WO2005000616A2

WO2005000616A2 - Load-adapting planet gear with integrated motor

Info

Publication number: WO2005000616A2
Application number: PCT/KP2004/000001
Authority: WO
Inventors: Gi Hyok Han; Jin Ha; Gi Hun Han
Original assignee: Individual
Current assignee: Individual
Priority date: 2003-06-28
Filing date: 2004-06-15
Publication date: 2005-01-06
Anticipated expiration: 2005-12-28
Also published as: WO2005000616A3

Abstract

The transmission is composed of an input shaft (1), a power return disk (2), a power return magnet (3), an input gear (4), a planet gear (5), a rotor (6), an output gear (7), an output shaft (8) and a stator (9). A rotation of the input shaft (1) and the input gear connected to engine raise a rotation and a revolution of the planet gear and the rotor mounted on it. The revolution affects to the magnetic field of the stator and that raises the reaction force to the revolution. In other hand, the planet unit (planet gear and rotor) as a rotation mass inertial body has a gyroscope moment and it also react to the revolution of the planet unit. Thus the power of engine transfers smoothly to load. Therefore, the transmission is non-control, continuously variable transmission adapting to load by gear drive.

Description

Load-adapting drive method by means of gear drive and non-control, continuously variable transmission adapting to load by gear drive

Technical field ^• The present invention relates in general to transmission and particularly a continuously variable transmission that operates by reaction force to the revolution of planet unit in planetary gear apparatus.

Background There are three types of transmissions; automatic transmissions (AT) , automatic mechanical transmissions (AMT) , and continuously variable transmissions (CVT) . Among them, CVTs will be focused in the research and development of the automatic transmissions because CVTs is the best transmission in principle with the smooth variation in speed variation, good seat yielding (comfort ability) , excellent drive efficiency and good dynamical features . The CVTs have belt CVTs and electric generator-motor CVTs. The belt CVTs are smooth in speed variation and high in drive efficiency. However, belt CVTs should be combined with oil pressure variator due to the difficult starting, and their control is complicated. There are the CVTs with electric generator-motor system consisting of generator, motor, battery and inverter; and the CVTs combining planetary gear differential apparatus to the above components like a THS type transmission of Toyota hybrid system. The latter CVTs have two drive channels; a planetary channel and an electric drive channel of generator-motor system, namely they mix a direct drive of gear with an indirect drive of electricity. The CVT W0242658 has two drive channels; planetary drive channel and generator-motor channel (variator channel) . The motor functions as generator by control system, and vise versa. The automatic transmissions developed up to now are not simple in drive course and undergo various courses. Therefore they cannot low down the production costs Not all drive power transfers to load because it should undergo energy conversion course. Therefore the drive efficiency is affected by energy conversion. And all of them have control system and that they do not ideally adapt to a running load of vehicle. Therefore, a need exists for a transmission capable of removing such faults in principle.

Summary of the invention The present transmission is a non-control, continuously variable transmission adapting to load by gear drive (GACVT) . It consists of one planetary gear set. It drives power only through ordinary tooth gears without any gear change or any gear mixing change, and transmits continuously adapting itself to any running load variation without any control system. As shown in fig 1, the transmission is composed of an input shaft 1, a power return disk 2, a power return magnet 3, an input gear 4, a planet gear 5, a rotor 6, a output gear 7, a output shaft 8 and a stator 9. A rotation of the input shaft 1 and the input gear connected to engine raise •a rotation and a revolution of the planet gear and the rotor mounted on it. The revolution affects to the magnetic field of the stator and that raises the reaction force to the revolution. In other hand, the planet unit (planet gear and rotor) as a rotation mass inertial body has gyroscope moment and it also react to the revolution of the planet unit. Therefore the stronger the load torque, the faster the revolution speed of planet unit and the stronger the reaction force. Thus the power of engine transfers smoothly to load. This is new transmitting method.

Brief description of drawings

Fig 1. drawing of GACVT structure

Fig 2. drawing projected Fig 1 down toward A

Fig 3. graph showing the character of transmitting.

Fig 4. drawing of a set of the GACVT for vehicle

Fig 5. drawing of a set of the GACVT for general power transfer devices. Fig 6. drawing of a GACVT having a rotor assembled in frame of planet unit.

Fig 7. drawing of a GACVT consisting of only rotation mass inertial body.

Fig 8. drawing of a GACVT having an electronic rotor assembled in frame of parallel planetary gear apparatus

Fig 9. drawing of a set connected two GACVTs in series

Detailed description of operation of the transmission The transmission is composed of one planetary gear set; as shown in fig 1, the input gear 4 and the output gear 7 faced to it, the planet gear 5 of crossing the input gear- 4 and the output gear 7, the electric rotor 6 fixed in the planet gear, the stator 9 fixed in the housing of the transmission, and the power return element 2 and 3. Fig 2 is drawing projecting Fig 1 down toward A. When the input shaft rotates in the input torque M_±nput at the same time when the load torque Mou u is charged to the output shaft, the planet unit revolute in the same rotation way of the input shaft on the main axis and rotates on the axis of itself. There is a short circuit rotor in the planet unit. The rotor is arranged so that it cuts the magnetic flux made by the stator of the housing. The rotor is a short circuit rotor without an external circuit. An induction electromotive force is produced in rotor in proportion to the revolution speed. By the induction electromotive force, an electronic and magnetic mutual-action force rises between the rotor and the stator, and the direction of the force is opposed to the revolution. Therefore the force reacts to the revolution of the planet unit. The reaction force to the revolution is in proportion to the revolution speed. In addition to this force, the planet unit has a gyroscope moment because of being a rotation mass inertial body and the moment also reacts to the revolution of the planet unit. Therefore the total reaction force according to the rotation and the revolution of the planet unit is the sum of the reaction force of the electronic and magnetic mutual-action and the reaction force of gyroscope. By the reaction forces, the power of the input shaft of a planetary gear apparatus transfers directly to the output shaft without changing gear tooth. As there is an element that raises the reaction force to revolution in the planetary gear apparatus, it becomes a drive apparatus. In other hand, the force raising the revolution of the planet unit is the load charged to the output shaft. Therefore, the reaction force and the load are balanced. In other word, the revolution of the planet unit is raised by load, and the reaction force to revolution produced by the revolution balances with load. Thus the planetary gear drive apparatus changes continuously in speed, adapting itself to a load variation. Therefore the transmission is a CVT characterized as gear- drive, adaptation to load, non-control. And as shown in fig 1, by a electronic and magnetic mutual- action between a magnet 3 for power return fixed to the input shaft and the rotor 6, the apparatus has a ability of returning partial power to engine in proportion to a dimension of load. It reduces some of a load charged to the engine. It makes the work condition of the engine easy, so that an overload is not charged to the working of the engine anytime. The power return ratio is decided according to the strength of the magnet and the dimension of an angle; Δα = ₂ - 0- ι . (See fig 1.) The maximum torque of the transmission is as follows. M_t,max= * ( n_N / n_M)² M_e,max M_t,_ma_x; Transmission torque that is changeable in maximum (N.M) M_e,_ma_x ;Maximum Torque of engine (N.M) nw ; Number of rotations of engine in maximum output of power (rpirt) Π_M ; Number of rotations of engine in maximum torque (rpm)

Fig 3 is a graph shown the character of transmitting. A is a curve of torque variation of the transmission according to a load variation. B is a curve of maximum torque of engine. C is lines of torque of the transmission at given rotation numbers. D is curves of torque charged to the engine at given rotation number. The transmission has very high drive efficiency because of driving by gear and has very smooth and comfort ability because of continuous variation. The transmission works in the way of adaptation to load and that it has high ability of starting and accelerating. In addition to them, when the transmission charges the load, it has an ability to reduce load and accelerates the rotation of the engine, so that the fuel consumption can be reduced and a pollution of exhaust gas can be decreased. The transmission has drive element without the one of carrying out a control. Transmitting is done while driving and that the transmission has only one drive channel. Thus its structure and working principle are simple.

A set of the transmission for vehicle Fig 4 is a drawing of a set of the transmission for vehicle . Part I is a front part for gnashing to rear, neutral and drive ahead before middle part for transmitting.

1- power shaft, 2- direct connection spline shaft, 3- inside gear, 4-input ratchet cultch, 5- planet gear for converting direction, 6- frame for planet gear rotation, 7- direction converter, 8-sun gear for direction conversion, 9-input shaft. Part II is a middle part for transmitting.

10-power return disk, 11-input gear, 12-stator, 13-planet gear, 14-electronic rotor, 15- output gear, 16-output shaft Part I is a terminal part for direct connection.

17- output ratchet clutch, 18- coupling spring, 19- coupling for limiting torque, 20-screw combination, 21- running shaft In part I, the power from engine goes to the input shaft 9 through power shaft 1, direct connection spline shaft 2 and input ratchet clutch 4. The direction converter 7 can gnash to three steps; rear, neutral and drive ahead. A rotation number of part I becomes more than a rotation number of the engine in state of drive ahead. In part H , there is a speed variation in input shaft 9 and output shaft 16 according to load. In part HI , when the rotation speed of the output shaft 16 is less than the rotation speed of the input shaft 9, the power goes to the running shaft 21 through the output gear 15 and then output ratchet clutch 17. And when the rotation speed of the output shaft 16 is more than the speed of the input shaft 9, the screw combination 20 operates and the input ratchet clutch and output ratchet clutch are separated, and the power goes directly to running shaft 21 through the direct spline shaft 2. When the load torque is more than a limitation of a torque, the coupling for limiting the torque operates. So the direct connection spline shaft 2 combines the input ratchet clutch and the output ratchet clutch, and the power pass through the transmission part. In the case of a vehicle installed the set of the transmission, the intention of running is realized only by an acceleration pedal and a brake pedal.

Several types of the transmission Several types of the transmission are designed based on the above-mentioned transmission. A set of the transmission having a structure as shown in Fig 5. The part for rear, neutral and drive-ahead are omitted in Part I of Fig 4. It can be used for ship, convey, crane, lift equipment, general machine. A transmission that its rotor is not assembled in the individual planet units, but in their frame. See fig 6. - A transmission by reaction force to revolution by an electronic and magnetic mutual- action, having rotor in planet unit and stator in housing, without specific rotation mass inertial body. A transmission having only a rotation mass inertial body without stator in the housing and rotators in the planet units. In this case, the reaction force to revolution is only the gyroscope moment. See fig 7. - A transmission having the electronic rotor in the frame of the planet units in a parallel planetary gear apparatus, not in a planetary gear apparatus of crossing with 90° . See fig 8.

Sets of the transmission having the structures that part IE in fig 3 are replaced with the transmission of fig 6, fig 7 and fig 8.

A set of transmission that, as shown in fig 9, two transmissions are connected in series in part IE of fig 4. In this case, the maximum torque is as follows. Mt,max= 16* ( n_N / n_M) ⁴ M_e,max Mt,ma ; Transmission torque that is changeable in maximum (N.M) M_e,max ; Maximum Torque of engine (N.M) N ; Number of rotations of engine in maximum output of power (rpm) nM ; Number of rotations of engine in maximum torque (rpm)

It can be used for a tractor, a bulldozer, traction motor, an adhesion locomotive, and a diesel train.

Claims

Claims A method transmitting with continuously variable without any control, adapting itself to load, driving only through ordinary tooth gears without any gear change or any gear mixing change, by means of a reaction force of a electric rotor installed in planet unit to a revolution of planet unit in planetary gear differential apparatus in proportion to load variation.

A transmission according to Claim 1 and comprising an input shaft and an input gear, an output gear faced to the input gear and an output shaft, a planet gear crossing and meshing the two gears with the angle of 90 ° , a short circuit rotor fixed to planet gear without any external circuit and a stator fixed to frame of the transmission; a rotation of input gear raising a rotation and revolution of the planet gear and rotor, the revolution of the rotor affecting with a magnetic flux of the stator, it producing a reaction force to the revolution, adding a gyroscope reaction force of to planet unit to it, thus by the reaction forces the power of engine transferring to load side.

3. A transmission according to Claim 2 and further comprising the power return element; returning partial power to input shaft by means of electric-magnetic mutual action between the magnet fixed and the input shaft and the rotor.

4. A set of transmission according to Claim 2 or Claim 3 and further comprising drive-ahead, rear and neutral devices as front part and direct connection device as back part; in normal load or light load after the acceleration, power of engine transferring to load directly without undergoing the front part and transmitting part of claim 2 or 3; in overload state, coupling for limiting the torque acting, with screw combining device acting, thus power transferring through front part and transmitting part.

5. A set of transmission according to Claim 4 and having no drive-ahead and rear devices.

6. A transmission according to Claim 2 or Claim 3, wherein rotors are not assembled in the individual planet units but in frame of planet unit.

7. A transmission according to Claim 2 or Claim 3 and wherein there are rotor in planet unit and stator in housing without specific rotation mass inertial body.

. A transmission according to Claim 2 and wherein there is only rotation mass inertial body without stator in housing and electric rotor in planet unit.

9. A transmission according to Claim 2 or Claim 3 and wherein there is electric rotor in frame of planet units of parallel planet gear apparatus.

10. A set of transmission according to Claim 4 and with the transmission of Claim 5, claim 6 or claim 7 in transmitting part of Claim 4.

11. A set transmission according Claim 4, and having two transmissions of Claim 2 or Claim 3 connecting in series .