HK1163773B - Continuously variable transmission - Google Patents

Description

Continuously variable transmission

The invention is a divisional application of patent application with international application date of 2007, 6-21.2007, international application number of PCT/US2007/014510 and Chinese national application number of 200780030547.4.

This application claims priority to U.S. provisional application 60/816,713 filed on 26.6.2006, the entire contents of which are incorporated herein by reference.

Technical Field

The field of the invention relates generally to mechanical and/or electromechanical power modulation devices and methods, and more particularly to a continuous and/or infinitely variable planetary power modulation device and method for modulating power flow in a powertrain or driveline, such as from a prime mover to one or more auxiliary or driven devices.

Background

In some systems, a single power source drives multiple devices. Power sources typically have a narrow operating speed range where the power source performs best. The power source is preferably operated within its performance optimizing operating speed range. The driven device also typically has a narrow operating speed range where the driven device performs best. It is also preferable to operate the driven device within its performance optimizing operating speed range. A coupling device is typically used to transmit power from a power source to a driven device. In the case of using a direct connection, no adjustment device to couple the power source to the driven device, the driven device runs at the same speed as the power source. However, the optimum operating speed of the driven device is not generally the same as the optimum operating speed range of the power source. Therefore, it is preferable to incorporate in the system a coupling device adapted to regulate between the speed of the power source and the speed of the driven device.

The coupling between the power source and the driven device may be selected such that the speed input from the power source is reduced or increased at the output of a given coupling. However, in conventional systems, typical known powertrain architectures and/or coupling devices allow, at best, a constant ratio between the input speed of the power source and the speed at which power is delivered to the driven device. One such system is the so-called Front End Accessory Drive (FEAD) system used in many automotive applications. In a typical FEAD system, a prime mover (typically an internal combustion engine) provides power to run one or more accessories, such as a cooling fan, a water pump, an oil pump, a power steering pump, an alternator, and the like. During operation of the vehicle, the accessories are forced to operate at a speed that has a fixed relationship to the speed of the prime mover. Thus, for example, when the speed of the engine is increased from 800 revolutions per minute (rpm) at idle to 2500rpm at cruise speed, the speed of various accessories driven by the engine is increased in proportion to the increase in engine speed, such that some accessories may be operated at varying speeds ranging between 1600rpm and 8000 rpm. The result of this system configuration is that often all of the given accessories are not operating within their maximum efficiency speed range. Thus, inefficiencies arise from wasted energy during operation and oversizing of the accessories to control speed and/or torque ranges.

Accordingly, there is a continuing need for an apparatus and method of regulating power transfer between a prime mover and a driven device. In some systems, it may be beneficial to regulate the speed and/or torque transfer from the electric machine and/or internal combustion engine to one or more driven devices operating at varying effective optimal speeds. In some current automotive applications, a power conditioner is required to manage front end accessory drives within the existing packaging constraints. One or more of these needs are met by the power modulating device and/or drivetrain of the present invention described below.

Disclosure of Invention

The systems and methods shown and described herein have several features, none of which individually may achieve their desired attributes. Without limiting the scope described by the following description, the more prominent features of certain embodiments of the invention will now be described briefly. After considering this description, and particularly after reading the section entitled "detailed description of certain embodiments" one will understand how the features of the system and method provide several advantages over existing systems and methods.

One aspect of an embodiment of the invention relates to a compound power modulation device, generally as shown in fig. 15A-20. Another feature of an embodiment of the invention includes a power modulating device generally as shown in fig. 2A-2D, 3-4, 10, 13-14. Another aspect of an embodiment of the invention relates to a power modulating transmission system, generally as shown in FIGS. 1A, 1B or 21-22. Embodiments of the invention are also directed to apparatuses, assemblies, sub-assemblies, components, and/or methods generally as shown in fig. 1A-27B and described in the specification.

In one embodiment, the present invention relates to a Front End Accessory Drive (FEAD) for an automotive engine having a crankshaft. The FEAD may include a power modulating device mounted on the crankshaft, wherein the accessory is operatively coupled to the power modulating device. The power modulating device may have a variable planetary torque/speed regulator having a rotatable housing in some applications.

In other embodiments, the invention relates to a FEAD for a vehicle having a prime mover shaft. The FEAD may have a power modulating device coupled directly to the prime mover shaft. The FEAD may also include an accessory operatively coupled to the power modulating device. In certain embodiments, the power modulating device has a tiltable planet-leg (planet-leg) assembly. For example, the accessory may be a water pump, a cooling fan, or an air conditioning compressor. The power transmission coupling means may be an endless element, such as a belt or a chain. In some applications, the FEAD includes a bracket for securing the power modulating device to a non-movable element of the automobile. A control mechanism may be provided for controlling the ratio of the power modulating device. The control mechanism may include control hardware and/or software for controlling the stepper motor.

In another embodiment of the invention, the FEAD includes a compound device and a power transfer coupling device adapted to operatively couple the compound device to a prime mover. The compound device may include a starter motor, a generator, and a power conditioning device as follows: the starter motor, the generator and the power conditioning device are combined into a single device. The composite device may have an armature and a magnetic field component; the armature and the field element may be arranged such that both are rotatable about a common axis. The FEAD may also have a second power transfer coupling adapted to operatively couple the compound device to an accessory. The accessories may be, for example, a water pump, an air conditioning compressor, and/or a cooling fan. In some applications, the compounding device has a rotatable housing. In certain embodiments, the rotatable housing may be coupled to a plurality of permanent magnets.

Another aspect of the invention relates to a drivetrain having a prime mover coupled to a power modulating device, wherein the power modulating device is coupled to a driven device. The power modulation device may be coupled to the prime mover, such as through a planetary gear set. The driven device may be a compressor, a valve, a pump, a fan, an alternator, or a generator. The drivetrain may include a control system coupled to the power modulating device and/or the prime mover.

Yet another aspect of the present invention relates to a powertrain system having a prime mover coupled to a plurality of power modulating devices. In some embodiments, the drivetrain includes a plurality of driven devices coupled to the plurality of power modulating devices, one power modulating device for each driven device. The prime mover may be coupled to the plurality of power modulating devices by, for example, a belt.

In certain embodiments, another aspect of the invention relates to a power modulating device having a variator assembly, a cage assembly adapted to support at least a portion of the variator assembly, an input assembly adapted to receive torque into the power modulating device, and an output assembly adapted to transfer torque out of the power modulating device, wherein the input assembly and the output assembly are coupled to the variator assembly. The power modulating device may include a central shaft configured to support the cage assembly, the input assembly, and/or the variator assembly.

Another different aspect of the invention relates to a compound transmission having a sun shaft coupled to a sun. In certain embodiments, the compound transmission comprises: a plurality of planet gears, each planet gear having a planet shaft; and a control device operatively coupling the sun to the planet shafts. In one embodiment, the compound transmission is provided with a traction ring coupled to the plurality of planets and one or more magnets coupled to the traction ring. The compound drive may include an armature electromagnetically coupled to the one or more magnets and a power transfer coupling the armature to the sun shaft.

One aspect of the invention relates to a power modulating device having a plurality of spherical planets in contact with a sun, an armature operably coupled to the sun, an electric field member mounted coaxially about and concentrically with the armature, and first and second traction rings in contact with the plurality of spherical planets. In certain embodiments, the armature and the field member are configured such that both the armature and the field member are rotatable about an axis coaxial with the armature. In one embodiment, the power modulating device includes a sun shaft that is axially movable and configured to actuate the sun to facilitate shifting a gear ratio of the power modulating device. The power adjustment device may be provided with a shift screw mounted to the non-movable structure and a shift nut threaded onto the shift screw, wherein the shift nut is adapted to cause the sun shaft to move axially.

Another aspect of the invention relates to an apparatus for shifting a gear ratio of a power modulating device. The device includes a shift nut threadedly mounted on a shift screw mounted to an immovable structure. The shift nut is preferably adapted to cause the sun shaft of the power modulating device to move axially.

Another aspect of the invention relates to a shaft for transmitting torque in a power modulating device. In one embodiment, the shaft includes first and second pluralities of grooves parallel to a major axis of the shaft, the first and second pluralities of grooves formed on an outer surface of the shaft. The second plurality of slots is preferably located at an end of the shaft remote from the first plurality of slots. In some embodiments, the shaft is provided with a sun mount for receiving and coupling the power modulating device. In one embodiment, the shaft has a shaft bore formed generally within and concentric with the shaft.

Another aspect of the invention relates to a powertrain having an accessory coupled to a power modulating device having a plurality of tiltable spherical planets. In one embodiment, the power transmission system includes an electric machine coupled to the power modulating device for modulating a gear ratio of the power modulating device. In some embodiments, the drivetrain has a controller for controlling the electric machine. In one embodiment, the power modulating device of the drivetrain is provided with a sun shaft adapted to move axially as the motor modulates the ratio of the power modulating device.

These and other inventive aspects will become apparent to those skilled in the art upon reading the following detailed description and viewing the accompanying drawings.

Drawings

The accompanying drawings, which are incorporated in and form a part of this specification, illustrate certain features of embodiments of the invention.

FIG. 1A is a schematic block diagram of a powertrain system including a Power Modulation Device (PMD);

FIG. 1B is a schematic block diagram of another powertrain system including a PMD;

FIG. 2A is a cross-sectional view of one embodiment of a PMD;

FIG. 2B is a perspective view of the PMD of FIG. 2A;

FIG. 2C is a perspective view of the PMD of FIG. 2A having heat sinks on the housing;

FIG. 2D is a perspective view of the PMD of FIG. 2A with a cooling fan on the housing;

FIG. 3 is a cross-sectional view of a second embodiment of a PMD;

FIG. 4 is a partially exploded cross-sectional view of the PMD of FIG. 3;

FIG. 5 is a perspective view of a mounting bracket of the PMD of FIG. 1;

FIG. 6 is a perspective view of a control subassembly of the PMD of FIG. 1;

FIG. 7 is a cam roller disc that may be used with a PMD;

FIG. 8 is a stator plate that may be used with a PMD;

FIG. 9 is a perspective view of a skiving baffle that may be used with a PMD;

FIG. 10 is a cross-sectional view of a shift assembly that may be used with the PMD;

FIG. 11 is a perspective view of a planet leg assembly used in the PMD;

FIG. 12 is a perspective view of a cage that can be used in a ball type PMD;

FIG. 13 is a cross-sectional view of another embodiment of a PMD;

FIG. 14 is a perspective view of the PMD of FIG. 13;

FIG. 15A is a schematic view of a compound device including a PMD, a motor, and a generator;

FIG. 15B is a cross-sectional view of one embodiment of the composite device of FIG. 15A;

FIG. 16 is a partial perspective view of a spline assembly of the compound device of FIG. 15B;

FIG. 17 is a perspective view of the armature mount of the compound device of FIG. 15B;

FIG. 18 is a perspective view of a lamination of the composite device of FIG. 15B;

FIG. 19 is a perspective view of the armature of the compound device of FIG. 15B;

FIG. 20 is a perspective view of the composite device of FIG. 15B;

FIG. 21 is a perspective view of the PMD of FIG. 13B attached to a crankshaft of an automotive engine;

FIG. 22 is another perspective view of the PMD of FIG. 21;

FIG. 23 is a front view of an alternative traction ring of the PMD of FIG. 13;

FIG. 24 is a cross-sectional view of the traction ring of FIG. 23;

FIG. 25 is a perspective view of the traction ring of FIG. 23;

FIG. 26A is a perspective view of a shaft that may be used with the composite device of FIG. 15B;

FIG. 26B is a top plan view of the shaft of FIG. 26A in use therewith;

FIG. 26C is a cross-sectional view of the shaft of FIG. 26A;

FIG. 27A is an exploded perspective view of certain components of a control system for the composite device of FIG. 15B;

FIG. 27B is a cross-sectional view of the member shown in FIG. 27A;

FIG. 28 is a block diagram of a control system that may be used with the power modulating device described herein.

Detailed Description

The preferred embodiments will now be described with reference to the drawings, wherein like reference numerals refer to like elements throughout. The terminology used in the description presented herein is not intended to be interpreted in any limiting or restrictive manner simply because it is being utilized in conjunction with a detailed description of certain embodiments of the invention. Furthermore, embodiments of the invention may include several novel features, none of which is believed to be essential to the practice of the invention as described herein.

As used herein, the terms "operatively connected," "operatively coupled," "operatively linked," "operatively connected," "operatively coupled," "operatively linked," and the like refer to a relationship between elements (mechanical, linked, coupled, etc.) whereby operation of one element results in a corresponding, subsequent, or simultaneous operation or actuation of a second element. It is noted that in describing embodiments of the invention using the terms described, the specific structure or mechanism of the linking or coupling elements is generally described. However, unless specifically stated otherwise, when one of the terms is used, it is meant that the actual link or coupling may take a variety of forms, as would be apparent to one of ordinary skill in the art in certain circumstances. For purposes of this description, the term "radial" is used herein to refer to a direction or position that is perpendicular relative to the longitudinal axis of the transmission or continuously variable transmission. The term "axial" as used herein refers to a direction or position along an axis parallel to the main or longitudinal axis of the transmission or variator.

Inventive embodiments of the power modulating devices or torque and speed adjusters described herein relate generally to Continuously Variable Transmission (CVT) devices such as those disclosed in U.S. patent nos. 6,241,636, 6,419,608, 6,689,012, and 7,011,600, as well as in U.S. patent application 11/243,484 and patent application publication No.2006/0084549a 1. The entire disclosure of each of these patents and applications is incorporated herein by reference. Certain inventive embodiments described below include ball variators using ball speed adjusters, each generally having a tiltable axis of rotation. The speed regulator is also referred to as a power regulator, ball, planet, ball gear or roller. Typically, the adjusters are radially aligned in a plane perpendicular to the longitudinal axis of the CVT. The power adjuster arrays one traction ring per side that interfaces with the power adjuster and one or both traction rings apply a clamping force to the rollers for transferring torque from the traction ring through the power adjuster to the other traction ring. The first traction ring applies an input torque to the rollers at an input rotational speed. The rollers transmit torque to the second traction ring at an output rotational speed as the rollers rotate about their own axes. The ratio of input speed to output speed ("speed ratio") is a function of the ratio of the radii of the contact points of the first and second traction rings, respectively, from the roller's axis of rotation. The ratio is adjusted by tilting the roller axis relative to the CVT axis.

One aspect of the torque/speed adjustment devices disclosed herein relates to drive systems in which a prime mover drives various driven devices. The prime mover may be, for example, an electric motor and/or an internal combustion engine. For descriptive purposes herein, an accessory includes any machine or device that may be powered by a prime mover. For illustrative, but not limiting purposes, the machine or device may be a power take-off (PTO), a pump, a compressor, a generator, an auxiliary motor, or the like. The accessories may also include an alternator, a water pump, a power steering pump, a fuel pump, an oil pump, an air conditioning compressor, a cooling fan, a supercharger, and any other device typically powered by an automobile engine. As previously mentioned, typically, the speed of the prime mover varies with the power demand; however, in many cases, these accessories operate optimally at a given substantially constant speed. Embodiments of the torque/speed adjustment devices disclosed herein may be used to control the speed of power delivered to accessories powered by a prime mover.

For example, in certain embodiments, the speed adjusters disclosed herein may be used to control the speed of an automotive accessory driven by a pulley connected to the crankshaft of an automotive engine. Generally, the accessories must be stably operated both when the engine is idling at low speed and when the engine is operating at high speed. Typically, the accessories operate optimally at one speed and become less efficient at other speeds. In many situations where the engine is operating at a speed other than low, the accessories may consume excessive power, thereby reducing vehicle fuel economy. The power consumption caused by these accessories also reduces the ability of the engine to power the vehicle, making a larger engine desirable in some situations.

In some cases, inventive embodiments of the torque/speed regulator disclosed herein may be used to increase the speed of the accessories when the engine is operating at low speeds, and to decrease the speed of the accessories when the engine is operating at high speeds. Thus, the design and operation of the accessories may be optimized by allowing the accessories to operate at a substantially favorable speed, and the accessories need not be made larger than necessary to provide adequate performance at low engine speeds. The accessories can also be made smaller because the torque/speed modulating device can reduce the speed of the accessories when the engine is running at high speeds, reducing the pressure load that these accessories must withstand at high rpm. Because these accessories do not experience high speeds, their useful life can be substantially extended. In some cases, the vehicle may run smoother because the accessories do not have to run at low or high speeds. In addition, because these accessories operate at lower speeds, the automobile operates quieter at high speeds.

The torque/speed regulator disclosed herein may facilitate reducing the volume and weight of accessories and automotive engines, thereby reducing the weight of the vehicle and, therefore, improving fuel economy. In addition, the option of using smaller accessories and smaller engines reduces the cost of these components and the vehicle in some situations. Smaller accessories and smaller engines may also provide packaging flexibility and allow for a reduction in the size of the engine compartment. The torque/speed regulator described herein may also improve fuel economy by allowing the accessories to operate at their most efficient speed throughout the entire operating range of the engine. Finally, the torque/speed regulator improves fuel economy by preventing the accessories from consuming too much power at any engine speed other than low.

Referring now to FIG. 1A, a universal powertrain 50 is shown including a power modulating device 2 (or PMD 2) according to embodiments of the invention described herein. The drivetrain 50 can include at least one prime mover 4 coupled to the PMD2 via a first coupling 6. Typically, the PMD2 is adapted to transmit power to the driven device 8 through the second coupling device 8. In certain embodiments, the lubrication system 12 is coupled to the PMD2 or integrated with the PMD 2. Generally, the powertrain 50 can include a control system 14 coupled to the PMD2 and/or the prime mover 4.

The prime mover 4 may be, for example, an internal combustion engine, an electric motor, or a combination of both. In some applications, the prime mover 4 may be a human mechanical linkage; in other embodiments, the prime mover 4 may be a power assisted human powered drive. The first and second coupling devices 6, 10 may be any type of coupling device, depending on the application, ranging from spline, key or flange coupling devices to single planetary gear sets, gearboxes having multiple planetary gear sets and other gears arranged in parallel or in series. In certain embodiments, one or both of the coupling devices 6, 10 may not be used, in which case the PMD2 is coupled directly to the prime mover 4 or the driven device 8. The driven device 8 can be any machine or device adapted to receive torque input from the PMD2 and/or the second coupling device 10. The driven device 8 may be, for example, a compressor, a valve, a pump, a fan, a vehicle alternator, a generator, or the like.

In certain embodiments, the lubrication system 12 is a lubricant suitable for coating and/or cooling various components of the PMD 2. In other embodiments, the lubrication system includes components configured to facilitate and facilitate routing of lubricant throughout the PMD 2. For example, as described in more detail below, in one embodiment, the lubrication system 12 includes a wiper that directs lubricant from the inner surface of the PMD2 to other internal components of the PMD 2. In other embodiments, the lubrication system 12 can include a hydraulic circuit controlled by a pump, the circuit configured to deliver an appropriate amount of lubricant to various internal components of the PMD 2. In certain embodiments of the powertrain system 50, the control system 14 can be an electronic, mechanical, or electromechanical device for communicating with and controlling the PMD2, the prime mover 4, and/or the lubrication system 12. For example, in one embodiment, the control system 14 can be an electromechanical system having a motor controller with logic for actuating a motor to actuate one or more mechanical gears, linkages, etc. to cause a state change (e.g., a ratio change) in the PMD 2.

During operation of the powertrain system 50, the prime mover 4 generates and transmits power at a torque and speed, depending upon various load demands on the prime mover 4. The control system 14 is actuated in the following manner: the PMD2 receives power from the prime mover 4 and transmits the power to the driven device 8 at a desired (or adjusted) torque and speed level, which need not be the same as the torque and speed level at which the prime mover 4 may be operating. In some applications, it is desirable to control the PMD2 such that the PMD2 transmits power to the driven device at a constant speed, even though the PMD2 receives power from the prime mover 4 at fluctuating torque and speed levels.

Referring now to FIG. 1B, a powertrain 60 is shown. In certain embodiments, the drivetrain 60 can include a prime mover 4 coupled to one or more PMDs 2A, 2B, and 2C via one or more coupling devices 6A. In the illustrated embodiment, PMD 2A is coupled to a driven device 8A via a second coupling device 10A, and PMD 2B is coupled to a driven device 8B via a second coupling device 10B. In certain embodiments, the prime mover 4 is coupled to the complex device 16 by a coupling device 6A, and the complex device 16 can include at least one PMD2C connected to a driven device 8C and a transmission/driven device 8D. In one embodiment of the drivetrain 60, the coupling 6A includes a pulley that drives a belt, which in turn drives one or more PMDs 2A, 2B, and 2C. In certain embodiments, the second coupling means 10A, 10B may be, for example, a sprocket of a drive chain or a pulley of a drive belt. The chain and belt each drive a respective sprocket or pulley coupled to a respective driven device 8A, 8B. Thus, in one embodiment of the drivetrain 60, a power adjustment device may be used for each driven device present in the drivetrain 60. Although not shown, each PMD 2A, 2B, 2C may have its own control system 14 and/or lubrication system 12. In other embodiments, the compound device 16 can be a PMD2C coupled to or integrated with an alternator and/or a starter motor. For example, in one embodiment, the compounding device combines the PMD2C with a cooling fan and/or a water pump of the vehicle. It will be apparent to those skilled in the art that other combinations or combinations of drive/driven devices with PMD2C are possible and desirable.

Referring now to fig. 2A, one embodiment of a stepless planetary torque/speed regulator 100 (hereinafter referred to as power modulating device 100 or PMD 100) that can change input-to-output speed/torque ratios is shown. In some embodiments, the PMD100 has a central axis 105, the central axis 105 extending through the center of the PMD100 and beyond the first and second mounting brackets 10, 11. For purposes of illustration, the central axis 105 defines a longitudinal axis of the PMD100, which serves as a reference point for describing the position and/or motion of other components of the PMD 100. As used herein, the terms "axial," "axially," "transverse," "laterally" refer to a position or direction that is coaxial or parallel to the longitudinal axis defined by the central shaft 105. The terms "radial" and "radially" refer to a position or direction that extends perpendicularly from a longitudinal axis defined by the central shaft 105. In some embodiments, the first and/or second mounting brackets 11, 12 are adapted to be removable. A first end nut 106 and a second end nut 107, one at each end of the central shaft 102, connect the central shaft 105 to the mounting brackets 10, 11. The illustrated embodiment of the PMD100 is adapted for attachment to an automotive engine crankshaft to control the speed of accessories, such as a Front End Accessory Drive (FEAD) system; however, the PMD100 may be used on any device or vehicle that uses a torque/speed adjustment device. The central shaft 105 provides radial and lateral support for the cage assembly 180, the input assembly 155, and the output assembly 165. In this embodiment, the central shaft 105 includes a bore 199 adapted to receive the shift rod 112. The shift lever 112 performs ratio shifts in the PMD100, as described below.

PMD100 includes a transformer assembly 140. The variator assembly 140 can be any mechanism suitable for varying the ratio of the input speed of the PMD100 relative to the output speed of the PMD 100. In one embodiment, the variator assembly 140 includes a first traction ring 110, a second traction ring 134, a tiltable planet leg assembly 150, and a sun assembly 125. The first traction ring 110 may be a ring rotatably mounted about the central shaft 105 and coaxially mounted with the central shaft 105. At the radially outer edge of the first traction ring 110, the traction ring 110 extends at an angle and terminates at a contact surface 111. In some embodiments, the contact surface 111 may be a separate structure, such as a ring attached to the first traction ring 110, which would provide support for the contact surface 111. The contact surface 111 may be threaded or press-fit into the first traction ring 110, or it may be attached by any suitable fastener or adhesive. Thus, in some embodiments, the traction rings 110, 134 are generally annular members that contact the series of planets 101. In certain embodiments, the traction rings 110, 134 have support structures 113 that extend radially outward from the contact surface 111 and provide structural support to increase radial stiffness to prevent deformation of those portions under axial forces of the PMD100 and to allow the axial force members to move radially outward, thereby reducing the axial length of the PMD 100.

In some embodiments, the PMD100 includes a housing 138 that is generally a cylindrical tube rotatable about the central axis 105. The housing 138 has an interior that houses most of the components of the PMD100 and an exterior that is adapted to be operably connected to any component, device, or vehicle in which the PMD100 is used. In one embodiment, the exterior of the housing 138 is configured for use as a drive portion for an accessory in an automobile.

Referring to fig. 2C, the housing 138 in certain embodiments includes one or more fins 66 positioned radially about a perimeter of the housing 138. The heat sink 66 is preferably formed of a material capable of dissipating heat quickly, such as aluminum, copper, or steel, although any suitable material may be used. In some embodiments, the heat sink 66 and the housing 138 are formed as a single piece, while in other embodiments, the heat sink 66 is a separate piece and is attached to the housing 138 by standard fasteners, adhesives, interference fits, keys, splines, welds, or any other suitable method. In certain embodiments, fins 66 are formed as tubes from cast or forged aluminum, and fins 66 extend radially outward from the outer diameter from the tubular portion of fins 66. Among other things, the heat sink 66 can be adapted to dissipate heat generated during operation of the PMD100 and facilitate air flow through the PMD 100. In certain embodiments, the fins 66 are parallel to the axis of the central shaft 105. While in other embodiments, the fins 66 are configured as one or more flanges (not shown) around the outer diameter of the housing 138. In other embodiments, the heat sink 66 is a helical blade (not shown) that may be used as a fan.

Referring to fig. 2D, in certain embodiments, the cooling fan 68 is incorporated into the housing 138. In certain embodiments, the blades 69 of the cooling fan 68 are made of a fast heat dissipating material, such as aluminum, copper, or steel, although other materials, such as fiberglass nylon, or other plastics and composites, may be used. The cooling fan 68 is a separate part in some embodiments and is rigidly attached to the housing 138 using standard fasteners inserted through holes 70 in the cooling fan 68 and threaded into corresponding holes in the housing 138. In other embodiments, the cooling fan 68 may be attached by adhesive, keys, splines, interference fit, welding, or any other suitable method. In other embodiments, the cooling fan 68 is formed integrally with the housing 138. The blades 69 of the cooling fan 68 are preferably adapted to quickly dissipate the heat generated during operation of the PMD100 and to facilitate air flow throughout the engine compartment. In certain embodiments, the cooling fan 68 is adapted to pull air through the radiator, while in other embodiments, the cooling fan 68 is adapted to push air through the engine compartment.

Referring to fig. 2A, 2B, 10, and 11, the PMD100 can include a planetary leg assembly 150 for transferring torque from the first traction ring 110 to the second traction ring 134 and varying the ratio of input speed to output speed. In some embodiments, the planet leg assembly 150 includes a planet 101, a planet shaft 102, and a leg 103. The planet shaft 102 can be a generally cylindrical shaft that extends through a bore formed through the center of the planet 101. In some embodiments, the shaft 102 is bounded by the surface of a bore in the planet 101 by a needle or radial bearing that lines the planet 101 on the shaft 102. In some embodiments, the shaft 102 extends beyond the side of the planet 101 where the bore terminates, such that the leg 103 can actuate a shift of the axis of rotation of the planet 101. At the edge where the shaft 102 extends beyond the planet 101, the shaft 102 is coupled to the radially outer end of a leg 103. The legs 103 are radial extensions adapted to tilt the planet shafts 102.

The shaft 102 passes through a hole formed on the radially outer end of the leg 103. The legs 103 may be positioned on the shaft 102 by a locking ring, such as an e-ring, or may be press fit onto the shaft 102; however, any type of fixation between the shaft 102 and the leg 103 may be used. The planet leg assembly 150 can also include oblique rollers 151, the oblique rollers 151 being rolling elements connected to each end of the planet axle 102 and providing rolling contact of the axle 102 when other components of the PMD100 are aligned with the axle 102. In some embodiments, the legs 103 are provided with a shift cam 152 at the radially inner end. The shift cams 152 facilitate control of the radial position of the legs 103, which controls the angle of inclination of the shaft 102. In other embodiments, the legs 103 are coupled to a stator wheel 1105 (see fig. 11), which stator wheel 1105 allows for guiding and supporting the legs 103 in the cage assembly 180 or stator plate 800 (see fig. 8). As shown in fig. 11, the stator wheel 1105 may be angled relative to the longitudinal axis of the leg 103. In some embodiments, the stator wheel 1105 is configured such that the central axis of the stator wheel 1105 intersects the center of the planet 101.

Referring still to fig. 2A, 2B, 10, and 11, in various embodiments, the interfacing component between the planet 101 and the shaft 102 can be any of the bearings described in other embodiments below. However, in other embodiments, the planet 101 is fixed to the shaft 102 and rotates with the planet 101. In some such embodiments, bearings (not shown) are located between shaft 102 and legs 103 such that lateral forces acting on shaft 102 are reacted through legs 103 and cage assembly 180, or alternatively through cage assembly 180 (described in various embodiments below). In some such embodiments, the bearings between the shaft 102 and the legs 103 are radial bearings (ball or roller), journal bearings, or any other type of bearing or suitable mechanism or device.

Referring to fig. 2A, 3,4 and 10, the sun assembly 125 will now be described. In some embodiments, the sun assembly 125 includes a sun 126, shift cams 127, and sun bearings 129. The sun 126 is a generally cylindrical tube. In one embodiment, the sun 126 has a generally constant outer diameter; however, in other embodiments, the outer diameter is not constant. The shift cam 127 is located at one or both ends of the sun 126 and interacts with the shift cam 152 to actuate the legs 103. In the illustrated embodiment, the shift cam 127 is convex, but it may be any shape that produces the desired movement of the leg 103. In some embodiments, the shift cam 127 is configured such that its axial position controls the radial position of the leg 103, which controls the angle of inclination of the shaft 102.

In some embodiments, the radial inner diameters of the shift cams 127 extend axially toward each other to couple one shift cam 127 to the other shift cam 127. As shown in fig. 2A, the cam extension 128 forms a cylinder around the central axis 105. The cam extension 128 extends from one cam 127 to the other cam 127 and is held in place by a locking ring, nut, or other suitable fastener. In some embodiments, one or both shift cams 127 are threaded onto the cam plate extension 128 to secure it in place. In the illustrated embodiment, the convex curve of the cam 127 extends axially from the axial center of the sun assembly 125, locally farthest therefrom, then radially outward, and then axially inward, and rearward toward the axial center of the sun assembly 125. This cam profile reduces the locking that occurs at the axial extremes during shifting of the sun assembly 125. Other cam shapes may be used as well.

In the embodiment of fig. 2A, the shift lever 112 actuates a gear ratio shift of the PMD 100. In one embodiment, the shift rod 112 coaxially located within the bore 199 of the central shaft 105 is an elongated rod having a threaded end 109 extending out one side of the central shaft 105. The other end of the shift rod 112 extends into the sun assembly 125 where a shift pin 114 is included, the shift pin 114 being mounted generally transversely within the shift rod 112. The shift pin 114 engages the sun assembly 125 such that the shift rod 112 can control the axial position of the sun assembly 125. The lead screw assembly 115 controls the axial position of the shift rod 112 within the central shaft 105. In some embodiments, lead screw assembly 115 includes a shift actuator 117 that may have a shift gear 118 on an outer diameter thereof that threadingly engages a portion of an inner diameter thereof to engage shift rod 112. In certain embodiments, the shift bushing 119, which is constructed of a low friction material such as bronze or plastic, is a disc shaped member that is rotatably positioned on the central shaft 105. The shift bushing 119 may be axially constrained to the central shaft 105 by any means, and in the embodiment shown in FIG. 2A, the shift bushing 119 is held in place by the end nut 107. Shift actuator 117 is attached to shift bushing 119 using standard fasteners such as flat head screws. The shift gear 118 engages a drive gear 22 (see fig. 2B), which drive gear 22 may be actuated by a motor 20, such as an electric stepper motor, in some embodiments. In some embodiments, the shift gear 118 is a standard spur gear, while in other embodiments, the shift gear 118 may be other types of gears, such as a helical gear.

Referring to fig. 2A and 2B, the input assembly 155 allows torque to be transferred into the variator assembly 140. In certain embodiments, the input assembly 155 includes an input pulley 156 that converts linear motion, such as a belt (not shown), into rotational motion. In certain embodiments, the input pulley 156 receives torque from a belt operatively connected to a shaft of a prime mover, such as a crankshaft of an automobile engine or an electric motor. Although pulleys are used here, other embodiments of the PMD100 may use sprockets that receive motion from a chain, for example. The input pulley 156 transmits torque to an axial force generating mechanism, which in the illustrated embodiment is a cam loader 154 that transmits torque to the first traction ring 110. The cam loader 154 includes a first load cam ring 157, a second load cam ring 158, and a set of cam rollers 159 disposed between the load cam rings 157, 158. The cam loader 154 transfers torque from the pulley 156 to the first traction ring 110 and generates an axial force that is resolved into contact forces for the first traction ring 110, the planets 101, the sun 126, and the second traction ring 134. The axial force is generally proportional to the amount of torque applied to the cam loader 154. In some embodiments, the input pulley 156 applies torque to the first load cam ring 157 through a one-way clutch (not shown) that acts as an idler mechanism when the housing 138 is rotating and the pulley 156 is not applying torque. In some embodiments, the second load cam ring 158 may be integrated with the first traction ring 110.

Still referring to fig. 2A, a second cam loader 54 can be used to optimize the axial force applied to the planet 101. In one embodiment, the second cam loader 54 is located between the second traction ring 134 and the housing 138 and includes a load cam ring 57, a load cam ring 58, and a set of cam rollers 59 disposed between the load cam rings 57, 58.

As shown in fig. 2A, 2B, the end caps 160 facilitate packaging of the internal components of the PMD100 within the housing 138. In some embodiments, the end cap 160 is a generally flat disk that is attached to the open end of the housing 138 and has a hole through its center to allow passage of the first load cam ring 157, the central shaft 105, and the shift rod 112. In some embodiments, an end cap 160 is coupled to the housing 138 to help react the axial force generated by the cam loader 154. The end cap 160 may be made of any material capable of reacting axial forces, such as aluminum, titanium, steel, or a high strength thermoplastic or thermoset. The end cap 160 is secured to the housing 138 by fasteners (not shown); however, the end cap 160 may also be threaded or otherwise coupled to the housing 138.

In one embodiment, the end cap 160 has a groove formed around a radius of a side thereof facing the cam loader 154 that receives a preloader (not shown). The preloader may be a spring that provides an initial clamping force at a very low torque level. The preloader may be any device capable of providing an initial force to the cam loader 154 and thus to the traction ring 134, such as a spring or an elastic material such as an O-ring. The preloader may be a wave spring which may have a high spring constant and remain at a high level of resiliency throughout its lifetime.

In some embodiments, the preloader is loaded directly onto the end cap 160 through a thrust washer 162 and a thrust bearing 163. In the illustrated embodiment, the thrust washer 162 is typically an annular washer that covers the groove that receives the preloader and provides a thrust collar for the thrust bearing 163. The thrust bearing 163 may be a needle thrust bearing with high level thrust capability, improving structural rigidity and reducing tolerance requirements and cost compared to a combined thrust radial bearing; however, any type of thrust bearing or combination of bearings may be used. In certain embodiments, the thrust bearing 163 is a ball thrust bearing. The axial force generated by the cam loader 154 is reacted through the thrust bearing 163 and the thrust washer 162 to the end cap 160. End caps 160 are attached to the housing 138 to complete the structure of the PMD 100.

Still referring to fig. 2A and 2B, in certain embodiments, the pulley 36 is coupled to the housing 138. The pulley 36 may have a helical profile, but in other embodiments the pulley 36 may be designed to receive a timing belt, a V-belt, a circular belt, or any other type of belt. The pulley 36 may be keyed to the housing 138, or the pulley 36 may be pinned, threaded, splined, welded, press fit, or connected using any method that results in a rigid connection. In certain embodiments, the pulley 36 is integrally formed in the housing 138 such that the pulley 36 is integral with the housing 138.

In fig. 2A and 2B, one or more cam plate bearings 172 hold the first load cam ring 157 in a radial position relative to the central shaft 105, while an end cap bearing 173 maintains radial alignment between the first load cam ring 157 and the inner diameter of the end cap 160. Here, the cam disc bearing 172 and the end cap bearing 173 are needle roller bearings; however, other types of radial bearings may be used. The use of needle bearings allows for increased axial float and accommodates the binding moment (binding moment) generated by the pulley 156. In other embodiments of the PMD100, or any other embodiment described herein, each or either of the cam plate bearings 172 and the end cap bearings 173 may also be replaced by paired combination radial thrust bearings. In such embodiments, the radial thrust bearing not only provides radial support, but is also capable of absorbing thrust forces, which may help and at least partially relieve thrust bearing 163 from load.

Still referring to fig. 2A and 2B, a shaft 142 maintains the housing 138 in radial alignment with respect to the central axis 105, the shaft 142 being a support member coaxially mounted about the central axis 105 and maintained between the central axis 105 and the closed end inner diameter of the housing 138. The shaft 142 is fixed in angular alignment with the central axis 105. Here, key 144 secures shaft 142 in its angularly aligned position, but it may be secured by any means known to those skilled in the art. Radial hub bearing 145 fits between shaft 142 and the inner diameter of housing 138 to maintain the radial position and axial alignment of housing 138. The hub bearing 145 is held in place by the encapsulated shaft cover 143. The shaft cap 142 is a disk having a central bore that fits around the central shaft 105 and is here attached to the housing 138 by fasteners 147.

Referring now to fig. 3,4 and 10, an alternative embodiment PMD300 of PMD100 will now be described. The PMD300 includes a housing 351 that houses a traction ring 334, a cage 389, a sun assembly 325, a planet leg assembly 350, and a traction ring 310. The angle of the traction rings 310, 334 is reduced compared to the traction rings 110, 134, which increases the ability of the traction rings 310, 334 to resist axial forces and reduces the overall radial diameter of the PMD 300. The PMD300 has an optional shift mechanism, wherein the shift rod 312 includes a lead screw mechanism adapted to actuate axial movement of the sun assembly 325. In this embodiment, the lead screw mechanism includes a set of lead threads 313 formed on one end of the shift rod 312 located within or near the sun assembly 325. One or more sun assembly pins 314 extend radially from the cam plate extension 328 into the lead screw 313 and move axially upon rotation of the shift screw 312.

In the illustrated embodiment, the sun 326 does not have a constant outer diameter, but rather has an outer diameter that increases at the end of the sun 326. This design causes the lubricant in the PMD300 that contacts the sun 326 to be centrifugally drawn toward the maximum diameter of the sun 326. Once the lubricant reaches the end of the sun 326, the lubricant is sprayed radially from the center of the PMD300 to those components requiring lubricant. In some embodiments, this design allows the sun 326 to resist forces that attempt to drive the sun 326 axially away from the center position. However, this is merely an example, and the outer diameter of the sun 326 can be varied in any manner that the designer wishes to react the force applied to the sun 326 and assist in shifting the PMD 300.

Referring now to fig. 2A, 2B, 5 and 6, in certain embodiments, mounting brackets 10, 11 are adapted to attach PMD100 to a stationary object, such as a vehicle frame (not shown), an engine block (see fig. 21), or a bracket (not shown) attached to the vehicle frame or the engine block. In one embodiment, the brackets 10, 11 are mounted on a flat surface 26 formed near each end of the central shaft 105. End nuts 106, 107 are threaded onto each end of the central shaft 105 to clamp the mounting brackets 10, 11 to the PMD 100. In certain embodiments, the mounting brackets 10, 11 are made of steel, although in other embodiments, other materials may be used, such as titanium, aluminum, or composite materials. Either or both of the mounting brackets 10, 11 may be adapted to be detachable. The mounting bracket 10 may include an aperture 12 that enables the mounting bracket 10 to be attached to a stationary object, such as an engine block or a vehicle frame, using standard fasteners. In one embodiment, the mounting bracket 11 is removable and has an aperture that allows attachment to a stationary object, such as an engine block or a vehicle frame. The mounting brackets 10, 11 are attached to each other using standard fasteners in some embodiments. In other embodiments, rather than using a removable bracket 11, the mounting bracket 10 is a U-shaped member having a hole 12 formed therein, such that the PMD100 can be mounted to a stationary object using standard fasteners. In certain embodiments, the mounting bracket 11 may be quickly removed with standard fasteners to facilitate replacement of an input tape (not shown) or an output tape (not shown). In other embodiments, the mounting bracket 10 and/or the mounting bracket 11 may be of other shapes suitable for the target to which it is attached. In certain embodiments, one or both of the mounting brackets 10, 11 are operatively connected to the cage assembly 180 for anchoring the cage assembly 180 and preventing rotation thereof.

In some embodiments, the ratio of the PMD100 can be shifted and adjusted using the motor 20, such as a stepper motor. The motor 20 is mounted to the mounting bracket 10 by a motor bracket 24 and standard fasteners, and in some embodiments the motor bracket 24 is made of the same material as the mounting brackets 10, 11. The drive gear 22 is coupled to the shaft of the motor 20. The transfer gear 22 meshes with a shift gear 118, and in some embodiments, the shift gear 118 is larger than the transfer gear 22 to increase torque at the shift lever 112 and decrease speed at the shift lever 112. The shift bushing 119 is concentrically mounted on the central shaft 105 by a sliding fit, which allows the shift bushing 119 to rotate freely. The end nut 107 prevents the shift bushing 119 from moving axially toward the center of the PMD 100. The shift gear 118 is threaded onto the shift rod 112 and is attached to the shift bushing 119 by standard fasteners.

In operation, the motor 20 drives the drive gear 22, the drive gear 22 drives the shift gear 118, and the shift gear 118 rotates the shift lever 112, thereby causing a change in the speed ratio of the PMD 100. In some embodiments, the motor 20 is controlled by a logic device (not shown) having a control feedback loop that counts the rpm of the vehicle engine and/or the rpm of the PMD100 and then sends a signal to the stepper motor 20 to shift the PMD 100. Such logic devices are well known in the art.

Fig. 7 shows a cam ring 700 that can be used in a PMD such as PMD100, PMD300, or other ball planetary PMD. The cam ring 700 has a cam channel 710 formed in a radially outer edge thereof. The cam channel 710 houses a set of cam rollers (not shown) that may be spherical (e.g., bearing balls), but may also be any other shape that combines with the shape of the cam channel 710 to convert torque into torque and axial force components to mitigate the axial force applied to the variator assemblies 140, 340 substantially proportional to the torque applied to the PMD100, 300. Other such shapes include cylindrical rollers, barrel rollers, asymmetric rollers, or any other shape. In many embodiments, the material used for the cam plate channel 710 is preferably strong enough to resist excessive or permanent deformation under the loads that the cam plate 700 will experience. Special hardening treatments may be required in high torque applications. In some embodiments, the cam plate channel 710 is made of carbon steel having a hardness of 40HRC or greater. The operating efficiency of a cam loader (e.g., cam loader 154 of fig. 1, or any other type of cam loader) can be affected by the hardness value, typically by increasing its hardness to increase efficiency; however, high stiffness can lead to brittleness of the cam loading member and can lead to higher costs.

Fig. 7 illustrates an embodiment of a conformal cam. That is, the shape of the cam channel 710 substantially conforms to the shape of the cam roller. Since the channels 710 are in line with the rollers, the channels 710 act as bearing roller retainers, in some cases eliminating the use of cage elements to house and/or space apart the cam rollers. The embodiment of FIG. 7 is a single direction load cam ring 700; however, the load cam ring 700 can also be a bi-directional load cam ring (see examples of bi-directional load cam rings in FIGS. 23-25). In certain embodiments, eliminating the use of bearing roller retainers simplifies the design of the PMD100, 300. The conformal cam channel 710 also allows for reduced contact stresses between the bearing roller and the channel 710, allows for a reduction in the bearing roller size and/or number, or allows for greater flexibility in material selection.

Fig. 8 illustrates a cage disk or stator plate 800 used to form a support structure for cage 189, which cage 189 is the cage of cage assembly 180 of inverter assembly 140 or cage assembly 389 of inverter assembly 340. In some embodiments, the cage plate 800 is shaped to guide and support the legs 103 as the legs 103 move radially inward and outward during shifting. The cage plate 800 also provides angular alignment of the shaft 102. In some embodiments, the respective slots for the two cage discs 800 for the respective shafts 102 are slightly angularly offset to reduce the shifting force of the variator assemblies 140, 340.

In certain embodiments, the legs 103 are guided by slots in the stator plate 800. The leg rollers 1107 on the legs 103 (see fig. 11) follow the circular profile of the stator. The leg rollers 1107 typically provide a translational reaction point to counteract either the translational force generated by the shifting force or the traction contact rotational force. As the PMD100, 300 scales, the legs 103 and their respective leg rollers 1107 move in a planar motion, so that the legs 103 trace a circular envelope centered on the center of the planet 101. Since the leg rollers 1107 are offset from the center of the legs 103, the leg rollers 1107 trace an envelope that is similarly offset. To create a consistent profile on each stator plate 800 to match the planar motion of the leg rollers 1107, it is necessary to offset from the slot center a circular cut that is offset by the same amount as the rollers in each leg 103.

Referring now to fig. 2A, 9 and 12, an alternative embodiment of a cage assembly 389 is shown that uses a lubricant to enhance lubrication of the bulkhead 900. In the illustrated embodiment, in the case of the cage 389 (see also fig. 4), the support structure for the planets 101 is formed by connecting the cage discs 1220 to a plurality of baffles 1210, including one or more lubrication baffles 900. The lubrication bulkhead 900 has a wiper 910 for scraping lubricant off the surface of the housing 138, 351 and directing the lubricant back to the central element of the transducer assembly 140, 340. The lubricating partition 900 of some embodiments also has channels 920 that help direct the flow of lubricant to the area where it is most used. In certain embodiments, the portion of the partition 900 between the channels 920 forms a raised wedge 925 that flows lubricant to the channels 920. The wiper 910 may be integral with the bulkhead 900 or may be separate and made of a different material than the bulkhead 900, including but not limited to rubber, to enhance scraping lubricant off of the housing 138. The ends of the spacer 1210 and the lubricating spacer 900 terminate in flange-like bases 1240 that extend vertically to form a mating surface with the cage disks 1220. The base 1240 of the illustrated embodiment is generally planar on the side facing the cage disk 1240 and circular on the side facing the planet 101 to form the aforementioned curved surface on which the leg rollers 151 roll. The base 1240 also forms a channel in which the leg 103 travels.

An embodiment of the lubrication system and method will now be described with reference to fig. 3, 9 and 10. As the planets 101 rotate, the lubricant tends to flow to the great circles of the planets 101 and then spray toward the housing 351. Some lubricant does not fall on the inner wall of the housing 351 having the largest diameter; however, centrifugal forces cause these lubricants to flow to the maximum inner diameter of the housing 351. The blade 910 is positioned vertically so that it removes lubricant that has accumulated on the interior of the housing 351. Gravity pulls the lubricant down each side of the V-wedge 925 and into the channel 920. The spacer 900 is positioned such that the inner radial end of the channel 920 terminates adjacent the cam plate 327 and the sun 126. In this way, the sun 126 and cam plate 327 receive lubricant that circulates within the housing 351. In one embodiment, the wiper 910 is sized to have a clearance of about thirty thousandths of an inch from the cage 351. Of course, the gap may be larger or smaller depending on the application.

As shown in fig. 3 and 10, the cam plate 327 may be configured such that its side facing the sun 326 is sloped to receive lubricant falling from the channel 920 and direct the lubricant to the space between the cam 327 and the sun 326. After the lubricant flows onto the sun 326, the lubricant flows to the maximum diameter of the sun 326 where a portion of the lubricant is sprayed onto the shaft 102. A portion of the lubricant falls from the channel 920 onto the sun 326. The lubricant lubricates the sun 326 and the contact path between the planet 101 and the sun 326. Due to the inclination of the sides of the sun 326, a portion of the lubricant flows centrifugally outward to the edges of the sun 326 where it is then sprayed radially outward.

Referring to fig. 3, in some embodiments, the lubricant sprayed from the sun 126, 326 toward the shaft 102 lands on grooves 345, which grooves 345 receive the lubricant and pump it into the planet 101. A portion of the lubricant also lands on the contact surface 111 of the traction rings 110, 134 that contacts the planets 101. When the lubricant exits on one side of the planet 101, the lubricant flows under centrifugal force to the great circle of the planet 101. A portion of this lubricant contacts the first traction ring 110 and the planets 101, the contact surface 111, and then flows to the great circle of planets 101. A portion of the lubricant flows radially outward along the side of the second traction ring 134 facing away from the planets 101.

Referring to fig. 13, 14, 21, 22, in one embodiment, a PMD1300 is directly coupled to a crankshaft of an automotive engine 790. For simplicity, only the differences between PMD100 and PMD1300 are described. The central shaft 1305, which is similar to the central shaft 105, is modified so that the shifting is now performed from the side of the shaft cover 143 instead of the end cover 160. The motor 20, drive gear 22, motor bracket 24, mounting bracket 10 and lead screw assembly 115 are now present adjacent the shaft cap 143.

The crankshaft mount 1314 is adapted to be coupled to a corresponding portion (also not shown) of an engine crankshaft (not shown), and in some embodiments, the crankshaft mount 1314 is a generally disc-shaped member having a flange 1315. In certain embodiments, the flange 1315 includes holes through which standard fasteners are threaded into threaded holes on a corresponding portion of the engine crankshaft. In certain embodiments, the crankshaft mount 1314 is configured as a cylindrical coupling that is keyed to the engine crankshaft. In the embodiment of fig. 13, the crankshaft mount 1314 is coupled to the driver 1372 by a key, spline, fastener, interference fit, or any other suitable method. In some embodiments, driver 1372 is a cylinder made of hardened steel. In some embodiments, two needle bearings 1374, 1376 are provided within the bore of the driver 1372 and above the central axis 1305 to absorb the effective torque transfer loads generated during operation of the PMD 1300. The driver 1372 transmits torque to the first load cam ring 157 and is connected to the first load cam ring 157 by a key, spline, fastener, interference fit, or any other suitable method.

Referring to fig. 13 and 14, PMD1300 generally shifts in the same manner as PMD100 and has similar components to PMD100, but with the lead screw assembly 115, including shift actuator 117, shift cam 118, shift bushing 119 and pulley lock ring 116, now in the vicinity of shaft 143. The motor 20, drive gear 22, motor bracket 24 and mounting bracket 10 are now also in the vicinity of the shaft 143. In this embodiment, both the mounting bracket 10 and the crankshaft mount 1314 combine to support the PMD 1300.

Referring to fig. 21 and 22, a PMD1300 is shown coupled to a crankshaft of an automobile engine 790 and operably coupled to an alternator 792, a power steering pump 794 and an idler pulley 796. An endless spiral belt 798 operatively coupled to pulley 36 and driven by pulley 36 powers alternator 792 and power steering pump 794. Other vehicle accessories (not shown) may also be driven by the threaded belt 798, such as a water pump, fuel pump, oil pump, air conditioning compressor, cooling fan, supercharger, and any other device that may be powered by the vehicle engine 790. In certain embodiments, the PMD1300 couples to the crankshaft through a speed/torque reduction mechanism. For example, a belt or chain can be coupled to a belt-driven pulley or chain-driven sprocket, respectively, connected to the crankshaft of the PMD 1300. In other embodiments, the PMD1300 can be adapted to include or cooperate with a harmonic balancer, which is a device that is typically coupled to a vehicle engine crankshaft to react vibrational forces generated during engine operation.

As described further below, other aspects of certain embodiments of the power conditioner shown herein relate to a hybrid device that integrates an alternator and/or starter motor with a power conditioning device (PMD). In certain embodiments, the PMD is configured as a planetary power conditioner such that both the armature and the stator (or field member) of the alternator/motor rotate. Because the rotor and stator rotate in opposite directions, a large speed differential is created, resulting in an alternator and/or starter motor with high power density. As used herein, an "armature" is one of two basic components of an electromechanical machine, such as an electric motor or generator. For purposes of illustration, the term "field component" herein refers to a second fundamental component of an electromechanical instrument, such as a field winding or a field magnet. Typically, the field component generates a magnetic field that affects the armature, so the field component typically includes a permanent magnet or an electromagnet formed by a conductive coil. The armature is typically a conductor or conductive coil oriented perpendicular to the field members and the direction of their motion, torque (rotary machine) or force (linear machine). In contrast to the field members, the armature is typically adapted to carry either current or electromotive force (or typically both). The armature may be adapted to carry current through the field member, thereby generating shaft torque (in rotary machines) or force (in linear machines). The armature may also be adapted to generate an electromotive force. In the armature, an electromotive force is generated by the relative movement of the armature and the field member. When the machine is used as a motor, the electromotive force opposes the armature current, and the armature converts the electrical energy into mechanical torque and transmits the torque to the load through the shaft. When the machine is used as a generator, the armature electromotive force drives the armature current, thereby converting the shaft mechanical energy into electrical energy.

As shown in fig. 15A, in one embodiment, the compounding device 1550 can include a sun shaft 1552 coupled to a sun 1554. In one embodiment, the control device 1556 is coupled to the sun 1554 and the planet shafts 102. A set of planets 101 is configured to be engaged to planets 1554 to transmit torque frictionally or through hydroelastic dynamic contact, or frictionally and through hydroelastic dynamic contact. A cage 1558 may be used to support and/or guide the planet axle 102 and/or components of the control device 1556, which cage 1558 may be a cage 389 and/or a stator plate including a general shape similar to the stator plates 800, 1220. In some embodiments, the traction rings 1560, 1562 are placed in contact with the planets 101 to transfer torque frictionally or through hydroelastic dynamic contact, or frictionally and through hydroelastic dynamic contact.

In one embodiment, the control device 1586 is coupled to the planet shaft 1552 and is adapted to generate axial movement of the sun shaft 1552. In some embodiments, the control device 1556 and the control device 1586 are operatively coupled such that axial movement of the sun shaft 1552 is coordinated with axial movement of the sun 1554 and tilting of the planet shafts 102. Although in fig. 15A, the sun shaft 1552 is coupled to the sun 1554 in such a way that the sun shaft 1552 and the sun 1554 must move axially together, in other embodiments, the axial movement of the sun shaft 1552 is decoupled from the sun 1554. Thus, in some embodiments, the control 1556 actuates tilting of the planet shafts 102 and/or axial movement of the sun 1554, but the sun shaft 1552 remains axially stationary. The control devices 1556, 1558 may be any electronic, mechanical or electromechanical device, magnetic or electromagnetic device, servo motor or servomechanism adapted to effect tilting of the planet shafts 102 and/or axial movement of the sun shaft 1552 and/or sun 1554, which may be simultaneous with tilting of the planet shafts 102 in some cases. For example, in one embodiment, the control device 1586 can be a lead screw mechanism powered by an electric motor to axially move the sun shaft 1552. The mechanical coupling between the sun shaft 1552 and the planet shafts 102 causes the planet shafts 102 to tilt as the sun shaft 1552 moves axially.

In one embodiment, the composite device 1550 may include an outer shell or housing 1564 that includes and/or protects the internal components of the composite device 1550. In certain embodiments, housing 1564 comprises a generally cylindrical shell secured to an end cap; in other embodiments, the housing 1564 comprised of a cylindrical shape may have a bottom with a central aperture and an opening covered with a cover plate with the cover plate also having a central aperture. In one embodiment, the pull ring 1562 is integral with at least a portion of the housing 1564. In certain embodiments, at least a portion of the housing 1564 is coupled to a power transfer coupling 1566; in other embodiments, the power transmission coupling 1566 is coupled directly with the traction ring 1562, or the power transmission coupling 1566 is integrally formed with the housing 1564 and the traction ring 1562.

In some embodiments, the compound device 1550 includes one or more Axial Force Generators (AFG)1568 that provide a clamping force to facilitate torque transfer through the traction ring 1560, the planets 101, the sun 1554, and the traction ring 1562. The AFG 1568 may be, for example, of the type described above with reference to fig. 2A and 13, wherein one or more cam loaders 54, 154 serve as axial force generators. In certain embodiments, the sun shaft 1552 is coupled to a power transfer coupling 1570 adapted to transfer torque to or from the shaft 1570. The power transfer coupling 1572 is operatively coupled to transfer torque to or from the traction ring 1560. In certain embodiments, the power transfer coupling 1572 couples to the traction ring 1560 through the AFG 1568; in other embodiments, the power transfer coupling 1572 and AFG 1568 are at least partially integrated with each other. The power transfer coupling 1566, 1570, 1572 may be any device, feature or member suitable for transferring power (power having torque and/or speed characteristics); for example, the power transfer couplings 1566, 1570, 1572 may be pulleys, sprockets, one-way clutches, flywheels, cogs, rods, cranks, splines, keys, interference fits, welds, magnetic field components, etc., which may be suitably configured to transfer power in cooperation with a corresponding pulley, chain, belt, etc.

As shown in FIG. 15A, the compound device 1550 may include a motor/generator unit 1574 that operates in conjunction with other components of the compound device 1550. The motor/generator unit 1574 can include an armature 1576 mounted concentrically about the sun shaft 1552. Armature 1576 is adapted to cooperate with magnetic field generator 1578 to provide the function of a generator or motor. Magnetic field generator 1578 may be a set of permanent magnets or an electromagnetic subassembly. In some embodiments, the magnetic field generator 1578 is coupled to the housing 1564 and/or the traction ring 1562. In other embodiments, the magnetic field generator 1578 is coupled to the traction ring 1562 and/or the housing 1564 by flanges, splines, gears, or the like. In some embodiments, the sun shaft 1552 is coupled to the armature 1576 via a power transfer coupling 1580, which may be a slotted spline, a straight spline, a ball spline, a plain spline, a key, or the like 158.

In one embodiment, the armature 1576 is coupled to electrical conductors 1582, which conductors 1582 are coupled to electrical connectors 1584. The compound device 1550 of fig. 15A shows three electrical conductors 1582 representing the three leads of a three-phase motor/generator. However, in other embodiments, the motor/generator unit 1574 may include more or fewer phases. The electrical connectors 1584 can be any device suitable for receiving electrical current from the electrical conductors 1582 or delivering electrical current to the electrical conductors 1582. In certain embodiments, electrical connections 1584 include rotating electrical conductors and/or batteries.

During operation, in one configuration, power may be input into the compounding device 1550 through the PTC 1570. If the prime mover, e.g., the crankshaft of an automobile, drives PTC 1570 in a clockwise direction, thereby driving sun shaft 1552, sun 1554 is driven in a clockwise direction. With the cage 1558 fixed to ground, the planets 101 rotate in a counterclockwise direction, driving the traction rings 1560, 1562 counterclockwise. The traction rings 1560, 1562 may then be rotated in a counter-clockwise direction to transfer power to the PTCs 1572, 1566, respectively. The power of the PTCs 1572, 1566 may be used to drive, for example, automotive accessories such as water pumps, cooling fans, air conditioning system compressors, and the like. At the same time, the polarity of the motor/generator unit 1574 is set such that when the sun shaft 1552 drives the armature 1576 through the PTC 1580, the armature 1576 and the magnetic field generator 1578 interact to generate electricity, which is received by the electrical conductor 1582 and transferred to the electrical connection 1584.

In another operating configuration, for example, the compound device 1550 draws power in a counterclockwise direction at PTC1572 from the crankshaft, either directly or through a drive belt. Mechanical power may then flow through the traction ring 1560, the planets 101, the traction ring 1562, and out through the housing 1564 and/or the PTC 1566 in a counter-clockwise direction. Mechanical power can also flow through the traction ring 1560, the planets 101, the sun 1554, and the sun shaft 1552, and out through the PTC 1570 in a clockwise direction. In some embodiments, the PTC 1570 can be located at either end of the sun shaft 1552. Mechanical power may also be converted to electrical energy as the traction ring 1562 drives the magnetic field generator 1578 in a counter-clockwise direction while the sun shaft 1552 drives the armature 1576 in a clockwise direction.

In another operating configuration, the compound device 1550 may be used as an electric motor, wherein the electric motor may be used to start a prime mover, such as an automobile engine. Electrical energy is transferred to the compound device 1550 through electrical connection 1584. The power source may be, for example, a battery. Electrical energy transferred to the compounding device 1550 energizes the armature 1576, which then interacts with the magnetic field generator 1578 to generate a drive torque that drives the sun shaft 1552 via the PTC 1580, which PTC 1580 is coupled to the sun shaft 1552 and the armature 1576. If the polarity of the motor/generator unit 1574 is selected to cause clockwise rotation of the sun shaft 1552, the sun shaft 1552 drives the sun 1554 clockwise. This causes the sun 101 to be driven counterclockwise, driving the traction rings 1560, 1562 in a counterclockwise direction. Power may then be taken from the PTCs 1566, 1572. In one embodiment, PTC 1566 is operatively coupled to a front end accessory drive system, which may include a plurality of pulleys, belts, sprockets, chains, gears, and/or one or more accessories. PTC1572 may be coupled directly or indirectly to the crankshaft in a manner that facilitates starting of the prime mover. The PTC 1570 can be located at either end of the sun shaft 1552, can be used or removed from use, or is not present at all, depending on the embodiment.

It should be noted that there are many possible operational configurations other than the above-described structure. The above-described operating configurations are provided as examples only, and their description is not meant to exclude other possible operating configurations or to limit in any way the variety of operating configurations possible for the compound device 1550. For example, in certain embodiments, the cage 1558 can be adapted to rotate about the sun shaft 1552. When the cage 1558 is so arranged, the compound device 1550 can have stepless torque/speed regulation.

For any of the operating configurations described above, the control devices 1556, 1586 may be configured to adjust the torque/speed ratio between the power input and the power output by tilting of the planet axle 102. For example, if power is input from the crankshaft to PTC1572, which changes torque/speed over time, then compounding device 155 may be controlled such that the power output at PTC 1566 is at a constant speed, which may be used, for example, to drive a set of accessories.

Referring now to fig. 15B-20, a PMD600 is shown that includes a motor/generator 601. The PMD600 including the motor/generator 601 is one embodiment of the compound device described above with reference to fig. 15A; for simplicity, the composite device and PMD600 described below are interchangeable. In some configurations, at optional times, the PMD600 can provide the functionality of a starter motor for the engine and the functionality of an alternator (or generator) for the vehicle. The motor/generator 601 is also referred to herein as the M/G601. For simplicity, only the differences between PMD100 and PMD600 are described. In one embodiment, the M/G601 is a 4-pole motor with 3 armature phases. The M/G601 may have an armature 682 and a field 694 that rotate in opposite directions. The armature 682 is operatively connected to the sun 718. Due to the planetary configuration of the planets 101, the sun 718 rotates in the opposite direction to the direction of rotation of the traction ring 750. The field members 694 may be integral with the traction ring 134 or may be separately formed and coupled to the traction ring 134, in certain embodiments the field members 694 are rotating magnet cylinders rigidly connected to the traction ring 134. In certain embodiments, the field part 694 utilizes permanent magnets 680 positioned annularly around and connected to the inner diameter of the field part 694. In other embodiments, the field 694 uses one or more electromagnets to generate the magnetic field. In some embodiments, the armature 682 includes coils 684 wound around a plurality of laminations 686 that are coupled to the armature mount 630. In one embodiment, armature 682 has twenty-four silicon iron laminations, each lamination having eighteen teeth. The armature mount 630 also positions the armature 682 relative to the field 694 and magnets 680 and guides a plurality of wires (not shown) that connect the armature 682 to a power source, such as an automotive battery (not shown). The armature mount 630 is operatively connected to the sun shaft 602 by a plurality of spline bearings 636. The sun shaft 602 is coaxial with the longitudinal axis 11 and is axially movable to actuate the sun 718 to shift the PMD600, the sun shaft 602 being a long cylindrical shaft centered in the PMD 600. The sun shaft is further described below with reference to fig. 26A-26C.

The cable 676 houses the wires of the M/G601 that are routed from the armature 682 through the armature mount 630 and terminate at the joint 674 inside the sun shaft 602. In one embodiment, the cylindrical joint 674 receives three wires from three phases of the armature 682 and directs the three wires to the rotating conductor 672. The rotating conductor 672, which is a cylindrical member, transfers current from the rotating end of the joint 674 to the fixed end of the conductor cap 668. In one embodiment, the rotating conductor 672 is of the type that uses a liquid metal, such as mercury, to carry current from the rotating end of the fitting 674 to the fixed end of the conductor cap 668. In another embodiment, a slip ring is used, although other suitable methods may also be used. Three wires 670 extending from the conductor cap 668 are connected to a motor controller (not shown) and/or a power source. In certain embodiments, the motor controller is connected to a power source.

Referring now specifically to fig. 15B and 20, in one embodiment, if M/G601 is operating as a motor, then sun 718 is closer to traction ring 750 than to traction ring 134. In many automotive applications, it is preferable to have a reduction in rpm from M/G601 to the engine crankshaft to obtain sufficient torque in multiples of the rotating engine. As the sun 718 moves toward the traction ring 134, the speed of the traction ring 134 decreases and the speed of the traction ring 750 increases relative to the speed of the sun 718. If the M/G601 is operating at a constant speed, then as the sun 718 moves toward the traction ring 134, the speed of the field 694 decreases because the field 694 is coupled to the traction ring 134 and rotates at a constant speed relative to the armature 682 and the sun 718. The net effect is that there is a sufficient speed reduction at the traction ring 750 in all ratios relative to the speed of the M/G601.

Combining the PMD600 with the M/G601 allows sharing of the shaft, housing, and bearings. Because in some applications of the PMD600 the traction rings 134 and the field 694 are made as one integral piece from magnets, the additional weight and cost of magnets surrounding the magnets 680 is eliminated or substantially reduced.

In other embodiments, the same liquid as in the PMD600 may be used to liquid cool the armature 682. Depositing the same liquid on the armature 682 allows a sufficient amount of power to be transferred through the M/G601. In certain embodiments, the liquid-cooled motor can use the same liquids, pumps, hoses, and seals as used in the PMD 600. In some embodiments, size and weight are reduced because three separate devices (i.e., the starter motor, the alternator, and the power conditioning device) are combined into one device. The smaller size and weight reduces inertia and allows the PMD600 and M/G601 to fit into a smaller space than would otherwise be required. Other embodiments that combine the PMD600 with the M/G601 provide increased efficiency from reducing the number of bearings required and eliminating other devices and pulleys.

Still referring to fig. 15B and 20, in one embodiment, a field 694 is coupled to the side cover 612 and the end cap 658. The side cover 612 and the end cover 658 can be rigidly secured to the field 694 using standard fasteners. The side covers 612 are generally disk-shaped members for containing lubricants, coolants, and protecting and containing the components of the PMD 600. In certain embodiments, the side cover 612 and the end cover 658 are made of steel, although other materials may be used. The traction ring bearing 605 fits around the extended outer diameter of the traction ring 750 and the interior of the bore of the end cap 658, and the traction ring bearing 605 may support radial and/or axial loads, depending on the embodiment. The traction ring bearing 605 allows relative movement between the traction ring 750 and the end cap 658. The cover bearings 626 located around the sun shaft 602 and inside the apertures of the side covers 612 provide relative movement between the field 694 and sun shaft 602 and can support radial loads and, in some embodiments, axial loads. A thrust bearing 624 for preventing the side cover 612 from moving axially is fitted between the side cover 612 and the shift screw 622. In certain embodiments, the thrust bearing 624 may support radial loads as well as thrust loads, or only radial loads. The shift screw 622 is typically a stationary piece that can be mounted to a rigid non-moving structure, such as a frame or chassis that can withstand the highest torque transmitted through the PMD600, by standard fasteners. A shift nut 621 is threaded onto the shift screw 622, and rotation of the shift nut 621 causes the sun shaft 602 to move axially, thereby shifting the PMD 600. The shift nut 621 is generally an annular member having a threaded central bore and does not experience large torques. In some embodiments, the shift nut 621 is made of aluminum, although other materials, including plastic and steel, may be used.

Referring now additionally to fig. 27A and 27B, in one embodiment, the PMD600 is shifted using the previously described stepper motor 20 and drive gears 22. The shift gear 748 is coupled to the outer diameters of the shift ring 620 and the shift nut 621 using a key, standard fasteners, an interference fit, an adhesive, or any other suitable method. The width of the shift gear 748 is sufficient to allow axial movement of the shift ring 620 and the shift nut 621 and still engage the drive gear 22. Other shifting methods may be used in place of the motor 20, including a centrifugal shifting mechanism using one or more weights that decrease the speed of the output pulley 724 and the sun shaft pulley 722 as the speed of the prime mover increases and that increase the speed of the output pulley 724 and the sun shaft pulley 722 as the speed of the prime mover decreases.

The shift nut 621 is attached to a disc-shaped shift ring 620 having a central bore by standard fasteners. In one embodiment, the shift ring 620 is made of the same material as the shift nut 621, although other materials may be used. The shift nut 621 and the shift ring 620 contain two shift bearings 625A, 625B that minimize friction when the shift nut 621 and the shift ring 620 rotate relative to the pin mount 650. The pin mount 650 is disc-shaped with a central bore that provides clearance for the shift screw 622. The pin mount 650 axis is coaxial with the longitudinal axis 11, aligned through counterbores in the shift nut 621 and the shift ring 620. The pin mount 650 has two threaded holes extending radially one hundred eighty degrees from its center; fewer or more threaded holes may be used. The two shift pins 616A, 616B are threaded pins that extend into holes in the pin mount 650, through slots in the shift screw 622, and into holes in the shift screw 622. in one embodiment, the two shift pins 616A, 616B are threaded into threaded holes in the pin mount 650, but may also be press fit or welded, or inserted using any other suitable method. The shift pins 616A, 616B contact two pin bearings 654A, 654B located on the sun shaft 602 and inside the bore of the shift screw 622. The pin bearings 654A, 654B provide relative movement between the rotating sun shaft 602 and the shift pins 616A, 616B and also absorb thrust loads generated by shifting the PMD 600.

Still referring to fig. 15B and 20, the stator bearings 614 fit within the holes of the stator plate 780B and around the sun shaft 602 to allow relative movement between the sun shaft 602 and the stator plate 780B, yet withstand radial loads. On the side of the sun shaft 602 adjacent the end cap 658, the shaft bearings 610 are mounted on the sun shaft 602 and within the apertures of the stator races 608. In certain embodiments, the shaft bearing 610 is a needle roller or cylindrical roller bearing where the rollers contact a hardened and polished area of the sun shaft 602. This allows the sun shaft 602 to move axially relative to the shaft bearing 610 with minimal friction. Stator race 608 is generally cylindrical and, in certain embodiments, is made of hardened steel, although any suitable material may be used. At a first end, the stator race 608 is rigidly attached to the stator plate 780A by standard fasteners, welding, or press fit into the bore of the stator plate 780A. At a second end, the stator race 608 is rigidly attached to a fixed structure, such as a frame or chassis. To provide relative movement between the stator race 608 and the traction ring 750, one or more race bearings 604A, 604B are mounted on the stator race 608 and inside the bore of the traction ring 750. The raceway bearings 604A, 604B also support radial loads and, in some embodiments, axial loads.

Referring now to fig. 15B, 16 and 17, one method of power transfer between the sun shaft 602 and the armature 682 is now described. In some embodiments, the sun shaft 602 includes one or more shaft grooves 634, the shaft grooves 634 being generally longitudinal grooves parallel to the axis 11, and in some embodiments having a slightly larger radius than the spline bearings 636. In certain embodiments, the spline bearing 636 is a generally spherical rolling element that transfers torque between the armature 682 and the sun shaft 602. The spline bearing 636 may be made of hardened steel or other suitable material. The number and size of the spline bearings 636 used depends on the amount of torque that must be transmitted, the radius and length of the shaft grooves 634, and the size of the PMD 600.

In one embodiment, one or more mounting slots 632 are formed in the inner diameter of the armature mount 630, in some embodiments the mounting slots 632 are the same as the shaft slots 634, but in other embodiments the mounting slots 632 may be longer or shorter and different radii may be used. In some embodiments, the spline bearings 636 are positioned such that the center of each spline bearing 636 is half-way between the radial depth of the shaft grooves 634 and the mounting grooves 632. Because the spline bearings 636 roll tangentially upward the same amount on the radius of the shaft and mounting grooves 634, 632, the spline bearings 636 are self-centering. Generally, the spline bearings 636 center the armature 682 relative to the sun shaft 602 when the one or more shaft grooves 634 and mount grooves 632 are positioned equiangularly. In some embodiments, a small amount of clearance is provided for spline bearing 636 to allow self-centering to occur, facilitating assembly. If a small amount of clearance is provided, the spline bearings 636 also position themselves in place when the PMD600 is first shifted. When the PMD600 is shifted, the spline bearings 636 roll axially along the shaft grooves 634 and the mount grooves 632 a distance that is half the distance the sun shaft 602 moves axially. Thus, in some embodiments, the length of the shaft grooves 634 and mounting grooves 632 is preferably about at least twice the length of the diameter of the spline bearings 636, doubling the number of spline bearings 636 in each shaft groove 634. In certain embodiments, stator bearing 614 and cap bearing 626 serve to limit axial movement of spline bearing 636.

Referring now to fig. 15B, 16, 17 and 26, the routing of the electrical wires to the armature 682 is now described. In some embodiments, three wires are directed into the shaft hole 638 of the sun shaft 602, as previously described, where the rotating conductor 672 converts the non-rotating wires into rotating wires. The wires contained in the cables 676 are guided into the cable tube 639, which is a hollow blind hole in the center of the sun shaft 602, and then through the axial grooves 635, which are slots extending axially along the portion of the sun shaft 602 that forms a passage from the outer diameter of the sun shaft 602 to the cable tube 639. The three wires (not shown) then exit the cable 676, branching off to each of the three stator phases within the wire cavity 648 of the armature mount 630. As the sun shaft 602 moves axially in the PMD600 during a shift, the sun shaft 602 alternately lengthens and shortens the wires connected to the armature 682. Wire cavity 648 provides space for additional length of wire required during a shift. To facilitate the routing of the wires, the armature mount 630 includes one or more mounting holes 646 that provide access to the wires within the wire cavity 648. Additionally, the armature mount 630 may include one or more line holes 644 formed axially through the wall of the armature 630 to facilitate the routing of each of the three wires to its respective stator phase. The assembly apertures 646 or the wiring apertures 644 may be used to pass wires and leads from the armature 682 so that the wires and leads may be pulled through the assembly apertures 646 or the wiring apertures 644, soldered together, insulated, and then reinserted into the wire cavity 648. In some embodiments, the radially extending wall of the armature mount 630 includes one or more lamination screw holes 642 adapted to secure the armature 682 to the armature mount 630.

Referring now to fig. 15B, 18, and 19, one embodiment of an armature 682 and a field member 694 are shown. As best shown in fig. 19, in some embodiments, the armature 682 includes an iron core made up of a plurality of laminations 686 stacked together and several conductive coils 684 wound around respective teeth 692 in the space provided by the slots 690. In other embodiments, a non-ferrous stator is used. In certain embodiments, eighteen slots 690 and eighteen teeth 692 are used; however, fewer or more slots and teeth may be used depending on the application. In some embodiments, the lamination holes 688 in each lamination 686 are used to secure the armature 682 to the armature mount 630. In one embodiment, standard fasteners, such as machine screws, are inserted through the lamination holes 688 and threaded into the threaded holes 642 of the armature mount 630.

Referring now to fig. 15B and 20, in certain embodiments, four magnets 680 are used to create a quadrupole M/G601; however, in other embodiments, fewer or more magnets 680 may be used. The magnets 680 may be of the permanent magnet type and may be made of suitable materials, including hard ferrite ceramics, samarium cobalt (samarium cobalt), and neodymium iron boron. In some embodiments, the magnet 680 has a radius at its outer diameter that matches the inner diameter of the field 694 and a radius at its inner diameter that is concentric with the field 694 and the armature 682. In some embodiments, the distance between the magnet 680 and the armature 682 is preferably as small as possible to maximize the magnetic flux and thus the torque produced by the M/G601 or the current produced by the alternator 601. Half of the magnets 680 are magnetized such that their polarities extend radially from south to north, and the other half of the magnets 680 have polarities extending radially from north to south. The magnets 680 are arranged such that each of the other magnets 680 has the same polarity.

Referring now to fig. 15B, although similar to the sun 126 of the PMD100, the sun 718 differs in that the sun 718 transmits power. The sun 718 is rigidly connected to the sun shaft 602 by interference fit, welding, standard fasteners, keys, or any other suitable method. Sun bearings 717A, 717B provide relative movement between the sun 718 and the non-rotating shift cam 713. The shift cams 713 are similar to the shift cams 127 of the PMD100 except that the shift cams 713 form a gap between their inner diameter and the sun shaft 602 to prevent interference between the shift cams 713 and the rotatably and axially movable sun shaft 602.

Referring now to fig. 15B, 20, 27A and 27B, the shift screw 622 and corresponding parts will now be explained. In some embodiments, a support bracket 740 is rigidly connected to the shift screw 622 to maintain the fixed position of the shift screw 622 during operation. Support 740 is attached to a rigid, non-rotating frame, chassis, or object. The shift bore 660, defined by the inner diameter of the shift screw 622, covers and protects the conductor cap 668, the rotating conductor 672, and other components. The shift slots 662 (see fig. 20) extend axially to limit and prevent rotation of the wires 670 and to allow axial movement of the wires 670 as the PMD600 is shifted. The threads 666 of the shift screw 622 may have a pitch and size to accommodate various shift speeds and shift forces that must be overcome. In some embodiments, the number of threads 666 is preferably greater than the axial length of axial movement of the sun shaft 602 to provide ease of assembly and wider tolerances.

The pin mount 650 has a hole slightly larger than the diameter of the threads 666 to provide clearance and unrestricted movement. To shift the PMD600, the shift nut 621 is rotated, causing the pin mount 650 to move axially. Two shift pins 616A, 616B are threaded into the threaded pin holes 656A, 656B and extend beyond the pin mount 650 into the shift hole 660. The shift pins 616A, 616B contact two pin bearings 654A, 654B located on each side of the shift pins 616A, 616B and provide relative movement between the sun shaft 602 and the shift pins 616A, 616B as well as absorb axial forces. The pin bearings 654A, 654B may be held in place by standard fasteners and, in one embodiment, a retaining ring is used that is inserted into a groove formed in the sun shaft 602 in the surface of the pin bearings 654A, 654B facing away from the shift pins 616A, 616B.

Referring to fig. 15B and 20, input pulley 720 is adapted to receive mechanical power input from a belt (not shown) operatively connected to a pulley on, for example, an engine crankshaft. In other embodiments, the input pulley 720 may be a sprocket driven by a chain. Power flows from the input pulley 720, through the traction ring 750, the planets 101, the second traction ring 134, and out the output pulley 724. In certain embodiments, the input pulley 720 and/or the output pulley 724 may be a V-belt pulley, a helical belt pulley, a timing belt pulley, or any other type of pulley or sprocket. The output pulley 724 rotates in the same direction as the input pulley 720 and may be configured to power accessories and other devices, such as in an automobile.

In some embodiments, power may also flow from the planet 101, through the sun 718, the sun shaft 602, and from the sun shaft pulley 722. The sun shaft pulley 722 rotates at a higher speed in the opposite direction from the output pulley 724 and may power accessories and other devices in the automobile. In some embodiments, the sun shaft pulley 722 has a pulley mounting slot 732, and the pulley mounting slot 732 may be the same shape and function as the mounting slot 632. In some embodiments, the sun shaft 602 has pulley shaft slots 734, and the pulley shaft slots 734 may be the same shape and function as the shaft slots 634. A pulley spline bearing 736 is inserted into the slot created by the pulley mounting groove 732 and the pulley shaft groove 734, which pulley spline bearing 736 is identical to the spline bearing 636 in some embodiments.

Still referring to fig. 15B and 20, the flange 738 is rigidly connected to the stator race 608 by a key, spline, interference fit, standard fasteners, or any other suitable method. In certain embodiments, a flange nut 730 is threaded onto a first end of the stator race 608 to axially restrain the flange 738. In one embodiment, flange 738 has a cut-out that provides an opening for a belt (not shown) wrapped around sun shaft pulley 722. During a shift of the PMD600, pulley bearings 728A, 728B located on each side of the sun shaft pulley 722 axially restrain the sun shaft pulley 722. Cover plate 726 is attached to flange 738. In certain embodiments, standard fasteners secure the flange 738 to the cover plate 726, both of which may be secured to a frame, support bracket, or other securing member, such as a mount of the PMD 600.

Any of the input pulley 720, sun shaft pulley 22, or output pulley 72 may be driven by a belt connected to a pulley on the engine crankshaft. Additionally, any of the pulleys 720, 722, or 724 may be configured to power an accessory or device of the vehicle. In some embodiments, only one of the pulleys 720, 722, 724 is used to power the accessories, such that one pulley is operatively connected to the engine crankshaft and only one pulley powers the accessories. In these embodiments, the remaining pulleys may be removed or not used.

Referring to fig. 15B, 20, 23-25, an alternative embodiment of a pull ring 750 is illustrated. In applications where the M/G601 is used primarily as a motor, torque enters the PMD600 at the second traction ring 134 and power is moved through the planets 101 to the traction ring 750. In this backdrive situation, the cam loader 154 preferably uses shallow V-shaped ramps on the traction ring 750 and/or the first load cam ring 157. The shallow V-shaped ramp allows for optimal axial force to be generated regardless of whether torque is entering through the traction ring 750 or the second traction ring 134. Fig. 23-25 depict embodiments in which the traction ring 750 forms a shallow V-shaped slope on the surface on the side opposite the contact surface 11. In certain embodiments, the ramps 752 are mirror images on either side of the V-shaped center 754. The chevron center 754 is the lowest point on the ramp and the ramp 752 is angled to either side of the chevron center 754.

Referring now to fig. 26A-26C and 15B, one embodiment of the sun shaft 602 includes one or more pulley shaft slots 734 adapted to mate with the pulley spline bearings 736 and the pulley mounting slots 732 to transfer torque from the sun shaft 602 to the sun shaft pulley 722, or vice versa. The sun shaft 602 can also include one or more shaft slots 634 adapted to mate with the spline bearings 636 and the mounting slots 632 to transfer torque from the sun shaft 602 to the armature mount 630, or vice versa. In one embodiment, the sun shaft 602 can include a seat 669 adapted to support the sun 718 and couple the sun shaft 602 to the sun 718. The seat 669 may include a spline or keyed coupling (not shown), for example, to engage a corresponding coupling device on the sun 718. To facilitate the receipt and guidance of cables 676 and the receipt of joint 674, sun shaft 602 may include an axial bore 638 and a cable tube 639 generally formed within sun shaft 602 and concentric with sun shaft 602. As shown in fig. 26A-26C, in certain embodiments, the sun shaft 602 includes an elongated neck portion 668 that is adapted to provide sufficient clearance for other components of the PMD600 and is also capable of withstanding and transferring the torque generated during operation of the PMD 600. The sun shaft 602 can be constructed of any suitable material designed to withstand the torque and speed of the PMD 600; in certain embodiments, the sun shaft 602 is made of hardened steel, although mild steel, aluminum, titanium, carbon fiber may also be used.

Referring now to fig. 27A-27B, a control mechanism assembly 675 for a PMD600 can include a shift gear 748 adapted to receive a shift bearing 625A and a pin bearing 654A. The control mechanism assembly 675 may also have a shift ring 620 adapted to receive a shift bearing 625B and a pin bearing 654B. The shift gear 748 and the shift ring 620 can be secured together to form a housing that includes a pin mount 650 located between the shift bearings 625A, 625B. The pin mount 650 is adapted to receive shift pins 616A, 616B, the shift pins 616A, 616B configured to be, for example, threaded into radial threaded holes 677 of the pin mount 650. As described above, rotation of the shift gear 748 on the shift screw 622 causes axial movement of the pins 616A, 616B actuating the sun shaft 602 through axial actuation of the pin bearings 654A, 654B, wherein the pin bearings 654A, 654B are operatively coupled to the sun shaft 602.

Referring now to FIG. 28, a control system 2800 that may be used with the powertrain system described herein is shown. The control hardware and software 2802 may include, for example, a micro-stage control microprocessor 2803 for receiving signals from a proportional-derivative control algorithm 2805, which proportional-derivative control algorithm 2805 may be stored in a memory of the control hardware and software 2802. The desired accessory speed 2806 may be stored in a memory for use by the control hardware and software 2802. In one embodiment, microprocessor 2803 receives signals indicative of the speed of prime mover 2804 (e.g., a signal from a speed sensor of the internal combustion engine crankshaft) and the actual accessory speed 2807 (e.g., a signal from a speed sensor of accessory 2810).

Proportional derivative control 2805 is adapted to implement a control strategy. The control hardware and software 2802 calculates an error 2809 (obtained through a feedback loop) between the desired accessory speed 2806 and the actual accessory speed 2807. Hardware and software 2802 estimates error 2809 by a proportional constant and a differential constant. If there is a difference between the desired accessory speed 2806 and the actual accessory speed 2907, the stepper motor driver 2814 causes the stepper motor 2816 to adjust the speed ratio 2808 of the PMD to more closely match the speed of the accessory 2810 to the desired accessory speed 2806. When the actual accessory speed 2807 becomes substantially equal to the desired accessory speed 2806, there is no longer an error signal, the stepper motor 2816 may be deactivated. In other embodiments, the stepper motor 2816 remains energized to maintain the speed ratio 2808. In other embodiments, a locking mechanism (not shown) may be used to prevent the speed ratio 2808 of the PMD from changing while the stepper motor 2816 is deactivated. In one embodiment, the stepper motor 2816 may be driven by a power source such as a 12V or 42V battery or system supply.

The embodiments described herein are examples provided to comply with legal requirements. These examples are merely examples that may be used and are not intended to be limiting in any way. Accordingly, the invention is not to be restricted except in light of the attached claims and by the examples.

Claims (10)

1. A front end accessory drive, comprising:

a compound device, the compound device comprising:

a starter motor;

a generator;

a power adjusting device;

wherein the starter motor, the generator and the power regulating device are combined into one device; and

a first power transfer coupling for operatively coupling the compounding device to a prime mover.

2. The front end accessory drive of claim 1, wherein the compound device comprises an armature, a field member, wherein both the armature and the field member are rotatable about a common axis.

3. The front end accessory drive of claim 2, further comprising a second power transfer coupling for operatively coupling the compound device to an accessory.

4. The front end accessory drive of claim 3, wherein the accessory comprises a water pump, an air conditioning compressor, and/or a cooling fan.

5. The front end accessory drive of claim 2, wherein the compound device comprises a rotatable housing.

6. The front end accessory drive of claim 5, wherein the rotatable housing is coupled to a plurality of permanent magnets.

7. The front end accessory drive of claim 5, wherein the rotatable housing is configured to generate a magnetic field.

8. The front end accessory drive of claim 4, wherein the first power transfer coupling comprises a gear assembly.

9. The front end accessory drive of claim 4, wherein the first power transmitting coupling comprises a planetary gear set.

10. The front end accessory drive of claim 4, wherein the power modulating device is coupled to the accessory through the second power transfer coupling.