Gearing

The gearing has an input element (8) which is connected in terms of drive to an output element (9) via gearing elements. One of the gearing elements is a regulating element (12) with which the rotational speed of the input element (8) can be changed for passing on to the output element (9). The rotational speed of the output element (9) is increased when the rotational speed of the regulating element (12) decreases. The torque present at the input element (8) is conducted on via the regulating element (12) to the output element (9) such that the input torque is present at the latter.

The invention concerns a gearing according to the preamble claim1.

Transmissions serve the purpose of changing the rotational speed of an input element into a deviating rotational speed of an output element. Transmissions can have a fixed or a selectable transmission ratio. In transmissions with adjustable transmission ratios, stepped, switchable and variably adjustable transmission ratios are provided. Stepped transmission ratios are realized with manually shiftable or automatically shiftable multi-speed transmissions. Such transmissions are, for example, manual transmissions, manual transmissions automatically shifted, automatic transmissions, and dual-clutch transmissions. These different transmissions have in common that the functional elements have a predetermined fixed stepped transmission ratio.

Transmissions with variable, freely adjustable transmission ratio are, for example, friction drives, friction cone drives, toroid drives and continuously variable transmissions. In this context, transition ratios from standstill of the output element to a maximum transition ratio can be realized, depending on the embodiment of the transmission. With the exception of the toroid transmission that can be designed with a so-called zero passage, the other mechanical transmissions require a start-up clutch in order to adjust the difference of the rotational speeds from standstill to the minimal rotational speed.

Further known transmissions are distribution and superposition gears. Such transmissions have mechanical and hydraulic or mechanical or electromotoric load degrees. In these transmissions, usually no start-up clutch is required because with the electrical or hydraulic load path a variable transmission ratio beginning at the zero point can be realized.

All described transmissions convert the input torque in accordance with the transmission ratio into an output torque. The efficiency of the transmission depends on its configuration. In a manually shiftable transmission, friction, rolling and so-called churning losses are detrimental to performance. In automatically shifted transmissions, such as manual transmission automatically shifted, the losses by actuator elements such as hydraulic pumps, are to be added also to the mechanical losses. In transmissions with power distribution, performance losses occur in the power branches.

It is an object of the invention to design a transmission of the aforementioned kind in such a way that, as a mechanical transmission, it has a simple configuration and is embodied as a self-contained system such that it requires no external torque support.

This object is solved for a transmission of the aforementioned kind in accordance with the invention with the characterizing features of claim1.

In the transmission according to the invention, one of the transmission elements between the input and the output elements is the control element with which the rotational speed of the input element can be changed for transmission onto the output element. When the rotational speed of the control element decreases, the rotational speed of the output element is correspondingly increased.

The torque that exists at the input element is transmitted through the control element to the output element so that the input torque is provided thereat.

Advantageously, the control element is in driving connection with the output element by means of a coupling element. The coupling element, in turn, is advantageously in driving connection by means of a support element with the output element. By means of the coupling element and the support element, it is thus possible to add so much torque onto the input element and the support element that at the output element the required output torque is present. This torque transmission thus follows the total transmission ratio.

Further features of the invention result from the additional claims, the description, and the drawings.

The transmission in the following is described for use in connection with an engine of a motor vehicle in an exemplary fashion. The transmission is however not limited to this use. It can be used, for example, also for drive trains of wind power devices, generators, mobile work apparatus and the like.

The transmission according toFIG. 1has seven functional groups that each are illustrated by a box in dashed lines. The transmission according toFIG. 1has an input stage1, a downstream reversing stage2, a downstream coupling stage3, a coupling rocker4, a support stage5, a deflection stage6and an output stage7.

These different functional groups1to7are arranged sequentially within the gear train. Through the input stage1the input torque is introduced into the transmission1and the respective output moment is output at the output stage7.

The transmission is a multi-stage planetary gear system with which an input shaft8is in drive connection with an output shaft9. The transmission has a housing10having walls in which the input shaft8and the output shaft9are rotatably supported. Adjacent to the left housing wall11in which the input shaft8is supported there is a ring gear12that is part of a first as well as a second planetary gear set13and14. The ring gear12has a first inner toothing15engaged by planet gears16that are arranged so as to be distributed about the circumference of the ring gear12. The planet gears16are supported rotatably on the input shaft8and engage an intermediate shaft17that extends centrally through the transmission.

The ring gear12has a second inner toothing18engaged by planet gears19of the planetary gear set14. The planet gears19are arranged so as to be distributed about the circumference of the transmission and are seated each on a planet gear support28that are arranged fast with the housing.

The planet gears19mesh with a central sun gear21that surrounds the input shaft8.

The planet gear set13is a component of the input stage1and the planet gear set14is a component of the reversing stage2

Additional planet gears22of a planet gear set23that is part of the coupling stage3of the transmission engage the sun gear21. The planet gears22are supported rotatably on a coupling support24that couples the coupling stage3with the coupling rocker4. The planet gears22engage outer planet gears25that are also rotatably supported on the coupling support24. The planet gears22,25are arranged so as to be distributed uniformly about the circumference. The outer planet gears25are not only engaging the inner planet gears22but also engage a toothing26of the input shaft8.

The planet gears22,25are components of the coupling stage3. The coupling support24engages planet gears27that are a part of the coupling rocker4. The planet gears27that are arranged so as to be distributed about the circumference of the intermediate shaft17are rotatably supported on a planet gear support28that is fast with the housing. It supports also outer planet gears29that are engaging the inner planet gears27of the coupling rocker4. These inner planet gears27are also in engagement with the coupling support24.

The planet gears29engage within the coupling rocker4also the support web30that connects the coupling rocker4with the support stage5. It surrounds the input shaft8and serves as a planet gear support for the outer planet gears31and the inner planet gears32of a planet gear set33of the support stage5. The outer planet gears31engage the inner planet gears32that, in turn, engage the ring gear34that surrounds the input shaft8. By means of ring gear34, the support stage5is connectable with the deflection stage6.

Within the deflection stage6planet gears35engage an inner toothing of the ring gear34; they are arranged so as to be distributed about the circumference of the intermediate shaft17and are rotatably supported on planet gear supports36that are fast with the housing. The planet gears35engage a first outer toothing of a sun gear37with which the deflection stage6can be drivingly connected with the output stage7.

Within the output stage7, the sun gear37engages by means of a second outer toothing the planet gears38that are rotatably supported on the output shaft9. In the output stage7, the planet gears38surround inner planet gears39that are also rotatably supported on the output shaft9and are in engagement with them. The inner planet gears39that are arranged so as to be distributed about the circumference of the output stage7are in engagement with the intermediate shaft17which they surround.

In the following, the transmission will be explained for the output shaft9standing still and the input shaft9carrying out a clockwise rotation. The input shaft8rotates then clockwise which has the result that also the planet gears16and the ring gear12rotate clockwise. The ring gear12forms a control element of the transmission. The planet gears19also carry out a clockwise rotation. This has the result that the sun gear21will turn counterclockwise. Accordingly, the planet gears22that engage it are rotated clockwise. The planet gears25that are engaging them rotate accordingly counterclockwise. The coupling support24that forms a coupling element of the transmission rotates accordingly counterclockwise. This has the result that the inner planet gears27that mesh with the coupling support24rotate clockwise and the outer planet gears29rotate counterclockwise. The support web30meshing with the inner planet gears27rotates accordingly clockwise. The inner planet gears37supported thereon therefore also rotate clockwise while the planet gears31that mesh with them rotate counterclockwise. The ring gear34is stationary so that also the planet gears35, the sun gear37as well as the planet gears38and39are standing still. Accordingly, the output shaft9also does not rotate. The intermediate shaft17that is in engagement with the planet gears16of the input stage1and the inner planet gears39of the output stage7is also standing still.

In the following, the rotational directions of the individual transmission elements will be explained when the input shaft8and the output shaft9each are rotating clockwise. The planet gears16continue to rotate clockwise while the ring gear12rotates clockwise at a reduced speed. This has the result that the planet gears19meshing with the ring gear12are also rotating clockwise at reduced speed. The sun gear21that is in engagement with them rotates accordingly at reduced speed counterclockwise. The inner planet gears22rotate at reduced speed clockwise and the outer planet gears25at reduced speed counterclockwise. In contrast to the afore described state, in which the output shaft9is standing still, now the coupling support24is standing still. This has the result that the planet gears27meshing with the coupling support24and accordingly the outer planet gears30that are in engagement with them are also standing still. Also, the support web30that is in engagement with the outer planet gears29is accordingly standing still.

Since the input shaft8rotates clockwise, the planet gears31of the support stage5that are in engagement therewith rotate counterclockwise. The planet gears32that are in engagement with them are accordingly rotated clockwise. The ring gear34that is in engagement with the planet gears32is driven counterclockwise. The planet gears35that are in engagement therewith rotate accordingly counterclockwise. The sun gear37is accordingly driven in clockwise rotation. The intermediate shaft17rotates clockwise so that also the planet gears39that are in engagement therewith and the planet gears38engaging them are standing still relative to the sun gear37and to the intermediate shaft17. Control of the various transmission elements for the described operational stages will be explained in more detail infra in an exemplary fashion.

Based onFIG. 3, the moment directions will be explained that will occur upon operation of the transmission. The minimum transmission ratio iminbetween input shaft8and output shaft9is assumed to be in an exemplary fashion 1:2 and the maximum transmission ratio imaxfrom input shaft8to output shaft9is assumed to be ∞. It is assumed that the input shaft8rotates clockwise. Accordingly, a drive moment AM acting clockwise is generated thereat. At the planet gears16, at the ring gear12as well as at the planet gears19, coupling moments KM acting clockwise are generated, respectively. At the sun gear21a counterclockwise coupling moment KM is generated. Also, at the planet gears25a counterclockwise coupling moment KM is present while at the inner planet gears22a clockwise acting coupling moment KM is acting. Accordingly, at the planet gears27a support moment SM acting clockwise and at the outer planet gears29a support moment SM that is acting counterclockwise are generated.

At the support web30and at the outer planet gears31that are supported thereon a clockwise-acting support moment SM is generated, respectively. Accordingly, at the inner planet gears32a counterclockwise-acting support moment is existing.

The ring gear34as well as the planet gears35and38have each a clockwise-acting support moment SM. Accordingly, at the sun gear37as well as at the planet gears39a counterclockwise support moment SM exists. At the output shaft9the counterclockwise holding moment HM occurs.

A1+A2+A3provide the moment addition sites. The site A1is formed by the engagement of the outer planet gears25at the input shaft8, the site A2by the engagement of the planet gears31at the input shaft8, and the site A3by the engagement area between the intermediate shaft17, where a counterclockwise-acting active moment occurs, and the planet gears39. The engagement of the sun gear21at the inner planet gears22causes triggering of the support moment on the coupling support24. The engagement area is identified by ASM1. The engagement area A1between the input shaft8and the planet gears25also contributes to the triggering action of the support moment SM on the coupling support24.

At the engagement site between the ring gear34and the inner planet gears32, the support moment SM on the ring gear34is triggered. The engagement area A2between the input shaft8and the outer planet gears31contributes also to triggering of the support moment SM on the ring gear34.

In the reversing stage2the transmission ratio of ring gear12:sun gear21=1:1.5 while this transmission ratio in the deflection stage6is 1:2.

FIG. 6shows the input stage1of the transmission according toFIG. 1. The input stage1is designed as a planetary gear set and has the ring gear12as a control element that is in engagement with the planet gears16. They are seated rotatably on the web40that is part of the input shaft8. The intermediate shaft17that forms the sun gear of the planetary gear set13is in engagement with the planet gears16. When the sun gear17is standing still and the web40as a part of the input shaft8rotates clockwise, then the planet gears16mesh with clockwise rotation at the stationary sun gear17and in this way entrain the ring gear12meshing with them in clockwise rotation.

When at the sun gear17a holding moment HM that acts counterclockwise is existing and a clockwise action moment AM is introduced at the web40, a clockwise torque corresponding to the planetary gear set transmission ratio is applied accordingly to the ring gear12.

The reversing stage2is configured similar to a planetary gear set and has the planet gear supports20that are fast with the housing as webs. On the latter, the planet gears19are seated that are meshing with the sun gear21. Moreover, the planet gears19are in engagement with the ring gear12that surrounds them. When the ring gear12rotates clockwise, it drives the planet gears19meshing with it in clockwise rotation. The sun gear21that is in engagement with the planet gears19is then driven in counterclockwise rotation.

When at the ring gear12a clockwise moment is applied, then on the planet gears19also clockwise moments are applied and at the sun gear21a counterclockwise moment. This corresponds to the planetary gear set transmission ratio between the ring gear12and the stationary sun gear21.

The coupling stage3(FIG. 8) is designed as a planetary gear. It comprises the coupling support24, the outer planet gears25, the inner planet gears22, the input shaft8as well as the sun gear21. When the sun gear21rotates counterclockwise, it drives in clockwise rotation the planet gears22so that the outer planet gears25that are meshing therewith are driven in rotation counterclockwise. They mesh with the clockwise rotating sun gear41as part of the input shaft8.

For a transmission ratio of sun gear41to sun gear21of11and a sun gear21that rotates faster counterclockwise, the coupling support24is caused to rotate counterclockwise.

The counterclockwise torque of the sun gear21transmits onto the planet gears22a clockwise torque and the latter transmit onto the planet gears25a counterclockwise torque. This counterclockwise torque effects at the sun gear41a clockwise torque. As a reaction or support moment at the coupling support24a counterclockwise support moment SM is generated. When this support moment SM is satisfied, the torque that is existing at the planet gears25is added to the input torque.

The coupling rocker4(FIG. 9) is designed like a planetary gear with the stationary web42fast with the housing and operates as a rotational direction reversing gear. The coupling support24serves as a first sun gear that meshes with the planet gears27that, in turn, are engaging the planet gears29. The support web30acts as a second sun gear.

The counterclockwise coupling support24causes the planet gears27to perform a clockwise rotation. Accordingly, the planet gears29are caused to rotate counterclockwise. The support web30that is in engagement with the planet gears29is accordingly driven clockwise. For a transmission ratio of coupling support24to support web30of 1:1, the coupling support24providing counterclockwise input generates the same rotational speed clockwise at the support web30. The counterclockwise acting support moment SM of the coupling support24is converted into a clockwise acting support moment SM at the support web30.

The support stage5(FIG. 10) is embodied as a planetary gear. The support stage5comprises the support web30, the planet gears31,32as well as the ring gear34. The clockwise rotating support web30which rotates relative to the input more slowly causes the planet gears31to perform a counterclockwise movement by means of which the planet gears32are caused to rotate clockwise. The ring gear34meshing with the planet gears32is driven clockwise.

The support moment SM that is existing at the support web30and acts clockwise is converted at the planet gears31into a counterclockwise acting support moment SM and at the planet gears31into a clockwise acting support moment SM.

The deflection stage6according toFIG. 11is configured like a planetary gear set with a stationary web43. The deflection stage6comprises the ring gear34, the planet gears35as well as the sun gear37acting as a deflection sun gear. The clockwise rotating ring gear34drives the planet gears35in clockwise rotation so that the sun gear37is driven in rotation counterclockwise.

The clockwise acting support moment SM of the ring gear34is converted to a counterclockwise acting support moment SM at the sun gear37.

The outlet stage7according toFIG. 12is designed as a planetary gear. It comprises the sun gear37acting as a deflection sun, the planet gears38,39, the intermediate shaft17and the output shaft9.

The sun gear37and the intermediate shaft17rotate clockwise at the same rotational speed. The planet gears38,39are in engagement with the sun gear37as well as the planet gears39. Accordingly, the output shaft9is brought up to the same rotational speed as the intermediate shaft17.

The counterclockwise acting support moment SM of the sun gear37acts on the planet gears38that accordingly are imparted with a clockwise acting support moment SM. The planet gears39are provided accordingly with a counterclockwise acting support moment SM. The output shaft9thus is provided with a clockwise acting support moment.

The two clockwise acting support moments SM at the output stage7, the clockwise acting support moment SM that is generated in the support stage5, and the clockwise acting active torque AM that is formed by the addition of active moment and coupling element, together provide the output moment that is provided at the output shaft9.

FIG. 4shows a second embodiment of the transmission. This transmission comprises the input stage1, the reversing stage2, the coupling stage3, the support stage5, and the output stage7. The input shaft8is rotatably supported in the housing wall11of housing10. Planet gears44mesh with the input shaft8that is rotatably supported in a coupling element45. The planet gears44mesh with planet gears46that are also rotatably supported on the coupling element45and that surround the planet gears44.

The coupling element45engages a shaft47that is supported rotatably in the housing10and extends parallel to the input shaft8.

The planet gears46mesh with a sun gear46that surrounds the input shaft8. In the coupling stage3, inner planet gears49are in engagement with the sun gear48and are supported rotatably on webs50fast with the housing. The planet gears49engage outer planet gears51that are rotatably supported on further webs52fast with the housing. The outer planet gears51mesh with a coupling element53that is embodied as a rocker on which outer planet gears54are rotatably supported. They mesh with inner planet gears55that are supported rotatably on the coupling element53and are in engagement with the input shaft8.

The outer planet gears54are moreover in engagement with an intermediate shaft56that is, in turn, in engagement with inner planet gears57in the output stage. The planet gears57mesh with outer planet gears58that are rotatably supported on the output shaft9. Moreover, the outer planet gears58mesh with a sun gear59that is in drive connection by means of planet gears60with the shaft47in the support stage5. The planet gears60are supported rotatably on the webs61fast with the housing.

The output shaft9is rotatably supported in the housing wall as in the preceding embodiments.

In the following, in an exemplary fashion the rotational direction of the transmission elements will be explained when the input shaft8is driven in clockwise rotation and the output shaft is standing still. The clockwise rotating input shaft8drives the planet gears44in counterclockwise direction. The outer planet gears46rotate therefore clockwise. The coupling element45as well as the shaft47are standing still.

The sun gear48is driven in counterclockwise direction by the planet gears46. This has the result that the planet gears49are driven in clockwise direction. The planet gears51that are engaging them are rotated accordingly counterclockwise. The coupling element53that engages the planet gears51is driven in clockwise direction.

The planet gears55that are meshing with the input shaft8are driven in counterclockwise direction so that the planet gears54meshing with them are driven in clockwise direction.

Since the shaft47is standing still, also the intermediate shaft56, the planet gears60, the sun gear59, the planet gears57and58as well as the output shaft9are standing still.

Because the coupling element45, the shaft47, the planet gears60, the sun gear59and the planet gears57,58do not rotate, they form thus a support element where the torques are supported.

In the following, the rotational directions of the transmission elements will be described when the input shaft is driven in clockwise direction and the output shaft9rotates at maximum rotational speed. Because the input shaft8rotates clockwise, the planet gears44are driven in counterclockwise direction. The planet gears46are accordingly driven in clockwise direction. The coupling element45is entrained in clockwise direction. The shaft47is accordingly driven in counterclockwise direction because it is in engagement with the clockwise rotating coupling element45. The planet gears60engaging the shaft47are accordingly driven in clockwise direction. This has the result that the sun gear59is driven in counterclockwise direction.

The sun gear48is standing still. Accordingly, also the planet gears49,51are standing still. The coupling element53that is engaging the planet gears51is thus also standing still. The planet gears54rotate clockwise so that they rotate counterclockwise the planet gears55that are in engagement with them. The clockwise rotating planet gears54rotate the intermediate shaft56counterclockwise. The planet gears57,58are standing still relative to the intermediate shaft56and the sun gear59so that the output shaft9is driven in rotation in counterclockwise direction.

With the aid ofFIG. 5, in an exemplary fashion moment directions are described when, for example, the input shaft8is driven in clockwise direction and the output shaft9is provided with a clockwise holding moment.

At the input shaft8, the active moment AM occurs that acts in clockwise direction. At the coupling element45the counterclockwise acting support moment SM occurs and at the planet gears46the clockwise acting coupling moment KM. Accordingly, at the inner planet gears44the counterclockwise acting coupling moment. KM occurs.

The sun gear48generates the counterclockwise coupling element KM while at the planet gears49meshing with it a clockwise coupling moment occurs. Accordingly, at the outer planet gears51meshing with them a counterclockwise coupling moment KM occurs. The coupling element53and the planet gears54have each a clockwise acting coupling moment KM while the planet gears55have a counterclockwise coupling moment KM.

The shaft47generates a clockwise acting support moment SM. The planet gears60that are meshing with the shaft47generate accordingly a counterclockwise acting support moment SM.

The intermediate shaft56generates a counterclockwise acting active moment AM.

At the sun gear59as well as at the planet wheels57a clockwise acting support moment SM is generated, respectively. Accordingly, at the outer planet gears58that are meshing with the planet gears57a counterclockwise acting support moment SM occurs. At the output shaft9a clockwise acting holding moment HM is thus generated.

The moment areas A1A2, and A3form moment addition sites that contribute to the total torque. The moment area A1is formed at the engagement area between the input shaft8and the planet gears44, the moment area A2at the engagement area between the sun gear59and the planet gears58, and the moment area A3at the engagement area between the intermediate shaft56and the planet gears57

Triggering the support moment SM on the coupling element45is realized in the areas A1and ASM1. The area ASM1is formed by the engagement area between the sun gear48and the planet gears46.

At the areas A2and A3triggering of the support moment SM is realized.

The input stage1(FIG. 13) has the outer planet gears54, the inner planet gears55, the intermediate shaft56, the coupling element53, and the input shaft8. It acts as a sun gear in the input stage1. When it is driven in clockwise direction, it drives the planet gears55counterclockwise. The outer planet gears54are therefore driven in clockwise direction. The planet gears54mesh with the intermediate shaft56and accordingly cause the coupling element53to perform a clockwise movement when the input shaft8rotates faster than the intermediate shaft56.

When at the input shaft8a clockwise acting torque is present, the planet gears55will a counterclockwise and the planet gears54will a clockwise acting torque, on the intermediate shaft56a counterclockwise torque is generated. When at the intermediate shaft56a clockwise acting holding moment is present, then the planet gears54roll on the outer toothing of the intermediate shaft56that is acting as a sun gear so that the coupling element53is caused to produce a clockwise movement with clockwise acting torque.

The reversing stage2according toFIG. 14is designed as a gear for reversing rotational direction and for changing the transmission ratio. It corresponds to a planetary gear with a web fast with the housing. The reversing stage2comprises the coupling element53that is acting as an input sun gear, the planet gears49,51, and the sun gear48.

The clockwise rotating coupling element53drives the planet gears51in counterclockwise direction so that the planet gears49that are in engagement therewith are driven in clockwise direction. The sun gear48is accordingly driven in counterclockwise direction by the planet gears49.

The clockwise acting coupling element53is converted by the reversing stage2to a counterclockwise acting coupling element at the sun gear48.

The coupling stage3according toFIG. 15is embodied as a planetary gear. It comprises the sun gear48, the planet gears44,46as well as the coupling element45.

The counterclockwise rotating sun gear48drives the planet gears46in clockwise direction and the latter, in turn, drive the planet gears44in counterclockwise direction. The planet gears44mesh with the input shaft8. For identical rotational speed of counterclockwise rotating sun gear48and clockwise rotating input shaft8, the coupling element45is standing still. When the sun gear48rotates with reduced rotational speed in comparison to the input shaft8, the coupling element45is caused to rotate in clockwise direction.

The coupling moment that is acting counterclockwise on the sun gear48generates at the planet gears46a clockwise movement and at the planet gears45a counterclockwise acting coupling moment. This counterclockwise acting coupling element is added onto the input shaft8as a clockwise acting coupling element.

The engagement areas between the sun gear48and the planet gears46as well as between the planet gears44and the input shaft8generate at the coupling element45a counterclockwise acting support moment. Without this support moment, the described coupling element is not added onto the input shaft8.

The support stage5according toFIG. 16has the coupling element45which is in engagement with the shaft47. At both ends of the shaft47there are toothings/gear wheels62that are in engagement with the coupling element45and the planet gears60. By means of the planet gears60the sun gear59is driven.

The clockwise rotating coupling element45drives the shaft47in counterclockwise direction. The planet gears60engaging it are rotated accordingly clockwise. Accordingly, the sun gear59is drive counterclockwise by the planet gears60.

The support moment that is acting in counterclockwise direction at the sun gear59is converted at the shaft47into a clockwise acting support moment, at the planet gears60into a counterclockwise acting one, and at the sun gear59into a clockwise acting one.

The output stage7is designed as a planetary gear and has the sun gear59, the planet gears57,58, the intermediate shaft56, and the output shaft9.

The counterclockwise rotating sun gear56and the counterclockwise rotating intermediate shaft59rotate at the same rotational speed. When one of these two transmission elements is standing still, the respective other transmission element is standing still also. The planet gears57,58rotate relative to each other as well as relative to the sun gear59and to the intermediate shaft56. This has the result that the output shaft9always has the same rotational speed as the sun gear59and the intermediate shaft56.

The counterclockwise rotating sun gear59acts on the planet gears58and the counterclockwise rotating intermediate shaft56on the planet gears57. The planet gears57,58are in engagement with each other and are each rotatably supported on the webs64,65of the output shaft9. The planet gears57,58rotate about their respective axes but are also stationarily fixed relative to each other so that they drive the output shaft9in the same counterclockwise direction.

The clockwise acting support moment of the sun gear59acts on the planet gears58and generates thereat a clockwise acting support moment. It acts on the planet gears57and generates thereat a clockwise acting support moment. By means of the planet gears57at the intermediate shaft56a counterclockwise acting support moment is generated.

At the intermediate shaft56the counterclockwise acting active moment is provided to which is added the counterclockwise acting support moment generated by the planet gears57. The two moments that are added up are then acting on the counterclockwise rotating output shaft9as a counterclockwise acting moment.

The two transmissions according toFIGS. 1 and 4have the same functional elements in the form of the input shaft8, the control element12,53, the intermediate shaft17,56, the coupling element24,45, the support element30;45,47, and the output shaft9. The control elements12,53is arranged between the input shaft8and the intermediate shaft17,56and engages both elements. With the control element12,53the rotational speed of the input shaft8is changed for transmission to the intermediate shaft17,56and the output shaft9. With constant rotational speed of the input shaft8and with the output shaft9standing still, at the control element12,53the highest rotational speed for this control element is generated in accordance with the respective transmission ratio. A reduction of the rotational speed of the control element12,43causes an increase of the rotational speed of the output shaft9. When the control element12,53is standing still, the output shaft9has reached its highest rotational speed.

The control element15,53is connected by the coupling element24,45with the input shaft8. The coupling element24,45itself is connected by support element30;45,47with the output shaft9that, in turn, is in drive connection with the intermediate shaft17,56

The support element30;45,47and the coupling element24,45are provided as transmission elements that transmit rotational speed. When the rotational speed of the output shaft9changes, the rotational speed of the control element12,53changes also.

When at the input shaft8torque is applied, it is transmitted through the control element12,53to the intermediate shaft10,56. The torque that is produced at the control element12,53is added by means of the coupling element24,45to the torque of the input shaft8. In order to keep up this moment addition, the coupling element24,45is supported. For this purpose, the support element30;45,47is provided that is supported in the output stage7at the intermediate shaft17,56and, together with it, generates at the output shaft9the output moment.

The transmission is a rotational speed and torque converter. The input power that is supplied to the transmission at the transmission input is made as output power at the output of the transmission available, minus the inner losses, such as frictional losses.

As an example, an output power of 1,000 W at an output speed of 1,000 rpm is required. Based on this, an output torque MA=(P×60)/(2×π×n)=(1,000 W×60)/(2×π×1,000 rpm)=9.54 Nm is calculated.

The input speed should be, for example, 2,000 rpm. Based on this, the input moment ME==(P×60)/(2×π×n)=(1,000 W×60)/(2×π×2,000 rpm)=4.77 Nm is calculated. Accordingly, at the transmission input a torque of 4.77 Nm is applied to the transmission. The torque is transmitted through the connection of the input shaft8via the control element12,53to the intermediate shaft17,56. Accordingly, the input torque is present here. By means of coupling element24,45and support element30;45,47, so much torque is added to the torque of the input shaft8and of the support element30;45,47until at the output shaft9the required output torque of 9.54 Nm is provided. The moment ratio follows thus the total gear ratio.

FIG. 18shows an example of how the transmission is used within a motor vehicle. In the embodiment, the transmission66has a configuration in accordance withFIG. 4. The transmission can also have a configuration in accordance withFIG. 1. The transmission66is combined with a rotational direction gear67. The transmission unit66,67is hydraulically controlled for which purpose a hydraulic control unit68is indicated in an exemplary fashion.

The rotational direction gear67(FIG. 19) has an input shaft69that within a housing70is in engagement with planet gears71that mesh with outer planet gears72that are supported rotatably on a planet gear support73. It is part of a clutch74that may operate by form fit and/or friction.

In the housing70a brake75is arranged which is embodied, for example, as a multi-disc brake. It has brake discs76fast with the housing between which brake discs77that are associated with the clutch engage. They are fixedly connected with the planet gear support73.

The input shaft69is drivingly connected by drive78that can be, for example, a chain or belt drive with an oil pump79.

By means of a selector lever80the clutch74and the brake75can be actuated in a way to be described in the following.

When the input shaft79projecting from the housing70is driven in clockwise direction, then the planet gears71meshing therewith are caused to rotate in counterclockwise direction. The planet gears72meshing therewith rotate accordingly clockwise. The planet gears72are in engagement with an output shaft81that is connected with the input shaft8of the transmission66, preferably is monolithically formed therewith. When the output shaft81is standing still, the planet gears72are rolling on the output shaft81. This has the result that the planet gear support73is caused to move in clockwise direction.

The clutch74in an exemplary fashion is a multi-disc clutch and has clutch discs82that are connected fixedly with the planet gear support73and clutch plates83at the input shaft side that project between the discs82.

When the selector lever80is moved into the position D, the clutch74is locked so that the input shaft69is connected with the planet gear support73. The planet gear support73rotates then at the same rotational speed as the input shaft69. The planet gears71,72remain stationary relative to input shaft69and entrain thus the output shaft81in clockwise direction.

When the selector lever80is moved into the position R, then the brake75is locked. By means of the brake discs76,77, the planet gear support73as a result of the brake action is connected fixedly with the stationary housing70. The planet gears72that are rotating clockwise drive the output shaft81accordingly in counterclockwise direction.

When the selector lever80is returned into the position “N” releases the clutch74and the brake75.

The rotational direction gear67is designed such that the clutch74and the brake75cannot be actuated simultaneously.

The oil pump79is driven via the drive78by the input shaft69.

The coupling element53of transmission66is connected with an idle motor84by means of drive85that may be, for example, an endless chain or belt drive. The idle motor84is connected to a motor control valve86that can be actuated by the selector lever80. In the neutral position “N” illustrated inFIG. 23, the two oil sides of the idle motor84are open toward the tank87. When the selector lever80is moved into the position “D”, which corresponds to forward travel of the motor vehicle, the appropriate oil side of the idle motor84is supplied in a way to be described in the following with pressure oil while the draining side is open toward the tank87. When, on the other hand, the selector lever80is moved into the position “R”, which corresponds to rearward travel of the motor vehicle, the corresponding other oil side of the idle motor84is supplied with pressure oil while the oil then flows via the other side of the idle motor84back into the tank87.

As shown inFIGS. 18 and 24, the oil pump is connected to an idle control valve88of the hydraulic control68. The oil that is being conveyed by the oil pump79is supplied via a line89to the left side of the piston of the control valve88and via a line90to the right side of this piston. In the line90there is an aperture91.

The idle control valve is connected with a pressure control valve92as well as a pressure control valve93that are components of the control unit68. The motor control valve86is connected with the pressure control valve92.

When the motor to be driven is idling, then the input shaft69of the rotational direction gear67rotates at idle speed. By means of the drive78the oil pump79is driven accordingly and conveys the oil via the line89in the direction of the idle control valve88. Since in front of the aperture91a higher oil pressure is existing than behind the aperture, the two sides of the piston of the control valve88are supplied with corresponding pressure. The force of the pressure spring94, by means of which the reaction point of the control valve88at which force the valve piston is moved to the right, is also acting onto the right piston side.

When the drive is idling, the oil that is being conveyed by the oil pump79is supplied by line90and a line95to the pressure control valve92. The line96that is extending to the pressure control valve93and that is connected to the other connector of the idle control valve88remains closed.

When the rotational speed of the input shaft69of the rotational direction gear67increases, the rotational speed of the oil pump97increases and therefore correspondingly conveys more oil. In this way, the oil pressure that is existing in the line90in front of the aperture91increases so much that the valve piston is moved against the counterpressure to the right. Accordingly, the line95to the pressure control valve92is closed and the line96to the pressure control valve93is opened.

Depending on the magnitude of the spring force a higher oil pressure is required in order to move the valve piston to the right. When the pressure spring94is embodied to be stronger, a higher oil quantity passes through the idle control valve88to the pressure control valve92.

The pressure control valve92is supplied in the way described from the idle control valve88with pressure oil. This pressure oil is conveyed farther by the pressure control valve92by means of line97to the motor control valve86.

The valve piston of the pressure control valve92is loaded at the left side by means of the pressure spring98. At the opposite piston side, the oil pressure that is existing in the line95is acting. When the oil pressure in the line95increases correspondingly strongly, the pressure that is acting on the right piston side of the pressure control valve92is greater than the counterpressure acting on the left piston side. Then the valve piston is moved to the right. The line97is then closed and a line99is released that opens into the line96to the pressure control valve93. Accordingly, the pressure oil reaches the pressure control valve93. With the pressure spring98the functional pressure for the idle motor84is thus determined that is connected to the motor control valve86.

The pressure control valve93controls the level of the lubricant pressure. With an appropriate lubricant oil quantity the bearing locations and functional parts of the transmission are lubricated. The lubricant oil flows into the line100. The piston of the pressure control valve93is loaded at the right side by the pressure spring101. With it, the lubricant oil pressure can be adjusted at which the piston of the pressure control valve93will be moved to the left so that the line96toward the tank87is released.

The rotational direction gear67is provided upstream of the transmission66. The internal combustion engine of the motor vehicle generates at idle rotational speed only so much torque or power that the basic function of the motor is fulfilled. The internal combustion engine can output a minimal power when required. This output of power has the result in connection with the rotational direction gear67that the torque that is resulting from the power is increased in accordance with the total transmission ratio of the rotation direction gear67. This would cause the motor vehicle to move at idle speed. This is prevented in that the idle torque is not transmitted onto the output shaft9. When at the input shaft69/8a torque acting in clockwise direction is acting, then, with the output shaft9standing still, at the coupling element53a clockwise acting torque is existing, as has been explained in connection withFIG. 4. When to the coupling element53a clockwise acting additional torque is applied, the coupling moment KM that is produced at the coupling element53and the support moment SM that is produced at the transmission66are canceled, as has been explained in connection withFIG. 5in detail. By cancellation of the coupling moment KM and support moment SM, the torque that is introduced by the input69/8is neutralized as the combustion engine is idling.

This additional torque is generated by means of the idle motor84. At idling, the oil pump79conveys in accordance with the idle speed a certain quantity of oil that is supplied by lines89,90,95through the idle control valve88and the pressure control valve92via the line97to the motor control valve86. When the selector lever80is in the “N” position, then this oil flow flows in direction of the tank87. When the selector lever80is in the position “D” or “R”, then the oil flows to the appropriate oil side of the idle motor84and drives it. The oil pressure is increased until the adjusted value is reached and the pressure control valve92is deactivated. The idle motor84generates a torque that is transmitted through drive85to the coupling element53of the transmission66(FIG. 18).

When the rotational speed of the input shaft69/8increases, the oil pressure in the line89is increased in the described way until the idle control valve88switches. Then the connection to the pressure control valve92is closed and opened to the pressure control valve93. Since the pressure control valve92is closed, no pressure oil reaches the motor control valve86so that the idle motor84is shut down and the transmission66operates in the described way.

FIGS. 25 to 27show an embodiment in which the transmission66and the rotational direction gear67are connected to each other by a decoupler102. The rotational direction gear67is of the same configuration as in the preceding embodiment. The transmission66corresponds to the embodiment according toFIG. 4. The oil pump79is driven by the input shaft69in the described way. It is connected by line89with a pressure control valve103with which the decoupler102is actuated. From the line89a line104branches off by means of which the pressure oil is supplied to the decoupler102which is comprised of meshing coupling discs105,106. The coupling discs106are connected with the coupling element45of the transmission66while the coupling discs105are connected with the gear wheel107that is meshing with the shaft47.

The pressure control valve103is part of the hydraulic control unit68and is connected with the pressure control valve93for the lubricant oil control.

The oil pump79conveys at idle speed of the input shaft69an oil flow that is supplied via the line89in direction toward the control valves93,103. In the line89there is the aperture91that causes a higher pressure of the oil in front of the aperture than behind it. In front of the pressure control valve103the line104branches off the line89.

When the selector lever80is in the position then to the transmission66no speed and no torque is supplied, i.e., the transmission66is standing still. When the selector lever80is however adjusted to the position “D” or the transmission66is subjected to a rotational speed that matches the rotational speed of the input shaft69. When doing so, a minimal torque is also produced that is introduced into the transmission66so that the transmission66will begin to perform its function.

For an increase of the torque it is required that the coupling moment. KM can be supported at the coupling element45as a support moment SM, as has been explained in connection withFIG. 5. When such a support of the coupling moment KM at the coupling element45is not possible, there will also be no torque increase.

The transmission of the support moment SM from the coupling element45by means of gearwheel107onto the shaft47is possible only when the decoupler102is locked. When the internal combustion engine rotates only at minimal rotational speed and accordingly the oil pump79conveys only a minimal quantity of oil, no actuation of the decoupler102results so that it remains disengaged.

When the rotational speed of the input shaft69increases, the rotational speed of the pump increases also. The oil pump79conveys accordingly a greater quantity of oil into the line89. This has the result that in front of the aperture91a correspondingly high back pressure exists. This back pressure acts via the line104onto the decoupler102that is actuated by means of this high oil pressure. The coupling discs105,106are pressed against each other and in this way the decoupler102is locked. Accordingly, the gear wheel107and the coupling element45are connected fixedly with each other so that a torque-transmitting connection between the gear wheel107and the coupling element is produced. In this way, the load path from coupling moment KM to the support moment SM is closed.

The pressure control valve103has the task to limit the maximum oil pressure. The piston of the pressure control valve103is loaded by pressure spring108to the left. In this way, the connection of the pressure control valve103with the pressure control valve93is interrupted. When the oil pressure exerted by the pressure oil in the line89on the left piston side surpasses the counter pressure acting on the right piston side, the piston of the pressure control valve103is pushed to the right. In this way, the line96from the pressure control valve103to the pressure control valve93is opened so that upon opening of the pressure control valve103the oil can be used directly for lubrication.

The pressure control valve93delimits, as in the preceding embodiment, the maximum lubricant pressure. It acts via line96on the left piston side of the pressure control valve93. On the right piston side the force of the pressure spring101is acting. When the pressure in the line96surpasses the spring force, the piston is pushed to the right so that the connection to the tank87is opened and the oil can drain into the tank87.

When the rotational speed of the input shaft96drops and thus also the rotational speed of the oil pump79, the oil pressure in the line89decreases again so that the piston of the pressure control valve103is pushed by the pressure spring101to the left. As a result of the minimal oil pressure in the line89, the actuation pressure for the decoupler102is no longer reached so that the decoupler102disengages and the torque-transmitting connection between the coupling element45and the gear wheel107is interrupted. The load path of the support moment is thus interrupted.

In other respects, this arrangement operates in the same way as the preceding embodiment.