The present invention concerns a cone ring transmission, especially for a front, transverse installation in a motor vehicle, which transmission possesses two rotating cones, which are oppositely aligned to each other, on two shafts, which shafts rotated in a counter sense to one another, the rotating cones being a primary cone and a secondary cone, in accord with the principal concept of claim 1.
EP A 878 641 discloses a stepless cone ring transmission, which has two frictionally conical rotors, located at a radially separating distance from each other and which are relatively oppositely aligned to one another and have the same conical angle. Between the conical frictional rotors is placed a frictional ring, which fully occupies the space between the two rotors. The ring circumferentially encompasses one of the conical rotors and is confined in a cage.
The cage consists of a framing, which is constructed from two transverse beams and two parallel axles in the interior. An adjustment bridge is placed on the axles, which bridge is furnished with guide rollers, which engage the frictional ring on both sides, in order to give this ring the necessary axial alignment. The cage is again pivotal on a vertical axle, whereby this vertical axle lies in a specified plane which also passes through the axles of the frictional conical rotors. If the cage is angularly moved a few degrees, then the frictional drive causes an axial displacement of the adjustment bridge, and hence, a change in the ratio relationships of the conical rotors.
Such a cone ring transmission adapts itself, in accord with this disclosure, especially for installation in motor vehicles, and indeed even for front-end as well as rear drive.
The purpose of the present invention is, to create a cone ring transmission, which has such a small requirement for installation space, that it is suitable both for front as well as rear installation in a motor vehicle. In addition to this, the invented transmission is to exhibit an optimal degree of efficiency.
This purpose is achieved by the features of patent claim 1. Further embodiments and advantages are described in subordinate claims.
Accordingly, a cone ring transmission, especially for a transverse, front installation in a motor vehicle is proposed, with two cones, oppositely aligned to one another and each mounted on a respective shaft, wherein one is designated as a primary cone, and the other as a secondary cone. An adjustment ring is provided, which stands in engagement with the two cones by being interposed therebetween and circumferentially encompassing one cone. The ring is provided with an axial displacement means for rotational speed ratio adjustment. Further, another arrangement connects the output shaft, that is, the shaft of the secondary cone, with a differential of the motor vehicle and with a start-up element. The start-up element binds one of the cones with the motor of the vehicle, whereby the torque from the output shaft 7, i.e., the shaft 7 of the secondary cone, is transmitted to the differential 9 of the motor vehicle by means of a gear train, so that no chain drive is required.
In this way, the gearing of a planetary gear set and/or an auxiliary gear train can include a reverse shifting stage, that is to say, a direction of rotation reversal. This is accomplished by an appropriate shifting mechanism (for instance, this shifting mechanism being a releasable connection with the housing of an element of the planetary gear set and/or of the auxiliary gear train, or of further means to carry out this purpose). Where forward motion is concerned, it is possible that appropriate shifting elements can be employed, such as, for example, a dog clutch, synchronization or disk clutches.
For an additional embodiment, provision has been made, that the torque from the output shaft, that is, the shaft of the secondary cone, can be transmitted to the differential by means of a chain drive, in which case, between the chain drive and the differential, in the direction of power flow, a planetary gear set and/or an auxiliary gear train can be interposed.
In accord with the invention, the planetary gear set can be designed as a plus or minus set. The secondary cone can be installed in the motor vehicle, in one development of the invention, directly underneath the primary cone, or be offset therefrom. In an alternative arrangement, the primary cone can be installed underneath the secondary cone or again offset therefrom.
The adjustment ring can circumferentially encompass either the primary cone or the secondary cone, whereby, however, experience has shown that it is of advantage if the adjustment ring encircles that cone, which, in accord with the installation is placed higher in the motor space, since, when so placed, it is free from contamination in the oil sump.
Further within the confines of the invention, an improvement can be provided, in that the axle, which runs through the center point of the circle formed by the adjustment ring and perpendicular to the plane extending through the adjustment ring, can be operationally aligned at an angle α to the shaft of the cone.
As a start-up element, a dry clutch or a wet disk clutch can be installed, whereby the start-up element can be provided with a torsion damper.
In order to reduce the required installation space, it is possible, that within the interior of the motor cavity, which the adjustment ring needs for its ratio displacements, an aggregate for the motor or the cone transmission can be furnished. This aggregate can consist of, for example, a heat exchanger, a shifting mechanism for ratio selection, or an activation agent for the start-up element.
The installation space, in accord with the invention, can be further reduced, in that those components, which are necessary for shifting into the reverse gear, can be placed inside of the secondary cone.
In the following, the invention is described and explained in greater detail with the aid of attached figures of preferred embodiments.
In the embodiment shown in FIG. 1, the secondary cone 6 is placed, according to the installation of the cone ring transmission, above the primary cone 4. The gear arrangement possesses an auxiliary gear train 10 which is placed on the shaft 7 of the secondary cone 6, whereby the auxiliary gear train 10 is in connection through a sprocket 12 and a chain 13 with a sprocket 11 on the shaft 5 of the primary cone 4. This is an arrangement in which shifting into reverse is possible. Further, on the shaft 7 of the secondary cone 6 is located a gear 14, which, coacting with a gear 15, engages the differential 9. The start-up element 2, in accord with FIG. 1, is a dry clutch, which is provided with a torsion damper.
In the case of the embodiment as shown in FIG. 2, the secondary cone 6, in accord with the installation of the cone ring transmission in the motor vehicle, is placed above the primary cone 6 and the adjustment ring 8 encircles the secondary cone 6. The gear arrangement includes a planetary gear set 3, which is placed on the shaft 7 of the secondary cone 6 and is provided with an arrangement 22 for the reversal of the direction of rotation. Advantageously, for effecting the reversal of direction, an element of the planetary gear set 3 is affixed to the housing. In this situation, the sun gear of the planetary gear set 3 is mounted to be rotatably affixed to the shaft 7. The planetary cage is connected to a gear 14, which engages itself with the gear 15 of the differential 9. The start-up element 2 is a dry clutch, which is provided with a torsion damper.
The transmission in FIG. 3, differentiates itself from the transmission depicted in FIG. 2, in that the adjustment ring 8 encircles the secondary cone 6.
In the case of the embodiment shown in FIG. 4, the secondary cone 6, in accord with the installation of the cone ring transmission in the motor vehicle, is placed above the primary cone 4, whereby the adjustment ring 8 circumferentially encompasses the secondary cone 6. An auxiliary gear train 10 is again provided and is placed on the shaft 7 of the secondary cone 6. In this case, for forward travel, the auxiliary gear train 10 stands in engagement with a first gear 14 which meshes with a gear 15 of the differential 9. For reverse travel, the auxiliary gear train 10, which is driven by means of a shaft in gear 23, engages itself with the gear 15 of the differential 9. In this embodiment the start-up element 2′ is a wet disk clutch, which is provided with a torsion damper and connected with an electromechanical activation.
The transmission illustrated in FIG. 5, differentiates itself from the transmission of FIG. 4, in that the axis A which penetrates the center point of the circle formed by the adjustment ring 8, and which axis is perpendicular to the plane defined by the adjustment ring 8, runs at an angle α to the axis of the shaft 7 of the cone 6.
In FIG. 6 we are shown a transmission, wherein the secondary cone 6, in accord with the installation in the motor vehicle, is above the primary cone 4 and offset to one side thereof, whereby the adjustment ring 8 circumferentially encircles the secondary cone 6. In addition, the gearing has a gear 16, which is rotatably affixed to the shaft 7 of the secondary cone 6. The gear 16 further engages itself with an element of the planetary gear set 3, preferably with the cage, advantageously by means of a gear 19. An additional element of the planetary gear set 3, advantageously the sun gear, is rotatably affixed with the shaft of the differential 9. A reverse of the direction of rotation is accomplished advantageously by the optional coupling of an element of the planetary gear set to the housing. In accord with the invention, the adjustment ring 8, can circumferentially encompass the primary cone instead of the secondary cone. This configuration is the object of FIG. 7.
In the embodiment shown in FIG. 8, the secondary cone 6, in accord with the installation of the cone ring transmission in the motor vehicle, is advantageously placed above the primary cone 4 and laterally offset therefrom, whereby the adjustment ring 8 circumferentially encompasses the secondary cone 6 and the axis A which penetrates the center point of the circle formed by the adjustment ring 8, and which axis is perpendicular to the plane established by the adjustment ring 8, runs at an angle α to the axis of the shaft 7 of the cone 6. The arrangement of the gearing includes a planetary gear set 3, the sun gear of which is rotatably affixed to the shaft 7 of the secondary cone 6. On the power take-off side, advantageously, the cage of the planetary gear set 3 is connected with a gear rotatably affixed also to the shaft 7, which engages with a gear 15 of the differential 9. For the start-up element 2, a dry clutch is provided, which is advantageously provided with a torsion damper.
The embodiment shown in FIG. 9 differentiates itself from the operational method of FIG. 8, in that, as a start-up element 2′, a wet disk clutch is provided.
In FIG. 10, an invented transmission is shown, wherein the secondary cone 6, in accord with the installation of the cone ring transmission in the motor vehicle, is to be found above the primary cone 4 and laterally offset therefrom. In this case, the adjustment ring 8 circumferentially encompasses the secondary cone 6. The gear arrangement of this embodiment has an auxiliary gear train 10, which is placed on the shaft 7 of the secondary cone 6. In this case, for a forward speed shift, a first gear 14 of the auxiliary gear train 10 engages itself with the first gear 15 of the differential 9. To achieve a reverse shift, a sprocket 20 of the auxiliary gear train 10 connects through a chain 13 with a sprocket 21 of the differential 9. As a start-up element 2′, a wet disk clutch is provided, which is advantageously provided with a torsion damper and with an electromechanical activation.
In FIG. 11 is shown an embodiment example, wherein the secondary cone 6, in accord with the installation of the cone ring transmission in the motor vehicle, is placed advantageously above and laterally offset from the primary cone 4, whereby the adjustment ring 8 circumferentially encompasses the secondary cone 6 and for the transmission of the torque to the differential, a chain drive is provided. In this case, on the shaft 7 of the secondary cone 6, a sprocket 16 is placed, which, by means of a chain 13 stands in communication with a sprocket 17 of an auxiliary gear train 10. For forward movement, auxiliary gear train 10 connects, through a gear 14 with a gear 15 of the differential 9, while for reverse motion, a gear 19 meshes with a gear 23, which is driven by means of a gear 21 which engages the gear 15 of the differential.
In the transmission as illustrated in FIG. 12, the secondary cone 6, in accord with the installation of the cone ring transmission in the motor vehicle, is placed advantageously above the primary cone 4 and is laterally offset therefrom wherein the adjustment ring 8 circumferentially encompasses the secondary cone 6. For the transmission of the torque to the differential, a sprocket 16 is provided, which is placed on the shaft 7 of the secondary cone 6, and which connects with a sprocket 17 by means of a chain 13. The sprocket 17 is rotatably affixed to the sun gear of a planetary gear set 3. The planetary gear set 3 is provided with a change of direction means 22 for reversing the direction of rotation, wherein, for the reversal of direction, advantageously the internal gear can be coupled to the housing. Further, the planetary gear set 3, on the power out-take side is connected with a gear 14, which is engaged with the gear 15 of the differential 9. As a start-up element 2, a dry clutch is provided, which is provided with a torsion damper.
In the embodiment depicted in FIG. 13, it is possible that the secondary cone 6, in accord with the installation in the motor vehicle, is placed underneath the primary cone 4 and is laterally offset therefrom, whereby the difference to the presentation in FIG. 12 can be found in that, the adjustment ring 8 circumferentially encompasses the primary cone 4.
In the case of all illustrated examples of embodiments, which possess a planetary gear set, this can be designed as a plus or minus gear set.
Obviously, any designed construction, especially any spatial arrangement of the components of themselves as well as to one another and to the extent the construction is advantageous, falls under the protection of the present claims, without influence on the function of the transmission, as this is given in the claims, even when these designs are not explicitly presented in the figures nor in the description. Also, the invention is not limited to cones, but additional, rotationally symmetric bodies may be provided.
Reference Numerals
1 Motor
2 (or 2′) Start-up element
3 Planetary gear set
4 Primary cone
5 Shaft
6 Secondary cone
7 Shaft
8 Adjustment ring
9 Differential
10 Auxiliary gear train
11 Sprocket for chain
12 Sprocket for chain
13 Chain
14 Gear
15 Gear
16 Sprocket for chain
17 Sprocket for chain
18 Gear
19 Gear
20 Sprocket for chain
21 Sprocket for chain
22 Arrangement for reversal of rotational direction
23 Gear
Patent Application
20050215391
