SK101695A3 - Transmission device, particularly for vehicles, and controlled method associated therewith - Google Patents

Abstract

The transmission device (1b) comprises an epicycloidal train (7) with a crown connected to the input (2ab) and a planetary wheel (9) prevented from turning in a reverse direction by an idler wheel (16). A satellite carrier (13) is connected to the output shaft (2bc). A crown (8) and the satellite carrier (13) may be coupled by means of a clutch (18b) actuated for engagement by means of fly-weights (29) and a spring (34) to achieve a direct drive. If the engagement is sufficient for the torque to be transmitted, the planetary wheel (9) has its speed reduced and is finally immobilized by means of the idler wheel (16). The device operates then as a reduction unit, and an axial thrust (Pac) due to helical teeth occurs and disengages the clutch. It is also possible to operate the device as a reduction unit by means of a piston (44) which pushes the race (20) in the direction of disengagement of the clutch (18b) and applies a brake (43) which prevents any rotation of the planetary wheel (9), even in the direction normally permitted by the idler wheel (16). Utilization for the selective operation of the transmission device as a reduction unit when the vehicle engine operates in a retaining mode.

Description

Transmission equipment, in particular for vehicles and method of operation thereof

Technical field

The present invention relates to an automatic transmission device having at least two gears, in particular for vehicles.

The present invention also relates to a method of operating this device.

BACKGROUND OF THE INVENTION

WO-A-9207206 discloses an automatic transmission system in which a clutch optionally connects two rotating differential transmission elements such as e.g. the planetary transfer, depending on whether one or the other of the two opposite forces predominates. This relates, for example, to the resultant tension produced by helical teeth, which are axially displaceable, tending to release the coupling against the tension of the springs and / or the forces generated by centrifugal tachymmetric means, which in turn tend to force the coupling into engagement. When the clutch is disengaged, the rotation of the third rotating member of the differential transmission shall be prevented, which may be achieved by an idling device preventing the third member from rotating in the opposite direction.

This type of transmission system is very advantageous because its basic operation requires neither external power source, sensors nor control circuit. The transmission device itself generates the forces that serve to control it, and these forces are simultaneously the parameters required to control the transmission.

However, such a transmission device is not directly capable of optimum braking mode, i. operation, for example after releasing the accelerator, the engine having a certain braking effect on the vehicle. In this case, the braking torque depends only on its rotational speed and is therefore not decisive for the deceleration required by the driver.

Moreover, if the torque is determined by the helical gearing reaction, this reaction changes direction during the braking mode and therefore no longer attempts to release the clutch. In addition, in the case of a design where an idle gear is used, even if the gearing reaction were able to disengage the clutch and thus create one of the conditions of the reduced speed mode, the other conditions would remain unsatisfactory ^: the transmission means not to rotate in the opposite direction, but at a high speed in the normal direction, which the idle mechanism cannot prevent.

In addition, WO-A-9113275 discloses a device that is of the same kind but does not utilize gearing reactions. The first means provide the possibility of using the tachometric or means as a source of supplementary pressure, adjusting the threshold speed at which the transmission ratio changes. The second means allows the third rotary member to be immobilized, thereby providing a braking mode with the lowest transmission ratio. However, such a device requires complicated steering and practically does not allow optimal use of the engine braking effect.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a transmission device of the type in which the selective coupling means are controlled by variables in the opposite direction, but also to enable transmission mode under conditions other than conditions created by the opposite direction, especially when the vehicle engine is running. in braking mode.

According to the present invention, the transmission device comprises a combination of rotating elements carrying interlocking gear wheels, selective coupling means, controlled by means of opposing pressure generating forces, of which at least one varies monotonically depending on at least one operating parameter of the transmission device and further comprises an idling device for selectively actuating one of the rotating elements when the selective coupling means is in the disengaged state; a combination of rotating elements forming two gear ratios or a selective coupling means coupled. The transmission device further depending on whether it is disconnected or comprises means exerting additional pressure to selectively exert a selective force on the coupling means supporting a predetermined force in the coupled and uncoupled state of the selective coupling means and subsequently supporting the corresponding gear ratio in the transmission device. The apparatus further includes an idling device independent of the idling device for causing a state corresponding to the transmission ratio which is increased by the additional pressure, the transmission device being characterized in that the activation means are mechanically coupled by the means for exerting additional pressure to reach an operating state when the means for applying additional pressure keeps the coupling means in a predetermined state.

The means for exerting additional pressure introduces into the transmission device a force which mimics an increase or re-occurrence of normally controlling a particular transmission force, one of the opposing forces, the operation of the transmission device at a ratio in the case of automatic control. t ^^ H b.

iMMUMMJAUttMtb

- a self-acting opposing means for exerting pressure. This action is automatically derived from a certain action of the rotating elements associated with the idling device. This makes it possible, for example, to simply and safely cause the gear device to operate at its lowest gear ratio in any circumstance when it is desired, and especially when the engine is a source of negative torque. Advantageously, the combination of gears comprises a series of differential gears comprising a plurality of rotating elements with interlocking teeth and the coupling means comprising a clutch engaged between the two rotating elements so that the differential gear can operate as desired in the first or second gear, the idling device prevents reverse rotation of the differential reaction rotational reaction element when the clutch allows relative rotation between its two elements. In this case, the following are preferably used here:

- as activation means, means immobilizing to selectively block the rotating elements independently of the idling device, and

control means for simultaneously activating the immobilizing means in the operation associated with the locking and the means utilizing the additional pressure in the operation associated with the disengagement of the clutch.

Actuating the operating means allows both the coupling and the immobilization means of the reaction organ itself to be disengaged if it tends to rotate in the normal direction. Thus, the conditions for the differential gear to operate in gear mode are achieved even when the input shaft of the device is exposed to the opposite torque, i. torque acting in the opposite direction to the direction of rotation (brake torque).

A second purpose of the present invention is a method of controlling a transmission device according to the first aspect of the present invention, wherein the means for exerting the opposite pressure comprises a resilient means tending to connect the selective coupling means, the method characterized in , the means for applying additional pressure must be activated to bring the means for selectively coupling into the disconnected state, i.e. to the opposite state as caused by the resilient means, thereby actuating with the shortest transmission ratio.

By convention, the transmission ratio is called short or low when it corresponds to a low output rotational speed compared to the input rotational speed. Otherwise, the transmission ratio is called "long or high."

A third object of the present invention is a method of controlling a transmission device according to the first aspect of the invention, characterized in that, when the input shaft of the transmission device is subjected to a torque in a direction opposite to the direction of rotation of said shaft, means for applying additional pressure are actuated. to actuate the combination of gears with its lowest gear ratio.

A fourth gear indicating the object of the present invention is a method of controlling a device according to the first object of the invention, in that the means for applying additional pressure is actuated by detecting a requirement of the driver of the vehicle to increase the vehicle performance.

A fifth object of the present invention is a method for operating a transmission device according to the first aspect of the invention, characterized in that the means for applying additional pressure is actuated to act on the means for selectively joining a force that does not exceed the force of the centrifugal weight means for selectively coupling until the force from the centrifugal speed weight permits the transition from a longer to a shorter transmission ratio without the risk of exceeding the speed at the input to the transmission device.

Overview of the figures in the drawing

Further details and advantages of the present invention will become more apparent from the following description relating to the nature of the invention of non-limiting examples.

In the accompanying drawings, FIG. Fig. 1 is a schematic longitudinal section of a four-speed transmission system comprising a plurality of downstream transmission devices of the present invention in a rest position at the top of the figure and a neutral position at the bottom of the figure; 2 is an enlarged view of the upper left portion of FIG. 1, FIG. Figures 3 to 3 are similar to the half of the upper part of Figure 1, but relate to operation at 2 gears, 4 gears and braking at 3 gears; 6 is a schematic front view of the starting pump shown in FIG. 1 to 5, FIG. 7 is a hydraulic diagram for the transmission system shown in FIG. 1 to 5, FIG. 8 is an alternative hydraulic diagram for the transmission system shown in FIG. 1 to 5, FIG. 9 corresponds to the upper left part of FIG. 1, but applies to the second embodiment of the device; and FIG. 10 corresponds to the right part of FIG. 1, but in the case of a third embodiment of the device.

DETAILED DESCRIPTION OF THE INVENTION

The four-speed transmission system shown in FIG. 1, which is particularly intended for motor vehicles, comprises three successive transmission devices, respectively. modules first 1 a. a second 1b and a third i c, each with two gears, installed in series between the input shaft 2a and the output shaft 2c of the transmission system. The input shaft 2a also forms an input shaft to the first module 1a. This input shaft is coupled to the output shaft of the vehicle engine 5 without inserting a clutch. The output shaft 2c simultaneously forms the output shaft of the module 1c. comprising a gear designed to engage a differential input to drive the drive wheels of the vehicle. A manually operated forward / reverse gear may be interposed between the gear and the differential input.

The input shaft 2a passes through the entire transmission system up to the first module 1a. which is furthest from the vehicle engine. The third module 1c is closest to the engine, so that the toothed output wheel is very close to the engine. Modules 1b and 1c are arranged around the input shaft 2a without pivotal connection thereto. Along the center axis 12 of the transmission system between the input shaft 2a and the output shaft 2c, there are two adjacent intermediate shafts 2ab. 2BC. each of which forms the output shaft of the first module 1a, respectively. a second module 1b, located in the direction of transmitting the torque to the output of the system, and the input shaft of the second and second modules respectively; the third module 1b, respectively. lc located in the direction of transmission of torque to the system. The input shaft 2a, the intermediate shafts 2ab, 2bc and the output shaft 2c are axially anchored with respect to the transmission housing 4. For this reason, the input shaft 2a is supported with the possibility of rotation, but without the possibility of axial displacement in the hub 111 by means of the bearing 3a. The hub 111 itself is mounted rotatable and free of axial movement relative to the housing 4 of the transmission system on the bearing 3ab. The intermediate shaft 2ab is non-axially movable, axially supported with relative rotation relative to the input shaft 2a by means of an axial stop B1. The intermediate shaft 2bc and the output shaft 2c are mounted in roller bearings 3bc. 3c on the transmission system housing 47.

Each of said modules 1a, 1b. 1c is capable of operating as a reduction gear or as a direct drive. The first gear stage is achieved when the three modules operate as reduction gears, the second gear stage, then when the first module 1a. operates as a direct drive and the other two modules as reduction gears, the third gear is achieved when the first two modules 1a and 1b operate as direct drives and the third module lc acts as a reduction gear and finally the fourth gear is achieved when three modules operate as direct drives.

Hereinafter, module 1b will be described in more detail and with reference to FIG. 2, this description will also apply to the third module 1c, which is the same as module 1b except that its input shaft is a shaft 2bc and also that its output shaft 2c is housed in a bearing 3c.

The epicycloid transmission 7 comprises a ring gear 8 with an internal toothing and a sun gear 9 with external teeth, both engaging the planet wheels 11 supported at equal angular angles about the center axis 12 of the transmission device, the planet gear carrier 13 fixedly connected to the output shaft 2bc. The planet wheels 11 can rotate freely around the eccentric radial pins 14 of the planet gear carrier 13. The sun gear 9 can rotate freely about the center axis 12 of the transmission device with respect to the output shaft 2bc. that surrounds him. However, the freewheel device 16 prevents the sun gear 9 from turning back, i. in the opposite direction with respect to the normal rotation direction of the input shaft 2ab with respect to the transmission system housing 4.

The crown wheel 8 is engaged in rotation, but has the ability to move freely axially relative to the input shaft 2ab of the module through the grooves 17.

A clutch 18b is provided at the outer periphery of the ring gear 8. This clutch 18b comprises a bundle of annular disks 19 interleaved with annular disks 22. In rotation, the disks are connected to the ring gear S and can be axially displaced. ON this by the internal teeth engaging the ring gear 8.

connected, whereby the planetary gear may be axially displaced. For this purpose, the radial inner surface is provided with grooves 23 with which the teeth of the discs 22 and the outer teeth 24 of the planetary gear carrier 13 engage, on the one hand, with the possibility of axial displacement.

the discs 19 are provided with grooves 21 which are 22 in rotation relative to the carrier 13 of the cage 20 on their

discs

The stack of disks 19 and 22 can be axially compressed between a retaining plate 26 which is formed as part of a planetary gear carrier 13 and a movable plate 27, which in turn is formed as part of a ring gear 8. The movable plate 27 is therefore axially movable together with the ring gear 8 .

The cage 20 carries centrifugal weights arranged on a circle around the coupling 18b.

29 that are

When rotating, the output shaft 2bc of the module 1b is a weight 29 in conjunction with that to which they belong.

Each centrifugal weight 29 also has a body 31 disposed in the radial direction of the disks 19 and 22 and a control finger 32 resting against the outer surface of the retaining plate 26 using a Belleville spring 34. The control finger 32 is connected to the rigid body 31 by an angular arm 33 a cage 20 about a geometric axis 28 disposed tangential to the center axis 12 of the transmission device. WO-A-81/13275 discloses a preferred embodiment for attaching such centrifugal weights. The center of gravity 6 of the centrifugal weight 29 is located inside or near the rigid body 31 in a position which, relative to the geometric axis 28, is at a set distance, measured parallel to the center axis 12 of the transmission device.

Rotation of the planetary gear carrier 13 causes the rigid bodies 31 of the centrifugal weights 29 to rotate radially tangentially causing them to be positioned by the stop 36 on the cage 20 to the designated position as shown in FIG. 4th

outwards, centrifuging around their Fa power. which axis 28, due to movement from rest

A relative axial displacement between the control thumb 32 and the geometric axis 28 and thus between the control thumb 32 and the cage 20 is thereby achieved. In relation to the displacement direction corresponding to the centrifugal displacement of the centrifugal weights 29, the axial cage 20 is positioned by the axial stop 32 against the ring gear. 8, with relative freedom of rotation.

Thus, displacement of the cage 20 relative to the control finger 32 causes a relative movement that pulls together the control finger 32 and the movable plate 27 of the clutch 18b. This relative movement will correspond to the compression of the Belle spring 34 and / or the movement of the movable plate 27 towards the fixed retaining plate 26, in the engagement direction of the clutch 18b.

When the transmission device is at rest, as shown in the upper part of FIG. 1 and FIG. 2, the Belleville spring 34 transmits to the cage 20, via centrifugal weights with their rest stop, the force that engages the clutch 18b. so that the input shaft 2ab of module 1b is rotationally coupled to the output shaft 2bc and the module assumes the operation of a direct drive capable of transmitting torque up to a predetermined value defined by the holding force of the Belleville spring 34.

The toothing of the crown wheel 8, the planet wheels 11 and the sun gear 9 are helical. Thus, in each pair of teeth playing under load, opposite resultant tensions occur which are proportional to the transmitted circumferential forces and hence the torque at the input shaft 2b and the torque at the output shaft 2bc.

The angular pitch of the helical gearing is selected such that the direction of the resulting pull Pac generated on the ring gear 8 when this transmits the torque causes the movable plate 27 carried axially by the ring gear 8 to move away from the fixed holding plate 26 of the clutch 18b. The planet wheels 11, which engage not only the ring gear 8, but also the sun gear 9, are subjected to opposite axial reactions PS1 and PS2. The center wheel 9 is influenced by its engagement with the planet wheels 11 and subjected to the resulting pressure Pap. which is equal in magnitude to the resulting thrust Pac of the crown wheel 8 but has the opposite direction. The resulting thrust Pap of the sun gear 9 is transmitted to the gearbox housing 4 via the stop B3. a planetary gear carrier 13 and a bearing 3bc. That is, the resulting pull Pac is exerted by the movable plate 27 of the clutch 18b relative to the housing 4 and hence the clutch retaining plate 26 in the direction in which the clutch 18b is disengaged. This force, transmitted by the stopper B2 to the cage 20, also tends to move the operating finger 32 of the centrifugal weights 29 and the retaining plate 26 closer to each other, thereby keeping the centrifugal weights 29 in their rest position and compressing the Belleville spring 34.

This condition is shown in Fig. 3. Assuming this condition is reached, a description of the basic operation of the second module 1b will follow. As long as the torque is transmitted to the second module 1b by the input shaft 2ab, so long the resulting Pac in the crown wheel 8 is able to compress the Belleville spring 34 and keep the centrifugal weights 29 in the rest position shown in FIG. 3, wherein the distance between the holding plate 26 and the movable plate 27 of the clutch 18b is such that the disks 19 and the disks 22 slide together without transmitting torque. In this case, the planetary gear carrier 13 can rotate at a different speed than the output shaft 2ab, and there is an effort to be slowed by the load that must be driven by the module output shaft 2bc. As a result, the planet wheels tend to act in the opposite direction. forcing the sun gear 9 to rotate in the opposite direction with respect to the direction of rotation of the ring gear 8. However, this is prevented by the idling device 16. The sun gear 9 is thus immobilized by the idling device 16 wherein the planetary gear carrier 13 rotates at a speed between zero the central wheel 9 and the speed of the crown wheel 8 and the input shaft 2ab. The second module 1b thus functions as a reduction gear. As the speed increases and the torque provided remains unchanged, the change is achieved when the centrifugal force exerts a pulling force between the holding plate 26 and the movable plate 27, which is greater than the resulting pull Pac, while the movable plate 27 is pushed toward the holding plate 26, to achieve direct drive.

When the clutch 18b is engaged, the toothing of the epicycloid gear 7 no longer operates, i. further, it does not transmit any force and therefore generates no resulting tensile forces. The resulting thrust may develop entirely by itself, due to centrifugal force, to move the holding plate 26 and the movable plate 27 together. The following description will allow a better understanding of the direct drive procedure.

Once the disks 19 and disks 22 are in frictional contact with each other and transfer part of the force, the gearing is disengaged to the same extent, the resulting tension Pac decreases, and the same value and the centrifugal force effect gradually becomes critical until the clutch 18b completely allows direct drive.

It may happen that the rotational speed of the output shaft 2ab is then reduced and / or the torque to be transmitted increases to the extent that the centrifugal weights 29 no longer provide a sufficiently high contact force for the clutch 18b to transmit the torque. In this case, the clutch 18b starts to slide. The speed of rotation of the sun gear 9 and the resultant Pac-induced thrust appears again to disengage the clutch, whereby the module no longer operates in the reduction mode. Thus, whenever there is a change between reduction mode and direct drive, the axial force Pac changes the direction that stabilizes the newly set transmission ratio. This is very advantageous on the one hand to prevent continuous changes in the transmission ratio around certain critical states of operation, and on the other hand, this ensures that the clutch shifting 18b is only temporary.

Belleville spring 34 has a dual role. On the one hand, the clutch disengagement when the transmission system is stationary causes a mechanical connection between the input and output shafts of the modules. Since this function is ensured in all three modules, if the vehicle is not moving, it is braked by the engine when the engine itself is stopped. If the clutch 18b is disengaged at rest, the vehicle is not prevented from moving freely forwards, since in this case the immobilisation of the ring gear 8 by the engine 5 would cause the sun gear 9 to rotate in the normal direction, which would not prevent the idle device 16.

On the other hand, the Bellevel spring 34 allows the module to operate in direct drive mode at relatively low speeds where the centrifugal force proportional to the square of the velocity would be so small that even a very small torque to be transmitted would cause In practice, it is undesirable to maintain the reduction mode or would try and return the device to the reduction mode.

Next, the differences between the first module 1 and the second module 1b will be described as a result of their comparison.

The use of the epicycloid gear 7 with the input to the crown wheel and the output from the planetary gear carrier does not allow a simple reduction of the gear ratio higher than 1.4 ^: 1. In this ratio, the reduction of the engine speed at the second gear would be 40%. This is too little to change from first speed to second speed. If the input is through the sun gear 9 and the output is through the planet gear carrier 13, the transmission ratio is in practice at least 3, which is too high. Conversely, virtually any gear ratio can be achieved when entering and exiting the sun wheel, but in this case the sun wheel rotates in the opposite direction to the sun wheel, which is impermissibly stressed because the rotation direction of the sun wheel cannot be the same when the module operates in direct drive mode and in gear mode.

In order to solve all these difficulties, the first module 1 and its input shaft 2a are connected to the sun gear 9a. the output shaft 2ab driven by the crown wheel 8a and that the rotational direction of the crown wheel 8a is the same as that of the sun gear 9a, even during gear mode, each planet wheel is replaced by a cascade of two planet wheels 11a which engage with each other The carrier 13 of the planetary gear is coupled to the hub 111 via the freewheel device 16a.

The hub 111 is formed as part of the impeller 37 of the starter brake 38.

As also shown in FIG. 6, the starter brake 38 comprises a 2-tube pump, the wheel 37 of which comprises a drive sun gear, driving four pumping planet wheels 39, which, in terms of hydraulic interconnection, are connected in parallel between the suction part 41 and the discharge part 42, both connected to the tank. for lubricating oil for transmission system. A valve 40 is provided on the dispensing portion of the conduit 42 which, in a certain position, allows or prevents flow through the pump or even opens the pump outlet. When the valve 40 is closed, the oil cannot flow and stop the pump, so that the impeller 37 can no longer rotate, with the freewheel 16a allowing the planetary gear carrier 13a to rotate only in the normal direction. Conversely, if the valve 40 is open, then the impeller 37 rotates freely. In this case, the planetary gear carrier 13a can be rotated together with the drive hub in the opposite direction by the freewheel device 16a. causing pumping in the direction shown in FIG. 6. The valve 40 is moved to the open position so that it automatically achieves neutral conditions, i.e., to disconnect the input shaft 2a and the output shaft 2c. when the vehicle is stationary (output shaft 2c does not rotate), while input shaft 2a rotates. As a result of this function, the clutch or torque converter, usually included between the engine 5 and the transmission system, can be removed. In order for the output shaft 2c to move gradually, the valve 40 is gradually closed to then stop the impeller 37 due to increasing pressure head losses in the valve 40.

In parallel with the valve 40, a non-return valve 45 could be included as an option to bypass the valve

40. if the oil shown in FIG. Through the dispensing portion is due to the use of an attempt to flow in the opposite direction as 6, i. if the oil tends to pass through the conduit 42 and flow through the suction portion 41. In the check valve 45, the freewheel device 16a can be removed. since its function is performed hydraulically by a non-return valve 45. This technical solution thus avoids the need for considerable space occupied by the freewheel device, but entails losses of hydraulic friction when the first module 1 and operates as a direct drive when the planetary gear carrier 13a rotates in normal direction with the same speed as the input shaft 2a.

As also shown in FIG. 2, the hydraulic brake pump 38 is manufactured in a particularly simple manner: each planet wheel 39 is simply enclosed in a cavity 48 of the lid 49 mounted against the end of the housing 4 facing away from the engine 5. The peripheral surface 51 of the cavity 48 is in close contact through the oil layer. the pinnacles of the planetary gear teeth 39 and the base surface 52 of the cavities 48, as well as the outer end face 53 of the housing 4, are in intimate contact via the oil layer with the two faces of each planetary gear 39. In addition, the impeller 37 has two teeth on its two sides; and 56, one of which is in intimate contact through the oil layer with the inner base of the lid 49 and the other with the outer end face 53 of the housing 4. Tight joints of the planetary gear teeth and radial faces of the planetary gear 49 and housing 4 through the oil layer, it also guides the planet wheels in rotation.

Cage 20a for the centrifugal weights 29 of the first module i a and lc. it is connected to the output shaft of module 2ab. for rotational movement, but is also connected axially thereto. The cage 20a, with its axis 28 and the centrifugal weights 29, does not have the possibility of axial movement.

Furthermore, the operating fingers 32 of the centrifugal weights 29 rest not on the retaining plate 26 but on the movable plate 27 of the clutch 18a under the action of the Bel1evi spring 34. The movable plate 27 is, as in other modules, part of the crown wheel 8a which is axially displaceable on the grooves 7a. with respect to the cage 20a which is connected to the output shaft 2ab. The retaining plate 26 is formed as part of the input shaft 2a.

The operation of module 1a is similar to that of the second and third modules 1b and 1c. The centrifugal weights or Bel levell spring 34 tend to pull the clutch 18a by a force that determines the torque that can be transmitted by the clutch 18a, during the transmission mode the axial force from the helical gear teeth of the crown wheel 8a pushes the movable plate 27 in the clutch release direction. .

Next, the main operation of the three modules 1a and 2 is explained. 1b and 1 c.

Considering the case where all three modules la. 1b and 1c operate in gear mode (see bottom of FIG. 1) to achieve a first gear ratio in the first module 1 and the speeds are higher and torque lower than shown by the triple arrow Fa and the single arrow Pac . This first module 1a is therefore the first to enter direct drive mode when the vehicle accelerates as shown in FIG. 3. The torque in the second module 1b decreases because it is not further increased by decreasing the transmission in the first module 1a. but the speed in the second module 1b remains unchanged and thus is lower than in the first module 1a. at the moment before the change, because they are given by the wheel speed of the vehicle. Therefore, it is necessary for the vehicle speed to increase further before the second module 1b, in its rotation, reaches the conditions necessary for transition to a direct drive, when the torque supplied by the engine remains unchanged and so continues until all three transmission device modules. they operate in direct torque transmission as shown in FIG. 4. Thus, all three modules, in substantially the same way, manage their activities independently to achieve a gradual transition of speed ratios. The differences described with respect to the first module 1 and have no effect from the above point of view.

Ensuring that between modules that operate in direct drive in a given situation, the module that is downshifting is always the one that works closest to the output shaft 2c. may be performed provided that the closer the modules work to the output shaft, the less weights or their centrifugal weights are lighter or have less friction discs in their couplings. It is a simple matter of introducing these small differences, depending on the torque transmitted, with variations of a few% between neighboring modules.

Next, a description will be made with reference to FIG. 2, relating to module 1b, which together with module 1c is provided with additional means which cause these modules to operate in transmission mode under conditions different from those generated by axial forces of Belleville springs 34 by centrifugal weights 29 and toothing of crown gear 8.

For this purpose, the module 1b is provided with a brake 43 that allows the sun gear 9 to be immobilized against the housing 4 independently of the idling device 16. In other words, a brake 43 is installed, in function parallel to the idling device 16, between the sun gear 9 and The brake 43 is actuated by a hydraulic piston 44, which is installed with the possibility of axial movement, to set the brake into or release the brake as required. Brakes 43 and piston 44 are of annular shape with a central axis 12 which is also the axis of the transmission system. The piston 44 abuts the hydraulic chamber 46b, to which oil is supplied under pressure as necessary to move the piston 44 in the direction opposite to the return spring 55, so as to actuate the brake 43.

In addition, the piston 44 is rigidly connected to the slider 47, which can rest on the cage 20 by means of an axial stop. The assembly is configured such that when there is pressure in the hydraulic chamber 46b, the piston 44 is pushed to the brake 43 position, the cage 20 being moved sufficiently to release the clutch 18b before the brake 43 is actuated.

Thus, if the piston 44 is in the brake actuating position 43, the sun gear 9 is immobilized, even if the planetary gear carrier 13 tends to rotate faster than the ring gear 8, as in the hold mode, whereby the module starts operating. in transmission mode, which is enabled by the released clutch 18b.

The assemblies 43, 44, 46b and 47 described above thus provide a means that can be actuated by the vehicle driver to put the module into gear mode when it wishes to increase the braking effect of the engine, for example when driving downhill.

It has been shown above that the Belleville springs 34 keep all modules in direct drive when the vehicle is stationary. Therefore, when stopping the forces Pac. which develop on the gearing, to force all modules to enter the gear mode so that the system operates in the first gear. This can create undesirable systematic vibrations. To prevent this, the 2-state ^; the brake 43, the piston 44 and the slider 47 adjust the second module 1b. to its reduction state when the engine is at a higher speed, but the output shaft 2c has not yet been set in motion, so that the system operates at its transmission ratio until the output shaft 2c starts to move.

To power the hydraulic chamber 46b. with respect to performing the functions just described, the hydraulic pressure used must be sufficiently high to overcome with certainty the axial forces generated in the opposite direction by the centrifugal weights 29 at any speed of rotation of the centrifugal weights 29 about the central axis 12.

For safety reasons, it is necessary to supply the hydraulic chamber 46b with limited pressure only such that the axial force exerted by the piston 44 does not exceed the counter force coming from the centrifugal weights 29 until the speed of rotation of the centrifugal weights 29 is sufficiently low to change into gear mode. not to exceed the engine speed.

The hydraulic chamber 46b must be adequately powered when the driver requests a higher speed of the input shaft 2a. with a constant adjusted pressure that creates a force that is subtracted from the pulling force generated by the centrifugal weights. The transmitted torque, in the direct transmission mode, for a given speed of rotation of the centrifugal weights is lower, and the speed above which the transmission system operating in the transmission mode returns to the direct transmission for that torque is higher.

A piston 44 may also be used to accelerate the transition between direct torque transmission and transmission mode. If the driver wants to quickly utilize full engine power, this is ensured, with a pressure wave lasting for example one or two seconds being sent to the hydraulic chamber 46b. This pressure increase immediately releases the clutch 18b immediately. When the pressure v sets the transmission mode.

so that the hydraulic chamber 46b ceases to exist, the module does not return to the direct transmission mode because the transmission mode, which transmits a large power, causes a strong resultant Pac gear thrust, in gear mode. In other words, developed by the gearing constantly changes in the direction that the newly adjusted gear is sufficient to exert one increase in change force, and then leave the internal forces of the cv module again controlling the execution of the last operation. There is also the possibility of ensuring that the pressure surge cannot exceed the force of the centrifugal weights until the output shaft rotational speed is below a certain threshold.

which maintains the power when the ratio is stable and is in the desired direction

The third module 1c has a brake 46c and a slider 47 as well as a module 1b.

, piston 44 hydraulic chamber axial stop B4. same as

However, the first module 1a is different. This has a piston 44a extending into the hydraulic chamber 46a, but the brake 43 is not connected in parallel to the freewheel device 16a, and in addition the piston 44 acts through the stop B5 not on the cage 20a. which is axially stationary but on the ring gear 8a and the movable plate 27 of the clutch 18a. in the direction of disengagement of the clutch 18a. The purpose of this arrangement is to simply operate the clutch 18a. in which it would be disengaged when the vehicle is stationary, but the output shaft 2a is already rotating, as is possible when the valve 40 is in the open position. To enable the so-called. In live control, the piston 44a may also be used to maintain the transmission mode. or also to create a pressure surge when the driver completely releases the accelerator pedal as described above. Conversely, piston 44a cannot be used to achieve transmission mode when the engine is used for braking. In practice, it is unnecessary to create the possibility of braking using the first gear.

Next, FIG. 1 and 3 to 5, referring to the different conditions of the transmission device as a whole.

In FIG. 1 in its upper part is a gear device with respect to the transmission mode at rest, since all the clutches 18a. 18b and 18c are engaged, the starter brake 38 being locked because the valve 40 is held in the closed position by its return spring 50. The pistons 44 and 44a are extended toward their inoperative positions by the return springs 55.

In the situation shown at the bottom of FIG. 1, valve 40 is shown in the open position to release impeller 37. Hydraulic chambers 46a, 46b and 46c are shown in a state where pressurized oil is supplied to them to release the couplings 18a, 18b and 18c and compress the corresponding Belleville springs 34 as well as the piston return springs 55. This is the situation where the motor 5 is, for example, switched off, i. when the output shaft 2c is stationary (the vehicle is stationary). The starter brake 38 then allows the input shaft 2a to rotate without causing rotation of the output shaft 2ab of module 1 and without rotating the other two modules 1b and fc. The planet gear carrier 13a and the hub 111 rotate in the opposite direction to the normal direction to allow this situation. At this stage of operation, the impeller 37 contributes its inertia effect to the effect of a conventional flywheel of the thermal engine 5. This is very advantageous because the flywheel of the thermal engine 5 is important during idling to prevent the engine not associated with any inertia load from stopping it. rotation when one of the pistons of the thermal engine 5 reaches the end of its compression stroke. This differs from normal operation, where the flywheel of a conventional thermal engine 5 prevents the vehicle from accelerating. The impeller 37 rotates only when the vehicle is stationary and, on the other hand, the same idle stabilization is achieved with a smaller flywheel on the engine 5 and, moreover, the inertia of the impeller 37 does not apply during normal operation because the impeller 37 is stopped.

In transition from neutral, corresponding to the situation just described and shown at the bottom of FIG. 1 into the operating mode, referred to as the first transmission ratio, the valve 40 is gradually closed to gradually drive the output shaft 2ab of the first module 1a into a rotational movement, which rotational movement is transmitted to the output shaft 2c. after its rotational speed was reduced in each module. Once the vehicle has reached a certain speed, for example 5 km / h, the pressure in the hydraulic chambers 46a. 46b and 46c may be removed to allow the resulting Pac flow. that occurs on the gearing of the gears, the centrifugal forces Fa and the forces of the springs 34 to assume their role in the automatic control of the assembly as described above.

Fig. 5 shows that in the direct torque transmission mode of the transmission device, the hydraulic chamber 46c of module 1c is powered to actuate the brake 43 while disengaging the clutch 18c of this module 1c. The piston 44 of this module forces the gear device into gear mode either to achieve a high engine braking effect or to induce a rapid return to gear mode for sharp acceleration.

It will now be described with reference to FIG. 7 is a hydraulic diagram for controlling the hydraulic pressure in the chambers 46a. 46b and 46c. operating the pistons 44 and 44a.

not connected to FIG. 1 to 5 driven by shaft 2a and

For the input shaft of the transmission device a hydraulic pump 57, but shown. Thus, the outlet pump 57 is rotating at a speed corresponding to the speed of rotation of the engine 5, with a hydraulic outlet pump 58 at or along the output shaft of the transmission device. The hydraulic inlet pump 57 is designed to deliver a pressure that is constant at any speed By rotating the motor 5, for example by a relief valve 59, a pressure of 200 kPa is maintained. In contrast, the outlet hydraulic pump 58 acts as a tachometric pump that delivers a pressure proportional to the rotational speed of the output shaft of the transmission device, in other words proportional to the speed of the vehicle.

Upstream of the relief valve 59, a pressure hydraulic pump 57 feeds a hydraulic inlet branch 61 which may be partially connected to the lubrication circuit 60 of the transmission device.

Downstream of the relief valve 59, the inlet hydraulic pump 57 is powered by a low pressure branch 62 in which the pressure is fixed at 100 kPa, for example by an end relief valve 63. Each hydraulic chamber 46a, 46b and 46c may be powered by one or the other of the two hydraulic branches 61 and 62 by means of inlet valves 64 that allow the higher of the two pressures to the chamber associated therewith, preventing passage into the second branch. The low pressure supply is diluted by the process valve 66, which when supplied to the chambers 46a. 46b and 46c, which force the modules to operate in gear mode. This pressure can be applied either permanently when it is controlled by the manual control 67 or this pressure of the branch 62 is opened, shortly as a pressure wave occurring lasting one or two seconds, by means of a sheath 68 which operates when the pedal is fully depressed.

The supply of pressure medium from the hydraulic branch 61 is performed for each chamber 46a. 46b or 46c separately by valves 69a. 69b or 69c. If the valves are 69a. 69b and 69c in the rest position corresponding to the chambers 46a. 46b and 46c are powered by a pressurized medium such that the corresponding modules operate or are ready to operate in transmission mode. The pressure medium from the hydraulic outlet pump 58 is supplied to each individual valve to bring the valve to the closed position.

Separate valve 69a. assigned to the first module 1 a. is brought to the closed position when the vehicle speed reaches a value of about 5 km / h.

The other two valves 69b and 69c move to the closed position when the vehicle speed exceeds 30 km / h and 50 km / h and when the cam 71. which can move between the three positions indicated by 4, 3 and 2 is in the position indicated by 4. As long as the cam 71. manually actuated by the driver, in position 3 and even more, when in position 2, the return springs 72 of the individual valves 69b and 69c are further compressed to increase the return force that forces the valves to take the open position so that the vehicle speeds required so that the individual valves move to the closed positions are higher.

The individual valves 69B and 69c are powered as needed, in the direction of their passage to the closed positions, and hence in addition to the pressure corresponding to the vehicle speed, by the pressure medium from the hydraulic branch 61. This occurs when the valve 73 which is in the rest position, i. In the closed position, it is brought into the open position by the pressure of the hydraulic outlet pump 58.

The hydraulic outlet pump 58 is connected to the idle valve 73 which is in the rest position while the control valve 74 is itself in the open position. The control valve 74 opens when the accelerator pedal of the vehicle is depressed.

The operation of the hydraulic circuit shown in FIG. 7th

If the vehicle is stationary; the accelerator pedal 76 is relieved and the engine is idling, the control valve 74 is in the closed position and the pressure generated by the output hydraulic pump 58 is zero, the hydraulic chambers 46a, 46b and 46c are powered and the three modules 1a, 1b and 1c are ready to operate mode.

The starting means 77, which takes their required energy from the hydraulic branch 61 of the hydraulic inlet pump 57, can be actuated sequentially to close the starter brake valve 40.

When the vehicle speed reaches about 5 km / point, the valve 69a closes so that the hydraulic chamber 46a is no longer pressurized (at this condition it is assumed that the service valve 66 is closed).

In order to move the vehicle, the accelerator pedal 76 would have to be actuated, thereby allowing the control valve 74 to increase the pressure in the inlet circuit of the hydraulic outlet pump 58 and thereby bring the idle valve 73 to the open position. This allows the pressure medium from the hydraulic branch 61 to move the other two individual valves 69a and 69c to the open positions to allow the chambers 46b and 46c to be emptied.

In other words, as soon as the vehicle is started and as long as the accelerator pedal 76 is depressed, the hydraulic chambers 46a,

46c without compression springs 34. toothing to give external influence.

and releasing centrifuges and thus controlled the forces generated by Belleville weights 29 and helical

At a certain vehicle speed. when the driver releases the accelerator pedal 76, the idle valve closes, the position of the valves 69b and 69c being controlled by the pressure generated by the outlet pump 58. This means that when the vehicle speed drops below 50 km / h, the torque transmission is automatically it downshifts to the third gear and then to the second gear when the speed passes the 30 km / h threshold towards a lower speed.

These speed thresholds will increase when the cam 71 is in the 3Ô position and may even increase even further when the cam 71 is in the 2 position. Thanks to the cam 71, the driver of the vehicle can benefit from the increased braking effect of the propulsion engine. .

According to a further improvement shown in FIG. 7, it is also possible for the speed thresholds to be increased when the vehicle driver uses the brakes. For this purpose, the hydraulic outlet pump 58 supplies the pressure medium through an expansion valve which is automatically adjusted to be more closed, the greater the pressure in the brake system 79 For this purpose, a pressure switch 81 located in the brake system 79 generates an electrical signal which controls the expansion valve 78. The more the expansion valve is closed, the more pressure is generated in the discharge circuit of the outlet pump 58 for a given velocity.

If the driver depresses the accelerator pedal 76 while the vehicle is at a standstill, the control valve 74 opens but the pressure supplied by the hydraulic outlet pump 58 is zero, resulting in the idle valve 73 remaining in the closed position.

Thus, the individual valves are only in the open position when the vehicle is at rest or when the accelerator pedal 76 is relieved and the vehicle speed is below a certain threshold.

When the individual valves are in the open position, their outlet is necessarily connected to the hydraulic chambers 46a. 46b and 46c. When these valves are in the closed position and the process valve 66 is in the open position, the hydraulic chambers 46a are. 46b and 46c are powered at a lower pressure than described above to adjust the power of the transmission system when the accelerator pedal 76 is depressed. 7, the gas pedal 76 is shown twice, beside the valves 66 and 74, but it is obvious that there is in fact only one of the same pedal.

The embodiment of FIG. 8 corresponds to a simplified version which will be described hereinafter only with respect to the differences from FIG. 7th

There is no outlet pump, control valve or idle valve.

The hydraulic inlet pump 57 serves as a tachometric pump for conveying the pressure medium, whose pressure gradually increases up to, for example, 2000 rpm, and then remains constant.

This pressure medium is supplied only to the control inputs of the three individual valves 69a. 69b and 69c over a relatively large area, as symbolically indicated by the two arrows 87. Further, the pressure medium from the hydraulic inlet pump 57 is supplied to the hydraulic chambers 46a. 46b and 46c by individual valves 69a. 69b and 69c when these are adjusted and held in their open positions by their return springs 72a. 72b and 72c. which increase the pressure in this arrangement.

As long as the hydraulic chambers 46a. 46b or 46c under pressure, the stabilizer tube or channel 88 supplies pressure from the hydraulic inlet pump 57 through a relatively small area (one arrow) to the side of the corresponding valve 69a. 69b or 69c such that the pressure acts in the same direction as the springs 72a, 72b and 72c. The cam 71 is replaced by two cams 71b and 71c connected to each other. In position 3, the cam 71c compresses the spring 72c such that the resilient force overcomes the maximum opposite force generated by the hydraulic inlet pump 57 and thus prevents the setting of the direct torque transmission mode. In addition, in the 2-position, the cam 71b compresses the spring 72b to prevent the transmission device from shifting to the third gear.

When the cams 71b and 71c are in position 4 and the engine is idling, the three individual valves 69a. 69b and 69c are open so that the three modules 1a, 1b and 1c operate in gear mode. When the engine speed reaches, for example, 1,400 rpm, the valve 69a of the first module 1a is closed. allowing the transmission to a second gear under conditions created by tooth forces, Belleville springs 34 and centrifugal weights 29. Once the engine speed reaches 1600 rpm and then 1800 rpm, the valve 69b will allow the transmission to a third gear, wherein the valve 69c in turn permits the transition to the direct torque transmission mode. After each valve closes, the stabilizer tube 88 is emptied, which stabilizes the closed condition of the valve.

When the brake operating device starts from a direct torque transmission (fourth gear) and the engine speed falls below, for example, 1300 rpm, a new position value is set given by the condition of the stabilizer tube 88. in which the pressure drops, valve 69c opens and the third module 1c returns to the transmission mode. This condition will be maintained as long as the engine speed is below 1,800 rpm, because opening the valve 69c has filled the stabilizer tube 88.

A similar procedure for the transition from the third gear to the second gear is provided by the valve 69b.

In the example shown in FIG. 9, which will be described hereinafter only with respect to differences from the example shown in FIG. 2, the brake 38 is no longer designed as a hydraulic pump, but as a disc. The brake impeller 37 is formed by a disc comprising a hub 111. The disc is in 2-engagement with the jaws 82 mounted on the transmission housing 4, thereby preventing rotation about the central axis 12. The spring 83 tends to constantly clamp the shoes and thus stop In this case, the freewheel device 16a allows the planetary gear carrier 13a to rotate only in the normal direction. In order to induce the movement of the jaws 82 in the direction opposite to the forces exerted by the spring, a pressure medium is supplied to the hydraulic cylinder 84. In such a case, the planetary gear carrier 13 can be rotated in the opposite direction to the rotation of the drive hub 111 by the idling device 16a so as to achieve a neutral mode.

In order to move the vehicle gradually, the pressure in the hydraulic cylinder 84 is gradually reduced.

The starter brake 38 is mounted externally, at the free end (opposite of the engine 5) of the transmission system housing 4, so that if the friction lining of the starter brake 38 needs to be replaced, this can be done in a very simple manner.

This arrangement is made possible in the example by the fact that the first module 1a has been moved to the free end of the transmission system housing 4, instead of being located at the end of the engine and in that the output shaft 2ab of the first module 1a is connected to the ring gear 8a. Obviously, if the ring gear 8a were connected to the input shaft 2a of the module 1a (as in the case of modules 1b and 1c) the epicyclic gear 7 would be on the opposite side to the motor 5 and the radial flange connecting the input shaft 2a and the ring gear 8a and hence this flange would prevent from this side of the epicyclic transmission 7 any direct connection between the planetary gear carrier 13 and the outside of the gearbox housing 4. This particular arrangement of the epicyclic transmission 7a at the first module 1 and has the dual advantage of allowing better downshifting between the first and second gears as described above and allowing the starter brake to be located on the outside of the transmission system housing 4. It goes without saying that bearings 3a and 3ab must be well sealed.

According to another example, as shown in FIG. 10, it was also possible to locate a conventional clutch between the engine output shaft 5 and the transmission system input shaft 2a. In this case, the starter brake 38 was removed and the hub 111 was permanently connected to the transmission system housing 4.

It is understood that the present invention is not limited to the examples described and illustrated.

The forces used to correct the automatic operation of the transmission modules may be of a different nature than the hydraulic ones. These may be, for example, elastic forces.

The transmission system does not necessarily have to be arranged with successive modules.

Claims (22)

PATENT CLAIMS A transmission device comprising a combination of rotating elements carrying interlocking teeth (7), a selectively acting coupling means (18a, 18b), actuated against the acting pressure means (29, 34), to exert pressure, to generate forces of which at least one (Fa, Pac) varies monotonously in the event of a dependence on at least one operating parameter of the transmission device and further comprising an idling device (16) adapted to selectively operate one of the rotating elements (9) that the selectively acting coupling means (18a, 18b) ) is in the disconnected state, wherein the combination of rotating elements produces two different transmission ratios which depend on whether the selectively acting coupling means (18a, 18b) is in the disconnected state or coupled state and further comprising to apply additional pressure to the selectively acting coupling means (18a) 13b) an additional force increasing the predetermined force in the disengaged and coupled state of the selectively acting coupling means (18a, 18b) and the corresponding gear ratio thereafter, and further comprising an activation at the idling device (16) coupled to the idling device in a corresponding state ratio is set by the additional pressure, characterized in that the activation means (43) are mechanically connected to the means (44, 46, 47) to apply the additional pressure to reach the operating state when the means (44, 46, 47). ) for exerting additional pressure, the selectively acting coupling means (18b, 18a) maintains in a predetermined state the means with the selective means (44, 46, 47) acting on increasing prevalence in the transmission device by means independently indicating the rotating element (9) (16) which is The transmission device according to claim 1, characterized in that the means (44, exerting additional pressure when they produce adjust the operation of the gear ratio of 46, 47) to the additional force of its lowest transmission device to the The transmission device according to claim 1 or 2, characterized in that the counteracting pressure means comprise centrifugal weights (29) for urging the selectively acting coupling means (18a, 18b) into the coupled state. The transmission device according to claims 1 to 3, characterized in that the counteracting deterrent means is dependent on a means for transmitting the torque transmitted to the selectively acting means (18a). 18b) in the direction in which it is disengaged, towards the coupled state. The transmission device according to any one of claims 1 to 3, characterized in that the counteracting pressure means comprise means for transmitting a pushing force exerted on the gearing to which one of the interlocking gears is subjected when they are loaded. wherein the push force acts in the direction of disengagement of the selectively acting coupling means (18a, 18b). 6. Transmission means (18a) instead of said states, being lightened. Device according to claim 5, characterized in that the selectively acting coupling 18b) is so arranged as to transmit the power of the gears when these gears are at least partially coupled The transmission device according to any one of claims 1 to 6, characterized in that the combination of rotating elements having interlocking gear wheels comprises a differential gear assembly and by a selective coupling means the clutch (18b) is operatively engaged between the two rotating elements (8, 8). 13) for bringing the differential gear into operative operation in the first or second gear ratio, wherein the rotating reaction element (9) associated with the idling device (16) is a reaction rotating element by which the idling device (16) prevents rotation in the opposite direction as long as the clutch (18b) allows relative rotation between the two rotating elements (13, 8). The transmission device according to claim 7, characterized in that the activation means are immobilization means (43) which, depending on certain conditions, prevent rotation of the reaction rotating element (9) independently of the idling device (16), the transmission device further comprising activating means for simultaneously actuating the immobilizing means (43) in the direction causing blocking of the means (47) to exert additional pressure to release the clutch (18b). The transmission device according to claim 8, characterized in that the immobilization means comprises a brake (43) operatively connected in parallel to the idling device (16). The transmission device according to claim 8 or 9, characterized by. characterized in that the activation means comprise a hydraulic jack (44, 46b, 46c). 1 1 j j c e pr i amo The transmission device according to claim 10, characterized in that the plunger (44) of the hydraulic jack also actuates the mobilizing means (43) and forces said clutch (18b) to disengage via the axial shaft (B4). The transmission device according to any one of claims 1 to 11, characterized in that it comprises means (69a, 69b, 69c) for controlling the actuation of the means for applying additional pressure when the rotation speed falls below a predetermined threshold and means (69). 66, 71, 71b, 71c) selectively controlling the actuation of the means for applying additional pressure independently of a predetermined threshold. The transmission device according to claim 12, characterized in that a tachometric pump (57) is arranged at the end of the output shaft of the transmission device to determine the rotation speed. The transmission device according to claim 12 or 13, characterized in that the means for selectively actuating the means for applying additional pressure, independently of the threshold value, comprises a manually operated means (71, 71b, 71c) for adjusting the tension of the spring. (72, 72b, 72c) counteracting the pressure that is characteristic of a given rotation speed. A transmission device according to any one of claims 1 to 15 14, characterized in that the counteracting pressure means comprise a resilient means (34) for urging the selectively acting coupling means towards the coupled state. A method of operating a transmission device according to claim 15, characterized in that, in order to actuate the output shaft (2c) of the transmission device, the means (47) for applying additional pressure are actuated to bring the coupling means for selective coupling into an open state against the direction of action of the spring means (34). so that the rotation of the transmission device is performed with the lowest transmission ratio. Method for controlling the transmission device according to claim 16, characterized in that means (47, 47a) for applying additional pressure are actuated to bring the device into a neutral position, thereby setting the disengaged state and simultaneously actuating the input clutch (47). 38) to allow rotation of the input shaft (2a) of the transmission device, wherein the output shaft (2c) of the transmission device has a zero speed. Method of operating a transmission device according to any one of claims 1 to 15, characterized in that when the input shaft (2a) of the transmission device acts on a torque in the opposite direction of rotation to the direction of rotation of the input shaft (2a), selectively actuating means (47, 47a) to apply additional pressure to actuate the combination of the gears with the lowest transmission ratio. 19. A method of operating a transmission device, characterized in that the means (47, 47a) for applying additional pressure are actuated in the case of a vehicle equipped with a transmission device using brakes to adjust the operation of the transmission device during its operation. the lowest transmission ratio. Method of operating a transmission device according to any one of claims 1 to 15, characterized in that the means (43, 44, 47) for applying additional pressure and the actuating means are actuated when there is a requirement of the driver of the vehicle to achieve high power, a condition of the clutch by varying the condition of the condition after the condition, characterized in that (43, 44, 47) to apply additional pressure. to set the gear device to low gear ratio. A method according to claim 20, for controlling a transmission device comprising means for stabilizing each and every change of means by actuating a shockwave if a necessary requirement to increase vehicle performance is found. A method of operating a transmission device according to claim 3, characterized in that the means (44, 47) for applying additional pressure are actuated to act on the selectively acting coupling means (44, 471) with a force exceeding the force from the centrifugal weights (44). 29) only when the force from the centrifugal weights (29) corresponds to a speed that allows the transition from the lowest of the two transmission ratios, without the risk of exceeding the rotational speed of the input shaft (2a) of the transmission device.