MODIFICATION AND ADAPTATION OF A SPEED REDUCER-VARIATOR

Abstract

Reducer-variator, comprising 3 distinct elements a) a worm gear reducer, b) a 3 planetary reducer, c) a gear system allowing a multiplication of the incidence of the worm gear reducer a), on the planetary reducer b) CHARACTERIZED in that the incidence multiplication system c), is located exclusively between the 2 reducers a) and b).

Description

The present invention represents an extension of Patent 94 00335, same applicant, which describes a variable speed reducer system, with variable or programmed control, having the advantage over currently used systems of not having recourse to belt systems, or -- comprising a hydraulic torque converter which have the disadvantage of consuming energy, or even systems with manually controlled meshing or dismeshing of gears having different diameters. The present invention describes, in particular, an additional system for reversing the direction of rotation of the output shaft (5) without having to disengage the pinion, and an embodiment different from that described in the referenced patent. It differs from the referenced patent in that the gear ratio multiplier system of the worm gear reducer on the planet carrier of the planet gear reducer is no longer located, as shown in Figure 1, outside the two reducers but is interposed between said reducers. Furthermore, it differs in that a shaft is arranged perpendicular to the drive shaft and therefore parallel to the worm gear of the worm gear reducer. This shaft is meshed with the drive shaft either by means of a pinion system or a reversible worm and wheel system, or a set of two pinions or toothed belt pulleys is arranged.Freely mounted on the shaft and directly connected to the worm gear of the worm gearbox, either by means of gears or toothed belts. On the shaft perpendicular to the motor shaft, hubs (Fig. 2) are mounted, having splines aligned with splines on the shaft, allowing the hubs to be rotationally dependent on the shaft but able to slide along it. The hubs have a clutch system, enabling them to be secured to the pulleys or gears mounted freely on the shaft. A lever system, actuated by an electromagnet or, failing that, a manual control, allows the hubs to be secured to the pulleys or gears. The diameter of the various gears, pulleys, or worm gears composing the assembly is designed to allow a rotational speed of the worm gear of the worm gearbox, comprising the gearbox-variator, to obtain either,Depending on the connection of one of the two pinions or pulleys with their respective hubs, the functions known as (simulated neutral or reverse) in the case of application of the reducer to a vehicle, the rotational speed ratio between the motor shaft and the worm of the worm reducer being studied so that, depending on the pinion or pulley connected to its respective hub, one obtains either a rotational speed of the worm of the worm reducer compensating the driving function of the motor shaft on the planetary reducer, immobilizing the output shaft, thus obtaining the function known as "simulated neutral" or, by connecting the other hub with its respective pinion or pulley, one obtains a higher rotational speed of the worm of the worm reducer such that the driving function of the motor shaft on the planetary reducer is exceeded, thus obtaining a reversal of the direction of rotation of the output shaft.corresponding to the reverse gear function. It should be noted that this function will only have one gear ratio, but this speed may vary depending on the speed of the vehicle's main engine. (Figs. 3 & 4) In order to avoid damaging the electric control motor that drives the worm gear of the worm gearbox, a clutch system, for example magnetic, is interposed between the worm gear of the worm gearbox and the control motor. In "management" mode, the clutch system makes the worm gear dependent on the control motor's rotation; as soon as the lever intended to obtain the functions, either "simulated neutral" or reverse gear, is activated, the worm gear is disengaged from its control motor. Finally, after testing on a prototype, it became apparent that the main condition of the invention, which consists of establishing a speed ratio, worm wheel "close to reversibility but without ever achieving it", is difficult to control and can vary depending on the break-in, temperature and viscosity of the lubricating fluid, therefore, on the one hand the screw reducer is equipped with an anti-drift system, already existing and commercially available and on the other hand, the angle X (fig 2 / 6 of the reference patent, attached to this patent), determining the condition "close to reversibility without ever achieving it", is no longer between 94 & 96 30" but less than 94. These modifications and additions allow, firstly, for the control motor to be protected from damage when the screw (9) is driven via the shaft (14) and its pulleys (15 & 16), and secondly, for the "engine braking" function to be implemented without the need for additional gears, but rather through a specific power supply to the control motor determined by the maximum rotational speed of the main motor and according to the criteria imposed by its manufacturer. To implement this function, certain conditions must be met: a) that the main motor's acceleration control be released, b) that the vehicle's braking control be, even slightly, activated, c) that the clutch system interposed between the screw (9) of the worm gear reducer and the control motor be in the "engaged" position. Furthermore,It became apparent that the system could easily be adapted to replace the classic manually controlled gearbox, particularly in the case of racing cars and in accordance with current F1 regulations, which stipulate that vehicles must be equipped with gearboxes having 4 to 7 speeds. Therefore, it is sufficient for the control motor to be programmed to have precise, stepped rotation speeds, remotely controlled, for example, by switches located on the steering wheel or, in any case, easily accessible to the driver. A further advantage over currently used systems is that the accelerator must not be released when changing gears, as this does not require a clutch function or the disengagement and engagement of a gear. Fig. 1 illustrates the new implementation in which the "incidence multiplier" of the worm gear reducer on the planetary gear reducer,is located between the two reducers and consists of a drive shaft (1) equipped with a pinion (2) fixed to the shaft (1) which meshes with the pinions (3), the number of which may vary, and which in turn mesh externally with the ring gear (4) mounted on the output shaft (5). This assembly constitutes the planetary gearbox. The pinions (3) are mounted on the plate (7) via their shafts (6). The plate (7) is equipped with a pinion (21) freely mounted on the shaft (1) and meshing with a second set of planetary pinions (22) which themselves mesh externally with the ring gear (24), fixedly mounted in the housing (25). The shafts of the pinions (22) form part (23); this assembly represents a possible implementation of the "incidence multiplier" of the worm gearbox. Part 23 is freely mounted on the shaft (1) and supports the wheel (B) of the screw reducer in contact with the screw (9), this latter assembly comprising the screw reducer of the invention. The operation is identical to that of the reference patent, only the implementation changes. Figures 2-3-4 illustrate the implementation of the system intended to obtain the functions: "simulated neutral" and reverse gear when it is a vehicle or in any case, reversal of the direction of rotation of the output shaft(5). On an extension of the housing (25) are arranged, in front of the worm gear reducer (fig. 2), the housings (11, 8, 11b). On the shaft (1) is fixed either a wheel (12) or a pinion in mesh with the worm gear (13), or a pinion, fixedly mounted on a shaft (14), mounted freely to rotate within the housings (11) and supporting 2 pulleys (15). 8 16)mounted freely in rotation, on the said shaft(14) are mounted the hubs(17 & 18), also mounted on the shaft(14) and provided with splines opposite splines made on the said shaft(14), so as to drive the hubs in rotation when the shaft(14) rotates but allowing the hubs to move longitudinally on the shaft(14). Between the hubs(17 & 18) is arranged a lever(20) (fig. 2 & 3) in the shape of a fork, carrying the bearings (26a & 26b), centered on the casing (11b) on a free-rotating shaft (27) and operated by a manual control system or rather by an electro-magnetic control (21a & 21b) so as to lock, when the control is activated, either the hub (17) with the pulley (15) or the hub (18) with the pulley (16), making the shaft (1) and the screw (9) dependent in rotational speed, this function controlling on the other hand the disengagement of the screw (9) from its management motor. By means of belts (30 & 31) fig 4 (sectional profile view) and toothed wheels (28 & 29) the screw (9) can be made dependent, in rotational speed, on the shaft (1) ---- --- and according to 2 different speeds, depending on whether the wheels (15 & 16) are made fixed to their hubs, the transmission carried out by means of the wheel (16 & 28) is studied so that the rotational speed of the screw (9) exactly compensates the driving function of the shaft (1) on the shaft (5) by means of the satellite reducer, thus immobilizing, whatever the speed of the main motor, the shaft (5), thus realizing the function: (simulated dead center).If the wheel (15) is secured with its respective hub, the rotational speed of the screw (9), via the wheels (15 & 29) and their belt, reverses the driving functions between the motor shaft (1) and the screw (9) and therefore reverses the direction of rotation of the shaft (5) with a constant speed ratio, which is perfectly suitable insofar as the invention is applied to a vehicle, thus achieving the "reverse" function.

Claims

RE@ / EN@ICATIONS 1 Reducer-variator, comprising 3 distinct elements a) a worm gear reducer, b) a planetary gear reducer, c) a gear system allowing a multiplication of the incidence of the worm gear reducer a), on the planetary gear reducer b) CHARACTERIZED in that the incidence multiplication system c), is located exclusively between the 2 reducers a) and b). 2 Implementation of an additional device, allowing the direction of rotation of the output shaft(5) to be reversed relative to that of the motor shaft and obtaining the so-called "similative dead center" function by immobilizing the shaft(5), regardless of the speed of the motor shaft(1) CHARACTERIZED in that the device does not use, to perform these 2 functions, a) either the disengagement of the main motor from the transmission, for example a conventional clutch, b) nor the meshing or, and disengagement of gears.

3. A variable-speed gearbox, when used as a replacement for the functions of a conventional gearbox on a vehicle, and in particular a Formula 1 racing car where regulations stipulate that the vehicle must have a transmission with 4 to 7 gears, is characterized in that the different gear ratios are obtained by manually controlling different speeds of the secondary control motor, allowing a) upshifting without releasing the main motor's acceleration control, and b) obtaining the required or desired number of gear ratios without modifying the number of gears used.

4. A variable-speed gearbox, according to claims 1, 8, and 2, is characterized in that a) an anti-drift system, already commercially available, is added to the worm gear reducer to prevent any tendency towards reversibility.5 Reducer-variator and according to claim 2, CHARACTERIZED in that it comprises, interposed between the screw(9) and its control motor, a clutch-disengagement system allowing the screw to be disengaged from its control motor, when the functions "simulated neutral" or reverse of the direction of rotation of the output shaft(5) is activated by the switch. mediaarea of ​​the lever(20). 6 according to the prototype studies, developed on page 2 line 36 the present Patent is CHARACTERIZED in that the angle illustrated Fig 2 / 6 of the previous reference patent / annexed to this patent and called angle -X-, determining the non-reversibility function, is no longer and according to the said patent between 94 and 96 30" but less than 94 7 Reducer-variator, according to claims -3-4-5-6- CHARACTERIZED in that the "engine-braking" function is obtained by a particular power supply to the secondary management motor, based on the speed of the main motor and managed electronically, this under certain conditions a) that the acceleration control of the main motor is released, b) that the vehicle's braking control is activated, the control of the lever(20) being deactivated, the intermediate clutch system between the screw(9) and its management motor being in "engaged" function.