CA2037645C - Variable speed transmission system - Google Patents
Variable speed transmission systemInfo
- Publication number
- CA2037645C CA2037645C CA 2037645 CA2037645A CA2037645C CA 2037645 C CA2037645 C CA 2037645C CA 2037645 CA2037645 CA 2037645 CA 2037645 A CA2037645 A CA 2037645A CA 2037645 C CA2037645 C CA 2037645C
- Authority
- CA
- Canada
- Prior art keywords
- electric motor
- output shaft
- rotation
- outer shell
- relative
- 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.)
- Expired - Fee Related
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 34
- 230000008878 coupling Effects 0.000 claims description 7
- 238000010168 coupling process Methods 0.000 claims description 7
- 238000005859 coupling reaction Methods 0.000 claims description 7
- 230000007935 neutral effect Effects 0.000 claims description 4
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 2
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical group [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 claims description 2
- 229910052799 carbon Inorganic materials 0.000 claims description 2
- 238000010586 diagram Methods 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000009347 mechanical transmission Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
-
- Y02T10/641—
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
Disclosed is an improved variable speed transmission system adapted for, in particular, an electrically powered vehicle. The system is operated by a common manual gear shift.
The manual gear shift has a power source made up of a specially designed electric motor having a rotatable outer shell which is relatively moveable with respect to a core rotor so that the power from the rotatable outer shell and from the core rotor of the electric motor can be output respectively to front and a rear differential gear devices, and the vehicle can be powered to move via the differential gear devices. Respective transmission shafts between the electric motor and the front and rear differential gear devices can be selectively locked so that the power from the motor to the differential gear devices can be selectively varied so that the rotational speed of the wheels of the automobile can be varied.
The manual gear shift has a power source made up of a specially designed electric motor having a rotatable outer shell which is relatively moveable with respect to a core rotor so that the power from the rotatable outer shell and from the core rotor of the electric motor can be output respectively to front and a rear differential gear devices, and the vehicle can be powered to move via the differential gear devices. Respective transmission shafts between the electric motor and the front and rear differential gear devices can be selectively locked so that the power from the motor to the differential gear devices can be selectively varied so that the rotational speed of the wheels of the automobile can be varied.
Description
~ 2 0 3 7 6 4 5 69713-72 FIELD OF THE INVENTION
The present invention relates to a transmission gear shift system mainly adapted for an electrically powered auto-mobile; in particular, the application is made to a remote control electrical automobile. The manually operated gear shift system can effect 3-stage speed variation.
Remote control electrical automobiles have been develop-ed in recent years to a satisfactory level as a result of improve-ments in radio technology. However, the mechanical transmission adopted in the field has still not be changed much to cope with the progress in radio technology. The conventional electrical automobile employs a D-C electric motor and a simple transmission system which is comprised of a simplified differential device. By changing the gear ratio of the transmission device, a proper torsion can be selected to meet the power requirement.
However, the general type of remote control electrical automobile is not equipped with an effective gear shift system so to permit the controlled automobile to run better in response to different driving conditions.
The inventor has spent a lot of time in studying the transmission system in electrically powered automobiles and has finally come up with a gear shift system which can be operated manually.
- SUMMARY OF THE INVENTION
The primary object of the present invention is to provide a manual gear shift system mainly adapted for an electri-cally powered automobile, which uses a specially designed motor, - 1 - ~
which has a rotatable stator made up of the shell thereof and a rotor. The rotatable shell-stator is relatively rotatable with respect to the rotor and the motor serves as a power source of the automobile. A pair of differential gear devices made up of gears having different gear ratios are employed to control the operation of the wheels. By selectively locking the transmission shafts of the automobile, the speed of the wheels can be accordingly varied.
According to a broad aspect of the invention there is provided a variable speed transmission system especially adapted for an electrically powered vehicle comprising:
a relative-rotation electric motor serving as a power source for the electrically operated vehicle and having a first output shaft and a second output shaft;
a round front flanged member in association with said first output shaft of said relative-rotation electric motor;
a round rear flanged member in association with said second output shaft of said relative-rotation electric motor;
first and second coupling devices disposed in juxtaposition to said front flanged member and said rear flanged member, respec-tively;
first and second transmission shafts having one end disposed in association with said first and second coupling devices, respectively;
front and rear differential gear devices connected to the other end of said corresponding first and second transmission shafts respectively;
The present invention relates to a transmission gear shift system mainly adapted for an electrically powered auto-mobile; in particular, the application is made to a remote control electrical automobile. The manually operated gear shift system can effect 3-stage speed variation.
Remote control electrical automobiles have been develop-ed in recent years to a satisfactory level as a result of improve-ments in radio technology. However, the mechanical transmission adopted in the field has still not be changed much to cope with the progress in radio technology. The conventional electrical automobile employs a D-C electric motor and a simple transmission system which is comprised of a simplified differential device. By changing the gear ratio of the transmission device, a proper torsion can be selected to meet the power requirement.
However, the general type of remote control electrical automobile is not equipped with an effective gear shift system so to permit the controlled automobile to run better in response to different driving conditions.
The inventor has spent a lot of time in studying the transmission system in electrically powered automobiles and has finally come up with a gear shift system which can be operated manually.
- SUMMARY OF THE INVENTION
The primary object of the present invention is to provide a manual gear shift system mainly adapted for an electri-cally powered automobile, which uses a specially designed motor, - 1 - ~
which has a rotatable stator made up of the shell thereof and a rotor. The rotatable shell-stator is relatively rotatable with respect to the rotor and the motor serves as a power source of the automobile. A pair of differential gear devices made up of gears having different gear ratios are employed to control the operation of the wheels. By selectively locking the transmission shafts of the automobile, the speed of the wheels can be accordingly varied.
According to a broad aspect of the invention there is provided a variable speed transmission system especially adapted for an electrically powered vehicle comprising:
a relative-rotation electric motor serving as a power source for the electrically operated vehicle and having a first output shaft and a second output shaft;
a round front flanged member in association with said first output shaft of said relative-rotation electric motor;
a round rear flanged member in association with said second output shaft of said relative-rotation electric motor;
first and second coupling devices disposed in juxtaposition to said front flanged member and said rear flanged member, respec-tively;
first and second transmission shafts having one end disposed in association with said first and second coupling devices, respectively;
front and rear differential gear devices connected to the other end of said corresponding first and second transmission shafts respectively;
2 0 3 7 ~ 4~ 69713-72 a pivotally mounted control stick having a C-shaped prong with first and second hands which can be selectively brought in contact with said front flanged member or said rear flanged member so as to lock one of said flanged members against rotation when said control stick is pivoted to either side from a neutral posi-tion of said control stick;
whereby pivoting movement of said control stick to lock one of said front and rear flanged members against rotation results in locking said first and second output shafts, respectively, against rotation.
To better illustrate the structural features and operational modes of the present invention, a number of drawings are given in company with a detailed description of the preferred embodiment, in which;
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of a conventional transmis-sion device;
FIG. 2 is a perspective partially sectioned view of the relative-rotation motor for the gear shift system of the present invention;
FIG. 3 is a diagram showing the 3-stage gear shift transmission device;
FIG. 4 is a top plan view of the arrangement shown in FIG. 3;
FIG. 5 is a diagram showing the centrifugal clutch of the present invention;
FIG. 6 is a diagram showing a box spanner type ratchet 203764~ 69713-72 gear means which can be selectively operated.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring to FIG. 1, a conventional differential gear set is coupled to an engine (not shown) by way of a universal joint Dl and a rotation shaft D2. Attached to the end of the rotation shaft D2 is a helical gear D3 which is engaged with the annular gear D4 of the differential gear set. A pair of planet gears are engaged with the rotating annular gear D4 so that the engine power can be output to left and right drive shafts D61 and D62 respectively. It is well known that when one of the drive shafts D61 or D62 is locked against rotation, the other drive shaft D62 or D61 will take all the power from the engine. This idea constitutes the central idea of the present invention.
As shown in Fig. 2, a specially designed electric motor 1 which is a so called relative-rotation motor, is employed as the power source of the electrical automobile of the present inven-tion. The special motor is structured to have a rotatable outer shell serving as the stator 11 of the motor and a core rotor 12, which rotate in opposite directions when the electric motor 1 is in operation. Thereby the power produced by the relative-rotation electric motor 1 can be output in two opposite directions.
To permit the outer shell stator 11 to rotate freely, the electrical power source is introduced into the electric motor by way of a pair of copper rings 141, 142 disposed on the outer shell thereof. The electrical power of the battery can be input to the motor 1 by a couple of corresponding carbon brushes 13 so that the outer shell stator 11 can be rotated without inter-203764~ 69713-72 ference.
At each end of the outer shell stator 11 is disposed a bearing 15 to support the core rotor 12, permitting the same to smoothly rotate. The outwardly extended shaft 121 of the core rotor 12 is identical to that of a conventional electric motor 1 and serves as a power output shaft. Another power output shaft 111 is integrally disposed at the other end of the outer shell stator 11, extended therefrom and supported by a bearing 16. As to the internal magnetic poles and wiring of the electric motor, they are identical to a conventional electric motor. The electric motor can be designed with care to make the rotational inertia of the outer shell stator 11 and the core rotor 12 be identical.
Thus, the output shafts of the electric motor 1, i.e., those attached to the outer shell stator 11 and the core rotor 12, can respectively provide half of the total output power.
When the output shaft 111 of the stator 11 is locked against rotation, all of the power of the electric motor 1 is directed to the shaft 121 of the core rotor 12, and vice versa.
It can be seen that the specially designed relative-rotation elec-tric motor can have the same function as a differential geardevice to balance the power transmission.
To clarify the operation modes of the manual gear shift system of the present invention, a 3-stage speed variation process is explained below.
Referring to Figs. 2, 3 and 4, the relative-rotation electric motor 1 which serves as the power source comprises the outer shell stator 11 and the core rotor 12. The power generated 20~7645 _ 69713-72 by the electric motor 1 is transmitted by way of front and rear flanged members 51, 52 and the centrifugal clutches 41, 42 as shown in Fig. 3 to the transmission shafts 21, 22 and finally to the front and rear differential gear devices lD, 2D. Furthermore, four rotation shafts 31, 32, 33 and 34 are employed to convey the power produced by the motor to the respective tires 81, 82, 83, 84.
A control stick 7 with a C-shaped prong 71 at the end thereof is pivotable about a pivot joint 72, as shown by the dotted lines in Fig. 4. The prong 71 has a pair of hands 711, 712. When the control stick 7 is put in neutral position, the two hands 711, 712 are kept away from the surfaces of the flanged members 51, 52 so that the power produced by the electric motor's outer shell stator 11 and the core rotor 12 can be outputted. If the control stick 7 is pivoted to a position with the hand 711 in contact with the round front flanged member 51, the outer shell stator 11 will be locked against rotation so that the power produced by the electric motor 1 goes totally to the core rotor 12. In the same manner, when the control stick 7 is moved to a position with the hand 712 in pressing contact with the round rear flanged member 52, the power produced by the electric motor 1 will be outputted via the outer shell stator 11. The centrifugal clut-ches 41, 42 permit the transmission shafts 21, 22 to freely rotate even when the front and rear flanged members 51, 52 are locked so that no braking condition will exist.
It may be seen from the above description that there are 3 different kinds of speed condition produced by the manual gear 203764~
shift system of the invention.
Referring to Fig. 1, if the front differential gear device lD has an annular gear D4, which is engaged with the helical gear D3 disposed at the end of the transmission shaft 21, with the gear ratio therebetween 3:1, and the gear ratio between the annular gear D4 of the rear differential gear device 2D and the helical gear D3 attached at the end of the transmission shaft 22 is 3:2; and the rotation speed of the relative-rotation elec-tric motor 1 is 9000 rpm, the following conditions can be produced:
1. When the transmission shafts 21, 22 are free to rotate, the core rotor can deliver a 6000 rpm speed to the trans-mission shaft 21, and the rotation shafts of the front wheels can have a speed of 6000 X 1/3 = 2000 rpm. More-over, the outer shell stator can deliver a 3000 rpm speed to the transmission shaft 22, and the rotation shafts of the rear wheels can reach a speed of 3000 X 2/3 = 2000 rpm. With the four wheels thus operated at the same speed, the automobile can move on a smooth surface.
2. When the transmission shaft 22 associated with the outer shell stator of the electric motor is locked against rotation, the 9000 rpm speed produced by the electric motor will be outputted by way of the core rotor to the transmission shaft 21, so that the rotational speed of the shafts of the front wheels will be increased to 9000 X 1/3 = 3000 rpm (wheel speed). The speed of the automobile is therefore faster than in condition 1.
203~ 6~5 69713-72 3. When the transmission shaft 22 associated with the outer shell stator is released to rotate while the transmission shaft 21 coupled to the core rotor is locked, the speed of the electric motor (9000 rpm) will be delivered to the transmission shaft 22, and the shafts of the rear wheels will reach a speed of 9000 X 2/3 = 6000 rpm. The vehicle moves faster than in conditions 1 or 2.
In case one of the transmission shafts 21, 22 is locked against rotation, the front or rear wheels can still be driven to rotate along with the wheels associated with the free transmission shaft due to the use of the centrifugal clutches. The above theory of how the speed of the wheels are varied can be applied in the following manner.
In the first instance given above the automobile is put in a first gear which can provide a large torsional force to make the wheels move.
In the second condition, the automobile is regarded as in the second gear. Only the front wheels are driven so that the vehicle is more easily controlled in turning corners and is readily speeded up. The automobile in this condition is suitable for a curved road.
In the third condition, the vehicle is identically put in the third gear and only the rear wheels are driven; under this condition, the automobile is best suited for speeding up on a straight road. When the vehicle is on the move, not much torsion is needed and the third gear is able to obtain a high speed out-put.
- 203764~ 69713-72 The centrifugal clutch can be replaced by a ratchet gear means which can provide the same function as the centrifugal clutch. However, the ratchet gear will prevent the power generat-ed by the electric motor from transmitting to the wheels when the motor is rotating in reverse direction to reverse the vehicle. In this condition the electric motor is unable to produce any output at all. To overcome the problem, a box spanner type ratchet gear means, which has a neutral position and clockwise and counter-clockwise positions, is used so to permit the ratchet gear means to be set in 3 options in which the ratchet is limited to spin in only clockwise or counter-clockwise direction or to rotate without restraint at all. The box spanner type gear means can be designed according to the common box spanner as shown in Fig. 6.
The centrifugal clutch and the ratchet gear means may both be termed "coupling devices".
whereby pivoting movement of said control stick to lock one of said front and rear flanged members against rotation results in locking said first and second output shafts, respectively, against rotation.
To better illustrate the structural features and operational modes of the present invention, a number of drawings are given in company with a detailed description of the preferred embodiment, in which;
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of a conventional transmis-sion device;
FIG. 2 is a perspective partially sectioned view of the relative-rotation motor for the gear shift system of the present invention;
FIG. 3 is a diagram showing the 3-stage gear shift transmission device;
FIG. 4 is a top plan view of the arrangement shown in FIG. 3;
FIG. 5 is a diagram showing the centrifugal clutch of the present invention;
FIG. 6 is a diagram showing a box spanner type ratchet 203764~ 69713-72 gear means which can be selectively operated.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring to FIG. 1, a conventional differential gear set is coupled to an engine (not shown) by way of a universal joint Dl and a rotation shaft D2. Attached to the end of the rotation shaft D2 is a helical gear D3 which is engaged with the annular gear D4 of the differential gear set. A pair of planet gears are engaged with the rotating annular gear D4 so that the engine power can be output to left and right drive shafts D61 and D62 respectively. It is well known that when one of the drive shafts D61 or D62 is locked against rotation, the other drive shaft D62 or D61 will take all the power from the engine. This idea constitutes the central idea of the present invention.
As shown in Fig. 2, a specially designed electric motor 1 which is a so called relative-rotation motor, is employed as the power source of the electrical automobile of the present inven-tion. The special motor is structured to have a rotatable outer shell serving as the stator 11 of the motor and a core rotor 12, which rotate in opposite directions when the electric motor 1 is in operation. Thereby the power produced by the relative-rotation electric motor 1 can be output in two opposite directions.
To permit the outer shell stator 11 to rotate freely, the electrical power source is introduced into the electric motor by way of a pair of copper rings 141, 142 disposed on the outer shell thereof. The electrical power of the battery can be input to the motor 1 by a couple of corresponding carbon brushes 13 so that the outer shell stator 11 can be rotated without inter-203764~ 69713-72 ference.
At each end of the outer shell stator 11 is disposed a bearing 15 to support the core rotor 12, permitting the same to smoothly rotate. The outwardly extended shaft 121 of the core rotor 12 is identical to that of a conventional electric motor 1 and serves as a power output shaft. Another power output shaft 111 is integrally disposed at the other end of the outer shell stator 11, extended therefrom and supported by a bearing 16. As to the internal magnetic poles and wiring of the electric motor, they are identical to a conventional electric motor. The electric motor can be designed with care to make the rotational inertia of the outer shell stator 11 and the core rotor 12 be identical.
Thus, the output shafts of the electric motor 1, i.e., those attached to the outer shell stator 11 and the core rotor 12, can respectively provide half of the total output power.
When the output shaft 111 of the stator 11 is locked against rotation, all of the power of the electric motor 1 is directed to the shaft 121 of the core rotor 12, and vice versa.
It can be seen that the specially designed relative-rotation elec-tric motor can have the same function as a differential geardevice to balance the power transmission.
To clarify the operation modes of the manual gear shift system of the present invention, a 3-stage speed variation process is explained below.
Referring to Figs. 2, 3 and 4, the relative-rotation electric motor 1 which serves as the power source comprises the outer shell stator 11 and the core rotor 12. The power generated 20~7645 _ 69713-72 by the electric motor 1 is transmitted by way of front and rear flanged members 51, 52 and the centrifugal clutches 41, 42 as shown in Fig. 3 to the transmission shafts 21, 22 and finally to the front and rear differential gear devices lD, 2D. Furthermore, four rotation shafts 31, 32, 33 and 34 are employed to convey the power produced by the motor to the respective tires 81, 82, 83, 84.
A control stick 7 with a C-shaped prong 71 at the end thereof is pivotable about a pivot joint 72, as shown by the dotted lines in Fig. 4. The prong 71 has a pair of hands 711, 712. When the control stick 7 is put in neutral position, the two hands 711, 712 are kept away from the surfaces of the flanged members 51, 52 so that the power produced by the electric motor's outer shell stator 11 and the core rotor 12 can be outputted. If the control stick 7 is pivoted to a position with the hand 711 in contact with the round front flanged member 51, the outer shell stator 11 will be locked against rotation so that the power produced by the electric motor 1 goes totally to the core rotor 12. In the same manner, when the control stick 7 is moved to a position with the hand 712 in pressing contact with the round rear flanged member 52, the power produced by the electric motor 1 will be outputted via the outer shell stator 11. The centrifugal clut-ches 41, 42 permit the transmission shafts 21, 22 to freely rotate even when the front and rear flanged members 51, 52 are locked so that no braking condition will exist.
It may be seen from the above description that there are 3 different kinds of speed condition produced by the manual gear 203764~
shift system of the invention.
Referring to Fig. 1, if the front differential gear device lD has an annular gear D4, which is engaged with the helical gear D3 disposed at the end of the transmission shaft 21, with the gear ratio therebetween 3:1, and the gear ratio between the annular gear D4 of the rear differential gear device 2D and the helical gear D3 attached at the end of the transmission shaft 22 is 3:2; and the rotation speed of the relative-rotation elec-tric motor 1 is 9000 rpm, the following conditions can be produced:
1. When the transmission shafts 21, 22 are free to rotate, the core rotor can deliver a 6000 rpm speed to the trans-mission shaft 21, and the rotation shafts of the front wheels can have a speed of 6000 X 1/3 = 2000 rpm. More-over, the outer shell stator can deliver a 3000 rpm speed to the transmission shaft 22, and the rotation shafts of the rear wheels can reach a speed of 3000 X 2/3 = 2000 rpm. With the four wheels thus operated at the same speed, the automobile can move on a smooth surface.
2. When the transmission shaft 22 associated with the outer shell stator of the electric motor is locked against rotation, the 9000 rpm speed produced by the electric motor will be outputted by way of the core rotor to the transmission shaft 21, so that the rotational speed of the shafts of the front wheels will be increased to 9000 X 1/3 = 3000 rpm (wheel speed). The speed of the automobile is therefore faster than in condition 1.
203~ 6~5 69713-72 3. When the transmission shaft 22 associated with the outer shell stator is released to rotate while the transmission shaft 21 coupled to the core rotor is locked, the speed of the electric motor (9000 rpm) will be delivered to the transmission shaft 22, and the shafts of the rear wheels will reach a speed of 9000 X 2/3 = 6000 rpm. The vehicle moves faster than in conditions 1 or 2.
In case one of the transmission shafts 21, 22 is locked against rotation, the front or rear wheels can still be driven to rotate along with the wheels associated with the free transmission shaft due to the use of the centrifugal clutches. The above theory of how the speed of the wheels are varied can be applied in the following manner.
In the first instance given above the automobile is put in a first gear which can provide a large torsional force to make the wheels move.
In the second condition, the automobile is regarded as in the second gear. Only the front wheels are driven so that the vehicle is more easily controlled in turning corners and is readily speeded up. The automobile in this condition is suitable for a curved road.
In the third condition, the vehicle is identically put in the third gear and only the rear wheels are driven; under this condition, the automobile is best suited for speeding up on a straight road. When the vehicle is on the move, not much torsion is needed and the third gear is able to obtain a high speed out-put.
- 203764~ 69713-72 The centrifugal clutch can be replaced by a ratchet gear means which can provide the same function as the centrifugal clutch. However, the ratchet gear will prevent the power generat-ed by the electric motor from transmitting to the wheels when the motor is rotating in reverse direction to reverse the vehicle. In this condition the electric motor is unable to produce any output at all. To overcome the problem, a box spanner type ratchet gear means, which has a neutral position and clockwise and counter-clockwise positions, is used so to permit the ratchet gear means to be set in 3 options in which the ratchet is limited to spin in only clockwise or counter-clockwise direction or to rotate without restraint at all. The box spanner type gear means can be designed according to the common box spanner as shown in Fig. 6.
The centrifugal clutch and the ratchet gear means may both be termed "coupling devices".
Claims (4)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A variable speed transmission system especially adapted for an electrically powered vehicle comprising:
a relative-rotation electric motor serving as a power source for the electrically operated vehicle and having a first output shaft and a second output shaft;
a round front flanged member in association with said first output shaft of said relative-rotation electric motor;
a round rear flanged member in association with said second output shaft of said relative-rotation electric motor;
first and second coupling devices disposed in juxtaposition to said front flanged member and said rear flanged member, respectively;
first and second transmission shafts having one end disposed in association with said first and second coupling devices, respectively;
front and rear differential gear devices connected to the other end of said corresponding first and second transmission shafts respectively;
a pivotally mounted control stick having a C-shaped prong with first and second hands which can be selectively brought in contact with said front flanged member or said rear flanged member so as to lock one of said flanged members against rotation when said control stick is pivoted to either side from a neutral posi-tion of said control stick;
whereby pivoting movement of said control stick to lock one of said front and rear flanged members against rotation results in locking said first and second output shafts, respectively, against rotation.
a relative-rotation electric motor serving as a power source for the electrically operated vehicle and having a first output shaft and a second output shaft;
a round front flanged member in association with said first output shaft of said relative-rotation electric motor;
a round rear flanged member in association with said second output shaft of said relative-rotation electric motor;
first and second coupling devices disposed in juxtaposition to said front flanged member and said rear flanged member, respectively;
first and second transmission shafts having one end disposed in association with said first and second coupling devices, respectively;
front and rear differential gear devices connected to the other end of said corresponding first and second transmission shafts respectively;
a pivotally mounted control stick having a C-shaped prong with first and second hands which can be selectively brought in contact with said front flanged member or said rear flanged member so as to lock one of said flanged members against rotation when said control stick is pivoted to either side from a neutral posi-tion of said control stick;
whereby pivoting movement of said control stick to lock one of said front and rear flanged members against rotation results in locking said first and second output shafts, respectively, against rotation.
2. A variable speed transmission system for an electrically powered vehicle as defined in claim 1 wherein said relative-rotation electric motor comprises:
an outer shell stator which is equipped with an extended output shaft integrally associated with said shell of said motor;
said extended output shaft being rotatably supported by a bearing means so that said outer shell stator can be rotated freely;
a core rotor disposed inside said shell stator and rotatably supported by a bearing means located respectively at each end of said shell; said core rotor having an outwardly extended output shaft;
said core rotor having magnetic poles and electrical wind-ings;
an outer surface of said outer shell stator having a pair of copper rings which are in constant contact with a pair of carbon brushes so to permit electrical energy from a battery to be delivered to said relative-rotation electric motor;
said relative-rotation electric motor being characterized in that said outer shell stator is able to rotate in an opposite direction with respect to rotation of said core rotor so that energy can be output by way of said first and second output shafts.
an outer shell stator which is equipped with an extended output shaft integrally associated with said shell of said motor;
said extended output shaft being rotatably supported by a bearing means so that said outer shell stator can be rotated freely;
a core rotor disposed inside said shell stator and rotatably supported by a bearing means located respectively at each end of said shell; said core rotor having an outwardly extended output shaft;
said core rotor having magnetic poles and electrical wind-ings;
an outer surface of said outer shell stator having a pair of copper rings which are in constant contact with a pair of carbon brushes so to permit electrical energy from a battery to be delivered to said relative-rotation electric motor;
said relative-rotation electric motor being characterized in that said outer shell stator is able to rotate in an opposite direction with respect to rotation of said core rotor so that energy can be output by way of said first and second output shafts.
3. A variable speed transmission system as defined in claim 1 or 2 wherein said first and second coupling devices comprise centrifugal clutches.
4. A variable speed transmission system as defined in claim 1 or 2 wherein said first and second coupling devices comprise a pair of box spanner type ratchet gear means with 3 optional operating conditions so that the ratchet gear can be rotated only in clockwise or counter-clockwise direction or without restraint.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2037645 CA2037645C (en) | 1991-03-06 | 1991-03-06 | Variable speed transmission system |
| DE4108386A DE4108386A1 (en) | 1991-03-06 | 1991-03-15 | SWITCHABLE DRIVE FOR ELECTRICALLY DRIVED VEHICLES |
| GB9106012A GB2254965B (en) | 1991-03-06 | 1991-03-21 | Improvements in transmission systems |
| FR9103775A FR2674484B1 (en) | 1991-03-06 | 1991-03-28 | SPEED VARIATION TRANSMISSION SYSTEM, PARTICULARLY FOR ELECTRIC VEHICLE. |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2037645 CA2037645C (en) | 1991-03-06 | 1991-03-06 | Variable speed transmission system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2037645A1 CA2037645A1 (en) | 1992-09-07 |
| CA2037645C true CA2037645C (en) | 1994-05-17 |
Family
ID=4147140
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2037645 Expired - Fee Related CA2037645C (en) | 1991-03-06 | 1991-03-06 | Variable speed transmission system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2037645C (en) |
-
1991
- 1991-03-06 CA CA 2037645 patent/CA2037645C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2037645A1 (en) | 1992-09-07 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |