IL170166A - Automotive energy managing transmission - Google Patents

Description

170166 |7·τι I 453333 τηχ AUTOMOTIVE ENERGY MANAGING TRANSMISSION 'πϋ^ nv mori? rmoan Background of the invention Field of the Invention The present invention relates to the automotive transmission, including an automatic gearbox or a hydraulic speed box.

State of Art It is known a vehicle prime mover operates together with a transmission for vehicle driving (US Patent 3,533,493). This prime mover comprises an engine, including a turbine, a compressor, a combustion apparatus and a gas generator, and is connected by means an energy absorbing device, clutch and a mechanical reducer with the transmission. The energy absorbing device includes a fluid retarder mechanism having fluid circuit with a control valve, a temperature responsive means/a heat exchanger, a reservoir and a pump. The gas turbine has highest operating speed of rotation. The prime mover output shaft receives rotational speed from the gas turbine. An input shaft of the fluid retarder receives rotation because of liquid circulating in the fluid circuit at .the'ipump operating. Connection of these shafts by the clutch secure interacting of the gas turbine with the fluid retarder decreasing operating speed of rotation which transmits to the transmission by . a mechanical reducer. The temperature responsive means are responsive i to temperature of the liquid circulating flow in the fluid circuit for governing the fuel input to the gas turbine.

The complex prime mover operates with high energy wastes for heating of the liquid flow and with large discharge energy wastes of the gas turbine. The use the previously described arrangement makes this design cumbersome and insufficiently economical.

It is known a gas turbine engine for vehicles (US Patent 4,037,409) in which an infinitely variable transmission in the form of a hydraulic transmission is coupled to the engine. A fly wheel stores and releases braking energy and has a disengageable coupling connecting the fly. wheel with the variable transmission to at least one wheel drive shaft. The" "hydraulic transmission has a pump unit and a motor unit, which are hydraulically operable. The pump unit and motor unit are reversible for braking of the vehicle, whereby the motor is driven by the wheels of the vehicle and operates as a pump, and the pump operates as motor.

The gas turbine engine has complex design including a gas turbine, a compressor and a combustion chamber and operates with large discharge energy wastes of the gas turbine. Although this invention is essentially free of shortcoming inherent in previously described invention, the use of the gas turbine engine makes this design complex and low economical.

According to US Patent 4,364,229, an automotive energy managing transmission comprises a differential for splitting the power to mechanical and hydrostatic branches. The transmission is adapted to operate in a few modes: hydrostatic in the city, hydromechanical and mechanical on highway, regenerative braking and engine starting. The transmission includes an energy storage means and allows the engine to operate intermittently during city driving. Energy storage means including a hydraulic accumulator contains an elastic element for gas pressuring and a fly wheel connected with a small hydraulic unit, which sends pressurized fluid into the accumulator, when the gas pressure passes a certain level. The fly wheel helps the small hydraulic unit at its operation. The hydrostatic arrangements, operated, when the engine is shut, the car continues to move, accelerate or stop, until the stored energy is depleted to certain level, then a control unit provides restart of the engine and recharge of the energy storage means.

The hydrostatic mode of transmission operating is suitable and efficient for inner city driving. However, high complexity of the mechanical and the hydraulic arrangements of the transmission increase technological difficulties and financial expenditures of its producing.

Summary of the invention The object of the present invention is, therefore, the task to make the transmission more economical. . · The said and other tasks are fulfilled due to the circumstance that the transmission comprises an automatic speed box (an automatic gearbox or a hydraulic speed box), a free-wheel clutch connecting the automatic speed box to an engine having a turbocompressor using of exhaust gases of the engine for compression of air entering to the engine, a fly wheel, a drive mechanism having an input and an output links, a clutch and a shifting mechanism. The fly wheel and the output link are hardly attached to a shaft of the turbocompressor. The input link is rotatable set on the shaft. The clutch has a mobile connecting disk removed by the shifting mechanism on the shaft and a connecting disk attached to the input link, and their connection locks the input link on the shaft. The drive mechanism has high ratio, is provided, for example, by planetary gear including in its kinematic chain. The shifting mechanism is controlled by a special automatic control unit (computer) depending on signals fed into the control unit about positions of a braking pedal and a throttle pedal, regulating the engine fuel feed.

The control unit provide;; three automatically controlled programs of economical operation of the transmission.

Herewith, if a driver stops the vehicle, he displaces the braking pedal only from its initial position, the engine acts at idle slow regime of rotation, the speed box is in its neutral position. During vehicle moving the driver displaces only the1 throttle pedal from its initial position, the engine operates at working regimes, the speed box provides speed and torque transference. The shifting mechanism acts according to signals fed into the control unit at each the automatically controlled program about positions of said pedals.

The first program allows the engine to operate at ordinary mode,, because the shifting mechanism disconnects the mobile connecting disk from the connecting disk. The engine drive is directly connected with the speed box by the shaft and the free-wheel clutch. The fly wheel and the turbocompressor are disconnected from the shaft. During transmission operating exhaust gases of the engine enter into a turbine of the turbocompressor and rotates a rotor, including the turbine and a compressor connected hardJy on the shaft of the turbocompressor. Air entering into the engine is compressed in the compressor arid provides operating of the engine with economical fuel consumption. The turbine rotates also the fly wheel accumulating energy storage, which is spent to help operating of the turbine.

The second program provides usage of idle slow rotating of the engine at stoppage of the vehicle for economical transmission operating, particularly, during inner city driving with often stoppages. At said stoppages the shifting mechanism connects the mobile connecting disk with the connecting disk. The input link is locked to the shaft. Idle slow rotation of the engine is transmitted by the drive mechanism having high ratio to the turbocompressor and provides fast rotation of its rotor together with the fly wheel. Small exhaust of the engine almost has not influence on said rotation. The rotating compressor compresses air, which enters into the engine providing its fast run at start of the vehicle after stoppage. Then the shifting mechanism disconnects the mobile connecting disk from the connecting disk. The fly wheel disconnects from the shaft and the transmission operates as like at the above described first program.

The third program provides economical operating of the engine at an extreme load and is switched on by the driver for overcoming of the said load. Herewith, the driver effects maximum displacing of the throttle pedal from its initial position for maximum fuel feed of the engine. The shifting mechanism removes the mobile connecting disk to the connecting disk, and their connection locked the input link to the shaft. The fly wheel and the rotor of the turbocompressor rotate on maximum speed because of maximum engine exhaust entering and operating in the turbine of the turbocompressor, increasing of a compression ratio of air compressed in the compressor and entering into the engine. The engine operates with maximum torque, herewith the fly wheel effects an inertial push of the shaft over the drive mechanism. Then the shifting mechanism disconnects the mobile connecting disk from the: connecting disk. Said acts may be repeated a few times for vehicle overcoming of the extreme load. Then the transmission operates according to the first or the second programs.

If rotational speed of the shaft will be higher of rotational speed of the engine the free-wheel clutch disconnects the engine from the shaft.

These programs of operating of the transmission are high economical, therefore the transmission design has high efficiency because of usage of the engine exhaust gases energy and the energy storage of the fly wheel for effecting of said programs.

The present invention will be understood more fully from the detailed description given herein below and from the accompanying drawings of the preferred embodiment of the invention, but are for explanation and understanding only.

Brief Description of the Drawings The essence of the invention is illustrated by drawings wherein: Fig. 1 shows schematically the transmission according to the present' invention.

Fig. 2 is a sectional view taken along lines A-A of Fig. 1.

Detailed description of the Preferred Embodiments of the Invention Below the.automotive energy managing transmission according to the present invention and its operation during city and highway driving are described.

The transmission (Fig. 1) comprises automatic speed box 1 (an automatic gearbox or a hydraulic speed box), shaft 2, free-wheel clutch 3, engine 4 having turbocompressor 5, fly wheel 6, drive mechanism 7 having output link 8 and input link 9, clutch 10 provided with shifting mechanism 11 and having friction disk 12 and mobile friction disk 13. Shaft 14 of turbocompressor 5 is connected to output link 8 and fly wheel 6. Shaft 2 has splines 15 on which mobile friction disk 13 can slide along shaft 2 by shifting mechanism 11. Turbocompressor 5 has a rotor (not shown) containing a turbine (not shown) connecting with a compressor (not shown). Exhaust gases of working engine 4 enter and operate in the turbine, rotating the compressor for compression of air, entering and operating in engine 4. Speed box 1 and engine 4 are connected by shaft 2 and free-wheel clutch 3. Input link 9 and friction disk 12 attached to each other and set rotatable on shaft 2. Free-wheel clutch 3 (Fig. 2) comprises driving roller race 16, connecting to engine 4, driven hub 17, connecting to shaft 2, and, at least, three rollers 18 set in wedge chinks 19. Clutch 10 effects connection or disconnection of shaft 2 with input link 9.

A special control unit (not shown) controls by shifting mechanism 11, providing three automatically controlled programs of economical transmission operating. This control unit (computer) depends on signals fed into the control unit comprising data about positions of a vehicle braking pedal (not shown) and a vehicle throttle pedal (not shown). Herewith, vehicle braking is provided, if the braking pedal only is displaced from its initial position, and vehicle moving is provided, if the throttle pedal only is displaced from its initial position.

The first automatically controlled program provides connection of speed box 1 and engine 4 by shaft 2 and free-wheel clutch 3, because shifting mechanism 11 removes mobile friction disk 13 from friction disk 12 in the direction of arrow F on splines 15 disconnecting of these disks connection (Fig. 1), as well disconnecting shaft 2 from drive mechanism 7, turbocompressor 5 with shaft 14 and fly wheel 6. Exhaust gases of operating engine 4 enter into turbocompressor 5 in the direction of arrow B, rotate the turbine and the compressor and discharge in the direction of arrow C. Air entering into turbocompressor 5 in the direction of arrow D is compressed by the compressor and enters in the direction of arrow E in engine 4, providing its economical operation. Fly wheel 6 rotates by turbocompressor 5 and accumulates energy storage, which is spent to run, together with exhaust of the engine, the above mentioned rotor of turbocompressor 5.

The second automatically controlled program provides usage of idle rotation of engine 4 at vehicle stoppage, particularly, during city driving with often stops. Herewith, shifting mechanism 11 removes mobile friction disk 13 to friction disk 12 and their connections locks input link 9 to shaft 2. Idle slow rotation of engine 4 is transmitted over drive mechanism 7 to fly wheel 6 and provides its fast rotation together with the rotor of turbocompressor 5. The small exhaust of engine 4 almost has not influence on fast rotation of the fly wheel 6 and compression of air in the compressor. After vehicle stoppage compressed air enters and operates in engine 4 providing its fast run and fast vehicle start. Then shifting mechanism 11 removes mobile friction disk 13 in the direction of arrow F, disconnecting mobile friction disk 13 from friction disk 12. Fly wheel 6 disconnects from shaft 2 and the transmission operates at the above described first program.

The third automatically controlled program provides economical operating of engine 4 at an extreme load and is switched on by the driver for overcoming of the said load. Herewith, the driver effects maximum displacing of the throttle pedal from its initial position for maximum fuel feed of engine 4. Shifting mechanism 11 removes mobile friction disk 13 to friction disk 12 and locked input link 9 to shaft 2. Fly wheel 6 and the rotor of turbocompressor 5 receive fast rotation because of maximum discharge of engine 4 operating in turbocompressor 5 and providing increasing of compression ratio of air entering into engine 4. Engine 4 operates with maximum torque, herewith, fly wheel 6 effects an inertial push to shaft 2 over drive mechanism 7. Then shifting mechanism 11 removes mobile friction disk 13 in the direction of arrow F, disconnecting drive mechanism 7 from shaft 2. These extreme acts may be repeated a few times for overcoming of the extreme load.

If rotational speed of shaft 2 is higher of rotational speed of engine 4, free-wheel clutch 3 disconnects their connection, because driven hub 17 rotates more fast of roller race 16, and rollers 18 run out from wedge chinks 19.

It is possible to use in small cars the first and second automatically controlled programs only to diminish loading of automatic speed box 1 and clutch 10.

Although the invention has been described and illustrated with aiertain degree of particularity, it is understood that the present disclosure has only been made by way of example, and that various modification thereof may be restored to by those skilled in the art without departing from the spirit and scope of the invention, as hereinafter claimed.

Claims (4)

Claims:

1. An automotive energy managing transmission comprising: - an automatic speed box (an automatic gearbox or a hydraulic speed box), - a shaft and a free-wheel clutch connecting the automatic speed box to an engine having a turbocompressor using exhaust gases of the operating engine for compression ",of ; entering to the engine air; - a fly wheel, - a drive mechanism having an input link and an output link, - the fly wheel and the output link attached to a shaft of the turbocompressor, - a clutch, set on the shaft and providing possibility of connection or disconnection of the input link with the shaft by means a shifting mechanism, for restoring or breaking of connection between the engine and the turbocompressor with the fly wheel, - a control unit controlling by the shifting mechanism according to signals fed into the control unit about positions of the braking pedal and the throttle pedal, governing the engine fuel feed at vehicle driving.

2. The transmission according to Claim 1, wherein the clutch comprises a friction disk attached to the input link and a mobile friction disk removed by the shifting mechanism on splines, formed on the shaft, for these friction disks connection or disconnection.

3. The transmission according to Claims 1 or 2, wherein the drive mechanism includes, at least, one planetary gear in its kinematic chain.

4. The transmission according to any of Claim 1 or 3 as described above with reference to the enclosed specification. Applicants