Reverse variable transmission

FIELD: transport.

SUBSTANCE: invention discloses planetary variator, combination of reverse variable transmission system comprising these planetary variators, hydraulic system for reverse variable transmission control and method for this hydraulic system regulation.

EFFECT: higher engine efficiency due to lower specific fuel consumption.

12 cl, 13 dwg

 

The technical field

The invention relates to the field of gearboxes/transmissions. In particular, the present invention provides a new type of reversible variable transmission for vehicles such as cars, buses, cars for freight traffic, off-road vehicles, material handling trolleys, cranes with telescopic rod and the like. In the alternative, can be used in transmission systems, such as wind turbines, etc. and other industrial applications that require the transmission of power at different speeds.

The level of technology

The advantages of the present invention can better be described by way of illustration of the differences between the ideal and current automobile transmissions.

The ideal transmission

Theoretically, the ideal automotive transmission transfers engine power to the wheels so that for any desired level of power that the engine operates at its highest point of efficiency, regardless of vehicle speed.

As shown in the graph depicted in figure 10, showing the specific fuel consumption of the diesel engine, the engine operates at the point of its highest efficiency when the pedal throttle, saslo the coy fully pressed. Power is modulated rather due to a change in rotation speed of the engine, and not due to changes in throttle. For example, driving on the highway with a constant speed of 120 km/h requires only about 25 PS Then the optimal engine speed is 1300 rpm for modern engines. Then the desired ratio of torque transmission is 0,441, while the typical attitude of the present transmission is changed from 0.90 to 0.65 in the highest regard. The conclusion is that the relationship of the current transmission is not so high as to optimize the efficiency of the engine.

Figure 10 illustrates the above statement. Using the known transmission the car is moving at 120 km/h at 2400 rpm and 73 Nm from the engine. Then the specific fuel consumption (SFC) is 265 g/kWh. In the ideal case (low torque), the motor speed should be reduced only up to 1700 rpm to obtain the highest efficiency. Then the engine produces 103 Nm with SFC 225 g/kWh. This represents fuel savings of 15%. For example, it is the fuel economy of 6.5 l/100 km to 5.5 l/100 km, obtained only in the regulation of the operating point of the engine, without considering the efficiency of transmis the AI.

To disperse the ideal transmission must infinitely high ratio of torque.

When the car is not moving and the engine speed is at least speed when idling, gear ratio must be infinitely large. Existing solutions with slip clutch or torque Converter when sliding inefficient use a lot of energy during each run.

The above should also take place during and after sudden changes in throttle position. (Change of throttle position, essentially, is a change in the required power of the engine).

This means that this relationship has to change very quickly. Suppose a car is moving with a constant average rate at 85% open throttle for optimum fuel consumption. The engine produces only a small part of the available engine power. If you want acceleration without a change in this relation, the engine can be accelerated only by approximately 15% open throttle to low pressure could be increased only by 15%. Therefore, you have instant start and low gear to obtain the required engine power: transmission should instantly change this is the attitude of so, that the engine is accelerated to the rotation speed of the engine at which it produces the required power with optimum efficiency.

The ideal transmission should be harmless towards the environment, must not contain materials that are not recyclable, or toxic materials or oils.

Ideal efficiency should be 100%, the size, weight and cost as low as possible, with perfect reliability and durability.

Limitations for existing automobile transmissions

MT= manual transmission with dry clutch

AT=automatic transmission with torque Converter, if possible, equipped with a locking device

DCT=Dual clutch with the clutch working, lubricated or dry clutch

CVT-belt=continuously variable transmission belt between the two conical pulleys

CVT-toroid=continuously variable transmission with half-and Tselikov toroidal pulleys

HSD=hydrostatic transmission. This hydraulic system with axial piston variable pump driven by electric motor, and an adjustable hydraulic motor that drive the gearbox or directly to the wheels. Output speed is changed from h is La up to a certain speed, and with the switching valve, the direction of rotation can be changed on the reverse.

The effectiveness of
(highway)
Problems
MThigh efficiency approximately 88-97%For fuel economy, you need more gears and the large extent (1)
More gears require too much bias and confounds driver
ATthe average efficiency of about 88-92%For fuel economy, you need more gears and the large extent (1)
A greater number of gears leads to a higher cost
When the offset is reduced efficiency. The greater the offset prevents the improvement of fuel consumption
DCThigh efficiency 89-95%For fuel economy, you need more gears and the large extent (1)
More gears drive the t to the higher cost
More gears->more offset->greater use of the clutch->more energy scattering
CVT-beltlow efficiency <85%?The belt should not slip in order to transmit torque, but the belt should slip in order to change the attitude. Therefore, low efficiency when attitude change or slow change of attitude.
You need high pressure in the pulley, resulting in high hydraulic losses.
CVT-toroidlow efficiency
<85%?
The pulleys are rotated against each other with a screw movement. This helical movement generates a forced macroprolactinemia. This slippage reduces efficiency and causes the formation of heat, which is subject to dissipation.
HSDvery low efficiency
approximately 70-80%
Heavy system, often used for off-road (wheel loaders, etc.) or small trucks. Without using a gearbox low value of the maximum Rel is the decision speed within the acceptable range of performance.
(1) References to the history of the typical number of gear ratios in a passenger car:
MTATDCTThe highest gear ratio
70 years earlier43 (+first gear is used only in mode kickdown)1
80, 90 years54about 0,90-0,95
2000-20075-65-6-76-7about 0,65-0,90

Conclusion:

MT, AT, DCT: despite the fact that to improve fuel consumption, always need more gears, somewhere there is a practical limit in which further improvement is impossible. The maximum value of the relationship is still not big enough for optimal fuel economy.

CVT: low efficiency; the highest ratio of the OST which is large enough for optimal fuel economy.

Therefore, there is a need to improve the transmission or drive system which eliminates the above limitations and disadvantages.

The invention

The present invention provides a reversible variable transmission, containing the so-called planetary variators defined below.

The present invention provides a planetary variator (13)functioning as a subsystem for variables or reverse transmissions made with the possibility of a continuous change of gear ratio and characterized in that:

it consists of a round gear (1), two or more satellites (2)mounted around the Central shaft (12), and the Central gear wheel (3) so that each component, namely a round toothed wheel, Central shaft and the Central gear wheel, forming a zone of interaction with other transmission components;

all gear is an axisymmetric body around the Central axis with the surface of the rotation tractrix, and this surface is preferably hardened or coated to withstand traction and compressive loads;

the Central gear is essentially the same as all the gear, but the inner and outer diameter tractr the si may be different from the diameters of the circular gears;

satellites consist of satellite gear (5) is essentially conical surface of rotation, preferably hardened or coated to transmit tractive and compressive loads, mounted with free rotation of the satellite around the fork (4) by means of radial and axial bearings or bushings (8), and the virtual top of the said cone coincides with the intersection of the axis of the Central shaft (9) with the hinge axis of the satellite (2);

each satellite plug (4) one planetary variator (13) is made with the possibility of free rotation around the swivel (8), the axis of which is perpendicular to the axis of the Central shaft and parallel to the plane of the satellite gears, each satellite plug and each satellite gear wheel is configured to not interact with each other for all applicable angles between the axis of the target satellite and the axis of the Central shaft;

all gear, satellites and the Central gear wheel are pressed to each other so that the rolling surface was in contact with each other and that the contact pressure were high enough to transmit the required torque;

the Central shaft is moved axially (longitudinally) with a certain speed depending on the compressive strength and peredav the constituent torque for to change gear ratio;

tractis round and the Central gear is, for both, the length parameter L is the same as the length from the contact point of the rolling satellite gear before crossing the axis of the hinge with the axis of the Central shaft, where L is used in the equation tractrix +/-x+c=L*(cosα+ln|tan(α/2)|), where C is arbitrary constant and α the angle between the tangent at the contact point and the axis of the Central shaft; and

the shape of the rolling surfaces of the satellite gear wheels, which are essentially conical, slightly deviates from this theoretical convex shape so as to optimise the distribution of contact pressure.

The present invention additionally provides a reversible variable transmission, containing primary and secondary planetary variator according to the invention, characterized in that

all gear (1A) of the primary planetary variator (13A) is connected to the housing (14) so that it could not rotate but can move axially due to the preload, holding all contacts rolling both planetary variators;

the Central shafts of both planetary variators combined in one main shaft (12) and connected for rotation with the transmission input shaft (11) and with the possibility of axial load is high move through the efforts of the steering in both directions, while the input shaft is not moved axially;

the Central gear wheel (3A) of the primary planetary variator (13A) connected to the round toothed wheel (3b) secondary planetary variator (13b) for the combined all-Central toothed wheel could rotate around the Central axis of the transmission;

the Central gear wheel (3b) secondary planetary variator (13b) is connected with the output shaft of the transmission, and opposing force pre-load is transmitted to the housing through an axial bearing.

The present invention additionally provides a reversible variable transmission according to the present invention, characterized in that

the relative size of the circular gear, the Central gear and satellites selected respectively for use in the car, taking into account the fact that the highest ratio of velocity is so high that the engine is almost always to produce their power at the point of its best efficiency, in particular, the dimensions related to the transmission ratio are: outer diameter of the primary and secondary circular gears, the inner diameter of the primary and secondary Central gear wheel, the effective diameter of the satellite gear wheels, p is ramet length L equation tractrix; the obtained gear ratio of the speed of the shown example is 2,266 (in absolute value), which illustrates typical of this concept range of relations (the gear ratio of the velocity represents the output speed divided by the inlet velocity, neglecting the loss of efficiency);

the relative size of the circular gear, the Central gear and satellites chosen accordingly to fit the application in the car, taking into account the fact that the high speed reverse gear is high enough to drive a car at an average speed of rotation of the motor and low noise reverse, in particular, the dimensions related to the ratio reverse gear, are: inner diameter of the primary and secondary circular gears, the outer diameter of the primary and secondary Central gear wheel, the effective diameter of the satellite gear wheels, the length parameter L equation tractrix; the resulting gear ratio of the reverse speeds the shown example is 0,695 that illustrates typical of this concept range of relations; and

by moving the main shaft of the transmission gear ratio is changed continuously between the highest ratio is Karosta front running during stop and highest gear ratio in reverse.

The present invention additionally provides a reversible variable transmission according to this invention, further characterized in that

normal force at each contact while rolling is generated by any pre-load acting on the part of the hull is not rotating the first cylindrical gear wheel, and countervailing power is transmitted through one of the bearing from the secondary Central gear on the casing;

net effort steering for determining the position of the main shaft and, thus, to determine gear ratio, are due to one force in one of two directions and acting on the input shaft to the main shaft, two rotating with the same speed, and countervailing power is transmitted through the bearing from the input shaft to the chassis.

The present invention additionally provides a reversible variable transmission according to this invention, further characterized in that

pre-load, as described above, is created by using one or more of the piston and the system (s) of the cylinder between the housing and the first cylindrical gear wheel and is driven by one pneumatic or hydraulic pressure or created for MF is t system preliminary mechanical load, moreover, this system of preliminary mechanical loads can also be used as a Parking brake when the transmission is set at zero ratio of speeds;

the pressure of the steering control creates a hydraulic or pneumatic piston and cylinder capable of operating in both directions, forming one unit with the output shaft and the main shaft;

moreover, hydraulic or pneumatic pressure to create a pressure steering, mentioned above, are sealed between the stationary housing and the rotating input shaft through the piston rings or seals are designed to seal parts, rotating with different speeds of rotation.

The present invention further provides a hydraulic system designed to regulate reversible variable transmission according to this invention, in a motor car, truck or other road or off-road vehicle, characterized in that

one pump driven from the engine is used to supply hydraulic pressure and flow;

battery high and low pressure United in a system in which fluid from the accumulator low pressure to increase the pressure on the piston (30) pre is sustained fashion load and the piston (28) steering is used primarily in relation to the high-pressure accumulator;

the high-pressure accumulator is filled by the pump in the first place with respect to the accumulator low pressure;

valve, a second pressure that is used to adjust pre-load and pressure steering for movement in forward and reverse directions;

if possible, add a safety device in the form of two shut-off valves in-line pre-load, and one of them is switched by the pressure of the steering forward stroke, and the other pressure steering rear to ensure the heat pre-load as soon as one of the operating pressure of steering control falls below a predetermined pressure offset; and

mentioned safety device can be simplified by removal of the safety shutoff valve (37) of the hydraulic circuit.

The present invention additionally provides a program of the software system, designed to regulate reversible variable transmission according to this invention, by means of a hydraulic valve in a motor car, truck or other road or off-road vehicle, characterized in that

curve (engine torque as a function of the velocity u is of the engine), expressing the minimum fuel consumption for each power level of the engine, is stored in memory controllers;

PID controller determines the speed of the piston steering, attached to the main shaft for receiving the rotational speed of the engine, which is equal to the desired engine speed is calculated from the curve of minimum fuel consumption;

piston speed steering that the proposed PID controller, can be reduced to stay within the range of microproteinuria, taking into account the methodology of the evaluation; and

pre-load and pressure steering, determine the angle of the satellites relative to the axis of the main shaft, are calculated with published theory of the longitudinal and transverse microproteinuria.

The present invention additionally provides the use of combinations of one or more planetary variators according to the present invention, in various configurations variable transmission, characterized in that

each element of the interaction of planetary variator, namely all the gear wheel, the Central shaft and the Central gear may be connected with an input, an output, a transmission housing, an element of interaction with other planetary variator or any other component is transmissie, such as shifted gears or system satellite gears;

or what can be done with different layouts reversible variable transmission, as described above; and the term 'reversible' in this document refers to the variable transmission, the output direction of rotation of which relative to the input direction of rotation can be changed continuously and the ratio of velocity which is determined even in low and zero output speed no elements (macro-) slippage, which, for example, are used in the torque Converter or the friction disk clutches.

The present invention additionally provides a reversible variable transmission according to this invention, further characterized in that

the interior of the transmission, where the contacts rolling are moving, filled with inert gas or with air and razbryzgivaya fluid for cooling and lubrication, or gaseous environment with fog cooling agent;

moreover, this referred to the inner part isolated from the lubricating oil for the bearings and from the outer part of the transmission.

The present invention additionally provides a planetary variator according to the present invention is additionally characterized by the fact that,/p>

the flow of lubricant to the bearings or bushings inside of satellites, possibly through a closed path for each satellite, and the oil recirculates through the blades inside of the satellites, is evacuated from the oil, which then goes through the bearings or bushings;

alternative flow of lubricant to the bearings or bushings inside of satellites, if possible, is carried out by combining this oil flow in the main flow of lubricant that contains all of the bearings in the input and output shafts, with this flow is derived from the Central shaft through one of the hinges (in particular, one of the pivot pins), goes through the bearings satellites and flowing back through the other hinge (or, in particular, another pivot pin) to the Central shaft;

moreover, another alternative is that the bearings of the satellites are lubricated with a lubricant or using a combination bearings that do not require any lubrication.

The present invention additionally provides the use of the transmission according to the present invention, for transmitting power at variable speeds in a passenger vehicle, truck, bus, off-road vehicle, the mowing-machine, the wind turbine, the arm with telescopic boom crane, forklift or Liu is om other industrial applications, which requires the transmission of power at variable speeds.

The present invention additionally provides a system (reverse) variable transmission containing the transmission according to the present invention, the hydraulic system according to the present invention and the utility of the software system according to the present invention.

Brief description of drawings

The list of reference positions on the drawings: round toothed wheel (1), satellite (2), the Central gear wheel (3), satellite plug (4), the satellite gear wheel (5), the radial bearing (6) for the satellite, push the bearing (7) for the satellite pivot pin (8), the Central shaft (9), the valve (10) pressure relief, the input shaft (11), main shaft (12), planetary variator (13), the housing (14), thrust bearing (15) at the inlet, the radial bearing (16) on the input, the Central round toothed wheel (17) with bushings, radial bearing (18) on output, axial bearing (19) at the output, the input sleeve (20), the output sleeve (21), maslarastitelnogo device (22), piston rings (23), lip seal (24), the sealing tube (25), the cylinder (26) steering forward stroke, the cylinder (27) steering return stroke, the piston (28) steering, the piston (29) for pre-load, the cylinder (30) for pre-load, what intrabody pin (31), the blades (32) to the oil supply valve (33), and a decreasing pressure, for pressure steering front stroke (pSF with proportional valve), the valve (34), and a decreasing pressure, for pressure steering reverse (pSR with proportional valve), the valve (35), decreasing the pressure to a normal pressure (pN proportional valve), the valve (36) emergency shut-off for pressure steering the forward stroke, the valve (37) emergency shut-off for pressure steering-reverse, battery (38) low pressure the battery (39) high pressure oil pump (40), the switch (41) hydraulic pump switch (42) hydraulic feed switch (43) hydraulic accumulator, a sensor (44) pressure force (45) steering output shaft (46), the device (47) transfer torque (namely splined connection), all gear (48), the satellite gear (49), drove (50) satellite gear, the Central gear (51), pre-load (52), effort (53) steering, index (a: a primary planetary variator index b: secondary planetary variator.

Figure 1: Schematic view of a round or Central gears (1, 3)that communicate with satellites (2). L represents a length from the vertex of the cones rolling to the point of contact while rolling. 1 which depicts two cone rolling on one another. Only in the case when the vertices of the two cones coincide, the cones can roll on one another (with fixed axes positions) by pure rolling without slipping. Fig.1b is a section of the circular, or Central gears and the tangents at various points on the curve. For better clarity, figs in these three points added satellites. It should be noted that L is constant.

Figure 2: Schematic view of the planetary variator containing the satellite (2)connected to the main shaft (9). Satellite (2) rolls on a circular toothed wheel (1) and the Central gear wheel (3), resulting in rotation of the Central gear wheel (3) with a certain output speed. The change in the slope of the axis of the satellite (2) relative to the Central shaft (9) changes the output speed of the interacting Central gear wheel (3) at the constant speed of the main shaft (9). Satellite plug (4), the satellite gear wheel (5), the radial bearing (6) satellite, push the bearing (7) for the satellite, (8) pivot pin, (9) the Central shaft (10) the pressure relief valve.

Figure 3: Schematic view of the reversible variable transmission of the present invention. Figa and 3b are enlarged views of the first and second planetary variator according to the government, in their position in the transmission. It should be noted that the second Central gear wheel (3) rotates at a variable speed of rotation around the axis of the transmission depending on the position of the planetary variators in the longitudinal direction of the transmission, thereby changing the axis of the satellites relative to the main shaft and, consequently, the interaction with all the gear wheel (1A) and (1b) and the Central gear wheel (3A) and (3b).

Figure 4: Schematic view of the satellites and their connection with the main shaft of the transmission.

Figure 5: Schematic view of the hydraulic circuit.

6: Schematic view of an alternative reversible variable transmission.

Fig.7: Schematic view of another alternative reversible variable transmission.

Fig: Schematic view of another alternative reversible variable transmission.

Fig.9: Software block diagram, system software required to control the transmission.

Figure 10: Scheme of the prior art conventional fuel consumption of the diesel engine and conventional transmission, borrowed from Brandstetter and Howard 1989: specific fuel consumption for diesel engine D1 displacement of 2.5 liters Ford (Brandstetter and Howard 1989: specific fuel consumption for the Ford 2,5 litre D1 Diesel engine).

11: simulation Results of acceleration when fully open on asselineau the valve from the rest.

Fig: simulation Results of motion with constant speed of 50 km/h and then sudden acceleration at full throttle.

Fig: three-Dimensional view of a possible implementation of the satellite forks.

Detailed description of preferred embodiments of the invention

The transmission according to the present invention can be best compared with the toroidal transmission. Partially and fully toroidal transmission has disadvantages in that the total length is limited. You also need a torque Converter or other device for acceleration and the shifter and the gear to reverse the direction of movement. The main disadvantage is that the satellite gears and pulleys roll over each other by means of a screw motion, which means that the contacts are rolling, because of their geometry, macroprolactinemia, when the transmission of the driving forces. Consequently, these contacts are rolling should be lubricated to reduce wear and heat dissipation. Oiled surfaces have a low coefficient of friction. For transmitting the driving force through the contact surfaces, these surfaces must be pressed together with great force, that require complex implementation. Another consequence of mikropascal is ivania of course is the low transmission efficiency.

Description

According to the present invention, the transmission mainly consists of two so-called planetary variators. Planetary variator represents the mechanical subsystem, comparable to the planetary gear system, but with a variable gear ratio and the running surfaces instead of gears. Planetary variator is designed so that the contacts rolling occurred pure rolling without slipping movement. In the application of the transmission of the present invention, the contact pressure of the contacts when the rolling is adjusted so that the contact stresses remained within acceptable limits and that the contact pressure was high enough to avoid macroscelidea.

In the literature macroscelidea described as the condition for the two rolling surfaces, subjected to the action of the normal force and transmitting tangential force (tangential to the surface) so that in the contact zone, there is a subregion in which the two surfaces stick together. Outside of this sub-region, but still within the zone of contact, creep occurs due to elastic deformation of the phone

Macroscelidea is a condition in which there is no one to contact adhesion. Provided macroscelidea the amount of slip is acontr is controlled.

Planetary variator

Subsystem planetary variator (see figure 2) consists of the following parts:

- all gear wheel (1)

- satellites (2)

- satellite plug (4)

- satellite gear wheel (5)

radial bearings (6)

- push the bearing (7)

- articulated fingers (8)

the Central shaft (9)

the Central gear wheel (3)

All gear wheel (1), the Central gear wheel (3) and the Central shaft (9) have a common axis of rotation. All gear wheel (1) is axially pressed against two or more satellites (2) pre-load (52). Satellite wheel (5) can freely rotate around the plug (4) by means of radial bearings (6). Centrifugal force and the force resulting from the preload (52), is transmitted through the adjusting bearing (7) on the satellite plug (4). Each satellite plug (4) can rotate freely around the pivot pins (8) in the plane formed by the Central shaft (9) and satellite plug (4). The axis of the hinge of each satellite (2) crosses the Central shaft (9) in the same point. Satellite wheel (5) is pressed against the Central toothed wheel (3), which causes a counter force to pre-load (52).

By changing the relative position of the hinge relative what about the wheels, change gear ratio. If you change the relationship transversal contact speed and contact pressure must be regulated to hold the transverse and longitudinal creep in macroprolactinemia.

All gear wheel (1) and the Central gear wheel (3)

Effective contact surface is round and the Central gear wheel (1, 3) satellites (2) is the axisymmetric surface of the concrete form.

To get rolling without sliding of two bodies (satellites and all gear wheels, satellite and Central gears) their axis of rotation and tangent to their contact surfaces must intersect all three at one point. Cm. figa: the top two cones coincide. If one point of the contact surface is rolling without sliding on one another, then all points of the function, and does not occur helical movement.

Curve both Central and circular toothed wheel which is rolling without slipping, can be built according to their properties in the xy plane: any tangent to the curve must intersect the Central axis x so that the distance from the axis x to the tangent point was constant L. the Point of intersection with the axis is the position of the hinges. Then the curve is determined using the following the first set of integral equations:

L sinα=y

α=arctan(dy/dx),

where x is the horizontal axis representing the axis of rotation,

the y axis perpendicular to x-axis

L is the length from the hinge to the point of contact while rolling,

α is the angle of the tangent with the x-axis.

After integration:

+/-x+c=√(L2-y2)-L/2*ln((L+√(L2-y2))/(L-√(L2-y2))

or

+/-x+c=L*(cosα-1/2*ln((1+cos α)/(1-cos α)))

+/-x+c=L*(cosα+ln[tan(α/2)]),

where C is an arbitrary constant of integration.

By restricting to y and α

0<=y<=L

0°<=α<=90°

can be built surface of rotation around the x axis. This surface is shown in fig.1b: tangent at three random points on the curve crosses the x-axis with length L from the touch point to the intersection with the x axis. On figs in these three points added satellites. The distance of the point of contact of a satellite to its hinge is L so that the conditions of pure rolling is performed for all positions of the hinge along the x-axis. In mathematics this curve is known as tractis and first described by Christian Huygens and Claude Perrault in 1693. Usually this curve is formulated in differential mathematical terms, but the above formula is more practical for use in this transmission.

In practice, this surface may slightly deviate from theoretical surface to compensate for the compression or wear surface is STI. The material of the contact surface, stiffness, roughness, condition, coating and lubricating fluid or gaseous medium is selected to optimize traction and wear. Such compositions are well known in the prior art technology profile gear and tools for mechanical processing.

All gear wheel (1) and the Central gear wheel (3) have features to ensure or prevent rotation, to ensure or prevent axial movement and move to the center of the component, depending on their function in the transmission and the transmission type. Some non-limiting examples of various configurations all gear - satellite - Central toothed wheel shown in figure 3 and 6-8. In these embodiments, the implementation of the first round gear cannot rotate, while in alternative embodiments, the implementation of the round gear wheel can rotate, while the satellites, rolling on the round gear wheel fixed. In alternative embodiments implement, as all the gear, and the satellites can rotate independently from each other, for example, with different speeds. Essentially, any configuration is subject to the concept of axisymmetric contact surfaces of satellites with circular and Central the different gears, as noted above.

The materials used

In a preferred embodiment, the rotating components (satellites and gears are made of steel or hardened steel transmission may, for example, be of aluminum and cover with blades may, for example, consist of aluminum or plastics. Can be used any other suitable materials known in the prior art, is arranged to provide the necessary rigidity of the material, requirements for traction and resistance to wear.

The surface interaction between the satellites and the gear wheels may, for example, consist of AlTiN (titanium aluminum nitride), TiCN (karmatically nitride), TiN (titanium nitride) or TiCrN (titanium nitride-chromium). Can be used any other suitable material known in the prior art, is arranged to provide the necessary rigidity of the material, requirements for traction and resistance to wear.

Satellites (2)

Planetary variator has two or more satellites (2) for transmitting the driving force. In the preferred embodiment, there are three satellite on planetary variator, as shown in figure 4. Tangent to the surface of the roller intersects the center of the hinge. The distance from the point of contact with the rolling up of the hinge is L: it's the same length L, as in the forms of the Le to the surface of the toothed wheel.

(i) Satellite wheel (5)

Surface raceway satellite gear (5) is a crown to avoid the high boundary of the contact stresses. Like the surface of a round and the Central gears, the material of the contact surface, stiffness, roughness, condition and coating optimized for the traction and wear.

(ii) Satellite plug (4) and pivot pin (8)

Satellite plug (4) and pivot pin (8) is made strong enough to withstand the centrifugal force pre-load (52) and torque. On the other hand, the fork (4) can not communicate with each other at all angles of inclination satellites (2). The performance of the forks shown in figure 2, 3 and 4. Three-dimensional view shown on Fig. All three forks of one planetary variator are the same. Two legs of the fork (4) are a mirror image of each other relative to the Central axis of the fork (4).

(iii) Bearings and lubrication

Bearings (6, 7) can be either ball bearings or slide bearings. The oil flow for cooling and lubrication of the bearings is carried out by means of the blades in the satellite wheel (5). Satellite wheel (5) always rotate in the operation of the engine. Kapan (10) pressure relief opens at speeds below the speed of rotation of idling p is D. the effect of centrifugal forces and is closed by means of force, created by the spring, before the engine comes to rest. This valve allows thermal expansion of the oil without increasing pressure. During the stop, he must prevent the contamination zone contacts the oil from satellites (2), which will require, in General, further, or to avoid lack of lubrication. Of course, possible alternative lubrication system. It is also possible the use of hybrid bearings without lubrication.

The application of planetary variator

Planetary variator, like the planetary gear system has three elements of interaction that can be input, output, connected with the housing, the connection with other planetary variator or connection with other components of the transmission such as a planetary series or shifted gears. By means of one or more planetary variators, possibly combined with other components of the system (such as planetary line or offset transmission), can be created in various layout variable transmission.

Reversible variable transmission

General layout

The combination of the two planetary variators, as described below and shown in figure 3 and 4, represents one of the many ways to obtain a reversible transmission. The term 'roar is a passive' means the transmission, that can change the direction of rotation of the output continuously variable manner and, thus, bypassing zero the ratio of velocity.

The engine, either directly or through the damping system twisting connected to the input shaft (11) of the transmission. This shaft is connected with the Central shaft (9a) of the primary planetary variator (13A) so that both the shaft can rotate relative to each other. This Central shaft (9a) can slide axially relative to the input shaft (11). The Central shaft (9a, 9b) primary (13A) and a secondary planetary variator (13b) combined in one transmission main shaft (12).

All gear of the primary planetary variator (1A) is attached to the housing (14) with two or more centering pins (31) so that it could not rotate, but could only move axially. It is pressed against the satellites (2A) of the primary planetary variator by means of an adjustable hydraulic pressure pN. All gear (1A) moves axially when the change gear ratio.

Instead of being fixed centering pins (31) of the torsional vibration damper can be performed as a unit by replacing the centering pins (31) elastic elements such as springs and damping elements acting in the Tangenziale the direction and mounted between the housing (14) and the first cylindrical gear (1A). Furthermore, these elastic elements must prevent tangential movement of the first cylindrical gear (1A) with high stiffness and axial movement of the first cylindrical gear (1A) with much less stiffness.

The Central gear wheel (3A) of the primary planetary variator is connected, as one, to round toothed wheel (1b) of the secondary planetary variator. This is a combined Central circular gear wheel (3A, 1b) centered by satellites of the primary and secondary planetary variator (2A, 2b) without the use of a bearing for centering. However, in order to avoid vibrations of the long input shaft or to create 'neutral' (sm), radial bushings or bearings (17) can be added between the Central circular toothed wheel (3A, 1b) and main shaft (12). The Central circular gear wheel (3A, 1b) is moved axially when you change the relationship.

Satellites (2b) secondary planetary variator is also connected to the main shaft (12).

The Central gear wheel (3b) secondary planetary variator is the output of the transmission. It is axially and radially posted via bearings (18, 19). These bearings (18, 19) are selected for transfer preload (52), and effort (53) steering, centrifugal forces and the gyros is epicheskih forces, acting on the satellites (2A, 2b).

Scope

This transmission is designed for passenger cars, but its application can be extended to:

- machines for freight transport: where many relationships, low and high, along with high efficiency;

- off-road tools:

applications in which creeping speed and good efficiency at low speed is important, such as large mowers;

- hoisting-and-transport truck that need smooth paneuropoennes when the low-speed rotation in both directions, and in a relatively fast reverse (comparable with the second front gear);

- equipment such as cranes with telescopic rod, where the low speed should be adjustable independently of the change of resistance of the ground;

- wind turbines, in which the "output" of the transmission is connected to a very slow rotational propulsion, and "log" gives effect to the generator;

- other industrial applications where power must be transmitted with variable speeds.

EXAMPLES

The present invention is illustrated by the following non-limiting examples.

Example 1: the Elements of the example transmission according infusion is his invention

Input shaft (11) is supported by a bearing (15) and bearing (16). The bearing (15) can withstand the resulting axial force is called centrifugal, gyroscopic forces, the forces of lateral creep forces and friction. Bearings (15, 16) placed in the oil distributors (22), which is connected by bolts to the housing (14). The input shaft extends from the engine, connected to the main shaft of the transmission through the element keyed shaft, allowing the translational axial movement but not rotational relative to each other. Thus, the torque is transmitted through a long internal pins from input shaft (11) on the external pins of the main shaft (12). Instead of dowels, possible alternatives, which transmit torque and allow axial movement (in the longitudinal direction of the shaft). The main shaft (12) is centered using the sleeve (20) inside the input shaft (11) and the other sleeve (21) in the Central toothed wheel (3b) secondary planetary variator. These sleeves (20, 21) are not loaded radial forces, but should center the main shaft (12) and allow axial movement. The first sleeve (20) are separated to ensure the installation over the dowels. The Central gear wheel (3b) secondary planetary variator based on two bearings (18, 19). One of them perceives axial load.

the Lubricating oil for bearings (15, 16, 18, 19) and sleeves (20, 21) is supplied from the housing (14) through the holes to maslarastitelnogo device (22) via a bearing (15) and bearing (16), then the flow is divided. One part passes through the sleeve (20) and the pins and then through the Central hole in the main shaft (12). Another part bypasses these components are through hole and connects with the first oil flow in the Central hole. At the end of the main shaft (12) the oil flow passes through the sleeve (21) and two bearings (18, 19) of the Central gears. The oil flows back through the hole in the housing (14) to the sump.

Grease bearings (6A, 6b, 7a, 7b) each satellite is shown in the form of a closed loop, but, alternatively, it can be introduced into the circuit lubrication by oil flow through the channels inside the pivot pins (8A, 8b). This alternative may require a seal between the hinge pins (8A, 8b) and satellite plug (4a, 4b). In the performance of a closed loop flow generated by the blades (32) inside the satellite wheel (5), pumping the oil out. During the rotation of the input shaft, satellites (2) also rotate around its axis and, thus, the oil circulating through the bearings (6 and 7). The design of the lubrication assumes that the lubricating fluid or gaseous medium contacts rolling should sosialisasi lubricating oil to the bearings. For this reason, the internal part of the transmission with the contacts when the rolling completely isolated from the lubricating oil for bearings and, of course, be sealed from the outside.

The housing (14) and maslarastitelnogo device (22) includes two or more holes for pressure steering pSF and pSR. These pressures provided with sealing by three piston rings (23) between maslorazdatochnym device (22) and the rotating input shaft (11). Leaking oil due to the pressure of steering by means of piston rings (23) is collected in the lubrication circuit. The lubrication circuit is completely sealed relative to the outer part of the transmission and to the area of the running surfaces by means of lip seals (24). Through the sealing tube (25) pressure steering pSF and pSR are compacted and managed in relation to the cylinder (26) steering forward stroke and the cylinder (27) steering-reverse, respectively.

Sleeve (17) is made of material to work without lubrication or gaseous medium or fluid contact with the rolling. During normal operation, the sleeve (17) is not in contact with the main shaft (12). Cm. section 4.6.1.

Transmission concept according to the present invention has the following advantages:

You need only one system, the piston and cylinder (29, 30) DL is create a pre-load (52), which presses all the contact surfaces to each other. The cylinder (30) is not rotating, which makes hydraulic (or pneumatic) filing easy, because it does not require dynamic seals.

The cylinder (26, 27) steering rotates at the same speed as the main shaft (12). In other words, would require large bearings operating in both axial directions. Piston seal (28) steering move only axially and not move tangentially. Relative rotation would be impossible if these large diameters and high rotational speeds of the engine. In the depicted arrangement of figure 3, you need only one piston (28) steering, acting in both axial directions, to move the Central shaft (9) both planetary variators.

By combining two planetary variators, as shown in figure 3, the gear ratio of each planetary variator increases so that gives a very long gear ratio Overdrive transmission in the direction of forward movement. Another advantage is that in the direction of backward movement is the gear ratio for higher speed transmission, which prevents the high speed rotation of the engine is when reversing.

Long ratio torque (0,441) allows the car to travel at any speed and any power level with optimal engine efficiency. This will reduce the fuel consumption of the engine 15 to 20% (see also chart engine operation figure 10). Modern motors produce high torque at low engine speed. 25 PS (enough to drive with a constant speed of about 110-120 km/h) produced with optimal efficiency close to the motor speed from 1300 rpm

The purpose of the control devices for this transmission concept is the creation of the engine, always working at its optimum efficiency. This means that when the average engine power the engine is running at very low speed. However, for the driver of this condition may be acceptable if you can very quickly change the attitude, when the driver suddenly pressed the accelerator pedal throttle control. Changing attitudes means that the satellite gear (5) must implement the transverse displacement (=perpendicular to the direction of rolling) for all a toothed wheel (1) and the Central gear wheel (3). This is not a problem, because cross-sectional distance that must be overcome for this change of attitude, so small in relation to the structure to longitudinal distance in the direction of rolling, what is the transverse displacement can be performed quite quickly, while contacts with the rolling remain in the micro-running stresses.

The ratio of the torque is changed continuously from -1,44 (reverse) through infinity to +0,441 (straight path). Thus, there is no need for the device to disperse. During acceleration, no energy is dissipated in the slip clutch or torque Converter. The absence of this heat dissipation reduces fuel consumption from 0.1 to 0.12 liters/100 km. of Course, in the absence of the main clutch or torque Converter, there is also a savings in cost and weight. Thus, the ratio of the torque is changed continuously to infinity, although the maximum output torque limited torque corresponding to the limit slippage of the tires of vehicle on a dry surface. It is easy to Express this relationship in terms of the velocity ratio (=output speed divided by the inlet velocity). Then the ratio of velocity varies continuously from -0,695 to reverse through zero to +2,268 when top gear forward stroke.

For maximum acceleration from a standstill with the help of the device acceleration (torque Converter or clutch), the engine must be brought to the speed at which it produces maxima the capacity torque (or torque, necessary to achieve the phase close to the slide rails). On acceleration of the engine takes time. During this time on wheels not reached the maximum driving force. Through the variable transmission with a ratio of speeds varying from zero, as described above, the maximum driving force, as in the case of the speed of rotation of idling. Thus, the maximum driving force is also achieved, as in the case of the start pedal throttle control. The simulation below shows that this transmission is made with the possibility of increasing the rotational speed of the engine fast enough to continuously maintain maximum driving force up to the point at which the engine reaches its maximum power (from this moment on, the motor speed will remain constant as long as the pedal throttle fully pressed to the floor level).

Thus, this transmission may also remain in the stop time and move very slowly (forward or backward) - without any moving component. Efficiency also remains high at very low speed. Move at such low relationship almost does not depend on the steepness of ascent or descent (very is serious while Parking on a slope or for example, curbs). This is a very low ratio of speeds is also practical when accelerating on slippery or snow-covered surfaces. In an ordinary car with slip clutch driven wheels are regulated torque. When traction with the road falls below the driving forces of the wheels are accelerated to unmanaged until the clutch is closed. In snow or mud conditions tires are scrolled in the recess so that the car can get stuck. By using the transmission of the present invention of the wheel is governed by speed and can rotate at this very low speed. When traction with the road falls, rolls are rotating with the same low speed for bus could restore traction. This ability is also very useful for off-highway or all-wheel drive vehicles.

Simulated transmission efficiency, as such, corresponds to a low power of about 99.4 per cent. This value includes mechanical and hydraulic losses. When accelerating at full throttle, it drops to 96-97%. Existing transmission have higher efficiency at maximum torque, a situation that rarely happens in modern high power cars. It turns out that t is anmesia the present invention has the high efficiency at low power and zero or slow change of attitude. Such conditions driving the single largest contributor to total fuel consumption.

The result is high efficiency is that do not need any cooling system or that is used only a small cooling system in rare cases. Pump, chiller, fan, coolant and hydraulic regulators only increase the cost and weight and increase the risk from the discharge of oil into the environment. In addition, the power to actuate the coolant pump further reduces the efficiency.

The simulation shows that the ratio can change so quickly (when the foot throttle is pressed suddenly)that during acceleration of the engine consumes the full torque of the engine. Faster change of attitude, of course, makes no sense. This means that the power of the engine increases from almost zero to full power for 200 MS (modeling performed for gasoline engine with 300 HP, 400 Nm, in the case of a passenger car with rear-wheel drive in 1800 kg).

In total efficiency is about 18-30%:

- 15-20% from the improved efficiency of the engine,

- 2-7% of the efficiency of the powertrain according to the present invention in comparison with manual transmission (MT),

- 1-3% in the absence of muftari torque Converter.

The Parking brake can be easily performed when the gear ratio is set to zero (thus, the output is maintained at the same level as long as the engine can rotate without power feed). When applied mechanical device as a pre-load (52), this load will also be supported when the engine is off. Thus, the output of the transmission can not rotate, regardless of whether the engine is running or not.

11 illustrates simulation acceleration from standstill.

On Fig shows the simulation of sudden acceleration after driving at a constant speed of 50 km/H. This shows how quickly achieved acceleration of the vehicle.

Example 2: Hydraulic regulators

Figure 5 depicts the hydraulic method of creating a preload and steering effort control, although these efforts can also be created using pneumatic or mechanical means.

Hydraulic adjustable pressure acts on the piston (29) pre-load all gears (1A) of the primary planetary variator to create a normal force between the satellites (2A, 2b) and a round and a Central toothed wheels (1a, 1b, 3a, 3b). The piston (29) pre-load and the cylinder (30) pre-load does not rotate. Normal is the force on each contact surface must be large enough so that to the longitudinal and transverse slippage in the contact area remained in microproteinuria. DC is much more pressure than necessary may shorten the service life of bearings and contact surfaces.

This relationship is controlled by pressure steering front turn pSF acting on the piston (28) steering in the steering cylinder (26) forward stroke and using pressure steering reversing pSR, acting on the other side of the piston (28) steering in the steering cylinder (27) reverse. The piston (28) steering and steering cylinders (26, 27) are rotating at the input speed. In the absence of pressure steering gear ratio goes to zero relative speed, because the centrifugal forces on the satellites (2A, 2b) tighten the main shaft (12) to zero the ratio of speeds. Pure effort steering is governed by the system software. Fast start-downshift (when driving forward) does not require in most cases the hydraulic power pressure from the steering, because the centrifugal forces on the satellites (2A, 2b) are usually already strong enough to shift down only due to the diminishing pressure steering front turn pSF. When the centrifugal is e forces are insufficient, fast start-up downshift is performed by pressure steering reversing pSR.

Example 3: control system software

The program of the software system described in the example application in the internal combustion engine.

Usually the system software (hereafter SW) should be adjusted for preload and pressure steering pSF and pSR. For security and management capabilities, none of the sides of the piston (28) steering never feels zero pressure, but always feels the minimum pressure offset on one side (see 4.6.1).

The input data for SW are throttle position, the desired direction of movement, input speed, output speed and torque of the engine map and effectiveness. Perhaps the position of the piston of the steering control will be used as a feedback signal.

The desired power level of the engine is known from the throttle position. This defines a map of the effectiveness of the desired engine speed. Using a proportional-integral controller with precession (hereinafter - PID controller) (or PID2) SW defines a first proposal for the speed of the piston (28) of the steering control so that the speed of rotation of the engine was changed to the desired motor speed. In more detail, the transmission computer calculates the preload and steering effort control in five stages, in order to prevent the possibility of macroalgae in one of the contacts while rolling and to avoid that the traction control system of the vehicle may intervene in the management too often.

Stage 1:

At low vehicle speed the required power will be limited to a known amount of grip the tires with the road on a dry concrete floor. The required motor speed and torque calculated by the required output of the engine and with the help of a map of the efficient use of fuel by the engine. Then the PID controller determines the speed vS of the piston (28) steering. Then all calculated geometrical parameters and all internal speed (longitudinal and transverse to the direction of rolling).

Step 2:

Assume that the pre-load pN is the maximum.

Longitudinal creep is calculated using theory of microproteinuria. If all longitudinal creeps are in microproteinuria, the controller proceeds to the next step; if not, the input torque must be reduced (the latter should not occur, because it means that the transmission has insufficient stock PR is knosti).

Step 3:

The velocity vS of the piston steerage calculated by the controller; it is assumed that the pre-load pN is the maximum.

Using the known current torque and input speed, the longitudinal forces at the contact points is known. Speed vS steering also defines all of the transverse velocity in contact with the rolling. Longitudinal microproteinuria is determined using theory of microproteinuria, using a known normal force and through transverse velocities. Transverse creep is also determined from theory of microproteinuria. Both creep determine the total creep.

If the total creep is within microproteinuria, the controller proceeds to the next step; if not, the velocity vS of the steering must be reduced to the new speed vS on the steering wheel.

Step 4:

With the current proposals on speed vS steering and current driving forces it is possible to find the maximum pre-load pN, which leads to microproteinuria slightly below the limit microproteinuria.

Calculates the correct pre-load pN (using this sequence of calculations pre-load may not exceed the maximum limit). The position of the piston p is the left control is known relation of the output and input speed (or directly from the position sensor). This provision defines all geometric conditions. Centrifugal force is known from the input speed and the driving forces are known according to the motor rotation speed (=entrance) and throttle position.

To gain speed vS steering is also calculated pressure on the steering wheel. Shear velocity is known at each contact point of the rolling and transverse forces are calculated using theory of microproteinuria. The resulting value represents the pure force of the steering wheel.

Step 5:

When the pressure steering is above the limit, the velocity vS of the steering must be reduced, and the controller goes back to step 1; if not, the pre-load pN and pressure steering front turn pSF is determined so as to remain within microproteinuria and use the engine as close as possible to its point of maximum efficiency for a given power (AC) power requirement.

Example 4: the Hydraulic system

Hydraulic power sources

The preferred hydraulic power supply is shown in figure 5.

Security

When you can use only one proportional valve for pressure steering front turn pSF and the other about itionally valve for pressure steering reversing pSR, may be unsafe condition, when it is assumed that the vehicle moves forward, the proportional valve for pSF (33) overlap to zero pressure. In this case, the centrifugal force will change the gear ratio very quickly to zero velocity ratio so that the engine could rotate too fast and the wheels are blocked. To avoid these effects, added two safety shutoff valve (36, 37) and valves (33, 34) ('proportional valves'), lowering the pressure setting is always the minimum pressure offset (i.e. 0.5 bar) on both sides of the piston (28) steering. This pressure offset supports the safety shut-off valves (shut-off) (36, 37) open. When one proportional valve (33 or 34) overlap to zero pressure, the corresponding shut-off valve (36 or 37) takes pre-load pN and the transmission does not transmit any torque. The car will move by inertia and the motor is protected against by his own protection from Overspeed conditions. Under these conditions, the transmission is in "neutral" (only in case of an emergency the sleeve (17) will support the Central circular gear wheel (3A, 1b)).

Hydraulic power

In the time which I acceleration at full throttle high pressure (i.e. 20-50 bar) requires almost no flow. In this situation, the required hydraulic capacity is about 50 watts, but during rapid changes in the relationship, you need both a high pressure, in a fraction of a second. Hydraulic peak power can be increased up to about 10 kW. When driving at a constant speed and moderate engine power hydraulic pressure pN and pSF are low (about 10 bar) and the necessary hydraulic capacity is less than 5 watts.

To satisfy these requirements with efficient power consumption and low cost, the solution with the battery (38) low pressure accumulator (39) high-pressure.

Hydraulic diagram

Oil pump (40) through a small displacement is driven by the engine. Switch (41) of the hydraulic pump is shut-off valve that selects, give the pump (40) power to one of the accumulators (38 or 39) or he takes all the pump flow back to the sump, thus, almost without consuming power from the engine. Switch (42) hydraulic feed selects which battery to be content. Battery (39) high pressure sets the priority over the battery (38) low pressure. Switch (43) hydraulic accumulator chooses which item is tor is used as feed for three proportional valves: used battery with the lowest pressure, exceeding the maximum required pressure. As input information for the controller of the transmission sensors are used (44) pressure, regulatory pressure accumulators. Pressure pN, pSF and pSR are controlled as described above in 4.4.

Example 5: Cooling and filtering

Microcolagene on the sliding surfaces causes heating. At high engine power and a high ratio of torque produced more heat compared to how much heat will be transmitted to the surrounding gaseous medium or fluid. This excess heat will raise the temperature of the satellite, Central and circular gears. At lower power levels or lower ratio of torque of the rotating components will be cooled by convection into a surrounding gaseous environment or the fluid. Perhaps the cooling fins on satellites and on the inner side of the round and the Central gear wheels can be added to improve heat transfer. This gaseous or fluid medium may be an inert gas to prevent corrosion of steel parts, although it can also be ordinary air, combined with lubrication or gaseous environment with fog cooling agent. The cooling fins on the inner side of the case will be transferred heat is on inert gas or fluid to the body. The case, itself, probably has cooling ribs on the outside will cool moving air stream. In some applications or environments, the cooling by convection, as described above, may be insufficient. In this case, you will add a fan to blow gaseous environment, or the pump circulating the fluid. The gaseous medium or fluid will be cooled from the outside of the housing. Particles of the products of wear of the surfaces of the rolling elements will be collected in the filter in the same path.

Example 6: an Alternative performance transmission

Using planetary variator can be made different layouts transmission by connecting all gears 1, the Central gear 3 and the Central shaft 9 with other planetary variators or with other transmission components such as planetary gear systems or transmission offset.

Below are some examples of the many different possibilities:

6 depicts an example of a reversible transmission comprising two planetary variators. 'Reversible' means the transmission, which can not only continuously changing their attitude toward zero output speed, but also continuously change the output direction of rotation. In respect to the research Institute of the composition according to figure 3, this alternative has the advantage of what satellite gear 5 and the fork 4 of the primary variator does not revolve around the Central shaft 9a. Thus, they are not exposed to significant centrifugal forces. The disadvantage is that the highest ratio of speeds is lower than in the performance according to figure 2. Two Central shaft 9 alternative execution must be moved axially by means of two pistons steering, for example, to regulate the gear ratio, while in the original version requires only one piston 28 on the steering wheel.

Input shaft 11 drives the primary Central gear wheel 3A and the secondary round the cog wheel 1b. Primary satellites 2A is connected to the primary Central shaft 9a by means of pivot pins 8 in the same way as in the original execution. Primary Central shaft 9a cannot rotate but can move axially through the efforts 53A steering. These efforts to regulate the axial position of the Central shaft 9a and, thus, also regulate the gear ratio. The first cylindrical gear wheel 1A is connected mechanically to the secondary Central gear wheel 3b through the device 47 transmission of torque. The device 47 torque transmission transmits torque IU what do the two components, but allows axial movement between these components. This can be done using a spline connection, although a possible alternative mechanisms. Secondary Central shaft 9b is connected with the output shaft 46 by means of such devices 47 transmission of torque. Similarly, the secondary Central shaft 9b is placed axially through the efforts 53b steering to obtain the desired gear ratio.

All contact surfaces all gears 1, 2 satellites and the Central gear 3 primary and secondary planetary variators are pressed to each other to transmit torque through the friction force. This is done by using only one pre-load 52, acting through the bearing on the first cylindrical gear wheel 1A. Opposing force is transferred from the secondary Central gear 3b through the bearing on the case.

7 depicts another alternative implementation of the reversing transmission. Here the secondary planetary variator replaced by a conventional planetary gear system (with constant gear ratio). In this version, the Central shaft 9 of the planetary variator is fixed and, thus, the centrifugal force does not act on the bearings of the 2 satellites. Bolsheprudovo ratio in both directions of rotation according to this version, of course, is lower than in the previous arrangement according to Fig.6.

Primary planetary variator is identical with the planetary variator according to Fig.6. In this case, the first cylindrical gear wheel 1A is connected to all the gear 48 through the device 47 transmission of torque. The Central gear wheel 3A is connected to the Central gear 51. The torque is transmitted to the satellite gear 49, which action was taken 50 satellite gear, which is an output of the transmission. Between the planetary variator and system of the satellite gears need sealing to avoid that the lubricating oil system of gears can reach the inside of the housing of the planetary variator. Since this transmission is "reversible", the output speed can be changed continuously to zero and the direction of rotation of the output may also change continuously.

Variable transmission with a fixed direction of rotation of the output shown in Fig. Using this concept to an arbitrary number of planetary variators can be combined to achieve a large spread in the relationship. If the ratio of one planetary variator is changed from r to 1/r, then the full dispersion relations for n planetary variators becomes r(2n) (in absolute value). In the depicted examples, r is about 2.

Input shaft 11 drives the primary Central gear wheel 3A. All the Central shaft 9 of each planetary variator is connected. The Central shaft 9 cannot rotate, but can be placed through one of the axial effort 45 steering. All contacts with the rolling pressed to each other by only one pre-load 52 on the round gear 1b output through the bearing. Countervailing power is transmitted to the housing from the primary Central gear wheel 3A through the bearing. Since the Central shaft 9 does not rotate, there is no centrifugal force acting on the bearings of the satellite gears 2.

1. Planetary variator operating as a subsystem for variables or reversing transmissions and made with the possibility of a continuous change of gear ratio, characterized in that it consists of all gears, two or more satellites, which are positioned around the Central shaft, and the Central gear so that each component, namely a round toothed wheel, Central shaft and the Central gear wheel, forming a zone of interaction with other transmission components; all gears represent an axisymmetric body around the Central axis with the surface of the rotation tractrix, moreover, this surface is preferably hardened or coated to withstand traction and compressive loads; a Central gear, essentially, is the same as all the gear, but the inner and outer diameters of tractrix can be different from the diameters of the circular gears; satellites consist of satellite gear with essentially conical surface of rotation, preferably hardened or coated to transmit tractive and compressive loads, mounted with free rotation of the satellite around the fork by means of radial and axial bearings or bushings, and the virtual top of the said cone coincides with the intersection of the axis of the Central shaft with the axis of the hinge the satellite, each satellite plug one planetary variator made with the possibility of free rotation around a swivel axis which is perpendicular to the axis of the Central shaft and parallel to the plane of the satellite gears, each satellite plug and each satellite gear wheel is configured to not interact with each other for all applicable angles of inclination between the axis of the target satellite and the axis of the Central shaft; a circular gear, the satellites and the Central gear wheel are pressed to each other so that the surface is rnost rolling were in contact with each other and that the contact pressure were high enough to transmit the required torque; the Central shaft is moved axially (longitudinally) with a certain speed depending on the compressive force and the transmitted torque to ensure the change gear ratio; tractis round and the Central gear is, for both, the length parameter L is the same as the length from the contact point of the rolling satellite gear before crossing the axis of the hinge with the axis of the Central shaft, where L is used in the equation tractrix +/-x+c=L*(cosα+ln|tan(α/2)|), where C is arbitrary constant and α is the angle between the tangent at the contact point and the axis of the Central shaft; and the form of the running surfaces of the satellite gear wheels, which, essentially, are conical, slightly deviates from this theoretical convex shape so as to optimise the distribution of contact pressure.

2. Planetary variator according to claim 1, characterized in that the flow of lubricant to the bearings or bushings inside of satellites, possibly through a closed path for each satellite, and the oil recirculates through the blades inside of the satellites, is evacuated from the oil, which then goes through the bearings or bushings; alternative flow of lubricant to the bearings or bushings inside of satellites, if possible, is carried out by combining this flow of oil in the ground is Noah flow of lubricant, contains all of the bearings of the input and output shafts, with this flow is derived from the Central shaft through one of the hinges (in particular one of the pivot pins), goes through the bearings satellites and flowing back through the other hinge or other pivot pin) to the Central shaft; the other alternative is that the bearings satellites promoslevitra lubricant or using a combination bearings that require no lubrication.

3. Reversible variable transmission containing the primary and secondary planetary variators, each of which is a variator according to claim 1, characterized in that the circular gear of the primary planetary variator is connected to the housing so that it could not rotate but can move axially through the pre-load clamping all contacts rolling both planetary variators; Central shafts of both planetary variators combined in one main shaft and connected for rotation with the transmission input shaft and with the possibility of axial movement through the efforts of the steering in both directions, while the input shaft is not moved axially; Central gear of the primary planetary variator is connected to all the memory is striated wheel secondary planetary variator for the combined round-the Central toothed wheel could rotate around the Central axis of the transmission; and a Central gear secondary planetary variator is connected with the output shaft of the transmission, and opposing force pre-load is transmitted to the housing through an axial bearing.

4. Reversible variable transmission according to claim 3, characterized in that the relative size of the circular gear, the Central gear and satellites selected respectively for use in the car, taking into account the fact that the highest ratio of velocity is so high that the engine is almost always to produce their power at the point of its best efficiency, in particular, the dimensions related to the transmission ratio are: outer diameter of the primary and secondary circular gears, the inner diameter of the primary and secondary Central gear wheels, the effective diameter of the satellite gear wheels, the length parameter L equation tractrix; the resulting gear ratio speeds, for example, is 2,266 (in absolute value); the relative size of the circular gear, the Central gear and satellites selected respectively for use in the car, taking into account the fact that the highest ratio IC is Rasta reverse is high enough to drive a car at an average speed of rotation of the motor and low noise level reverse in particular, the dimensions related to the ratio reverse gear, are: inner diameter of the primary and secondary circular gears, the outer diameter of the primary and secondary Central gear wheels, the effective diameter of the satellite gear wheels, the length parameter L equation tractrix; the resulting gear ratio of the speeds in reverse, for example, is 0,695; and by moving the main shaft of the transmission gear ratio is changed continuously between the highest ratio of speeds of the front running during stop and highest gear ratio in reverse.

5. Reversible variable transmission according to claim 3, characterized in that the normal force at each contact while rolling is created by the initial load acting on the part of the body on the non-rotating the first cylindrical gear wheel, and countervailing power is transmitted through one of the bearing from the secondary Central gear on the housing; a pure effort steering for determining the position of the main shaft and thus also to determine the gear ratios are generated on the main shaft, and these efforts are transmitted through the bearing to the case.

6. Reversible variable transmission according to claim 5, characterized the eat, pre-load is created using one or more of the piston and the system (s) of the cylinder between the housing and the first cylindrical gear wheel and is driven by one pneumatic or hydraulic pressure or created for the account of the system of preliminary mechanical load, and this system preliminary mechanical load can also be used as a Parking brake when the transmission is set to zero by the ratio of speeds; the pressure of the steering control creates a hydraulic or pneumatic piston and cylinder capable of operating in both directions, forming one unit with the output shaft and the main shaft; and a hydraulic or pneumatic the pressure to create a pressure steering provided with a seal between a stationary housing and a rotating input shaft through the piston rings or seals made with the possibility of sealing elements, rotating with different speeds of rotation.

7. Variable transmission according to claim 3, characterized in that the internal part of the transmission where the contacts rolling are moving, filled with inert gas or with air and razbryzgivaya fluid for cooling and lubrication, or gaseous environment with fog is rodinnoho agent; and referred to the inner part isolated from the lubricating oil for the bearings and from the outer part of the transmission.

8. Variable transmission according to claim 3, characterized in that the flow of lubricant to the bearings or bushings inside of satellites, possibly through a closed path for each satellite, and the oil recirculates through the blades inside of the satellites, is evacuated from the oil, which then goes through the bearings or bushings; alternative flow of lubricant to the bearings or bushings inside of satellites, if possible, is carried out by combining this oil flow in the main flow of lubricant that contains all of the bearings of the input and output shafts, with this flow is derived from the Central shaft through one of the hinges (in particular one of the pivot pins)goes through the bearings satellites and flowing back through the other hinge or other pivot pin) to the Central shaft; the other alternative is that the bearings satellites promoslevitra lubricant or using a combination bearings that require no lubrication.

9. Hydraulic system designed to regulate reversible variable transmission according to claim 3 in a passenger vehicle, truck or other road or unedo the one vehicle, characterized in that one pump driven from the engine is used to supply hydraulic pressure and flow; battery high and low pressure United in a system in which fluid from the accumulator low pressure to increase the pressure on the piston preload and the piston steering is used primarily in relation to the high-pressure accumulator; high-pressure accumulator is filled by a pump in the first place with respect to the accumulator low pressure valve, a second pressure that is used to adjust pre-load pressure of the steering when driving in forward and reverse directions; possibly added the safety device in the form of two shut-off valves in-line pre-load, and one of them is turned off by the pressure of the steering forward stroke, and the other pressure steering rear to ensure the heat pre-load as soon as one of the operating pressure of steering control falls below a predetermined pressure offset; and the above-mentioned safety device can be simplified by removal of the safety shut-off valve of the hydraulic circuit.

10. Implemented on a computer method for p is the regulation of the hydraulic system according to claim 9 in a motor car, truck or other road or off-road vehicle, characterized in that the curve (engine torque as a function of engine speed), expressing the minimum fuel consumption for each power level of the engine, is stored in memory controllers; PID-controller determines the speed of the piston steering, attached to the main shaft for receiving the rotational speed of the engine, which is equal to the desired engine speed is calculated from the curve of minimum fuel consumption; the speed of the piston steering, which proposed PID controller, can be reduced to stay within the range of microproteinuria, given the method of calculation; and the pre-load and pressure steering, determine the angle of the satellites relative to the axis of the main shaft, are calculated with published theory of the longitudinal and transverse microproteinuria.

11. A combination of one or more planetary variators according to claim 1 in various configurations variable transmission, characterized in that each element of the interaction of planetary variator, namely all the gear wheel, the Central shaft and the Central gear may be connected with an input, an output, a transmission housing, the element usaimage the effects of other planetary variator or any other component of the transmission, such as offset gear or satellite system of gears; and the phrase "reverse" in this case means variable transmission, the output direction of rotation of which relative to the input direction of rotation can be changed continuously and the ratio of velocity which is determined even in low and zero output speed no elements (macro-) slippage, which, for example, are used in the torque Converter or the friction disk clutches.

12. The method of transmitting power at variable speeds in a medium selected from the group consisting of a passenger automobile, truck, bus, off-road car, mowing machines, wind turbine, a handler with telescopic boom crane, forklift or any other industrial application, which requires the transmission of power at variable speeds, and the tool includes a reversible variable transmission according to claim 3.

13. The combination of reversible variable transmission containing the transmission according to claim 3, hydraulic system designed for the management of reversible variable transmission according to claim 3 in a passenger vehicle, truck or other road or off-road vehicle, characterized in that: one pump driven from the far East is the engine used to supply hydraulic pressure and flow; battery high and low pressure United in a system in which fluid from the accumulator low pressure to increase the pressure on the piston preload and the piston steering is used primarily in relation to the high-pressure accumulator; high-pressure accumulator is filled by a pump in the first place with respect to the accumulator low pressure valve, a second pressure that is used to adjust pre-load pressure of the steering when driving in forward and reverse directions; possibly added safety device in the form of two shut-off valves in-line pre-load, and one of them is switched off by pressure steering a direct course, and the other pressure steering rear to ensure the heat pre-load as soon as one of the operating pressure of steering control falls below a predetermined pressure offset; and the above-mentioned safety device can be simplified by removal of the safety shut-off valve of the hydraulic circuit; and a computer program software system designed for the management of reversible variable transmission according to claim 3 with hydraulic clapano is, in this case the curve (engine torque as a function of engine speed), expressing the minimum fuel consumption for each power level of the engine, is stored in memory controllers; PID-controller determines the speed of the piston steering, attached to the main shaft for receiving the rotational speed of the engine, which is equal to the desired engine speed is calculated from the curve of minimum fuel consumption; the speed of the piston steering, which proposed PID controller, can be reduced to stay within the range of microproteinuria, taking into account methods of calculation; and the pre-load and pressure steering, determine the angle of the satellites relative to the axis of the main shaft, are calculated with published theory of longitudinal and transverse microdistillery.

14. Implemented on a computer a method for controlling a reversible variable transmission according to claim 3 in a passenger vehicle, truck or other road or off-road vehicle, characterized in that the curve (engine torque as a function of engine speed), expressing the minimum fuel consumption for each power level of the engine, is stored in memory controllers; PID-controller determines / min net is ü piston steering, attached to the main shaft for receiving the rotational speed of the engine, which is equal to the desired engine speed is calculated from the curve of minimum fuel consumption; the speed of the piston steering, which proposed PID controller, can be reduced to stay within the range of microproteinuria, taking into account methods of calculation; and the pre-load and pressure steering, determine the angle of the satellites relative to the axis of the main shaft, are calculated with published theory of longitudinal and transverse microdistillery.



 

Same patents:

FIELD: machine building.

SUBSTANCE: device consists of control part actuated by user for control of ratio (lever (50) and of device of working connection (rollers (18) of control part for regulation of ratio with movable part for transfer of variator torque. The connecting device corresponds to a hydro-mechanical arrangement. When a user actuates control part (50) for regulation of ratio there is regulated ratio of variator. The device also has the appliance for turning torque off (valve (60) actuated by a user for disconnection of the part for regulation of the ratio from the movable part for transfer of torque.

EFFECT: simplification of design.

17 cl, 3 dwg

Variator // 2413888

FIELD: machine building.

SUBSTANCE: variator consists of two races made for rotation around common axis. Opposite profiled surfaces of races restrict circular space containing at least one roller (38) transferring driving force between races. The roller is installed on the carrier (42) so, that its incline to common axis can vary to facilitate changes of variator ratio. The rollers and their carriers are controlled by means of a mechanism consisting of solar (46) and circular (50) gears interacting with the carrier. Relative rotation of the solar and circular gears causes an incline of carrier (42) so, that rollers turn to a new incline. There is disclosed satellite (100) controlling solar and circular gears and interacting with both. Rotary position of the carrier is controlled independently from its interaction with solar and circular gears.

EFFECT: improved control of rollers orientation.

16 cl, 11 dwg

FIELD: machine building.

SUBSTANCE: variator transmission consists of input shaft (18), input disk (10) installed on input shaft and rotating with it and output disk (12) facing input disk and coaxially rotating with it. Input and output disks (10, 12) form a toroid cavity between them. In the toroid cavity there are positioned only two rollers; also the first and the second rotating rollers are arranged on the first and the second roller carriages. Facility (34, 36) of end load holds rollers down to contact with the input and output disks for motion transfer. Two roller carriages are mounted on opposite sides from the axis of lever pivot. Pivot axis of the lever travels in one, preset radial direction relative to rotation axis of input and output disks.

EFFECT: simplified and inexpensive variator.

27 cl, 3 dwg

FIELD: machine building.

SUBSTANCE: invention relates to rolling variator, particularly to control mechanism by roller orientation. Device of infinitely variable control of reduction ratio (variator) contains couple of rotating rolling path, installed for rotation around its common axis (218) of variator. Drive force is passed from one rolling path to the other by means of at least one roll (200), running by it. Connection between roll (200) and its carrier (214) provides roller precession relative to around axis (228) of precession, where it is defined relative to axis of precession and non-parallel to roller axis. Precession leads to changing of angle between axis (222) of roller and axis (218) of variator and corresponding to changing of reduction ratio. Carrier itself allows toothing (206), by means of which it is engaged with central tooth gear (212) and gear rim (214). Rotation of carrier (204) around axis of carrier serves to changing of axle orientation (228) of precession and accompanied by changing of reduction ratio of variator.

EFFECT: invention provides by means of control of displacement of carrier to change reduction ratio of variator.

16 cl, 21 dwg

FIELD: machine building.

SUBSTANCE: invention relates to device for changing of transmission ratio, particularly to gears with rolling engagement in toroidal track. Variator contains input disk (18, 20), installed rotary; output disk (22), installed rotary co-axial with input disk (18, 20); rollers (30, 32), by means of which it is passed rotation between input disk and output disk; pistons (36, 38) of double-acting, each of which interacts on corresponding one of rollers. Variator also contains levers (44, 60), each of which is connected to corresponding one of rollers (30, 32) and connected to it positioner (36, 38), influencing on roller for control of transmission ratio of variator.

EFFECT: creation of considerabl more packaged design of variator.

40 cl, 9 dwg

FIELD: machine building.

SUBSTANCE: variable-speed drive unit comprises master and slave toroidal wheels (2, 3) and roller (6). Their generatrices are made in the form of convex and concave curved surfaces. Due to arrangement of generatrices of working surfaces in master and slave elements in accordance with a certain dependence, area of friction pairs contact is increased.

EFFECT: improved kinematic characteristics of variable-speed drive unit.

3 dwg, 1 tbl

FIELD: machine engineering, namely variable speed drives with continuously changing relation of revolution number of driven and driving shafts.

SUBSTANCE: friction tore ring type variable speed drive includes driving and driven discs made of set of rings 2, 3 forming together toroidal surface and joined with driving and driven shafts 1, 4 through tie rods 12, 16 at spring-loaded gap outside aid tie rods. Rings 2, 3 may move one relative to other and relative to driving and driven shafts along splines in parallel to main axis of variable speed drive. Ball 10 is used as frictional intermediate member between them; said ball transmits rotation of rings of driving disc to rings of driven disc and it rotates in holder 5 in direction set by means of rings and around main axis of variable speed drive. Actuating mechanism successively forces mutually opposite rings of driving and driven discs for providing their friction contact. Monitoring and control mechanism includes control gear wheel 8 working in pair with ring-like gear wheel 7 secured to holder 5; flat coiled spring whose one end is joined with housing and whose other end is joined with holder 5 or with control gear wheel 8.

EFFECT: improved design, simplified process for monitoring and controlling gear ratio.

5 cl, 7 dwg

FIELD: mechanical engineering.

SUBSTANCE: device comprises casing (160) mounted in the vicinity of roller (100) and pipeline for supplying fluid. Peripheral section (162) of the inner side of casing (160) is positioned close to the outer periphery of the roller. Two radial sections of the inner side are in the vicinity of appropriate side surfaces of roller (100). As a result, a chamber for supplying fluid is formed between roller (100) and casing (160). The pipeline for supplying fluid is mounted for permitting supply of fluid to the chamber for receiving fluid.

EFFECT: enhanced reliability.

14 cl, 10 dwg

FIELD: mechanical engineering.

SUBSTANCE: friction toroidal variator comprises inlet disk (2) and outlet disk (3) provided with toroidal surfaces, friction roller (5), spider whose one axle is provided with roller (5), holder (8) of friction roller, control mechanism, and mechanism for control of gear ratio. The second axle of the spider is fit in holder (8) of the friction roller that can rotate around the main axle of the variator. The control mechanism and mechanism for control of gear ration are made of gear sector (9) that rotates on the second axle of the spider secured to the first axle of the spider and housing (12) by means of worm gearing and spring (15) secured in housing (12) and connected with holder (8) directly or through the reduction gear.

EFFECT: simplified control and control of gear ratio.

8 dwg

Roller device // 2226631
The invention relates to rollers and cooling during use, in particular to the rollers used in variable-speed drives with toroidal raceway

FIELD: mechanical engineering.

SUBSTANCE: friction toroidal variator comprises inlet disk (2) and outlet disk (3) provided with toroidal surfaces, friction roller (5), spider whose one axle is provided with roller (5), holder (8) of friction roller, control mechanism, and mechanism for control of gear ratio. The second axle of the spider is fit in holder (8) of the friction roller that can rotate around the main axle of the variator. The control mechanism and mechanism for control of gear ration are made of gear sector (9) that rotates on the second axle of the spider secured to the first axle of the spider and housing (12) by means of worm gearing and spring (15) secured in housing (12) and connected with holder (8) directly or through the reduction gear.

EFFECT: simplified control and control of gear ratio.

8 dwg

FIELD: mechanical engineering.

SUBSTANCE: device comprises casing (160) mounted in the vicinity of roller (100) and pipeline for supplying fluid. Peripheral section (162) of the inner side of casing (160) is positioned close to the outer periphery of the roller. Two radial sections of the inner side are in the vicinity of appropriate side surfaces of roller (100). As a result, a chamber for supplying fluid is formed between roller (100) and casing (160). The pipeline for supplying fluid is mounted for permitting supply of fluid to the chamber for receiving fluid.

EFFECT: enhanced reliability.

14 cl, 10 dwg

FIELD: machine engineering, namely variable speed drives with continuously changing relation of revolution number of driven and driving shafts.

SUBSTANCE: friction tore ring type variable speed drive includes driving and driven discs made of set of rings 2, 3 forming together toroidal surface and joined with driving and driven shafts 1, 4 through tie rods 12, 16 at spring-loaded gap outside aid tie rods. Rings 2, 3 may move one relative to other and relative to driving and driven shafts along splines in parallel to main axis of variable speed drive. Ball 10 is used as frictional intermediate member between them; said ball transmits rotation of rings of driving disc to rings of driven disc and it rotates in holder 5 in direction set by means of rings and around main axis of variable speed drive. Actuating mechanism successively forces mutually opposite rings of driving and driven discs for providing their friction contact. Monitoring and control mechanism includes control gear wheel 8 working in pair with ring-like gear wheel 7 secured to holder 5; flat coiled spring whose one end is joined with housing and whose other end is joined with holder 5 or with control gear wheel 8.

EFFECT: improved design, simplified process for monitoring and controlling gear ratio.

5 cl, 7 dwg

FIELD: machine building.

SUBSTANCE: variable-speed drive unit comprises master and slave toroidal wheels (2, 3) and roller (6). Their generatrices are made in the form of convex and concave curved surfaces. Due to arrangement of generatrices of working surfaces in master and slave elements in accordance with a certain dependence, area of friction pairs contact is increased.

EFFECT: improved kinematic characteristics of variable-speed drive unit.

3 dwg, 1 tbl

FIELD: machine building.

SUBSTANCE: invention relates to device for changing of transmission ratio, particularly to gears with rolling engagement in toroidal track. Variator contains input disk (18, 20), installed rotary; output disk (22), installed rotary co-axial with input disk (18, 20); rollers (30, 32), by means of which it is passed rotation between input disk and output disk; pistons (36, 38) of double-acting, each of which interacts on corresponding one of rollers. Variator also contains levers (44, 60), each of which is connected to corresponding one of rollers (30, 32) and connected to it positioner (36, 38), influencing on roller for control of transmission ratio of variator.

EFFECT: creation of considerabl more packaged design of variator.

40 cl, 9 dwg

FIELD: machine building.

SUBSTANCE: invention relates to rolling variator, particularly to control mechanism by roller orientation. Device of infinitely variable control of reduction ratio (variator) contains couple of rotating rolling path, installed for rotation around its common axis (218) of variator. Drive force is passed from one rolling path to the other by means of at least one roll (200), running by it. Connection between roll (200) and its carrier (214) provides roller precession relative to around axis (228) of precession, where it is defined relative to axis of precession and non-parallel to roller axis. Precession leads to changing of angle between axis (222) of roller and axis (218) of variator and corresponding to changing of reduction ratio. Carrier itself allows toothing (206), by means of which it is engaged with central tooth gear (212) and gear rim (214). Rotation of carrier (204) around axis of carrier serves to changing of axle orientation (228) of precession and accompanied by changing of reduction ratio of variator.

EFFECT: invention provides by means of control of displacement of carrier to change reduction ratio of variator.

16 cl, 21 dwg

FIELD: machine building.

SUBSTANCE: variator transmission consists of input shaft (18), input disk (10) installed on input shaft and rotating with it and output disk (12) facing input disk and coaxially rotating with it. Input and output disks (10, 12) form a toroid cavity between them. In the toroid cavity there are positioned only two rollers; also the first and the second rotating rollers are arranged on the first and the second roller carriages. Facility (34, 36) of end load holds rollers down to contact with the input and output disks for motion transfer. Two roller carriages are mounted on opposite sides from the axis of lever pivot. Pivot axis of the lever travels in one, preset radial direction relative to rotation axis of input and output disks.

EFFECT: simplified and inexpensive variator.

27 cl, 3 dwg

Variator // 2413888

FIELD: machine building.

SUBSTANCE: variator consists of two races made for rotation around common axis. Opposite profiled surfaces of races restrict circular space containing at least one roller (38) transferring driving force between races. The roller is installed on the carrier (42) so, that its incline to common axis can vary to facilitate changes of variator ratio. The rollers and their carriers are controlled by means of a mechanism consisting of solar (46) and circular (50) gears interacting with the carrier. Relative rotation of the solar and circular gears causes an incline of carrier (42) so, that rollers turn to a new incline. There is disclosed satellite (100) controlling solar and circular gears and interacting with both. Rotary position of the carrier is controlled independently from its interaction with solar and circular gears.

EFFECT: improved control of rollers orientation.

16 cl, 11 dwg

FIELD: machine building.

SUBSTANCE: device consists of control part actuated by user for control of ratio (lever (50) and of device of working connection (rollers (18) of control part for regulation of ratio with movable part for transfer of variator torque. The connecting device corresponds to a hydro-mechanical arrangement. When a user actuates control part (50) for regulation of ratio there is regulated ratio of variator. The device also has the appliance for turning torque off (valve (60) actuated by a user for disconnection of the part for regulation of the ratio from the movable part for transfer of torque.

EFFECT: simplification of design.

17 cl, 3 dwg

FIELD: transport.

SUBSTANCE: invention discloses planetary variator, combination of reverse variable transmission system comprising these planetary variators, hydraulic system for reverse variable transmission control and method for this hydraulic system regulation.

EFFECT: higher engine efficiency due to lower specific fuel consumption.

12 cl, 13 dwg

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