Patent SE-7500996-L (SE)
Inventor: CHAPELON A
IPC: F16H33/10
Filed: 1975-01-30
Abstract: 1495443 Variable ratio gear SOC D'OUTILLAGE GENERAL-SOG DAVID 3 Feb 1975 [1 Feb 1974] 4610/75 Heading F2D A vehicle transmission in which the speed ratio is automatically varied under control of inertial resistance to relative rotation between its input and output shafts 51, 44, comprises inertia masses 37, 38 secured to bevel planets 37a, 38a rotatable about a transverse spindle 39 in a carrier 40, which is itself rotatable about the longitudinal axis of shafts 41, 42, the planets meshing one or two side gears 41a, 42a, the meshed side gear and the carrier 40 being connected in various ways to elements of a second differential gear 50, to the main input and output shafts 51, 44, and to two reversible one-way devices such as a detent 43 and a clutch 46, which, during successive phases of rotation, cause the masses sequentially to absorb energy from the input and feed energy to the output, the functions of the input and output shafts 51, 44 being capable of being reversed by reversing the direction of operation of the two one-way devices 43, 46. Several embodiments are described, some with a third, others with also a fourth differential; some with jamming roller, others with hydraulic one-way devices, controllable for reverse and for graduated action. In Fig. 7 the planetary mass carrier 40 drives the output shaft 44 through a meshed wheel pair 45a, 45; the mass-carrying planets 37a, 38a mesh two side wheels one, 41a, restrained from reverse rotation by a jamming roller one-way detent 43, the other, 42a, connected through a jamming roller one-way clutch 46 and meshed wheel pair 48, 49 to the planet carrier 50 of the intermeshed spur planet second differential gear, one side wheel 51a of which is fast to the input shaft 51, whilst the other side wheel 52a is connected through a meshed wheel pair 53, 54 to the planetary mass carrier 40, whereby the second differential 50 acts as a torque divider between the carrier 40 and side wheel 42a of the mass train..  The inter-train connections of other embodiments are as follows. In Fig. 1, not shown, an input engine (7) drives, through a one-way clutch (10a) the carrier (6) of the second differential, the two side wheels of which drive the two side wheels of the mass train through meshed wheel pairs (3a, 3b and 5a, 5c), one including a reversing idler (5b). The carrier (4) of the mass train drives a parallel output shaft (8) through a meshed wheel pair (9a, 9b) and has a one-way connection with the input-driven second planet carrier (6) through a wheel (3c) and one-way clutch 10b. In Fig. 2a, not shown, the mass train has only one side wheel on a shaft (3), restrained by a one-way detent (15) and connected directly to an aligned side wheel of the second differential, the carrier (12) of which is driven by an input engine (11) through a one-way clutch (14) and meshed wheel pair (11a, 11b), the other side wheel of the second differential being connected through a countershaft and meshed wheel pairs (12, 13), one including an idler (12b), to the mass carrier (4). Fig. 2b, not shown, is similar but the engine (16) drives the carrier (19) of the second differential through a third differential having a carrier (17) restrained by a one-way detent (20) and an output side wheel driving the second carrier (19) through a meshed wheel pair (17a, 17b). Fig. 3a is a diagrammatic representation of Fig. 7 except that the output shaft wheel directly meshes the mass-carrier wheel (54). Fig. 3b, not shown, is again similar, but one side wheel of the second differential (19) and the mass carrier (4) are driven through meshed gear pairs (17a, 17b and 16a, 16b, 16c) by one side wheel and the carrier (17) of a third differential the other side wheel of which is input driven. Fig. 6 (not shown) is similar to Fig. 2a (not shown) except that one side wheel and the carrier (27) of the second differential are driven by one side wheel of a third differential (33), the other side wheel of which is driven by the carrier (28) of a fourth differential, one side wheel of which is input driven, whilst the other drives the carrier (27) of the second differential. A reversible one-way detent (31) restrains the carrier (28) of the fourth differential, whilst the carrier (33) of the third differential is restrained in the desired direction by fixed stops (34, 35), which may be adjustable and include resilient means and dampers (39, 40), Fig. 9a, not shown (see below). In Fig. 9b, not shown, the resilient means acts in one direction only. In Fig. 10, not shown, similar reversible stops (39, 40) are used between two wheels of two of the meshed gear pairs, and fixed stops (34, 35) are provided for the carrier (33) of the third differential. Fig. 5 shows a reversible one-way hydraulic detent. Closure of a valve 25 or 26 causes a vaned impeller in a housing P to be restrained in one or other or both directions by one-way suction valves 23, 24, the effect of which can be varied by controlling the by-pass valves 25, 26 to permit controlled slip. With both one-way devices locked by both valves 25, 26, a fixed low ratio can be established in the transmission. The fixed part of a one-way device may be restrained by yielding means such as springs, dampers, and adjustable stops (Fig. 9a, not shown), which may act through a further differential with one element fixed and the cage restrained by such yielding means.