JPS5942181B2 - square wave generator - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to non-friction mechanical transmissions of an infinite variety of types.

In particular, in the rectangular wave generator of the present invention, a pair of variable gear ratios that continuously rotate together with a shaft that supports the differential and the pinion are attached to the two heavy gears that make up the differential. Attach a driven gear consisting of congruent spur gears.

The spur gear may be attached so as to be periodically connected to both heavy gears.

The congruent spur gears include two differentially mounted driven gears, each drive gear driving each of the pair of congruent spur gears, each drive gear being mounted on a parallel fixed rotating shaft. ), the support shaft of the differential gear (
The differential element has a pitch circular shape that causes the following rotation pattern changes.

That is, by increasing or decreasing the relative angle at which the two drive gears are mounted on a common shaft, the differential element changes from a steady rotation pattern to a rotation pattern with transient periods of constant speed that gradually increase or decrease compared to the steady rotation pattern. Change.

As a result, a mechanical transmission is obtained in which the magnitude of the speed of the differential element having a periodic undulating pattern can be changed with respect to a normal steady rotational speed.

The dynamic structure of the transmission described in the specification of the invention is such that the torsional energy is separated from the main motion;
and by using a shifting gear train, the initial motion provided by a pulley belt drive or a fluid system of various speeds can be recirculated into one drive gear train, accommodating transmissions of different ratios. The present invention provides a device that effectively functions as a logarithmic differential amplifier.

The use of a mechanical square wave generation mechanism as an initial motion transmission device in a transmission as described above is unique and cannot be compared with the prior art, so no prior inventions will be cited.

Therefore, by numerically limiting various parameters that define the shapes of the driving gear and driven gear, which will be described later, to specific ranges, a transmission that can be put to practical use can be realized.

The purpose of the present invention is to explain the mechanical principle of a square wave generator using a spur gear with a variable gear ratio, and to describe the desired embodiment, which can be selected from spur gears with different gear ratios varying over a wide range. We studied the characteristics of the pitch circle shape of the spur gear that provides the device, and actually applied the motion transfer characteristics unique to the square wave generator to perform simple mechanical energy transfer and select an appropriate arbitrary control mechanism. It's about doing.

Another object of the invention is to specify the arrangement of coupling devices and to establish requirements for coupling devices with either internal or external coupling devices.

Another object of the present invention is to consider the special movement of the drive element in order to apply the square wave generator of the present invention to a continuously variable transmission.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

In this explanation, the meanings of typical terms used are briefly described below.

Associated drive element: A rotating element in a drive device that is directly involved in transmitting external torque.

Non-related drive elements: Elements in the drive system that are not directly involved in transmitting external torque.

Take-off gear: A final element designated for a driven gear independent of the direction of torque between the two gears.

The final and adjacent spur gear of the basic reversing gear train.

Take-off ratio: The value obtained by dividing the number of teeth of the driving gear by the number of teeth of the driven gear.

Generator element: A pair of congruent spur gears with a variable gear ratio and a driving gear,
One in which the drive gear is specified to have a constant angular velocity regardless of the direction of the torque between the two spur gears.

In-phase: indicates the angle between one drive gear when the differential has a constant speed.

Period: indicates a transient mode in the rotation of the differential where the rotation is constant and the torque applied through the gears forms part of the recommended motion state of the transmission.

Duty cycle: The elapsed angle of the period measured against the angular displacement of the generator element of the drive gear.

Working slope...The pitch circle of the generator element subjected to the load during the period.
circle profile) sector.

Cyclical ratio: indicates the number of revolutions of one driving gear required to make one rotation of the first driving gear at the circumferential pitch of the pitch circle of one driving gear with respect to the driven wheel of the generator element.

Cycle ratio: The ratio of the number of cycles of the driving gear to the number of cycles of the driven gear, for example, 1/1, 1/2
Expressed as a fraction, such as 2/1.

Asymmetry ratio: The angle of correspondence between the maximum and minimum radii of the driving element divided by the angle of correspondence of the pattern cycle.

Here, the pattern cycle refers to a process in which the driven gear changes from the minimum value to the maximum value of the instantaneous speed ratio R, which will be described later, in accordance with the rotation angle.

Translation: A change in the angular velocity of the driving element, that is, a change in torque, caused by the characteristics of the square wave generator.

Translation ratio: Ratio of translation between two given driving elements for normal rotational speed.

W product: Instantaneous velocity of the driven generator element.

W: Instantaneous speed of drive generator element.

R R... Instantaneous speed ratio of the driven gear or differential to the speed of the drive generator element.

θ... Angular displacement of the driven gear with respect to the cycle DN of the drive gear of the generator element.

θDR: Angular displacement measured in correspondence with the drive generator element.

t: Axial distance between driven and drive generator elements.

TOR...Take-off ratio.

TR...Translation ratio.

T F/T I N...The ratio of the torque transmitted through the reversing gear train to the torque at the input shaft of the transmission.

P, R/R... Ratio between coaxial gears of a shifting gear train, used as a secondary amplification device.

L: Externally programmed axial displacement of the cylindrical cam of the coupling device.

Rad-PC! DR: Pitch circle radius of the drive generator element.

Rad-PCDN...Pitch circle radius of the driven generator element's indentation.

Angular acceleration of the driven generator element.

OR, ... Cycle Cal ratio.

P: Instantaneous translation ratio between the differential and drive gear of the square wave generator when periodic motion occurs.

t: Time measured for the angular displacement of the drive generator element.

WoUT: Angular velocity of the output shaft relative to the transmission.

Wx N... Angular velocity of the input shaft to the transmission.

W: Periodic coupling frequency of the coupling device.

ε・・・・Loss of transmitted energy is 0.5%
theoretical mechanical efficiency.

IX, 2X, etc. Multiplication by 1, 2, etc.

A pair of mating common spur gears have a uniform pitch radius, and a pair of mating continuously rotating variable pitch spur gears have a periodically varying pitch radius.

When a pair of arbitrary pitch spur gears is given and the driving gear is rotated at a constant speed, the pattern of speed fluctuation of the driven gear is the point of the changing speed ratio of the two gears for a constant angular change of the driving gear. can be represented diagrammatically by the abscissa θ and the ordinate R.

The distribution of the pitch shape of the combination of the driven and driving gears, which produces a turning motion when the driven gear rotates, is 1, and since it is related to the displacement of the driving gear, the differentiation and integration of R with respect to 1 θ, Depending on the relationship, it can also be expressed in relation to angular displacement.

The first differential aR/aθ is the DR with respect to the displacement of the drive gear. Gives the angular acceleration of the driven gear.

The second differential d2R/dθDR is 9 for the displacement of 1 drive gear.
The starting relationship of the acceleration of the first driven gear is given, and the angular displacement of the driven gear with respect to the angular displacement of the integral type driving gear shown below is given.

In the above equation representing the angular displacement, it is assumed that the acceleration of the driven gear during rotation is constant.

As the driven elements in the device undergo velocity variations, the acceleration will change for a particular turn, the foregoing being described in the next previous section.

In an embodiment having a shape that satisfies the requirements of a square wave generating element, the pair of variable pitch spur gears has a long constant acceleration range and an average rotational speed of the driven gear when the driven gear causes speed fluctuations. It is described as a pair of spur gears that produces a period of variation with a very short constant speed range at the maximum speed variation before and after.

The graph of FIG. 5 represents the locus of the speed ratio R for a generator element having a shape that satisfies the aforementioned requirements, with sections C and g of the curve of FIG. 5 having a constant acceleration and a having a constant velocity. , e portion, and su, d, f, and h portions where the acceleration changes.

The graph in FIG. 15 shows the pattern of speed fluctuations of the square wave generating element due to the spur gear, which is tilted in the negative direction of FIG.

By applying the dynamically opposite principle to the graph of FIG. 5, it tilted in the positive direction of FIG. 1.

A graph of the speed variation of the square wave generating element due to the spur gear is given.

FIG. 6 shows the basic structure of a mechanical square wave generator.

A fixed drive gear 3 (spur gear) and a fixed stationary element of the control mechanism 2 are attached to the input shaft 1 .

Between the fixed drive gear and the stationary element, a command drive gear 5 (spur gear) is mounted for rotation on an input shaft, and a movable element of the control mechanism 4 is mounted.

The adjustment control element 6 can shift the pair of command drive teeth to any relative angle with respect to the fixed drive gear 3.

Adjacent parallel shafts 12 are attached to a differential 11 and a pinion 13 fixed by a nut 14.

The differential heavy gears 8, 10 are shown in the figure together with the fixed driven gear 7 (spur gear) and the command 1 drive gear 9 (spur gear) so that they can rotate freely on parallel axes and engage the pinion 13. It can be installed like this.

When the input shaft rotates at a constant speed and the drive gear is adjusted at any particular angle, the instantaneous instantaneous speed of the differential, in relation to the displacement of the input shaft, is given by .

- is likewise half the sum of the instantaneous speed ratios R with respect to the displacement of the drive gear.

The speed patterns of the differential shown in FIGS. 8 and 7 show a state in which the drive gear is adjusted so that the period of the differential is constant.

The dynamic speed pattern of the differential in FIG. 7, i.e., the differential using the asymmetric biased generator element of FIG. It must be noted that, as in the case of the generator element in the figure, it is not constant over the entire cycle of rotation of the driven gear/wheel.

The momentary R value of the driven gear with respect to the angular displacement of the driving gear can be expressed as the ratio of the pitch circle radius of the driving gear to the pitch circle radius of the driven gear (reciprocal ratio of radius: radius - R),
That is, FIG. 9 shows that the fixed (positive tilt) and command (negative tilt) driven gears and the sixth 3 shows a relative speed pattern of the differential device of the square wave generator shown in the figure.

The instantaneous value of the speed ratio R of the differential is constant throughout the entire cycle, since half of the sum of the speed ratios R of the two driven gears is always constant.

By adjusting the two drive gears and changing the desired angle,
The relationship between the speeds of motion of the two driven gears is changed, and the pattern of the differential is therefore changed.

The curve of FIG. 5 is based on the fundamental equation represented by the first and second derivatives of R with respect to θ□, changing the scale of the abscissa and ordinate with respect to the curve section, as detailed The characteristics can be expanded to represent the dynamic velocity pattern of any spur gear square wave generating drive element that can be applied to the apparatus described herein.

By changing the values of the coordinates from θ -270° to θ =180°DRDR, the curve of FIG. 5 represents the dynamic velocity pattern of the symmetrically shaped driven element shown in FIG.

Similarly, the curves of FIG. 5 can represent the dynamic velocity pattern of the asymmetrically shaped driven element shown in FIG.

By using the driven and one-drive pair of spur gears shown in FIGS. 2 and 3 in a dynamically opposite manner, two gear combinations can be used with the driven gears mounted differently in the negative and positive directions. The rotational relationship of the drive gear is the 8th
and shown in Figure 7.

Since the dynamic speed bias of the differential and the center-to-center distance of the driven and drive generator elements are constant, the relationship between the radii of each of the combined driven and drive gears is given by: RAD-PCDN Using the above two equations, the relationship between each pitch circle radius, R value, and center distance t is as follows: RAD−PCDR = Since it has maximum and minimum values in the dynamic velocity form, by substituting the maximum and minimum values of H in equation (2) and assuming that the value of t is constant, the maximum pitch for the minimum pitch circle radius can be calculated. The dimensionless ratio of circular radii defines all driven and driving spur gear generator elements with the same maximum and minimum rotational ratio in the dynamic, speed pattern of the driven and driving gears, regardless of the actual gear dimensions. represent.

The above-mentioned dimensionless ratio is defined as the A/B ratio of the spur gear square wave generating element, and represents the characteristic of the pitch circular shape in the above-mentioned gear description.

It should be noted that the A/B ratio applies equally to spur gear square wave generating elements of different cyclical ratios.

Since a period of constant speed as the driven gear rotates is related to the angular displacement of one drive gear represented diagrammatically by the peaks and valleys of the eight curves, the symmetry on the graph is due to the pitch of the drive gear. It is directly related to the actual angle between the maximum and minimum radius, as it relates to circular shapes.

Therefore, the asymmetry ratio characterizes the pitch circular shape in the description of all driven and driven spur gear square wave generating elements and is the maximum angle corresponding to the peak to valley divided by the angle corresponding to the repeating cycle. .

Therefore, the asymmetric ratio can equally accommodate spur gears of different cyclic ratios since by definition the asymmetric ratio is related to the operating cycle of the drive gear.

The bias ratio of the spur gear square wave generating element is a measure of the maximum and minimum dynamic speed symmetry with respect to the average rotational speed of the driven gear, and is a measure of the maximum and minimum dynamic speed symmetry from the in-phase speed state.
It is expressed as a deviation between the average values of the peaks and valleys of the R value, and said deviation can exist in either a positive or negative direction.

The effect of biasing on the shape of the driven and driving gear square wave generating elements can fan the common spur gear into a conforming fan shape, thus reducing significant shape irregularities.

The meanings of cyclical ratio and cycle ratio are self-explanatory and defined in the glossary.

In the foregoing description, it is clear that shapes of spur gears with an infinite number of different ratios are possible, said spur gear shapes can be directly applied to the square wave generator of the invention, and that including the shapes used in the examples.

The features of the invention will become apparent from the following series of figures, and in which figures 10 to 22, 23 to 2.
5 and 26 to 33 show the dynamic dimensional changes of differentials with spur gears of various ratios having the three basic shapes shown in FIGS. The adjustment angle between the driving gears varies from a maximum of 1.3X (1.3 times) to a minimum of 0.3 times the average speed of the driven gears in Figures 1 and 2.
The size of the constant speed period varies between 7X (0.7 times), and the constant speed is set between a maximum of 1.35 times and a minimum of 0.85 times the average speed of the driven gear 1 shown in Fig. 3. Can be changed so that the size of the period changes.

Embodiments of the present invention are described for driving and driven spur gear square wave generators with special values of A/B ratio, asymmetric ratio, bias ratio, cyclic ratio, and cycle ratio.

When the various values mentioned above change, the effect of the dynamic speed pattern of the differential device of the square wave generator is shown in FIGS. 37 to 42.
is shown in the figure and is included to eliminate ambiguity in the definition of the special values of the square wave generating elements.

A description of the graph may be unnecessary since the abscissa and ordinate are described in the glossary.

The above description of the spur gear square wave generator has been made with respect to the pitch circular shape of the spur gear.

FIG. 4 shows the tooth structure of the driven and drive generator elements of FIG. 1, with the ratio of the tooth to tooth space thickness of each element according to the following equation:

That is, the maximum tooth space occurs at the minimum radius of the driving gear, and the maximum radius of the driven gear is located so that the center of the maximum tooth thickness exists.

Here, X indicates the number of teeth, and y indicates an increment in thickness within the range of 1 to 0 times the thickness of a normal tooth or tooth groove.

This embodiment provides teeth with great strength and facilitates gear machining.

In the following description, which shows the dynamic structure of a simple transmission, only one reversing gear train is shown.

It is also possible to go further and use four reversing gear trains, said four reversing gear trains equally spaced around the common drive generator element and the driven take-off gear, as shown in FIG. and the generator elements are held in an in-phase relationship, and gears 3 and 5 are fixed and command-driven drive gears, respectively, and gears 7 and 9 are the driven gears of a basic square wave generator as shown in FIG. They are arranged like gears.

Unless otherwise specified, the shape of the generator element is as shown in FIG. 2, such that the periodic pattern of the differential can be varied as shown in FIGS. 23-25.

The relative motion of each component in the different configurations is shown in Figure 59, i.e. graph A shows the in-phase condition for all configurations, and the other graphs show the 90° condition as shown in Figure 35. Figure 2 shows the motion state for each different configuration when the translation is maximum in a period with a duty cycle of .

FIG. 59 is also cited when considering different structures.

FIG. 43 shows the basic structure of a transmission equipped with square wave generating elements, that is, the basic square wave generating device shown in FIG. 6, an overrunning coupling, a cage 15, a coupling roller 16, and a key. 17, a coupling outer race 18 is fixed to the shaft of the take-off gear 19, and the take-off gear 19
and a driven take-off gear 20 that meshes with the output shaft 21 and is fixed to the output shaft 21.

In the transmission shown in Fig. 43, as shown in Figs. 35 and 36, when one drive gear rotates at a constant speed, the
Four waveforms of constant velocity periods offset by degrees are obtained.

In this case, by providing an overrunning coupling device, the kinetic energy of four waveforms shifted by 90 degrees can be continuously transmitted to the common take-off gear.

When the drive gear is in the in-phase state, the differential gear 1
The rotation of 1 and shaft 12 is constant with the rotation of 1 drive gear and input shaft as shown by the dynamic relationship of graph A in FIG.

The driven take-off gear 20 rotates at 2 times the speed of the input shaft (when the take-off gear is 2).

The dynamic continuum between the input and output shafts is equally distributed among the four reversing gear trains when transmitting external torque.

By changing the relative angle between the command drive gear and the fixed drive gear so that the period is 1.25X (1,25 times) the in-phase speed, the duty cycle can be made 90°, Also shown in FIG. 35 is a continuous period created by four generators.

Therefore, the driven take-off gear is 2.5× of the input shaft.
and the dynamic continuum between the input and output shafts is periodically assigned to each of the four reversing gear trains for a 90° rotation of the drive gear and the input shaft.

An overrunning coupling is engaged when the speed of the differential and intermediate shaft is equal to the continuous speed of the drive take-off gear, and is disengaged when the rotational speed of the intermediate shaft falls below the continuous speed.

Differentials 11, 12 and drive take-off gear 19
The state when the two are rotating in unison is shown in FIG. 59B.

The translation ratio of the output shaft is 2 to 2.5 times that of the input shaft.
can be varied infinitely between and is directly proportional to the change in angular velocity adjusted fixed and command driven gears relative to the input shaft.

Replacing the generator element of FIG. 43 with the generator element of FIG. 1 results in period overlap as shown in FIG. 11, and alternatively with a 90° duty cycle, the output shaft translation is As shown in Figure 36, the number of rotations of the drive gear is 2.6×
become.

If we replace the generator element with the one shown in Figure 3, we get
As shown in FIGS. 30 and 31, by appropriately determining the adjustment angle of one drive element, irregular motion conditions can be obtained through the transmission.

With an overrunning coupling, the characteristics of a steady translation transmitted through a simple transmission as described above will reduce the power output if the speed of the differential does not exceed a period, i.e. as in Figures 26-29. It is shown that the bias of the generator element is zero if the mechanical motion state is not limited to the relative phase angle of one driving element.

FIG. 44 shows a modification of the simple transmission of FIG. 43, in which the overrunning coupling device is disposed between the fixed driven gear 7 and the single gear 8, and is provided on the intermediate shaft. It will be done.

In this device, the intermediate shaft 12 is the drive take-off gear 1
9 is extended to be attached.

When the intermediate shaft and differential gear do not rotate in unison, this device
The fixed driven gear 7 is periodically uncoupled so that it rotates with the single gear 9 at a steady speed, ie without periods.

Graph D in FIG. 59 shows the differential device 11, intermediate shaft 12,
When the drive take-off gear 19 rotates at a constant speed, the state of motion of each component is shown, and when a period occurs, the state of motion is shown where the single gear 8 rotates in unison with the fixed driven gear 7, and 1 In other parts of the cycle,
The rotation of the single gear 3 is greater than the rotation of the driven gear 7.

The output shaft translation ratio is unaffected by the above-described modification and is similar to the transmission shown in FIG. 43.

The advantage of the aforementioned variant is that the load on the coupling device is halved and the relative movement of the coupling action is increased.

FIG. 45 shows the basic layout of the transmission shown in FIG. 44, comprising a command driven gear 25, a second bank of drive gears 22, and a second movable control element 24.

The input shaft 1 has a fixed drive gear 3 and a fixed control element 2 fixed by a key 31 .

A second command drive gear 22 and a movable control element 24 fixed by a key 30 are mounted for rotation concentrically and freely with the input shaft.

A command drive gear 5 and a movable command element 4 are mounted concentrically on the axis of a long second command drive gear 22, and all the control elements are such that the control element 4 has a larger number of teeth than the control element 24. The number of teeth is such that control element 24 has one fewer tooth than element 2, and all three control elements have the same pitch diameter.

Three spur gears 29 are meshed with the three control elements, and each of the spools has the same number of teeth, and the spools are slightly twisted on their common axis, so that the spur gears are slightly It is adapted to mesh with each control gear element having a different diameter pitch.

Three spur gears 29 mounted in the control cage 32 can rotate freely on the input shaft 1.

The adjustment control element 6 adjusts the control cage 32 with respect to the input shaft 1 in any relative rotational position.

The second control drive gear 22 meshing with the third bank of the command driven gear 25 can freely rotate on the protruding axis of the differential heavy gear 8, and the outer race 26 of the overrunning coupling is engaged with the third bank of the command driven gear 25. A coupling roller 27 and a coupling cage 28 are fixed to the driving gear and further provided to transmit torque to the protruding shafts of the heavy gears 8.

The relationship between the in-phase states of the driving gears is such that the periodic movement pattern in the rotation of the second bank of the first controlled driven gear 25 and the bank of the fixed driven gear 7 is as shown in graph A in FIG. Together with the first bank of command drive gears, they are in alignment with each other.

When the drive gear is in the in-phase state, the differential gear 11
As shown in graph A in FIG. 59, the intermediate shaft 12 rotates at a constant speed at the same speed as the input shaft, and the driven take-off gear 20 rotates at 2x the speed of the input shaft, and all motion states are equally distributed by four reversing gear trains.

Fixed, number of drive teeth 3 and 2 commands 1 drive gear 22, 5
In order to change the relative phase angle between the adjustment control element 6 is freed and the control cage 32 is rotated on the input shaft, 1.

command control element 24 with respect to the number of teeth of fixed control element 2;
Due to the vernier effect produced by reducing the number of teeth of 4, each rotation of the control cage around the input axis produces two commands by an amount equal to the angle corresponding to the l and 2 teeth, respectively, of the fixed control element. creating a relative angular displacement of the drive gears.

If the number of teeth on the control element is large, the control sensitivity is small and the adjustment element 6 becomes less important, since the control element with a number of teeth on the order of about 100 becomes fixed due to frictional forces.

Graph E in FIG. 59 shows the dynamic relationship of the driven elements of the transmission of FIG.
, rotated by 180°.

From graph E, differential gear 11. The dynamic relationship between the intermediate shaft 12 and the drive take-off gear 19 is as described above, the rotation of the input shaft is 1.25X, but the period duty cycle is 90X of the transmission described above.
° becomes 180°.

A duty cycle of 180° is obtained from the heavy gear 8, which rotates with the fixed driven gear 7 during the 90° rotation of the driving element, and which is commanded during the remaining 90° of the period duty cycle. It rotates together with the driven gear 25.

Therefore, the movement of each element by the transmission of Figure 45 requires only two reversing gear trains to obtain the same translation of the input, compared to the four loops for the transmission of Figures 43 and 44. It is.

The transmission shown in FIG. 45 with four reversing gear trains is capable of transmitting even greater input translations than shown in graph E of FIG. 59.

FIG. 46 shows basically the same transmission as FIG. 43 except that an additional 1-drive take-off gear 35 is mounted on the intermediate shaft 12, said 1-drive take-off gear 35 being mounted on the coupling outer It comprises a race 36 , a coupling roller 37 and a coupling cage 38 , so that torque can be transmitted to the intermediate shaft 12 and further a second driven take-off gear 34 .
The gear 34 is fixed to a concentrically mounted shaft 33 for free rotation on the output shaft 21 .

The second driven take-off gear 34 and the shaft 33 are connected to the shaft 1
Together, they constitute input elements for the transmission of the simple structure shown in FIG.
constructs the control axis.

When the 1st drive gear is adjusted to the in-phase state,
Since the rotations of the input shaft 33 and the output shaft 21 are coincident, ie both take-off ratios are equal to 2, the output slag is 1× the input speed.

The kinematic relationship between the input element 34 and the output element 20 is established through a reduced loop formed by the drive take-off gear 35 and the fixed overrunning coupling assembly 36, 37. An overrunning coupling assembly 18, 16, 1 that transmits input torque to the take-off gear 19 and is fixed.
5 receives an input torque from the intermediate shaft, and transmits the input torque to the driven take-off gear 20, and the differential gear of the square wave generator and its associated gear elements are separated from the above-mentioned continuous motion state. I can pass.

If the 1st drive gear is adjusted so that the periods generated are periodically 1.25X and 0.75X of the speed of the control shaft 1 and the fixed drive element, the relative motion relationship of each component is 59, as shown in graph C, that is, +
yields a 1,25 times period, denoted by P, and a 0,75 r) period, denoted by -P.

The simple device shown in FIG. 46 has both periodic transient regions generated by symmetrical generator elements, with 1
+P transmitted to the bank of drive take-off gear 19 and 1P period connected to the bank of drive take-off gear 35, and the output slag becomes 1.67X of the input speed.

1 When the drive gear and the control shaft rotate through 90°, motion is transmitted periodically to the opposing sets of four reversing gear trains, i.e. each family of gears in the opposing sets alternates between +P and -P.
changes between positive and negative torque configurations.

The translation ratio of the output shaft is 1× the speed of the input shaft.
to 167× and is directly proportional to the relative angular changes of the fixed and Command 1 drive gears of the square wave generator.

FIG. 4γ shows the basic structure of the simple transmission of FIG. 43 with an additional differential amplifier consisting of a common bevel gear type Ebicycle gear train, with the first driven take-off gear 20 being coaxial. It is adjusted to one of the heavy gears 39, and the input shaft 1 is extended and the transfer device (epicicli
c carrier) 40 and a pinion 41 attached by a nut 42 are fixed as shown.

The second bevel gear 43 is fixed to an output shaft 44 of the transmission.

When the drive gear of the square wave generator is set to the in-phase state, the rotation of the driven take-off gear 20 and the double gear 39 fixed to the gear is caused by the rotation of the input shaft 1 and the transfer device 40 fixed to the shaft. Therefore, the second heavy gear 43 and the output shaft 44 do not rotate.

When the drive gear is adjusted so that the translation of the first driven take-off gear 20 becomes 2.5 times that of the input shaft 1, the output shaft rotates in the opposite direction at a speed of 0.5 times that of the input shaft.

The input shaft torque transmitted in the forward direction through the reversing gear train is the sum of the external input torque and the fixed transfer device torque, and the translation of the input variation to the output shaft is the input to output speed. can vary infinitely from -2 to infinity with respect to the translation ratio, and is a logarithmic function of the change in the adjustment angle of the 1 drive gear in the region of translation.

If the orientation of the overrunning coupling in the transmission of Figure 47 is reversed so that said coupling transmits torque to the intermediate shaft rather than receiving torque, the translation ratio in the loop will be no greater than the cyclic ratio of the generator element. A period occurs when a torque in the positive direction occurs in the loop.

Therefore, the translation of the driven take-off gear 20 varies from 1.5× to 2× the speed of the input shaft, and the translation of the input variation of the output shaft 44 varies from +2 to infinity with respect to the input to output speed translation ratio. The torque of the transfer device that changes infinitely and is fixed to the input shaft is the external input torque and the rolling single gear 3.
9, the torque of said transfer device is transmitted directly and indirectly to the input shaft through the reversing gear train; Ru.

The input to output speed translation ratio is also related as a logarithmic function to the change in tuning angle between the two 7-drive generator elements.

FIG. 49 shows a device essentially of the same construction as the transmission of FIG. 47, with the overrunning coupling replaced by an externally actuated coupling, said externally actuated coupling being connected to the intermediate shaft 12. Consisting of a single attached disc 47, a fixed pressure plate 45, a movable pressure plate 48, a positioning and retaining pin 46, and a compression spring 4.
9, a breakaway ball 50, and a breakaway ring 51, and the coupling device is attached to the elongated shaft of the drive take-off gear 19.

A common breakaway cam 52 is engaged with the breakaway ring 51;
And the detachment cam is fixed to the input shaft 1 by a key and a keyway 53, and when the fixed cam contact piece 56 and the retaining nut 55 move together with the cylindrical cam 57 on the protrusion of the command drive gear 5, It is moved back and forth in the axial direction from the fixed drive gear 3 by a rod 54 provided through the drive gear.

The shape of the generator element is as shown in Figure 1, and the maximum and minimum periods are as shown in Figures 10 and 22.
Each is shown in the figure.

When the drive gear is adjusted to the in-phase condition in FIG. 49, the relative positions of the driven and drive generator elements are in the transition position shown by the hatched outline, and the beginning of a period of rotation of the stationary drive gear is at the breakaway ring. 51 and the release ball 50 are fixed and movable pressure plate 45 as shown in the figure.
, 48 such that the shaft of the differential is pressed against the cavity of the disc 47 and the intermediate shaft 12, thus pulling the pressure plates apart and preventing them from rotating together with the disc 47 and the intermediate shaft 12.

When continuously rotated, the breakaway ring, held centered by the breakaway cam, and the engagement in the loop engage periodically during the 270° duty cycle produced by the generator.

FIG. 57 shows a schematic view of the detachment cam in the state indicated by the hatched outline as described above, and when the cam is checked at Oo, the value of the ordinate is the movement of the cam contact piece 56 in the cylindrical cam 57. At this time, the command drive gear is relative to the fixed drive gear,
The rotation in the positive and negative directions and therefore the increase and decrease of the period occurring is related to the increase in the corresponding angle of the projection on the breakaway cam.

The motion transmitted through the transmission is the 47th
It is shown in the figure that the input to output speed translation ratio varies infinitely from -1.67 to +1.67, and the output shaft is a dual direct rotating element.

FIG. 50 shows the basic structure of a transmission similar to FIG. 49 with a shifting gear train, i.e. the shaft 44 and the fixed pinion 43 are the input elements to the transmission, and the shaft 1 and the fixed rolling device 40 is determined to be the output element for the transmission.

The device allows the output shaft to become an indirect rotating element that cannot transmit motion of an infinite ratio of input to output.

Furthermore, the value of the torque in the reversing gear train loop is a function of the input torque and is independent of the translation ratio through the transmission.

For the above purpose, the takeoff Ueda transfer ratios are set to 1.3 and 5.6, respectively.

The translation ratio of input to output speed therefore varies from +1 to +35.

The foregoing analysis shows that the maximum and minimum translation ratios through the transmission of FIGS. 49 and 50 are 1.3, respectively, of the cyclic ratio of the generator elements for the values of the special take-off ratio and shifting gear train ratio, together with the maximum and minimum periods. It becomes clear that the results are × and 0.7×.

Figures 51゜54, 55, 58 are take-off ratios (TOR)
and the influence of changes in the transfer gear train ratio (Pr/R), and the fourth
9.50 is expressed in the speed range of the translation through the transmission.

Figure 52 shows the ratio T of the torque in the reversing gear train to the input torque to the transmission of Figures 49 and 50.
Represents F/T1N.

Figure 53 shows the programmed coupling arrangement of Figures 49 and 50 as a function of the translation ratio through the transmission.
Figure 56 diagrammatically shows the theoretical mechanical efficiency ε of the transmission of Figures 49 and 50 as a function of the translation ratio, and the loss of efficiency is Calculated based on 0.5% of the mechanical energy transferred between adjacent moving elements in one revolution of the element.

In the structure of the transmission shown in Figs. 49 and 50, the third
By substituting the generator element of the figure and further using a suitably shaped breakaway cam 52, equally satisfactory results can be obtained and thus the steady state obtained through the drive gear train of the transmission in cooperation with a predetermined coupling arrangement. It is clear that the characteristics of the translation need not be at zero bias as in the case of a transmission in which the generator element cooperates with the above-mentioned overrunning coupling device.

FIG. 48 shows the construction of a complex transmission with an auxiliary spur rolling gear train.

The input shaft 1 includes a fixed drive gear 3, a fixed control element 2 and a key 31.
, which are fixed as shown in the figures and mounted so that the command drive gears 5, 22 and the respective control elements 4, 24 can move coaxially on the input shaft 1.

Three spur gears 29 are held in a control cage 32 and adjusted relative to the input shaft by a control fixture 6.

The differential cage 11 includes a bearing cap 14 and a double pinion 1.
3, 62 and a holding tapered cone 114, a gear 85 is attached to the holding tapered cone,
Said gear 85 meshes with a gear 86, which can rotate on the input shaft 1 and meshes with a gear 85B of a second complex reversing gear train of the transmission (180° opposite reversing gear train). (only one of the two gears is shown) Also, the gear 85 can rotate on an intermediate shaft 63, and the intermediate shaft 63 is connected to the differential bevel gear 6.
4 and two command drive gears 67.
6B is each overrunning coupling device 8
γ.

88, said coupling device being oriented to receive torque from intermediate shaft 63.

A second bevel gear 65 is coaxially disposed on the intermediate shaft 63 , and the single gear 65 includes a fixed driven gear 66 .

A single gear 8 is coaxially mounted on the shaft of the second single gear, and a fixed driven gear 7 is attached to the single gear 8.

A single gear 10 is mounted on the protrusion of the intermediate shaft 63,
Furthermore, two command driven gears 9, 25 are attached, and respective overlung coupling devices 16 and 27 are arranged, and said coupling device transmits torque to the single gear 10. be directed in such a direction as to

A second fixed drive gear 71 is rotatably mounted coaxially on the input shaft 1, with respect to said fixed drive gear 71;
A fixed control element 72 and a rolling gear 80 are attached.

On the second fixed drive gear 71, the control 1 drive gears 69, 7
0 and the respective movable control element 73 , 74 are mounted coaxially and three spur gears 77 are mounted in a control cage 78 and held relative to the fixed control gear 71 by a control fixture 79 .

A second rolling tooth 83 is attached to the output end of the input shaft 1, and the two rolling gears engage with an adjusting pinion 82° 81 mounted on a rolling cage 84 as shown in the figure. , said transfer cage 84 constitutes the output element of the transmission.

Control element 24.73 has two fewer teeth than control element 4,74, and control element 2,72 has one fewer tooth than control element 4.74.

The transfer ratio between gears 80, 81 and 83.82 is 1, respectively.
The profit is 6.

In the complex square wave generator of FIG. 48, half the torque is transmitted and received by each of the coaxially mounted drive gears in phase, rolling gears 80, 83, adjustment gears 81, 82, and rolling cage 84 all rotate in unison and have a translation ratio of input to output through the transmission of +1.

When the command drive gears 4, 24 and 73, 74 are rotated by 90° in the positive and negative directions from their respective fixed drive gears 3, 71, the differential cage 11 moves as already described with respect to graph E in FIG. or loop 7 in Figure 62
-8 and the split 180° graph rotates at 1.25X of the speed of input shaft 1, and the 1 drive gears 71, 70, 69 of FIG. 48 follow the loop graph of FIG. 62A. Therefore, the rotation of the transfer gear 80 is 1.67 times the rotation of the input shaft and the transfer gear 83, and as a result, the transfer gear 84 rotates at 2.6 times the rotation of the input shaft 1.

The input to output translation ratio through the transmission of FIG. 48 varies infinitely between +1 and +0.374.

Movement through the reversing gear train is maintained without the use of additional gears 85, 85B and idlers 86, since the drive gears 69, 70, 71 effectively become the driven take-off gears of the complex reversing gear train. This is not possible since the periods are related to the angular displacement of the drive elements and only the drive elements of each half of the complex loop are rotating in unison when in phase.

FIG. 60 shows the construction of a simple transmission with four reversing gear trains of the type shown in FIG. an overcoupling having a coupling oriented in a direction to transmit torque, and loops 7-8A and 7-80 being oriented in a direction 1' so as to receive torque from each control drive gear; Equipped with equipment.

The structure of Fig. 60 shows only one of a pair of gears facing each other at 180 degrees in the reverse gear train loop, and Fig. 61 shows the opposing pair of intermediate shafts and the pitch cylinder of each take-off gear. , which shows the actual relationship with the pitch cylinder of the differential to be transferred.

A fixed drive gear 3 is attached to the control shaft 1 , said shaft 1 extending long and supported by a driven take-off gear 34 .

Furthermore, with respect to the control shaft 1, a fixed gear control element 2;
key 31 is attached, and the rotor 1 of the control motor
04 is keyed to the control shaft 107 and can therefore rotate together.

The control motor magnetic field vanes 103 are fixed to the control cage 32 so that the control cage rotates together, and suitable slip rings and contacts 105, 106 are mounted on the rear housing 112 of the transmission and are connected to the control motor magnetic field 103. A control cage 32 is electrically coupled to the control cage 32 so as to be rotatable around the control shaft 1 .

The control shaft is mounted in the housing 111 on the rear cylinder and is held in the housing 109 on the cylinder.

The command drive gear 22.5 is rotatably mounted on the control shaft, and each movable control element 4, 24 is suitably fixed, and the number of teeth on the control element 24 is equal to the number of teeth on the control element 4.
and the control element 2 has one less tooth number than the control element 4, and the three spur gears 29 with the same number of teeth are slightly twisted on a common axis. Thus, the three spur gears mesh with respective control gear elements having slightly different diametric pitches.

The three spur gears 29 are mounted in a control cage 32, said control cage being freely pivotable on the control shaft 1 with the magnetic field winding 103 of the control motor.

The input shaft 44 includes a key 100, a rolling gear 43, and a driven take-off gear 34, and the driving take-off gears 35, 35B are connected to the intermediate shaft 12, 13B by the key 102.
and drive take-off gears 19A, 19C.
are intermediate shafts 12A, respectively.

120 is fixed by the key 101 and thus corresponds to the transfer ring gear and the driven take-off gear 20-
39.

The article 40 and the transfer cage are mounted coaxially on the input shaft 44, and the output element comprising the pinion 41 of the transfer gear train is mounted in the article 40 as a cage and in the housing 110 at the front of the transmission, as shown.
held by.

The fixed driven gear 7 is key-coupled to the differential single gear 8, and the command driven gears 25, 9 and overrunning couplings 27, 16 for transmitting torque are connected to the differential single gear 10 and the differential single gear 10. It is mounted on the device 11 and the pinion 13 and includes a bearing cap 14 and a retaining tapered cone 114.

The take-off ratio and transfer ratio are gear 34 and gear 35.
or 1 for 35B, and adjustment ring gear 20-
39 to gear 19A or 2.67 to 190, and transfer gears 43 and 1 to ring gear 20-39.
．． It is 85.

The element rotation is as shown in Fig. 61, and the motion of each element of the square wave generator for different phases is 62.62A, 62
B, shown in Figure 620.

When the input shaft 44 is rotated with the first driving gear of the transmission in FIG. Thus, the gears 20-39 rotate in the opposite direction at 10,384X of the input rotation, and the transfer cage 40 and the output element of the transmission rotate at +0.095X of the input shaft. , the torque of the take-off gear rotates the input shaft due to the load shown in FIG.

The motion of the reversing gear train of all loops is shown by the graph in Figure 62 or 62B.

The drive gear of the transmission in Fig. 60 is shown in Fig. 62, 62A, 62B, and split 1 in the graph in Fig. 630.
When set to occur a maximum period as indicated by 80°, the driven take-off gear 34 rotates in unison through a simple reversing gear train to the adjustment transfer ring gear and take-off gears 20-39, thus causing gear 2 to rotate in unison.
0-39 rotates in the opposite direction at 10,641X of rotation of the input shaft, and the transfer cage 40 and the output element of the transmission rotate in opposite directions at -0,064X of rotation of the input shaft, and the 61st The torque on the take-off gear, such as the load shown in the figure, is lifted by the rotation of the input shaft.

Therefore, the translation ratio of input to output through the transmission varies infinitely over a range of +10.52 to -15.62.

Split 9o. The graphs of loops 7-8 and 7B-8B show intermediate stages of phase shift for the loops subjected to torque.

FIG. 63 shows a simple structure having two reversing gear trains of the type shown in FIG. 45 with an additional shifting differential amplifier and an electrically controlled motor as shown in FIG. 60, except as noted below. The structure of the transmission is shown below.

The fixed control elements attached to the output shaft 1 are elements 2A, 2
The adjustment gear 2A has one less tooth than the command control element 24, and the adjustment gear 2B has one less tooth than the control element 4, and the two control elements 4,
24 has a protruding shaft having the same number of teeth and matching the control spur gear command control element 4, such as gear 29A, and with a suitably fixed spline, such as spur gear 290, and a fixed control While rigidly fixed to element 2B, the ends of the protruding shaft are rotatably mounted in control cages 32A, 32B as shown.

Spur gear 29A between spur gears 29A and 290
A dual spur gear element 29B is rotatably mounted on the projection axis of the spool element, the first spool element command control element 24 and the second spool element rotating together with the fixed gear element 2A.

Control cage 32A, 3 with magnetic field windings 103 of the motor
2B rotates, the command control elements 4, 24 are rotated back and forth by an angle corresponding to one tooth for each revolution around the output shaft 1 of the control cages 32A, 32B and the rotor of the motor. become.

Gear 20 in FIG. 63 for driven take-off gear 20
A ring gear of a transfer differential amplifier such as -39 is attached.

The cage 40, pinion, and pinion shaft 41 of the transfer differential amplifier are attached to the output shaft 1 by the key 115.

An input shaft 44 and a fixed transfer gear 43 are coaxially mounted on the output shaft.

The take-off ratio of 1 drive gear 19 or 19B to driven take-off car 20 is 1, and the rolling ratio of gear 43 to ring gear 39 is 3.

One drive gear train of the transmission is suitably mounted in the front housing 110 and is centrally located between the cylindrical housing 111, the front bearing 116 and the rear housing 112, and is connected to the housing 110 by a screw 123. and rear cap 108 as shown.

The remaining other items are overrunning coupling device 2
60 with 7° 16, said coupling being oriented to receive torque from the differential heavy gear 10.

When the drive gear is in the in-phase state, the input shaft 44, rolling gear 43, rolling cage 40, and output shaft 1 rotate together, and the translation ratio of input to output is +
It becomes 1.

Split 18o. As shown in the graph, when the 1st drive gear is under the phase condition of 18° split, the translation ratio of the input to the output is +1.75.

The input to output translation ratio varies infinitely between +1 and +1.75 as a logarithmic function of the angular offset of the command drive gears 25, 5 with respect to the fixed driven gear 3.

FIG. 64 shows the structure of the regulating transmission, in which the input shaft 20-39 is comprised of the ring gear 39 of the shifting differential amplifier and the driven take-off gear 20 suitably mounted in the transmission housing 100.

A differential amplifier transfer cage comprising an output shaft 40 and a pinion 41 mounted as shown in the input shaft 20-39 and a shaft 411 are mounted concentrically.

The transfer gear 43 is connected to the driven take-off gear 34,
It is adjusted and can freely rotate independently on the central axis of the transmission.

The drive take-off gears 19 and 19B are connected to a central casing plate 211 which meshes with a gear 20 as an input shaft and, together with a suitable bearing arrangement, has a torque-transmitting overrunning coupling 119 and a torque-receiving coupling 16.
mounted on top.

Drive take-offs 35, 35B are mounted concentrically in the central transmission plate 211, said gear meshing with the driven take-off gear 34, an overrunning coupling 137 for transmitting torque, and an overrunning coupling for receiving torque. 37.

A double spool reversing shaft 210 is mounted concentrically in the drive take-off gears 35° 35B and 19, 19B, so that each spool is connected to an overrunning coupling 37.
Alternatively, constitute an inner race of an overrunning coupling for either 137 and 16 or 119.

However, ``each spool is independent of the position of the reversing shaft, which is held in the position shown in the figure by the spring 218, the reversing piston 220, and the circular clip 223;
The intermediate shaft and the differential gear 11-12 are fixed to a protrusion of a reversing shaft 210 having splines that are offset from each other.

The differential gear 11-12 includes a driven fixed gear and a differential heavy gear 7.
-8 or 7-8B and 9-10 or 9-10B as shown in the figure.

The intermediate shaft and differentials 11-12 and 1l-12B are mounted with appropriate bearings in the center and ends of the transmission plates 211, 213.

The fixed drive gear 3 engages the driven generator element 1;
Said gear 3 is fixed to the control shaft 1 and the fixed control element 2 and is held by a key 31 together with a thrust bearing and circular clips 204, 203.

The control shaft has an elongated disk 226, a key 227, a circular clip 229, a compression spring 226, and a governor end cap 230 attached to the shaft, and the end cap 230 is connected to the governor casing 211 by a screw 216. is maintained.

Mounted on the control shaft 1 are a control sleeve 206, a thrust bearing 205, 207, a stationary control cone 222 and a tapered neck of the governor casing 217, all of which are held by a circular clip 231.

Positioning and holding pin 224 relative to stationary control cone 222
is fixed and has a rear taper 21
4 in which the pin is mounted so that it is free to move axially along the pin control axis.

A command drive gear 5 is mounted concentrically on the control shaft 1 , to which the movable control element 4 is attached by means of a key 122 .

A double tapered control wheel 221 is fitted with control elements 4 and 2 and a double spur gear 29, which are keyed to the running square shaft, the front end of said control wheel being threaded. , is engaged with the threaded portion of the control cage 32A, so that it can move along the axis when rotating.

The protruding square portion of the control wheel 221 is mounted on the thrust bearing 202 and the rear control cage plate 32
B and is attached to control cage 32A by screws 120.

Article 215 is held in the rear tapered casing by screws 218.

The motion of the transmission in FIG. 64 is as shown in graph C in FIG. 59, and the take-off ratio and transfer ratio are 3 for gears 19 or 19B relative to gears 20-39, and 3 for gears 35 for gears 43-34, respectively. Or 35B
is 1, gears 43-34 to gears 29-39 are 3, and adjustment loops 7-8A and 7-80 are not shown.

When the input shaft 20-39 is equipped with a reversing shaft 210 as shown in the figure and is rotated in such a state that centrifugal force acting on the control ball 225 is imposed by the control spring 229, the first drive gears 3 and 5 enter the in-phase state. If, again, the transfer pinion 41 and the driven take-off gears 35, 19 rotate together at three times the speed of the input shaft, then the output shaft 40 will not rotate.

As the input speed increases, the control ball 225 forces the governor casing towards the control cage, causing the control wheel to engage on the inner cone of the stationary control element 222, thus causing it to rotate in the opposite direction. , so that it is moved forward to be screwed into control cage 32A.

The ball thus becomes detached from the inner cone of the stationary control element 222.

The angular deviation of the control element 4 is a function of the centrifugal force of the control ball 225 caused by the input speed.

As the input speed decreases, the rotation of the control wheel is reversed by the control wheel coming into contact with the outer cone of the stationary control element.

When the maximum and minimum periods are generated by the square wave generator, the torque is applied to the output shaft of the reversing spool 2 as shown in the figure.
10 rotates in the forward direction and the reversing spool 210 is moved by hydraulic or pneumatic pressure towards the reversing piston 220, i.e. overrunning coupling 137 rather than overrunning couplings 37 and 119.
and 16 are engaged, it is in a state of rotation in the negative direction.

FIG. 65 shows the construction of the simple transmission of FIG. 45 with a predetermined double coupling device similar to FIGS. 49 and 50, with the reverse gear train loops 7-8 and 7- 8B is drive take-off gear 3
5, 35B and loops 7-8A and 7-
80 means 1 drive takeoff gear 19, 19A respectively
The driven take-off gear 20 and fixed shaft 21 constitute an input shaft of the transmission, and the driven take-off gear 34 and fixed shaft 33 constitute an output shaft of the transmission.

The detachment cams 52 are four protruding cams with respective cams similar to those shown in FIG.
and a second cam having a shape dynamically opposite to that of the third cam.
The difference is that the generator element in the diagram is modified.
And the first cam engages with the release ring 51°51B, and the second cam engages with the release ring 51°51B.
The cam is a breakaway ring 51A.

51C, and the third cam engages with the release ring 151° 15B.
The fourth cam is engaged with the release ring 151A.

151C.

FIG. 65 shows the reverse gear train loops 7-8, 7-8A,
FIG. 66 shows the actual relationship between the reversing gear train loop and the pitch cylinder of each takeoff gear.

The disengagement cam 52 engages a command drive gear 22 rotating on the control shaft 1 and held by a pin 53, said pin 5
3 has a passage for movement in the command drive gear.

The axial movement of the cam 52 is caused by the movement of the cam contact piece 56 and the cylindrical cam 5.
7 and occurs when the command 1 drive gear is turned relative to the fixed drive gear 3 by the control mechanism.

L shown in FIG. 57 is the overall axial momentum.

Articles 301, 303 are single disks 47, 147° 47A,
This is a key to attach 147A, 47B, 147B, 470°147C to each double gear 8j8Aj8Bj8C.

Articles 302, 306 are attached to respective driven gears 7, 8,
7A, 8A.

This is a bearing for 7B, 8B, 70, and 8C.

Articles 304, 305 are connected to loops 7-8, 7-8B, and 7.
-8A and 7-80 rear cap and spacer, respectively.

The remaining articles are similar to FIG. 60.

The control motor rotor and magnetic field vanes are not shown in FIG. 65.

The take-off ratio of this device is 1 for gear 20 to gear 19A or 190, and 2 for gear 34 to gear 35 or 35B.

1 When the drive gear generator element is in the in-phase state, the translation ratio between the input shaft 21 and the output shaft 33 is +
2, and the maximum and minimum periods are 1 of the speed of control axis 1.
．． 25X and 0.75X, and when the axial movement of the breakaway cam is connected to loops 7-8 and 7-8B, the maximum period is such that the minimum period is Loops 7-8A and 7-80
When connected to loops 7-8A and 7-8, the maximum period is
80 and the minimum period is connected to loops 7-8 and 7
-8B, the translation ratio of the input to the output is +1, 2 or +3.33.
It changes infinitely between +1.2x and +3.33x of the input speed.

Figures 67 and 68 show a cylindrical hydraulic actuation control mechanism that detects angular velocity.

The input or control shaft is fitted with a cylindrical actuating piston control element by means of a key 31 and has suitable oil passages on each side of the double protrusion, so that said passages are connected to the protruding part of the piston actuator. Connects to the spiral groove on the cylindrical part.

FIG. 68 shows a partial cross-sectional view, and FIG. 67 shows a cross-section taken along line XX in FIG. 68, clearly showing the hole of the oil passage.

On the shaft 1 a command drive gear 5 is rotatably mounted, to which is attached a control element 4, which is the outer body of the cylindrical actuator, and a rear cover plate 60 is shown in the figure. It is attached with screws 61 as shown in FIG.

A light weight 58a is attached to the protruding cylinder of the rear cover plate 60.

A hydraulic cylinder control valve 59 and a return spring are mounted for axial movement between the operating piston and a rear cover plate projecting from the cylinder.

A light weight is attached, said weight thus pressing against a control valve that closes the oil inlet and outlet and moves the drive generator element in the in-phase state at a low regulated speed.

When the rotational speed is greater than the lower adjustment speed, the light weight moves the control valve 59 against the return spring, so that the oil inlet and outlet passages are connected to respective helical grooves on the protruding cylinder of the working piston. , so that the passage of oil causes a relative rotation of the actuating body around the actuating piston, causing the command drive gear 5 and the stationary drive gear 3 to rotate.
This causes a phase shift between the two.

The rotation of the actuating body provides a connection between the oil passage and the helical groove, and the axial movement of the control valve, as caused by the increase in rotational speed above the low regulation speed, increases Related to the rotation of the drive body.

The foregoing operation occurs in reverse when the rotational speed reaches the low regulation speed.

Figures 69, 70, and 71 illustrate suitable pitch circular shapes for square wave generating elements with particular cyclic ratios and cycle ratios, and are described herein to eliminate ambiguity.

FIG. 72 is a partially cutaway perspective view of the simple transmission of FIG. 46, with an additional differential amplifier and a dynamic control mechanism consisting of a rigid wheel.

The input element consists of a shaft 1 with a fixed drive gear 3 and a fixed control element 2 attached by a key 31.

The movable command element 4 with the command 1 drive gear 5 fixed by a pin 122 can rotate on the axis 1.

A double spur gear with a fixed cone wheel 29 is mounted in a control cage 32A, 32B that engages a control element, said control element 4 having one fewer tooth than control element 2, and said assembly rotating with the input shaft. You can.

An outer static control cone 222A with a rigid wheel 403 is mounted in the rear outer casing 214;
Therefore, as shown in the figure, as it rotates, the stationary outer cone comes to abut on the rotating cone wheel of the double spur gear 29 with the engaged left-hand threads as shown.

The aforementioned impingement of the outer cone against the rotating cone wheel results in a rotation of the double spur gear in the negative direction, which results in a phase shift between the control element 4 and the stationary 1 drive gear 5 and in the input shaft 1. A phase shift occurs between the fixed control element 2 and the drive gear 3.

The rigid wheel and inner stationary control cone 222B are mounted on the outer casing 215 at the end with left-hand threads as shown, so that when the rigid wheel rotates as shown, the inner stationary cone is connected to a double spur gear. It collides with the rotating cone wheel 29, and as a result, it begins to rotate in the forward direction.

Rotation of the spur gear 29 causes a relative phase shift of the one drive gear generator element.

Fixed to fixed drive gear 3, driven gear 1 and differential heavy gear?
-8, 7-8A, 7-8B, 7-80 are connected.

The command drive gear 5 includes a command driven gear and differential heavy gears 9-10, 9-1 OA, 9-10B,
9-I QC! The banks are connected, and each bank of heavy gears is connected to a respective differential gear 11, 11A, 11B, 11.
0 pinion 13, bearing cap 14, tapered retaining ring 114, and intermediate shafts 12, 12A, 12B, 1
20.

The intermediate shaft is the rear and center inner casing 411°4
10, a drive take-off gear 35.3 comprising drive take-off gears 19.19A, 19B, 190 for transmitting torque through the overrunning coupling 16 and overrunning coupling 37 for receiving the torque;
5A, 35B, 350 and front inner casing 40
Extends to 9.

A common take-off gear 20 and a shaft 21 having a spline are connected to the take-off gear for transmitting torque, and the spline shaft 21 supports a shifting differential amplification cage 40 and is provided with a shifting pinion 41 .

A common drive take-off gear 34 is connected to the drive take-off gear receiving torque, and the gear 34 is connected to a key 407.
is fixed to the protruding shaft of the transfer ring gear 39 by.

The output shaft 44 is transferred to the differential amplifier 43 by the key 406.
and mounted in the end cap of the inner casing 408.

Article 405 is an overrunning coupling device and a bearing, the overrunning coupling device being subject to counter torque of the inner casing assembly and dynamic translation when the input dynamic translation is greater than +1. When it is +1, it is oriented in such a way that the rigid wheel is free.

Article 404 is an overrunning coupling device and a bearing, said overrunning coupling device receiving torque from the inner casing assembly when the dynamic translation of the input is less than +1 and thus reducing the actual dynamic translation of the input. Provisions are made to ensure that the ration does not fall below 1.

Articles 401 and 402 are helical return springs, said springs holding the control rigid wheels in a disengaged position.

The article 213 is a stationary outer casing, and the outer casing 21 at the rear with respect to the outer casing
4 and the outer casing 215 of the terminal are fixed.

The take-off gear ratio and transfer ratio are the output element axis 4 of the input motion.
The translation ratio of axis 1 to 4 is from infinity to +
It is set to vary up to 1.

When the translation ratio of the input motion of shaft 1 to output shaft 44 varies between infinity and less than +1, the reaction torque at the output shaft is generated by the overrunning coupling and bearing 4.
05 from the inner casing assembly to the stationary outer casing and thus become stationary together.

When the motion translation ratio of the input shaft reaches +1, the inner casing assembly causes the rigid body wheel to become free wheel, and the overrunning coupling 404 prevents the translation ratio from increasing to +1 or higher.

When the rigid wheel of the inner casing is free at the same rotational speed as the input shaft, there is no relative rotation of the 1 drive gear train element of the transmission, and the mechanical efficiency is 100%.

FIG. 73 shows the construction of a transmission with the generator element of FIG. 2, with the movements of graphs A and D of FIG. 59 such that only one intermediate shaft is required to sustain the movement through the transmission shows.

Two fixed 1 drive gears 3, 3A and a fixed double gear 1 drive element 2 are attached to the input shaft 1 with their respective main radii separated by 180°.

The command drive gear 22 with the movable command element 24 and the key 31 is connected to an integral overrunning coupling 27
A driven gear 25 meshing with the differential single gear 10 is attached to the differential single gear 10.

A second command 1 drive gear 5 and a driven gear 9 comprising an integral overrunning coupling 16 are attached to a differential single gear 10 .

A second command 1 drive gear 5A whose main radii are separated by 180° and a driven gear 9A comprising an integral overrunning coupling 16 attached to a differential single gear 64 are attached to the drive gear 5, and A command driven device having a movable control element 4 and a key 30 mounted as shown, further comprising a second command 1 drive gear 22A and an integral overrunning coupling 27 mounted on a differential single tooth gear 64. A gear 25A is fixed to the movable control element 24A by means of a key 122.

three spur gears 29 whose respective spools are connected to control elements 24 and 24A and to the first gear of control element 2;
A and two spur gears 29 whose respective spools are connected to the control element 4 and the second gear of the control element 2 are mounted for movement together with the control cage 32 and are provided with an adjustment element 6 .

The control element 24.24A, 4 has half the total number of teeth of the double gear control element 2, one gear of the double gear has more than twice the number of teeth of the other gear, Therefore, when the cage rotates once around the control element 2, the control elements 24, 24A rotate by an angle corresponding to one tooth thereof in either the positive or negative direction, and the control element 4 rotates by the same amount in either the positive or negative direction. Rotate.

The intermediate shaft 12 has double pinions 62, 13 and a bearing cap 1.
4, the holding cone 114 and the drive take-off gear 19 are fixed to the differential gear 11.

Articles 20 and 21 are a drive take-off gear and an output shaft of a transmission, respectively.

When the drive generator element is in the in-phase condition as shown, the rotation of the differential and intermediate shaft will be relative to the input shaft as well as the relative movement of the transmission drive element as shown in graph A of FIG. Rotates constantly at the same speed.

The drive take-off gear and output shaft therefore rotate at one time the speed of the input shaft, and the movement through the transmission is equally distributed by all square wave generating elements of the device.

±9 from the in-phase state of each control drive gear
When rotated by 0°, the motion of each element of the square wave generator becomes as shown in graph D of FIG. 59, and the respective motion states are shifted from each other by 180°.

Movement through the transmission is continuous in the differential, intermediate shaft, drive and driven take-off gears, and a common input shaft and control mechanism for each pinion, heavy gear and driven generator element. given at a 180° rotation of .

Therefore, the taken-off gear and output shaft are 1.2
It will rotate at a speed of 5X.

[Brief explanation of the drawing]

Figures 1 to 3 are diagrams showing the three basic shapes of generator elements, Figure 4 is a diagram showing the shape of the tooth profile, Figure 5 is a graph representing the rotational characteristics of the engaged generator elements, and Figure 6 is a diagram showing the rotational characteristics of the engaged generator elements. FIGS. 7 to 9 are diagrams showing the basic shape of a square wave generator; FIGS.
0 to 22 are diagrams showing changes in the periodic pattern of the differential device having the shape shown in FIG. 1, and FIGS. 23 to 25 are diagrams showing changes in the form of the differential device having the shape shown in FIG. 2. Figures 26 to 33 are diagrams showing changes in the pattern of the differential device having the shape of Figure 3;
Figure 35 shows the relative movement of driven and driven generator elements consisting of four generators and one driving generator with the configuration of Figure 2; Figure 35 shows the 90° of the configuration of Figure 34; 36 is a diagram showing a 90° effective cycle period with the shape of FIG. 1, FIG. 37 is a diagram showing the duty cycle for an asymmetric ratio, and FIG. FIG. 39 is a diagram showing the relationship between period and duty cycle. FIG. 40 is a diagram showing the influence of the asymmetric ratio on the period. FIG. 41 is a diagram showing the influence of the bias ratio on the period. , Figure 42 is a diagram showing the influence of A/B ratio on period, Figures 43 to 46
47 is a diagram showing the structure of a transmission with an overrunning coupling device, FIG. 47 is a diagram of a transmission with an additional shifting gear train, FIG. 48 is a diagram of a composite transmission with an additional shifting gear train, FIG. 49 is a diagram of a transmission with a shifting gear train and a predefined coupling device with a bidirectional output element, and FIG. 50 is a diagram of a transmission with an additional shifting gear and a predefined coupling device with a unidirectional output element. FIGS. 51 to 56 and 58 are diagrams showing changes in the dynamic characteristics of the transmission of FIGS. 49 and 50 with respect to changes in the ratio of the drive elements; FIG. Figures 49 and 50 are diagrams showing the shape of the disengagement cam, Figure 59 is a diagram showing the state of motion of the structures in Figures 43 to 6, and Figure 60 is a diagram showing the transfer gear train, overrunning coupling, and electric control motor. 61 is a diagram of the take-off gear of FIG. 60; FIG. 62 is a diagram showing the motion of the device of FIG. 60 for various translation ratios of input speed;
3 is a diagram of a transmission equipped with a shifting gear train and an electric control motor, FIG. 64 is a diagram of a transmission equipped with a shifting gear train and a reversing shaft, and FIG. 65 is a diagram of a transmission equipped with a predetermined coupling device. Figure 66 is a diagram of the take-off gear in Figure 65,
Figures 67 and 68 are diagrams showing angular velocities corresponding to fluid control machines, Figures 69 to 71 are diagrams showing pitch en shapes of gears of square wave generating elements with different characteristics, and Figure 72 is a diagram showing a transfer gear train and a manual A similar cut-away view of a transmission with a control device, FIG. 73, shows a combined transmission. 1...Input shaft, 2...Control mechanism, 3.
...Fixed drive gear, 4...Movable command element, 5...Command drive gear, 6...
・Adjustment control element, 7...Fixed driven gear, 8,
10...Differential heavy gear, 9...Command driven gear, 11...Differential gear, 12...
...Intermediate shaft, 13...Pinion. 8 9 0 1 3 4 3゜26 [ 7 8 9 3 ( 1 2 5 6

Claims (1)

[Claims] 1. A plurality of relatively rotatable driving spur gears 3, 5 attached to a first common shaft 1 rotating at a constant angular velocity.
and a plurality of driven spur gears 7.9 which are mounted on the second common shaft 12 and which are mounted on the bevel gears 8, 10 of the differential having a differential element 11 and a pinion 13 and mesh with said drive gear. , a device 2°4.6 for adjusting the relative angle of the drive spur gears 3 and 5 attached to the first common shaft 1, where X is the number of teeth or tooth spaces, and y is the normal tooth or tooth space. When the increment in thickness is within the range of 1 to 0 times the thickness of .2, 3)
Asymmetry ratio: 0.5 to 0.95 (1st, 2nd,
Figure 3) Bias ratio...-0,2 to +0.2 (
Figure 1.2, 3) Cycle cal ratio...1/10~10
(Figures 1, 2, 3) Cycle ratio...1/10
~10/1 (Figs. 1, 2, and 3), the pitch circular shape is determined with respect to the generator element Fig. The rotation imparts a relative rotational pattern to the first driven gear, this rotational pattern
1 and the second common shaft 12 at a substantially constant speed 7°8.
9 or a substantially rectangular wave-like angular velocity with periods of constant angular velocity controllable above or below a steady rotational velocity, the magnitude of said periods being such that said drive gear is attached to said first common shaft; Adjustable according to the relative angle between the drive gears when
FIG. 6 is a mechanical rectangular wave generator characterized in that it is the same as those shown in FIGS. 2-25 and FIGS. 26-33.