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WO2001061211A2 - Systeme simple de liaison mecanique a roues, variable a l'infini et en continu - Google Patents

Systeme simple de liaison mecanique a roues, variable a l'infini et en continu Download PDF

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Publication number
WO2001061211A2
WO2001061211A2 PCT/US2001/005159 US0105159W WO0161211A2 WO 2001061211 A2 WO2001061211 A2 WO 2001061211A2 US 0105159 W US0105159 W US 0105159W WO 0161211 A2 WO0161211 A2 WO 0161211A2
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WO
WIPO (PCT)
Prior art keywords
gear
input
output
power
load
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2001/005159
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English (en)
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WO2001061211A3 (fr
Inventor
Legrande Brian Boyette
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to AU2001243183A priority Critical patent/AU2001243183A1/en
Publication of WO2001061211A2 publication Critical patent/WO2001061211A2/fr
Publication of WO2001061211A3 publication Critical patent/WO2001061211A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/74—Complexes, not using actuatable speed-changing or regulating members, e.g. with gear ratio determined by free play of frictional or other forces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously

Definitions

  • This invention relates to a family of continuously and infinitely variable gear-to-gear linkage mechanisms, especially as used for, but not limited to:
  • CVTs Infinitely or continuously variable transmissions (CVTs). CVTs are currently the most popular application of this technology. There are three major classes of CVTs: friction, hybrid and gear-to-gear and these will be discussed below.
  • transmissions provide an interface between a power source (e.g., a motor or an engine) and a load (e.g., wheels in a vehicle).
  • a power source e.g., a motor or an engine
  • a load e.g., wheels in a vehicle.
  • Vehicle engines have optimum operating speeds (angular velocities) and wheel speeds are dependent on operator demand. Engines typically operate best in a single, but narrow speed range. Wheels are required to not move (i.e., zero speed) or to operate at some positive (forward) or negative (reverse) speed. Engine and load operating requirements are significantly independent.
  • a transmission provides linkage between the two to accommodate the differences for a successful marriage.
  • a transmission handles in a vehicle allows the engine to operate within its speed range while providing the speed range required by the wheels.
  • shifting i.e., changing
  • the gear ratio can be changed as needed. This was done manually in the early “manual” transmissions. A driver would interrupt the power path with a clutch and then shift gears for a better ratio. This manual process was later automated in the "automatic" transmission. It was the same process, only the transmission automatically did the shifting.
  • CVT continuously variable transmission
  • CVTs come in three basic categories, friction, hybrid and geared. Some of the main disadvantages of each are as follows:
  • Friction CVTs Because of relative simplicity, friction based CVTs were the first to be developed. From what is found in industry, the most successful CVTs are friction-based devices. The most popular friction based CVTs use belts and pulleys or power transfer rollers. These types of CVTs have the following disadvantages: a. Have loose, imprecise or "slippy" coupling from input to output. b. Significantly limited in amount of power that can be transferred. c. Many are noisy d. Have high rate of wear e. Limited ratio range f. Limited rotational speed range (many require multiple modes or phases) g. Require clutches for operational modes to achieve a "geared neutral" (engaged, but zero output).
  • Clutches are also needed to expand operating range to make the transmission practical. h. Significantly limited in maximum rotational speed. i. Many designs require inefficient high-pressure hydraulics to operate. Some use rotatable hydraulic seals. These limit hydraulic pressure, reducing power transfer.
  • the pulleys are adjustable and can change the radius at which the belt is held. Changing the radius of the pulleys change the ratio of the transmission. As pointed out above, this design has numerous disadvantages. To be adjustable, the pulleys as well as the belt must be smooth. Because of this, the coupling from input to output is loose and slippy. This limits the amount of power that can be transferred.
  • the material that the belt is made of also limits power. If it can be stretched, too much power will stretch it. To overcome this, some designs use metal belts, but these belts are noisy. The metal of the belts also rub against the metal pulley surfaces, causing significant wear.
  • a more recent improvement in friction CVTs is a design that uses solid metal power rollers instead of belts.
  • This approach is seen in US patents 6,155,951 to Kuhn (2000), 6,152,850 to Inoue (2000), and EPO patent EP 1 061 288 A2 to Schmidt (2000).
  • the metal rollers are pinched between two curved (toroidal) surfaces. One surface is for power input and the other is for power output. The ratio of the transmission is determined by the angle of the roller between the surfaces.
  • Using a solid metal roller carries more power than a belt design. But since power is still coupled using friction, it is still limited. While not as noisy, the roller still has the same basic disadvantages of friction design.
  • gear-to-gear CVTs A true and practical gear-to-gear CVT is the "Holy Grail" of the transmission industry. The main difficulty with developing a gear-to-gear CVT is that gears are rigid elements. It appears to be a complete contradiction to use only rigid gears and still have variability. The seemingly impossible challenge in developing a gear-to-gear device that has variability has fought all practical efforts until now.
  • Friction is thus designed into any worm gear assembly by the angle of the gear helix.
  • the intent of the design is to have a sufficiently high enough ratio that most of the wheel gear force is nearly perpendicular to the worm surface.
  • the remaining force, which is directed "down the hill (slant)" of the worm is then very small. The force is so small that, because of friction, it cannot cause the wheel to slide along (down) the worm gear's slanted surface.
  • a worm and wheel gear can continuously hold or support a load during all operations. Friction and ratio performance issues, though, are major failings. These failings prevent this approach from being practical in many applications (see SUMMARY and OBJECTS and ADVANTAGES). b) Ratchet mechanisms. These are also time-tested devices, but are definitely compromises in design. Any position advance or retreat of a load is piecemeal. Reversing methods and techniques are often cumbersome and/or difficult.
  • ratchets With ratchets, the operator, operational mechanism or motor must carry the load during position changes. This is an unnecessary (with this invention) and an often-tedious burden as can be experienced with ratchet jacks for automobiles.
  • the structure of ratchet mechanisms only holds or supports a load at discrete points. All the rest of the time, the load must be born by the operator. This is specifically true when the load must be raised or lowered.
  • Sliding brakes and swage clutches These devices are also compromise designs and have all of the failings of the above designs. They are essentially variations of the ratchet mechanism, with undefined or nonspecific steps. As with ratchets, the load is held by the structure only when the operator allows the load to settle into a holding state.
  • gear arrangements identified in this application that allow gear-to-gear linkages with multiple simultaneous ratios to exist.
  • the arrangements further allow the influence of one or more of these ratios to be variable. This variability of influence can modulate the overall ratio of the linkage.
  • Such a geared arrangement has application in many fields, and especially as a high performance continuously variable transmission.
  • This invention overcomes many of the problems that existed before. This invention allows a power source to operate at peak performance with speed regulation being an independent function. No friction coupling of power is needed to provide variability. This eliminates friction related problems.
  • This invention provides a direct geared link between the input and the output.
  • the main "input” is tied to the frame or housing. All input power is applied through the "control” path.
  • the output is thus tied, by a geared link to the housing. No amount of load (within design limits) can cause the link to move. The load is thus continuously supported by the structure. The load can only change position when there is a control input to make such a change.
  • a number of applications can use such a concept. Some of these are: a. Automobile jacks, come alongs, belt tighteners, etc. The benefits should be obvious. The structure holds the load at all times and it is a relatively simple, less tiresome and safer to raise, lower or tighten a load. b. In elevators, escalators, aerial trams, etc. this invention would provide a greater degree of safety. The invention could be used to provide position changes, but always support the load. c. Steering assemblies and components of a similar nature. The structure holds the load of keeping the wheels positioned, but the operator has full control of position.
  • CVT continuously variable transmission
  • the linkage essentially is a method for providing a rigid link between input and output, but one that allows a difference in speed to exist between the two.
  • a rigid shaft with the input side running at whatever fixed or variable input speed and the output side of the "rigid” shaft running at whatever speed is desired (within design limits). Because of this rigidity, in the preferred embodiments, regardless of input or output shaft speeds, two things happen: power is transferred to the output at a 1:1 ratio and load is carried the power source at a 1:1 ratio. (Note: the 1:1 ratio is not a design restriction as other ratios might be implemented.)
  • the CVT technology offers the benefits of fuel savings and reduction of smog.
  • This CVT uses only gears in the power train and does not require friction, hybrid configuration or high-pressure hydraulics to operate. Further, the design is not size constrained for ratio. Ratio in this invention is a result of a mathematical combination(s) of inputs and is not limited to variation of limited physical features. The combination of these benefits, make this CVT design extremely efficient.
  • this transmission can be made relatively compact to carry large amounts of power and have practical ratio variation. This makes the design simple to manufacture at relatively low cost while maintaining a high profitability.
  • the power tap should produce regulated usable power, almost without regard to the speed of the main power source.
  • Fig. 1 is a side view of one embodiment of my invention. This embodiment, beyond input and output, shows side view of three major planes: a speed or ratio control, power transfer gears, and torque control/neutralization gears.
  • Fig. 2 is a sectional view indicated by the section lines 2-2 in Fig. 1. This shows one possible configuration for power transfer gears.
  • Fig 3 is a sectional view indicated by the section lines 3-3 in Fig. 1. This shows one possible configuration for torque control/neutralization gears.
  • Fig 4 is a sectional view indicated by the section lines 4-4 in Fig. 1. This shows one possible configuration having multiple "floating" assemblies that include the power transfer gears and torque control/neutralization gears.
  • Fig 5 is a sectional view indicated by the section lines 5-5 in Fig. 1. This figure shows one possible configuration of components for implementing a speed or ratio control input to this embodiment.
  • Fig. 6 is a side view of a variation of the embodiment shown in Fig. 1. This figure shows another possible implementation of a speed or ratio control input.
  • Fig. 7 is a sectional view indicated by the section lines 7-7 in Fig. 6.
  • Figure 7 does double duty. It is also referred to by the section lines 7-7 in Fig. 8.
  • the structure is almost identical.
  • the reference numeral for one component is different.
  • the correct reference numeral for each figure is noted in the view.
  • FIG 1 A preferred embodiment for the infinitely and continuously variable geared linkage of the present invention is illustrated in Fig 1 through 5.
  • Fig 1 this embodiment is basically divided into six parts.
  • One is a housing 150.
  • a ratio or speed control section with components 58, 62, 66, 74, 80, and 82.
  • section lines 4-4 and 2-2 Next to the right between section lines 4-4 and 2-2 are power transfer gears 16, 110, 112 and 180. These gears carry power from the input to the output and load from the output to the input.
  • torque control gears 114, 116, 118, 120 andl22 there are torque control gears 114, 116, 118, 120 andl22. These gears balance torque forces to create steady state and static conditions.
  • This design is bi-directional.
  • the designation of which side is an input side and which is an output side is a design consideration.
  • power and load flow through the power transfer gears 16, 110, 112 and 180 from 16 to 180 or vice versa.
  • Gears 110 and 112 as a pair transfer power and load to and from the input and output gears 16 and 180.
  • Gears 110 and 112 act as a power-load bridge between 16 and 180.
  • Gears 110 and 112 are mounted in a rotatable bridging assembly frame 100 shown in Fig 5.
  • the power source 10 inputs rotational power to the input power shaft 12. This causes an input power frame 14 to rotate. Attached to 14 is an internal gear 16 that is rotated by said power input. Referring to Fig 1 and 2, gear 16 is continuously meshed with a planetary gear 110. Gear 110 is permanently meshed with a second planetary gear 112. Gear 112 is permanently engaged with the power output gear 180.
  • Planetary gears 110 and 112 are freely rotatable about their respective axes, 134 and 130. Being meshed, forces these gears to rotate in opposite directions if they rotate about their respective axes. These two gears are held together by the bridging assembly frame 100 shown in Fig 5. Assembly 100 is also freely rotatable about centerline 152 of the transmission in the annulus between gears 16 and 180. The bridging assembly 100 is mounted on a spindle or axle 104. Assembly 100 and its gears 110 and 112 have restricted rotation about the axis of 104 and 108. The torque control gears 114, 116, 118, 120 andl22 prevent assembly 100 from rotating about 104. Torque control gears 114 and 122 shown in Fig 1 and 3 are attached together.
  • Torque control gears 114, 116, 118 and 120 are held in the bridging assembly 100. As shown, they are also meshed between 114 and 122. The net ratio of the group of torque control gears is the same as that between 114 and 122. As a consequence, even though assembly 100 is freely rotatable about centerline 152 in the annulus, the assembly will maintain its angular orientation relative to centerline 152. In addition, any torque forces centered along the axis formed by spindles 104 and 108, will be nullified. In addition, no net forces are left to cause assembly to rotate about centerline 152. In addition, no amount of input power or load on gears 16 and 180 can cause assembly 100 to rotate about centerline 152.
  • gear 16 When input power rotates gear 16 that attempts to rotate gear 110, the load opposes this by attempting to rotate gear 180 in the opposite direction.
  • Gear 180 attempts to rotate 112 in a direction that is opposite to that which is possible because it is meshed with 110.
  • Gears 110 and 112 form a rigid link between 16 and 180 and transfer

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Friction Gearing (AREA)

Abstract

L'invention concerne un système de liaison mécanique à roues qui s'applique à plusieurs applications variables à support de charge en continu telles que la robotique, les outils et les machines mais plus particulièrement aux transmissions variables à l'infini et en continu. L'élément de base de ce système de liaison mécanique est un mécanisme différentiel unidirectionnel à taux multiples dans lequel la puissance d'entrée est transmise directement à une position de charge et de rotation et la vitesse de sortie est régulée indépendamment pour satisfaire les exigences de fonctionnement. On notera particulièrement la simplicité de l'invention et sa capacité de s'adapter à des charges allants de très faibles jusqu'à extrêmement élevées, à savoir pratiquement toutes les charges pratiques pour lesquelles on construit les roues.
PCT/US2001/005159 2000-02-18 2001-02-16 Systeme simple de liaison mecanique a roues, variable a l'infini et en continu Ceased WO2001061211A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2001243183A AU2001243183A1 (en) 2000-02-18 2001-02-16 Simple infinitely and continuously variable geared linkage

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US18368000P 2000-02-18 2000-02-18
US60/183,680 2000-02-18

Publications (2)

Publication Number Publication Date
WO2001061211A2 true WO2001061211A2 (fr) 2001-08-23
WO2001061211A3 WO2001061211A3 (fr) 2002-04-25

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Family Applications (2)

Application Number Title Priority Date Filing Date
PCT/US2001/005159 Ceased WO2001061211A2 (fr) 2000-02-18 2001-02-16 Systeme simple de liaison mecanique a roues, variable a l'infini et en continu
PCT/US2001/005383 Ceased WO2001061213A2 (fr) 2000-02-18 2001-02-20 Liaison variable simple, infinie et continue

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Application Number Title Priority Date Filing Date
PCT/US2001/005383 Ceased WO2001061213A2 (fr) 2000-02-18 2001-02-20 Liaison variable simple, infinie et continue

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AU (2) AU2001243183A1 (fr)
WO (2) WO2001061211A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004005757A1 (fr) * 2002-07-08 2004-01-15 Konstantin Machala Transmission sans trou ou directe pour vehicule automobile

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB8429823D0 (en) * 1984-11-26 1985-01-03 Leyland Vehicles Continuously variable transmission
US4981050A (en) * 1987-07-27 1991-01-01 Kurtossy Csaba G Continuously variable power converter
US4957474A (en) * 1988-11-14 1990-09-18 Tractiontec Corporation Traction drive transmission system

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004005757A1 (fr) * 2002-07-08 2004-01-15 Konstantin Machala Transmission sans trou ou directe pour vehicule automobile

Also Published As

Publication number Publication date
WO2001061213A3 (fr) 2002-01-17
AU2001238532A1 (en) 2001-08-27
WO2001061213A2 (fr) 2001-08-23
AU2001243183A1 (en) 2001-08-27
WO2001061211A3 (fr) 2002-04-25

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