CA2559498A1 - A hybrid kinetic drive system - Google Patents
A hybrid kinetic drive system Download PDFInfo
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- CA2559498A1 CA2559498A1 CA002559498A CA2559498A CA2559498A1 CA 2559498 A1 CA2559498 A1 CA 2559498A1 CA 002559498 A CA002559498 A CA 002559498A CA 2559498 A CA2559498 A CA 2559498A CA 2559498 A1 CA2559498 A1 CA 2559498A1
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- flywheel
- variable transmission
- torque generator
- combine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
- B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
- B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/30—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by chargeable mechanical accumulators, e.g. flywheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
- F03G3/00—Other motors, e.g. gravity or inertia motors
- F03G3/08—Other motors, e.g. gravity or inertia motors using flywheels
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- 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
- F16H15/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
- F16H15/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
- F16H15/04—Gearings providing a continuous range of gear ratios
- F16H15/06—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B
- F16H15/08—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B is a disc with a flat or approximately flat friction surface
- F16H15/14—Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B is a disc with a flat or approximately flat friction surface in which the axes of the members are parallel or approximately parallel
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
A combination of a flywheel and an Infinitely Variable Transmission (IVT), designated as a Flywheel-IVT Combine (FTC), is described. The FIC is suitable for installation on vehicles where the principle torque generator may be an internal combustion engine (ICE) or an ICE
coupled with another torque generator such as an electric motor. The FIC may also be installed in drive systems for stationary machineries. The Flywheel-IVT Combine (FIC) allows the Flywheel to store excess energy provided by the principal torque generator as well as the recoverable energy from the load. Typically when the FIC is installed on a vehicle, the recoverable energy is available during braking of the vehicle. The design for a suitable IVT is presented although a different design may also be incorporated into the FIC.
coupled with another torque generator such as an electric motor. The FIC may also be installed in drive systems for stationary machineries. The Flywheel-IVT Combine (FIC) allows the Flywheel to store excess energy provided by the principal torque generator as well as the recoverable energy from the load. Typically when the FIC is installed on a vehicle, the recoverable energy is available during braking of the vehicle. The design for a suitable IVT is presented although a different design may also be incorporated into the FIC.
Description
HYBRID KINETIC DRIVE SYSTEM
BACKGROUND OF THE INVENTION
1. Field of the invention The invention relates to a drive system, especially suitable for a vehicle but can also be used in other kinds of installations. The load is driven by a dual drive system consisting of a principle torque generator and a Flywheel-IVT combine (FIC). The principle torque generator could be an internal combustion engine (ICE) or an electric motor/generator or a combination of both. The FIC contains a flywheel, a reduction gearing a CVT and a planetary gear set. The driving force can be provided by either the principle torque generator or the FIC or by both the torque generator and the FIC simultaneously. The FIC stores energy and releases energy when needed. It also absorbs kinetic energy from the vehicle when braking. Similar energy recovery schemes can be envisioned for the other kinds of installations. An essential element of the invention is the Internal Tracing Continuously Variable Transmission that allows the FIC to release as well as to absorb energy from the load with high capacity and minimal frictional loss.
BACKGROUND OF THE INVENTION
1. Field of the invention The invention relates to a drive system, especially suitable for a vehicle but can also be used in other kinds of installations. The load is driven by a dual drive system consisting of a principle torque generator and a Flywheel-IVT combine (FIC). The principle torque generator could be an internal combustion engine (ICE) or an electric motor/generator or a combination of both. The FIC contains a flywheel, a reduction gearing a CVT and a planetary gear set. The driving force can be provided by either the principle torque generator or the FIC or by both the torque generator and the FIC simultaneously. The FIC stores energy and releases energy when needed. It also absorbs kinetic energy from the vehicle when braking. Similar energy recovery schemes can be envisioned for the other kinds of installations. An essential element of the invention is the Internal Tracing Continuously Variable Transmission that allows the FIC to release as well as to absorb energy from the load with high capacity and minimal frictional loss.
2. Description of Prior Art Concern for the environment has drawn attention to the development of alternatives for the internal combustion engine (ICE), gasoline supplement and substitutes, as well as hybrid vehicles whereas a vehicle is powered by an electric motor in addition to the ICE. Efforts have also been directed at optimizing the power generated by an ICE by means of a hybrid power system comprising a flywheel. US Patent 3,886,810 teaches a system in which the flywheel is driven by the prime mover such as an internal combustion engine when an excess of power input is available from the prime mover. The flywheel would be connected to the transmission input shaft, releasing its absorbed energy when the vehicle is to be driven under heavy load. More recently Internal Publication WO 2004/000595 describes a more refined system to accomplish the storing and release of energy by means of flywheel. As far as we are aware of all systems disclosed so far only allow the release of energy from the flywheel to the driven shaft of the vehicles. In reality the occasion where the flywheel can uptake the excess power generated by the prime mover is limited to the periods of starting and acceleration, thereby disparages the justification for installing the flywheel. On the contrary vehicle operation involves frequent periods of slow down followed by periods of picking up speed. This is particularly true in urban areas and even more pertinent for vehicles that must make frequent stops such as buses and service vehicles (e.g. garbage trucks). It would be greatly economical if the flywheel can absorb energy from the driven shaft when the vehicles slows down the flywheel would release the absorbed energy during the subsequent acceleration. None of the disclosed system allows for the flywheel to absorb energy from the load.
A system that allows two-way transmission of energy between the flywheel and the driven shaft requires an Infinitely Variable Transmission (IVT). Infinitely Variable Transmission is a subset of the Continuous Variable Transmission (CVT) that was conceptualized by Leonardo da Vinci more than 500 years ago and the first CVT patent, of the toroidal type, was filed in 1886. The technology has been greatly improved and refined and many current car manufacturers are designing their power train around CVT of the V-Belt (Honda, Audi) and Half-Toroidal (Nissan) types. Significant slipping between the contacting components, common known as microslip, is a common occurrence with the above-mentioned types of CVT. Special tracing oil is required to reduce damages to the components. Currently the CVTs are introduced as alternative to the tradition automatic transmission package. The existing CVTs are not suitable for the two-way transfer of energy.
SUMMARY OF THE INVENTION
The following disclosure concentrates on the drive system for a vehicle but it is clear that such a drive system can also be used to drive stationary machinery.
An objective of the invention is to maximize the use of energy released by the principal torque generator, which can be an internal combustion engine or an electric motor or a combination of both, by the means of an assembly comprising a flywheel and an Infinitely Variable Transmission, hereafter referred to as the Flywheel-IVT Combine (FIC). Such a power plant, comprising of a principal torque generator and the FIC is a Hybrid Kinetic Drive System (HKDS).
In a gas powered vehicle equipped with an internal combustion engine, without the FIC, the engine speed increases after ignition while the vehicle remains at rest, all energy released by the engine is wasted. As the vehicle accelerates after being put in motion, the engine continues to release more energy than can be transmitted to the driven shaft, resulting in engine roaring and more waste of energy. A vehicle equipped with a HKDS affords efficacy from the time of ignition and throughout the running cycles.
In battery operated vehicles acceleration is a major concern. A compact car needs about 60 kw to achieve acceptable acceleration. This requires a heavy and expensive battery. With HKDS, the FIC provides sufficient power for acceleration to allow minimizing the required battery power as well as the internal loss.
An embodiment of the invention allows the energy released by the engine, beginning at ignition, be absorbed into the flywheel until the vehicle is put in motion.
The engine can be cut of less than a minute after ignition to allow the flywheel assembly releases its stored (absorbed) energy to accelerate and maintain the speed of the vehicle. While the vehicle accelerates any energy released by the engine in excess of what can be transmitted to the driven shaft continues to be absorbed by the flywheel. The flywheel assembly can be designed to absorb a great amount of energy to allow the vehicle to be put in motion with a"jump start" as is desirable in racing cars.
The HKDS allows for the vehicle to be mobilized, maintained a desired speed or accelerated, by the energy released from the flywheel assembly or the engine, or both. This possibility permits an optimal design of the engine resulting in improved fuel economy. In addition to enabling the vehicle to be accelerated and maintained in constant speed as described above, the flywheel assembly affords the possibility of recuperating energy when the vehicle decelerates. If the brake is applied while the vehicle is in motion, proper gearing allows the rpm of the flywheel to increase thus recuperates the kinetic energy of the moving vehicle. It is clear that the flywheel assembly affords high fuel efficiency, particularly for vehicles that must make frequent stops and starts such as buses and service vehicles. It is recognized that even with the energy conservation during breaking, maintaining the motion of the vehicle still reduces the rpm of the flywheel and the principal torque generator must be restarted at certain time. The HKDS
allows the power from principal torque generator to be applied to the load with or without passing across the FIC. Form rest to about 50 km/hr, the principal torque generator operates from time to time, supplying energy to the load through the FIC. At speeds higher than 50 km/hr, the principal torque generator operates continuously; power from principal torque generator is geared to the load without passing across the FIC. That improves the life time of the CVT as well as the efficiency of the system. These are situations where the vehicle runs with the energy released by both the flywheel assembly and the principal torque generator. It is obvious that the vehicle would require a principal torque generator smaller than that of a comparable conventional vehicle equipped only with an internal combustion engine. It is also clear that innovative gearing and transmission is necessary.
Figure 01 presents a block diagram of a Hybrid Kinetic Drive System. A
principal torque generator 01 delivers the driving energy to the load through the gearing unit 06 and clutch 08.
The flywheel 03 is connected a speed reduction gearing unit 04 which is engaged to the Internal Tracing Continuously Variable Transmission (ITCVT) 02. Clutch 07 provides the connection between the torque generator and the FIC. In concert with the ITCVT planetary gear set 05 allows the energy of the flywheel to drive the load as well as the reverse flow of energy so that the flywheel can absorb the energy from the load. Planetary gear set 05 also permits an enlargement of the gear ratio span to perform a smooth start and to serve as the reverse gear.
Fig. 02 presents a further development whereas an electric motor/generator is installed in addition to the internal combustion engine. The motor/generator also connects to the output of gearing unit 04. More details of this development are illustrated in Fig. 09 to be discussed later.
The Internal Tracing Continuously Variable Transmission (ITCVT) is the essential component of the innovative flywheel assembly. In one embodiment, as shown in Fig. 03, an ITCVT comprises of a number (n) of truncated open cones 201 that are mounted on an axis with provision for varying the distance between them. There is a number (n-1) of rings 202 mounting inside a drum with provision for varying the distance between them also. The drum 203 is supported by carrier 204 by means of roller bearings 205. A ring gear 206 transfers the movement from the rings to the gear 207. The carrier 204 is mounted on the housing of the ITCVT by means of journals 208 that have their axis on the same line with axis of gear 207. This arrangement allows carrier 204 to turn around the center to effect a variation of the distance between the center lines of cones 201 and that of rings 202. A hydraulic cylinder 209 actuates the movement of carrier 204 thereby controls the distance between the center lines of cones 201 and that of rings 202.
Figure 03 shows the ITCVT in a position to produce a speed ratio of 1:1 between the cones and the ring while Fig. 04 shows a position to produce a speed ratio of 2.4:1.
In the embodiment presented in Fig. 03 and Fig. 04 the clamping force between cones 201 and ring 202 is provided by hydraulic pressure applied to the end face of the first cone.
In the embodiment presented in Fig. 03 and Fig. 04 the speed ratio can vary continuously from 1:1 to 2.4:1. This embodiment is designated as the Open-Cone Configuration. It is also clear that truncated cones 201 can be made to allow speed ratio higher than 2.4:1.
Fig. 05 shows ring 202 in detail. The ring is designated as the Plain-Ring Configuration.
Fig. 06 shows ring 202 in another combination designated as the Flexible-Ring Configuration. In the figure, folded ribbon 2021 is mounted inside the ring 202. A retaining ring 2022 is used to keep ribbon 2021 in place. The folded form of ribbon 2021 confers flexibility to reduce the micro slip between its contacting surfaces and the cones.
Another embodiment is designated as the Closed-Cone Configuration. As illustrated in Fig.07 the embodiment comprises of three closed cones 201 and two rings 202.
It is clear that the number of cones and rings may vary. The rings are mounted on shaft 203 with provision for varying the distance between them. The shaft 203 is supported by carrier 204 by means of bearings 205. A gear 206 transfers the movement from the rings to the gear 207. The carrier 204 is mounted on the housing of the ITCVT by means of journals (not shown) that have their axis on the same line with axis of gear 207. This arrangement allows carrier 204 to turn around the center to effect a variation of the distance between the center lines of cones 201 and that of rings 202.
Further illustration of the block diagram is given below. In Fig. 08, gearing 06 is mounted on the engine. The output of this gearing connects to main shaft 11.
Clutch 08 connects the main shaft to driving sprocket 12 of the chain assembly. The power from driven sprocket 13 goes through the drive and reverse gearing 09 and then to the differential 10.
Clutch 07 connects main shaft 11 to gear 14 that is meshed to gear 15. From gear 14, power flows in two directions:
in one direction power passes gear 15, the CVT, gears 16 and 17 and then to sun gear 18 of the planetary gear set 05; in the other direction power passes motor /generator 23, clutch 21, reduction gearing 04, and then to the flywheel 03. One-way clutch 22 operates in parallel with clutch 21; it transfers energy from the load to the flywheel only. This arrangement allows the flywheel to automatically disconnect from the load in case of an emergency brake.
Planetary gear set has 3 components; the first component is sun gear 18 that connects to the output of the CVT (gear 17), as mentioned. The second component is carrier 19 that connects to gear 14. The third one, ring gear 20, is that connects to driving sprocket 04.
Fig. 09 presents a combination of an ICE and an electric motor/generator. With reference to Fig. 08 an electric motor/generator is 23 added with connection to main shaft 11. Electric motor/generator 23 is used to start the engine, recharge the battery and to run the vehicle during engine shut-off. The drive and reverse gearing unit is not necessary. Reverse gear is achieved with the electric motor or by enlarging the gear ratio span at the FIC.
LIST OF FIGURES
Fig. 01 Hybrid Kinetic Drive System Fig. 02 Hybrid Kinetic Drive System with an Electric Motor/Generator Fig. 03 ITCVT (Internal Tracing Continuously Variable Transmission) Fig. 04 ITCVT at Speed Ration 2.4:1 Fig. 05 Plain Ring Fig.06 Flexible Ring Fig. 07 ITCVT with Closed Cones Fig. 08 Typical Design Fig.09 A system including an Electric Motor/Generator
A system that allows two-way transmission of energy between the flywheel and the driven shaft requires an Infinitely Variable Transmission (IVT). Infinitely Variable Transmission is a subset of the Continuous Variable Transmission (CVT) that was conceptualized by Leonardo da Vinci more than 500 years ago and the first CVT patent, of the toroidal type, was filed in 1886. The technology has been greatly improved and refined and many current car manufacturers are designing their power train around CVT of the V-Belt (Honda, Audi) and Half-Toroidal (Nissan) types. Significant slipping between the contacting components, common known as microslip, is a common occurrence with the above-mentioned types of CVT. Special tracing oil is required to reduce damages to the components. Currently the CVTs are introduced as alternative to the tradition automatic transmission package. The existing CVTs are not suitable for the two-way transfer of energy.
SUMMARY OF THE INVENTION
The following disclosure concentrates on the drive system for a vehicle but it is clear that such a drive system can also be used to drive stationary machinery.
An objective of the invention is to maximize the use of energy released by the principal torque generator, which can be an internal combustion engine or an electric motor or a combination of both, by the means of an assembly comprising a flywheel and an Infinitely Variable Transmission, hereafter referred to as the Flywheel-IVT Combine (FIC). Such a power plant, comprising of a principal torque generator and the FIC is a Hybrid Kinetic Drive System (HKDS).
In a gas powered vehicle equipped with an internal combustion engine, without the FIC, the engine speed increases after ignition while the vehicle remains at rest, all energy released by the engine is wasted. As the vehicle accelerates after being put in motion, the engine continues to release more energy than can be transmitted to the driven shaft, resulting in engine roaring and more waste of energy. A vehicle equipped with a HKDS affords efficacy from the time of ignition and throughout the running cycles.
In battery operated vehicles acceleration is a major concern. A compact car needs about 60 kw to achieve acceptable acceleration. This requires a heavy and expensive battery. With HKDS, the FIC provides sufficient power for acceleration to allow minimizing the required battery power as well as the internal loss.
An embodiment of the invention allows the energy released by the engine, beginning at ignition, be absorbed into the flywheel until the vehicle is put in motion.
The engine can be cut of less than a minute after ignition to allow the flywheel assembly releases its stored (absorbed) energy to accelerate and maintain the speed of the vehicle. While the vehicle accelerates any energy released by the engine in excess of what can be transmitted to the driven shaft continues to be absorbed by the flywheel. The flywheel assembly can be designed to absorb a great amount of energy to allow the vehicle to be put in motion with a"jump start" as is desirable in racing cars.
The HKDS allows for the vehicle to be mobilized, maintained a desired speed or accelerated, by the energy released from the flywheel assembly or the engine, or both. This possibility permits an optimal design of the engine resulting in improved fuel economy. In addition to enabling the vehicle to be accelerated and maintained in constant speed as described above, the flywheel assembly affords the possibility of recuperating energy when the vehicle decelerates. If the brake is applied while the vehicle is in motion, proper gearing allows the rpm of the flywheel to increase thus recuperates the kinetic energy of the moving vehicle. It is clear that the flywheel assembly affords high fuel efficiency, particularly for vehicles that must make frequent stops and starts such as buses and service vehicles. It is recognized that even with the energy conservation during breaking, maintaining the motion of the vehicle still reduces the rpm of the flywheel and the principal torque generator must be restarted at certain time. The HKDS
allows the power from principal torque generator to be applied to the load with or without passing across the FIC. Form rest to about 50 km/hr, the principal torque generator operates from time to time, supplying energy to the load through the FIC. At speeds higher than 50 km/hr, the principal torque generator operates continuously; power from principal torque generator is geared to the load without passing across the FIC. That improves the life time of the CVT as well as the efficiency of the system. These are situations where the vehicle runs with the energy released by both the flywheel assembly and the principal torque generator. It is obvious that the vehicle would require a principal torque generator smaller than that of a comparable conventional vehicle equipped only with an internal combustion engine. It is also clear that innovative gearing and transmission is necessary.
Figure 01 presents a block diagram of a Hybrid Kinetic Drive System. A
principal torque generator 01 delivers the driving energy to the load through the gearing unit 06 and clutch 08.
The flywheel 03 is connected a speed reduction gearing unit 04 which is engaged to the Internal Tracing Continuously Variable Transmission (ITCVT) 02. Clutch 07 provides the connection between the torque generator and the FIC. In concert with the ITCVT planetary gear set 05 allows the energy of the flywheel to drive the load as well as the reverse flow of energy so that the flywheel can absorb the energy from the load. Planetary gear set 05 also permits an enlargement of the gear ratio span to perform a smooth start and to serve as the reverse gear.
Fig. 02 presents a further development whereas an electric motor/generator is installed in addition to the internal combustion engine. The motor/generator also connects to the output of gearing unit 04. More details of this development are illustrated in Fig. 09 to be discussed later.
The Internal Tracing Continuously Variable Transmission (ITCVT) is the essential component of the innovative flywheel assembly. In one embodiment, as shown in Fig. 03, an ITCVT comprises of a number (n) of truncated open cones 201 that are mounted on an axis with provision for varying the distance between them. There is a number (n-1) of rings 202 mounting inside a drum with provision for varying the distance between them also. The drum 203 is supported by carrier 204 by means of roller bearings 205. A ring gear 206 transfers the movement from the rings to the gear 207. The carrier 204 is mounted on the housing of the ITCVT by means of journals 208 that have their axis on the same line with axis of gear 207. This arrangement allows carrier 204 to turn around the center to effect a variation of the distance between the center lines of cones 201 and that of rings 202. A hydraulic cylinder 209 actuates the movement of carrier 204 thereby controls the distance between the center lines of cones 201 and that of rings 202.
Figure 03 shows the ITCVT in a position to produce a speed ratio of 1:1 between the cones and the ring while Fig. 04 shows a position to produce a speed ratio of 2.4:1.
In the embodiment presented in Fig. 03 and Fig. 04 the clamping force between cones 201 and ring 202 is provided by hydraulic pressure applied to the end face of the first cone.
In the embodiment presented in Fig. 03 and Fig. 04 the speed ratio can vary continuously from 1:1 to 2.4:1. This embodiment is designated as the Open-Cone Configuration. It is also clear that truncated cones 201 can be made to allow speed ratio higher than 2.4:1.
Fig. 05 shows ring 202 in detail. The ring is designated as the Plain-Ring Configuration.
Fig. 06 shows ring 202 in another combination designated as the Flexible-Ring Configuration. In the figure, folded ribbon 2021 is mounted inside the ring 202. A retaining ring 2022 is used to keep ribbon 2021 in place. The folded form of ribbon 2021 confers flexibility to reduce the micro slip between its contacting surfaces and the cones.
Another embodiment is designated as the Closed-Cone Configuration. As illustrated in Fig.07 the embodiment comprises of three closed cones 201 and two rings 202.
It is clear that the number of cones and rings may vary. The rings are mounted on shaft 203 with provision for varying the distance between them. The shaft 203 is supported by carrier 204 by means of bearings 205. A gear 206 transfers the movement from the rings to the gear 207. The carrier 204 is mounted on the housing of the ITCVT by means of journals (not shown) that have their axis on the same line with axis of gear 207. This arrangement allows carrier 204 to turn around the center to effect a variation of the distance between the center lines of cones 201 and that of rings 202.
Further illustration of the block diagram is given below. In Fig. 08, gearing 06 is mounted on the engine. The output of this gearing connects to main shaft 11.
Clutch 08 connects the main shaft to driving sprocket 12 of the chain assembly. The power from driven sprocket 13 goes through the drive and reverse gearing 09 and then to the differential 10.
Clutch 07 connects main shaft 11 to gear 14 that is meshed to gear 15. From gear 14, power flows in two directions:
in one direction power passes gear 15, the CVT, gears 16 and 17 and then to sun gear 18 of the planetary gear set 05; in the other direction power passes motor /generator 23, clutch 21, reduction gearing 04, and then to the flywheel 03. One-way clutch 22 operates in parallel with clutch 21; it transfers energy from the load to the flywheel only. This arrangement allows the flywheel to automatically disconnect from the load in case of an emergency brake.
Planetary gear set has 3 components; the first component is sun gear 18 that connects to the output of the CVT (gear 17), as mentioned. The second component is carrier 19 that connects to gear 14. The third one, ring gear 20, is that connects to driving sprocket 04.
Fig. 09 presents a combination of an ICE and an electric motor/generator. With reference to Fig. 08 an electric motor/generator is 23 added with connection to main shaft 11. Electric motor/generator 23 is used to start the engine, recharge the battery and to run the vehicle during engine shut-off. The drive and reverse gearing unit is not necessary. Reverse gear is achieved with the electric motor or by enlarging the gear ratio span at the FIC.
LIST OF FIGURES
Fig. 01 Hybrid Kinetic Drive System Fig. 02 Hybrid Kinetic Drive System with an Electric Motor/Generator Fig. 03 ITCVT (Internal Tracing Continuously Variable Transmission) Fig. 04 ITCVT at Speed Ration 2.4:1 Fig. 05 Plain Ring Fig.06 Flexible Ring Fig. 07 ITCVT with Closed Cones Fig. 08 Typical Design Fig.09 A system including an Electric Motor/Generator
Claims (8)
1. ~A drive system as set forth comprising: a torque generator, a gearing set consisting of two or more rapport gearings to connect the torque generator to two clutches; two clutches, A
and B, each of which is connected directly to the gearing set; a combine comprising a flywheel and a continuously variable transmission with appropriate reduction gearing unit and planetary gear set, connected to clutch A and therefore capable of receiving energy generated by the torque generator; a drive and reverse gearing unit connected to clutch B
as well as the planetary gear set of the combine of flywheel and continuously variable transmission, therefore able to transmit energy from either or both of the torque generator and the combine of flywheel and continuous variable transmission to the load, or to transmit energy from the load to the combine of flywheel and continuous variable transmission; a differential connecting the drive and reverse gearing unit to the load.
and B, each of which is connected directly to the gearing set; a combine comprising a flywheel and a continuously variable transmission with appropriate reduction gearing unit and planetary gear set, connected to clutch A and therefore capable of receiving energy generated by the torque generator; a drive and reverse gearing unit connected to clutch B
as well as the planetary gear set of the combine of flywheel and continuously variable transmission, therefore able to transmit energy from either or both of the torque generator and the combine of flywheel and continuous variable transmission to the load, or to transmit energy from the load to the combine of flywheel and continuous variable transmission; a differential connecting the drive and reverse gearing unit to the load.
2. ~The combine of flywheel and continuous variable transmission as set forth in claim 1, wherein said continuous variable transmission is an Infinitely Variable Transmission.
3. ~The Infinitely Variable Transmission as set forth in claim 2 wherein said Infinitely Variable Transmission is an Internal Tracing Continuously Variable Transmission.
4. The Internal Tracing Continuously Variable Transmission as set forth in claim 3, further comprising a number (n) of truncated open cones that are mounted on an axis with provision for varying the distance between them; a number, which is one unit less than the number of truncated cones, of rings mounting inside a drum with provision for varying the distance between them, a drum supported by a carrier and roller bearings, a ring gear;
a gear G1 connected to the rings which are mounted inside the drum via the ring gear;
journals with axis o the same line with gear G1 to enable the mounting of the carrier; a hydraulic cylinder attached to the carrier 204.
a gear G1 connected to the rings which are mounted inside the drum via the ring gear;
journals with axis o the same line with gear G1 to enable the mounting of the carrier; a hydraulic cylinder attached to the carrier 204.
5. A drive system as set forth in claim 1 where the torque generator is an internal combustion engine.
6. A drive system as set forth in claim 1 where the torque generator is electric motor.
7. A drive system as set forth in claim 1 where the torque generator is an internal combustion engine combined with an electric motor.
8. The combine of flywheel and continuous variable transmission as set forth in claim 1, where clutches A and B are replaced by a synchronic clutch capable shifting energy from the torque generator to the combine or to the drive and reverse gearing unit or none of them.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002559498A CA2559498A1 (en) | 2006-09-06 | 2006-09-06 | A hybrid kinetic drive system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002559498A CA2559498A1 (en) | 2006-09-06 | 2006-09-06 | A hybrid kinetic drive system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2559498A1 true CA2559498A1 (en) | 2008-03-06 |
Family
ID=39153690
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002559498A Abandoned CA2559498A1 (en) | 2006-09-06 | 2006-09-06 | A hybrid kinetic drive system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2559498A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2987410A1 (en) * | 2012-02-27 | 2013-08-30 | Almeida Coutinho Manuel Augusto De | Device for generating rotary movement to rotating machine of bicycle, has flat rim connected to transmission shaft leaving three aerodynamic axes, where transmission shaft is fixed on internal part of rim |
| US10591038B2 (en) | 2014-06-13 | 2020-03-17 | Perkins Engines Company Limited | Variator-assisted transmission |
-
2006
- 2006-09-06 CA CA002559498A patent/CA2559498A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2987410A1 (en) * | 2012-02-27 | 2013-08-30 | Almeida Coutinho Manuel Augusto De | Device for generating rotary movement to rotating machine of bicycle, has flat rim connected to transmission shaft leaving three aerodynamic axes, where transmission shaft is fixed on internal part of rim |
| US10591038B2 (en) | 2014-06-13 | 2020-03-17 | Perkins Engines Company Limited | Variator-assisted transmission |
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| FZDE | Dead |