reduce the excessive load on the variator.

In Fig. 3 the present invention is presented schematically in combination with the traditional system actuator. From this and the introductory part of the description of this application it is obvious that power can be transmitted from the primary mover (engine) 200 to the output shaft 45 through the planetary gear 210 and the variator 10 of the variator. In degraded mode coupled clutch 37, whereas in high mode coupled clutch 43. Detailed description of the operation of the two clutches were shown above, the optimal management of these couplings is best achieved using some form of control, for example in the form of an electronic control means 220. This management tool 220 provides a means 230 for controlling one or more characteristics associated with the operation of the variator, to determine through this before reaching the variator synchronous peredatochnaya management tool 220. Acceptable control device or measuring devices are well known in the art and therefore not described here. Characteristics such as the speed of the motor, the gear ratio of the variator, time, gear ratio transmission, the time to fill the clutch, change speed, pedal position throttle (gas pedal), hydraulic pressure or the rate of change of one or the other of them, all are suitable for control.

In the examples in Fig. 3 lines 242, 244 and 246, each represent relationships between suitable control devices 252, 254 and 256 is provided to control the motor speed, the output speed of the variator output speed of the planetary gear and transmitting data about them on the management tool 220. In addition, in Fig. 3 shows the control device 248 pedal, which is connected the same way with the management tool 220.

Refer now to Fig. 4, which presents a somewhat simplified version of the controls shown in Fig. 2; from the following discussion it is obvious that there are different layout. In this simplified form lines 82, 83 are connected with the circuit is e, as was disclosed with reference to Fig. 1. Valves continue the flow of the liquid in the circuit 104 lubrication and change of pressure in the control plungers 71 videos. The control system 300 includes four solenoid valve 310, 312, 314 and 316. The first two valve is used for receiving the working fluid in one of a or b and transfer the liquid to the corresponding secondary valves 314, 316. These secondary valves operate in the same manner for directing the working fluid to the corresponding coupling 37, 43. This arrangement of valves functionally very similar to that shown in Fig. 1. As already mentioned with reference to Fig. 1, the control electronics also operationally connected with the valves 99, 100 to change their situation and through this change, Pandand Rb. Therefore, the control electronics can easily determine which of the two pressures is the largest in the loop and call the appropriate functioning of the system. For example, when moving forward, the high line pressure is determined by the regime, i.e., in reduced mode may require the left line, and in elevated mode (right line. When coasting or return movement of the pressure change. Because the controller initiates changes of pressure in the lines is ehoda from low mode to high mode for layout, presented on Fig. 4, will perform the following sequence of actions.

Initially, assuming that at the moment the clutch 37 low mode concatenated and the pressure exceeds the pressure in the Well, the valve 312, as well as the valve 316, will be in position 1 (line In), through which the supplied high-pressure fluid to maintain the operation of the coupling 37-down mode. When the clutch 37 is coupled, the valve 314 remains in position 2, thereby preventing the flow of operating fluid to the clutch and allowing the remaining liquid after previous surgery to drain through the hole 320 in the reservoir 104.

To switch from the low mode to high mode it is necessary to initiate the switching of the valves 310 and 314 in such a way as to direct the fluid flow to a low pressure from point a to the clutch. This is achieved through the transfer valve 310 in position 2, and the valve 314 in position 1. During this stage the pressure IN (PB) greater than the pressure (PA), so it is believed that the increased coupling mode is the initial state, i.e. the state of the active control. During this part of phase liquid low pressure the state games, etc, i.e., for full information clutch plates and ensure the transmission of torque. Completion of this part of the stage can be determined by controlling the time that has passed since the execution of the above operations or to control other parameters in the system such as the position of the clutch. At this point in time the value of the gear ratio of the variator RVARnot correspond exactly to the value of gear ratio for synchronism RSYNCHand the pressure PAbe significantly less than the quantity required to ensure full clutch clutch (PCLAMPand torque transfer.

For translation link in synchronism need to increase the pressure PAin order to ensure the transfer clutch torque. This operation is performed by switching valves 99, 100, described above with reference to Fig. 1, so that RAincreased without changing the amount of PB- PA. During operation, the valves 99, 100 switches together to increase the pressure in both lines 82, 83 to the same value, and this increase is made up until the pressure PAnot okalona respect. At this point, the clutch load transmission and there may be some slippage of the clutch. The final step in this phase involves carrying out the regulation values of Paand Rb- Randso that the system is switched in synchronism, and to have fallen into the grip of the clutch no slippage. This action is implemented by the changes described above, the electric currents supplied to the valves 99, 100 so that the process outlined in the clutch coupling caused such changes in the speed of the engine, which would ensure compliance with the conditions required for the implementation of synchronous operation. In fact, when this occurs, the increased load on the engine created by gearbox, which helps to change the operation mode. After the clutch stops slipping, transmission simultaneous transmission ratio. If the engine is at this time still creates excessive torque, which is sometimes observed in practice, the coupling must be maintained in mode of exposure to a sufficient amount of pressure that allows you to create both coupling effects, the magnitude of the corresponding (but Velicina levels of pressure by the same amount in lines 82, 83 will contribute to the preservation of synchronous gear ratio when the drive force of the engine and removing the load from the regulator (the magnitude of the differential pressure = 0). Under these conditions, the value of the gear ratio for the transmission, and hence the angles of arrangement of the rollers remain constant, i.e., synchronized. The discharge line pressure low pressure for subsequent regime leads to the establishment of the variator correct and reduces the unwanted capacitance coupling. When the clutch slips, and then she completely unlinked, resulting in the transmission enters the next mode. If necessary, you can initiate the final release of the released clutch to full clutch sagastume clutch. So, release the clutch 37 can be achieved by the transfer valve 316 to position 2 so that the working fluid discharged into the line 322.

From the above it is obvious that the controller 220 actually makes decisions about acceptable torque reaction of the variator, and therefore, relative to the differential pressure (Pb- Pa). If the transmission is coming as a result of changes VTI change mode, the next clutch will be connected to a line of low pressure and will be provided appropriate management capacity. If we take Rbthe magnitude of the line pressure low pressure and assume that you want the value of the differential pressure (Pb- Randat 10 bar, you need to initially Pb= 0 and Rand= 10 bar. If the controller decides that the request of the driver can best be met by capacity coupling, equivalent to a pressure of 3 bar, Randand Rbwill nerastas increased to levels, respectively, Pb= 3 bar and Rand= 13 bar. Now torque of the variator unchanged, and the clutch will facilitate the transfer gearbox in synchronism. It should be noted, however, that in such a situation, there is an increase in "influencing efforts" on the part of the coupling. It's quite possible at least in some situations, the controller in the transition to the synchronism may require changes in the load. In this case, since the full impact created by gearbox, could be considered as an aggregate of the actions of the variator and clutch, for adequate comp is m variator. The most simple way this could be achieved by reducing the magnitude of the difference in pressure regulator 3 bar, resulting in pressures would be, respectively, Pb= 3 bar and Rand= 10 bar (assuming that the pressure value of 3 bars on the clutch fully compensated by decreasing by 3 bars magnitude of the differential pressure regulator).

From the above it is obvious that the valves 99, 100 together for a simple increase or decrease the pressure of the working fluid to change the resulting load constant value of the differential pressure used to control the positions of the rollers, in fact, constitute the first means of adjustment. And these valves form a second means of control in conditions when they are used to change the differential pressure, perceived regulatory plungers roller 55.

1. A control device for multimode infinitely-variable transmission containing the variator rollers and the first and the second clutches (37, 43) change the mode, and the aforementioned transmission is in drive pervichno regulation, regulating the pressure of application of the coupling applied to the clutch, thereby to initiate their clutch and clutch when changing the mode, and second means for regulating regulating the position of the variator rollers, characterized in that the said first and second control devices are functioning independently of each other so that changes in pressure of application of the coupling does not affect the position of the variator rollers.

2. The control device under item 1, characterized in that the first and second clutch mode changes include hydraulically actuated clutch that uses absolute pressure in the control loop, and when the control variable used differential pressure in the mentioned path.

3. The control device according to one of p. 1 or 2, characterized in that each of the first and second coupling regime change is the stage of active coupling provided through the communication coupling with the pressure supply gap in the circuit, and the stage of complete clutch provided through the connection of the clutch feed pressure ahead of the contour.

4. The control device according to one of p. 2 or 3, characterized in that each coupling operation is to control the variator.

5. The control device under item 4, characterized in that each coupling operatively associated with the supply of the higher of two pressures used to control the variator, then communicate with the filing of the smaller of the two pressures used to control the variator.

6. The control device according to one of paragraphs. 3-5, characterized in that it further comprises a means for supplying intended for feeding the working fluid to each of the clutch mode changes for the variation between the two pressures in the control loop.

7. The control device according to one of paragraphs. 3-6, characterized in that it further comprises means job job sequence functioning and completion of the stage of active management before the beginning of full clutch.

8. The control device according to one of paragraphs. 2-7, characterized in that it further includes an electronic management tool for initiating operation of the clutch to change the mode.

9. The control device according to one of paragraphs. 2-8, characterized in that it further includes control means for controlling at least one characteristic associated with the functioning of the variations is, you need to change that accordingly reported in the e-management tool.

10. The control device under item 9, characterized in that said control means includes at least one monitoring device for monitoring at least one parameter: motor speed, gear ratio of the variator, time, gear ratio transmission, the time of filling of the coupling and the rate of shift or change one or the other of them.

11. Multimode infinitely-adjustable transmission containing a control system in accordance with any of paragraphs. 1-10.

12. The method of functioning of a control system for multi-mode infinitely-variable transmission in accordance with the preceding paragraphs, containing the following steps: first, during a mode change is initiated clutch clutch, otherwise rescaling, to achieve variable speed drive synchronous gear ratio, so that the load of the engine, created by gearbox, changed and by what is called the mode change, the second end of the mode change through disengagement of the clutch associated with p is of the clutch, concatenate.

13. The method according to p. 12, wherein the coupling includes hydraulically controlled clutches, each clutch has an active stage clutch and the stage of complete clutch, with the active phase coupler is operationally connected with the pressure supply lag in the control loop, and at the stage of full clutch clutch operationally connected with the pressure supply timing in the control loop, and additionally trigger grip coupling through initial contact of the clutch with the pressure supply gaps and complete clutch through its connection with the pressure supply timing in the control loop.

14. The method according to one of the p. 12 or 13, characterized in that the variable contains the rollers change gear ratios, each of which is associated with the corresponding plunger cylinder, and the plunger of the hydraulic cylinder serves the working fluid, so that the rollers responsive to differential pressure in the control loop.

15. The method according to one of paragraphs. 12-14, characterized in that control one or more parameters associated with the control system, transmission, or related components on the I control system for multi-mode infinitely-variable transmission, having as a primary drive motor and providing an output drive movement, and the transmission is hydraulically driven by the first and second coupling regime change and a variator having rollers that changes the gear ratio, each of which is associated with the corresponding plunger of the hydraulic cylinder, the system is at any given point in time, the source of high and low hydraulic pressure, means for supplying fluid to the working fluid supply to each of the coupling for varying the supply of fluid under high pressure and low pressure, and feeding the working fluid to the piston cylinder so that the rollers responsive to differential pressure.

 

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SUBSTANCE: gear transmission comprises planetary reduction gear and worm pair which engages the planetary reduction gear. Worm (1) of the worm pair is mounted for permitting rotation and axial movement along the driving shaft of the gear transmission and is kinematically connected with satellite (7) of the planetary reduction gear. Driving shaft (2) carries small central wheel (9) of the planetary reduction gear and kinematically connected with satellite (10) of the planetary reduction gear. Satellite (10) is kinematically connected with worm wheel (3). The axle of wheel (3) freely rotates around carrier (4). The axle of large central wheel (8) of the planetary reduction gear is the driven shaft of the gear transmission.

EFFECT: improved design.

1 dwg

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