ES2958386A1 - INERTIAL TORQUE CONVERTER AND CONTINUOUSLY VARIABLE TRANSMISSION MECHANISM - Google Patents

Abstract

The torque converter (100) comprises satellite gears (2) with eccentric mass (16), a satellite carrier (15) integral with a drive shaft (1) that supports the satellites (2), a planetary gear (3) which meshes with the satellites (2), a first free wheel (RO) and a second free wheel (RS), both capable of rotating freely in one direction and transmitting power in the opposite direction. The first freewheel (RO) can permanently connect the planetary (3) and the driven shaft (6) allowing synchronized operation in which the speed of the drive shaft (1) and the speed of the driven shaft (6) are equal, and engage alternately with the second freewheel (RS) allowing non-synchronous operation in which the speed of the driven shaft (6) is lower than the speed of the driving shaft (1) with the torque of the driven shaft (6) being greater than that of the drive shaft (1).

Description

DESCRIPTION

INERTIAL TORQUE CONVERTER AND MECHANISM

CONTINUOUSLY VARIABLE TRANSMISSION

Technical field

The present description refers, in general, to mechanisms for the transmission of power from a source of angular movement that comes from a drive shaft, or input shaft, to a receiving element associated with an output shaft, or driven shaft, which can work at a different speed and torque of the drive shaft.

More specifically, the present description refers to transmission mechanisms comprising a torque converter and a variable transmission connected to said torque converter.

Background

There are numerous transmission mechanisms to transmit power between two axles in various applications such as, for example, automotive, aviation, conveyors, winches, drilling equipment, industrial machinery, forklifts, construction equipment, ships, railway locomotives, wind turbines. , etc.

An example of a transmission mechanism includes a torque converter. In the automotive industry, a torque converter is a mechanism that makes the mechanical connection between the gearbox and the engine, graduating the torque and speed according to needs, performing the clutch function in a transmission.

They are well-known hydrodynamic type torque converters widely used in the automotive sector. Hydrodynamic type torque converters comprise a drive pump arranged to rotate integral with the engine crankshaft, or the flywheel. The booster pump is designed so that, when rotated by the engine crankshaft, it propels hydraulic fluid to an opposed-blade receiving turbine that is coupled to the vehicle's gearbox. A stator or reactor is arranged between the booster pump and the receiving turbine. When the engine increases the rotation speed of the crankshaft, the rotation speed of the drive pump increases, increasing the pressure of the current created in said hydraulic fluid, colliding with greater force against the receiving turbine, also making it rotate at a higher speed. From a certain engine operating speed, the rotation speed of the booster pump and that of the receiving turbine can become practically identical.

Since the booster pump and the booster turbine are not in direct contact, when the vehicle stops, the rotation speed of the booster turbine may be lower than that of the booster pump. The difference in speed between the booster pump and the receiving turbine is absorbed by the slip of the hydraulic fluid. This allows you to change gears and stop the vehicle with the engine running.

To vary the gear ratio, an epicyclic train is mechanically connected to the torque converter. The epicyclic gear comprises a series of satellite gears, planetary gears, and ring gears. One or more of said gears can be locked to give rise to different gear ratios.

Hydrodynamic torque converters only allow power transmission if the speed of the output shaft, or driven shaft, is less than the speed of the drive shaft. When it is desired that the speed of the driven shaft and the drive speed are synchronized, a clutch must be incorporated to override the torque converter, as occurs, for example, in automatic transmissions in automobiles.

Inertial type torque converters are also known in which the satellite gears incorporate eccentric masses that act by generating an oscillatory torque on the driven shaft due to the inertial forces of said eccentric masses. Examples of inertial type torque converters are described in patents GB185022, US5134894, US5833567, and US1860383. These torque converters usually also require at least one clutch, for example a one-way type, which makes the mechanism more complex and increases costs.

Therefore, an alternative to current transmission mechanisms that include a torque converter in which a clutch is required to synchronize the speed of the driven shaft and the speed of the drive shaft is necessary.

With the present transmission mechanism, it has been found that this need is met, the problems raised in the prior art are solved, and other additional advantages are provided, such as greater performance in power transmission, as will be seen below. .

Description

A torque converter for transmitting power between a drive shaft and a driven shaft arranged to rotate relative to a bed is described below.

The present torque converter comprises at least one group of satellite gears. Each set of planet gears comprises a plurality of planet gears, each of which has an eccentric mass. Therefore, the center of mass of a planet gear does not coincide with the geometric center of the planet gear. In a non-limiting example, each planet gear group comprises four planet gears. However, it may comprise a different number of satellite gears depending on the requirements. The inertial forces generated by the eccentricity of the mass of the satellite gears allow the torque to be adequately transmitted to the driven shaft.

The torque converter described also comprises at least one planetary gear that meshes with the satellite gears and at least one satellite carrier element that is integral with the drive shaft and that rotatably supports said group of satellite gears. In this description, reference to an integral element includes the direct attachment of said element to another element, the formation of said element to another element as a single piece, or the indirect attachment of said element to another element, for example, through of other elements.

The present torque converter also comprises a first freewheel associated with the planetary gear and the driven shaft, and a second freewheel associated with the planetary gear. The second freewheel can connect the planetary gear and the bedplate. Both freewheels are configured to rotate freely in one direction and transmit power in the opposite direction.

The first freewheel is adapted to permanently connect the planetary gear and the driven shaft allowing a synchronized operating regime in which the speed of the driving shaft and the speed of the driven shaft are equal, and to engage alternately with the second freewheel allowing a non-synchronous operating regime in which the speed of the driven shaft is less than the speed of the drive shaft with the torque of the driven shaft greater than the torque of the drive shaft.

Optionally, a third free wheel can be provided, also configured to rotate freely in one direction and transmit power in the opposite direction. Said third freewheel is configured to connect the drive shaft and the driven shaft by preventing the driven shaft from rotating at a higher speed than the driving shaft.

In some examples, the present torque converter may include a first reversing gear integral with the second freewheel. Said first reversing gear meshes with a second reversing gear which, in turn, meshes with a gear integral with the driven shaft. A third reversing gear may be provided, coaxial with said second reversing gear, which meshes with a fourth reversing gear. Said fourth reversing gear meshes, in turn, with a fifth reversing gear integral with the driven shaft.

It is also anticipated that a mechanism can be incorporated to modify the speed of the planetary gear. If included, said mechanism for modifying the speed of the planetary gear comprises a drive gear integral with the drive shaft and a driven gear connected to the planetary gear through a fourth freewheel. Said mechanism for modifying the speed of the planetary gear also includes a change shaft provided with a first change gear integral with said change shaft and which meshes with said drive gear through a sixth reversing gear and a second integral change gear. of the change shaft and that meshes with the driven gear.

The case is also contemplated in which the torque converter comprises an additional planetary gear integral with the driven shaft that meshes with an additional group of satellite gears. The additional group of satellite gears mesh with a toothed ring gear which, in turn, meshes with the aforementioned second change gear. Said toothed ring can be connected, through said fourth free wheel, to a satellite carrier element that is integral with the drive shaft and that rotatesly supports the additional group of satellite gears.

Also described is a continuously variable transmission mechanism comprising at least one torque converter as described above connected to the driven shaft thereof. Said continuously variable transmission mechanism may comprise a plurality of torque converters, for example, two or more. In this case, the eccentric mass of one set of satellite gears would be angularly out of phase by 180° with respect to the eccentric mass of an adjacent set of satellite gears. In said continuously variable transmission mechanism, elastic means can be incorporated to connect adjacent planetary gears so that said angular offset of the eccentric mass of corresponding groups of adjacent satellite gears is maintained. The continuously variable transmission mechanism can be connected to a variable transmission system connected to the driven axle.

With a transmission mechanism as described, which includes the aforementioned torque converter based on an inertial system and free wheels that transmit torque in one direction, it is possible to automatically and effectively regulate the transmission ratio between a drive shaft and a driven shaft based on the speed and torque applied to them, so that their speeds are automatically synchronized without the use of a clutch. As it is a mechanical system, losses associated with the movement of a fluid are avoided, as occurs with known hydrodynamic converters. With the transmission mechanism described, performance is improved, dimensions are reduced, and costs are also reduced. Furthermore, in the present torque converter, an overload will not brake the drive shaft, increasing the performance and durability of the motor. This torque converter can be applied in countless scenarios, for example, to modify the response of induction electric motors and, in general, in scenarios where hydrodynamic converters are not applicable due to dimensions or cost.

Other advantages and features of embodiments of the present transmission mechanism will become apparent to one skilled in the art from the following description of examples, or may be derived by putting the description into practice.

Brief description of the drawings

Below, some particular non-limiting examples of the present transmission mechanism will be described, with reference to the attached drawings.

In the drawings:

Figure 1 is a schematic perspective view of a first example of the present torque converter in a basic configuration;

Figure 2 is a sectional elevation view of the first example of the torque converter of Figure 1;

Figure 3 is a schematic exploded perspective view of a second example of the present torque converter, in a configuration in which a reversing mechanism is included;

Figure 4 is a front view of the second example of the present torque converter of Figure 3;

Figure 5 is a sectional elevation view of the second example of the torque converter of Figures 3 and 4;

Figure 6 is a schematic exploded perspective view of a third example of the present torque converter in a configuration in which a reversing mechanism is provided;

Figure 7 is a sectional elevation view of the third example of the torque converter of Figure 6;

Figure 8 is a schematic exploded perspective view of a fourth example of the present torque converter in a configuration in which shift gears are provided to vary the shift ratio;

Figure 9 is a sectional elevation view of the fourth example of the torque converter of Figure 8;

Figure 10 is a schematic exploded perspective view of a fifth example of the present torque converter in a configuration using a second set of satellite gears;

Figure 11 is a sectional elevation view of the fifth example of the torque converter of Figure 10;

Figure 12 is a schematic exploded perspective view of a sixth example of the present torque converter in a configuration using two sets of adjacent satellite gears;

Figure 13 is a sectional elevation view of the sixth example of the torque converter of Figure 12;

Figure 14 is a schematic exploded perspective view of a transmission mechanism comprising three torque converters connected together, according to the second example of Figure 3;

Figure 15 is a schematic perspective view of a power divider intended to be connected to the torque converter of Figures 1 and 2;

Figure 16 is a schematic exploded perspective view of an example of a torque converter connected to a continuously variable pulley and chain transmission mechanism;

Figure 17 is a schematic exploded perspective view of a variant of the third example of the torque converter shown in Figure 6 where the reversing gears have been replaced by a continuously variable pulley and chain transmission mechanism like that of the example illustrated in figure 16;

Figure 18 is a front view of a seventh example of the present torque converter; Figure 19 is a sectional elevation view of the seventh example of the torque converter; Figure 20 is a graph showing the response of the driven shaft to the application of a torque/angular velocity curve to the drive shaft in the torque converter; Figures 21a, 21b and 21c schematically show parameters related to the mechanics of the present torque converter that allow us to appreciate the influence of the eccentricity of the center of mass of the satellite gears;

Figure 22 schematically illustrates regions of rotating operation of the torque converter for a non-synchronous regime in which the speed of the driven shaft is not zero;

Figure 23 is a graph showing input torque and output torque versus eccentricity of the center of mass of the planet gear; and

Figure 24 is a graph showing the input torque and the output torque and versus the rotational operating cycle time of the torque converter.

Detailed description of examples

The non-limiting examples described below and illustrated in the figures of the drawings correspond to mechanical mechanisms for the transmission of power from a source of angular movement coming from a drive shaft 1 to a driven shaft 6 working at a speed and at a different torque. The drive shaft 1 and the driven shaft are arranged to rotate relative to a bed 20, for example, of a vehicle engine.

In the examples described in accordance with the figures, the transmission mechanisms comprise an inertial type torque converter, collectively designated by reference 100 in the figures.

In general terms for the examples described, the drive shaft 1 is integral with a satellite carrier element 15 that rotatably supports a group of satellite gears 2, such as four in the example of the figures included in the drawings.

Each satellite gear 2 incorporates an eccentric mass 16 so that, as illustrated in Figure 4, the center of mass 16a of each satellite gear 2 does not coincide with its center, but is displaced by an eccentricity angle a represented in Figure 4 of the drawings. When the torque converter 100 works according to a synchronous operating regime in which the angular speed of the drive shaft 1 is equal to the angular speed of the driven shaft 6, the eccentricity angle defined between the drive shaft 1 and the center mass 16a of planetary gear 2 has a constant value between 0° and 180°. When the torque converter 100 works according to a non-synchronous operating regime in which the angular speed of the drive shaft 1 and that of the driven shaft 6 are not equal, said eccentricity angle varies between 0° and 360°.

The planetary gears 2 mesh with a planetary gear 3. The planetary gear 3 is connected to the driven shaft 6 by a first freewheel RO. A second freewheel RS is also provided that rotates in the opposite direction to the first freewheel RO and that connects the planetary gear 3 to a bed 20. The first freewheel RO and the second freewheel RS are configured to rotate freely in one direction. and transmit power in the opposite direction. The first freewheel RO is adapted to permanently connect the planetary gear 3 and the driven shaft 6 allowing a synchronized operating regime in which the speed of the driving shaft 1 and the speed of the driven shaft 6 are equal, and to mesh alternately with the second freewheel RS allowing a non-synchronous operating regime in which the speed of the driven shaft 6 is less than the speed of the driving shaft 1 and the torque of the driven shaft 6 is greater than the torque of the driving shaft 1.

Figures 1 and 2 show a first particular example of the present torque converter 100 in a basic configuration comprising a group of four satellite gears 2, each with an eccentric mass 16, rotatably supported by a satellite carrier element 15 that It is integral with the drive shaft 1. The satellite gears 2 mesh with a planetary gear 3 connected to the driven shaft 6 through the first freewheel RO and connected to the bed 20 through the second freewheel RS. As indicated above, the free wheels RO, RS can rotate freely in one direction, while, in the opposite direction, said free wheels RO, RS transmit torque. The first freewheel RO allows the planetary gear 3 and the driven shaft 6 to be permanently connected, allowing a synchronized operating regime in which the speed of the driving shaft 1 and the speed of the driven shaft 6 are equal, and to engage alternately with the second wheel free RS allowing a non-synchronous operating regime in which the speed of the driven shaft 6 is lower than the speed of the driving shaft 1, the torque of the driven shaft 6 being greater than the torque of the driving shaft 1.

Reference is now made to Figures 21a-21c to 24. According to Figure 21a, the acceleration of the center of mass 16a is decomposed into a part due to the movement of the drive shaft 1 and a part due to the rotation of the planet gear 2. In particular, the angular velocity 02 of the satellite gear 2 can be determined as:

02 = 01 (1+R/r) - 03 ^R/r,

in which:

01 is the angular velocity of drive shaft 1;

03 is the angular speed of planetary gear 3;

Res the radius of the planetary gear 3; and

Resel radius of satellite gear 2.

In synchronized operation, when the angular speed of the drive shaft 1 and the driven shaft 6 are equal, the first freewheel RO is connected, that is, it transmits torque. The angle a has a constant value between 0 and 180°. In this case the angular speed 02 of the satellite gear 2 is the same as the angular speed 01 of the drive shaft 1.

Analyzing the inertial forces that act on the satellite gear 2, with a balance of angular momentum with respect to its axis, we have:

FD-r= m-(R+r)-ra2i5-e-sin a

in which:

F is the force transmitted by planetary gear 2 to planetary gear 3;

eis the eccentricity of the center of mass 16a of the planet gear 2;

a is the angle of eccentricity between the drive shaft 1 and the center of mass 16a of the planet gear 2;

Res the radius of the planetary gear 3;

res the radius of satellite gear 2; and

015 is the angular velocity of the satellite carrier element 15, which corresponds to the angular velocity of the drive shaft 1.

Therefore, the torque transmitted by the planet gear 2 to the planetary gear 3 for a given drive angular speed 015 of the planet carrier element 15 is:

Md= R /r(R r)-o215-e-sin a.

It can be seen, therefore, that the eccentricity of the satellite gears 2 is key to being able to transmit the torque to the driven shaft 6.

In non-synchronous operation, when the angular velocity 01 of the drive shaft 1, which corresponds to the angular velocity 015 of the planet carrier element 15, is greater than the angular velocity 03 of the driven shaft axis 6, the angle varies according to the expression: da/dt = (015 - 03)R/r.If, in said non-synchronous operation, the angular speed 03 and the linear speed of the contact point between the planetary gear 3 and the satellite gear 2 are equal, when the angle a is less than 180°, the torque Md=Fd R is transmitted to the driven shaft 6 from the first free wheel RO. If the angle a is greater than 180°, the sign of the force Fd varies and the second freewheel RS engages, that is, transmits torque to the driven axle 6.

Reference is now made to the graphs of Figures 23 and 24 which show, in a solid line, the input torque and, in a dashed line, the output torque when the speed of the driven shaft 6 is half the speed of the drive shaft. drive 1. In figure 23, the x-axis corresponds to the value of angle a in radians and in figure 24 it corresponds to the cycle time, with x being the total cycle time.

In non-synchronous operation, if the angular velocity 03 of the planetary gear 3 is not zero, four operating regions in rotation are determined according to the points A, B, D, E represented in Figure 22. Two operating regions correspond to the case in which neither the first freewheel RO nor the second freewheel RS are connected, which occurs when the center of mass 16a is in the operating region from point A to B and in the operating region from point D to E, another operating region from point B to D, when the first freewheel RO is connected, i.e. transmits torque, and another operating region from point E to A when the second freewheel RS is connected, i.e. transmits torque.

Starting from the position according to point A, the second freewheel RS is connected, that is, it transmits torque, so that, in the configuration of Figure 1, the angular velocity at point D is 0 and, in configuration of Figure 3 or 6, the angular velocity at point D is equal to the angular velocity of gear 4. Between point A and point B, the inertial force causes an increase in the velocity of point D and therefore therefore, an increase in the angular velocity 03 of the planetary gear 3. When the angular velocity 03 of the planetary gear 3 is equal to the angular velocity of the driven shaft 6 (point B), the first freewheel RO is connected so as to transmit torque according to the expression indicated aboveMd=R/r(R+r) o2i5 esin a. When the center of mass 16a exceeds point D, the inertial force tends to reduce the speed of point D, the first freewheel RO is disconnected, that is, it rotates freely, and the torque converter 100 reduces its speed until the speed of point D is zero or equal to the speed of gear 4, as indicated above (point E). Between point E and point A, the second freewheel RS is connected by transmitting torque. As can be seen in Figure 24, the time in the operating region from point B to point D is greater than the time in the other operating regions. This time, during which the first freewheel RO is connected, increases as the speed of the driven shaft 6 tends to the speed of the driving shaft 1. When the speed difference tends to zero, the time in this region tends to infinite and the torque converter 100 operates in a synchronized regime.

Returning to the first example of the present torque converter 100 of Figures 1 and 2, a third freewheel RB is also included, also configured to rotate freely in one direction and transmit power in the opposite direction. The third free wheel RB allows connecting the drive shaft 1 and the driven shaft 6, preventing the driven shaft 6 from rotating at a higher speed than the driving shaft 1. In this case, use can be made of the engine brake.

A second example of the present torque converter 100 is shown in Figures 3-5 in a configuration in which a reversing mechanism 4-5 is included. This second example of the present torque converter 100 presents a configuration equivalent to the configuration of the first example of the present torque converter 100 of Figures 1 and 2 with the addition of said reversing mechanism 4-5 constituted by a first reversing gear 4, which It is integral with the second freewheel RS and a second reverse gear 5 that meshes with the first reverse gear 4. The second reverse gear 5, in turn, meshes with a gear 6a that is integral with the driven shaft 6.

Various torque converters 100 can be connected to each other, for example, three torque converters 100 according to the second example, as illustrated in Figure 14. In this case, the drive shaft 1 has integrally mounted gears. drive 45, 45', 45" that mesh with corresponding planet carrier elements 15, 15', 15". Each planet carrier element 15, 15', 15" moves a group of four planet gears 2, 2', 2" with a corresponding 16, 16', 16” eccentric mass. The satellite gears 2, 2', 2” have their masses 16, 16', 16” offset by an average angle of 360°/N, N being the number of torque converters 100, in this example, three, as indicated previously. This offset is maintained through a series of torsion springs, not shown, that connect planetary gear 3 to planetary gear 3', and planetary gear 3' to planetary gear 3".

The satellite gears 2, 2', 2" mesh with a corresponding planetary gear 3, 3', 3". Each corresponding planetary gear 3, 3', 3" is connected to the driven shaft 6 through corresponding first freewheels, not shown. There are also corresponding second freewheels, not shown, that rotate in the opposite direction to said first freewheels, which connect each planetary gear 3, 3', 3" to corresponding reversing gears 4, 4', 4", which mesh with corresponding reversing gears 46, 46', 46" integral with a reversing shaft 26, as shown in said figure 14. In operation, the reversing gears 4, 4', 4" rotate the driven shaft 6 at a speed proportional to that of the reverse shaft 26 by means of the reverser 7-10 formed by the gears 7, 8 and 10, equivalent to the reverse mechanism 7-10 of the third example described below according to Figures 6 and 7.

In said figures 6 and 7, a third example of the present torque converter 100 is shown in a configuration that also includes another reversing mechanism 4-5, equivalent to the reversing mechanism 4-5 of the second example of figures 3-5 of the drawings. This third example of the present torque converter 100 presents a configuration equivalent to the configuration of the first example of the present torque converter 100 with the addition of yet another reversing mechanism 7-10 comprising a third reversing gear 7 mounted integral with the same shaft 23 where The second reverse gear 5 is mounted, as shown in Figure 6. The third reverse gear 7 meshes with a fourth reverse gear 8 which, in turn, meshes with a fifth reverse gear 10 mounted integrally with the driven shaft 6. This inverter is equivalent to the inverter of the example represented in figure 14.

A fourth example of the present torque converter 100 is shown in Figures 8 and 9. This fourth example of the present torque converter 100 presents a configuration equivalent to the configuration of the first example of the present torque converter 100 with the addition of a mechanism 24 intended to obtain a gear ratio to obtain a determined speed of the planetary gear 3. In particular, said mechanism 24 comprises a drive gear 9 integral with the drive shaft 1 and a driven gear 13 connected to the planetary gear 3 through a fourth freewheel RS', as shown in figure 9. The mechanism 24 also comprises a change shaft 17 in which a change gear 11 is mounted integrally therewith, which meshes with said drive gear 9 through a reversing gear 22. Mounted on the change shaft 17, also integral therewith, is a change gear 12 that meshes with the driven gear 13 mentioned above. This configuration makes it possible to obtain a suitable speed ratio between the drive shaft 1 and the driven gear 13. In this case, the second freewheel RS transmits the movement to the driven shaft 6 if the speed ratio between the drive shaft 1 and the Driven shaft 6 is small. From a certain value of said speed ratio between the drive shaft 1 and the driven shaft 6, the movement is transmitted to the driven shaft 6 through the fourth free wheel RS'.

A fifth example of the present torque converter 100 is shown in Figures 10 and 11 in a configuration in which a second set of planetary gears 21 is used. This fifth example of the present torque converter 100 is a variant of the previous fourth example shown in Figures 8 and 9. In this case, an additional planetary gear 19 is provided that is integral with the driven shaft 6. The additional planetary gear 19 meshes with said second group of satellite gears 21 which, in turn, mesh with a crown toothed ring 14. The toothed crown 14 has a toothing on its outer periphery that meshes with the second change gear 12 mentioned above for the previous example of figures 8 and 9, integral with the change shaft 17. The toothed crown 14 is connected, through the fourth freewheel RS' mentioned above, to another planet carrier element 18 integral with the drive shaft 1. This other planet carrier element 18 rotatably supports the said second group of planet gears 21. The planet gears 21 They mesh with the inner teeth of the ring gear 14.

In a sixth example of the present torque converter 100 shown in Figures 12 and 13 of the drawings, two groups of satellite gears 2, 2' arranged adjacent to each other and integral with the satellite carrier element 15 are used. In this example , the eccentric mass 16 of a group of satellite gears 2 is angularly out of phase by 180° with respect to the eccentric mass 16' of an adjacent group of satellite gears 2'. The satellite gears 2, 2' mesh with corresponding planetary gears 3, 3'. The planetary gear 3 is connected to the driven shaft 6 through the first freewheel RO, as shown in Figure 13, and the planetary gear 3' is connected, through a fifth freewheel RO', to a gear 5a that meshes with the reverse gear 5 mounted integrally with a reverse shaft 25, as shown in Figures 12 and 13. In this sixth example, an additional reverse gear 5' is also mounted integrally with the reverse shaft 25, which meshes with a corresponding reversing gear 5a'. Also mounted on said reversing shaft 25, integral with it, is the third reversing gear 7 that meshes with the fourth reversing gear 8 which, in turn, meshes with the reversing gear 10.

A perspective view of a power divider 27 is shown in Figure 15. The power divider 27 is configured to connect to the torque converter 100 of any example of Figures 1-14 and 16-19 described above. The power input to the power divider 27 is carried out through the drive shaft 28, which is integral with a planet carrier element 29. The planet carrier element 29 rotatably supports a group of planet gears 29a. The satellite gears 29a, in turn, mesh with a ring gear 29c and with a planetary gear 29b. The ring gear 29c can be connected to the drive shaft 1 and the planetary gear 29b can be connected to the driven shaft 6.

Examples of a torque converter 100 connected to a pulley and chain continuously variable transmission (CVT) mechanism 31 are shown in Figures 16 and 17. Figure 17 shows a perspective view of a variant of the third example of the torque converter 100 illustrated in Figures 6 and 7 of the drawings in which the reversing gears have been replaced by a pulley and chain CVT 31 as illustrated in figure 16.

In the particular example of Figure 16, the CVT 31 comprises a first pulley 32 that is mounted integral with a shaft 33 mounted rotatably with respect to the bed 20, and a second pulley 34 integral with the driven shaft 6 and, therefore, of the gear 6a, as shown in Figure 16. A transmission chain 35 of constant length mounted around the first pulley 32 and the second pulley 34 allows the rotation movement to be transmitted from one pulley to another and, therefore, to the driven shaft 6.

In the example of Figure 17, the CVT 31 comprises a first pulley 32 integral with the reverse shaft 23 where the reverse gear 5 is mounted as described above for the third example of the torque converter 100 illustrated in Figures 6 and 7. of the drawings. The reverse shaft 23 is mounted rotatably with respect to the bed 20. In said example of Figure 17, the CVT 31 also comprises a second pulley 34 integral with the driven shaft 6 associated with the reverse gear 4. In this case, there is also a drive chain 35 of constant length mounted around the first pulley 32 and the second pulley 34 to transmit the rotational motion from one pulley to another and therefore to the driven shaft 6.

In both examples of Figures 16 and 17, the effective diameter of the first pulley 32 and the second pulley 34 varies progressively, so that, while one increases, the other decreases, and vice versa. In this way, a CVT 31 is obtained with transmission ratios that can vary progressively within a certain range of possible ratios. In this way, the mechanism allows a vehicle to have the engine working at an optimal rpm despite the changes in speed and torque required on the drive wheels during operation.

Figures 18 and 19 still show a seventh example of the torque converter 100 with two groups of planet gears 2 and 2' connected through respective planet carrier elements 15 and 15' that include corresponding planetary gears 3. As shown in the figure 19, the drive shaft 1 moves a planetary gear 42 that meshes with satellite gears 40 which, in turn, mesh with a crown 41 fixed to the bed 20. Another set of satellite gears 42 is also provided that connect with a gear planetary gear 43 that moves the planet carrier element 15. The planet gears 42 also mesh with a crown 44 that can be operated to vary the angle between the planet carrier elements 15 and 15' and, consequently, modify the angular arrangement of the masses. eccentrics 16, 16' of the satellite gears 2 and 2'. The rest of the configuration of the torque converter 100 presents the same configuration shown in the example of Figures 3 and 5.

The graph in Figure 20 represents the response of torque T with respect to angular velocity w. By applying a torque T to the drive shaft 1 at an angular velocity w according to a curve A, as shown in the graph of Figure 20, in the configurations of the torque converter 100 of the examples described, the response of the driven shaft 6 is illustrated according to curve B, as shown in said graph of Figure 20. The torque converter 100 described is capable of operating in two clearly differentiated operating regimes. The torque converter 100 can operate in a synchronized operating regime, according to the zone S on the right of the graph of Figure 20, in which the speed of the drive shaft 1 is equal to the speed of the driven shaft 6 and the freewheel RO permanently connects the planetary gear 3 with the driven shaft 6. The torque converter 100 can also operate in a non-synchronous operating regime, according to the zone DS on the left of the graph of Figure 20. In this case, the first freewheel RO and the second freewheel RS engage alternately, and the speed of the driven shaft 6 is lower than the speed of the driving shaft 1, the torque of the driven shaft 6 being greater than that of the driving shaft 1, working as well as reducer.

The inventors have designed a prototype corresponding to the second example in Figure 3 where an electric motor with a nominal power of 0.09 KW and a nominal speed of 1350 rpm has been connected, with which they have verified that there is a notable improvement in performance. , a reduction in dimensions and costs.

Although only some particular examples of the description have been described here, the person skilled in the art will understand that other alternative embodiments and/or uses, as well as obvious modifications and equivalent elements, are possible. For example, the planet carrier element 15 can support a different number of planet gears 2. Furthermore, although pulley and chain continuously variable transmission mechanisms have been shown, any variable transmission mechanism, continuous or not, can be connected to the driven shaft. 6.

The present description, therefore, covers all possible combinations of the specific embodiments that have been described. Numerical signs relating to the drawings and placed in parentheses in a claim are intended only to enhance the understanding of the claim, and should not be construed as limiting the scope of protection of the claim. The scope of this description should not be limited to specific embodiments, but should be determined solely by a proper reading of the appended claims.

Claims (13)

1. Torque converter (100) for power transmission between a drive shaft (1) and a driven shaft (6) arranged to rotate with respect to a bed (20), the torque converter (100) comprising: - at least one group of satellite gears (2), each satellite gear (2) having an eccentric mass (16); - at least one satellite carrier element (15) integral with the drive shaft (1) that rotatably supports said group of satellite gears (2); - at least one planetary gear (3) that meshes with said gears of the group of satellite gears (2); - a first freewheel (RO) associated with the planetary gear (3) and the driven shaft (6); and - a second freewheel (RS) associated with the planetary gear (3) the free wheels (RO, RS) being configured to rotate freely in one direction and transmit power in the opposite direction, the first free wheel (RO) being adapted to: - permanently connect the planetary gear (3) and the driven shaft (6) allowing a synchronized operating regime in which the speed of the driving shaft (1) and the speed of the driven shaft (6) are equal, and - engage alternately with the second freewheel (RS) allowing a non-synchronous operating regime in which the speed of the driven shaft (6) is lower than the speed of the driving shaft (1) being the torque of the driven shaft (6) greater than the torque of the drive shaft (1). 2. Torque converter (100) according to claim 1, characterized in that it includes a third freewheel (RB) configured to rotate freely in one direction and transmit power in the opposite direction, and to connect the drive shaft (1) and the driven shaft (6) preventing the driven shaft (6) from rotating at a higher speed than the driving shaft (1). 3. Torque converter (100) according to claim 1 or 2, characterized in that the second freewheel (RS) connects the planetary gear (3) and the base (20). 4. Torque converter (100) according to claim 1 or 2, characterized in that it includes a first reversing gear (4) integral with the second freewheel (RS) which meshes with a second reversing gear (5). which, in turn, meshes with a gear (6a) integral with the driven shaft (6). 5. Torque converter (100) according to claim 1 or 2, characterized in that it comprises a third reverse gear (7) coaxial with the second reverse gear (5) which meshes with a fourth reverse gear (8). which, in turn, meshes with a fifth reversing gear (10) integral with the driven shaft (6). 6. Torque converter (100) according to any of the preceding claims, characterized in that it includes a mechanism for modifying the speed of the planetary gear (3) comprising a drive gear (9) integral with the drive shaft. (1) and a driven gear (13) connected to the planetary gear (3) through a fourth free wheel (RS'), providing a change shaft (17) provided with a first change gear (11) integral with said change shaft (17) and that meshes with the drive gear (9) through a sixth reversing gear (22) and a second change gear (12) integral with the change shaft (17) and that meshes with the gear activated (13). 7. Torque converter (100) according to any of the preceding claims, characterized in that each group of satellite gears comprises four satellite gears (2). 8. Torque converter (100) according to claim 6 or 7, characterized in that it comprises an additional planetary gear (19) integral with the driven shaft (6) that meshes with an additional group of satellite gears (21). which, in turn, mesh with a ring gear (14) which, in turn, meshes with the second change gear (12). 9. Torque converter (100) according to claim 8, characterized in that the toothed ring (14) is connected, through the fourth free wheel (RS'), to a satellite carrier element (18). integral with the drive shaft (1) that rotatesly supports the additional group of satellite gears (21). 10. Continuously variable transmission mechanism comprising at least one torque converter (100) according to any of the preceding claims connected to the driven shaft (6) thereof. 11. Mechanism according to claim 10, characterized in that it comprises at least two torque converters (100) in which the eccentric mass (16) of a group of satellite gears (2) is angularly out of phase by 180° with respect to to the eccentric mass (16) of an adjacent group of satellite gears (2'). 12. Mechanism according to claim 11, characterized in that it comprises elastic means that connect adjacent planetary gears (3, 3') to maintain the angular offset of the eccentric mass (16) of corresponding groups of adjacent satellite gears (2 , 2'). 13. Mechanism according to any of claims 10-12, characterized in that it includes a variable transmission system (30) connected to the driven shaft (6).