CA2131521A1 - Free carrier planetary transmission - Google Patents

Abstract

An axis torque input crankshaft drives two orbital crankshafts via a connecting member. A planet gear driven by each orbital crankshaft intermeshes with a ring gear connected to a torque output shaft. The orbital crankshafts and planet gears are mounted on a rotatable planet gear carrier.

During direct drive, when torque input equals load, the planet gears orbit the ring gears rotational axis. The speed of orbit and ring gear rotation are equal to the rotational speed of the input crankshaft. If load exceeds torque input, the ring gears rotational speed slows, as does the orbital speed of the planet gears.
The slower the orbital speed of the planet gears relative to the rotational speed of the input crankshaft, the greater the amount of connecting rod travel that is diverted into driving the planet gears rotationally on their own axes.
Torque multiplication results form the transmission of torque from smaller gears to a larger gear. Variable torque multiplication results from varying combinations of planet gear orbit and rotation.

Description

2131~2~
Background Most torque transmission systems employ a finite number of torque multiplication ratios. These systems have three drawbacks. One; the limited number of ratios doesn't continuously meet fluctuating requirements. Two;
an operator or control mechanism must continuously select ratios to meet requirements. Three; input torque must be disconnected or absorbed during ratio selection, thus creating a loss of drive power.

My invention is a continuously variable transmission (C.V.T.). An infinite number of ratios between maximum multiplication and direct drive are available. This system inherently selects the appropriate ratio. Torque doesn't have to be disconnected during ratio selection.

Several other continuously variable transmissions have been invented but, to the best of my knowledge, only one has been mass produced. This being the expanding cones and belts transmission employed in snowmobiles and the Hyundai "Justi" automobile. This system is limited to applications of about forty-ffve horsepower or less. The belts of the system stretch with use, requiring frequent replacement of these belts. This system doesn't transmit engine braking effort, thus causing excessive brake wear.

The ideal torque transmission system should be;

1. inherently self-regulating, 2. simple and compact in construction, 3. capable of being adapted for use in everything from powered hand tools, through pedal powered bicycles, to automobiles and locomotives, 3 ~ 131~ 1 4. Have a wide range of torque multiplication ratios, 5. at least as durable as units currently in general use, 6. capable of transmitting engine bracing power as well as drive power (absolutely mandatory in heavy truck applications), 7. such a ~y~Lem should not have eccentric component movements which may create a mass imbalance and therefor vibration, 8. lastly and most importantly, the system should be continuously variable, Theoretical improvements in efficiency of power systems of up to thirty-five percent are predicted for a workable continuously variable transmission system.

Most automotive drive axle differentials deliver torque to the drive wheel with the least traction. This causes wheel spin and loss of drive power. There are several types in production which avoid this problem but are expensive to manufacture. One, the "posi-trac" system employs clutches to restrict wheel spin. These clutches are prone to wear and require frequent maintenance.
Another system is the "Gleason" differential. While this system is both durable and effective, it requires expensive manufacturing procedures. The ideal automotive differential should be:

1. As durable as systems currently in general use, 2. as inexpensive as systems in current use, 3. combine the function of the transmission system with that of the differential syslem, 4. deliver torque uniformly to all drive wheels regardless of traction.

My invention is simple, inexpensive and at least as durable as systems currently in use. One of my units on each independent drive axle would 2131~
regulate torque multiplication and allow independent wheel rotation. Such a system would deliver torque uniformly to each drive wheel.

Besides the existing technology cited here, I'm aware of other "continuously variable transmissions" for which a patent has been granted. A search was conducted on my behalf through the Canadian Patent Office. This search was rather limited so there may be other patents that I'm not aware of . To the bestof my knowledge, there are no systems which meet the criteria set forth here as effectively as my invention does.

A list of patents concerned with C.V.T. technology is as follows 4,041,835 Isler 08/77 U.S. P.T.O.
3,154,971 Cicir 11/64 U.S. P.T.O.
3,540,308 Preston 11/70 U.S. P.T.O.
4,889,013 Pitassi 12/89 U.S. P.T.O.
1,741,857 Lyman 12/29 U.S. P.T.O.
1,773,535 Lane 08/30 U.S. P.T.O.
2,667,794 McGill 02/54 U.S. P.T.O.
3,960,035 Moller 06/76 U.S. P.T.O.
3,263,529 Borisoff 08/66 U.S. P.T.O.
1,162,762 Speich 02/~4 Canada Patent 2~31~1 Specifications - Fig. 1 Description of Prefelled Embodiment The input shaft (l) and crankshaft (2) drive the connecting member (3). The member (3) drives the two planet gears (8) via the planet gear crankshafts (4) and shafts (7).

During maximum torque multiplication, the planet gear carriers (5) are held stationary by the load opposing input torque. All kinetic torque transmission is by the gears (8) rotating on their individual axes. Torque multiplication results from the transmission of torque from smaller diameter gears to a larger diameter gear. A stationary torque potential is simultaneously exerted into planet gear (8) orbit. This torque potential is equal to the kinetic torquetransmitted through gear (8) rotation.

During direct drive, when torque input equals lead, the gears (8) orbit the rotational axis of the ring gear (9). The gears (8) orbit at the same speed thatthe input crankshaft (2) and ring gear (9) rotate. Varying ratios of load over torque input create varying combinations of gear (8) orbit and rotation. The greater the load over torque input ratio is, the slower gear (9) rotates, slowing gear (8) orbit. The slower gears (8) orbit relative to input crankshaft (2) rotation, the greater is the transmission of kinetic torque by the member (3) driving gears (8) rotationally on their individual axes.

The output shaft (10) is an integral part of gear (9) and is connected to the load. Number (11) denotes friction bearings at all necessary locations.
Number (12) denotes counter-weights to balance the mass of the connecting member (3) and the orbital components of the crankshafts (2 and 4). The 6 2131$2l number (6) denotes detachable joints. in the gear carriers (5) and connecting member (3) which are held together by bolts. This is to allow assembly of these components to the crankshafts (2 and 4). Fig. 2 is encased and operated in a lubricating oil bath.

Fig. 2 This drawing illustrates the sub components of the various crankshafts as described in the claims. The axis shaft (2A? of the input crankshaft is connected to the orbital throw shaft (2C) by two radial arms (2B). The axis shaft (4A) of the orbital crankshaft is connected to the orbital throw shaft (4C) by two radial arms (4B).

Fig. 3 This drawing illustrates the sub components of the various camshafts asdescribed in daim three. The input axis shaft (1) of the input camshaft is connected to the eccentric wheel (2). The wheel (2) orbits the axis of shaft (1)driving connecting member (3). Member (3) is coupled to the eccentric wheel (4) of the orbital cam shafts. The wheel (4) is connected to the axis shaft (7) which drives the planet gears. The member (3) drives the orbital camshafts and planet gears through two separate movements or a combination of these two movements. During maximum multiplication, the wheels (4) orbit around the axis of shaft (7), (movement 5). During direct drive, the orbital camshafts and planet gears orbit around the axis of shaft (1), (movement 6).
Varying load over torque ratios create varying combinations of movements (5 and 6). Fig. (8) denotes a friction bearing.

Fig. 4 All the components in this drawing are the same as Fig. 1 and 2 with the exception of the following; a secondary planet gear (8A) intermeshes with, and is driven by the primary planet gear (8). Gear (8A) also intermeshes with an everted ring gear (9). Gear (8A) drives gear (9) in the same direction that gear (8) and the input shaft (1) rotate. Gear (8A) is mounted rotatably on the gear carriers (5). The end of the axis shaft of the input crankshaft (2) is supported by a friction bearing (llA) located in the hub of ring gear (9). The number (12A) denotes counterweights to balance the mass of the components which orbit around the axis of shaft (1).

Potential torque effort into planet gear orbit is equal to the kinetic torque transmitted through planet gear rotation. If gear (8) was half the diameter of gear (8A), planet gear rotation would have a two to one mechanical advantage over planet gear orbit. If gear (8A) was one quarter the diameter of ring gear (9), maximum torque multiplication would be torque times two times four or torque times eight. Maximum shaft speed reduction between the input and output shafts would be eight to one. Minimum shaft speed reduction would be two to one as kinetic torque travel would take the path of least resistance through planet gear rotation. To achieve direct drive, gear (8)must have a diameter equal to or greater that the diameter of gear (8A).

213~521 Fig. 5 This drawing is a schematic illustrating the compounding effect of two transmission systems on a common drive shaft. (A) denotes a torque sources.
(B) denotes a drive shaft. The letters (C and D) denote transmission systems. Ifthe planet gear(s) of each system were one-tenth the diameter of the ring gear in each ~ysleln, then each system would have a maximum torque multiplication of torque times ten. Two such systems would have a compounded maximum torque multiplication of torque tines ten times ten or torque times on hundred. (E) denotes a driven load.

Fig. 6 This drawing is a schematic illustrating the application of my invention as a differential drive system. (A) denotes a torque source. (B) denotes independent drive shafts. (C and D) are transmission systems on each independent drive shaft which drive separate loads (E and F) at independent shaft speeds.

Fig. 7 In a combined cyde power generation system, waste energy from one powergenerator drives a second power generator. My invention would allow both generators to drive a common load. Each generator could operate at an independent rotational shaft speed and torque output. The letter (A) denotes the first stage of a combined cycle power generator. (Al) is the second stage. (B) is the drive shaft from the first stage generator (A) to the load (D). (Bl) is the drive shaft from the second stage generator to the load (D). (C) is a - 9 2~31~2 ~
:' transmission system to allow the second stage (Al) to drive the load (D) while operating at a different rotational speed from the load and first stage. (E) is the flow direction of waste energy from the first stage (A) to the second stage generator (Al).

Claims (4)

What is claimed is:
A torque transmission system for regulating torque multiplication and rotational shaft speed reduction from a torque source to a driven load, A comprising a housing B a rotational input shaft connected to, and driven by said torque source, C an input crankshaft comprising at least one rotational axis shaft, said axis shaft is connected coaxially to said input shaft, at least one orbital throw shaft, said throw shaft is connected to said axis shaft by at least one radial arm, the axis of said throw shaft is parallel to, and orbital around the axis of said axis shaft, D at least one connecting member coupled to said throw shaft by a friction bearing, said throw shaft imparts movement to said connecting member, E at least one orbital crankshaft comprising at least one rotational axis shaft, at least one orbital throw shaft, said throw shaft is connected to said axis shaft by at least one radial throw arm, F said connecting member is coupled to said throw shaft of said orbital crankshaft by a friction bearing, said connecting member imparts movement to said orbital crankshaft G at least one planet gear, said planet gear is connected coaxially to said axis shaft of said orbital crankshaft, H at least one rotatable planet gear carrier, the rotational axis of said carrier is coaxial with said input shaft, said orbital crankshaft and 10 a planet gear assembly is coupled to said gear carrier by at least one friction bearing, J an inverted ring gear, the rotational axis of said ring gear is coaxial with said input shaft, said ring gear is intermeshed with said planet gear, the rotational arc of said planet gear which intermeshes with said ring gear drives said ring gear in the direction said input shaft rotates, K a rotational output shaft connected coaxially to the hub axis of said ring gear, said output shaft is connected to, and drives said load, L said input shaft, crankshaft and connecting member drive said orbital crankshaft and planet gear assembly rotationally on said assembly's rotational axis, or orbitally around said ring gear's rotational axis, or a combination of planet gear orbit and rotation, said ring gear and output shaft receive torque from said planet gear, M at least one counterweight, said counterweight has a mass and travel sufficient to generate a centrifugal force equal to the unidirectional centrifugal forces generated by any moving components described herein, said counterweight is connected to the assembly described herein so that the centrifugal force generated by said counterweight is directionally opposite to said unidirectional centrifugal force.

I further claim;
A torque transmission as described in claim one, A comprising an everted ring gear B at least one primary planet gear connected to, and driven by said orbital crankshaft, C at least one secondary planet gear intermeshed with, and driven by said primary planet gear, said secondary planet gear rotates in the opposite direction said primary planet gear and input shaft rotate, said secondary gear intermeshes with said everted ring gear, the rotational arc of said secondary gear which intermeshes with said ring gear drives said ring gear in the direction said input shaft rotates, D said secondary planet gear is coupled to at least one planet gear carrier by at least one friction bearing, I further claim; 3 A torque transmission system as described in claim one or two, A comprising a rotational input shaft, B an input camshaft comprising an axis shaft connected coaxially to said input shaft, at least one eccentric wheel, said wheel is connected to said axis shaft, the hub axis of said wheel is offset from, and orbital around the axis of said axis shaft, C at least one connecting member coupled to said eccentric wheel by a friction bearing, said wheel imparts movement to said connecting member, D at least one orbital camshaft comprising a rotational axis shaft, at least one eccentric wheel connected to said axis shaft, the hub axis of said wheel is offset from, and orbital around the axis of said axis shaft, the distance of offset between the axes of said eccentric wheel and axis shaft is equal in both said orbital and input camshafts, E said connecting member is coupled to said eccentric wheel of said orbital camshaft by a friction bearing, F at least one orbital planet gear, said planet gear is connected coaxially to said axis shaft of said orbital camshaft, G said input camshaft imparts movement to said connecting member, said member imparts movement to said orbital camshaft and planet gear.

1 further claim; 4, A torque transmission system as described in claims 1, 2 or 3, A comprising at least one crankshaft, B and at least one camshaft.

I further claim; 5 A torque transmission system comprising, A at least two torque transmission systems as described in claims 1, 2, 3 or 4, said systems are connected so that the torque multiplication of one system compounds the torque multiplication of the other.

I further claim; 6 A torque transmission system comprising, A at least two torque transmission systems as described in claims 1, 2, 3 or

4, said systems are driven by a common torque source, each said system is connected to, and drives a separate load, each said load is capable of a rotational speed different than the rotational speed of said torque source or said other load.

I further claim; 7 A torque transmission system comprising, A torque input from at least two torque sources, said torque inputs drive a common load, at least one said torque source driving said load through a transmission system as described in claims 1, 2, 3 or 4, said torque source operating at a rotational speed independent from said other torque source or load.