EP0647298A1 - Systeme d'entrainement a embrayage a roue libre - Google Patents

Systeme d'entrainement a embrayage a roue libre

Info

Publication number
EP0647298A1
EP0647298A1 EP93915836A EP93915836A EP0647298A1 EP 0647298 A1 EP0647298 A1 EP 0647298A1 EP 93915836 A EP93915836 A EP 93915836A EP 93915836 A EP93915836 A EP 93915836A EP 0647298 A1 EP0647298 A1 EP 0647298A1
Authority
EP
European Patent Office
Prior art keywords
rotation
driven
drive
freewheel
slipless
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.)
Withdrawn
Application number
EP93915836A
Other languages
German (de)
English (en)
Inventor
Pietro Masoni
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0647298A1 publication Critical patent/EP0647298A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/065—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with a plurality of driving or driven shafts
    • 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
    • F16H29/00—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action
    • F16H29/02—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts
    • F16H29/04—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts in which the transmission ratio is changed by adjustment of a crank, an eccentric, a wobble-plate, or a cam, on one of the shafts

Definitions

  • This invention relates to a drive system comprising at least one drive source delivering its power by means of a driving, rotation-and-torque transmitting element, at least one speed variator and at least one driven, rotation-and- torque receiving element.
  • Such a device is known for instance as a drive of a passenger car in which the coupling between the wheels and th drive source is formed inter alia by a continuously variable transmission.
  • a driving, rotation-and-torque transmitting element such as a drive shaft of a drive source
  • a driven, rotation-and-torque receiving element such as a central output shaft
  • this necessitates the provision of fluid clutches, slip clutches, gearboxes, freewheel clutches and th like so as to tune the speed of the driving element to the speed of the driven element before a coupling is effected.
  • One object of the invention is to provide a drive system in which the speed of the driving element is independent of the speed of the driven element and the speed of the driven element can be varied from zero revolutions per second to a maximum value, independently of the speed of the driving element. These conditions must apply throughout the entire control range of the drive system, i.e., from zero speed to a maximum value.
  • a further object of the invention is to provid a drive system in which all driving elements are at all times dynamically coupled to all driven elements, i.e., a drive system without friction, fluid or similar conventional in/out clutches.
  • the drive system of the type described in the opening paragraph hereof is characterized according to the invention in that, for distributing power originating from one drive source over several driven elements and/or for combining power originating from several drive sources on a driven, rotation-and-torque receiving, single element, the or each speed variator is designed as an infinitely variable, slipless freewheel clutch having an input and an output shaft, the input shaft being provided with at least one pair of eccentric discs whose eccentricity can be varied, also during operation, from a neutral position of zero eccentricity to a maximum value by means of a control device incorporated in the input shaft, the eccentricity of the respective discs being mutually opposite, while a plurality of circumferential units are arranged on a pitch circle whose centre coincides with the centreline of the input shaft and which is located in, or in the vicinity of, a plane in which the eccentric discs can oscillate during operation, these circumferential units each comprising a crank arm which can be driven for oscillation by one of the eccentric discs, the crank arms of the
  • Such a drive system can serve for distributing power originating from one drive source over several driven, rotation-and-torque receiving elements and can also serve for combining power originating from several drive sources on a single, rotation-and-torque receiving, driven element. All this can be effected without necessitating the incorporation of additional fluid or friction clutches, gearboxes or similar additional sources of friction into the drive system.
  • a drive system that is fitted with such infinitely variable, slipless freewheel clutches has the advantage that when the speed of the output shaft of such a freewheel clutch is higher than the speed that is imposed on the output shaft by the input shaft of the freewheel clutch, for instance because the output shaft of the infinitely variable, slipless freewheel clutch is being caused to rotate by the driven, rotation-and-torque receiving element connecte thereto, such motive force being exerted on this output shaft will not be transmitted by the freewheel to the input shaft of the freewheel clutch. This prevents the drive source connecte to the input shaft from being driven by any motive force exerted on the output shaft of the freewheel clutch.
  • the driving element for distributing power originating from one drive source over a plurality of driven elements, can be dynamically connected to at least two infinitely variable, slipless freewheel clutches whose output shafts are each directly or dynamically connected to one of the driven, rotation-and-torque receiving elements, with speeds of the driven elements being controllable independently of each other.
  • Such an application can for instance be used when several rotation-and-torque receiving, driven elements take their power from a single drive source, it being required tha the speed of the driven elements be infinitely variable without large quantities of power being lost in the process.
  • Such a drive system makes it possible for one of the driving, rotation-and-torque transmitting elements, which are connected to the driven, rotation-and-torque receiving, single element via infinitely variable, slipless freewheel clutches, to be coupled at a later stage.
  • a power receiving element that is already being driven for rotation can be supplied with additional power by gradually coupling the driving element that is dynamically connected to the driven element via the infinitely variable, slipless freewheel clutch. If one of the driving, power transmitting elements is stationary, the output shaft of the infinitely variable, slipless freewheel clutch connected thereto rotates freely and in that case the input shaft of this freewheel clutch is stationary. The power that is thus lost in the freewheel clutch is minimal.
  • the driven single element driven successively by one of the respective driving elements, as desired.
  • Such a use of the drive system makes it possible, for instance, to use the several drive sources for different power ranges .
  • a drive system of such design can for instance be used advantageously in marine propeller drives, where, according to a further elaboration of the invention, the driv sources are marine turbines or marine motors, while the driving, rotation-and-torque transmitting elements are output shafts of the marine turbines or marine motors and the driven, rotation-and-torque receiving single element is a marine propeller shaft.
  • SSS clutches which can couple optimally only in limited, fixed speed ranges, inasmuc as the operation thereof is based on pawls which mesh with th ratchet teeth as a result of centrifugal force. Accordingly, only in a very narrowly defined speed range can a shift be made from one drive source to the other drive source. Moreover, such SSS clutches cause a rattling sound in certain speed ranges during the shifting phase.
  • the marine propeller drive system according to the invention offers the advantage that a shift can be made in th entire speed range of the marine propeller shaft. Accordingly in the case of disasters, for instance failure of one of the drive sources, the drive can be taken over immediately by another drive source via the infinitely variable, slipless freewheel clutch.
  • the virtual noiselessness of the infinitely variable, slipless freewheel clutch, which operates utilizing eccentric discs, is of great importance, in particular for marine propeller drive systems of navy ships .
  • the drive system for combining power originating from several drive sources on a driven, rotation-and-torque receiving, single element, is characterized in that a pluralit of infinitely variable, slipless freewheel clutches are connected in series, while the output shaft of each of these infinitely variable, slipless freewheel clutches is connected to the input shaft of a next freewheel clutch, with the exception of the last infinitely variable, slipless freewheel clutch included in the series, which has its output shaft connected to the driven, rotation-and-torque receiving, single element, the input shaft of each freewheel clutch being dynamically connected to at least one driving, rotation-and- torque transmitting element and the respective infinitely variable, slipless freewheel clutches being controllable in such a manner that the speed of the output shafts thereof is tuned to the desired speed of the driving, rotation-and-torque transmitting element dynamically connected thereto.
  • a drive system of such design offers the advantage that with few parts such as shafts and with few geared transmissions or similar transmissions, several drive sources can be connected to the driven, rotation-and-torque receiving, single element. This offers the advantage that upon actuation of the device only a minimum of mass inertia forces needs to be overcome and that, moreover, owing to the minor number of geared transmissions, only little power is lost through friction. Moreover, a drive system of such design offers the advantage that it occupies little space inasmuch as the infinitely variable, slipless freewheel clutches can be arranged in line.
  • At least one of the continuously variable, slipless freewheel clutches can be so designed that the direction of rotation of the output shaft thereof is reversible.
  • slipless freewheel clutches which are connected in series, only the speed variator whose output shaft is connected to the driven, rotation-and-torque receiving element needs to be reversible.
  • freewheel clutches which are connected in parallel however, each freewheel clutch which is connected to the driven, rotation- and-torque receiving, single element must be reversible.
  • the reversibility of the direction of rotation of the driven, rotation-and-torque receiving element is effected in that the respective unidirectional drive systems of the infinitely variable, slipless freewheel clutch the rotational direction of whose output shaft is reversible, are reversible in that they comprise a double-acting freewheel system which is adapted for driving the respective intermediate shafts in a first direction of drive and in a second, opposite direction of drive, the respective unidirectional drive systems being reversible only when the speed of rotation of the output shaft is zero.
  • Such a drive system comprises at least one power receiving, driven element whose direction of rotation can be reversed, without additional sources of friction being introduced into the drive system.
  • Fig. 1 is a sectional view of an infinitely variable, slipless freewheel clutch which can be used in one of the drive systems shown in the following figures;
  • Fig. 2 is a sectional view taken on line II-II in Fig. 1;
  • Fig. 3 is a schematic representation of a drive system in which the power of one drive source is distributed over several power receiving, driven elements;
  • Fig. 4 is a schematic representation of a drive system in which power originating from several drive sources is combined via a plurality of parallel-connected infinitely variable, slipless freewheel clutches on a single, power receiving, driven element;
  • Fig. 5 is an example of a practical application of the principle shown in Fig. 4;
  • Fig. 6 is another example of a practical application of the principle shown in Fig. 4.
  • Fig. 7 is a schematic representation of a drive system in which power originating from several drive sources is combined via a plurality of series-connected infinitely variable, slipless freewheel clutches on a driven, rotation-and-torque receiving, single element.
  • the drawings all relate to a drive system that comprises at least one drive source P which delivers its power by means of a driving, rotation-and-torque receiving, transmitting element T, at least one speed variator V and at least one driven, rotation-and-torque receiving element R.
  • the drive system is characterized according to the invention in that, for distributing power originating from one drive source PI over several driven elements R1-R2 (see Fig. 3) and/or for combining power originating from several drive sources P1-P4 on a driven, rotation-and-torque receiving, single element R (see Figs 4-7), the or each speed variator V is designed as an infinitely variable, slipless freewheel clutch V having an input shaft 1 and an output shaft 9 (see Fig. 1) .
  • the input shaft 1 comprises at least one pair of eccentric discs 2a, 2b, whose eccentricity can be varied, also during operation, from a neutral position of zero eccentricity to a maximum value by means of a control device 3 incorporated in the input shaft 1, the eccentricity of the respective discs 2a, 2b being mutually opposite.
  • the infinitely variable, slipless freewheel clutch further comprises a plurality of circumferential units 4 located on a pitch circle S (see Fig. 2) whose centre coincides with the centreline HI of the input shaft 1 and which is located in, or in the vicinity of, a plane in which the eccentric discs 2a, 2b can oscillate during operation.
  • the circumferential units 4 are each provided with a crank arm 5 which can be driven for oscillation by one of the eccentric discs 2a, 2b.
  • the crank arms 5 of the respective circumferential units 4 are each dynamically connected to the output shaft 9 via at least one unidirectional drive system 6, consisting of a freewheel system 6, via respective intermediate shafts 7 and a transmission 8 with a fixed transmission ratio.
  • infinitely variable, slipless freewheel clutches provides for great flexibility in regard of the number of drive sources and driven elements without necessitating the introduction of additional sources of friction, such as clutches and gearboxes and the like, into the drive system. Moreover, the infinitely variable, slipless freewheel clutches themselves exhibit low internal friction.
  • FIG. 6 Another example of a drive system with a plurality of infinitely variable, slipless freewheel clutches V1-V4 connected in parallel is formed by the device shown in Fig. 6.
  • the driven, rotation-and-torque receiving element R is formed by a conveyor belt or chain of great length, which is driven at a plurality of points by the drive rollers 12 mounted on the output shaft 9 of the infinitely variable, slipless freewheel clutches V1-V4.
  • the drive system shown schematically in Fig. 7 for combining power from several drive sources P1-P4 on a driven, rotation-and-torque receiving, single element R is characterized by a plurality of infinitely variable, slipless freewheel clutches V1-V4 which are connected in series.
  • the output shaft 9 of each infinitely variable, slipless freewheel clutch V1-V3 in the series is connected to the input shaft 1 of a next freewheel clutch V2-V4, with the exception of the last infinitely variable, slipless freewheel clutch V4 included in the series, which has its output shaft 9 connecte to the driven, rotation-and-torque receiving, single element R.
  • each freewheel clutch V1-V4 is dynamically connected to at least one driving, rotation-and- torque transmitting element T1-T4 via, for instance, a gear o chainwheel transmission with respective transmission ratios ii ⁇ i 4 .
  • the respective infinitely variable, slipless freewheel clutches V1-V4 can be so controlled that the speed i2 ⁇ ) 2 -i 4 ⁇ 4 of the output shafts 9 thereof is tuned to the desired speed 0)2-0) 4 of the driving, rotation-and-torque transmitting elemen
  • T1-T4 dynamically connected thereto.
  • the speed across th series of freewheel clutches V1-V4 runs up, i.e., when i ⁇ ) ⁇ is smaller than i 4 C ⁇ 4 , use must be made of infinitely variable, slipless freewheel clutches V1-V4 whose transmission 8 betwee the intermediate shafts 7 and the output shaft 9 has an overdrive ratio.
  • a freewheel clutch V having an output shaft 9 whose direction of rotation is reversible comprises reversible unidirectional drive systems 6.
  • the reversible unidirectional drive systems 6 comprise a double-acting freewheel system that is adapted for driving the respective intermediate shafts 7 in a first direction of drive and in a second, opposite direction of drive.
  • the respective unidirectional drive systems 6 should be reversible only when the speed of rotation of the output shaft 9 of the freewheel clutch V is zero.

Landscapes

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

Abstract

L'invention concerne un système d'entraînement comprenant au moins une source d'entraînement (P) transmettant sa puissance au moyen d'un élément d'entraînement assurant la transmission d'une rotation et d'un moment de couple (T), au moins un variateur de vitesse (V) et un moins un élément entraîné, destiné à la réception de la rotation et du moment de couple (R). Dans le système de l'invention, pour répartir la puissance provenant de la source d'entraînement (P1) sur plusieurs éléments entraînés (R1, R2) et/ou pour combiner la puissance provenant de plusieurs sources d'entraînement (P1-P4) sur un seul élément entraîné (R), le ou chaque variateur de vitesse (V) est conçu comme un embrayage à variation continue et à roue libre sans glissement (V).
EP93915836A 1992-07-03 1993-07-02 Systeme d'entrainement a embrayage a roue libre Withdrawn EP0647298A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
NL9201193A NL9201193A (nl) 1992-07-03 1992-07-03 Aandrijfstelsel voorzien van ten minste een traploos regelbare, sliploze vrijloopkoppeling.
NL9201193 1992-07-03
PCT/EP1993/001772 WO1994001699A1 (fr) 1992-07-03 1993-07-02 Systeme d'entrainement a embrayage a roue libre

Publications (1)

Publication Number Publication Date
EP0647298A1 true EP0647298A1 (fr) 1995-04-12

Family

ID=19861012

Family Applications (1)

Application Number Title Priority Date Filing Date
EP93915836A Withdrawn EP0647298A1 (fr) 1992-07-03 1993-07-02 Systeme d'entrainement a embrayage a roue libre

Country Status (7)

Country Link
EP (1) EP0647298A1 (fr)
JP (1) JPH08502337A (fr)
CN (1) CN1085999A (fr)
AU (1) AU4565793A (fr)
NL (1) NL9201193A (fr)
TW (1) TW224153B (fr)
WO (1) WO1994001699A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
TWI393329B (zh) * 2006-05-18 2013-04-11 Pao Ling Lee Motor with variable speed and rim motor
DE102011102880B4 (de) 2010-06-14 2021-10-07 Honda Motor Co., Ltd. Getriebestrang mit zwei Kurbel-CVT-Getrieben
KR101302835B1 (ko) * 2010-09-20 2013-09-02 김소연 프리휠클러치 터빈을 이용한 선박 추진 시스템
CN111288137A (zh) * 2018-12-06 2020-06-16 周承岗 多相共轨脉动式无级变速器
US20220025961A1 (en) * 2019-01-31 2022-01-27 Monter Technologies Pvt. Ltd. An energy transfer system

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE822642C (de) * 1950-03-23 1951-11-26 Max Kuhs Raederloses Regulier- und Wendegetriebe
US2864259A (en) * 1955-04-08 1958-12-16 Bendix Aviat Corp Power transmission
ES379553A1 (es) * 1969-05-14 1973-02-01 Mtu Friedrichshafen Gmbh Instalacion de propulsion con dos maquinas propulsoras.
GB2063804B (en) * 1979-10-31 1984-06-06 Cock V C Wind powered water borne vessel
FR2470307B1 (fr) * 1979-11-19 1987-07-03 Honda Motor Co Ltd Mecanisme d'embrayage pour systeme de transmission de forces
DE3045093A1 (de) * 1980-11-29 1982-07-01 Daimler-Benz Ag, 7000 Stuttgart Mehrfachanordnung von brennkraftmaschinen
US4829850A (en) * 1987-02-25 1989-05-16 Soloy Dual Pac, Inc. Multiple engine drive for single output shaft and combining gearbox therefor
GB2215415B (en) * 1988-03-02 1992-04-15 Peter Goss Variable speed transmission

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9401699A1 *

Also Published As

Publication number Publication date
CN1085999A (zh) 1994-04-27
TW224153B (fr) 1994-05-21
NL9201193A (nl) 1994-02-01
AU4565793A (en) 1994-01-31
JPH08502337A (ja) 1996-03-12
WO1994001699A1 (fr) 1994-01-20

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