Title of Invention

A REVOLVING TRANSMISSION HAVING AT LEAST TWO REVOLVING TRANSMISSION CONES!

Abstract In a transmission having two revolving transmission elements, each of which has at least one running surface 5 for a revolving coupling elementt at least one running- surface having at least two running- paths for the coupling element having different running radii and the two transmission elements being braced, while incorporating the coupling element, via 3 bracing device which presses the 10 two transmission elements against the coupling element with a variable pressure, the bracing device comprises a pressure device connected in series with a spring element.
Full Text PCT/DE 2003./003242
TRANSMISSION
The present invention relates to a transmission
particularly having two revolving transmission elements,
5 each of which has at least one runnining surface for a
revolving coupling element, which couples the two devolving
transmission elements.. At least one of the running surfaces
of the two revolving transmission elements preferably has
at least two running paths for the coupling element having
10 different running radii in this case, so that in this way a
continuously and/or nearly continuously variable-
transmission may be implemented. In an arrangement of this>
type, the two transmission elements may be braced, while
including the coupling element, via a bracing device which
15 presses the two transmission elements against the coupling
element with a variable pressure. In this way, variable and
therefore adjustable pressures, which act between the
revolving transmission elements and the coupling element,
may be implemented.
20
Arrangements of this type are known, for example, from EP 0
87B 641 A1 and from EP 0 980 993 A2. Both of these two
publications relate to conical friction ring transmissions,
in which two .cones having- opposing conical angles are
25 mounted so that they revolve in such a way that a constant
gap remains between thorn, in which a ring revolves
enclosing one of the cones as a coupling element. The two
publications disclose both hydrostatic and/or hydrodynamic
pressure devices and mechanical pressure devices, using
30 which at least one cone may be displaced in such a way that
the gap width is reduced-. In this way, the coupling element
may be pressed against both running surfaces of the cone,
so that in this way the pressure may implement sufficient
force transmission. While for the hydrostatic and/or
35 hydro-dynamic achievements of the object, a variation may be
implemented without anything further by varying the
hydraulic ratios, and/or the hydrostatic or hydrodynamic


- 2 -
ratios, the mechanical achievements of the object provide
approach ramps, which are engaged with one another, of two-
assemblies which transmit torque, so that these two-
assemblies may twist toward one another as a function of
5 the torque, through which the corresponding pressure device
expands axially and/or has its axial dimension reduced as a
function of torque. In this way, at higher torques a higher
pressure may also be implemented without anything further,
these forces being countered through suitable bracing
10 bearings, such as taper roller bearings, so that finally a
larger bracing force results for the coupling element
and/or the friction ring.
It is the object of the present invention to provide a
15 transmission having two revolving transmission elements,
each of which has at least one running surface for a
revolving coupling element, at Least one running surface
having at least two running surfaces for the coupling
element having different running radii and the two
20 transmission elements being braced, while incorporating the
coupling element, via a bracing device which presses the
two transmission elements against the coupling element with
a variable pressure/ in which the pressure may be applied
more reliably and/or more reproducibly as a function of the
25 torque, but also as a function of other operating
parameters.
To achieve this object, the present invention suggests a
transmission according to the species, in which the bracing
30 device comprises a pressure device, which presses the
running surface of one of the two transmission elements
against the coupling element and also supports itself on a
bracing bearing with a variable pressure, and a spring
element, which is positioned to act in series with the
35 pressure device.

- 3 -
In the present case, the bracing device thus comprises all
of the assemblies of the transmission according to the
present invention which ensure sufficient pressure and
correspondingly are loaded with at least parts thereof,
5 while the pressure device according to the present
invention has the assemblies responsible for a variable
pressure. By connecting the spring element and pressure
device in series, at the same pressure, which may
naturally, as a function of the spring constant of the
10 spring element, may reach the same dimensions as in
pressure devices according to the related art, the pressure
device has significantly more movement play available,
through which essentially uniform movement of the pressure
device may be implemented. This particularly leads to
15 increased reproducibility of the particular pressures. In
addition, the present invention allows variation of the
force-pressure and/or torque-pressure characteristic
curves, by varying the slopes of paths for cranks, rolling
bodies, or similar things, so that a tolerance equalization
20 may be provided.
In a second achievement of the object, the spring element
cumulatively and/or alternatively preferably transmits both
the variable pressure and a torque between the running
25 surface of the first transmission element and the bracing-
device and/or between the running surface of the first
transmission element and the pressure device.
In this way, the pressure device may be relieved, at least
30 partially, from the double load of transmitting torque both
directly to the running surface of the first transmission
element and/or to an assebly connected to this running
surface and simultaneously having to shift in relation to
this assebly. The above-mentioned object of applying- the
35 variable pressure as reproducibly as possible may also be
fulfilled in this way. This embodiment is thus advantageous
cumulatively with or alternatively to the achievement of


- 4 -
the object described above for a transmission according to
the species EP 0 990 99-3 A2 merely representing a spring
element, which is, however, connected in parallel to the
pressure device and does not transmit a torque,
5
As a third achievement of the object, the present invention
suggests a. transmission according to the species, in which
the bracing device comprises a pressure device having two
pressure elements and at least one rolling element, which
10 rolls on at least one rolling element path as a. function of
torque, which is implemented in such a way that a first-
pressure element is displaced in relation to the second
pressure element in the direction of the pressure when the
rolling element changes its position on the rolling element
15 as a function of torque.
In this way, the displacement of the second pressure
element because of torque may be ensured at relatively low
friction, so that in this achievement of the object as well
20 a high reproducibility of the pressure as a function of
and/or because of torque is ensured.
In a preferred embodiment, a torque sensor may be provided
on the drive and/or output side, the pressure of the
25 pressure device being selected as a function of the torque
determined. In this way, the pressure and therefore a
contact force and/or friction force which occurs between
the coupling element and one of the transmission elements
may be adapted to the existing torque ratios. It is obvious
30 that a sensor of this type may also be applied
advantageously independently of the remaining features of
the present transmission, particularly in a continuous
transmission and/or a transmission which acts via friction
or hydraulic interactions, particularly to adapt the
35 pressure to the existing ratios and, for example, prevent
slip with the smallest possible losses or, for example,
select the transmission ratios suitably. Strain gauges


- 5-
and/or tension meters or torsion meters and/or similar
measurement systems may be used as the sensor.
The latter arrangement described is particularly
5 advantageous if the pressure device is activated
externally, as is particularly the case for hydrostatic or
hydrodynamic bearings. In addition, the pressure device may
also, particularly if it is implemented mechanically, be
activated internally as a function of torque, for example,
10 by a torque which acts upon it. Particularly in an
embodiment of this type, a pressure caused by a torque
and/or a shift of components of the pressure device caused
by a torque may be used to measure the torque. In this way,
a torque measurement may be performed especially cost-
15 effectively, since further costly torque sensors may be
dispensed with. This arrangement is especially advantageous
if the pressure device is provided in the driven.
transmission element of the transmission. It is obvious
that this arrangement also provides cost-effective
20 achievement of the object independently of the remaining
features of the transmission.
In an pressure device, it may be advantageous,
independently of the remaining features of the present-
25 invention, to provide a clutch element which alternately
disengages these two transmission elements from a third
transmission element by opening and/or engages them to this
third transmission element by closing, so that the
particular transmission path may be engaged alternately to
30 an overall transmission. In an arrangement of this types,
the forces necessary to close the clutch element are
preferably applied by the pressure device. It is thus;
advantageous if the clutch element is positioned in the^
force path of the pressure:.
35
In an arrangement of this type/ it is sufficient to open a
clutch to compensate for the pressure at a suitable point,


— 6 -
so that the pressure no longer loads the corresponding,
clutch. In this way, the corresponding clutch opens and the
two transmission elements are accordingly disengaged.
Particularly if the pressure device is activated as a.
5 function of torque, this immediately results in the
pressure being reduced since, because of the open clutch, a
torque is no longer transmitted. In this way, the forces to
be applied for opening are directly reduced to a
significant extent. In addition, the reduction of the
10 pressure also causes a reduction of the losses which may be
caused by transmission elements which may possibly also be
freewheeling. To close the clutch, the corresponding
counterforce merely has to be reduced, so that the pressure
device is again active-. Therefore, no additional assemblies
15 are necessary to close the clutch.
In an especially preferred embodiment variation, a gap may
be provided between at least one of the revolving
transmission elements and the coupling element during
20 operation. Through as contactless operation of this type, a
transmission of this type may be made extremely low-wear,
even independently of the remaining features of the
transmission according to the present invention, a suitable
interaction mechanism being provided . between the
25 corresponding transmission elements and the coupling
element for force and/or torque transmission. The coupling
is preferably provided via a fluid and/or a liquid which
remains in the gap despite a pressure and transmits the
necessary forces and/or torques. In addition, other
30 interaction mechanisms may be provided, such as
electrostatic or magnetic arrangements.
A gap of this type is particularly suitable for conical
friction ring transmissions, in which the gap and/or the
35 liquid is located between the cone and the friction ring at
least during operation. In this way, the ring may also be
positioned for a desired transmission ratio without


- 7 -
anything further. However, a gap of this type is also
suitable for other continuously variable transmissions in
which transmission elements interact with one another
through friction.
In the present context, the concept of a "fractional
interrelationship" between transmission elements describes
an interrelationship in which torques are transmitted from
one transmission element to the other transmission element,
10 without a form fit existing between these transmission
elements for this purpose. Typically, a certain slip exists
in a frictional interrelationship, at least above
relatively high limiting torques, a slip of this type
frequently occurring non-destructively and the
15 corresponding transmissions typically being operated below
these limiting torques.
Alternatively and/or cumulatively to the gap described
above, a liquid, particularly a silicone oil, which
20 comprises methyl siloxanes, dimethyl diphenyl siloxanes,
and/or methyl phenyl siloxanes having phenyl groups, may be
used as the liquid with which at least one of the revolving
transmission elements and/or a coupling element, such as a
friction ring, is wetted. In particular, dimethyl
25 polysiloxanes, which contain, for example, phenyl-alkyl1
groups or fluoroalkyl groups, may also be used. In this
case-, dimethyl siloxy groups may particularly alternate
therein, individually or as siloxane blocks, with diphenyl
siloxy -groups.
30
Liquids of this type are generally known under the term
"silicone oils, which are also - non-specifically-
generally disclosed in EP 0 B7B 641 A1 as a liquid for
wetting the revolving transmission elements of a
35 continuously variable transmission.

-8 -
Silicons oils have relatively slight lubrication
properties, which has been shown to be disadvantageous in
practical tests, particularly in interaction with rolling,
coupling elements, such as coupling rollers or friction
5 rings, so that it is assumed that a liquid film breaks down
during operation with known silicons oils. However,
silicone oils are especially distinguished by a high
temperature carrying capacity of their properties in
comparison to other liquids.
10
The liquids suggested, comprising methyl siloxanes,
dimethyl diphenyl siloxanes, and/or methyl phenyl siloxanes
having phenyl groups, particularly iff for example,
diphenyl siloxane blocks are incorporated into polyme-thyl
15 siloxane, are distinguished by high compressibility in
comparison to other liquids, which presumably prevents
breakdown of the film. Thus, oils may be provided which
have behavior advantageous for transmissions having rolling
coupling elements in their temperature/viscosity end/or
20 temperature/compressibility behavior, it having been found
that for systems of this type, liquids of any type whose
viscosity and/or compressibility changes with a
temperature-dependent viscosity gradient and/or
compressibility gradient which lies between the viscosity
25 gradients and/or compressibility gradients of mineral oils
and the viscosity gradients and/or compressibility
gradients of dimethyl siloxanes, may very generally be used
advantageously for transmissions. Using these properties, a
liquid and/or an oil may lubricate the corresponding
30 transmission enough so that operating temperatures which
are too high are not reached. However, the lubrication is
not so strong that sufficient coupling between the coupling
element and the corresponding transmission element would be
prevented. In addition, the compressibility window
35 described produces sufficient stability of the fluid film
enclosing the components even under pressure, without
uniform distribution of the liquid being prevented.

In particular, liquids having polydimethyl siloxanes,
polydimethyl diphenyl siloxanes,, and/or polymethyl phenyl
siloxanes having phenyl groups, and/or alkyl-substituted y-
5 trifluoropropyl-substituted polydimethyl siloxanes may be
used. "Silicones" may also be used in which organic
substituents, such as 10 to 25% phenyl groups or y-
trifluoropropyl groups or other alkyl groups, are contained
as substituents in the polydimethyl siloxanes which are
1.0 used.
In addition, cumulatively and/or alternatively, it is
especially advantageous if the corresponding liquid is
stabilized in regard to its temperature and, as much as
15 possible, changes less in regard to its properties than
mineral oils do. In this way, a long service life of the
transmission may be ensured, since the corresponding fluid
degenerates less. Furthermore, the physical properties of
the fluid remain as constant as possible even in different
20 operating states, such as under extremely high load or
extremely high speeds or even, for example, during start
procedures in winter.
In regard to the phenyl siloxane units in this polydimethyl
25 siloxanes, and/or in regard to phenyl siloxane units in
siloxanes in- general, these may be used both in pairs and
in blocks in. order to achieve the desired results. In
addition, the compressibility described above is especially
advantageous in cooperation with a gap remaining between
30 the coupling element and revolving transmission element,
which is filled with the corresponding liquid and is stably
bridged by liquid even at high pressures. In this case, the
liquid is used for force transmission, so that the shear
forces arising herein may connect the coupling element and
35 the corresponding transmission element non-positively. In
addition, the high compressibility ensures that this
transmission is possible even at high and/or higher


- 10 -
torques, at which only a small gap may implement
sufficiently high shear forces and a liquid film which does
not break down, the gap otherwise able to be maintained
only by high pressures and a high resistance forces of the
5 liquid against pressures this high,
It is obvious that the above-mentioned considerations in
regard to the gap arid/or the liquidf whether relating t&
their temperature stability, their compressibility, and/or
10 their viscosity, may be advantageous, even independently of
the remaining features of the transmission according to the
present invention, individually or together for a
continuous transmission, particularly for a transmission
having two transmission elements which roll on one another.
15
Particularly for transmission elements which are coupled
per se via a friction lock or even via hydraulic,
hydrostatic, or hydrodynamic, magnetic or other contactless
interaction, and/or other non-positive interactions, it may
20 be advantageous if, in a transmission which comprises, two
running paths of a transmission element for a coupling
element, these running paths are provided with different
surfaces in order to able to implement and/or adapt the
interaction, for example, a surface pressure or something
25 similar, in a suitable way. In this case, for example,
grooves or projections of different widths and/or a varying
surface texture and/or surface treatment may be provided
along at least one of the revolving transmission elements.
In this way, for example, a surface pressure may be adapted
30 to different radii of the transmission element. It is
obvious that a surface variation of this type is
advantageous in running paths On a transmission element,
even independently of the remaining features of the
transmission according to the present invention.
35
For an embodiment of the interaction which is independent
of the running paths, the surface of the coupling element


- 11 -
may also be textured. In particular, the surface may have
grooves or something similar in order to influence the
shear and compression forces in -a suitable way in the event
of a hydraulic interaction. In addition, the coupling
5 element may also have different surfaces for different
transmission elements with which it is in contact.
In order to ensure good shear force distribution,
particularly in interaction with a liquid which wets the
10 running surface of the coupling element and/or the'
corresponding running surface of a corresponding.-,
transmission element, without the liquid film breaking-
down, the coupling element may have at least one running-
surface having a cross-section which deviates from a
15 straight line, preferably having a convex and/or crowned
cross-section. A continuous liquid film which transmits
sufficient shear forces may thus be ensured even at high
pressures. The selection of the cross-section is preferably
tailored to the liquid in this case. Cumulatively and/or
20 alternatively, the cross-section may deviate suitably from
a straight line for a coupling element which is only held
on one side by a holding device, particularly as described
below since a one-sided holding device of this type,
although it leaves the coupling- element a relatively large
25 amount of freedom, may also interact with a coupling
element, which is relatively unstable because of the
running surface deviating from a straight line, in a
stabilizing way, so that the overall system, particularly
in the event of a running path change, may also be operated
30 with a low expenditure of force.
It is obvious that a surface design of this type of the
coupling element and/or the revolving transmission elements
may also be used advantageously, independently of the
35 remaining features of the transmission according to the
present invention, to design the interaction between
transmission element and coupling element.

- 12 -
As already known front EP 0 980 993 A2 and/or from EP 0 876
641 Al, the coupling element, particularly if it is
implemented as a revolving friction ring, may change its.
5 running path under its own power as a function of a set
adjustment angle. In this case, the angle of the coupling
element is preferably set to regulate the particular
running path. Since precisely this angle is critical in
regard to an adjustment and/or in regard to the stability
10 of a running path which has been selected, it is
advantageous if a corresponding actuator for the angle of a
holding device and/or the holding device itself is
implemented without play through pre-tension, through a
spring for example. It is obvious that pre-tension of this
15 type is advantageous even independently of the type of the
angle adjustment of the coupling element, particularly even
independently of the remaining features of the present
transmission.
20 in particular, a forced adjustment of the coupling element
may be provided, as is disclosed, for example, in DE 38 35
052 Al. Particularly in an arrangement of this type, it has
been shown to be advantageous, independently of the.
remaining features of the transmission, if the coupling
25 element is merely in contact with a holding device in the'
approach region and is guided accordingly. It has been
shown that a guide of the coupling element in the departure
region brings instability into the system, since - because
of the positive control - in addition to the twisting of
30 the coupling element, such as a friction ring, displacement
of the coupling element is also caused, which destabilizes,
the overall system if it acts in the departure region. For
this reason, it is suggested that the revolving coupling
element merely be in contact with a holding device in the
35 approach region, through which instability of this type may
be avoided.

- 13 -
It Is obvious that in the present context the term
"friction ring" also includes coupling elements in which
the friction ring does not interact frictionally directly,
but rather is in contact with the corresponding
5 transmission elements via an interaction differing from a
positive connection.
In an arrangement of this type, a rotational degree of
freedom around an axis perpendicular to a rotational plane
10 of the revolving axis of the coupling element preferably
remains between an actuator for the holding device, which
may be implemented by a spindle or even by a rod assembly,
for example, and the coupling element. In this way, the
influence of an adjusting positive control may be
15 minimized, so that the friction ring and/or the coupling
element may assume its appropriate position almost
automatically. In particular, the possibility exists in an
arrangement of this type that the holding device may be
implemented extremely cost-effectively, since - in a
20 minimal embodiment - it merely has to have a rest aligned
perpendicularly to the revolving plane of the coupling
element which points toward the coupling element. In an
alternative embodiment, the holding device may hold the
coupling element essentially without play and a
2 5 corresponding rotational degree of freedom, such as a
joint, may be provided between the holding device in the.
actuator. Alternatively, it is also possible for the
holding device to have sufficient play for the rotational
degree of freedom of the coupling element.
30
Alternatively and/or cumulatively, a stationary holding
device may be provided for the coupling element, through,
which the coupling element may be held as selected in a
defined running path. Through a stationary holding device
35 of this type, for example, a continuous operating state may
be implemented which may include rapid acceleration or


- 14 -
braking caused by the motor only for special situations,
startup, for example.
In addition, a transmission having two revolving
5 transmission elements is suggested, each of which has at
least one running surface for a revolving coupling element,
at least one of the running surfaces having at least two:
running paths for the coupling element having different
running radii and actuating means being provided, via which
10 the coupling element may be adjusted from one of the two
running paths to the other of the two running paths and
which includes an activatable actuator, the transmission
being distinguished in that the actuating means includes a
safety device which adjusts the coupling element into a
15 safety running path in the event of breakdown of the
activatable actuator.
Cumulatively and/or alternatively, it is suggested that the
safety device adjust the coupling element, preferably into
20 the safety running, path, using a defined speed.
In addition, it is suggested cumulatively and/or
alternatively thereto that the safety device comprise pre-
tensioning of at least one further assembly of the
25 actuating means.
Through the measures described, it is ensured that the
transmission remains in controlled operating states even in
the event of a system breakdown, particularly in the event
30 of a breakdown of the controller. In this way, by pre-
tensioning an assembly, such as an actuating bridge, a
cage, or something similar, it may be ensured that if an
adjustment force of the activatable actuator fails, this
assembly reaches a desired position because of the pre-
35 tensioning, so that the coupling element is adjusted in a
suitable way. Particularly if the coupling element is
adjusted into a safety running path, it is ensured, that a


- 15 -
vehicle and/or a drivetrain having the transmission remains
functional and the coupling element does not leave the
running surface because of the system error. Preferably,
the safety running path is selected for a transmission
5 ratio at which a motor may also perform start procedures.
In this way it is ensured that a vehicle may still be moved
up to a target point, such as a parking place, even if it
is only slowly. Otherwise, the vehicle would no longer be
able to start in the event of a temporary stop. However, if
10 the transmission has further transmission elements which
regulate transmission ratios, such as a first gear, in
addition to the revolving transmission elements and the
coupling element, a running path having a transmission
ratio which allows more rapid travel may be selected as the
15 safety running path. Start procedures may then be assumed
by this first gear, while the safety running path may be
used for more rapid travel.
The coupling element is preferably adjusted into the safety
20 running path at a defined speed, since in transmissions of
this type arrangements are possible in which the coupling
element may be adjusted over all of the possible running
paths and/or over the entire running surface within a few
rotations of the corresponding transmission element, in
25 arrangements of this type, uncontrolled adjustment under
unfavorable operating conditions would occur so rapidly
that the driving motor would not. be capable of adapting
itself to the changed operating conditions. This may lead,
to immediate stoppage of the motor, its destruction, and/or
30 to destruction of the transmission, through which a motor
vehicle would suddenly become uncontrollable, for example.
Through a defined adjustment speed, it is ensured that the
operating conditions do not change in an- uncontrolled way
and particularly do not change too rapidly even during a
35 system breakdown, of an electronic controller, for example
so that a motor may follow this change. A defined
adjustment speed of this type may be ensured, for example,


- 16 -
through a suitable pre-tension. A safety running path may
be defined, for example, by a corresponding stop, which is
possibly provided with a spring. Two spring devices may
also be provided, one of which decisively controls at least
5 the adjustment speed in one adjustment direction and the
other of which decisively controls at least the adjustment
speed in the other adjustment direction, so that the
corresponding coupling element may be guided from any
operating position into a safety running path without a
10 hard stop through the interplay of these two fault
arrangements.
Instead of a fixed stop and/or instead of a fixed but
spring-loaded stop, the safety device may have an
15 adjustable stop and/or an adjustable and spring-leaded
stop, which is displaceable via an additional actuator. In
this way, a directly unchangeably defined safety running
path does not result. Rather the running path may be
preset by the additional actuator.
20
In addition, it is advantageous if the final positions of
the coupling element are detected by a sensor, particularly
electrically- In this way, special operating' states, such
as a defect of the transmission, may be detected rapidly
25 and reliably. Preferably, the transmission additionally has
at least one mechanical end stop in the approach region of
the coupling element, against which the coupling element
may run in the event of a running path change and which are
positioned in such a way that they bring the revolving axis
30 of the coupling element into a stationary position if the
coupling element runs against one of the end stops. This
achievement of the object is also based on the knowledge
that stable ring guiding is performed most reliably in the
approach region,, so that in this regard the end stops may
35 actively influence the adjustment angle of the coupling
element and therefore its- travel from one running path to


- 17 -
the other in order to prevent total transmission damage in
this way if the holding device breaks down, for example.
The features described above in regard to the holding
5 device are also advantageous independently of the remaining
features of the transmission, particularly for
significantly reducing the number of assemblies and
therefore the costs for the overall transmission. In
particular, in a holding device of this type the holding
10 device itself may be constructed significantly lighter, so
that the necessary movement sequences may also be
implemented more rapidly and/or using fewer motorized
drives. In this regard, a force-adjusted holding device
additionally has the advantage that the position of the
15 coupling element may be determined directly on the basis of
the position of the holding device, so that further sensors
may be dispensed with.
In order to ensure, in a transmission having a continuously
20 variable partial transmission, that problems in special
driving situations, for example, during slow driving, in a
reverse gear, and/or during constant steady load, are
reduced, a transmission having a continuously variable
partial transmission is suggested which is distinguished by
25 two transmission paths connected in parallel, the
continuously variable partial transmission being provided
in a first of the two transmission paths.
An arrangement of this type allows special driving and/or
30 load situations to be implemented by the second
transmission path, while the first transmission path may
provide advantages of the continuously variable
transmission. In the present context, the term "parallel
connection of two transmission paths*1 indicates that the
35 two transmission paths have [word missing] between a shared
input-side partial transmission, such as the drive shaft of
a motor or a clutch disk or something similar, and a shared


- 18 -
output-side partial transmission, such as the main
differential of a motor vehicle. Between the shared input-
side partial transmission and the shared output-side
partial transmission, the two transmission paths may be
5 operated simultaneously alternately, additively, and/or
differentiallyr in order to thus meet different
requirements. It is obvious that an arrangement of this'
type is advantageous even independently of the remaining
features of the present invention.
10
It may thus be advantageous if a reverse gear, a first
gear, and/or an overdrive is provided in the second of the
two transmission paths. For these situations, continuously
variable transmissions are only usable in a limited way and
15 with a relatively large outlay and/or are subjected to
large losses, particularly in overdrive, i.e., at high
speeds and low torques.
If at least one freewheel is provided between the two
20 transmission paths, these transmission paths may be guided
together without complex switching outlay and/or without
complex switching and regulatory technology.
Cumulatively and/or alternatively, in a transmission which
25 comprises a continuously variable partial transmission, the
latter may be positioned between two power dividers, such
as a differential gear part or a planetary gear part, at
least one input of the continuously variable partial
transmission being mechanically connected to at least one
30 output of an input-side power divider and at least one
output of the continuously variable partial transmission
being mechanically connected to at least one input of an
output-side power divider. Through an arrangement of this
type, a torque transmission may be implemented so it may be
35 enlarged and/or the adjustment range of the continuously
variable partial transmission may be enlarged, this
occurring at the cost of the efficiency according to the


- 19 -
current knowledge, since the two power dividers naturally
lead to losses. However, an arrangement of this type allows
a significant increase- in the breadth of application for
continuous transmissions. In addition, the torque which
5 must be conducted through the continuously variable partial
transmission itself may be reduced, through which the
losses may be kept within limits with a suitable
implementation, since a lower torque in the continuously
variable transmission, particularly if it is a conical
10 friction ring transmission, leads to lower losses there,
which correspondingly may reduce the losses in the power
dividers.
Cumulatively and/or alternatively, in a transmission which
15 also comprises at least one forward gear and at least one
reverse gear, independently of the presence of a continuous
transmission, a differential gear may be provided which
implements this forward gear and this reverse gear, at
least one assembly of the differential gear part able to be
20 fixed alternately with the housing and/or with another
assembly of the differential gear part. In this way, a
transmission having a forward gear and a reverse gear may
be implemented very compactly, in which, for example, a
differential assembly of the differential gear is; used as
25 the input. If the central assembly of the differential is.
then connected to the second differential assembly, one
rotational direction may be implemented. In contrast, if
the second differential assembly and/or the central
assembly of the differential is connected to the housing
30 and fixed in this way, the other assembly which is not
fixed changes its rotational direction, through which the
above mentioned gear reversal may be implemented. In this
way, a transmission which has a forward gear and a reverse
gear may be implemented especially compactly.
35
In addition, a transmission is cumulatively and/or
alternatively suggested which comprises at least two


- 20 -
transmission stages which may be switched alternately into
the transmission path via a switching gear part, a first of
the two transmission stages having a continuously variable
partial transmission. An arrangement of this type first
5 appears contrary to the system, since a continuous
transmission is provided in order to be able to dispense
with switches of any type. However, an arrangement of this
type allows a continuous transmission to be. used only when
its advantages actually predominate. For example,
10 relatively high torques frequently occur during startup,
which significantly load a continuous transmission end/or
require an excessively large design of the continuous
transmission. It is thus advantageous to implement a first
gear separately, for example, and only connect the
15 continuously variable partial transmission after startup.
In this case, the continuously variable. partial
transmission may particularly be dimensioned in such a way
that before the switching procedure from one in to the
other; of the two transmission stages, the speed of the
20 . second transmission stage is adapted by the continuously
variable transmission to. the speed of the first
transmission stage, so that the transition from the first
transmission stage to the second transmission stage and/or
even from the second transmission stage to the first
25 transmission stage may occur continuously per se. In this,
way, the advantages of a continuous, partial transmission
may be exploited optimally, without having to accept
disadvantages as may arise during startup, for example,
30 This is also true for states having essentially constant
output and/or having essentially constant torques, in which,
a continuously variable partial transmission is not
absolutely necessary per se, since speed changes may be
implemented by speed changes of the motor. In operating
35 states of this type, continuously variable partial
transmissions typically have high losses - caused by slip,
for example - which may be avoided by a connected


- 21 -
transmission stage, the switching also able to be
implemented here at operating points at which a stage
change of this type is not or is only insignificantly
noticeable to vehicle occupants. In particular, the
5 ' continuously variable transmission may be brought into a
suitable operating situation for this purpose. For example,
engaging and/or disengaging a transmission stage of this
type via a freewheel is also conceivable.
10 In addition, the transmission stage, which may be engaged
in addition to the transmission stage comprising the
continuously variable partial transmission, may comprise a
differential gear element which is used, for example, to
switch between forward and reverse gears arid for a startup
15 gear. Particularly in an embodiment of this type, it is
advantageous if the assemblies of the differential gear
element which are necessary for switching between forward
and reverse qears are fixed via friction clutches, through
which the most careful and uniform changeover possible may
20 be implemented.
In a transmission having two transmission stages, which may
be switched alternately into the transmission path via a
switching part part, a first of the two transmission stages
25 comprising a continuously variable partial transmission,
the switching gear part may couple the continuously
variable, partial transmission to a pump wheel of a Trilok
converter, or another assembly which is connected directly
to a motor output shaft, and the second transmission stage
30 may be coupled to a turbine wheel of the Trilok converter,
or another connectable motor output assembly. In this way,
the motor output, particularly in normal operating states,
may be conducted directly to the continuously variable
partial transmission, while, partictilarly during startup
35 procedures, high torques may be transmitted to the second
transmission stage, so that it is unloaded in relation to
the continuously variable partial transmission. This is


- 22 -
particularly true in the interact ion with the turbine wheel
of a Trilok converter, in which a torque overload naturally
occurs, which would otherwise significantly load the.
continuously variable partial transmission.
5
Particularly in combination with an electric motor, a
continuously variable partial transmission having coaxially
positioned drive and output is advantageous even
independently of the remaining features of the transmission
10 according to the present invention, since in an arrangement
of this type, torques acting on the housing may be
minimised in an especially compact way. Preferably, a
differential gear part is provided in the coaxial output,
which is in turn driven by an output of the continuous
15 transmission. This arrangement is especially compact, since
the output of the continuous transmission acts without
further intermediate stages on a differential gear, which
must be provided anyway, particularly in motor vehicles. In
addition, gear wheels ox other transmissions are typically
20 required anyway in order to provide a coaxial drive and
output, so that no additional components become necessary
due to the differential gear part. The arrangements
described above are suitable in connection with an electric
motor drive in particular, it initially appearing contrary
25 to the system to connect an electric motor to a
continuously variable transmission, since the speed, of an
electric motor is nearly arbitrarily adjustable anyway.
However, the continuously variable transmission allows an
electric motor to be operated at speeds at which it has
30 favorable torque/current intensity ratios. In this way, the
Overall efficiency of the corresponding drivetrain may be
elevated and/or the amount of current necessary,
particularly at low speeds, may be reduced.
35 A transmission according to the present invention, but also
a different continuously variable transmission, may be
mechanically connected at the drive or output side to a


- 23 -
disengagement point, such as a startup clutch/ a converter,
a friction disk, a hydraulic clutch, and/or a
synchronization. This arrangement, which is contrary to a
continuously variable transmission per se, has the
5 advantage that the continuous transmission and/or the drive
may be cared for in startup procedures, so that the service
life is extended. A startup clutch and/or disengagement
point provided on the output side is especially
advantageous, since in an arrangement of this type a
10 stoppage adjustment is possible with the motor running• In
addition, a startup clutch and/or disengagement point on
the drive side allows connection of other transmission
elements if they are necessary.
15 The output of the two partial transmissions preferably
engages at a drive of the following transmission path and
the partial transmissions are preferably guided together
again in this way. The transmission is built especially
compactly if this drive of the following transmission path
20 is the main differential, i.e., the differential which
connects and drives the two wheels of a driven motor
vehicle axle. A compact construction of this type is
reflected in a lower piece count, through which the costs
may be reduced- In addition, a compact construction of this
25 type results in a smaller overall volume, through which the
total costs for the motor vehicle may be reduced further.
Depending on the concrete implementation, it may be
advantageous if one of the two partial transmissions
30 comprises a reverse gear, possibly having a first gear,
while the second partial transmission has. the continuously
variable transmission, particularly a conical friction ring
transmission, particularly if the first of these partial
transmissions dispenses with a separate first gear, this
35 results in an especially compact construction having the
above-mentioned advantages.

- 24 -
The two partial transmissions may preferably each be
engaged and/or disengaged. This may particularly be
performed by interrupting the particular partial
transmission path via a clutch. In a first approximation,
5 it plays no role for this purpose at which, point this
interruption is performed; it way be both on the drive side
and on the output side, the transmission elements
positioned beyond this disengagement being able to run on
unloaded without anything further, so that the two partial
10 transmission paths do not each have to be provided with two
clutches. To avoid losses because of freewheeling
transmission elements, however, multiple clutches may be
provided in the partial transmission paths. However, the
latter increases the number of components arid the
15 installation space necessary, which in turn has effects in
regard to cost.
It is obvious that a construction of this type of a
continuous transmission having a parallel partial
20 transmission is advantageous even independently of the
remaining features of the present, invention. This is
particularly true in connection with a conical friction
ring transmission as the continuous transmission, since in
this way the advantages of a rotational direction reversal
25 caused by the conical friction ring transmission may be
implemented very effectively in a compact way with the
other partial transmission.
In regard to a compact construct ion, it is additionally
30 suggested, in a continuously variable transmission,
particularly in a conical friction ring transmission, that
a clutch element, which is used for engaging and/or
disengaging the transmission path comprising the
continuously variable transmission, be provided inside one
35 of the continuously variable transmission elements, for
example, inside a cone, of the particular continuously
variable transmission. In a continuously variable


- 25 -
transmission, relatively large, interaction surfaces must be
provided on the essential transmission elements, so that a
corresponding variability may be ensured. Through the
arrangement of a clutch element of this type within. the
5 transmission elements, which comprise these large
interaction surfaces, significant overall space may be
saved, since the otherwise unused overall space inside
these transmission elements may be used It is obvious that
an arrangement of this type of a clutch element shows the
10 corresponding advantages in a continuously variable
transmission even independently of the remaining features
of the present invention.
Furthermore, cumulatively and/or alternatively, a
15 continuously variable transmission, particularly a conical
friction ting transmission, having a reverse gear provided
behind the output in series with the remaining
transmission, is suggested, An arrangement of this type has
the advantage that the transmission nay be operated using a
20 constant rotational direction, which is advantageous for
the continuously variable transmission in regards to its
activation and/or in regard to the adjustment of the
friction ring. In addition, this arrangement also allows
the reverse gear to be varied continuously.
In regard to the arrangement of the reverse gear, the terms-
"in series", "in front", and/or "behind" relate to the flow
of force in the drivatrain comprising a continuous
transmission. Thus, according to the present invention, the
30 reverse gear is to be provided in series on the side of the
continuously variable transmission facing away from the
motor in the drivetrain.
The reverse gear preferably includes an epicyclic gear
35 having at least one revolving gear mount, which mounts at
least one transmission element of the epicyclic gear and
may be fined alternately with a housing and/or with a


- 26 -
revolving transmission element. Tfirougn an arrangement of
this type, a reverse gear is provided which as required -
may be switched even during the rotation of the drive,
i.e./ even during the rotation of the conical friction ring
5 drive and/or the contiguously variable transmission, by
alternately fixing the revolving transmission element
correspondingly, filing of this type able to be performed
appropriately carefully through suitable clutches and/or
synchronizations. A changeover capability of this type is
10 particularly tailored to the requirements of a conical
friction, rinq transmission, which may only have its
transmission ratio varied in the rotating state.
The reverse gear may particularly comprise a planetary gear
Is having pLa.net wheels, sun. wheel, and external wheel, of
which a first transmission element is mechanically
connected to the output of the continuously variable
transmission and a second transmission element is
mechanically connected to the output of the overall
20 arrangement made of the continuously variable transmission
and reverse gear, while the third transmission element may
.be fixed at least in regard to one degree of freedom in
relation to a housing. A planetary gear has the
.advantageous property that when one of the transmission
25 elements is fixed - external wheel, sun wheel, or planet
wheels, the latter advantageously maintaining their
intrinsic rotation capability - the particular other
transmission elements ma/ revolve further ^nd interact with
one another in accordance with the transmission ratios
30 resulting therefrom. In particular, a corresponding fixing
of a transmission .element, particularly in regard to a
degree of freedom, causes a substantial change of the
relative speeds between the remaining two transmission
elements, so that this change of the relative speed may be
35 used to activate the reverse gear.

- 27 -
The latter may particularly be ensured if the planet wheels i
are the third transmission element. If the planet wheels ,
per se are fixed in their rotational degree of freedom
around the corresponding sun -wheel in a planetary gear, a
5 reverse in direction immediately occurs between the
external wheel and. the sun wheel, through which a
corresponding reverse gear may be implemented if the
particular forward gear is implemented with planet wheels
also running correspondingly, transmission ratios - if
10 necessary - able to be selected in a suitable way through
the planetary gear.
The overall arrangement, made of the continuously variable
transmission and/or particularly of the conical friction
15 ring transmission and reverse gear, is built especially
compactly if the first transmission element is driven by a
pinion revolving with the output cone of the- conical
friction ring transmission. An arrangement of this type
ensures immediate and direct force and/or torque flow
20 between the conical friction ring transmission and the
reverse gear, so that the overall arrangement may be built,
extremely compactly and therefore extremely cost-
effectively, particularly for modern motor vehicles.
25 In regard to the latter requirement, it may be cumulatively
and/or alternatively advantageous if the second,
transmission element revolves connected to the revolving
mount of a differential. In connection with the use in a
motor vehicle in particular, the main differential may thus
30 be advantageously used, so that the reverse gear is
integrated immediately and directly into the differential,
a compact construction resulting particularly in connection
with a conical friction ring transmission, independently of
the drive-side embodiment of the reverse gear.
35
Particularly in regard to normal operation, it is
advantageous if the first and the second transmission


- 28 -
elements may be fixed with one another. Depending on the
concrete embodiment of the switching process in regard to
the reverse gear, an adjustment of this type may also be
advantageously used in other ways in order to fix a desired
5 operating state of the planetary gear. Because the first
and the second transmission elements may be fixed with one
another, a direct force flow via the planetary gear is
ensured, so that in this operating state the planetary gear
operates essentially without loss and the overall
10 arrangement operates with an extremely high efficiency,
particularly in regard to a forward gear. The alternate
fixing of the third transmission and the two first
transmission elements is preferably coupled appropriately,
so that the planetary gear revolves, reliably in each of its
15 states. It is especially advantageous in this regard if the
first and second transmission elements are formed by the
external wheel and sun wheel of the planetary gear,
respectively, and the third transmission element is formed
by the planet wheels, since in this way the necessary
2 0 interaction between the transmission elements may be
implemented very simply and compactly. This is particularly
true if the second transmission element is connected
directly to the revolving mount of the differential and/or
is implemented in one piece therewith and/or the first
25 transmission element is driven directly by .a pinion running
with the output cone. In an embodiment of this type, the
overall arrangement, particularly in typical motor vehicle
drives, each of which are implemented with equidirectional
drives because of the high piece counts and variations in
30 the complementary motor vehicle classes, leads to an
extremely compact and therefore cost-effective
transmission, which is even usable in extremely small
vehicles.
35 Greatly varying types of fixing, such as friction-lock or
form-fit connections, may be advantageously applied for
fixing the revolving transmission mount and/or the planet


- 29- -
wheels or the third transmission element in relation to the
housing in regard to a degree of freedom, for example,
friction lock connections, which allow a smooth transition
and which - depending on the concrete embodiment - even
5 allow switching on the reverse gear during rotation, have
bean shown to be particularly advantageous. However, the
latter is not advantageous for every application because of
the relatively high forces and friction losses, so that a
startup clutch between the motor and the conical friction
10 ring transmission may be advantageous in cases of this type
in particular. Depending on the concrete application,
clutches, slanted brakes, synchronizations, and similar
arrangements may be suitable for the fixing, as are
generally typical in connection with well-known
15 transmissions.
It is obvious that an arrangement of this type of a reverse
gear is also advantageous cumulatively with and/or
alternatively to the features of the present invention in
20 order to provide a transmission with the corresponding
advantages described above. The degree of compactness and
therefore the number of assemblies used and/or the cost
reduction resulting therefrom and/or the rotational
direction of the motor are particularly in the foreground,
25 in this case.
In order to provide a continuously variable transmission
which may also transmit higher torques reliably and with
low losses, it is suggested that a transmission of this
30 type be provided, cumulatively and/or alternatively to the
above-mentioned features, with at least two continuously
variable partial transmissions which are positioned in
parallel in a transmission path, the two continuously
variable partial transmissions being switched via summation
35 gear at an input and/or output element.

- 30 -
The use of a summation gear, also called a superposition
gear, has the advantage that identical speeds and/or
exactly fixed speeds for one of the transmission elements
of the partial transmissions,. as are necessary in the
5 related art, are not required. Rather, both partial
transmissions provide their own, speed-dependent
contribution to the resulting speed of the summation gear.
The arrangement according to the present invention thus
allows both partial transmissions- to be activated and also
10 regulated separately, and therefore uses the advantages
which result from disassembly of a continuously variable
transmission into two continuously variable partial
transmission, such as dividing the torque onto the two
Partial transmissions, without having to accept the
15 disadvantages which result from a forced speed, such as
friction lasses or increased regulating cost, because of
this.
The switching of the two partial transmissions via the
20 summation gear, which is asymmetrical and therefore free
per se, therefore causes advantages in an unexpected way in
regard to the transmission conception and/or usage,
particularly in regard to the efficiency and in regard co
the requirements on the controller, which is not possible-
25 in the event of symmetry, as is required by the coupling of
the planet wheels of a planetary gear.
Typical representatives of a summation gear according to
the present invention are, for example, planetary gears, in
30 which two of the three gear components (planet wheels, sun
wheel, external wheell are connected to the two partial
transmissions and the third gear component is used as the
output and/or drive, the planet wheels being used together'
as a gear components, and/or a differential, in which the
35 two partial transmissions are each connected to one of the
differentiating elements of the differential.

- 31 -
The two continuously variable partial transmissions may
have a shared transmission element on their side facing
away from the summation gear. This may be, for example, a
shared input shaft or a shared output shaft. This may also
5 particularly be a direct transmission element of the two.
continuously variable transmissions, which is used together
by both partial transmissions. For this purpose in conical
friction ring transmissions, for example, one of the cones
suggests itself as the shared transmission element. Through
10 an embodiment of this type, a transmission of this type is
built relatively compactly and cost-effectively, since the
total number of the elements of the corresponding
transmission nay be minimized through the double use.
15 In the present context, the term "the side facing away from
the summation gear" refers to a direction in the
transmission path which is defined by the. force flow
through the transmission and does not absolutely have to
correspond with the geometric and/or spatial relationships.
20
Manifold continuously variable transmissions have a main
transmission plane, in which the essential assemblies, such
as input and output shaft, input and output cones, or
similar rotationally-symmetric bodies, are positioned and
25 define a transmission plane in this way. A transmission
according to the present invention is built especially
compactly if the two main transmission planes of the two
partial transmissions are positioned parallel to one
another. An especially flat construction may be achieved if
30 the two partial transmission planes are identical. A
transmission according to the present invention embodied in
this way is constructed extremely flat and is additionally
capable of countering even relatively large torques. Among
other things, a transmission of this type is thus
35 particularly suitable for small trucks having diesel
engines, since it is especially well designed in regard to '
its overall space for attachment under a loading surface,


- 32 -
for example, and in addition may counter the high torques
of modern diesel engines without anything further.
In addition, a further adjustable partial transmission,
5 such as a switching gear and/or a reverse gear, may be
provided between at least one of the continuously variable
partial transmissions and the summation gear. Through an
arrangement of this type, transmissions having a very broad
drive behavior, particularly with the possibility of
10 continuous forward and reverse drive, may be implemented.
In' particular, it is possible to feed back a transmission
of this type, even with the drive running, in such a way
that the output stops without torque.
15 Even if the present invention significantly increases the
efficiency of the overall transmission in relation to
transmissions according to the related art, continuously
variable transmissions, particularly under relatively
constant operating conditions, such as after a startup
20 procedure or on a highway or freeway, display relatively
high losses. In order to avoid losses of this type,
particularly under operating conditions in which s.
continuously variable transmission is not absolutely
necessary, it is advantageous if at least one of the
25 continuously variable transmissions may be bypassed. In
this way, for example, under the above-mentioned operating
conditions, the continuously variable partial transmission
having its relatively high losses may be bypassed, so that
under these operating conditions the efficiency is
30 increased- It is obvious that the use of two continuously
variable transmissions of this type is advantageous even
independently of the remaining features of the present
invention.
35 Further advantages, goals, and properties of the present
invention will be explained on the basis of the following


- 33 -
description o.f the attached drawing, in which examplary
transmissions are illustrated. In the drawing:
Figure 1 shows a first transmission in section along
5 the line I-A-B-C-D-I in Figure 2;
Figure 2 shows the transmission in Figure 1 in a
schematic side view;
10 Figure 3 shows a schematic illustration of the
transmission in Figure 1,
Figure 4 shows art enlarged illustration of an output
cone;
15
Figure 5 shows a top view 6f the spring element of a
pressure device of the transmission in Figures
1 through 4;

20 Figure 6 shows a schematic illustration of a further
transmission;
Figure 7 shows a schematic illustration of a further
transmission;
25
Figure 8 shows a schematic illustration of a further
possible transmission having coaxial drive and
output;
30 Figure 9 shows a schematic illustration of an
alternative further transmission having
coaxial drive and output, a friction ring
being shown in two operating positions;

35 Figure 10 shows a possible reverse gear in a
transmission according to the present
invention;


- 34 -
Figure 11 shows a schematic illustration of a further
transmission in a similar type of illustration
as in Figure 3;
5
Figurs 12 shows the transmission in Figure 11 in a
section through the differential, the reverse
gear, and the mounting of the output cone;
10 figure 13 shows the transmission in Figures 11 and 12 in
a section through the differential, the
reverse gear, and the output of the output
cone ;
15 Figure 14 shows the transmission in Figures 11 through
13 in a similar illustration as in Figure ;
Figure 15 shows a detail enlargement of the illustration
in Figure 14 with the pressure device
20 expanded;
Figure 16 shows the arrangement in Figure 15 with the
pressure device contracted;
25 Figure 17 shows the arrangement in Figure 15 and 16 with
the cone clutch opened;
Figure 18 shows the detail enlargement XVI11 irt Figure
17;
30
Figure 19 shows a schematic illustration of a
supplementary and/or alternative reverse gear;
and
35 Figure 20 shows a schematic illustration of a further
supplementary and/or alternative reverse gear.


- 35 -
Figure 21 shows a schematic illustration of a po'ssiblje
disassembly of the continuously variable
transmission into two partial transmissions;
5 Figure 22 shows the transmission in- Figure 21 with
additional switching possibilities;
Figure 23 shows a schematic illustration of a further
possible disassembly of the continuously
10 variable transmission into two partial
transmissions in a. similar illustration as in
Figures 21 and 22;
Figure 24 shows a schematic illustration of a further
15 possible disassembly of the continuously
variable transmission into two partial
transmissions in a similar illustration as in
Figures 21 through 23;
20 Figure 25 shows a switching gear as in Figure 24 with
additional switching possibilities;
Figure 26 shows the viscosity as a function of the
temperature for exemplary silicon oils;
25
Figure 27a shows a schematic section through a coupling
element and/or friction ring
Figures 27b through e show different surface designs in
30 detail enlargements of the detail A in Figure
27a;
Figure 28 shows the actuating bridge of the transmission
in Figure 1 in a schematic top view;
35
Figure 29 schematically shows pre-tensioning of the
actuating bridge in Figures 1 and 28;


- 36 -
Figure 3,0 schematically shows an end stop for the
holding device in Figures 28 and 29; and
5 Figure 31 shows an alternative embodiment for the
holding device shown in Figures 28 to 30.
The transmission illustrated in Figures 1 through 3 to
essentially comprises two transmission stages 1, 2, which
10 may be switched alternately into a drive-train, via a
synchronized switching gear 3.
In this case, the first transmission stage 1 has a conical
friction ring transmission having two cones 4, 5, situated
15 opposing in such a way that a gap 6 remains between the
cones 4, 5, in which a friction ring 7 runs while enclosing
the cone 5. So that this conical friction ring transmission
may transmit torques, the cone 4 includes a pressure device
8, which braces the two cones 4 and 5 between bracing
20 bearings 9, 10 while applying a variable pressure.
As is particularly obvious from Figures 1 and 4, the cone 4
has a running surface 12 and, in addition, a bracing
element 11, between which the pressure device 8 is active;
25 the pressure device 8 able to displace the bracing element
11 axially in relation to the running surface 12, so that
the bracing element 11 is supported an the bracing bearing
9 and, in addition, presses the running surface 12 against
the friction ring 7, this pressure being countered by the
30 second cone 4 and the complementary bracing bearing 10.
In detail, the pressure device 8 includes two disk springs
13, 14, as well as two pressure elements 15, 16 and two.
roller elements 11 positioned between the pressure
35 elements. As is immediately obvious from Figure 2, the disk
springs 13, 14 and the pressure elements 15, 16 are
positioned in series in regard to the pressure, so that a


- 37 -
significantly larger movement play than that in the related
art remains to the pressure elements 15 in the event of :a
torque change, which leads to more precise and reproducible
setting of the pressure. In addition, the disk spring 13
5 has radial recesses 13, 19, which engage in corresponding
projections of the assembly having the running surface 112
and/or the pressure element 15. In this way, the disk
spring 13 transmits torque between the assembly having the
running surface 12 and the pressure element 15, through
10 which the pressure element 15 is unloaded from a torque-
loaded sliding movement in relation to the assembly
comprising the running surface 12, which in turn leads to
higher reproducibility of the resulting torque-dependent
pressure. The rolling bodies 17 run in paths of the
15 particular pressure element 15, 16, which have a changeable
depth, in this exemplary embodiment. In this way, a torque-
dependent distance between the pressure elements may bie
implemented, the rolling bodies 17 ensuring high
reproducibility of the resulting pressure when the pressure
20 elements 15, 16 are displaced around the circumference by
the occurrence of torque. It is obvious that the above-
mentioned features may advantageously ensure
reproducibility of the resulting pressure independently of
one another.
25
In addition, it is obvious that instead of the balls 17,
other rolling bodies, such as rollers and/or rolling bodies
fixed stationary on the pressure element, may be used;.
Furthermore, it is also conceivable to provide a pressure
30 device of this type in the driving cone 5.
Instead of the mechanical arrangement, however, in an
alternative embodiment a motorized actuator may also be
provided for the pressure device, which, like hydrodynamic
35 or hydrostatic axial bearings, is driven on the basis of
measured torque in order to implement a torque-dependent
pressure.


- 38 -
In addition, It is obvious that only displacement of the
pressure elements 15, 16, and/or displacement around the
circumference of the component comprising the running
5 surface 12 and the bracing element 11 or, for example, an
axial force of the bracing bearings 9, 10, may be used to
determine the torque occurring.
The exemplary embodiment shown in Figures 1 through 5
10 additionally includes a startup clutch, which is
implemented as a Trilok converter, on the drive side' in
relation to the continuously variable conical friction ring
transmission 2. For this purpose, the transmission stage
comprising the conical friction ring transmission 1 is
15 connectable via the switching gear 3, and/or a drive
gearwheel 35 and a synchronized gearwheel 34, directly to
the pump wheel 21 of the Trilok converter 2G, startup able
to be performed via the turbine wheel 22 of the Trilok
converter and via a differential gear part 23. A
20 differential side 24 of the latter differential gear part
23 is rigidly connected to the turbine wheel 22, while the
second differential side 25 is used from output of this
transmission stage and is connected via a gearwheel 26 and
to the gearwheel 27 of a main output shaft 28, comprising
2 5 an output pinion 33, of the overall transmission, the
gearwheel 27 also engaging with the output 29 of the
conical friction ring partial transmission 1. The output
pinion 33 may, for example, engage with the main
differential of a motor vehicle. The differential gear part
30 23 comprises two friction clutches 30, 31, which may
alternately fix the main input of the differential gear
part 23 on the housing 32 or on the output 25. In this way,
as is immediately obvious,, the rotational direction of the
output may be changed, through which a forward- ana a
35 reverse gear may be implemented without anything further
When clutches 30, 31 are open, the differential and the
turbine wheel 22 freewheel with it, so that the conical


- 39 -
friction ring transmission may be- used in spite of the
coupling of the outputs -
This arrangement has the advantage that for startup and/or
5 in the reverse gear, the advantages of the Triiok converter
20 may be used, in addition, forward and reverse gears are
implemented in an extremely compact way by the differential
23. In addition, through the switch 3, the disadvantage of
the Triiok converter 20, causing large output losses and an
10 excess torque increase through slip in normal operation,
may be avoided, since the turbine wheel 22. nnay be short-
circuited by the switch 3 and the conical friction ring
partial transmission 1 is driven directly via the puitip
wheel 21. The output-side coupling of the two transmission
15 stages 1 and 2 additionally allows the conical friction
ring partial transmission 1 to be set in regard to its
transmission ratio before a switching procedure between
these two transmission stages 1 and 2 in such a way that
the two transmission stages 1 and 2 are also nearly
20 synchronised on the input side. The remaining
synchronization may be performed by the switching" gear 3
itself, the Triiok converter 2 0 also able to act as a
support.
25 In the transmission arrangement shown in Figure 6, two
revolving, cones 91, 92 positioned coaxially opposing are
also mechanically connected to one another via a friction
ring 93, which nay be displaced along a gap remaining
between the mantel surfaces of the cones 91, 92, so that
30 different transmission ratios may be implemented. In this
arrangement, both the drive cone 91 and the output cone 92
are switchable via a synchronisation 94 onto a main output.
shaft 95, which in turn engages via a pinion 96 with the
main differential 97 of a motor" vehicle. In this-
35 arrangement, the drive cons 91 and the output cone 92 are
connected to the main output shaft 95 with an identical
number of rotational direction reversals, so that a


- 40 -
rotational direction reversal may be ensured immediately by
the synchronization 94. This arrangement allows a forward
and reverse gear to be implemented with the most minimal
number of assemblies, and therefore in an extremely cost-
5 effective way. A rotational direction reversal may
alternately be caused in this case between only one of the
cones 91, 92 and the synchronization 94 by engaging
gearwheels or revolving belts, so that a first gear or an
overdrive may also be produced cost-effectively through
10 this arrangement if necessary. Depending on the rotational
direction of the drive, the pinions 91a and/or 92a and the
wheels 91b and 92b may be connected via a belt arrangement
or may engage directly. In addition, it is conceivable to
provide a gearwheel which reverses rotational direction
15 between the pinion 96 and the main differential 97.
The synchronization is preferably provided with a rest
setting and/or a middle position, so that the cones 91, 92
may freewheel. In this way, the friction ring 93 and/or
20 another coupling element may be adjusted even when the
vehicle is stopped.
The arrangement shown in Figure 6 particularly uses the
rotational direction reversal of the conical friction ring
25 transmission, in order to provide a forward and reverse gear
in a cost-effective way. It is thus also suitable for all
other continuously variable transmissions which reverse the
rotational direction.
30 In addition, the arrangement shown in Figure 6, like the
arrangement in Figures 1 through 5, has a transmission
element on both the output and the drive sides, using whith
the torque may be conducted around the conical friction
ring transmission 91, 92, 93.
35
The drivetrain shown in Figure 7 also comprises a conical
friction ring transmission 40 as a continuously variable


- 41 -
partial transmission which, as in the exemplary embodiment
shown in Figures 1 through 5, is assigned a power divider
41 on the drive side and a power divider 42 on the output
side. In this case, a first gear 4 3 is connected in
5 parallel to the conical friction ring transmission 40 via
the power dividers 41 and 42, these being synchronized on
the drive side, as already described, and able to be
switched alternately into the drivetrain between drive 46
and output 47 via friction clutches 44, 45.
10
The exemplary embodiment shown in figure 8 shows a coaxial
arrangement of drive and output, which advantageousaly
implements a coaxial output on both sides in a continuous
transmission, particularly in a conical friction ring
15 transmission. This leads to relatively low housing loads
and, in addition, is built extremely compactly, an output
Shaft 50 preferably penetrating - particularly in this
exemplary embodiment - the drive cone 51 of a conical
friction ring transmission 52. This arrangement is also
20 advantageous in other types of continuous transmissions,
particularly in combination with, electric motors, the
output shaft also able to penetrate through the armature
shaft of the electric motor in the latter case.
25 In this exemplary embodiment, a motor (not shown) thus
drives, via a drive 53, the driving cone 51, which in turn
acts on an output cone 55 via a friction ring 54. This cone-
is mechanically connected via a pinion 56 to an output
wheel 57, which is seated on the output shaft 50.
30
The transmission shown in Figure 9, whose housing 60 is
placed on a housing 61 of an electric motor, has a similar
construction. In this exemplary embodiment as well, the
armature shaft 53 is implemented as hollow and is
35 penetrated by the output shaft 50. The output pinion 66,
however, engages with a drive wheel 58 of a differential
5 9, which is in turn connected to the two-part drive shaft


- 42 -
50. Since a gearwheel must be provided at this point
anyway, this arrangement is built extremely compactly.
In addition, this arrangement has a planetary gear 62 for
5 torque reduction as a supplement between motor and
continuous transmission, so that the continuously variable
transmission is not overloaded.
The conical friction ring arrangement 80 shown in Figure 10
10 may particularly be applied in combination with the
arrangements in Figures 7, 8, and 9 and implement a reverse
gear extremely compactly, this transmission 90 including
two cones 81 and 82, which interact with one another via a
ring 83. The cone 82 has, in addition to a normal cone
15 region (D), a region (R) revolving in the opposite
direction, which is implemented in this exemplary
embodiment by a conical ring 84 which revolves around
planet wheels 85, which are in turn mounted fixed in the
transmission housing 86 and whose insides roll on a conical
20 shaft 87 of the cone 82. In this way, the conical ring 84
rotates opposite to the remaining part of the cone 82. In
addition, the cone 82 has a neutral region (N} , which
includes a ring 68, which is in turn mounted on the coins
shaft 81 so it rotates freely.
25
In this arrangement, the friction ring 93 may first be
displaced from the main region (D) of the cone 82 into the
neutral region (N) , the conical ring 88 adapting itself to
the rotation preset by the main cone 82 and the friction
30 ring 83, if the friction ring S3 is displaced further in
the direction toward the reverse region (R), it leaves the
main region (D), so that the rotational direction of the
neutral region (N) may adapt to the rotational direction of
the reverse ring 84, In this way, a reverse gear is
3 5 implemented, extremely compactly.

- 43 -
A reverse gear 80 of this types, and/or even an arrangement
for rotational direction reversal implemented in a way
known per se, may particularly be advantageous with this
exemplary embodiment shown in Figure 7, since in this way
5 if the power and/or speed dividers and/or adders 41 or 42
are switched suitably and the transmission ratios are
selected suitably, stoppage of the output shaft 47 may be
implemented, although the conical friction ring
transmission 40 and the shaft 43 rotate. In this way, all
10 driving situations may be implemented in a vehicle, i.e.
reverse travel, forward travel, and stoppage, without
transitions and without further clutches, clutches or
further transmission stages certainly still able to be
provided for additional driving situations', such as full
15 load or continuous load operation.
In the arrangement shown in Figures 11 through 18, which
essentially corresponds to the arrangement in Figures 1
through 5, so that repeated explanations will be dispensed
20 with, two transmission paths 101, 102 are provided, which
may be switched alternately into a drivetrain via a
synchronized switching gear 123 and/or a conical clutch
134. In this case, the first transmission path 101 again
has a conical friction ring transmission having two cones
25 104, 105 positioned opposing in such a way that a gap 6
remains between the cones 104, 105, in which a friction
ring 107 runs while enclosing the cone 105- So that this
conical friction ring transmission can transmit torques,
the cone 104 comprises a pressure device 10B, which braces
30 the two cones 104 and 105 in a way known per so and/or
described above between bracing bearings 109, 110 while
applying a variable pressure. For this purpose, the
pressure device has two rolling elements 117 and guide
bodies 118 and 119, which are braced via disk springs 120
35 and via which, as will be explained in the following, a
pressure which is a function of the torque is applied in
that the pressure device 10S expands as a function of the


- 44 -
torque and correspondingly supports itself against the
bearings 109, 110.
As is particularly obvious from Figure 11, the reverse gear
5 includes a drive wheel 124, using which the transmission
paths 102 is branched off from the main transmission path-
A switching wheel 125 is driven via intermediate wheels 130
and 133, which may be coupled via the synchronized
switching gear 123 to the pinion 126, which in turn engages
10 directly with the external wheel 127 of the main
differential 115. The overall arrangement is built
extremely compactly and may be implemented even more
compactly if the drive wheel 124 is connectable to the
drive shaft 121 via a synchronized switching gear and
15 engages directly with the external wheel 127.
In addition to this reverse gear 102, the arrangement
includes- a forward gear, which is implemented by the
continuous transmission 101. The forward gear is coupled
20 vis. the pinion 129 to the external wheel 127 and thus to
the reverse gear 102 -and may be engaged and disengaged via-
the clutch 134. As is immediately obvious, the particular
transmission elements of the partial transmission paths 101
and 102also freewheel in the disengaged state.
25
As already indicated above, the pressure device 106 works
together with the clutch 134. The mode of operation may be
seen most clearly on the basis of Figures 15 through 16, As
shown in Figures 15 and 16, the pressure device 108 may
30 expand as a function of the transmitted torque. In this
case,, Figure 15 shows the arrangement at a high torque and
therefore high pressures and Figure 16 shows the
arrangement at low pressures. The pressure is essentially
generated s,s a function of the torque in that the support
35 body 119 supports itself on the bracing bearings 109 via a
counterpart 150 and via an output shaft 151. The output
pinion 129 is also seated on the shaft 151. In addition,


- 45 -
the shaft 151 is radially mounted on a centering body l53
via a needle bearing 152, Torque is transmitted to the
output pinion 129 from the output cone 104 via teeth |L54
(see Figure 18) and 155.
5
In the pressure device 108, these torques cause a
displacement of the cone 117, so that the pressure may be
varied in the way desired, as is obvious in Figures 15 and
16, As is immediately obvious from Figures 15 through 18,
10 the two bodies 119 and 150 press against one another via
conical surfaces 155, 157 (see Figure 18). Finally, the two
conical surfaces 156, 157 form the active clutch 134, which
is closed by the pressure device 108. To open the clutch
134, the overall arrangement has a cylinder 158 fixed on
15 the housing, in which a piston 155 runs winch may have
pressure applied to it via a hydraulic line 160. The piston
15 9 is mounted on the support body 119 via an axial bearing
161 and a support body 162. If the piston 159 has pressure
applied to it, it unloads the body 150 of the clutch 134
20 from the pressure of the pressure device 103. As the clutch
134 opens, torque- is no longer transmitted, so that the
pressure device 103 relaxes, and only a very slight
pressure must be applied in order to open the clutch 134 pr
keep it open. When clutch 134 is open, a gap 163 remains
25 between the conical surfaces 156, 157, as may be seen in
Figure 18. It is obvious that instead of the piston 153 and
the hydraulic line 160, other measures may also be
provided, through which the body 119 may be unloaded and
the clutch 13d may be opened. Any measure, using which the
30 body 119 may be supported on the housing of the overall
transmission while bypassing the clutch 134, is especially
suitable.
The arrangement Shown in Figures 15 through 18 is
35 distinguished in particular in that the piston 1.59 does not
also rotate, so that it may be sealed relatively costi-
effectively.

- 46 -
The arrangement particularly has the advantage that no
additional devices are necessary to close the clutch. In
addition, the closing forces are a function of the torque
5 transmitted and rise with it, since the pressure device is
correspondingly equipped in this regard in any case.
The arrangements shown in Figures 19 and 20 each comprise a
conical friction ring transmission 201 and a reverse gear
10 202 connected in series therewith. In these exemplary
embodiments, the conical friction ring transmission 201
are constructed essentially identically and each have an
input cone 203 and an output cone 204,, which are positioned
axially parallel and pointing toward one another and
15 between which a friction ring 205 is displaceable in a gap
206, so that a variable transmission ratio may be set as a
function of the position of the friction ring 205. The
friction ring 205 encloses the drive cone 203 in these
exemplary embodiments, while the output cone 203 carries an
2D output pinion 207- It is obvious that the conical friction
ring transmission may also be implemented differently,
depending on the concrete ebodiment.
In the exemplary embodiment in Figure 19, the output pinion
25 207 engages directly with an assembly 206, which carries'
the sun wheel 209 of a planetary gear 210. The arrangement
shown in Figure 20 also comprises a planetary gear 211
having a sun wheel 212, which is driven by the output
pinion 207. This is performed via a belt 213 and a wheel
30 214 which revolves with the sun wheel 212. All of the known
belt and/or chain arrangements through which a sufficiently
reliable force transmission may be ensured continuously may
be used as the belt 213.
35 Both planetary gears 210 and 211 have planet wheels 215 and
2l6t respectively, which engage on one side with the
particular sun wheel 209 and 212, respectively, and on the:

- 47 -
other side with a particular external wheel 217 and 218,
respectively.
In the embodiment in Figure 19, the external wheel 217 is
5 connected directly to the revolving mount 219 of a
differential 220. In this arrangement, the planetary gear
210 and therefore the reverse gear 202 thus lie directly on
the differential 220. This arrangement has been shown to
have an extremely compact construction and extremely high
10 efficiency for this reason, since the number of
transmission elements in the drivetrain is minimized. it is
obvious that a reverse gear 202 positioned directly on the
differential 220 is advantageous even independently of the
remaining features of the present invention, because of the
15 compact construction. Otherwise, an arrangement in which
the output pinion 207 engages directly with an input wheel
of a reverse gear and the output wheel of the- reverse gear
is connected directly to the revolving mount of the
differential is advantageous for current motor vehicle
20 engines because of the direction reversal caused by a
conical friction ring transmission since an arrangement bf
this type requires only a minimal number of transmission
elements and therefore has an extremely high efficiency.
25 In contrast, in the embodiment in Figure 20, the external
wheel 218 is connected to an output wheel 221 and revolves
with it, which in turn engages with the revolving mount 222
of a differential 223. The direction reversal caused by
this is compensated for by the belt arrangement 213, the
30 reverse gear being positioned on and/or around an
intermediate shaft 324 in the exemplary embodiment in
Figure 20. Arrangement on the intermediate shaft 224 has
the advantage over the arrangement directly a.n the
differential 220 suggested in Figure 19 that the overall
35 arrangement in Figure 20 may have its spatial arrangement
implemented more flexibly. This is particularly
advantageous for environments in which the spatial


- 48 -
relationship in direct proximity to the differential are
limited by third assemblies. It is obvious that the
arrangement of the reverse gear on an intermediate shaft
224 - particularly also because of the rotational direction
5 change caused by it is advantageous even independently of
the remaining features of the present invention. The latter
is particularly true when conical friction ring
transmissions are to be used in combination with foreign
motors which have a contrary rotational direction. In cases
10 of this type, the belt arrangement 213 may be dispensed.
with and the pinion 207 may engage with the collar 214.
Furthermore, it may be advantageous if the output cone 204
is positioned directly on the shaft 224, so that a separate1
output pinion 207 and the belt arrangement 213 may be
15 dispensed with entirely.
In addition, it is immediately obvious to one skilled in.
the art that the- drive originating from the conical,
friction ring transmission 201 may also occur via the
20 external wheels 217 and/or 218 and/or the other
transmission elements of the reverse gear instead of via
the sun wheels 209 and/or 212, The output of the reverse
gear also does not have to occur via the external wheels;
217 and/or 218. Rather, the sun wheels and/or other
25 transmission elements may also be used for this purpose.
In order that the exemplary embodiments shown in Figures 19
and 20 may reliably maintain their states "forward" and/ox
"backward", fixing systems .are provided in each case, using
30 which a transmission element may be fixed rigidly, in these
exemplary embodiments a mount 225 and/or 226, on which the
planet wheels 215 and/or 216 are mounted a*d which revolves
with the planet wheels. Furthermore, fixing systems are
provided which allow fixing of two transmission elements of
35 the particular planetary gear 510 and/or 211 to one
another. In this case, in the exemplary embodiment in
Figure 19, the sun wheel 209 and external wheel 211 are

- 49 -
alternately fixed with one another, and in the exemplary
embodiment in Figure 20, the external wheel 218 and the
revolving mount 226 of the planet wheels 216 are
alternately fixed with one another.
5
Different fixing systems, such as clutches, slanted brakes,
and/or synchronizations may be used to fix the transmission
elements to the housing and/or to one another. Three of
these are shown as examples in the exemplary embodiments
10 shown, these able to be exchanged without anything further
(depending on the concrete requirements.
In the exemplary embodiment shown in Figure 19, the mount
225 of the planet wheels 215 is fixed using an
15 electromagnetic brake 221, which may alternately brake a
braking pinion 228, which in turn engages with the mount
225 of the planet wheels 215. Therefore, if the rotational
direction is to be changed in this arrangement, the brake
is activated so that, in the degree to which the mount 225
20 is slowed in relation to the sun wheel 209 and the external
wheel 217, the travel and/or speed of the output is reduced
until it finally comes to a stop and then changes the
direction.
25 External wheel 211 and sun wheel 209 are fixed via a brake
229, the planet wheels 215 also being fixed in relation to
external wheel 217 and sun wheel 209 in this way. Since in
this state the planetary gear 210 runs with extremely low
losses, this state is preferably selected as the forward
30 gear, it being immediately obvious that a- brake
corresponding to the brake 22 9 may also be provided, for
example, between mount 225 and sun wheel 209 and/or
external wheel 211. It may also suffice to merely prevent.
the planet wheels 215 from rotating in relation to the
35 mount 225, in order to correspondingly stop the planetary
gear 210 per se and allow it to revolve as a whole.

- 50 -
in the exemplary embodiment in Figure 20, the alternate
fixing is performed via a synchronization 230, using which
the mount 22 6, which carries the planet wheels 216 and
revolves with them, may be synchronized alternately with
5 the external wheel 219 or in relation to a fixed wheel 2 31,.
which is fixed on the housing 232 in this exemplary
embodiment. The mechanisms arising in this case correspond
to the mechanisms as already explained in the exemplary
embodiment in Figure 19, it being obvious that the mount
10 226 may also be synchronized with the sun wheel 212 instead
of with the external wheel 218.
The continuously variable transmission shown in Figure 21
has an input cone 301 and two output cones 302, 303, each
15 of which is coupled via a friction ring 304, 305, which
revolves around the particular output cone 302, 303, to the
input cone 301, By displacing the friction tings 304, 305
along the gaps remaining between the cones 301, 302, 303
the partial transmissions 306 and 307, respectively, formed-
20 by the cones 301 and 302 or 301 and 303, respectively, may
be varied continuously.
On the output side, the two partial transmissions 306, 307
and/or the two output cones 302, 303 are switched onto an
25 output shaft 309 via a summation gear 308. In the exemplary
embodiment shown in Figure 21, the summation gear 308
comprises a planetary gear having an external collar 311,
planet wheels 312, and a sun wheel 313. The external collar
311 is connected fixed to a further collar 314, which in
30 turn engages with 3 pinion 315 positioned on the output
shaft 316 of the cone 303. The sun wheel 313 is also
connected fixed to a wheel 317 and revolves with it, which
in turn engages with a pinion 318 which is positioned on
the output shaft 319 of the cone 302. Furthermore, the
35 planet wheels 312 are mounted in a mount 320 which is
connected to the output shaft 309 and revolves together
with the output shaft 30 9 and the planet wheels 312.

-51 -
Therefore, a summation gear 308 is provided in which the
speeds of the pinions 315, 310 and/or of the output cones
30 2, 303 are added up to the total speed of the shaft 309
depending on the transmission ratio and the position of the
5 friction rings 304, 305. The transmission ratios are
preferably selected in such a way that with an identical
position of the friction rings 304, 305, i.e., identical
speeds of the two output cones 302, 303, the planet wheels
312 stand still in regard to their intrinsic rotation in
10 the mount 320 and merely revolve together with the external
collar 311 and the sun wheel 313. In this way, losses in
continuous operation may be minimized. In addition, a
clutch 321 is used to minimize loss, using which the output
shaft 309 may be connected directly, or via a speed-change
15 gear depending on the concrete embodiment, to the drive
cone 301, so that particularly at high and relatively
uniform speeds, at which the advantages of a continuously
variable transmission may hot be used in any case and
continuously variable transmissions of this type lead to
20 unnecessary losses, the two partial transmissions 306, 307
may be bypassed.
As is immediately obvious, the summation gear 308 adds
together the speeds of the two cones 302, 303 and is also
25 used as a torque balance for the torques applied to these
cones 302, 303.
The exemplary embodiment shown in Figure 22 essentially
corresponds to the exemplary embodiment in Figure 21, so
30 that identically acting assemblies also have identical
reference numbers and repetition of the identical
functionalities will be dispensed with. In addition to the
features of the exemplary embodiment in Figure 21, the
exemplary embodiment in Figure 22 also has a fixing clutch
35 322, using which the revolving mount 320 of the planet
wheels 312 may be fixed to the external collar 311, and, in
addition, a clutch 323, using which the mount 320 and the


- 52 -
output shaft 309 may be fixed to a fixed clutch housing
(not shown in more detail) . The first clutch 322 is used
for the purpose of causing stoppage of the planet wheels
312 in their intrinsic rotation in certain operating
5 states, so that losses due to the planet wheels 312 are
avoided and the housing 320 and the shaft 309 revolve
together with the external collar 311 and the sun wheel
313. The second clutch 323 is used for the purpose of
keeping the planet wheels 312 fixed in place, but rotatable
10 around their own axes. This arrangement is particularly
provided for interaction with a transmission in which the
transmission is designed in such a way that the external
collar and the sun wheel 313 may and/or do revolve in
opposite directions- This may be implemented, for example,
15 through an additional interposed gearwheel or even by a
separate reverse gear in the transmission path between at
least one of the partial transmissions- 306, 307 and the
summation gear 308. In an arrangement of this type, the
transmission gear 308 may be activated via the two partial
20 transmissions 306f 307 in such a way that a speed of 0
results on the shaft 309 even though the drive cone 301is
rotating. In this state, the clutch 323 may be used, to fix
the transmission. In an arrangement of this type, it is
then possible to start up the output shaft 309 merely by
25 adjusting the friction rings 304, 305 and/or by adjusting
the partial transmissions 306, 307.
The arrangement shown in Figure 23 also essentially
corresponds to the arrangement in Figure 23. The partial
30 transmissions 306, 307 of the two arrangements are thus
identical. Only the summation gear 308 is implemented
differently in the arrangement in Figure 23 than in the
arrangement in Figure 23. For this reason, more detailed
explanation of the corresponding components and thsir mode
35 of operation will also be dispensed with here.

- 53 -
In the contiguously variable transmission shown in Figure
23, the output shaft 309 is connected directly to an
external collar 324 of a planetary gear and revolves
together with it. In addition, the planet wheels 312 are
5 mounted in a mount 325 which may revolve together with the
planet wheels 312 and a wheel 326, the wheel 326 engaging,
with the pinion 315 on the output shaft 306 of the cone
30 3. The sun wheel 313, in contrast, as in the exemplary
embodiment in Figures 21 and 22, is connected to a wheel
10 317 which engages with the pinions 318 on the output shaft
319 of the cone 2.
The gear 309 shown in Figure 23 "thus also acts as a
summation gear and adds and/or subtracts the speeds of the
15 two partial transmissions 306, 307.
The arrangement shown in Figure 24 also essentially
corresponds to the arrangement shown in Figures 21 through
23 in regard to its partial transmissions 306, 307.
20 Essentially, only the gear 306 is implemented differently.
In this case, the. summation gear 308 is driven via beyel.
wheels 327 and 328, each of which is positioned on the:
output shaft 32 6 and 319, respectively, of the cones 303
and 302, respectively. For this purpose, the bevel wheels
25 327 and 328 engage with bevel wheels 329 and 330,
respectively, which are in turn connected to the fixed
bevel wheels 331 and 332, respectively, of the
differential, which rotate around their own axis. the
output of the gear in Figure 2 4 occurs via a gearwheel 310
30 which is connected to the axial bearings of the revolving
bevel wheels 333 and 334 of the differential, which in turn
engage with the bevel wheels 331 and 332, respectively, of
the differential- As is immediately obvious, a summation
gear is also provided by this arrangertien-t.
35
The basic construction of the exemplary embodiment in
Figure 25 corresponds to the exemplary embodiment in Figure


- 54 -
24, so that here the summation gear 308 is also essentially
formed by a differential 335, which drives the output shaft
30 9 via a bevel wheel 337 using an output vrheel 336. In
addition, the output wheel 336 engages with a bevel wheel
5 338, which is in turn connectable via a synchronized clunch.
339 to the drive cone 301, so that the two partial
transmissions 306, 307 may be bypassed as needed. In
addition, in this arrangement the output shafts 316, 319 of
the output cones 302, 303 are alternately swifchable via
10 synchronized clutches 340 and 341, respectively, to. bevel
wheels 342, 343 and 344, 345, respectively, which in turn
engage with bevel wheels 346 and 347, respectively, each of
which is connected to the bevel wheels of the differential,.
which revolve around a fixed axis. The active rotational
15 direction of the partial transmissions 306, 307 may thus be
changed easily by the clutches 34 0 and/or 341, so that the
transmission in Figure 2 5 has extremely versatile
transmission behavior.
20 It is obvious that instead of the conical friction ring
transmissions 306, 307 shown, other continuously variable
transmissions may advantageously be used as partial
transmissions for continuously variable transmissions of
this type according to the present invention. As is
25 immediately obvious from Figures 21 through 25f the partial
transmissions 306 r 307 have partial transmission planes,
defined by the particular cons axes 348, 349, 350, which
are each aligned parallel to one another, which all lie in
the plane of the drawing.
30
In this way, these transmissions are built extremely flat
and are particularly suitable for use in trucks and/or
small trucks, since they may be provided below a loading
surface, fox example. It is all the more suitable since the
35 transmission according to the present invention operates
with good efficiency by using two partial transmissions
even at higher torques, as are applied by modern diesel


- 55 -
engines, because extremely high pressures may be avoided by
using two partial transmissions.
As already indicated on the basis of the description and
5 the exemplary embodiment in Figures 21 through 24 and
explained for exemplary purposes on the basis of the
exemplary monument in Figure 25, the characteristic of the
overall transmission may be significantly influenced
through the selection of the rotational directions with
10 which the partial transmissions 306, 307 act on the
summation gear 308, In particular, reverse gears of this
type and/or partial transmissions which change the
rotational direction are advantageous. An alternative in
this regard was explained in Figure 10 as an example for
15 the above-mentioned partial transmission 80.
It is obvious that in the transmissions shown in Figures;21
through 25, the force flow may also be selected as
reversed, so that the output elements 309, 310 are used, as
20 input elements and the input cone 301 is used as the output
cones.
As may be inferred from Figures 1, 4, 6, and 9 as well as
14 through 17, the continuously variable transmissions
25 shown therein are each sealed in the direction of their
bearings by seals 70 (only identified as examples). In this
way, as is known from the related art, a separate fluid
chamber arises, in which the cones and the coupling- element
are positioned. In the present exemplary embodiment, a
30 "sillicone oil" is preferably used as the fluid, in which
approximately 10 to 30 mole-percent of the methyl groups| in
polydimethyl siloxane are preferably replaced by phehyl
groups and whose viscosity at 25ºC is preferably
approximately 200 m2sec. However, any other fluid whose
35 temperature .dependence of its physical and chemical-
parameters is stabilized in relation to the temperature
dependence of mineral oils and/or is located between the


- 56 -
gradients of mineral oils and the gradients of silicone oil
in regard to the temperature-dependent; compression
gradients and/or the temperature-dependent viscosity-
gradients, may be used-
5
The temperature dependence of exemplary fluids and/or
liquids described above is shown as an example in Figure 26
in logarithmic form, the white line 8 9a representing
mineral oils and the white line 89b representing silicons
10 oil. These fluids ensure under operating conditions that a
gap which is bridged by the fluid may form between the
cones 4, 5, 51, 55, 81, 82, 91, 92, 104, 105, 203, 204,
301, 302, 303 and the coupling elements 7,- 54, 83, 93, 107,
205, 304, 305, The existence of this gap may be detected in
15 metallic components through electrical voltage
measurements, for example, it having been experimentally
determined that this gap is only formed after several
rotations, i.e., when the fluid is distributed, so that the
compressibility and the viscosity are to be selected
20 suitably in regard to the gap dimension. In this case, the
bracing and/or pressure devices are dimensioned in such e
way that a corresponding gap is maintained in operating
conditions.
25 In order to ensure uniform surface pressure for different
running paths and therefore for different radii of the
cones 4, 5, 51, 55, 81, 82, 91, 92, 104, 105, 203, 204,
30 1, 302, 303, the running surface 12 of each cone is
preferably implemented as axially different. In the present30 exemplary embodiments, this is implemented, through grooves
of different widths (not shown). Alternatively, an axially
varying surface roughness or something similar may be
provided.
35 The surface of the friction ring 7; 54, 83, 93, 107, 205
304, 305 is also preferably provided with grooves in order
to influence the shear force of the liquid in the gaps.


57
remaining between the cones 4, 5; 51, 55, 81, 82, 91, 92,
104, 105, 203, 204, 301, 302, 303 and the friction ring 7;
54, 83, 93, 107, 205, 304, 305, as is shown for exemplary
purposes in Figure 27 on the basis of the friction ring 71.
5 The friction ring 71 has two revolving surfaces 72, 73,
each of which, as explained on the basis of the fricti&n
rings 1; 54, interacts with the surfaces of cones 4, 5; 51
55, 81, 82, 91, 92, 104, 105, 203, 204, 301, 302r 303. In
this case, the surfaces 72, 73 may have different surface
10 designs. For example, trapezoidal webs 74 (cf- Figure 27b)
are especially advantageous, since they may support
themselves especially well on the remaining material of the
ring 71, Cumulatively and/or alternatively, rounded groove-
inlets (cf. Figures 27b and 27c) may be provided, through
15 which inward flanges in a diametrically opposing surface
may be avoided. Rounded groove inlets 7 5 also appear
advantageous for the distribution of the oil film and/or
the surface pressure. Rounded groove bases (76, cf. Figures
27b, 27 c, and 27d), in contrast., may avoid notch effects in
20 the groove bases under load. Essentially cuboid webs 77
(cf. Figure 27c) may also be provided-. The webs 78 having
round external cross-sectional shapes 79 may also be used,
as shown in Figures 27d and 27e.
25 Grooves off this type may be provided identically and/or
differently both on the cones and, depending on the
concrete embodiment, on the friction ring surfaces. .In '
particular, the distribution of the grooves and/or webs may
vary over a surface, particularly in the axial direction.
30 The surface pressure and/or surface pressure distribution,
for example, may thus be varied and/or set suitably even
along a cone and/or the all film thickness may be adapted-
The groove cross-section in particular largely determines
the drain quantity of the oil from the contact zone of the
35 particular "transmission element in this case.

- 58 -
In addition, the friction ring preferably has a crowned
cross-section, so that in spite of the existence of a gap,
the largest possible contact area may be implemented via a
Hertzian stress.
5
The conical friction ring transmission shown in Figures 28
and 29 includes two bevel friction wheels 403, 404,
positioned on parallel axes 401, 402 at a radial distance
which ate positioned opposing to one another and have the
10 same conical angle. Between the bevel friction wheels 403,
404, a friction ring 405 is positioned, which fills up
their gap, encloses the bevel friction wheel 403, and is
held in a cage 406.
15 The cage 40 5 comprises a frame, which is formed by two
crossheads 407, 408 and two parallel axles 409, 4l0
received therein. These axles 409, 410 are positioned
parallel to the axles 401, 402 and simultaneously to the
generatrices of the bevel friction wheels 403, 404 slanted
20 at the conical angle and carry an actuating bridge 411
having two pins 412 pointing toward one another, on each of
which a guide roll 413 is seated. The guide rolls 413
engage the friction ring 4 05 on both sides and provide it
with the necessary axial guiding.
25
The middle of the crosshead 407 has a vertical axis of"
rotation 14, around which the entire cage 406 is pivotable.
For this purpose, the lower crosshead 408 is connected to a
transverse drive 415 engaging therein (not shown in greater
30 detail) and an actuating motor 416.
The axis of rotation 414 lies - in this exemplary
embodiment and in the exemplary embodiments explained below
- in the plane defined by the axes of rotation of the bevel
35 friction wheels 4O3, 404. It may also lie in a plane
parallel thereto or intersect the former plane at an acute
angle.

- 59 -
If the cage 406 is pivoted around small angles, the
friction drive causes an axial adjustment of the actuating
bridge 411 and therefore a change of the transmission ratio
5 of the conical friction rings. A very low expenditure of
energy suffices for this purpose.
To implement a pre-tension, a spring 417 is positioned on
the transverse drive 415, which applies a pre-tension to
10 the cage 406. Through this pre-tension, it is ensured that
in the event of breakdown of the actuating motor 416 and/or
breakdown of the electronics which drive this actuating
motor 4l6t the cage 406 is pivoted around a defined
adjustment angle in relation to the plane defined by the
15 axes of rotation of the bevel friction wheels 403, 404.
This causes, as is already known, the friction ring to
travel along the conical mantel surfaces because of the
rotation of the two bevel friction wheels 403, 404.
20 In this case, the spring 417 is set in such a way that a
preset angle and therefore a preset travel speed and/or
adjustment speed is ensured, so that the driving motor is
not overloaded in regard to the actuating motor 416 .even in
case of a system breakdown.
25
In addition, a slanted ramp 418 is provided on the
actuating bridge 411 in this exemplary embodiment, which
corresponds to a wedge 415 which is attached to the
transmission housing via a spring 420. Via the spring 420,
30 a counterforce is applied against the force of the spring
41"?, SCJ that the friction ring is held in a defined safety
running path if the actuating motor 4l6 and/or another
element of the actuator has an operational breakdown. In
another embodiment, this arrangement and/or the spring 417
35 may be dispensed with.

- 60 -
The springs 417, 420 are selected in this exemplary
embodiment in such a way that the actuating motor 416
and/or the frictional forces of the bevel friction wheels
403, 404 may overcome then without anything further.
5
The transmission shown in Figure 30 essentially corresponds
to the transmissions in Figures 28 and 29, so that 3 more
detailed explanation may be dispensed with This
transmission also includes two bevel friction wheels, only
10 one of which is shown dashed as the bevel friction wheel
421. A cage 422 is also provided in this transmission,
which holds an actuating bridge (not shown) for a friction
ring (not shown) and is pivotable around an axis of
rotation 423. In this exemplary embodiment, the axis of
15 rotation 423 is positioned approximately at the height of
the middle of the cone of the bevel friction wheel 421.
This arrangement also has actuating means, which comprise
an activatable actuator in the form of an actuating motor
20 and/or a hydraulic actuator or a similar drive and a safety
device. In this case, the safety device has a spring 424,
which is attached to a transmission housing 425 and pre-
tensions the cage 422 in such a way that it is adjusted at
a slight angle in relation to the axis of the bevel
25 friction wheel 421 when the activatable actuator is not
powered - for whatever reason. In this way, the cage 422 is
thus kept under a pre-tension in normal operating state
In a deviation from the exemplary embodiment shown in-
30 Figures 2 8 and 29, this arrangement has a stop 427 spring
loaded by a spring 426. The spring 426 builds up a
counterforce when the friction ring runs against the stop
427, so that the cage 422 is adjusted against the force of
the spring 424 and the friction ring runs in a defined
35 safety running path.

- 61 -
This arrangement in Figures 31 essentially corresponds to
the arrangement in Figures 30, the stop 427 being dispensed
with, however. For this reason, identical reference numbers
have also' been selected in this exemplary embodiment.
Depending on the concrete embodiment of this exemplary
embodiment, the cage 422 may be used as a stop. However, it
has been shown that through suitable adaptation of the ring
surfaces, the friction rings experience a torque because of
10 the rotational movements of the two bevel friction wheels,
which tends to twist the friction ring around an axis which
lies in the plane defined by the axes of rotation of the
bevel friction wheels and is positioned perpendicular to
the gap between the bevel friction wheels. This torque is
15 apparently caused by the different contact areas between
the friction ring and the particular bevel friction wheel
and by the different radii of these contact areas and its
rotational direction is a function of the rotational
direction of the bevel friction wheels.
20
Because of this torque, an unguided friction ring tends to
travel in a specific direction along the gap between the
two bevel friction wheels, This is also true for a friction
ring guided via a cage and/or an actuating bridge, as long
25 as the cage and/or the actuating bridge is mounted so it
runs sufficiently smoothly and is otherwise free of forces.
Depending on the concrete embodiment of the surface of the
friction ring, the strength of this torque varies along the
30 adjustment path.
In the embodiment shown in Figure 31, the spring 424 may be
selected in such a way that the spring- force- compensates. |
for the torque at a defined speed on a specific running
35 path, which is then used as the safety running path. Beyond
this safety running path, the torque applied by the
friction ring predominatest so that the friction ring moves


- 62 -
toward the safety running path, while on the other side the
spring force of the spring 424 predominates, so that it is
also ensured in this regard that the friction ring runs
toward the safety running path. An example of a safety
5 running path 428 is shown in Figure 31-
Figure 32 shows a concrete implementation o£ the exemplary
embodiment schematically shown in Figure 31. This, is a
corresponding transmission as is used for a rear wheel
10 drive of a vehicle. A hydraulic clutch and/or a hydraulic
converter 430 is located in front of an actual conical
friction ring transmission 429 and a planetary gear 431 ;is
located behind the conical friction ring transmission 4 2i9.
The output shaft 432 simultaneously forms the shaft of the
15 driving bevel friction wheel 433, which drives, via a
friction ring 434, an output bevel friction, wheel 435, on
whose output shaft 436 a pinion 437 is seated, which
engages with a freely rotating gearwheel 440 seated on a
transmission output shaft 435. 'The transmission Output
20 shaft 439 is aligned with the shaft 432 and is received
therein so it may rotate freely.
A pinion 441, connected in one piece with the gearwheel
440, forms the sun wheel of the planetary gear 431. This
25 engages with planet gearwheels 4 42 which are held in a
planet carrier 443, which runs around the transmission
output shaft 439. The planet carrier 453 has a cylindrical
projection, which encloses a magnet, wheel 444 which engages
with the planet gearwheels 4 42 and is connected fixed to
30 the transmission output shaft 439 via longitudinal teeth
445.
Furthermore, a lamellar clutch 446 is provided in the
planetary gear 431, which may connect the transmission.
35 output shaft 439 to the internal gearwheel 444. Finallyl,a
brake 446 is assigned to the cylindrical projection of the
planet carrier 443. By actuating the lamellar clutch, the


- 63 -
forward drive is switched on If the hraks 446 is actuated,
the planet carrier 443 is fixed and a change in direction
of the transmission output shaft 439 results, i.e., a
reverse drive.
5
As is immediately obvious from Figure 32, the driving bevel
friction wheel 433 is enclosed by the friction ring 434,
whose inner mantel surface is fractionally engaged with a
running surface 415 of the driving bevel friction wheel 433
10 and whose outer mantel surface is £rictionaly engaged with
a running surface 451 of the output bevel friction wheel
435.
The two bevel friction wheels 4 33, 4 35 may, as shown, have
15 different diameters, through which a transmission stags may
be saved in the following output, if necessary. For reasons
of weight, the two bevel friction wheels 433, 435 may also
be implement as hollow, i.e., they may merely include
their mantel surfaces.
20
The friction ring 434 is held in a cage 422, which is
positioned so it. is pivotable around the axes of rotation
423 at the. point 452. Two parallel axles 453 are held1 in
the cage 422, whose angle of inclination is equal to the
25 conical angle of the bevel friction wheels 433. 435. An
actuating bridge 454, in which the friction ring 434 is
mounted so it slides, is guided on these axles 453.
An actuating spindle 455, which is mounted on housing 425
30 and which is connected to an actuating motor or magnet (not
shown) as an activatable actuator and engages on the cage
422, is provided for the adjustment of the cage 422. The
spring 424 is provided on the end of the cage 422 facing
away from the actuating spindle 455.
35
It is obvious that the actuating bridge does not absolutely
has to be implemented like a bridge. Rather, any assembly


- 64 -
which is displaceable parallel to the cone axes and guides
the friction ring may be used in this regard. This is also
true for the cage, instead of which any other assembly
which holds the actuating bridge may be used. Furthermore,
5 this transmission also has seals 70 to separate the fluid
chambers. In addition, a gap is provided between the cones
433 and 435 and the friction ting 434 in the operating
state in this arrangement as well.
10 As already indicated above, a spring-loaded stop may be
dispensed with. Instead, a rigid stop may be used, for
example, as shown on the basis of the exemplary embodiment
in Figure 33. Otherwise, the construction o.f this exemplary
embodiment essentially corresponds to the construction of
15 the transmissions described above, so that a more detailed
explanation will be dispensed with in this regard. In this
trsnsmissiori as well, a friction ring 4 60 enclose a bevel
friction wheel 461 and is mounted via an actuating btidge
462 and a cage, having two axles 463, which is pivotable
20 around an axis of rotation 464, as in the above exemplary
embodiment, The mode of operation and/or cons cruetion of
the transmission is otherwise essentially identical to the
transmissions shown in Figures 1 through 5, 28 and 29
and/or 32. In contrast to the exemplary embodiment shown in
25 Figure 30, the transmission in Figure 33 does not include a.
Spring-loaded stop. In this exemplary eiufcradiment, a fixed
stop 466 provided on the housing 4 65 is used to define a
safety tunning path. In this case the safety device has
means (not shown) which exert a torque on the cage araund
30 the axis of rotation 464 in the direction of the arrow 467,
This may be, for example, a spring corresponding to the
spring 424 of the exemplary embodiment shown in Figure 30;
or a. torque caused by the rotation of the bevel friction
wheels and/or the friction ring 4 60. Upon reaching the stop
35 466/ the torque 467 is counteracted, so that the friction
ring 460 is aligned perpendicularly to the plane formed by
the cone axes. If the counter torque exceeds the torque


68
CLAIMS
1 A revolving transmission having at least two revolving
transmission elements, which may transmit a torque
5 fractionally via a coupling element, said coupling
element encompassing at least one of said revolving
transmission elements,
characterized in that a gap is provided between at
10 least one of said transmission elements and said
coupling element, at least during operation.
2. The transmission according to Claim 1,
15 . characterized in that said gap is filled with a
liquid.
3. The transmission according to Claim 1 or 2
20 characterized in that at least one of the revolving
transmission elements and/or a coupling element being
situated between said transmission elements, is vested
with a liquid which comprises methyl siloxanes,
dimethyl diphenyl siloxanes, and/or methyl phenyl
25 siloxanes having phenyl groups, and/or alkyl-
substituted y-trifluoropropyl -substituted methyl
siloxanes.
4. The transmission, according to Claim 3,
30
characterized in that at least one of the revolving
transmission elemants and/or the coupling elenv&nt is
wetted with a liquid which comprises polydimethyl
siloxanes, polydimethyl diphenyl siloxanes, and/or
35 polymethyl phenyl siloxanes having phenyl groups,
and/or vhich are alkyl-substituted y-trifluoropropyl-
substituted.

69
5, The transmission according to Claim 3 or 4,
characterised in that the liquid has components having
5 organic substituents.
6. The transmission according to anyone of Claims l to 5,
characterized in that at least one of the revolving
10 transmission elements and/or the coupling element is
wetted vith a liquid whose viscosity is stabilized in
regard to temperature.
7. The transmission according to anyone of Claims 1 to 6
15 characterised in that at least one of the revolving
transmission elements and/or the coupling element is
wetted with a liquid whose viscosity changes with a
temperature-dependent viscosity gradient, which lies
20 between the viscosity gradient (180) of mineral oils
and the viscosity gradients (31) of dimethyl
siloxanes,
8. The transmission according to anyone of Claims 1 to 7,
25
characterised in that at least one of the revolving
transmission elements and/or the coupling element is
wetted with a liquid whose compressibility changes
with. a temperature-dependent compressibility gradient,
30 which lies betveen the- compressibility gradient of
mineral oils and the compressibility gradients of
dimethy1 si1oxanes.
9. A revolving transmission having at Least two- r&volvirLg1
35 transnmission elements, which may transmit a torque
frictionally


70
characterized in that at least one of the revolving
transmission elements and/or a coupling element being
situated between said transmission elements, is wetted
with a liquid which comprises methyl siloxanes,
5 dimethyl diphenyl siloxan&s, and/or methyl phenyl
siloxanes having phenyl groups, and/or alkyl-
substituted Y-trifluoropyl-substituted methyl
siloxanes.
10 10. The transmission according to Claim 9,
characterised in that at least one of the revolving
transmission elements and/or the coupling element is
wetted with a liquid which comprises polydimethyl
15 siloxanes, polydimethyl diphenyl siloxanes, and/or
polymethyl phenyl siloxanes having phenyl groups
and/or which are alky-1-substituted Y-trifluoropyl
substituted.
20 11. A revolving transmission having at least two revolving
transmission elements, which may transmit a torque
frictionally,
characterized in that at least orie of the revolving
25 transmission elements and/or the coupling element is
wetted with a liquid whose viscosity changes with, a
temperature-dependent viscosity gradient, which lies
between the viscosity gradient (80) of mineral oils
and the viscosity gradients (81) of dimetlayi
30 siloxanes.
12. A revolving transmission having at least two. revolving
transmission elements, which may transmit a torque
frictionally,
35
characterised in that at least one of the revolving
transmission elements and/or the coupling element is


71
wetted with a liquid whose compressibility changes
with a temperature-dependent compressibility gradient;
which lies between the compressibility gradient of
mineral oils and the compressibility gradients of
5 dimethyl siloxanes.
13- A transmission according to anyone of Claims 1 to 12
having two revolving transmission elements, each of
which has at least one running surface for a revolving
10 coupling element, at least one running surface having
at least two running paths for the coupling element
having different running radii and the two
transmission elements being braced, with the coupling
element incorporated, via a bracing device which
15 presses the two transmission elements against the
coupling element with a variable pressure,
characterized in that the bracing device comprises a
pressure device (B), which presses the running surface
20 {12) of a first of the two transmission elements (4,
5) against the coupling element (7) with a variable
pressure and, in addition, is supported on a bracing
bearing (9),and a spring element {13, 14} which is
positioned to act in series with the pressure device.
25
14. A transmission according to anyone of Claims 1 to 13
having two revolving transmission elements, each of
which has at least one running surface for a revolving
coupling element, at least one running surface having
30 at least two running paths for the coupling element
having different running radii and the two
transmission elements being braced, with the coupling .
element incorporated, via a bracing device which I
presses the two transmission elements against the
35 coupling element with a variable pressure,


-72-
characterized in that the bracing device comprises a
spring element (131 which transmits both the variable
pressure and a torque between the running surface (12)
of the first transmission element [4) and the bracing
5 device and/or between the running surface (121 of the
first transmission element and the pressure device
(8) .
15, A transmission according to anyone of Claims 1 to 14
10 having two revolving transmission elements, each of
which has at least one running surface for a revolving
coupling element, at least one running surface having
at least two running paths for the coupling element
having different running radii and the two
15 transmission elements being braced/ with the coupling
element incorporated, via a bracing device which
presses the two transmission elements against the
coupling element with a variable pressure,
20 characterized in that the bracing device comprises a
pressure device (8) having two pressure elements 415,
16} and at least one rolling element {17}, which rolls
on a rolling element path as a function of torque,
which is implemented in such a way that a first
25 pressure element (15) is displaced in relation to the
second pressure element (16) in the direction of the
pressure when the rolling element (17) changes its
position on the rolling element path as a function of
torque.
30
16. The transmission according to one of Claims 13 through
15 ,
characterized in that a torque sensor is provided on
35 the drive side and/or output side and the pressure of
the pressure device (8) is selected as a function of
the torque determined.

73
17. The transmission according to one of Claims 13 through
16,
5 characterized in that a pressure caused by a torque
and/or a displacement of components (4, 11, 13, 14,
15 161 of the pressure device caused by a torque is:
used to measure the torque.
10 18. The transmission according to one of Claims 1 through
17,
characterized in that a disengagement point, such as a
startup clutch and/or a converter (Trilok converter),
15 a friction disk arrangement, a hydraulic clutch, or a
synchronisation is provided on the output side.
19. The transmission according to one of Claims 1 through
20
characterized in that a disengagement point, such as a
startup clutch and/or a converter (Trilok converter
20) , a friction disk arrangement, a hydraulic clutjch,
or a synchronization (3) is provided on the drive
25 side.
'20. The transmission according to one of Claims 1 through
29,
30 characterized in that two partial transmissions (1, 2;
101, 102) are each brought together and/or engage with
their output (26, 126; 29; 129) at a drive (21; 127)
of the following transmission path 115, 115) .
35. 21. The transmission according to Claim 20,


77
36. The transmission according to one of Claims 1 through;
35,
5 characterized in that the coupling element,
particularly in combination with a liquid Which wets
the running surfaces of the coupling, elemeht and/or
the corresponding running surface of the- corresponding
transmission element and/or in combination with a
10 single-sided holder of the coupling elements has at
least one running surface having.a cross-section
deviating from. a straight line,preferably having a
concave and /or crowned cross-section
15 37. The transmission according to one of Claims through
36, the revolving coupling element having an inlet anct
an outlet region which are possioned around the
circumference in front of and behihd, respectively, a
contact region, in which the coupling element is a
20 contact with at least one transniission element
characterised: in that the revolving coupling element
is only in contact with a holding device (481) in the
inlet region.
25
30 The transmission according to Claim 3.7,
characterized in that a rotational degree of freedom
around an axis perpehdiculjajc :t*p a rotational plane of
30 the axis of revolution of the- Coupling element remains
between, an actuator (484) for the holding device (481)
and the coupling element (480 .
39. The transmission according to-Claim 38,
characterised in that the holding device holds the
coupling element essentially without play and the.


77
36. The transmission according to one of Claims 1 through;
35,
5 characterized in that the coupling element,
particularly in .combination with a liquid Which wets
the running surfaces of the coupling, element and/or
the corresponding running surface of the corresponding
transmission element and/or in combination with a
10 single-sided holder of the coupling elements has at
least one running surface haying.a cross-section
deviating from. a straight line -preferably having a ,
concave and /or crowned cross-section
15 37. The transmission according to one of Claims l through
36, the revolving coupling element having an inlet and
an outlet region, which are possioned around the
circumference in front of and behihd, respectively, a
contact region, in which the; coupling element is a
20 contact with at least onetransnmission element,
characterised: in that the revolving coupling element
is only in contact with a holding device (481) in the in the
inlet region.
25
30', The transmission according to Claim 37,
characterized in that a rotational degree of freedom
around an axis perpendicular to a rotational plane of
30 the axis of revolution of the- coupling element remains
between, an actuator (484) for the holding device (481)
and the coupling element (480).
39. The transmission according toClaim 39
characterised in that the holding device holds this '
coupling element essentially without play and the


77
36. The transmission according to one of Claims 1 through;
35,
5 characterized in that the coupling element,
particularly in .combination with a liquid Which wets
the running surfaces of the coupling, element and/or
the corresponding running surface of the corresponding
transmission element and/or in combination with a
10 single-sided holder of the coupling elements has at
least one running surface haying.a cross-section
deviating from. a straight line -preferably having a ,
concave and /or crowned cross-section
15 37. The transmission according to one of Claims l through
36, the revolving coupling element having an inlet and
an outlet region, which are possioned around the
circumference in front of and behihd, respectively, a
contact region, in which the; coupling element is a
20 contact with at least onetransnmission element,
characterised: in that the revolving coupling element
is only in contact with a holding device (481) in the in the
inlet region.
25
30', The transmission according to Claim 37,
characterized in that a rotational degree of freedom
around an axis perpendicular to a rotational plane of
30 the axis of revolution of the- coupling element remains
between, an actuator (484) for the holding device (481)
and the coupling element (480).
39. The transmission according toClaim 39
characterised in that the holding device holds this '
coupling element essentially without play and the



77
36. The transmission according to one of Claims 1 through;
35,
5 characterized in that the coupling element,
particularly in .combination with a liquid Which wets
the running surfaces of the coupling, element and/or
the corresponding running surface of the corresponding
transmission element and/or in combination with a
10 single-sided holder of the coupling elements has at
least one running surface haying.a cross-section
deviating from. a straight line -preferably having a ,
concave and /or crowned cross-section
15 37. The transmission according to one of Claims l through
36, the revolving coupling element having an inlet and
an outlet region, which are possioned around the
circumference in front of and behihd, respectively, a
contact region, in which the; coupling element is a
20 contact with at least onetransnmission element,
characterised: in that the revolving coupling element
is only in contact with a holding device (481) in the in the
inlet region.
25
30', The transmission according to Claim 37,
characterized in that a rotational degree of freedom
around an axis perpendicular to a rotational plane of
30 the axis of revolution of the- coupling element remains
between, an actuator (484) for the holding device (481)
and the coupling element (480).
39. The transmission according toClaim 39
characterised in that the holding device holds this '
coupling element essentially without play and the



77
36. The transmission according to one of claims 1 through
35,
5 characterised in that the coupling element,
particularly in combination with a liquid which wets;-
the running surface of the coupling element and/or
the corresponding running surface of the corresponding
transmission element and/or in combination with a
10 single-sided holder of the coupling element has at
least one running surface having a cross-section
deviating from a straight line, preferably having a
concave and/or crowned cross-section.
15 37. The transmission according to one of Claims 1 through'
36, the revolving coupling element having an inlet and
an outlet region, which are positioned around the
circumference in front of and behind respectively, a
contact region, in which the coupling element is a
20 contact with at least one transmission element,
characterized in that the revolving coupling element
is only in contact with a holding device 481) in the
inlet region.
25
38. The transmission according to Claim 37,
characterized in that 5 rotational degree of freedom
around an axis perpendicular to a rotational plane of
30 the axis of revolution of the coupling element remains
between an actuator (484) for the holding device (481)
and the coupling element (480).
39, The transmission according to Claim 38,
35
characterized in that the holding device holds the
coupling element essentially without play and the


78_
rotational degree of freedom also exists between the
holding device and actuator.
40. The transmission according to Claim 38,
5
characterised in that the holding device (481) holds ,
the coupling element (480) with enough play for the
rotational degree of freedom,
10 41. The transmission according to Claim 38,
characterized in that the holding device (481)
includes a rest (435), which points toward the
coupling element (480) and is .active in a direction
15 aligned perpendicular to the plane of revolution of
the coupling element,
42. The transmission according to one of Claims 1 through
20
characterized by an actuator {463, 484) and/or a
holding device (462; 481) which are implemented
without play through pre-tension.
25 43. The transmission according to one of Claims 1 through.'
42,
characterized by a stationary holding device for the
coupling element, through which the coupling element
30 may be held alternately in a defined running path.
44, The transmission according to one of Claims 1 to 43,
characterized by detection of the end positions of the
35 coupling element through a sensor, particularly
electrically.

79
45. The transmission according to one of Claims 1 through
44, the revolving coupling element having, an inlet and.
an outlet region which are positioned around the
circumference in front of and behind a contact region,
5 in which the coupling element is in contact with at
least one transmission element,
characterised in that end stops (466) are provided in
the inlet region, against which the coupling element
10 may run in the event of a running path change and
which are positioned in such a way that they bring the-
axis of revolution of the coupling element into a
stationary position when the coupling element runs
against one of the end stops.
15
46. The transmission according to one of the preceding
claims having two revolving transmission elements,
each of which has at least one running surface (50,
5 1) for 3 revolving coupling element, at least one of
20 the running surfaces having at least two running paths
for the coupling element having different running
radii and actuating means being provided, via which
the coupling element may be adjusted from one of the
two running paths to the other of the two running
25 paths and which comprises an activatable actuator
(415, 416, 455)
characterized in that the actuating means comprise a
safety device which adjusts the coupling element into
30 a safety running path if the activatable actuator
breaks down.
47. The transmission according to one of the preceding
claims having two revolving transmission elements,
35 each of which has at least one running surface (50,
51) for a revolving coupling element, at least one of
the running surfaces having at least two running paths


80
for the coupling element having different running
radii and actuating means being provided, via which
the coupling element may be adjusted from one of the-
two running paths to the other of the two running
5 paths and which comprises an activatable actuator
(415, 416, 455),
characterized in that the safety device adjusts the
coupling element into the safety running path at a
10 defined speed.
48. The transmission according to one of the preceding
claims having two revolving transmission elements,
each of which has at least one running surface (50,
15 51) for a revolving coupling element, at least one of
the running surfaces having at least two running paths
for the coupling element having different running
radii and actuating means being provided, via which
the coupling element may be adjusted from one of the
20 two running paths to the other of the two running
paths and which comprises an activatable actuator
(415, 416, 455),
characterised in that, the safety device comprises pre-
25 tensioning of at least one further assembly of the
actuating means.
49- The transmission according to one of Claims 46 through
48,
30
Characterized in that the safety device comprises at
least one spring.
50. The transmission according to one of Claims 46 through
35 49.


81
characterised in that the safety device has a stop to
fix the safety running path.
51. The transmission according to Claim 50/
5
characterised in that the stop has a spring.
52. The transmission according to one of Claims 46 through
51,
10
characterized in that the safety device has an
additional actuator.
53. The transmission according to one of Claims 1 through
15 52 having a continuously Variable partial
transmission,
characterized by two transmission paths connected in
parallel, the continuously variable partial
20 transmission being provided in a first of the two
transmission paths.
54. The transmission according to Claim 53,
25 characterized in that a reverse gear, a first gear,
and/or an overdrive is provided in the second of the
two transmission paths.
55. The transmission according to Claim 53 or 54t
30
characterized in that at least one freewheel is
provided between the two transmission paths.
56. The transmission according to one of Claims 1 through
35 55, in which at least two transmission elements
revolving on different axes are braced against one-
another via a pressure device,


82
characterized in that a clutch element {134) :is
provided, through which the two transmission elements
(104, 105) may be alternately disconnected from a
5 third transmission element (115, 129) by opening a
clutch element 1134) or connected to the third
transmission, element (115, 129) by closing the clutch
element (134) and which is closed by the pressure
applied by the pressure device (108) .
10
57. The transmission according to Claim 56,
characterized in that the clutch element (134)
comprises a cone clutch (156, 157).
15
58. The transmission according to one of the preceding
claims, having a reverse gear [202) provided behind-
the output (204) in series with the continuously-
Variable transmission (201).
20
59. The transmission according to Claim 58,
characterised in that the reverse gear comprises an
epicyclic gear having at least one revolving gear
25 mount (225, 226), which mounts at least one
transmission element (21Sf 216} of the epicyclic gear
and may be fixed, alternately with a fixed mount (221,
232) and/or a revolving transmission element (209,
217; 212, 218),
30
60. The transmission according to Claim 58 or 53,
characterized in that the reverse gear. (202) comprises
a planetary gear (210, 211) having planet wheels (215,
35 216), sun wheel (209, 212), and external wheel (217,
218), of which a first transmission element (209, 212)
is mechanically connected to the output (207) of the


83
conical friction ring transmission (201) and a second
transmission element (217, 218) is mechanically
connected to the output (220, 22 3) of the overall
arrangement made of transmission (201) and reverse
5 gear (202), while the third transmission element (215,
216} may be fixed in regard to at least one degree of
freedom in relation to a mount or housing (227, 232)
61. The transmission according to Claim 60,
10
characterized in that the third transmission element
is the planet wheels.
62. The transmission according to Claim 60 or 61 f
15
characterized in that the first transmission element
is driven by a pinion (207) which revolves with the
output cone.
20 63. The transmission according to one of Claims 60 through
62,
characterized in that the second transmission element
revolves connected to the revolving mount (219) of a
25 differential (220).
64. The transmission according to one of Claims 60 through
63,
30 characterized in that two of the transmission
elements, preferably the first and second transmission
elements, may be fixed with one another.
65. The transmission according to one of Claims 60 through.
35 64,


84
characterized in that a clutch (229), a slanted brake
(227, 228), and/or a synchronization (230) is used for
fixing.
5 66. The transmission according to one of the preceding
claims,
characterized in that two continuously variable
partial transmissions (306, 307) are provided, which
10 are switched at an input and/or output element (309,
310} via a summation gear (308).
67 . The transmission according to Claim 66,
15 characterized in that the two continuously variable
partial transmissions (306,307) have a shared.
transmission element (301) on the side facing away
from the summation gear (306).
20 66. The transmission according to Claim 66 or 67,
characterized in that the two continuously variable
partial transmissions (306, 307) each have an input
shaft axis (349) and an output shaft axis (343, 350),
25 positioned essentially parallel thereto in a partial
transmission plane, the partial transmission planes
being positioned in. parallel.
69- The transmission according to Claim 68,
30
characterized in that the two partial transmission
planes axe identical.
70. The transmission according to one of claims 66 through
35 69,


85
characterized in that the two partial transmissions
have a shared input shaft (301, 349) or a shared'
output shaft (309).
5 71. The transmission according to one of Claims 66 through
70.
characterized in that a further adjustable partial
transmission (321, 339, 340, 341), particularly :a
10 switching gear and/or a reverse gear, is provided
between at least one of the continuously variable
partial transmissions (306,307) and the summation
gear (308).
15 72. The transmission according to one of claims 66 through
71,
characterized in that at least one of the continuously
variable transmissions (306, 307) may be bypassed.
20 (321, 339).
73. The transmission according to one of Claims 66 through
72,
25 characterized in that the summation gear (308) has at
least one fixable transmission element (312, 320).

In a transmission having two revolving transmission
elements, each of which has at least one running surface
5 for a revolving coupling elementt at least one running-
surface having at least two running- paths for the coupling
element having different running radii and the two
transmission elements being braced, while incorporating the
coupling element, via 3 bracing device which presses the
10 two transmission elements against the coupling element with
a variable pressure, the bracing device comprises a
pressure device connected in series with a spring element.

Documents:


Patent Number 214240
Indian Patent Application Number 00757/KOLNP/2005
PG Journal Number 06/2008
Publication Date 08-Feb-2008
Grant Date 07-Feb-2008
Date of Filing 29-Apr-2005
Name of Patentee ROHS, ULRICH
Applicant Address ROONSTRASSE 11, 52351 DUREN GERMANY
Inventors:
# Inventor's Name Inventor's Address
1 WERNER BRANDWITTE DER FUSSHOF 4, 52379 LANGERWEHE, GERMANY
2 ROHS, ULRICH ROONSTRASSE 11, 52351 DUREN, GERMANY
3 CHRISTOPH DRAGER, VIEHOVENER STR 31, 52459 INDEN, GERMANY
PCT International Classification Number F16H 61/00
PCT International Application Number PCT/DE03/003242
PCT International Filing date 2003-09-29
PCT Conventions:
# PCT Application Number Date of Convention Priority Country
1 103 03 891. 4 2003-01-30 Germany
2 103 03 896. 5 2003-01-30 Germany
3 102 45 897. 9 2002-09-30 Germany
4 102 46 655. 6 2002-10-07 Germany